JP2012072671A - Valve lifter for internal combustion engine - Google Patents

Valve lifter for internal combustion engine Download PDF

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Publication number
JP2012072671A
JP2012072671A JP2010216304A JP2010216304A JP2012072671A JP 2012072671 A JP2012072671 A JP 2012072671A JP 2010216304 A JP2010216304 A JP 2010216304A JP 2010216304 A JP2010216304 A JP 2010216304A JP 2012072671 A JP2012072671 A JP 2012072671A
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Japan
Prior art keywords
valve lifter
crown
cam
crown surface
internal combustion
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JP2010216304A
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Inventor
Tomoya Tanaka
智也 田中
Noriomi Hosaka
憲臣 保坂
Seiji Tsuruta
誠次 鶴田
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Hitachi Astemo Ltd
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Hitachi Automotive Systems Ltd
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Priority to JP2010216304A priority Critical patent/JP2012072671A/en
Priority to CN2011100785056A priority patent/CN102418573A/en
Priority to US13/076,566 priority patent/US20120073534A1/en
Priority to FR1154780A priority patent/FR2965294A1/en
Publication of JP2012072671A publication Critical patent/JP2012072671A/en
Pending legal-status Critical Current

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    • 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
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/14—Tappets; Push rods
    • F01L1/143—Tappets; Push rods for use with overhead camshafts
    • 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
    • F01L3/00—Lift-valve, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces; Parts or accessories thereof
    • F01L3/08—Valves guides; Sealing of valve stem, e.g. sealing by lubricant
    • F01L3/085—Valve cages
    • 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
    • F01L2820/00—Details on specific features characterising valve gear arrangements
    • F01L2820/04—Sensors
    • F01L2820/045—Valve lift

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Abstract

PROBLEM TO BE SOLVED: To provide a valve lifter capable of reducing both friction and an abrasion amount of a crown surface.SOLUTION: This valve lifter 11 for the internal combustion engine includes a cylindrical skirt part 17, and a crown part 18 integrally arranged in an upper end part of the skirt part and allowing an outer peripheral surface 9a of a driving cam 9 integrally arranged on a camshaft 7 to slide on the crown surface 20. In the valve lifter, the axis Y of the crown surface is arranged in a state of being offset in a range of 0.9-1.1 mm to the center X of a cam width W of the driving cam. The crown surface is formed in a spherical protruding shape so that the center becomes highest, and a crowning amount H being a protruding amount of the crown surface is set in a range of 11-50 μm, to thereby restrain the occurrence of abrasion by reducing the friction between the valve lifter and the driving cam and by ensuring rotation of the valve lifter.

Description

本発明は、内燃機関のバルブリフタの改良技術に関する。   The present invention relates to an improved technique for a valve lifter of an internal combustion engine.

周知のように、４サイクル内燃機関のカムシャフトの回転を吸気弁や排気弁に伝達するバルブリフタとしては、例えば特許文献１に記載されているように、ほぼ有蓋円筒状に形成されて、円筒状のスカート部の上端部に一体に形成された冠部の平坦状の冠面に前記カムシャフトの駆動カムが回転摺動して回転力を往復運動に変換して、前記吸気弁や排気弁に伝達するようになっている。   As is well known, as a valve lifter that transmits the rotation of a camshaft of a four-cycle internal combustion engine to an intake valve or an exhaust valve, for example, as described in Patent Document 1, it is formed in a substantially covered cylindrical shape and is cylindrical. The camshaft drive cam rotates and slides on the flat crown surface of the crown portion formed integrally with the upper end portion of the skirt portion to convert the rotational force into a reciprocating motion. To communicate.

ところが、前記冠面が平坦状に形成されていることから、駆動カムが摺動する際のフリクションが大きくなってしまうという技術的課題を招来している。   However, since the crown surface is formed in a flat shape, there arises a technical problem that the friction when the drive cam slides increases.

そこで、例えば特許文献２に記載されたバルブリフタのように、冠面を球面凸状に形成して前記フリクションを低減する改良技術が提供されている。   Thus, for example, as in the valve lifter described in Patent Document 2, there is provided an improved technique for reducing the friction by forming the crown surface into a spherical convex shape.

特開２００１−３４２８１０号公報JP 2001-342810 A 特開２００４−２２５６１０号公報JP 2004-225610 A

しかしながら、前記特許文献２に記載のバルブリフタにあっては、前記冠面の凸量（クラウニング量）を大きくし過ぎると、作動中におけるバルブリフタの自由な回転が損なわれて、駆動カムの摺動位置での面圧が大きくなって局部的に摩耗が発生するおそれがある。   However, in the valve lifter described in Patent Document 2, if the convex amount (crowning amount) of the crown surface is excessively increased, free rotation of the valve lifter during operation is impaired, and the sliding position of the drive cam There is a risk that the surface pressure at the surface increases and local wear occurs.

本発明は、前記従来のバルブリフタの技術的課題に鑑みて案出されたもので、冠面のフリクションと摩耗量の両方を低減することが可能なバルブリフタを提供する。   The present invention has been devised in view of the technical problem of the conventional valve lifter, and provides a valve lifter capable of reducing both the friction and the wear amount of the crown surface.

請求項１記載の発明は、冠部の冠面は、中心が最も高くなるように球面凸状に形成されていると共に、該球面凸状の凸量が１１〜５０μｍの範囲に設定されていることを特徴としている。   In the first aspect of the invention, the crown surface of the crown portion is formed in a spherical convex shape so that the center is the highest, and the convex amount of the spherical convex shape is set in a range of 11 to 50 μm. It is characterized by that.

好ましくは、前記凸量を１１〜３２μｍの範囲に設定する。   Preferably, the convex amount is set in a range of 11 to 32 μm.

本発明によれば、冠面のフリクションと摩耗量の両方を低減することが可能になる。   According to the present invention, it is possible to reduce both the friction and the wear amount of the crown surface.

本発明に係る内燃機関のバルブリフタの一実施形態を示す縦断面図である。1 is a longitudinal sectional view showing an embodiment of a valve lifter for an internal combustion engine according to the present invention. 本実施形態のバルブリフタが適用された内燃機関に要部断面図である。It is principal part sectional drawing in the internal combustion engine to which the valve lifter of this embodiment was applied. バルブリフタとカムとのフリクションを測定するフリクション測定器を示す縦断面図である。It is a longitudinal cross-sectional view which shows the friction measuring device which measures the friction of a valve lifter and a cam. バルブリフタとカムとのフリクションとクラウニング量との相対関係を示す特性図である。It is a characteristic view which shows the relative relationship between the friction of a valve lifter and a cam, and crowning amount. Ａはバルブリフタの冠面とカムとの接触状態示す断面図、Ｂはバルブリフタのカムに対するオフセット量を示す断面図である。A is a cross-sectional view showing a contact state between the crown of the valve lifter and the cam, and B is a cross-sectional view showing an offset amount of the valve lifter with respect to the cam. バルブリフタの冠面とカムの外周面との接触面幅とバルブリフタの回転許容範囲との関係を示す概略図である。It is the schematic which shows the relationship between the contact surface width of the crown surface of a valve lifter and the outer peripheral surface of a cam, and the rotation tolerance of a valve lifter. バルブリフタ冠面とカム外周面との接触面幅と冠面のクラウニング量との関係で、バルブリフタの回転域と非回転域を示す特性図である。It is a characteristic view which shows the rotation area | region and non-rotation area | region of a valve lifter by the relationship between the contact surface width of a valve lifter crown surface and a cam outer peripheral surface, and the crowning amount of a crown surface. バルブリフタ冠面とカム外周面との接触面幅と冠面のクラウニング量との関係で、バルブリフタの回転域と非回転域を示す特性図である。It is a characteristic view which shows the rotation area | region and non-rotation area | region of a valve lifter by the relationship between the contact surface width of a valve lifter crown surface and a cam outer peripheral surface, and the crowning amount of a crown surface.

以下、本発明にかかる内燃機関のバルブリフタの実施形態を図面に基づいて詳述する。   Embodiments of a valve lifter for an internal combustion engine according to the present invention will be described below in detail with reference to the drawings.

図２は本発明に係るバルブリフタが適用される内燃機関の要部を示し、例えば４気筒の４サイクルガソリン機関の吸気側と排気側に適用したものである。   FIG. 2 shows a main part of an internal combustion engine to which the valve lifter according to the present invention is applied. For example, it is applied to an intake side and an exhaust side of a four-cylinder four-cycle gasoline engine.

この内燃機関は、シリンダヘッド１の内部に形成された吸気ポート２と排気ポート３を開閉する機関弁である１気筒当たりそれぞれ２つの吸気弁４と排気弁５がバルブガイド６ａ，６ｂを介して摺動自在に設けられている。また、シリンダヘッド１の上端部にカム軸受に支持された吸気側、排気側カムシャフト７，８の外周面には、前記各吸気弁４と各排気弁５を開作動させる駆動カム９、１０が一体に設けられている。   In this internal combustion engine, two intake valves 4 and two exhaust valves 5 per cylinder, which are engine valves for opening and closing an intake port 2 and an exhaust port 3 formed inside a cylinder head 1, are respectively connected via valve guides 6a and 6b. It is slidably provided. Further, on the outer peripheral surfaces of the intake side and exhaust side camshafts 7 and 8 supported by cam bearings at the upper end portion of the cylinder head 1, drive cams 9 and 10 for opening the intake valves 4 and the exhaust valves 5 are opened. Are provided integrally.

前記各吸気弁４と排気弁５は、バルブステムの下端側に有する傘部４ａ、５ａが吸気、排気ポート２、３の開口端に設けられた環状のバルブシート２ａ、３ａに離着座するようになっていると共に、上端部のステムエンド４ｂ、５ｂに固定されたスプリングリテーナ１３ａ、１３ｂとシリンダヘッド１上端部の支持孔１ａ、１ｂの底面との間にそれぞれ弾装されたバルブスプリング１４，１５のばね力によってそれぞれ閉方向に付勢されている。   The intake valve 4 and the exhaust valve 5 are arranged so that umbrella portions 4a and 5a provided on the lower end side of the valve stem are seated on and seated on the annular valve seats 2a and 3a provided at the opening ends of the intake and exhaust ports 2 and 3, respectively. The valve springs 14a and 13b fixed between the stem ends 4b and 5b at the upper end and the bottom surfaces of the support holes 1a and 1b at the upper end of the cylinder head 1 are respectively mounted. The spring force of 15 is urged in the closing direction.

前記駆動カム９、１０は、図２、図５に示すように、一般的なものであって、側面からみて卵形状に形成されていると共に、所定のカム幅Ｗに設定されている。   As shown in FIGS. 2 and 5, the drive cams 9 and 10 are general ones, are formed in an egg shape when viewed from the side, and have a predetermined cam width W.

また、前記各吸気弁４と排気弁５と各駆動カム７ａ、８ａとの間にバルブリフタ１１、１２が介装されている。この各バルブリフター１１，１２は、鉄系金属である炭素鋼によって一体に形成された直動型であって、吸気側と排気側では同じ構造であるから以下では、説明の便宜上、吸気側のバルブリフタ１１について詳述する。   Further, valve lifters 11 and 12 are interposed between the intake valves 4 and the exhaust valves 5 and the drive cams 7a and 8a. Each of the valve lifters 11 and 12 is a direct acting type integrally formed of carbon steel, which is an iron-based metal, and has the same structure on the intake side and the exhaust side. The valve lifter 11 will be described in detail.

すなわち、バルブリフタ１１は、図１及び図２に示すように、シリンダヘッド１の上端部に形成されたガイド孔１６内に上下摺動自在に保持された円筒状のスカート部１７と、該スカート部１７の軸方向一端部である上端部に一体に形成された冠部１８と、該冠部１８の下面ほぼ中央位置に一体に設けられて、前記ステムエンド４ｂが当接する円形状のボス部１９と、から主として構成されている。   That is, as shown in FIGS. 1 and 2, the valve lifter 11 includes a cylindrical skirt portion 17 that is slidably held in a guide hole 16 formed in the upper end portion of the cylinder head 1 and the skirt portion. A crown portion 18 formed integrally with an upper end portion which is one end portion in the axial direction of 17, and a circular boss portion 19 provided integrally with the lower surface of the crown portion 18 and substantially in contact with the stem end 4 b. And is mainly composed of.

前記スカート部１７は、薄肉円筒状に形成されて外周面１７ａが前記ガイド孔１６の内周面に所定のフリクションをもって摺動するようになっている。   The skirt portion 17 is formed in a thin cylindrical shape, and an outer peripheral surface 17a slides on the inner peripheral surface of the guide hole 16 with a predetermined friction.

前記冠部１８は、比較的肉厚に形成され、上面に前記駆動カム９の外周面９ａが摺動する球面凸状の冠面２０が形成されていると共に、該冠面２０と前記駆動カム９の外周面９ａが摺動しない部位に、バルブリフタ１１の内部に潤滑油を導く油孔２１が貫通形成されている。   The crown portion 18 is formed to be relatively thick, and a spherical convex crown surface 20 on which the outer peripheral surface 9a of the drive cam 9 slides is formed on the upper surface, and the crown surface 20 and the drive cam 9 is formed with a through hole 21 through which the lubricating oil is introduced into the valve lifter 11.

前記冠面２０は、表面全体に所定の半径の球面凸状に形成されて、中心Ｙが最も高くなるように形成され、最も低い外周縁２０ａから頂部２０ｂまでの凸量（クラウニング量）Ｈが１１〜５０μｍの範囲内に設定されている。   The crown surface 20 is formed in a spherical convex shape with a predetermined radius on the entire surface, and is formed so that the center Y is the highest, and the convex amount (crowning amount) H from the lowest outer peripheral edge 20a to the top 20b is It is set within a range of 11 to 50 μm.

このクラウニング量Ｈの範囲を特定した臨界的意義については、バルブリフタ１１のフリクションの大きさと、前記ガイド孔１６内での回転の有無によって設定され、この点については本願発明者による実験結果に基づくもので、具体的には後述する。   The critical significance of specifying the range of the crowning amount H is set by the size of the friction of the valve lifter 11 and the presence or absence of rotation in the guide hole 16, and this point is based on the experimental results by the present inventors. The details will be described later.

また、前記冠面２０の表面全体には、周知の表面処理技術であるいわゆるダイヤモンドライクカーボン（ＤＬＣ）処理が施され、これによって、高硬度でかつ低摩擦抵抗を有する表面処理層が形成されている。   Further, the entire surface of the crown surface 20 is subjected to a so-called diamond-like carbon (DLC) treatment, which is a well-known surface treatment technique, thereby forming a surface treatment layer having high hardness and low friction resistance. Yes.

さらに、前記冠面２０の中心Ｙは、図５Ｂに示すように、前記駆動カム９の幅方向（カム幅Ｗ）の中心Ｘに対して０．９〜１．１ｍｍの範囲で図５Ｂ中、左側に偏心（オフセット）しており、これは、駆動カム９の回転に伴ってこの外周面９ａと冠面２０との間に発生するフリクションによってバルブリフタ１１自体が回転する領域範囲である。つまり、前記冠面２０のオフセット量αが前述の範囲内であれば、駆動カム９の回転力によるバルブリフタ１１の回転を確保することができる。   Furthermore, as shown in FIG. 5B, the center Y of the crown surface 20 is in the range of 0.9 to 1.1 mm with respect to the center X in the width direction (cam width W) of the drive cam 9 in FIG. Eccentric (offset) on the left side is an area range in which the valve lifter 11 itself rotates due to friction generated between the outer peripheral surface 9 a and the crown surface 20 as the drive cam 9 rotates. That is, if the offset amount α of the crown surface 20 is within the above-described range, the rotation of the valve lifter 11 by the rotational force of the drive cam 9 can be ensured.

以下、前記冠面２０のクラウニング量Ｈを１１〜５０μｍに設定した臨界的意義について説明する。   Hereinafter, the critical significance of setting the crowning amount H of the crown surface 20 to 11 to 50 μm will be described.

まず、前記冠面２０と駆動カム９との間のフリクションを最終的に求めるために、図３に示す実験用測定機３０を用いて予め前記カムシャフト７のカムトルクＴとバルブリフタ１１のスカート部１７外周面１７ａと前記ガイド孔１６の内周面との間のフリクションを検出する。   First, in order to finally obtain the friction between the crown surface 20 and the drive cam 9, the cam torque T of the cam shaft 7 and the skirt portion 17 of the valve lifter 11 are previously obtained using an experimental measuring machine 30 shown in FIG. 3. Friction between the outer peripheral surface 17a and the inner peripheral surface of the guide hole 16 is detected.

前記実験用測定機３０は、内燃機関の一部を模したもので、簡単に説明すれば、機関のシリンダヘッドに相当するほぼ円筒状のシリンダ基体３１上に前後２つの軸受３３，３３によって前記カムシャフト７に相当する単一のカムシャフト３２が回転自在に支持されている。このカムシャフト３２は、前記両軸受３３，３３間に単一の駆動カム３２ａが一体的に設けられていると共に、一端部に図外の駆動機構によって回転駆動する駆動プーリ３４が設けられている。   The experimental measuring machine 30 imitates a part of an internal combustion engine. Briefly, the experimental measuring machine 30 is provided with two front and rear bearings 33 and 33 on a substantially cylindrical cylinder base 31 corresponding to the cylinder head of the engine. A single camshaft 32 corresponding to the camshaft 7 is rotatably supported. The camshaft 32 is integrally provided with a single drive cam 32a between the bearings 33 and 33, and a drive pulley 34 is provided at one end thereof to be rotated by a drive mechanism (not shown). .

前記シリンダ基体３１の上端部内には、ほぼ円筒状のベアリング３５が設けられていると共に、該ベアリング３５の内部には単一の吸気弁、排気弁に相当する機関弁３６がバルブリテーナ３７を介して上下摺動自在に保持されている。また、この機関弁３６は、バルブスプリング３８によって閉方向に付勢されていると共に、ステムエンド３６ａと前記駆動カム３２ａとの間にバルブリフタ３９が介装されている。   A substantially cylindrical bearing 35 is provided in the upper end portion of the cylinder base 31, and an engine valve 36 corresponding to a single intake valve and exhaust valve is provided inside the bearing 35 via a valve retainer 37. And is slidable up and down. The engine valve 36 is urged in the closing direction by a valve spring 38, and a valve lifter 39 is interposed between the stem end 36a and the drive cam 32a.

このバルブリフタ３９は、ベアリング３５内周の小径スリーブ３５ａ内に摺動自在に保持され、冠面３９ａ全体が球面凸状に形成されている。そして、この実験測定機３０で使用されるバルブリフタ３９は、前記冠面３９ａが平坦状に近い曲率半径の大きなものから小さなもの、つまり、前記クラウニング量Ｈが約５μｍ〜４４μｍになっているものを複数用意しておき、これらを選択的に交換して実験したものである。   The valve lifter 39 is slidably held in a small diameter sleeve 35a on the inner periphery of the bearing 35, and the entire crown surface 39a is formed in a spherical convex shape. The valve lifter 39 used in the experimental measuring instrument 30 is one in which the crown surface 39a is a flat one with a large radius of curvature, that is, a crowning amount H of about 5 μm to 44 μm. A plurality of samples were prepared, and these were selectively exchanged for experiments.

また、前記ベアリング３５の上端部には、バルブリフタ３９のスカート部外周面と前記小径スリーブ３５ａとの間の側面フリクションを測定するフリクションセンサ４０が設けられていると共に、前記カムシャフト３２のカムトルクを測定するカムトルクセンサ４１が設けられている。   A friction sensor 40 is provided at the upper end of the bearing 35 to measure side friction between the outer peripheral surface of the skirt portion of the valve lifter 39 and the small diameter sleeve 35a, and the cam torque of the camshaft 32 is measured. A cam torque sensor 41 is provided.

これらの測定は、前記カムシャフト３２の回転数３００ｒｐｍで２時間、油温は８０℃の条件下でラッピングを行った後に、前記フリクションセンサ４０とカムトルクセンサ４１によって測定した。   These measurements were performed by the friction sensor 40 and the cam torque sensor 41 after lapping under the conditions that the camshaft 32 was rotated at 300 rpm for 2 hours and the oil temperature was 80 ° C.

したがって、前記駆動プーリ３４が回転駆動されることによってカムシャフト３２を介して駆動カム３２ａが回転すると、該駆動カム３２ａがバルブリフタ３９の冠面３９ａ上を摺動して、該バルブリフタ３９が小径スリーブ３５ａ内を上下に摺動して回転運動を往復運動に変換しつつ機関弁３６に伝達する。これによって、機関弁３６は、バルブスプリング３８のばね力とともにバルブリテーナ３７内を上下摺動（開閉作動）する。   Accordingly, when the drive pulley 32 is driven to rotate and the drive cam 32a is rotated via the cam shaft 32, the drive cam 32a slides on the crown surface 39a of the valve lifter 39, and the valve lifter 39 is moved to the small diameter sleeve. The rotary motion is slid up and down in 35a and converted to a reciprocating motion and transmitted to the engine valve 36. As a result, the engine valve 36 slides up and down (open / close operation) in the valve retainer 37 together with the spring force of the valve spring 38.

この実験では、前述のように、バルブリフタ３９の冠面３９ａのクラウニング量Ｈがそれぞれ異なるものを選択して、前記側面フリクションセンサ４０とカムトルクセンサ４１から検出されたそれぞれの数値に基づいて前記駆動カム３２ａの回転に伴う冠面３９ａのフリクションを求めたもので、カムトルクセンサ４１から検出された全体のトルク数値から、側面フリクションセンサ４０から検出された側面フリクション数値を側面フリクショントルクに変換した数値を差し引いた値を、冠面３９ａのフリクションとして算出したものである。   In this experiment, as described above, the crowning surfaces 39a of the valve lifter 39 having different crowning amounts H are selected, and the driving is performed based on the respective numerical values detected from the side friction sensor 40 and the cam torque sensor 41. The friction of the crown surface 39a accompanying the rotation of the cam 32a is obtained, and the numerical value obtained by converting the side friction value detected from the side friction sensor 40 into the side friction torque from the overall torque value detected from the cam torque sensor 41. The value obtained by subtracting is calculated as the friction of the crown surface 39a.

なお、図３中、４２はシリンダ基体３１の下部内に設けられたバルブリフトセンサである。   In FIG. 3, reference numeral 42 denotes a valve lift sensor provided in the lower portion of the cylinder base 31.

図４はこの実験による結果を示す特性図であって、横軸が前記冠面３９ａのクラウニング量Ｈ（μｍ）、縦軸がバルブリフタ３９（冠面３９ａ）のフリクション（Ｎ・ｍ）を示している。   FIG. 4 is a characteristic diagram showing the results of this experiment. The horizontal axis indicates the crowning amount H (μm) of the crown surface 39a, and the vertical axis indicates the friction (N · m) of the valve lifter 39 (crown surface 39a). Yes.

すなわち、クラウニング量Ｈが約５μｍの場合あっては、冠面３９ａがほぼ平坦状に近いことから図中、４つの黒四角で表すように、冠面３９ａのフリクションが０．３〜０．４Ｎ・ｍと比較的大きくなってしまう。   That is, when the crowning amount H is about 5 μm, the crown surface 39a is almost flat, so that the friction of the crown surface 39a is 0.3 to 0.4 N as represented by four black squares in the figure.・ M is relatively large.

これに対して、クラウニング量Ｈが１１μｍ〜４４μｍの場合にあっては、黒三角で表すように、冠面３９ａのフリクションが漸次低下し、特に１１μｍでは急激にフリクションが低下して約０．２９〜０．３Ｎ・ｍとなり、その後、４４μｍまでは次第に低下して行くことが解った。   On the other hand, when the crowning amount H is 11 μm to 44 μm, the friction of the crown surface 39a gradually decreases, as shown by the black triangle, and particularly at 11 μm, the friction decreases sharply to about 0.29. It was found to be about 0.3 N · m, and then gradually decreased to 44 μm.

図中の折れ線はフリクションとクラウニング量Ｈとの相対的な数値を平均したものであって、この折れ線からも明らかなように、クラウニング量Ｈが１１μｍ以下の場合は、大きなフリクションになるが、１１μｍを境に４４μｍまで漸次低減していることが明らかである。   The polygonal line in the figure is an average of the relative numerical values of the friction and the crowning amount H. As is apparent from this polygonal line, when the crowning amount H is 11 μm or less, the friction becomes large, but 11 μm. It is clear that it gradually decreases to 44 μm at the boundary.

なお、ほぼ同じクラウニング量Ｈでもフリクションが若干異なるのは、実験測定機の作動のばらつきなどに起因している。   Note that the friction is slightly different even when the crowning amount H is substantially the same, due to variations in the operation of the experimental measuring machine.

以上の実験結果からして、前記冠面３９ａのクラウニング量Ｈは、冠面３９ａのフリクションを低減する関係で最低でも１１μｍが必要であり、好ましくは、これ以上に設定することが望ましい。   From the above experimental results, the crowning amount H of the crown surface 39a is required to be at least 11 μm in order to reduce the friction of the crown surface 39a, and is preferably set to be more than this.

次に、前記駆動カム９の回転に伴う前記ガイド孔１６内でのバルブリフタ１１の回転の有無を、冠面２０と駆動カム９の外周面９ａとの接触幅を変えた実験結果に基づいて説明する。   Next, the presence / absence of rotation of the valve lifter 11 in the guide hole 16 accompanying the rotation of the drive cam 9 will be described based on the experimental results obtained by changing the contact width between the crown surface 20 and the outer peripheral surface 9a of the drive cam 9. To do.

図５Ａ、Ｂは駆動カム９とバルブリフタ１１、カム幅Ｗ及び駆動カム９に対するバルブリフタ１１のオフセット量αの関係を模式的に示し、この場合、駆動カム９の外周面９ａとバルブリフタ１１の冠面２０の接触面幅をａで示している。つまり、図５Ｂに示すように、駆動カム９のカム幅Ｗの中心Ｘからバルブリフタ１１軸心、つまり冠面２０の中心Ｙをα量だけオフセット配置することによって、基本的に駆動カム９の回転に伴いバルブリフタ１１はフリクションにより回転するが、図６に示すように、前記オフセット量αが同じでも冠面２０のクラウニング量Ｈによって接触面幅ａが大小変化する。   5A and 5B schematically show the relationship between the drive cam 9 and the valve lifter 11, the cam width W and the offset amount α of the valve lifter 11 with respect to the drive cam 9. In this case, the outer peripheral surface 9a of the drive cam 9 and the crown surface of the valve lifter 11 are shown. The contact surface width of 20 is indicated by a. That is, as shown in FIG. 5B, the rotation of the drive cam 9 is basically performed by offsetting the axis X of the valve lifter 11, that is, the center Y of the crown surface 20 from the center X of the cam width W of the drive cam 9 by an α amount. Accordingly, the valve lifter 11 rotates due to friction. As shown in FIG. 6, the contact surface width a changes depending on the crowning amount H of the crown surface 20 even if the offset amount α is the same.

具体的には、クラウニング量Ｈが小さい場合、つまり平坦状に近い場合は、図６Ａに示すように、接触面幅ａがａ１のように大きくなって、バルブリフタ１１に対する駆動カム９のフリクションによる回転力が働いて、該バルブリフタ１１は回転する。   Specifically, when the crowning amount H is small, that is, when it is close to a flat shape, as shown in FIG. 6A, the contact surface width a becomes as large as a1, and the drive cam 9 rotates with respect to the valve lifter 11 due to friction. The force is applied and the valve lifter 11 rotates.

また、クラウニング量Ｈをやや大きくした場合は、図６Ｂに示すように、接触面幅ａはやや小さくなってａ２となるものの、バルブリフタ１１に対する駆動カム９のフリクションによる回転力が働いて、バルブリフタ１１は回転する。   When the crowning amount H is slightly increased, the contact surface width a is slightly reduced to a2 as shown in FIG. 6B, but the rotational force due to the friction of the drive cam 9 with respect to the valve lifter 11 acts, and the valve lifter 11 Rotates.

ところが、クラウニング量Ｈを過度に大きくすると、図６Ｃに示すように、前記接触面幅ａは小さくなってａ３となる。この状態では、バルブリフタ１１に対する駆動カム９のフリクションによる回転力が働かなくなり、バルブリフタ１１は回転しなくなるのである。   However, when the crowning amount H is excessively increased, as shown in FIG. 6C, the contact surface width a is reduced to a3. In this state, the rotational force due to the friction of the drive cam 9 with respect to the valve lifter 11 does not work, and the valve lifter 11 does not rotate.

要するに、前記バルブリフタ１１のガイド孔１６内での回転の有無は、前記冠面２０のクラウニング量Ｈに大きく依存するのである。   In short, the presence or absence of rotation of the valve lifter 11 in the guide hole 16 greatly depends on the crowning amount H of the crown surface 20.

そこで、図７と図８は前記冠面２０のクラウニング量Ｈと接触面幅ａとの関係を、前記駆動カム９のカム幅Ｗと、バルブリフタ１１のオフセット量α及び駆動カム９によるバルブリフタ１１への入力荷重を大小変化させてバルブリフタ１１の回転の有無を実験した結果を表したものである。   7 and 8 show the relationship between the crowning amount H of the crown surface 20 and the contact surface width a, the cam width W of the drive cam 9, the offset amount α of the valve lifter 11, and the valve lifter 11 by the drive cam 9. The result of having experimented the presence or absence of rotation of the valve lifter 11 by changing the input load of this is large and small.

図７に示す実験例では、前記カム幅Ｗを１０ｍｍ、オフセット量を１ｍｍ、入力荷重を大とした大排気量の機関に適用した場合であって、クラウニング量Ｈを約２０μｍから１００μｍまで大きくしていくと、それに伴って接触面幅ａが小さくなり、クラウニング量Ｈが約２０μｍ〜４０μｍまでは接触面幅ａが７．０ｍｍから約３．７ｍｍまで急激に低下する。クラウニング量Ｈを４０μｍから１００μｍに設定した場合は、接触面幅ａは約３．８ｍｍから１００ｍｍまで漸次小さくなる。   In the experimental example shown in FIG. 7, the cam width W is 10 mm, the offset amount is 1 mm, and the engine is applied to a large displacement engine with a large input load. The crowning amount H is increased from about 20 μm to 100 μm. Accordingly, the contact surface width a decreases accordingly, and when the crowning amount H is about 20 μm to 40 μm, the contact surface width a rapidly decreases from 7.0 mm to about 3.7 mm. When the crowning amount H is set from 40 μm to 100 μm, the contact surface width a gradually decreases from about 3.8 mm to 100 mm.

そして、前記接触面幅ａが約３．５ｍｍ以下になるとバルブリフタ１１が回転しなくなり、それ以上であると回転することが解った。つまり、この約３．５ｍｍの接触面幅の境界点は、クラウニング量Ｈが５０μｍであって、それ以下では前記接触面幅ａの関係でバルブリフタ１１は回転するが、５０μｍ以上ではバルブリフタ１１は回転しなくなることが明らかである。   Then, it was found that the valve lifter 11 does not rotate when the contact surface width a is about 3.5 mm or less, and rotates when it is more than that. That is, the boundary point of the contact surface width of about 3.5 mm is that the crowning amount H is 50 μm, and the valve lifter 11 rotates due to the contact surface width a below it, but the valve lifter 11 rotates above 50 μm. It is clear that it will not.

特に、冠面２０全体に施されたダイヤモンドライクカーボンＤＬＣは、冠面２０の摩擦抵抗が小さく、駆動カム９の回転によってバルブリフタ１１自体を回転させる力が小さくなる。したがって、クラウニング量Ｈは、接触面幅ａ３．５ｍｍ以上となる５０μｍ以下で、好ましくは３２μｍ以下が望ましい。   In particular, the diamond-like carbon DLC applied to the entire crown surface 20 has a small frictional resistance on the crown surface 20 and a small force for rotating the valve lifter 11 itself by the rotation of the drive cam 9. Therefore, the crowning amount H is 50 μm or less, preferably 32 μm or less, which is the contact surface width a3.5 mm or more.

図８に示す実験例では、前記カム幅Ｗを７ｍｍ、オフセット量を０．５ｍｍ、入力荷重を小とした小排気量の機関に適用した場合であって、入力荷重が小さいと駆動カム９を冠面２０に押し付ける力が小さいため、接触面幅ａは小さくなり、クラウニング量Ｈが約１８μｍ〜５０μｍまでは接触面幅ａが約７．０ｍｍから約２．５ｍｍまで急激に低下する。クラウニング量Ｈを５０μｍから１００μｍに設定した場合は、接触面幅ａは約２．５ｍｍから１００ｍｍまで漸次小さくなり、特性ラインは図７の特性ラインよりも下がる傾向になる。   In the experimental example shown in FIG. 8, the cam width W is 7 mm, the offset amount is 0.5 mm, and the engine is applied to a small displacement engine with a small input load. Since the pressing force against the crown surface 20 is small, the contact surface width a decreases, and the contact surface width a rapidly decreases from about 7.0 mm to about 2.5 mm when the crowning amount H is about 18 μm to 50 μm. When the crowning amount H is set from 50 μm to 100 μm, the contact surface width a gradually decreases from about 2.5 mm to 100 mm, and the characteristic line tends to be lower than the characteristic line of FIG.

一方、カム幅Ｗ及びオフセット量αは小さいため、バルブリフタ１１が回転しなくなる許容接触面幅ａは小さくなる。この実験例のように、カム幅Ｗが７ｍｍ、オフセット量が０．５ｍｍのとき、許容接触面幅は２．５ｍｍである。このときの冠面２０のクラウニング量Ｈは前記５０μｍと殆ど変化はない。つまり、内燃機関の排気量（入力荷重、カム幅Ｗ、オフセット量α）の相違によって接触面幅ａに対する冠面２０のクラウニング量Ｈの変化はないのである。   On the other hand, since the cam width W and the offset amount α are small, the allowable contact surface width a at which the valve lifter 11 does not rotate becomes small. As in this experimental example, when the cam width W is 7 mm and the offset amount is 0.5 mm, the allowable contact surface width is 2.5 mm. At this time, the crowning amount H of the crown surface 20 is hardly changed to 50 μm. That is, there is no change in the crowning amount H of the crown surface 20 with respect to the contact surface width a due to the difference in the exhaust amount (input load, cam width W, offset amount α) of the internal combustion engine.

すなわち、クラウニング量Ｈを約１７μｍから１００μｍまで漸次大きくしていくと、それに伴って接触面幅ａが小さくなり、該接触面幅ａが約２．５ｍｍ以下になるとバルブリフタ１１が回転しなくなり、それ以上であると回転することが解った。つまり、この約２．５ｍｍの接触面幅ａの境界点は、クラウニング量Ｈが５０μｍであって、それ以下では前記接触面幅ａの関係でバルブリフタ１１は回転するが、５０μｍ以上ではバルブリフタ１１は回転しなくなることが解った。   That is, when the crowning amount H is gradually increased from about 17 μm to 100 μm, the contact surface width a decreases accordingly, and when the contact surface width a is about 2.5 mm or less, the valve lifter 11 does not rotate. It turns out that it rotates when it is above. That is, the boundary point of the contact surface width a of about 2.5 mm is that the crowning amount H is 50 μm, and the valve lifter 11 rotates in relation to the contact surface width a below it, but the valve lifter 11 is above 50 μm. It turns out that it doesn't rotate.

したがって、前記それぞれの実験結果からして、機関の排気量に拘わらず、前記バルブリフタ１１の回転を得るには、前記クラウニング量が５０μｍ以下である必要があることが解った。   Therefore, from the results of the experiments, it was found that the crowning amount needs to be 50 μm or less in order to obtain the rotation of the valve lifter 11 regardless of the engine displacement.

よって、本実施形態では、前記バルブリフタ１１の冠面２０のクラウニング量Ｈを、１１μｍ〜５０μｍに設定したのである。好ましくは１１μｍ〜３２μｍに設定するのが望ましい。   Therefore, in this embodiment, the crowning amount H of the crown surface 20 of the valve lifter 11 is set to 11 μm to 50 μm. It is desirable to set it to 11 μm to 32 μm.

これによって、前記駆動カム９の外周面９ａと冠面２０との間のフリクションを十分に低減しつつバルブリフタ１１の自由な回転を確保して冠面２０の摩耗を十分に抑制することができる。   As a result, the friction between the outer peripheral surface 9a of the drive cam 9 and the crown surface 20 can be sufficiently reduced, and free rotation of the valve lifter 11 can be ensured to sufficiently suppress wear of the crown surface 20.

また、前記バルブリフタ１１を、炭素鋼によって形成したことによって、駆動カム９との摺動箇所のさらなる摩耗の発生を抑制できる。   Further, since the valve lifter 11 is made of carbon steel, it is possible to suppress further wear at the sliding portion with the drive cam 9.

さらに、この実施形態によれば、前記油孔２１を、冠面２０に駆動カム９が摺動する以外の部位に形成したことから、冠部１８のボス部１９と吸気弁４のステムエンド４ｂとの間に潤滑油を積極的に供給できると共に、駆動カム９の摺動に伴う油孔の孔縁の摩耗や剥離などの発生を抑制できる。   Furthermore, according to this embodiment, since the oil hole 21 is formed in a portion other than the drive cam 9 sliding on the crown surface 20, the boss portion 19 of the crown portion 18 and the stem end 4b of the intake valve 4 are provided. In addition, it is possible to positively supply the lubricating oil between the two, and to suppress the wear and peeling of the oil hole edge due to the sliding of the drive cam 9.

本発明は、前記各実施形態の構成に限定されるものではなく、例えば内燃機関の仕様を、前記実験例に示した大、小排気量以外の排気量のものに変更したものにも適用できる。   The present invention is not limited to the configuration of each of the above-described embodiments, and can be applied to, for example, an internal combustion engine whose specifications are changed to those having a displacement other than the large and small displacements shown in the experimental example. .

また、前記実施形態では、吸気側のバルブリフタ１１について説明したが、排気側のバルブリフタ１２の冠面のクラウニング量も同じように設定されている。   In the above embodiment, the intake-side valve lifter 11 has been described, but the crowning amount of the crown surface of the exhaust-side valve lifter 12 is set in the same manner.

前記実施形態から把握される前記請求項以外の発明の技術的思想について以下に説明する。
〔請求項ａ〕請求項１に記載の内燃機関のバルブリフタにおいて、
前記冠部の前記冠面がカムと摺動する領域以外の位置に、少なくとも１つの油孔を貫通形成したことを特徴とする内燃機関のバルブリフタ。 The technical ideas of the invention other than the claims ascertained from the embodiment will be described below.
[Claim a] In the valve lifter of the internal combustion engine according to claim 1,
A valve lifter for an internal combustion engine, wherein at least one oil hole is formed so as to penetrate at a position other than a region where the crown surface of the crown portion slides with a cam.

この発明によれば、前記油孔を、冠面にカムが摺動する以外の部位に形成したことから、冠部下面側の部位と機関弁との間に潤滑油を積極的に供給できると共に、カムの摺動に伴う油孔の孔縁の摩耗や剥離などの発生を抑制できる。
〔請求項ｂ〕請求項１に記載の内燃機関のバルブリフタにおいて、
前記冠部の偏心量を、該冠部の中心がカムの巾方向の中心に対して０．９ｍｍ〜１．１ｍｍの範囲に設定したことを特徴とする内燃機関のバルブリフタ。 According to this invention, since the oil hole is formed in a portion other than the cam sliding on the crown surface, the lubricating oil can be positively supplied between the portion on the lower surface side of the crown portion and the engine valve. Further, it is possible to suppress the occurrence of wear and peeling of the oil hole edge due to the sliding of the cam.
[Claim b] In the valve lifter of the internal combustion engine according to claim 1,
A valve lifter for an internal combustion engine, wherein the amount of eccentricity of the crown is set in a range of 0.9 mm to 1.1 mm with respect to the center of the crown in the width direction of the cam.

この発明によれば、冠部の偏心量が前述の範囲内であれば、カムの回転力によるバルブリフタの回転を確保することができる。
〔請求項ｃ〕請求項１に記載の内燃機関のバルブリフタにおいて、
前記カムの巾を、６ｍｍ〜１２ｍｍに設定したことを特徴とする内燃機関のバルブリフタ。
〔請求項ｄ〕請求項１に記載の内燃機関のバルブリフタにおいて、
前記バルブリフタ全体を鉄系金属によって形成したことを特徴とする内燃機関のバルブリフタ。 According to this invention, if the amount of eccentricity of the crown is within the above-described range, the rotation of the valve lifter by the rotational force of the cam can be ensured.
[Claim c] In the valve lifter of the internal combustion engine according to claim 1,
A valve lifter for an internal combustion engine, wherein a width of the cam is set to 6 mm to 12 mm.
[Claim d] In the valve lifter of the internal combustion engine according to claim 1,
A valve lifter for an internal combustion engine, wherein the entire valve lifter is made of an iron-based metal.

バルブリフタは好ましくは炭素鋼によって形成することによって、カムとの摺動箇所のさらなる摩耗の発生を抑制できる。
〔請求項ｅ〕
円筒状のスカート部と、該スカート部の軸方向一端側に一体に設けられて、冠面にカムの外周面が摺動する冠部と、からなり、該冠部の軸中心が前記カムの巾方向の中心に対してオフセットした位置に配置される内燃機関のバルブリフタであって、
前記冠面は、中心が最も高くなるように球面凸状に形成されていると共に、該球面凸状の凸量が１１μｍ以上で、かつ、前記カムの外周面の接触部位が冠面中心に対して非対称形状となる凸量以下に設定されていることを特徴とする内燃機関のバルブリフタ。 The valve lifter is preferably made of carbon steel, so that further wear of the sliding portion with the cam can be suppressed.
[Claim e]
A cylindrical skirt portion, and a crown portion integrally provided on one end side in the axial direction of the skirt portion, the outer peripheral surface of the cam sliding on the crown surface, and the axial center of the crown portion of the cam A valve lifter for an internal combustion engine arranged at a position offset with respect to the center in the width direction,
The crown surface is formed in a spherical convex shape so that the center is the highest, the convex amount of the spherical convex shape is 11 μm or more, and the contact portion of the outer peripheral surface of the cam is in relation to the center of the crown surface. The valve lifter of the internal combustion engine is set to be equal to or less than a convex amount having an asymmetric shape.

１・・・シリンダヘッド
４・・・吸気弁
５・・・排気弁
７・８・・・吸気、排気側カムシャフト
９・１０・・・駆動カム
１１・１２…バルブリフタ
１４・１５・・・バルブスプリング
１６・・・ガイド孔
１７・・・スカート部
１８・・・冠部
１９・・・ボス部
２０・・・冠面
２１・・・油孔
ａ・・・接触面幅
Ｈ・・・クラウニング量
Ｘ・・・駆動カムのカム幅中心
Ｙ・・・冠面の中心 DESCRIPTION OF SYMBOLS 1 ... Cylinder head 4 ... Intake valve 5 ... Exhaust valve 7 * 8 ... Intake and exhaust side camshaft 9 * 10 ... Drive cam 11 * 12 ... Valve lifter 14 * 15 ... Valve Spring 16 ... Guide hole 17 ... Skirt part 18 ... Crown part 19 ... Boss part 20 ... Crown face 21 ... Oil hole a ... Contact surface width H ... Crowning amount X: Center of cam width of drive cam Y: Center of crown surface

Claims (3)

円筒状のスカート部と、該スカート部の軸方向一端側に一体に設けられて、冠面にカムの外周面が摺動する冠部と、からなり、該冠部の軸中心が前記カムの巾方向の中心に対して偏心した状態で配置される内燃機関のバルブリフタであって、
前記冠面は、中心が最も高くなるように球面凸状に形成されていると共に、該球面凸状の凸量が１１〜５０μｍの範囲に設定されていることを特徴とする内燃機関のバルブリフタ。 A cylindrical skirt portion, and a crown portion integrally provided on one end side in the axial direction of the skirt portion, the outer peripheral surface of the cam sliding on the crown surface, and the axial center of the crown portion of the cam A valve lifter for an internal combustion engine arranged in an eccentric state with respect to the center in the width direction,
The valve lifter for an internal combustion engine, wherein the crown surface is formed in a spherical convex shape so that the center is the highest, and the convex amount of the spherical convex shape is set in a range of 11 to 50 μm. 請求項１に記載の内燃機関のバルブリフタにおいて、
少なくとも前記冠面に、ダイヤモンドライクカーボン処理を施したことを特徴とする内燃機関のバルブリフタ。 The valve lifter for an internal combustion engine according to claim 1,
A valve lifter for an internal combustion engine, wherein at least the crown surface is subjected to diamond-like carbon treatment. 円筒状のスカート部と、該スカート部の軸方向一端側に一体に設けられて、冠面にカムの外周面が摺動する冠部と、からなり、該冠部の軸中心が前記カムの巾方向の中心に対してオフセットした位置に配置される内燃機関のバルブリフタであって、
前記冠面は、中心が最も高くなるように球面凸状に形成されていると共に、該球面凸状の凸量が１１μｍ以上で、かつ、バルブリフタが前記カムの回転力によって回転する凸量以下に設定されていることを特徴とする内燃機関のバルブリフタ。 A cylindrical skirt portion, and a crown portion integrally provided on one end side in the axial direction of the skirt portion, the outer peripheral surface of the cam sliding on the crown surface, and the axial center of the crown portion of the cam A valve lifter for an internal combustion engine arranged at a position offset with respect to the center in the width direction,
The crown surface is formed in a spherical convex shape so that the center is the highest, the convex amount of the spherical convex shape is 11 μm or more, and the convex amount by which the valve lifter is rotated by the rotational force of the cam or less. A valve lifter for an internal combustion engine characterized by being set.
JP2010216304A 2010-09-28 2010-09-28 Valve lifter for internal combustion engine Pending JP2012072671A (en)

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US13/076,566 US20120073534A1 (en) 2010-09-28 2011-03-31 Valve lifter for internal combustion engine
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