JP2001055915A - Valve system for internal combustion engine - Google Patents
Valve system for internal combustion engineInfo
- Publication number
- JP2001055915A JP2001055915A JP23100899A JP23100899A JP2001055915A JP 2001055915 A JP2001055915 A JP 2001055915A JP 23100899 A JP23100899 A JP 23100899A JP 23100899 A JP23100899 A JP 23100899A JP 2001055915 A JP2001055915 A JP 2001055915A
- Authority
- JP
- Japan
- Prior art keywords
- cam
- valve
- sleeve
- link rod
- swing
- Prior art date
- Legal status (The legal status 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 status listed.)
- Granted
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
- F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
- F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
- F01L13/0021—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque by modification of rocker arm ratio
-
- 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
- F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
- F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
- F01L13/0021—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque by modification of rocker arm ratio
- F01L13/0026—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque by modification of rocker arm ratio by means of an eccentric
-
- 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
- F01L2305/00—Valve arrangements comprising rollers
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Valve-Gear Or Valve Arrangements (AREA)
- Valve Device For Special Equipments (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、機関弁である吸気
弁あるいは排気弁を開閉作動させる内燃機関の動弁装置
に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a valve operating apparatus for an internal combustion engine for opening and closing an intake valve or an exhaust valve as an engine valve.
【０００２】[0002]
【従来の技術】この種の従来の動弁装置としては、ＳＡ
Ｅ９７０３３８（Ｇｅｎｅｒａｌ，Ｍｏｔｏｒｓ Ｃｏ
ｒｐ）に記載されたものがある 図１０に基づいて概略を説明すれば、この動弁装置は、
機関のシリンダヘッド上に前後方向に沿って配置され
て、機関のクランク軸によって回転駆動される駆動軸１
と、該駆動軸１に揺動自在に支持されて、例えば吸気弁
２のバルブリフター３の上面３ａに摺接して該吸気弁２
を図外のバルブスプリングのばね力に抗して開作動させ
る揺動カム４と、駆動軸１と揺動カム４との間に設けら
れて、駆動軸１の回転力をリフト力に変換して揺動カム
４に伝達する伝達機構５とを備えている。2. Description of the Related Art As a conventional valve operating device of this kind, SA
E970338 (General, Motors Co
rp). If described briefly with reference to FIG.
A drive shaft 1 that is arranged on the cylinder head of the engine along the front-rear direction and is rotationally driven by the crankshaft of the engine.
, Which is swingably supported by the drive shaft 1 and slidably contacts the upper surface 3 a of the valve lifter 3 of the intake valve 2, for example.
Is provided between the drive shaft 1 and the swing cam 4 for opening the valve shaft against the spring force of a valve spring (not shown), and converts the rotational force of the drive shaft 1 into a lift force. And a transmission mechanism 5 for transmitting the vibration to the swing cam 4.
【０００３】この伝達機構５は、駆動軸１の外周に固定
された第１平歯車６と、該第１平歯車６の上方位置に配
置されたクランクシャフト７と、該クランクシャフト７
に固定されて第１平歯車６に噛合する第２平歯車８と、
クランクシャフト７と揺動カム４とを連結ピン９を介し
て連係する連結リンク１０とから構成されている。[0003] The transmission mechanism 5 includes a first spur gear 6 fixed to the outer periphery of the drive shaft 1, a crankshaft 7 disposed above the first spur gear 6, and a crankshaft 7.
A second spur gear 8 fixed to and meshing with the first spur gear 6;
The crankshaft 7 and the oscillating cam 4 are connected to each other via a connecting pin 9.
【０００４】そして、駆動軸１及び第１平歯車６の一方
向（矢印）の回転に伴い第２平歯車８及びクランクシャ
フト７が回転して連結リンク１０により揺動カム４を矢
印方向へ揺動させる。これによって、揺動カム４は、下
面のカム面４ａがバルブリフター３の上面３ａに摺接し
ながら吸気弁２をバルブスプリングのばね力に抗して押
圧あるいは押圧を解除して開閉作動させるようになって
いる。[0004] With the rotation of the drive shaft 1 and the first spur gear 6 in one direction (arrow), the second spur gear 8 and the crankshaft 7 rotate, and the swing cam 4 is swung in the direction of the arrow by the connecting link 10. Move. Thus, the swing cam 4 opens and closes the intake valve 2 by pressing or releasing the pressing against the spring force of the valve spring while the lower cam surface 4a is in sliding contact with the upper surface 3a of the valve lifter 3. Has become.
【０００５】[0005]
【発明が解決しようとする課題】しかしながら、前記従
来の動弁装置にあっては、各構成部材の潤滑性について
は十分に考慮されておらず、特に前記連結ピン９は揺動
カム４と連結リンク１０との絶えず過度な作動負荷が作
用しているため、高い潤滑性が要求されているにも拘わ
らず十分に潤滑されていない。この結果、該連結ピン９
と揺動カム４との間の摺動摩擦抵抗が増加したり、該摩
擦抵抗により連結ピン９が摩耗して揺動カム４との間で
いわゆるがたつき音が発生し易くなるおそれがあった。However, in the conventional valve gear, the lubricating property of each component is not sufficiently considered, and especially, the connecting pin 9 is connected to the swing cam 4. Due to the constant excessive load acting on the link 10, the lubrication is not sufficient despite high lubrication is required. As a result, the connecting pin 9
There is a possibility that the sliding friction resistance between the swing cam 4 and the swing cam 4 increases, and the frictional resistance causes the connecting pin 9 to wear, so that a so-called rattling noise is easily generated between the swing cam 4 and the swing pin. .
【０００６】また、前記摺動摩擦抵抗の増加により揺動
カム４の円滑な揺動が阻害されて、バルブリフトを機関
運転状態の変化に応じて速やかに可変制御できなくなる
と共に、不安定な制御になって、機関性能を十分に発揮
できなくなるおそれがある。In addition, the smooth swing of the swing cam 4 is hindered by the increase of the sliding friction resistance, so that the valve lift cannot be quickly variably controlled in accordance with a change in the engine operation state, and unstable control is required. As a result, the engine performance may not be sufficiently exhibited.
【０００７】[0007]
【課題を解決するための手段】本発明は、前記先願に係
る動弁装置の実情に鑑みて案出されたもので、請求項１
記載の発明は、機関のクランク軸に同期回転し、外周に
駆動カムが設けられた駆動軸と、所定の支軸に揺動自在
に支持されて、機関弁を開閉作動させる揺動カムと、一
端側が前記駆動カムに機械的に連係すると共に他端側が
連結ピンを介して前記揺動カムに機械的に連係し、駆動
カムの回転駆動力を往復運動に変換して揺動カムに伝達
する伝達機構とを備えた内燃機関の動弁装置において、
前記支軸の外周面に嵌合して前記揺動カム本体と一体
に摺動するスリーブを、該揺動カム本体に一体に設ける
と共に、該スリーブに、前記伝達機構の作動中に前記連
結ピンに指向する切欠部を設けたことを特徴としてい
る。SUMMARY OF THE INVENTION The present invention has been made in view of the actual situation of the valve train according to the prior application.
According to the invention described above, a drive shaft that rotates synchronously with the crankshaft of the engine and has a drive cam on the outer periphery, a swing cam that is swingably supported on a predetermined support shaft and that opens and closes the engine valve, One end side is mechanically linked to the drive cam and the other end side is mechanically linked to the swing cam via a connecting pin, and converts the rotational driving force of the drive cam into a reciprocating motion and transmits it to the swing cam. A valve train for an internal combustion engine having a transmission mechanism;
A sleeve, which is fitted on the outer peripheral surface of the support shaft and slides integrally with the swing cam body, is provided integrally with the swing cam body, and the connecting pin is provided on the sleeve during operation of the transmission mechanism. It is characterized by providing a notch directed toward the.
【０００８】したがって、この発明によれば、動弁装置
の作動によって、例えばシリンダヘッド上のロッカカバ
ー内で飛散した潤滑油が、伝達機構などから切欠部内に
滴下して一次的に貯留され、揺動カムの揺動に伴って切
欠部も同じく回動して、例えば揺動カムが開弁側に揺動
した位置で切欠部が例えば下方に指向することにより内
部の潤滑油が落下して、対向する連結ピン回りに積極的
に供給する形になる。したがって、連結ピン回りの潤滑
性能が向上する。Therefore, according to the present invention, the lubricating oil scattered in the rocker cover on the cylinder head, for example, is dripped from the transmission mechanism or the like into the notch portion by the operation of the valve train, and is temporarily stored, and is oscillated. The notch part also rotates with the swing of the moving cam, and for example, the notch part is directed downward, for example, at a position where the swing cam swings to the valve opening side, so that the internal lubricating oil falls, It becomes a form to supply positively around the opposite connecting pin. Therefore, the lubrication performance around the connecting pin is improved.
【０００９】請求項２記載の発明は、前記切欠部を、前
記揺動カムが最大に跳ね上がった時点で上方に指向する
ように形成したことを特徴としている。The invention according to claim 2 is characterized in that the notch portion is formed so as to be directed upward when the swing cam jumps up to the maximum.
【００１０】請求項３記載の発明は、前記切欠部を、前
記支軸の外周面まで切り欠き形成したことを特徴として
いる。According to a third aspect of the present invention, the notch is formed by cutting out to the outer peripheral surface of the support shaft.
【００１１】請求項４記載の発明にあっては、前記伝達
機構は、前記駆動軸とほぼ平行に配設された制御軸に揺
動自在に設けられて、一端部が駆動カムに連係したロッ
カアームと、該ロッカアームの他端部と前記揺動カムと
の間に前記連結ピンを介して連係するリンクロッドとを
備え、該リンクロッドを、前記支軸側を凹状にした湾曲
状に折曲形成すると共に、前記揺動カムが機関弁を最大
に開く揺動位置でリンクロッドの内側部が前記切欠部内
に位置するように形成したことを特徴としている。According to a fourth aspect of the present invention, the transmission mechanism is rockably provided on a control shaft disposed substantially parallel to the drive shaft, and has one end linked to a drive cam. And a link rod that is linked between the other end of the rocker arm and the swing cam via the connection pin, and the link rod is formed into a curved shape with the support shaft side concave. In addition, the swing cam is formed such that the inside portion of the link rod is located within the cutout portion at a swing position where the engine valve is opened to a maximum.
【００１２】請求項５記載の発明は、前記揺動カム本体
を、前記スリーブの両側に一体に対峙して設けると共
に、前記スリーブの一端部を一方の揺動カム本体の外側
方向へ延設し、該スリーブの一端部にスリーブ半径方向
に沿って突出したブラケットを設け、該ブラケットと一
方の揺動カム本体との間に、前記リンクロッドの端部を
嵌挿すると共に、記連結ピンを、前記ブラケットと揺動
カムおよびリンクロッド端部に貫通配置し、該連結ピン
を介して前記リンクロッド端部を回動自在に支持したこ
とを特徴としている。According to a fifth aspect of the present invention, the swing cam body is provided on both sides of the sleeve so as to be integrally opposed to each other, and one end of the sleeve extends outwardly of one of the swing cam bodies. A bracket protruding along the radial direction of the sleeve is provided at one end of the sleeve, the end of the link rod is inserted between the bracket and one swing cam body, and the connecting pin is The bracket, the swing cam, and the end of the link rod are disposed so as to penetrate therethrough, and the end of the link rod is rotatably supported via the connection pin.
【００１３】請求項６記載の発明は、前記揺動カム本体
を、前記スリーブの両側に一体に対峙して設けると共
に、前記リンクロッドの端部にスリットを設けて二股状
に形成し、該スリット内に前記一方の揺動カム本体の先
端を嵌挿した状態で、前記連結ピンを、前記二股部及び
揺動カムの先端部に貫通配置し、該連結ピンによってリ
ンクロッド端部を回動自在に支持したことを特徴として
いる。According to a sixth aspect of the present invention, the swing cam body is provided integrally on both sides of the sleeve so as to face each other, and a slit is provided at an end of the link rod to form a bifurcated shape. With the tip of the one swing cam body inserted and inserted therein, the connecting pin is arranged to penetrate the forked portion and the tip of the swing cam, and the end of the link rod is rotatable by the connecting pin. It is characterized by being supported by.
【００１４】請求項７記載の発明は、前記制御軸の外周
に固定された偏心制御カムの回動位置に応じて前記ロッ
カアームの揺動支点を変化させることにより、前記揺動
カム本体のカム面の機関弁に対する当接位置を変化させ
てバルブリフトを可変制御したことを特徴としている。According to a seventh aspect of the present invention, the cam surface of the rocking cam body is changed by changing the rocking fulcrum of the rocker arm according to the turning position of the eccentric control cam fixed to the outer periphery of the control shaft. The valve lift is variably controlled by changing the contact position with respect to the engine valve.
【００１５】[0015]
【発明の実施の形態】以下、本発明の動弁装置の実施形
態を図面に基づいて詳述する。この実施形態の動弁装置
は、１気筒あたり２つの吸気弁を備えかつ吸気弁のバル
リフト量を機関運転状態に応じて可変にする可変機構を
備えている。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the valve train of the present invention will be described below with reference to the drawings. The valve gear of this embodiment includes two intake valves per cylinder and a variable mechanism that varies the valve lift amount of each intake valve according to the engine operating state.
【００１６】すなわち、この動弁装置は、図１，図２に
示すようにシリンダヘッド１１に図外のバルブガイドを
介して摺動自在に設けられた一対の吸気弁１２，１２
と、シリンダヘッド１１上部の軸受１４に回転自在に支
持された中空状の駆動軸１３と、該駆動軸１３に連結ピ
ン４０により固設された偏心回転カムである１つの駆動
カム１５と、駆動軸１３の外周面１３ａに揺動自在に支
持されて、各吸気弁１２，１２の上端部に配設されたバ
ルブリフター１６，１６に摺接して各吸気弁１２，１２
を開作動させる一対の揺動カム１７，１７と、駆動カム
１５と揺動カム１７，１７との間に連係されて、駆動カ
ム１５の回転力を揺動カム１７，１７の揺動力として伝
達する伝達機構１８と、該伝達機構１８の作動位置を可
変にする可変機構１９とを備えている。That is, as shown in FIGS. 1 and 2, a pair of intake valves 12, 12 slidably provided on a cylinder head 11 via a valve guide (not shown) as shown in FIGS.
A hollow drive shaft 13 rotatably supported by a bearing 14 above the cylinder head 11, one drive cam 15 which is an eccentric rotation cam fixed to the drive shaft 13 by a connecting pin 40, Each of the intake valves 12, 12 is slidably supported on the outer peripheral surface 13a of the shaft 13 and slidably contacts a valve lifter 16, 16 disposed at the upper end of each of the intake valves 12, 12.
A pair of oscillating cams 17 and 17 for opening the shaft are linked to each other and the driving cam 15 and the oscillating cams 17 and 17 transmit the rotational force of the driving cam 15 as oscillating power of the oscillating cams 17 and 17. And a variable mechanism 19 for changing the operating position of the transmission mechanism 18.
【００１７】前記駆動軸１３は、機関前後方向に沿って
配置されていると共に、一端部に設けられた図外の従動
スプロケットや該従動スプロケットに巻装されたタイミ
ングチェーン等を介して機関のクランク軸から回転力が
伝達されており、この回転方向は図１中反時計方向に設
定されている。また、駆動軸１３の中空内部には、図４
に示すように油通路５０が形成されていると共に、該駆
動軸１３に回転自在に支持された揺動カム１７及び後述
するブラケット片それぞれ対応した位置に、大小径４つ
の油孔５１が貫通形成されている。また、前記駆動カム
１５に対応した位置にも油孔５２が貫通形成されてい
る。The drive shaft 13 is disposed along the longitudinal direction of the engine, and is driven by a crank of the engine via a driven sprocket (not shown) provided at one end and a timing chain wound around the driven sprocket. A rotational force is transmitted from the shaft, and the rotational direction is set counterclockwise in FIG. Also, in the hollow interior of the drive shaft 13, FIG.
The oil passage 50 is formed as shown in FIG. 3, and four large and small diameter oil holes 51 are formed through the oil passage 50 at positions corresponding to the swing cam 17 rotatably supported by the drive shaft 13 and a bracket piece described later. Have been. An oil hole 52 is also formed at a position corresponding to the drive cam 15.
【００１８】前記軸受１４は、図１に示すようにシリン
ダヘッド１１の上端部に設けられて駆動軸１３の上部を
支持するメインブラケット１４ａと、該メインブラケッ
ト１４ａの上端部に設けられて後述する制御軸３２を回
転自在に支持するサブブラケット１４ｂとを有し、両ブ
ラケット１４ａ，１４ｂが一対のボルト１４ｃ，１４ｃ
によって上方から共締め固定されている。The bearing 14 is provided at the upper end of the cylinder head 11 to support the upper part of the drive shaft 13 as shown in FIG. 1, and is provided at the upper end of the main bracket 14a to be described later. A sub-bracket 14b for rotatably supporting the control shaft 32, wherein both brackets 14a, 14b are a pair of bolts 14c, 14c.
Are fastened together from above.
【００１９】前記駆動カム１５は、耐摩耗材によって一
体に形成され、図３にも示すように、ほぼリング状を呈
し、円環状のカム本体１５ａと、該カム本体１５ａの外
端面に一体に設けられた筒状部１５ｂとからなり、内部
軸方向に駆動軸挿通孔１５ｃが貫通形成されていると共
に、カム本体１５ａの軸心Ｙが駆動軸１３の軸心Ｘから
径方向へ所定量だけオフセットしている。また、この駆
動カム１５は、駆動軸１３に対し駆動軸挿通孔１５ｃを
介して挿通されて前記連結ピン４０により連結固定され
ていると共に、筒状部１５ｂのカム本体１５ａ側一側面
には、三ケ月形の平面部が形成されている。さらに、こ
の駆動カム１５は、図１に示すように駆動軸１３の回転
に伴って図中反時計方向（矢印方向）へ回転するように
なっている。The drive cam 15 is integrally formed of a wear-resistant material, and has a substantially ring shape, as shown in FIG. 3, and is provided integrally with an annular cam body 15a and an outer end surface of the cam body 15a. The drive shaft insertion hole 15c is formed in the inner axial direction, and the axis Y of the cam body 15a is offset from the axis X of the drive shaft 13 by a predetermined amount in the radial direction. are doing. The drive cam 15 is inserted through the drive shaft 13 through the drive shaft insertion hole 15c, is connected and fixed by the connection pin 40, and has one side surface of the cylindrical portion 15b on the cam body 15a side. A crescent-shaped plane portion is formed. Further, as shown in FIG. 1, the drive cam 15 rotates in a counterclockwise direction (arrow direction) in FIG.
【００２０】前記バルブリフター１６，１６は、有蓋円
筒状に形成され、シリンダヘッド１１の保持孔内に摺動
自在に保持されていると共に、揺動カム１７，１７が摺
接する上面１６ａ，１６ａが平坦状に形成されている。The valve lifters 16, 16 are formed in a closed cylindrical shape, are slidably held in holding holes of the cylinder head 11, and have upper surfaces 16a, 16a with which the swing cams 17, 17 are in sliding contact. It is formed in a flat shape.
【００２１】前記揺動カム１７は、図１及び図５，図６
に示すように、一対の吸気弁１２、１２に対応する一対
のカム本体１７ａ，１７ａと、該両カム１７ａ，１７ａ
を結合する円筒状のスリーブ２０とから主として構成さ
れ、前記スリーブ２０内にに貫通形成された支持孔２０
ａを介して駆動軸１３に回転自在に支持され、また、先
端のカムノーズ部２１側にピン孔２１ａが貫通形成され
ている。さらに、各カム本体１７ａ，１７ａの下面に
は、それぞれカム面２２が形成されており、このカム面
２２は、スリーブ２０側の基円面２２ａと該基円面２２
ａからカムノーズ部２１側に円弧状に延びるランプ面２
２ｂと該ランプ面２２ｂからカムノーズ部２１の先端側
に有する最大リフトの頂面２２ｄに連なるリフト面２２
ｃとが形成されており、該基円面２２ａとランプ面２２
ｂ，リフト面２２ｃ及び頂面２２ｄとが、揺動カム１７
の揺動位置に応じて各バルブリフター１６の上面１６ａ
所定位置に当接するようになっている。The swing cam 17 is shown in FIGS.
As shown in FIG. 7, a pair of cam bodies 17a, 17a corresponding to the pair of intake valves 12, 12, and both cams 17a, 17a
And a support hole 20 formed through the inside of the sleeve 20.
a rotatably supported by the drive shaft 13 via a, and a pin hole 21a is formed through the cam nose portion 21 at the end. Further, a cam surface 22 is formed on the lower surface of each of the cam bodies 17a, 17a, and the cam surface 22 is formed with a base circular surface 22a on the sleeve 20 side and the base circular surface 22a.
ramp surface 2 extending in an arc shape from cam a to cam nose portion 21 side
2b and a lift surface 22 connected from the ramp surface 22b to a top surface 22d of the maximum lift provided on the tip end side of the cam nose portion 21.
c is formed, and the base circular surface 22a and the lamp surface 22 are formed.
b, the lift surface 22c and the top surface 22d
The upper surface 16a of each valve lifter 16 according to the swing position of
It comes into contact with a predetermined position.
【００２２】また、前記円筒状のスリーブ２０の駆動カ
ム１５側一端部には、ほぼ雨滴状のブラケット片１７ｂ
が一体に設けられていると共に、該ブラケット片１７ｂ
の先端部にピン孔１７ｃが貫通形成されており、このピ
ン孔１７ｃと前記ピン孔２１ａに挿通した連結ピン２８
を介して一方の揺動カム１７が両持ち状態で回転自在に
支持されている。A substantially raindrop-shaped bracket piece 17b is provided at one end of the cylindrical sleeve 20 on the drive cam 15 side.
Are provided integrally, and the bracket piece 17b
A pin hole 17c is formed at the tip end of the pin hole 17c, and the connecting pin 28 inserted through the pin hole 17c and the pin hole 21a is formed.
, One swing cam 17 is supported rotatably in a double-supported state.
【００２３】さらに、前記スリーブ２０の一端面と駆動
カム１５との間には、円環状の保持部材４２が設けられ
ている。この保持部材４２は、駆動カム１５の筒状部１
５ｂの外径とほぼ同径の外径に形成され、中央孔４２ａ
を介して駆動軸１３に嵌装保持されている。Further, between the one end surface of the sleeve 20 and the driving cam 15, an annular holding member 42 is provided. The holding member 42 is connected to the cylindrical portion 1 of the drive cam 15.
5b is formed to have an outer diameter substantially the same as the outer diameter of the central hole 42a.
And is fitted and held on the drive shaft 13 via the
【００２４】前記伝達機構１８は、駆動軸１３の上方に
配置されたロッカアーム２３と、該ロッカアーム２３の
一端部２３ａと駆動カム１５とを連係するリンクアーム
２４と、ロッカアーム２３の他端部２３ｂと揺動カム１
７とを連係するリンクロッド２５とを備えている。The transmission mechanism 18 includes a rocker arm 23 disposed above the drive shaft 13, a link arm 24 for linking one end 23a of the rocker arm 23 and the drive cam 15, and a second end 23b of the rocker arm 23. Swing cam 1
7 is provided.
【００２５】前記ロッカアーム２３は、図１に示すよう
に中央に有する筒状基部が支持孔２３ｃを介して後述す
る制御カム３３に回転自在に支持されている。また、筒
状基部の外端部に突設された一端部２３ａには、ピン２
６が嵌入するピン孔が貫通形成されている一方、基部の
内端部に夫々突設された前記他端部２３ｂには、リンク
ロッド２５の一端部２５ａと連結するピン２７が嵌入す
るピン孔が形成されている。As shown in FIG. 1, the rocker arm 23 has a central cylindrical portion rotatably supported by a control cam 33 described later via a support hole 23c. A pin 2 is provided at one end 23a protruding from the outer end of the cylindrical base.
6 is formed through the pin hole, while the other end 23b projecting from the inner end of the base portion is provided with a pin hole into which a pin 27 connected to one end 25a of the link rod 25 is fitted. Are formed.
【００２６】また、前記リンクアーム２４は、比較的大
径な円環状の一端部であるスリーブ２４ａと、該スリー
ブ２４ａの外周面所定位置に突設された他端部である突
出端２４ｂとを備え、スリーブ２４ａの中央位置には、
前記駆動カム１５のカム本体１５ａの外周面にニードル
ベアリング４３を介して回転自在に嵌合する嵌合孔２４
ｃが形成されている一方、突出端２４ｂには、前記ピン
２６が回転自在に挿通するピン孔が貫通形成されてい
る。このピン２６の軸心２６ａがロッカアーム２３の一
端部２３ａとの枢支点になっている。The link arm 24 has a sleeve 24a, which is an annular one end having a relatively large diameter, and a projecting end 24b, which is the other end protruding at a predetermined position on the outer peripheral surface of the sleeve 24a. Equipped, at the center position of the sleeve 24a,
A fitting hole 24 rotatably fitted to the outer peripheral surface of the cam body 15a of the drive cam 15 via a needle bearing 43.
On the other hand, a pin hole through which the pin 26 is rotatably inserted is formed through the protruding end 24b. The axis 26a of the pin 26 is a pivot point with the one end 23a of the rocker arm 23.
【００２７】さらに、前記リンクロッド２５は、図１に
も示すように駆動軸１３側が凹状のほぼ湾曲状に折曲形
成され、両端部２５ａ，２５ｂには前記ロッカアーム２
３の他端部２３ｂと揺動カム１７のカムノーズ部２１の
各ピン孔に圧入した各ピン２７，２８の端部が回転自在
に挿通するピン挿通孔２５ｃ，２５ｄが貫通形成されて
いる。Further, as shown in FIG. 1, the link rod 25 is formed by bending the drive shaft 13 into a substantially curved shape with a concave shape, and the rocker arm 2 is provided at both ends 25a and 25b.
The pin insertion holes 25c and 25d through which the ends of the pins 27 and 28 pressed into the respective pin holes of the cam nose portion 21 of the swing cam 17 and the other end 23b of the swing cam 17 are rotatably inserted.
【００２８】尚、各ピン２６，２７，２８の一端部に
は、リンクアーム２４やリンクロッド２５の軸方向の移
動を規制する図外のスナップリングが設けられている。At one end of each of the pins 26, 27, and 28, a snap ring (not shown) is provided to restrict the axial movement of the link arm 24 and the link rod 25.
【００２９】そして、前記一方のカム本体１７ａとブラ
ケット片１７ｂとの間のスリーブ２０には、図１、図２
に示すように横断面ほぼ半円形状の切欠部４６が形成さ
れている。この切欠部４６は、スリーブ２０の周方向の
ほぼ半分が切り欠れてリンクロッド２５方向、具体的に
は、図１に示すように駆動軸１３の軸心Ｘと連結ピン２
８の軸心を結ぶ直線Ｔを含む方向に指向していると共
に、カム本体１７ａのカムノーズ部２１が図５Ｂに示す
ように最大に跳ね上がった時点で上方向に指向するよう
に設定されている。また、切欠部４６の深さは、駆動軸
１３の外周面が露出する、つまり径方向に貫通形成され
ており、図１に示すように揺動カム１７がバルブスプリ
ング５３のばね力に抗してバルブリフター１６を最大に
押圧した際に、リンクロッド２５の下側内側部が内部に
入り込むように設定されている。The sleeve 20 between the one cam body 17a and the bracket piece 17b is provided on the sleeve 20 as shown in FIGS.
As shown in FIG. 5, a cutout 46 having a substantially semicircular cross section is formed. The notch 46 is formed by cutting out substantially half of the circumferential direction of the sleeve 20 in the direction of the link rod 25, specifically, as shown in FIG.
5B, and is set to be directed upward when the cam nose portion 21 of the cam body 17a jumps up to the maximum as shown in FIG. 5B. The depth of the cutout 46 is such that the outer peripheral surface of the drive shaft 13 is exposed, that is, the cutout 46 is formed so as to penetrate in the radial direction. As shown in FIG. When the valve lifter 16 is pressed to its maximum, the lower inner portion of the link rod 25 is set to enter inside.
【００３０】また、前記駆動カム１５のカム本体１５ａ
と、該カム本体１５ａの外周面１５ｄに嵌合するリンク
アーム２４のスリーブ２４ａの内周面２４ｃとの間に
は、転がり軸受部材であるニードルベアリング４３が介
装されている。このニードルベアリング４３は、図１に
示すように円環状の保持器４４と、該保持器４４に回転
自在に保持された複数のニードルローラ４５とから構成
されている。The cam body 15a of the driving cam 15
A needle bearing 43, which is a rolling bearing member, is interposed between the cam body 15a and the inner peripheral surface 24c of the sleeve 24a of the link arm 24 fitted to the outer peripheral surface 15d of the cam body 15a. As shown in FIG. 1, the needle bearing 43 includes an annular holder 44 and a plurality of needle rollers 45 rotatably held by the holder 44.
【００３１】前記保持器４４は、平板円環状を呈し、巾
方向に沿って細長い矩形状の保持孔４４ａが周方向へ等
間隔に複数形成されている。一方、各ニードルローラ４
５は、各保持孔４４ａ内に回転自在に保持され、各内周
縁がカム本体１５ａの外周面１５ｄに転動自在に直接接
触していると共に、各外周縁がスリーブ２４ａの内周面
２４ｃに転動自在に直接接触している。The retainer 44 has a flat plate annular shape, and has a plurality of elongated rectangular retaining holes 44a formed at equal intervals in the circumferential direction along the width direction. On the other hand, each needle roller 4
5 is rotatably held in each holding hole 44a, each inner peripheral edge is in rolling contact directly with the outer peripheral surface 15d of the cam body 15a, and each outer peripheral edge is in contact with the inner peripheral surface 24c of the sleeve 24a. Rolling direct contact.
【００３２】また、このニードルベアリング４３は、そ
の全体がカム本体１５ａの外周面によって保持されてお
り、保持器４４の両端縁が駆動カム一側面４１ａと保持
部材４２の一側面４２ａとによって駆動軸１３方向に挾
持されている。ここで、駆動カム１５も保持部材４２も
耐摩耗材で形成されているため、保持器４４と摺動して
も摩耗の発生が抑制される。The needle bearing 43 is entirely held by the outer peripheral surface of the cam body 15a, and both end edges of the holder 44 are driven by one side 41a of the driving cam and one side 42a of the holding member 42. It is clamped in 13 directions. Here, since both the driving cam 15 and the holding member 42 are formed of a wear-resistant material, the occurrence of wear is suppressed even when the driving cam 15 and the holding member 44 slide.
【００３３】前記可変機構１９は、駆動軸１３の上方位
置に同じ軸受１４に回転自在に支持された制御軸３２
と、該制御軸３２の外周に固定されてロッカアーム２３
の揺動支点となる制御カム３３とを備えている。The variable mechanism 19 includes a control shaft 32 rotatably supported by the same bearing 14 at a position above the drive shaft 13.
And the rocker arm 23 fixed to the outer periphery of the control shaft 32.
And a control cam 33 serving as a rocking fulcrum of the control.
【００３４】前記制御軸３２は、図２に示すように駆動
軸１３と並行に機関前後方向に配設されていると共に、
一端部に設けられた図外の電動アクチュエータ２９によ
って所定回転角度範囲内で回転するようになっている。The control shaft 32 is disposed in the engine front-rear direction in parallel with the drive shaft 13 as shown in FIG.
An electric actuator 29 (not shown) provided at one end rotates within a predetermined rotation angle range.
【００３５】また、前記制御カム３３は、円筒状を呈
し、図に示すように軸心Ｐ１位置が肉厚部３３ａの分だ
け制御軸３２の軸心Ｐ２からα分だけ偏倚している。The control cam 33 has a cylindrical shape, and the position of the axis P1 is deviated by α from the axis P2 of the control shaft 32 by the thickness portion 33a as shown in the figure.
【００３６】さらに、前記制御軸３２を回転制御する電
動アクチュエータ２９は、機関の運転状態を検出するコ
ントローラ３０からの制御信号によって駆動するように
なっている。このコントローラ３０は、クランク角セン
サやエアーフローメータ，水温センサ等の各種のセンサ
からの検出信号に基づいて現在の機関運転状態を演算等
により検出すると共に、制御軸３２の回転位置を検出す
るポテンショメータ３１からの検出信号により前記電動
アクチュエータ２９に制御信号を出力している。Further, the electric actuator 29 for controlling the rotation of the control shaft 32 is driven by a control signal from a controller 30 for detecting the operating state of the engine. The controller 30 detects a current engine operating state by calculation based on detection signals from various sensors such as a crank angle sensor, an air flow meter, and a water temperature sensor, and detects a rotational position of the control shaft 32. A control signal is output to the electric actuator 29 based on the detection signal from the controller 31.
【００３７】以下、本実施形態の作用を説明すれば、ま
ず、機関低速低負荷時には、コントローラ３０からの制
御信号によって電磁アクチュエータを介して制御軸３２
が時計方向に回転駆動される。このため、制御カム３３
は、軸心Ｐ１が図５に示すように制御軸３２の軸心Ｐ２
から左上方の回動角度位置に保持され、肉厚部３３ａが
駆動軸１３から上方向に離間移動する。このため、ロッ
カアーム２３は、全体が駆動軸１３に対して上方向へ移
動し、このため、各揺動カム１７は、リンクロッド２５
を介してカムノーズ部２１側を強制的に若干引き上げら
れて全体が反時計方向へ回動する。In the following, the operation of the present embodiment will be described. First, when the engine is at low speed and low load, the control shaft 32 is controlled via the electromagnetic actuator by the control signal from the controller 30.
Is driven to rotate clockwise. Therefore, the control cam 33
The axis P1 is the axis P2 of the control shaft 32 as shown in FIG.
The thick portion 33a is separated from the drive shaft 13 in the upward direction by being held at the rotation angle position at the upper left from the drive shaft 13. Therefore, the entire rocker arm 23 moves upward with respect to the drive shaft 13.
, The cam nose portion 21 is forcibly pulled up slightly and the whole is turned counterclockwise.
【００３８】したがって、図５Ａ，Ｂに示すように駆動
カム１５が回転してリンクアーム２４を介してロッカア
ーム２３の一端部２３ａを押し上げると、そのリフト量
がリンクロッド２５を介して揺動カム１７及びバルブリ
フター１６に伝達されるが、そのリフト量Ｌ１は図５Ａ
に示すように十分小さくなる。Therefore, as shown in FIGS. 5A and 5B, when the drive cam 15 rotates and pushes up one end 23a of the rocker arm 23 via the link arm 24, the lift amount is changed by the swing cam 17 via the link rod 25. And the lift amount L1 is transmitted to the valve lifter 16 in FIG.
As shown in FIG.
【００３９】よって、かかる低速低負荷域では、図７に
示すようにバルブリフト量が十分に小さくなり、フリク
ションが低減すると共に、各吸気弁１２の開時期が遅く
なり、排気弁とのバルブオーバラップが小さくなる。こ
のため、燃費の向上と機関の安定した回転が得られる。Therefore, in such a low-speed and low-load region, as shown in FIG. 7, the valve lift becomes sufficiently small, the friction is reduced, and the opening timing of each intake valve 12 is delayed. The wrap is smaller. For this reason, improvement in fuel consumption and stable rotation of the engine can be obtained.
【００４０】一方、機関高速高負荷時に移行した場合
は、コントローラからの制御信号によって電磁アクチュ
エータにより制御軸３２が反時計方向に回転駆動され
る。したがって、図６Ａ，Ｂに示すように制御軸３２
が、制御カム３３を図５に示す位置から反時計方向へ回
転させ、軸心Ｐ１（肉厚部３３ａ）を下方向へ移動させ
る。このため、ロッカアーム２３は、今度は全体が駆動
軸１３方向（下方向）に移動して他端部２３ｂが揺動カ
ム１７のカムノーズ部２１をリンクロッド２５を介して
下方へ押圧して該揺動カム１７全体を所定量だけ時計方
向へ回動させる。On the other hand, when the engine shifts to a high engine high load state, the control shaft 32 is driven to rotate counterclockwise by the electromagnetic actuator by a control signal from the controller. Therefore, as shown in FIGS.
However, the control cam 33 is rotated counterclockwise from the position shown in FIG. 5 to move the axis P1 (thick portion 33a) downward. Therefore, the rocker arm 23 moves in the direction of the drive shaft 13 (downward) as a whole, and the other end 23 b pushes the cam nose portion 21 of the swing cam 17 downward via the link rod 25, thereby causing the rocker arm 23 to swing. The entire moving cam 17 is rotated clockwise by a predetermined amount.
【００４１】したがって、各カム本体１７ａのバルブリ
フター１６上面１６ａに対するカム面２２の当接位置が
図６Ａ，Ｂに示すように右方向位置（リフト部２２ｄ
側）に移動する。このため、図６Ａに示すように駆動カ
ム１５が回転してロッカアーム２３の一端部２３ａをリ
ンクアーム２４を介して押し上げると、バルブリフター
１６に対するそのリフト量Ｌ２は図示のように大きくな
る。Therefore, as shown in FIGS. 6A and 6B, the contact position of the cam surface 22 with the upper surface 16a of the valve lifter 16 of each cam body 17a is shifted rightward (the lift portion 22d).
Side). 6A, when the drive cam 15 rotates to push up one end 23a of the rocker arm 23 via the link arm 24, the lift amount L2 of the valve lifter 16 with respect to the valve lifter 16 increases as shown in the figure.
【００４２】よって、かかる高速高負荷域では、カムリ
フト特性が低速低負荷域に比較して大きくなり、図７に
示すようにバルブリフト量も大きくなると共に、各吸気
弁１２の開時期が早くなると共に、閉時期が遅くなる。
この結果、吸気充填効率が向上し、十分な出力が確保で
きる。Therefore, in such a high-speed, high-load region, the cam lift characteristics are larger than those in a low-speed, low-load region, and as shown in FIG. 7, the valve lift is increased, and the opening timing of each intake valve 12 is advanced. At the same time, the closing time is delayed.
As a result, the intake charging efficiency is improved, and a sufficient output can be secured.
【００４３】そして、本実施形態によれば、駆動カム１
５とリンクアーム２４のスリーブ２４ａとの間にニード
ルベアリング４３を介装したため、カム本体１５ａの外
周面１５ｄと、基部２４ａ内周面２４ｃとの間の摩擦係
数μが充分小さくなる。すなわち、ニードルベアリング
を用いれば摩擦係数μが十分小さくなるため、駆動カム
１５の常時円滑な回転が得られることは勿論のこと、制
御軸のトルク特性のばらつきが防止されて、安定した特
性が得られる。According to the present embodiment, the driving cam 1
Since the needle bearing 43 is interposed between the sleeve 5 and the sleeve 24a of the link arm 24, the friction coefficient μ between the outer peripheral surface 15d of the cam body 15a and the inner peripheral surface 24c of the base 24a becomes sufficiently small. That is, if a needle bearing is used, the friction coefficient μ becomes sufficiently small, so that the drive cam 15 can always rotate smoothly, and the torque characteristics of the control shaft can be prevented from being dispersed, and stable characteristics can be obtained. Can be
【００４４】この制御軸３２のトルクが安定化する結
果、電動アクチュエータ２９による制御軸３２の回転位
置制御の安定化が図れ、例えばかかる最大リフト域から
最小リフト域までのリフト制御の安定化が図れる。した
がって、機関運転状態に応じて可変機構１９の円滑かつ
安定した作動によるバルブリフト制御が得られ、機関性
能を十分に発揮させることが可能になる。As a result of the stabilization of the torque of the control shaft 32, the rotation position control of the control shaft 32 by the electric actuator 29 can be stabilized. For example, the lift control from the maximum lift region to the minimum lift region can be stabilized. . Therefore, the valve lift control by the smooth and stable operation of the variable mechanism 19 according to the engine operating state can be obtained, and the engine performance can be sufficiently exhibited.
【００４５】また、ニードルベアリング４３は、各ニー
ドルローラ４５が保持器４４のみによって保持されて、
内外周縁が駆動カムのカム本体１５ａの外周面１５ｄと
リンクアーム２４のスリーブ２４ａの内周面２４ｃに直
接転接するようになっているため、アウタレース等の別
異の部材が不要になり、この結果、部品点数の増加が抑
制できると共に、リンクアームスリーブ２４ａの外径を
大きくする必要がなく、リンクアーム２４と制御軸３２
等との干渉を防止しつつ装置全体のコンパクト化が図れ
る。In the needle bearing 43, each of the needle rollers 45 is held only by the holder 44,
Since the inner and outer peripheral edges are directly in rolling contact with the outer peripheral surface 15d of the cam body 15a of the drive cam and the inner peripheral surface 24c of the sleeve 24a of the link arm 24, another member such as an outer race is not required. In addition, it is possible to suppress an increase in the number of parts, and it is not necessary to increase the outer diameter of the link arm sleeve 24a.
The overall size of the apparatus can be reduced while preventing interference with the apparatus.
【００４６】また、ニードルベアリング４３は、駆動カ
ム１５などへの組み付け時に、保持器４４が駆動カムの
一側面４１ａと保持部材４２の一側面４２ａとに挾持さ
れるため、軸方向の位置決めが容易になる。Further, when the needle bearing 43 is assembled to the drive cam 15 or the like, the retainer 44 is sandwiched between the one side surface 41a of the drive cam and the one side surface 42a of the holding member 42, so that the positioning in the axial direction is easy. become.
【００４７】さらにこの実施形態によれば、前述のよう
にスリーブ２０の所定箇所に切欠部４６を設けたため、
かかる動弁装置の作動中にロッカカバー内に飛散した潤
滑油や、前記駆動軸１３内の油通路５０から各油孔５１
に流入して支持孔２０ａ内周面と駆動軸１３の外周面の
間を通った潤滑油が各カム本体１７ａの揺動位置によっ
て切欠部４６の内部に捕集されてそのまま一時的に貯留
される。つまり、図５Ｂ、図６Ｂに示すように各カム本
体１７ａのカムノーズ部２１が最大に跳ね上がった揺動
位置では、切欠部４６が上方に指向するため、この時点
で潤滑油が該切欠部４６内に受け止められて一時的に貯
留されるのである。Further, according to this embodiment, since the notch 46 is provided at a predetermined position of the sleeve 20 as described above,
The lubricating oil scattered in the rocker cover during the operation of the valve train, and the oil holes 51 through the oil passage 50 in the drive shaft 13
Lubricating oil flowing into the notch 46 and flowing between the inner peripheral surface of the support hole 20a and the outer peripheral surface of the drive shaft 13 is trapped inside the notch 46 by the swinging position of each cam body 17a and is temporarily stored as it is. You. In other words, as shown in FIGS. 5B and 6B, in the swinging position where the cam nose portion 21 of each cam body 17a jumps up to the maximum, the notch portion 46 is directed upward. It is received and temporarily stored.
【００４８】その後、各カム本体１７ａ，１７ａが、図
１及び図５Ａ、図６Ａに示すようにカム面２２でバルブ
リフター１６を最大に押圧する時点では、切欠部４６が
下方に指向するため、内部の潤滑油が連結ピン２８及び
その付近に飛散落下したり、あるいは揺動カム１７の揺
動途中で潤滑油を遠心力で飛散させたりして、摺動摩擦
抵抗が大きい該連結ピン２８の外周面とリンクロッド２
５のピン孔２５ｄ及びカム本体１７ａのピン孔２１ａ、
ブラケット片１７ｂのピン孔１７ｃの各内周面との間に
積極的に供給されて、かかる両者間の潤滑性能を大幅に
向上させることができる。Thereafter, when each cam body 17a, 17a presses the valve lifter 16 to the maximum on the cam surface 22 as shown in FIGS. 1, 5A and 6A, the notch 46 is directed downward. The lubricating oil inside scatters and falls on the connecting pin 28 and the vicinity thereof, or the lubricating oil scatters by centrifugal force during the swinging of the swing cam 17, and the outer periphery of the connecting pin 28 having a large sliding friction resistance. Surface and link rod 2
5, a pin hole 25d of the cam body 17a;
The lubrication performance between the bracket piece 17b and the inner peripheral surface of the pin hole 17c of the bracket piece 17b can be greatly improved.
【００４９】さらに、一対のカム本体１７ａ，１７ａと
スリーブ２０とを一体化したことによって、前記駆動軸
１３との嵌め合い長さ（スリーブ長さ）を大きく取れ
ば、揺動カム１７全体の倒れが小さくなり、その結果、
連結ピン２８の倒れも小さくできるため、該連結ピン２
８の偏摩耗の発生も防止できる。したがって、一対のカ
ム本体１７ａ，１７ａを１つの連結ピン２８で作動させ
るにもかかわらず連結ピン２８の耐久性を向上させるこ
とができる。また。１つの連結ピン２８による支持と、
前記潤滑性能の向上により摺動抵抗を効果的に低減で
き、揺動カム１７の揺動作用が円滑になる。Further, by integrating the pair of cam bodies 17a, 17a and the sleeve 20, if the fitting length (sleeve length) with the drive shaft 13 is increased, the entire swing cam 17 falls down. Becomes smaller, so that
Since the inclination of the connecting pin 28 can be reduced, the connecting pin 2
8 can also be prevented from occurring. Therefore, the durability of the connecting pin 28 can be improved even though the pair of cam bodies 17a, 17a are operated by one connecting pin 28. Also. Support by one connecting pin 28,
By improving the lubrication performance, the sliding resistance can be effectively reduced, and the swinging operation of the swing cam 17 becomes smooth.
【００５０】また、スリーブ２０の支持孔２０ａ内周面
と駆動軸１３の外周面との間には、前述の各油孔５１か
ら潤滑油が強制的に供給されるため、駆動軸１３と揺動
カム２０との間の潤滑性能も大幅に向上する。さらに、
供給された潤滑油を切欠部４６へ導くことができるの
で、連結ピン２８の潤滑性をさらに高めることができ
る。The lubricating oil is forcibly supplied from the oil holes 51 between the inner peripheral surface of the support hole 20a of the sleeve 20 and the outer peripheral surface of the drive shaft 13, so that the lubricating oil is oscillated with the drive shaft 13. The lubrication performance with the moving cam 20 is also greatly improved. further,
Since the supplied lubricating oil can be guided to the notch 46, the lubricating property of the connecting pin 28 can be further enhanced.
【００５１】したがって、各カム本体１７ａ，１７ａ
は、リンクロッド２５との間の摺動摩擦抵抗が低減して
駆動軸１３からの駆動力が円滑に伝達されると共に、駆
動軸１３に円滑に揺動支持されるため、吸気弁１２、１
２の常時滑らかな開閉作動が得られると共に、機関運転
変化に応じた可変機構１９によるバルブリフト可変制御
応答性が向上して、機関性能を十分の発揮させることが
可能になる。かかる効果は、前述したニードルベアリン
グ４３の摩擦抵抗の低減作用と相俟ってさらに発揮され
る。Therefore, each of the cam bodies 17a, 17a
Since the sliding frictional resistance with the link rod 25 is reduced, the driving force from the drive shaft 13 is smoothly transmitted, and the driving force is smoothly oscillated by the drive shaft 13.
2, a smooth opening / closing operation can be obtained at all times, and the responsiveness of variable valve lift control by the variable mechanism 19 according to the engine operation change is improved, so that the engine performance can be sufficiently exhibited. This effect is further exhibited in combination with the above-described effect of reducing the frictional resistance of the needle bearing 43.
【００５２】しかも、リンクロッド２５は、その作動中
において、駆動軸１３側の内側部切欠部４６内に入り込
んで吸収される形になるため、リンクロッド２５の湾曲
形状と相俟って、装置のロッカアーム２３長手方向の長
さを十分小さくすることができ、装置全体の機関幅方向
のコンパクト化が図れる。Further, since the link rod 25 enters the inner cutout 46 on the side of the drive shaft 13 and is absorbed during the operation thereof, the link rod 25 is combined with the curved shape of the link rod 25, so that the device is operated. Of the rocker arm 23 in the longitudinal direction can be made sufficiently small, and the entire apparatus can be made compact in the engine width direction.
【００５３】図８Ａ，Ｂ及び図９は他の実施形態を示
し、リンクロッド２５を、中央部の連結片６０によって
連結された２枚のリンク片６１、６１によって形成し、
上下端部２５ａ，２５ｂを二股状に形成しており、この
二股状の上端部２５ａ，２５ａ及び下端部２５ｂ，２５
ｂには、ピン孔２５ｃ，２５ｃ、２５ｄ，２５ｄがそれ
ぞれ形成されている。また、該一方のカム本体１７ａ側
のスリーブ２０外周面に切欠部４６が形成されている。FIGS. 8A, 8B and 9 show another embodiment, in which a link rod 25 is formed by two link pieces 61, 61 connected by a connecting piece 60 at the center.
The upper and lower ends 25a, 25b are formed in a forked shape, and the forked upper ends 25a, 25a and the lower ends 25b, 25
In b, pin holes 25c, 25c, 25d, 25d are respectively formed. A cutout 46 is formed in the outer peripheral surface of the sleeve 20 on the one cam body 17a side.
【００５４】そして、図９に示すように、下端部２５
ｂ，２５ｂ側を例に取れば、該下端部２５ｂ，２５ｂの
両側片が揺動カム１７の一方のカム本体１７ａを両側か
ら挟持状態に配置されている共に、この下端部２５ｂ，
２５ｂの両ピン孔２５ｄ，２５ｄとカム本体１７ａのピ
ン孔２１ａに連結ピン２８が挿通されて、この連結ピン
２８によって互いに回動自在に連結されている。Then, as shown in FIG.
Taking the b, 25b side as an example, both side pieces of the lower ends 25b, 25b are arranged so as to sandwich one cam body 17a of the swing cam 17 from both sides, and the lower ends 25b, 25b
A connection pin 28 is inserted through both pin holes 25d, 25d of the pin 25b and the pin hole 21a of the cam body 17a, and is connected to each other by the connection pin 28 so as to be rotatable.
【００５５】したがって、この実施形態によれば、前記
実施形態のようなブラケットを廃止することができるた
め、連結ピン２８の軸方向のレイアウト性が向上する。Therefore, according to this embodiment, since the bracket as in the above embodiment can be eliminated, the layout of the connecting pins 28 in the axial direction is improved.
【００５６】なお、本発明は、前記実施形態の構成に限
定されるものではなく、例えば揺動カム１７が揺動する
所定の支軸を、駆動軸１３とは別のものとしてもよい
が、本実施形態のように、駆動軸が兼ねる様に構成すれ
ば、部品点数が減り、さらにコンパクトにできることは
いうまでもない。The present invention is not limited to the configuration of the above embodiment. For example, a predetermined support shaft on which the swing cam 17 swings may be different from the drive shaft 13. It is needless to say that if the drive shaft is also used as in the present embodiment, the number of parts is reduced and the device can be made more compact.
【００５７】[0057]
【発明の効果】以上の説明で明らかなように、請求項１
記載の発明によれば、揺動カムの揺動中に切欠部内に捕
集された潤滑油が、連結ピン及びその付近に強制的に供
給されるため、該連結ピンとこの連結ピンが挿通する揺
動カム側のピン孔との間の潤滑性能の向上する。したが
って、連結ピンとピン孔間の摩耗の発生が防止できるこ
とは勿論のこと、揺動カムの揺動作用が常時円滑にな
り、機関弁の開閉作動の円滑化が図れる。As is apparent from the above description, claim 1
According to the invention described above, the lubricating oil collected in the notch during the swing of the swing cam is forcibly supplied to the connection pin and the vicinity thereof, so that the connection pin and the swing through which the connection pin is inserted. The lubrication performance between the pin hole on the moving cam and the pin hole is improved. Therefore, not only can the wear between the connecting pin and the pin hole be prevented, but also the swing operation of the swing cam becomes smooth at all times, and the opening and closing operation of the engine valve can be made smooth.
【００５８】また、前記揺動カム本体とスリーブとの一
体化によって、支軸に対してスリーブの軸方向の長さを
大きく取れば、揺動カムの支軸上での倒れが防止され、
この結果、連結ピンのピン孔内での倒れも防止できるた
め、該連結ピンの偏摩耗の発生も防止できる。Also, by integrating the swing cam body and the sleeve, if the length of the sleeve in the axial direction is made larger with respect to the support shaft, the swing cam can be prevented from falling on the support shaft.
As a result, it is possible to prevent the connecting pin from falling down in the pin hole, and it is possible to prevent the connecting pin from being unevenly worn.
【００５９】請求項２記載の発明によれば、揺動カムの
跳ね上げ時に潤滑油を切欠部内に効率よく捕集すること
ができ、この結果、連結ピン側へ潤滑油を十分に供給す
ることが可能になる。According to the second aspect of the invention, the lubricating oil can be efficiently collected in the notch when the swing cam is flipped up. As a result, the lubricating oil can be sufficiently supplied to the connecting pin side. Becomes possible.
【００６０】請求項３記載の発明によれば、切欠部を十
分に深く形成したことにより、該切欠部内への潤滑油の
貯留量を多くすることが可能になると共に、潤滑油を支
軸からも切欠部内に導入することが可能になる。According to the third aspect of the present invention, since the notch is formed sufficiently deep, the amount of lubricating oil stored in the notch can be increased, and the lubricating oil can be transferred from the support shaft. Can also be introduced into the notch.
【００６１】請求項４記載の発明によれば、伝達機構の
作動時にリンクロッドの内側部が切欠部内に吸収される
形になるため、装置の巾方向の長さを小さく設定するこ
とができ、全体のコンパクト化が図れる。According to the fourth aspect of the present invention, when the transmission mechanism is operated, the inside of the link rod is absorbed into the notch, so that the length of the device in the width direction can be set small. The overall size can be reduced.
【００６２】しかも、リンクロッドは、内側が凹状の湾
曲状に折曲形成されているため、切欠部の存在と相俟っ
て作動時における駆動軸や揺動カムのスリーブとの干渉
が回避できると共に、装置の巾方向の長さをさらに小さ
くすることが可能になる。Further, since the link rod is formed by bending the inside of the link rod into a concave shape, it is possible to avoid interference with the drive shaft and the swing cam sleeve during operation in combination with the presence of the notch. At the same time, it is possible to further reduce the length of the device in the width direction.
【００６３】請求項５記載の発明によれば、揺動カム本
体を、ブラケット片を介して連結ピンに両持ち状態に支
持させることができるため、揺動カムの作動中における
支軸上での倒れが防止されて、肩当りによる偏摩耗の発
生を防止できる。According to the fifth aspect of the present invention, since the swing cam body can be supported by the connecting pin via the bracket piece in a double-supported state, the swing cam body can be supported on the support shaft during the operation of the swing cam. Falling is prevented, and uneven wear due to shoulder contact can be prevented.
【００６４】請求項６記載の発明によれば、二股状のリ
ンクロッド端部よって揺動カム本体両持状態に支持でき
ることは勿論のこと、ブラケットを廃止することができ
るため、連結ピン２８の軸方向のレイアウト性が向上す
る。According to the sixth aspect of the present invention, not only can the swinging cam body be supported by the bifurcated link rod end but also the bracket can be eliminated, so that the shaft of the connecting pin 28 can be eliminated. Directional layout is improved.
【００６５】請求項７記載の発明によれば、切欠部によ
る潤滑性能の向上によって揺動カムの機関弁に対する揺
動位置の制御精度が向上して、機関運転変化に応じたバ
ルブリフト制御応答性が向上する。According to the seventh aspect of the present invention, the control accuracy of the swinging position of the swinging cam with respect to the engine valve is improved by the improvement of the lubrication performance by the notch portion, and the valve lift control responsiveness according to the engine operation change. Is improved.
【図１】本発明の一実施態様を示す図２のＡ−Ａ線断面
図。FIG. 1 is a sectional view taken along the line AA of FIG. 2, showing one embodiment of the present invention.
【図２】本実施態様の要部斜視図。FIG. 2 is a perspective view of a main part of the embodiment.
【図３】本実施形態に供される駆動カムの斜視図。FIG. 3 is a perspective view of a drive cam provided in the embodiment.
【図４】本実施形態の部分断面図。FIG. 4 is a partial sectional view of the embodiment.
【図５】Ａは最小リフト時の開弁状態を示す作用説明
図。Ｂは最小リフト時の閉弁状態を示す作用説明図。FIG. 5A is an operation explanatory view showing a valve open state at the time of a minimum lift. B is an operation explanatory view showing a valve closed state at the time of the minimum lift.
【図６】Ａは最大リフト時の開弁状態を示す作用説明
図。Ｂは最大リフト時の閉弁状態を示す作用説明図。FIG. 6A is an operation explanatory view showing a valve open state at the time of a maximum lift. B is an operation explanatory view showing a valve closing state at the time of the maximum lift.
【図７】本実施形態のバルブリフト特性図。FIG. 7 is a valve lift characteristic diagram of the embodiment.
【図８】Ａは本実施形態に供されるリンクロッドの他例
を示す正面図、Ｂは同リンクロッドの側面図。FIG. 8A is a front view showing another example of the link rod provided in the embodiment, and FIG. 8B is a side view of the link rod.
【図９】図８に示すリンクロッドを装置に適用した状態
を示す装置の要部断面図。9 is a cross-sectional view of a main part of the device showing a state in which the link rod shown in FIG. 8 is applied to the device.
【図１０】従来の動弁装置を示す断面図。FIG. 10 is a sectional view showing a conventional valve train.
１２…吸気弁 １３…駆動軸 １５…駆動カム １７…揺動カム １７ａ…カム本体 １７ｂ…ブラケット片 １７ｃ…ピン孔 ２０…スリーブ ２０ａ…支持孔 ２２…カム面 ２３…ロッカアーム ２４…リンクアーム ２５…リンクロッド ２８…連結ピン ３２…制御軸 ３３…制御カム ４６…切欠部 DESCRIPTION OF SYMBOLS 12 ... Intake valve 13 ... Drive shaft 15 ... Drive cam 17 ... Swing cam 17a ... Cam main body 17b ... Bracket piece 17c ... Pin hole 20 ... Sleeve 20a ... Support hole 22 ... Cam surface 23 ... Rocker arm 24 ... Link arm 25 ... Link Rod 28 ... Connecting pin 32 ... Control shaft 33 ... Control cam 46 ... Notch
───────────────────────────────────────────────────── フロントページの続き (72)発明者 山田 吉彦 神奈川県厚木市恩名1370番地 株式会社ユ ニシアジェックス内 (72)発明者 原 誠之助 神奈川県厚木市恩名1370番地 株式会社ユ ニシアジェックス内 (72)発明者 武田 敬介 神奈川県厚木市恩名1370番地 株式会社ユ ニシアジェックス内 (72)発明者 宮里 佳明 神奈川県厚木市恩名1370番地 株式会社ユ ニシアジェックス内 (72)発明者 後藤 徹朗 神奈川県横浜市神奈川区宝町２番地 日産 自動車株式会社内 Ｆターム(参考） 3G016 AA06 AA19 BA23 BA37 BA45 BB04 CA02 CA04 CA13 CA15 CA21 CA29 CA32 CA44 CA48 CA52 DA23 GA00 GA01 GA02 ──────────────────────────────────────────────────続 き Continuing from the front page (72) Inventor Yoshihiko Yamada 1370 Onna, Atsugi-shi, Kanagawa Prefecture Inside Unisia Gex Co., Ltd. 72) Inventor Keisuke Takeda 1370 Onna, Atsugi-shi, Kanagawa Prefecture Inside Unisex Gex Co., Ltd. (72) Inventor Yoshiaki Miyazato 1370 Onna, Atsugi-shi, Kanagawa Prefecture Inside Unisex Gex Co., Ltd. 2F Takaracho, Kanagawa-ku, Yokohama-shi Nissan Motor Co., Ltd. F term (reference) 3G016 AA06 AA19 BA23 BA37 BA45 BB04 CA02 CA04 CA13 CA15 CA21 CA29 CA32 CA44 CA48 CA52 DA23 GA00 GA01 GA02
Claims (7)
駆動カムが設けられた駆動軸と、所定の支軸に揺動自在
に支持されて、機関弁を開閉作動させる揺動カムと、一
端側が前記駆動カムに機械的に連係すると共に他端側が
連結ピンを介して前記揺動カムに機械的に連係し、駆動
カムの回転駆動力を往復運動に変換して揺動カムに伝達
する伝達機構とを備えた内燃機関の動弁装置において、 前記支軸の外周面に嵌合して前記揺動カム本体と一体に
摺動するスリーブを、該揺動カム本体に一体に設けると
共に、該スリーブに、前記伝達機構の作動中に前記連結
ピンに指向する切欠部を設けたことを特徴とする内燃機
関の動弁装置。1. A drive shaft that rotates synchronously with a crankshaft of an engine and has a drive cam provided on an outer periphery thereof; a swing cam that is swingably supported by a predetermined support shaft and that opens and closes an engine valve; One end side is mechanically linked to the drive cam and the other end side is mechanically linked to the swing cam via a connecting pin, and converts the rotational driving force of the drive cam into a reciprocating motion and transmits it to the swing cam. A valve mechanism for an internal combustion engine having a transmission mechanism, wherein a sleeve that fits on the outer peripheral surface of the support shaft and slides integrally with the rocking cam body is provided integrally with the rocking cam body; A valve gear for an internal combustion engine, wherein a cutout portion is provided in the sleeve so as to be directed to the connection pin during operation of the transmission mechanism.
ね上がった時点で上方に指向するように形成したことを
特徴とする請求項１に記載の内燃機関の動弁装置。2. The valve train of an internal combustion engine according to claim 1, wherein the notch is formed so as to be directed upward when the swing cam jumps up to a maximum.
り欠き形成したことを特徴とする請求項１〜２のいずれ
かに記載の内燃機関の動弁装置。3. The valve gear for an internal combustion engine according to claim 1, wherein the notch is formed by cutting out to an outer peripheral surface of the support shaft.
に配設された制御軸に揺動自在に設けられて、一端部が
駆動カムに連係したロッカアームと、該ロッカアームの
他端部と前記揺動カムとの間に前記連結ピンを介して連
係するリンクロッドとを備え、該リンクロッドを、前記
支軸側を凹状にした湾曲状に折曲形成すると共に、前記
揺動カムが機関弁を最大に開く揺動位置でリンクロッド
の内側部が前記切欠部内に位置するように形成したこと
を特徴とする請求項１〜３のいずれかに記載の内燃機関
の動弁装置。4. The rocker arm, wherein the transmission mechanism is swingably provided on a control shaft disposed substantially parallel to the drive shaft, one end of which is linked to a drive cam, and the other end of the rocker arm. A link rod interlocked with the swing cam via the connection pin, wherein the link rod is bent into a curved shape with the support shaft side concave, and the swing cam is an engine. The valve operating device for an internal combustion engine according to any one of claims 1 to 3, wherein an inner portion of the link rod is located within the cutout portion at a swing position where the valve is opened to a maximum.
側に一体に対峙して設けると共に、前記スリーブの一端
部を、一方の揺動カム本体の外側方向へ延設し、該スリ
ーブの一端部にスリーブ半径方向に沿って突出したブラ
ケットを設け、該ブラケットと一方の揺動カム本体との
間に、前記リンクロッドの端部を嵌挿すると共に、記連
結ピンを、前記ブラケットと揺動カムおよびリンクロッ
ド端部に貫通配置し、該連結ピンを介して前記リンクロ
ッド端部を回動自在に支持したことを特徴とする請求項
１〜４のいずれかに記載の内燃機関の動弁装置。5. The swing cam body is provided integrally on both sides of the sleeve so as to face each other, and one end of the sleeve extends outwardly of one swing cam body. A bracket protruding along the sleeve radial direction is provided at the portion, and the end of the link rod is inserted between the bracket and one of the swing cam bodies, and the connecting pin is swung with the bracket. The valve train of an internal combustion engine according to any one of claims 1 to 4, wherein the link rod end is rotatably supported through the cam and the link rod end via the connecting pin. apparatus.
側に一体に対峙して設けると共に、前記リンクロッドの
端部にスリットを設けて二股状に形成し、該スリット内
に前記一方の揺動カム本体の先端を嵌挿した状態で、前
記連結ピンを、前記二股部及び揺動カムの先端部に貫通
配置し、該連結ピンによってリンクロッド端部を回動自
在に支持したことを特徴とする請求項４〜５のいずれか
に記載の内燃機関の動弁装置。6. The swing cam body is provided integrally on both sides of the sleeve so as to face each other, and a slit is provided at an end of the link rod so as to form a bifurcated shape. In a state in which the tip of the moving cam body is inserted, the connecting pin is disposed so as to penetrate through the forked portion and the tip of the swing cam, and the link pin rotatably supports the end of the link rod. The valve train for an internal combustion engine according to any one of claims 4 to 5.
カムの回動位置に応じて前記ロッカアームの揺動支点を
変化させることにより、前記揺動カム本体のカム面の機
関弁に対する当接位置を変化させてバルブリフトを可変
制御したことを特徴とする請求項４〜６のいずれかに記
載の内燃機関の動弁装置。7. An abutment of a cam surface of the rocking cam body against an engine valve by changing a rocking fulcrum of the rocker arm according to a turning position of an eccentric control cam fixed to an outer periphery of the control shaft. 7. The valve train for an internal combustion engine according to claim 4, wherein the valve lift is variably controlled by changing the position.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP23100899A JP3975032B2 (en) | 1999-08-18 | 1999-08-18 | Valve operating device for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP23100899A JP3975032B2 (en) | 1999-08-18 | 1999-08-18 | Valve operating device for internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2001055915A true JP2001055915A (en) | 2001-02-27 |
| JP3975032B2 JP3975032B2 (en) | 2007-09-12 |
Family
ID=16916809
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP23100899A Expired - Fee Related JP3975032B2 (en) | 1999-08-18 | 1999-08-18 | Valve operating device for internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3975032B2 (en) |
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6694935B2 (en) | 2002-06-07 | 2004-02-24 | Hitachi Unisia Automotive, Ltd. | Valve mechanism of internal combustion engine |
| FR2853001A1 (en) | 2003-03-27 | 2004-10-01 | Hitachi Unisia Automotive Ltd | DEVICE FOR OPERATING THE VALVES OF AN INTERNAL COMBUSTION ENGINE |
| FR2866385A1 (en) * | 2004-02-17 | 2005-08-19 | Hitachi Ltd | MECHANISM FOR CONTROLLING THE VALVES OF AN INTERNAL COMBUSTION ENGINE |
| WO2006111350A1 (en) * | 2005-04-17 | 2006-10-26 | Uwe Eisenbeis | Internal combustion engine comprising a variable valve drive |
| JP2007162597A (en) * | 2005-12-15 | 2007-06-28 | Hitachi Ltd | Variable valve gear of internal combustion engine |
| JP2009047046A (en) * | 2007-08-17 | 2009-03-05 | Hitachi Ltd | Valve gear of internal combustion engine |
| JP2009180114A (en) * | 2008-01-30 | 2009-08-13 | Hitachi Ltd | Variable valve gear of internal combustion engine |
| EP2180153A1 (en) * | 2007-08-10 | 2010-04-28 | Nissan Motor Co., Ltd. | Variable valve gear |
| JP2010163983A (en) * | 2009-01-16 | 2010-07-29 | Nissan Motor Co Ltd | Valve gear of engine |
-
1999
- 1999-08-18 JP JP23100899A patent/JP3975032B2/en not_active Expired - Fee Related
Cited By (18)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6694935B2 (en) | 2002-06-07 | 2004-02-24 | Hitachi Unisia Automotive, Ltd. | Valve mechanism of internal combustion engine |
| FR2853001A1 (en) | 2003-03-27 | 2004-10-01 | Hitachi Unisia Automotive Ltd | DEVICE FOR OPERATING THE VALVES OF AN INTERNAL COMBUSTION ENGINE |
| US6874456B2 (en) | 2003-03-27 | 2005-04-05 | Hitachi, Ltd. | Valve operating apparatus of internal combustion engines |
| CN1309939C (en) * | 2003-03-27 | 2007-04-11 | 株式会社日立制作所 | Air valve operator for IC engine |
| FR2866385A1 (en) * | 2004-02-17 | 2005-08-19 | Hitachi Ltd | MECHANISM FOR CONTROLLING THE VALVES OF AN INTERNAL COMBUSTION ENGINE |
| WO2006111350A1 (en) * | 2005-04-17 | 2006-10-26 | Uwe Eisenbeis | Internal combustion engine comprising a variable valve drive |
| US8042505B2 (en) | 2005-04-17 | 2011-10-25 | Uwe Eisenbeis | Internal combustion engine comprising a variable valve drive |
| JP2007162597A (en) * | 2005-12-15 | 2007-06-28 | Hitachi Ltd | Variable valve gear of internal combustion engine |
| EP2180153A4 (en) * | 2007-08-10 | 2011-10-05 | Nissan Motor | Variable valve gear |
| EP2180153A1 (en) * | 2007-08-10 | 2010-04-28 | Nissan Motor Co., Ltd. | Variable valve gear |
| EP2180154A1 (en) * | 2007-08-10 | 2010-04-28 | Nissan Motor Co., Ltd. | Variable valve control for internal combustion engine |
| EP2180154A4 (en) * | 2007-08-10 | 2011-10-05 | Nissan Motor | Variable valve control for internal combustion engine |
| CN101779006B (en) * | 2007-08-10 | 2012-09-26 | 日产自动车株式会社 | Variable valve gear |
| US8459219B2 (en) | 2007-08-10 | 2013-06-11 | Nissan Motor Co., Ltd. | Variable valve device |
| US8511267B2 (en) | 2007-08-10 | 2013-08-20 | Nissan Motor Co., Ltd. | Variable valve device and internal combustion engine |
| JP2009047046A (en) * | 2007-08-17 | 2009-03-05 | Hitachi Ltd | Valve gear of internal combustion engine |
| JP2009180114A (en) * | 2008-01-30 | 2009-08-13 | Hitachi Ltd | Variable valve gear of internal combustion engine |
| JP2010163983A (en) * | 2009-01-16 | 2010-07-29 | Nissan Motor Co Ltd | Valve gear of engine |
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|---|---|
| JP3975032B2 (en) | 2007-09-12 |
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