WO2003074853A1 - Moteur en v - Google Patents

Moteur en v Download PDF

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Publication number
WO2003074853A1
WO2003074853A1 PCT/JP2003/002686 JP0302686W WO03074853A1 WO 2003074853 A1 WO2003074853 A1 WO 2003074853A1 JP 0302686 W JP0302686 W JP 0302686W WO 03074853 A1 WO03074853 A1 WO 03074853A1
Authority
WO
WIPO (PCT)
Prior art keywords
output shaft
crankshaft
engine
shaft
valve drive
Prior art date
Application number
PCT/JP2003/002686
Other languages
English (en)
Japanese (ja)
Inventor
Minoru Yonezawa
Original Assignee
Yamaha Hatsudoki Kabushiki Kaisha
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Yamaha Hatsudoki Kabushiki Kaisha filed Critical Yamaha Hatsudoki Kabushiki Kaisha
Publication of WO2003074853A1 publication Critical patent/WO2003074853A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/34403—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using helically teethed sleeve or gear moving axially between crankshaft and camshaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/022—Chain drive
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/46—Component parts, details, or accessories, not provided for in preceding subgroups
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B67/00—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for
    • F02B67/04—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for of mechanically-driven auxiliary apparatus
    • F02B67/06—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for of mechanically-driven auxiliary apparatus driven by means of chains, belts, or like endless members
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement

Definitions

  • the present invention relates to a V-type engine provided with an output shaft inside a V-bank and on a cylinder head side of a crankshaft.
  • V-type engine of this type for example, there is one disclosed in Japanese Patent Application Laid-Open No. 7-293268.
  • the V-type engine disclosed in this publication is provided with a 0 HV type valve gear having a camshaft at a portion corresponding to the bottom of the V bank, and an output shaft is arranged on the same axis as the power shaft.
  • the camshaft is provided in a portion of the cylinder body closer to the cylinder head than the crankshaft, so as to be parallel to the crankshaft, and is gear-coupled to one end of the crankshaft in the axial direction.
  • the output shaft is connected to a shaft end of the cam shaft via a rubber member. The reason why the rubber member is interposed in the power transmission system of the output shaft is to prevent the vibration in the rotation direction of the crankshaft from being transmitted to the output shaft.
  • the output shaft is formed so as to protrude outward through a gear cover that covers the gear coupling portion from the outside, and a portion penetrating through the gear cover is rotatably supported by the gear cover via a bearing. I have. Since the gear cover is fixed to the crankcase and the cylinder body, the output shaft is supported by the crankcase and the cylinder body via the gear cover.
  • the output shaft is merely supported by a so-called cantilever support, and one end of the output shaft is connected to the cam shaft via a rubber member. Therefore, firmly support the output shaft. There was a problem that can not be. For this reason, this conventional V-type engine cannot be put to practical use, for example, as an automobile engine.
  • the present invention has been made to solve such a problem, and an object of the present invention is to provide an output shaft that is firmly supported when an output shaft is provided closer to a cylinder head than a crankshaft. Disclosure of the invention
  • the V-type engine has an output shaft provided inside the V bank and on the cylinder head side of the crankshaft in parallel with the crankshaft, and the output shaft rotates the crankshaft.
  • the intake and exhaust valves are driven by a camshaft provided on a cylinder head, and a valve drive shaft is provided inside the V bank and on the opposite side of the output shaft from the output shaft to the crankshaft.
  • the power of the crankshaft is transmitted to the valve drive shaft by a first transmission means extending from the output shaft side, and the cam is transmitted to the valve drive shaft by a second transmission means.
  • the power is transmitted to a shaft, and both ends of the output shaft are rotatably supported by bearings.
  • the present invention power is transmitted from the output shaft side to the valve drive shaft via the first transmission means, and power is transmitted from this valve drive shaft to the camshaft via the second transmission means.
  • the valve train member can be provided on the side opposite to the crankshaft from the output shaft, and the axial length of the output shaft is not restricted by the valve train member. For this reason, the distance between the bearings supporting both ends of the output shaft can be widened.
  • the V-type engine according to the invention described in claim 2 is the same as the V-type engine according to the invention described in claim 1,
  • the output shaft is formed so as to penetrate from one end to the other end of the cylinder body, one end of the output shaft is connected to the crankshaft, and the other end is formed as an output end. According to the present invention, since the output shaft can be supported by the one end and the other end of the engine, the interval between the portions that support the output shaft can be maximized.
  • FIG. 1 is a side view of a V-type engine according to the present invention.
  • FIG. 2 is a rear view showing one end of the V-shaped engine according to the present invention.
  • FIG. 3 is an enlarged sectional view showing one end of the V-shaped engine according to the present invention.
  • FIG. 4 is a cross-sectional view showing an example in which another auxiliary device is provided on the valve drive shaft.
  • Figure 5 is a side view of a V-type engine mounted on the rear of a car.
  • FIG. 6 is an enlarged sectional view showing both ends of the engine. BEST MODE FOR CARRYING OUT THE INVENTION
  • V-type engine according to the present invention will be described in detail with reference to FIGS.
  • an example in which the V-type engine according to the present invention is applied to a V-type engine for an automobile will be described.
  • FIG. 1 is a side view of a V-type engine according to the present invention, which is drawn in a state where the engine is mounted on a front part of an automobile.
  • FIG. 2 is a rear view showing one end of a V-type engine according to the present invention.
  • FIG. 2 shows the V-type engine with the transmission case cover removed.
  • FIG. 3 is an enlarged sectional view showing one end of a V-shaped engine according to the present invention. The broken position in FIG. 3 is indicated by the ⁇ I-III line in FIG.
  • FIG. 4 is a cross-sectional view showing an example in which another auxiliary device is provided on the valve drive shaft.
  • FIG. 1 what is indicated by reference numeral 1 is a V-type engine for a vehicle according to this embodiment.
  • This engine 1 is a multi-cylinder engine in which a plurality of cylinders are provided in one cylinder row and the other cylinder row of the V bank, respectively.
  • the axis of a crankshaft 2 (see FIGS. 2 and 3) is 3 Installed in engine room 4.
  • reference numeral 5 denotes a crankcase of the engine 1
  • 6 is a cylinder body
  • 7 is a cylinder head
  • 8 is a head cover
  • 9 is a front wheel
  • 10 is a rear wheel
  • 11 is an engine compartment 4.
  • FIGS. 1 As shown in FIGS.
  • crankshaft 2 rotates between the crankshaft 5 and the cylinder body 6 while being held between the crankcase 5 and the cylinder body 6, as shown in FIGS. 2 and 3.
  • one end in the axial direction (the right end in Fig. 3 and the rear end of the vehicle body 3) is connected to the crankcase 5 and the cylinder body 6 from each other. It protrudes outward.
  • An output shaft 12, which will be described later, is connected to the protruding end via a gear type transmission means 13.
  • the engine 1 according to this embodiment is mounted on the front part of the vehicle body 3 such that the one end is located on the center side of the vehicle body.
  • the two cylinder rows constituting the V bank of the engine 1 are located on the left side of the vehicle body and on the right side of the vehicle body.
  • the cylinder row on the left side of the vehicle body is denoted by reference numeral 14 in FIG. 2, and the cylinder row on the right side of the vehicle body is denoted by reference numeral 15.
  • 16 indicates a piston
  • 17 indicates a conrode.
  • the engine 1 employs a dry sump type lubrication device. Therefore, an oil receiver 18 formed shallower than the oil pan is attached to the lower end of the crankcase 5. The oil that has flowed down to the oil receiver 18 is sucked up by an oil pump (not shown) and returned to an oil supply system having an oil tank.
  • the cylinder body 6 of the engine 1 is formed with a pair of left and right cylinders 6 a forming a V bank together with a cylinder head 7, and a crank at the lower end of the cylinder 6 a.
  • Case 5 is installed.
  • a dead space formed on the outer side of the cylinder body 6 and the crankcase 5 on the left side of the vehicle body and on both sides below the V-bank includes a compressor 19 for an air conditioner and an alternator 2 0 is installed.
  • the compressor 1-19 is a car
  • the alternator 20 is provided on the right side of the vehicle body.
  • the compressor 19 and the alternator 20 are arranged so as to be located at the rear end of the engine 1 on the vehicle body, and are attached to the cylinder body 6 and the crankcase 5 by a bracket (not shown). Have been.
  • a transmission case 21 for accommodating transmission means for transmitting the power of the crankshaft 2 to each member described below is provided at the rear end of the vehicle body of the engine 1.
  • the transmission case 21 includes a cylinder body 6, a crankcase 5, the oil receiver 18, a cylinder head 7, a head cover 18, and a left and right cylinder row 14, 15. It is formed by attaching a cover body 23 from the rear of the vehicle body 3 to a front wall of the vehicle body constituted by members such as an upper cover 22 (see FIG. 2) and the like.
  • the mating surface of the front wall of the vehicle body on which the cover body 23 is assembled is indicated by reference numeral 24 in FIG.
  • the transmission case 21 is configured such that the oil inside is prevented from leaking to the outside by attaching the cover body 23 to the mating surface 24 via a sealing member (not shown).
  • the members to which the power of the crankshaft 2 is transmitted by the transmission means provided in the transmission case 21 include the output shaft 12 provided above the crankshaft 2 and the output shaft 12 , A compressor 19 and an alternator 20 provided on both sides of the crankshaft 2, an intake camshaft 26 and an exhaust camshaft of the cylinder head 7. 27 and so on.
  • the output shaft 12 is located inside the V bank of the engine 1 and is sandwiched between the left and right cylinder portions 6 a and 6 a above the crankshaft 2.
  • the crankshaft 2 and the crankshaft 2 are disposed in such a position that the axial direction is parallel to the crankshaft 2.
  • the output shaft 12 is formed such that the rear end of the vehicle body has a relatively large outer diameter, and the large diameter portion 12 a penetrates the cover body 23 to transmit the power transmission case. It protrudes rearward from 21.
  • the rear end of the output shaft 12 (large-diameter portion 12a)
  • the cover body 23 is rotatably supported on the cover main body 23 by the bearing 28.
  • a shaft portion 12b formed such that the outer diameter of the output shaft 12 on the vehicle body front side is relatively small is rotatably supported by the cylinder body 6 via a bearing 29. That is, the output shaft 12 is supported at the rear end of the engine 1 in a so-called double-supported manner by the bearings 28 and 29.
  • the bearing holder 30 includes a base 30 a having a semicircular cross section for holding an upper half of the bearing 29, and a supporting arm extending upward from a rear end of the base 30 a on the vehicle body. 30b, and is fixed to the cylinder body 6 from above by fixing bolts (not shown).
  • the bearing holder 30 is also formed so as to constitute a part of the front wall of the transmission case 21 on the vehicle body side.
  • the bearing holder 30 has a base 30 a for holding the output shaft 12 and a part (supporting arm 3 O b) for holding the valve drive shaft 25 formed separately. can do.
  • the two members formed separately can be supported by the cylinder body 6, respectively.
  • a starter ring gear 31 is fixed to a rear end portion of the large-diameter portion 11 a of the output shaft 12 protruding outward from the transmission case 11, and a transmission denoted by reference numeral 32 in FIG. Input shaft (not shown) is connected.
  • the output shaft 12 of the transmission 32 is connected to the axle of the rear wheel 10 via a drive shaft and a differential gear (not shown).
  • a gear transmission 13 for transmitting power from the crankshaft 2 to the output shaft 12 is connected to the front end of the large diameter portion 12a on the vehicle body side.
  • the gear type transmission means 13 includes a drive gear 34 fixed to the rear end of the crankshaft 2 by a fixing bolt 33, and an output shaft 12 coupled to the drive gear 34.
  • the driven gear 35 mounted on the shaft and the damper mechanism 36 provided on the driven gear 35 It is composed of
  • the driven gear 35 is formed so as to have the same number of teeth as the drive gear 34, a damper mechanism 36 is provided at the rear side of the vehicle body, and a chain bracket 37 is provided at the front side of the vehicle body. I have.
  • the damper mechanism 36 has a coil spring 36a interposed in a power transmission system between the driven gear 35 and the large-diameter portion 12a, and transmits the power from the crankshaft 2 to the output shaft 12. The vibration in the rotating direction is attenuated by the coil spring 36a.
  • the valve drive shaft 25 is disposed inside the V bank of the engine 1 and at the center in the left-right direction so that the axial direction is parallel to the crankshaft 2 and the output shaft 12. End is rotatably supported by a bearing 41 on a support arm 30b of the bearing holder 30, and the front end of the vehicle body is rotatable on a cylinder body 6 via a bearing (not shown). It is supported by.
  • another auxiliary machine 42 can be connected to the front end of the valve drive shaft 25.
  • the auxiliary device 42 is a cooling water pump, and is disposed near the front side of the bearing 41 with respect to the vehicle body.
  • the impeller 43 is fixed to the front end of the valve drive shaft 25.
  • Reference numeral 44 denotes a pump housing, and reference numeral 45 denotes a cooling water inlet pipe.
  • the bearing 41 supporting the rear end of the valve drive shaft 25 has a lower half fitted and supported by the support arm 30b, and an upper half held by a bearing cap 51. ing.
  • the bearing cap 51 is fixed to the support arm 30b by a fixing bolt (not shown).
  • the rear end of the valve drive shaft 25 projects rearward of the vehicle body 3 from the bearing 41 so as to reach the inside of the transmission case 21.
  • the projecting portion includes the chain bracket 52 and the valve.
  • a timing adjustment mechanism 53 is provided side by side.
  • the chain sprocket 52 is connected to a chain sprocket 37 of the driven gear 35 via a chain 54.
  • the valve drive shaft 25 includes the drive gear 34 from the crankshaft 2 and the Since the power is transmitted by the transmission means including the driven gear 35 and the tune 54, the rotation of the crankshaft 2 transmitted to the valve drive shaft 25 is not changed by the damper mechanism 36. .
  • a first transmission means according to the present invention is constituted by the driven gear 35 of the gear transmission means 13, the chain 54, and the sprockets 37, 52. As shown in FIG. 3, the chain-type transmission means composed of the chain 54 and the sprockets 37, 54 is positioned on the vehicle front side of the gear-type transmission means 13, as shown in FIG.
  • the valve timing adjusting mechanism 53 is well known in the art as being mounted on a shaft end of a camshaft.
  • the rotation phase of the outermost housing 53a is valve-driven by hydraulic pressure. It is configured to change with respect to axis 25.
  • the drive source of the valve timing adjustment mechanism 53 is not limited to hydraulic pressure, and may be, for example, an electromagnetic type.
  • the housing 53 a is formed with a chain bracket 53 b formed in a body, and a cylinder chain 1 on the left side of the vehicle body is connected to the housing 53 a via a timing chain 55 wound around the chain bracket 53 b.
  • the valve train 56 of the cylinder head 7 of the cylinder head 4 and the valve train 57 of the cylinder head 7 of the cylinder row 15 on the right side of the vehicle body are connected to each other.
  • the chain bracket 53 b is located on the rear side of the vehicle body with respect to the chain bracket 53 b of the valve drive shaft 15, so that the timing chain 55 It is positioned on the rear side of the vehicle body with respect to the chain 54 extending so as to connect the shaft 11 with the valve drive shaft 25.
  • valve timing adjusting mechanism 53 By providing the valve timing adjusting mechanism 53 on the valve drive shaft 25, one valve timing adjusting mechanism 53 simultaneously changes the phases of both the valve train 56 on the left side of the vehicle and the valve train 57 on the right side of the vehicle. can do. For this reason, the number of valve timing adjustment mechanisms 53 can be reduced as compared with the case where the valve timing adjustment mechanisms 53 are provided in the valve train ⁇ (for each cylinder row) as in a conventional V-type engine.
  • the valve gears 56 and 57 are configured such that two intake valves 58 and two exhaust valves 59 per cylinder are opened and closed by an intake camshaft 26 and an exhaust camshaft 27, respectively.
  • the intake system is configured to be located inside the V bank.
  • a valve lift 60 is interposed between the camshafts 26 and 27 and the intake and exhaust valves 58 and 59.
  • the intake device of this engine 1 is connected to the intake port of cylinder ⁇ of cylinder head 7 from a surge tank T (see FIG. 1) provided above the V bank via an intake manifold (not shown).
  • a configuration is adopted in which intake air is guided to 6 1 (see Fig. 2).
  • the fuel is injected from an injector (not shown) into the intake passage or the combustion chamber.
  • an exhaust device is provided with an exhaust manifold (not shown) connected to an exhaust port 62 that opens to the outside of the V bank in the cylinder head 7, and extends from the exhaust manifold to the rear end of the vehicle body. It is composed of mufflers.
  • the intake camshaft 26 and the exhaust camshaft 27 are formed so that the rear end of the vehicle body faces the inside of the transmission case 21, and are rotatably supported by the cylinder head 7.
  • the parts are connected to each other by a chain-type transmission means 63.
  • the position of the transmission means 63 in the axial direction is set so as to overlap with the tune 54 in FIG.
  • the intake camshaft 26 is provided with a chain bracket 64 on the rear side of the vehicle body with respect to the chain type transmission means 63, and the timing chain wound around the chain bracket 64. It is connected to the valve drive shaft 25 through 55.
  • the timing chain 55 rotates from the valve drive shaft 15 through the intake camshaft 26 of the left-hand cylinder row 14 and the intake camshaft 26 of the right-hand cylinder row 15. It is wound around.
  • a portion between the two intake camshafts 26 and 26 is wound around a chain protocol 53b of the valve timing adjustment mechanism 53 from above,
  • the intake camshaft 26 on the left side of the vehicle and the valve The tension is applied by an idler bracket 65 provided so as to be located between the drive shaft 25.
  • the valve drive shaft 25 for transmitting power to the timing chain 55 can be arranged in such a way that the length of the part where the timing chain 55 is wound around the chain protocol 53 b is as long as possible. It is provided to be as high as possible. For this reason, the valve drive shaft 25 and the intake cam shaft 26 are arranged at positions where the heights are substantially equal as shown in FIG. By increasing the length of the portion around which the timing chain 55 is wound around the valve drive shaft 25, the timing chain 55 can be reliably hooked onto the valve drive shaft 25, so-called tooth It can prevent the jump phenomenon from occurring.
  • the timing chain 55, the chain protocol 53b of the valve drive shaft 15 and the chain protocol 64 of the intake camshaft 26, and the intake and exhaust camshafts 26, 27 are connected to each other.
  • the chain-type transmission means 63 constitutes a second transmission means according to the present invention.
  • the compressor 19 and the alternator 20 are formed so that the rotating shafts 19 a and 20 a face the transmission case 21, respectively, and the gear type transmission connected to these rotating shafts 19 a and 20 a is formed.
  • Power is transmitted from the crankshaft 2 via the means 66, 67.
  • the gear type transmission means 66, 67 includes a driven gear 68, 69 provided at the rear end of the rotating shaft 19a, 20a, a driven gear 68, 69, and a crankshaft. 2 and the intermediate gears 70 and 71 which are combined with both the driving gear 3.
  • the gears of the gear type transmission means 66, 67 are arranged so as to be aligned in the vehicle width direction at the same position in the vertical direction.
  • the intermediate gear 70 of the gear type transmission means 66 which transmits power to the compressor 19, is combined with the drive gear 34 of the crankshaft 2.
  • the large-diameter gear 70a and the small-diameter gear 70b that are combined with the driven gear 68 of the rotating shaft 19a are integrally provided, and the rotation of the drive gear 34 is reduced to form the driven gear 68.
  • the rotation of the crankshaft 2 is transmitted to the output shaft 12 via the gear type transmission means 13, and The transmission is transmitted from the gear type transmission means 13 to the valve drive shaft 25 via the chain 54, and is connected to the valve drive shaft 25 via the timing chain 55. It rotates with the shaft 27.
  • the valve system members can be provided above the output shaft 12 (the side opposite to the crankshaft 2).
  • the length in the axial direction of 12 is no longer restricted. Therefore, the output shaft 12 can be supported in a state where the distance between the portions supporting the one end and the other end is long, and the output shaft 12 can be firmly supported.
  • FIG. 5 is a side view of a V-shaped engine mounted on the rear of the car
  • Fig. 6 is an enlarged sectional view showing both ends of the engine.
  • the same or equivalent members as those described with reference to FIGS. 1 to 4 are denoted by the same reference numerals, and detailed description will be appropriately omitted.
  • the V-type engine 81 shown in FIGS. 5 and 6 has the same configuration as the engine 1 shown in FIGS. 1 to 4 except that the configuration of the output shaft described later is different, and has a transmission case 21. It is mounted on the rear part of the vehicle body 3 so that the part is located on the center side of the vehicle body. That is, the engine 81 according to this embodiment is mounted on the vehicle body 3 in a state in which the front-rear direction is opposite to that shown in the first embodiment, and the front end of the vehicle (see FIG. 6). Transmission means for connecting the shafts of the engine 81, an air conditioner compressor 19, and an alternator 20 are provided at the rear end. Is installed. The transmission 82 receives the power of the engine 1 from an output shaft 12 projecting from the rear end of the engine 81, and drives the axle of the rear wheel 10 via a differential gear (not shown). It is configured.
  • the output shaft according to this embodiment is indicated by reference numeral 83 in FIG.
  • the output shaft 83 is formed so as to penetrate the cylinder body 6 from the front end side (the left side in FIG. 6) to the rear end side, and the front end is mounted on the cover body 23 of the transmission case 1 with a bearing 8 4
  • the rear end is rotatably supported on the cylinder body 6 by a bearing 85.
  • the output shaft 83 is formed such that the front end 83 a supported by the cover body 23 has the same outer diameter as the rear shaft portion 83 b.
  • a pressure receiving plate 86 for connecting to the damper mechanism 36 of 3 is formed on the body.
  • a portion supported by the bearing 85 at the rear end of the output shaft 12 is formed to have a larger outer diameter than other portions on the front side.
  • the output end of the output shaft 83 is formed by the large-diameter portion 83c, and the input shaft (not shown) of the transmission 82 and the ring gear 31 for the star are connected to the large-diameter portion 83c. It is connected.
  • the output shaft 83 is supported by one end and the other end of the engine 81, the interval between the portions supporting the output shaft 83 (shaft) The distance between the receiving heads 84, 85) can be expanded to the maximum. Therefore, the output shaft 83 can be more firmly supported.
  • the members of the valve train are connected to the crankshaft from the output shaft. Can be provided on the opposite side, so that the axial length of the output shaft is not restricted by the members of the valve train. For this reason, it is possible to support the output shaft in a state where the interval between the portions supporting the both ends is long, and the output shaft can be firmly supported.
  • V-type engine for automobiles in which the output shaft is located above the crankshaft.
  • An automotive V-type engine with an output shaft above the crankshaft can be positioned lower in the engine compartment than the crankshaft that forms the output shaft.
  • the center of gravity of the vehicle body can be reduced, and the gap between the engine and the bonnet expands, so that auxiliary equipment can be easily arranged there.
  • the output shaft can be supported by the one end and the other end of the engine, so that the interval between the portions supporting the output shaft can be increased to the maximum, and the output shaft can be further improved. It can be more firmly supported.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Abstract

L'invention concerne un moteur en V dans lequel un arbre mené est monté sur l'intérieur d'une batterie en V et sur le côté culasse d'un vilebrequin parallèle au vilebrequin; la rotation du vilebrequin est transmise à l'arbre mené; les soupapes d'admission et d'échappement sont entraînées par un arbre à cames monté dans une culasse, un arbre d'entraînement de soupape est monté rotatif sur l'intérieur de la batterie en V et sur le côté de l'arbre mené opposé à celui du vilebrequin; la puissance du vilebrequin est transmise à l'arbre d'entraînement de la soupape par un premier organe de transmission monté partant de l'arbre mené; la puissance est transmise de l'arbre d'entraînement de la soupape à l'arbre à cames par un second organe de transmission, les deux parties d'extrémité de l'arbre mené étant portées rotatives par des paliers.
PCT/JP2003/002686 2002-03-06 2003-03-06 Moteur en v WO2003074853A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2002-60044 2002-03-06
JP2002060044A JP2003254079A (ja) 2002-03-06 2002-03-06 Ｖ型エンジン

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WO2003074853A1 true WO2003074853A1 (fr) 2003-09-12

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PCT/JP2003/002686 WO2003074853A1 (fr) 2002-03-06 2003-03-06 Moteur en v

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WO (1) WO2003074853A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1489284A1 (fr) * 2002-03-06 2004-12-22 Yamaha Hatsudoki Kabushiki Kaisha Moteur en v pour vehicule
CN111051676A (zh) * 2017-08-24 2020-04-21 马自达汽车株式会社 车辆动力总成单元

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH03281940A (ja) * 1990-03-29 1991-12-12 Mazda Motor Corp エンジンのカムシャフト駆動装置
JPH05195805A (ja) * 1992-01-16 1993-08-03 Mazda Motor Corp エンジンの出力取出し装置

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH03281940A (ja) * 1990-03-29 1991-12-12 Mazda Motor Corp エンジンのカムシャフト駆動装置
JPH05195805A (ja) * 1992-01-16 1993-08-03 Mazda Motor Corp エンジンの出力取出し装置

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1489284A1 (fr) * 2002-03-06 2004-12-22 Yamaha Hatsudoki Kabushiki Kaisha Moteur en v pour vehicule
EP1489284A4 (fr) * 2002-03-06 2006-05-03 Yamaha Motor Co Ltd Moteur en v pour vehicule
CN111051676A (zh) * 2017-08-24 2020-04-21 马自达汽车株式会社 车辆动力总成单元
EP3657003A4 (fr) * 2017-08-24 2020-05-27 Mazda Motor Corporation Unité de groupe motopropulseur de véhicule

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