JP2782311B2 - Variable intake valve closing timing device - Google Patents
Variable intake valve closing timing deviceInfo
- Publication number
- JP2782311B2 JP2782311B2 JP25043593A JP25043593A JP2782311B2 JP 2782311 B2 JP2782311 B2 JP 2782311B2 JP 25043593 A JP25043593 A JP 25043593A JP 25043593 A JP25043593 A JP 25043593A JP 2782311 B2 JP2782311 B2 JP 2782311B2
- Authority
- JP
- Japan
- Prior art keywords
- oil chamber
- lifter
- intake valve
- discharge passage
- valve
- 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.)
- Expired - Fee Related
Links
Landscapes
- Output Control And Ontrol Of Special Type Engine (AREA)
- Valve-Gear Or Valve Arrangements (AREA)
- Valve Device For Special Equipments (AREA)
Description
【０００１】[0001]
【産業上の利用分野】本発明は内燃機関の動弁系に付設
されて吸気期間を可変させることの出来る吸気弁閉鎖時
期可変装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a variable intake valve closing timing device which is attached to a valve train of an internal combustion engine and can vary the intake period.
【０００２】[0002]
【従来の技術】４サイクル内燃機関は、その圧縮及び爆
発行程において正の出力を発生し、排気及び吸入行程時
にポンピングロスとなる負の出力を発生し、それら正負
の出力値の差分に応じた出力を１行程毎に発生させるこ
とが出来る。処で、内燃機関の吸気通路に下死点の近傍
で閉じる吸気弁とは別個にロータリーバルブを設けて、
吸気通路をピストンの下死点手前側あるいは後の時点で
ロータリーバルブにより閉じることにより、有効圧縮比
を減少させると共に膨張比は通常どうりに確保できるミ
ラーサイクルが知られている。このミラーサイクルをデ
ィーゼルエンジンやガソリンによって行わせた場合、例
えば、図６や図７に示すように、吸気行程の有効ストロ
ークＳ２が膨張行程の有効ストロークＳ１よりＳ３だけ
短く成る。このため、ミラーサイクルで運転された場
合、各エンジンの有効圧縮比が下がって、燃焼室温度を
低下出来、ＮＯXの発生を防止出来る。しかも、比較的
大きな膨張比を確保出来るので、熱効率を高く維持出
来、特に、過給機を用いて吸気管圧力を所定レベルに保
持することにより高出力を確保することも出来る。な
お、図７中の破線は非ミラーサイクル運転時の吸排気行
程時の特性を示す。2. Description of the Related Art A four-stroke internal combustion engine generates a positive output during the compression and explosion strokes, generates a negative output that causes a pumping loss during the exhaust and suction strokes, and responds to the difference between the positive and negative output values. The output can be generated every stroke. Here, a rotary valve is provided separately from the intake valve that closes near the bottom dead center in the intake passage of the internal combustion engine,
There is known a Miller cycle in which the effective compression ratio is reduced and the expansion ratio is normally maintained by closing the intake passage by a rotary valve before or after the bottom dead center of the piston. When this mirror cycle is performed by a diesel engine or gasoline, for example, as shown in FIGS. 6 and 7, the effective stroke S2 of the intake stroke is shorter than the effective stroke S1 of the expansion stroke by S3. Therefore, when it is operated in the Miller cycle, down the effective compression ratio of each engine, it can reduce the combustion chamber temperature, can prevent the occurrence of NO X. In addition, since a relatively large expansion ratio can be secured, high thermal efficiency can be maintained. In particular, high output can be secured by maintaining the intake pipe pressure at a predetermined level using a supercharger. Note that the broken line in FIG. 7 shows the characteristics during the intake and exhaust strokes during the non-mirror cycle operation.
【０００３】例えば、特開昭６１−１０６９２０号公報
には吸気路上にタイミングバルブを設け、同バルブの回
転軸を移行手段を介してクランク軸の１／２の回転速度
で駆動させ、更に、制御回路に操作されるアクチュエー
タの働きで、移行手段がタイミングバルブの回転軸をク
ランク軸側の角変位に対して相対的に移行させるように
構成される。この場合、低負荷時にはタイミングバルブ
の開弁期間Ｔを吸気弁の開弁期間より早める方向に移行
させて、両弁が共に開く期間を短くし、吸気量を抑制
し、燃焼温度の低下を図り、高負荷時には両弁の開弁期
間を長くし、吸気量を増加させ、空気充填率の向上を図
っている。For example, in Japanese Patent Application Laid-Open No. 61-106920, a timing valve is provided on an intake path, and the rotation shaft of the valve is driven at a rotation speed of 1/2 of a crankshaft via a shift means. With the action of the actuator operated by the circuit, the shifting means is configured to shift the rotation axis of the timing valve relatively to the angular displacement on the crankshaft side. In this case, when the load is low, the opening period T of the timing valve is shifted in a direction to be earlier than the opening period of the intake valve to shorten the period during which both valves are open, suppress the intake air amount, and reduce the combustion temperature. When the load is high, the valve opening period of both valves is lengthened, the amount of intake air is increased, and the air filling rate is improved.
【０００４】[0004]
【発明が解決しようとする課題】しかしながら、エンジ
ンをミラーサイクルによって駆動させる場合、吸気通路
に吸気弁とは別個にロータリーバルブを設ける必要があ
り、このロータリーバルブが示す圧損が吸気路側の抵抗
を増加させる不具合があり、しかもこのロータリーバル
ブの配設に要するスペースの確保に問題を生じることも
あり、問題と成っていた。本発明の目的は吸気路抵抗を
増加させることが無く、しかも、エンジンへの装着スペ
ースを多く必要としない吸気弁閉鎖時期可変装置を提供
することにある。However, when the engine is driven by the Miller cycle, it is necessary to provide a rotary valve in the intake passage separately from the intake valve, and the pressure loss indicated by the rotary valve increases the resistance on the intake passage side. However, there is also a problem in that there is a problem in securing the space required for disposing the rotary valve. An object of the present invention is to provide an intake valve closing timing variable device that does not increase intake passage resistance and does not require much space for mounting the engine.
【０００５】[0005]
【課題を解決するための手段】上述の目的を達成すべ
く、本発明は、吸気弁を開閉する駆動部材と、クランク
ケースに摺動可能に設けられ上記駆動部材に当接するリ
フターと、同リフターに摺動可能に収納されるプランジ
ャと、上記リフターに当接し上記プランジャに摺動可能
に収納されるピン部材と、上記プランジャに当接するカ
ムと、上記ピン部材と上記プランジャの間に形成される
第１油室と、上記第１油室に作動油を供給する第１供給
通路と、上記第１油室から作動油を排出する第１排出通
路と、同第１排出通路を開閉する弁手段と、上記リフタ
ー側に設けられた凹部と上記クランクケースの間に形成
される第２油室と、上記第２油室に作動油を供給する第
２供給通路と、上記第２油室から作動油を排出する第２
排出通路と、同第２排出通路に設けられ上記第２排出通
路の流量を制御する流量制御手段と、上記クランクケー
ス側の凹部と上記リフターの間に形成され上記リフター
によって上記リフターの上昇時には上記第２油室と連通
し下降時には上記第２油室と遮断される第３油室と、同
第３油室から作動油を排出する第３排出路と、を有する
ことを特徴とする。In order to achieve the above object, the present invention provides a driving member for opening and closing an intake valve, a lifter slidably provided in a crankcase and abutting on the driving member, and a lifter for the same. A plunger slidably housed in the plunger, a pin member in contact with the lifter and slidably housed in the plunger, a cam in contact with the plunger, and formed between the pin member and the plunger. A first oil chamber, a first supply passage for supplying hydraulic oil to the first oil chamber, a first discharge passage for discharging hydraulic oil from the first oil chamber, and valve means for opening and closing the first discharge passage A second oil chamber formed between the concave portion provided on the lifter side and the crankcase, a second supply passage for supplying hydraulic oil to the second oil chamber, and an operation from the second oil chamber. The second draining oil
A discharge passage, a flow control means provided in the second discharge passage for controlling a flow rate of the second discharge passage, and a discharge passage formed between the recess on the crankcase side and the lifter, the lifter being lifted by the lifter, A third oil chamber that communicates with the second oil chamber and is shut off from the second oil chamber when descending, and a third discharge path that discharges hydraulic oil from the third oil chamber.
【０００６】一の発明において、上記クランクケースと
上記リフターの間に設けられたライナーに上記第１供給
通路と上記第１排出通路と、上記第２供給通路と、上記
第２排出通路と、上記第３排出通路と、を設けたことを
特徴としても良い。一の発明において、上記吸気弁のリ
フト量が最大となった時に上記弁手段を開放して第１油
室内の作動油を排出して上記吸気弁を閉鎖することを特
徴としても良い。In one aspect of the present invention, the first supply passage, the first discharge passage, the second supply passage, the second discharge passage, and the liner provided between the crankcase and the lifter. And a third discharge passage. In one aspect of the invention, when the lift amount of the intake valve is maximized, the valve means may be opened to discharge hydraulic oil in the first oil chamber and close the intake valve.
【０００７】[0007]
【作用】本発明によれば、プランジャがカムのベースサ
ークルに当接する吸気弁閉時においては、第２油室に第
１供給通路を介し作動油を供給しリフター及びプランジ
ャを拡張方向に付勢して保持し、プランジャがカムのリ
フトサークルに当接する吸気弁リフト時においては、第
２油室に第１供給通路を介し作動油を供給しリフター及
びプランジャを拡張方向に付勢すると共に第２供給通路
を介して第２油室に作動油を供給し、特に、吸気弁リフ
ト時において、弁手段が第１排出通路を開くことによっ
て、第１油室から作動油を第１排出通路を通して排出す
ることにより、吸気弁を早閉じ作動させると共に第２油
室から作動油を第２排出通路及び同第２排出通路に設け
られる流量制御手段を通して排出することとなるので、
この第２油室からの作動油の排出を流量制御手段が規制
し、早閉じする吸気弁の閉弁速度を低減させることが出
来る。According to the present invention, when the plunger is in contact with the base circle of the cam when the intake valve is closed, hydraulic oil is supplied to the second oil chamber via the first supply passage to urge the lifter and the plunger in the expanding direction. When the intake valve is lifted when the plunger abuts on the lift circle of the cam, hydraulic oil is supplied to the second oil chamber via the first supply passage to urge the lifter and the plunger in the expanding direction, Hydraulic oil is supplied to the second oil chamber through the supply passage. In particular, when the intake valve is lifted, the valve means opens the first discharge passage to discharge the hydraulic oil from the first oil chamber through the first discharge passage. As a result, the intake valve is quickly closed and the hydraulic oil is discharged from the second oil chamber through the second discharge passage and the flow control means provided in the second discharge passage.
The discharge of the hydraulic oil from the second oil chamber is regulated by the flow control means, and the closing speed of the intake valve that closes early can be reduced.
【０００８】一の発明において、クランクケースとリフ
ターの間に設けられたライナーに第１供給通路と第１排
出通路と、第２供給通路と、第２排出通路と、第３排出
通路とを設けて加工性を向上させてもよい。一の発明に
おいて、吸気弁のリフト量が所定の値（例えば最大）と
なった時に弁手段を開放作動させて第１油室内の作動油
を第１排出通路より排出して吸気弁を早閉じさせても良
い。In one aspect of the invention, a first supply passage, a first discharge passage, a second supply passage, a second discharge passage, and a third discharge passage are provided in a liner provided between the crankcase and the lifter. Workability may be improved. In one aspect of the invention, when the lift amount of the intake valve reaches a predetermined value (for example, the maximum value) , the valve means is opened to discharge the hydraulic oil in the first oil chamber from the first discharge passage to close the intake valve early. You may let it.
【０００９】[0009]
【実施例】図１には本発明の一実施例としての吸気弁閉
鎖時期可変装置が示されている。この吸気弁閉鎖時期可
変装置は図示しない過給機付きのディーゼルエンジン
（以後単にエンジンと記す）に装着される。このエンジ
ンの本体内には複数気筒が収容され、各気筒の燃焼室に
は各気筒の動弁系によって駆動される図示しない吸排気
バルブが装備され、これら吸排気バルブが燃焼室を開閉
駆動する。ここで用いる動弁系は基本的には周知のＯＨ
Ｖ方式のもので、各気筒の動弁系内の吸気弁側にのみ本
発明による吸気弁閉鎖時期可変装置が付設される。即
ち、この吸気弁閉鎖時期可変装置を備えた動弁系は各気
筒の各吸気バルブに対して同様構成のものがそれぞれ設
けられ、所定タイミングに沿ってそれぞれの吸気弁を開
閉駆動する。FIG. 1 shows an intake valve closing timing variable device as one embodiment of the present invention. This intake valve closing timing variable device is mounted on a diesel engine with a supercharger (not shown) (hereinafter simply referred to as engine). A plurality of cylinders are housed in the main body of the engine, and the combustion chamber of each cylinder is equipped with an intake / exhaust valve (not shown) driven by a valve system of each cylinder, and these intake / exhaust valves open and close the combustion chamber. . The valve system used here is basically a well-known OH
In the V type, the variable intake valve closing timing device according to the present invention is provided only on the intake valve side in the valve train of each cylinder. That is, the valve train provided with this intake valve closing timing variable device is provided with the same configuration for each intake valve of each cylinder, and opens and closes each intake valve at a predetermined timing.
【００１０】ここでの吸気弁閉鎖時期可変装置を備えた
動弁系は、クランクケース１内に枢支されクランク軸の
１／２で回転されるカム軸２と、カム軸２上に一体形成
されると共に各気筒対向部にそれぞれ配備される吸排気
カム（図１には吸気カム３のみを示した）と、クランク
ケース１に形成され各カムとの対向部に配備されるガイ
ド穴４と、ガイド穴４を介してクランクケースに摺動可
能に設けられプッシュロッド８に当接するリフター６
と、リフター６に摺動可能に収納されるプランジャ５
と、リフターに当接しプランジャ５に摺動可能に収納さ
れるピン７と、プランジャ５に当接するカム３と、ピン
７とプランジャの間に形成される第１油室９と、第１油
室９に作動油を供給する第１供給通路１１と、第１油室
９から作動油を排出する第１排出通路１２と、同第１排
出通路を開閉する常閉の電磁弁１３と、リフター６側に
設けられた凹部とガイド穴４の内壁の間に形成される第
２油室１４と、第２油室１４に作動油を供給する第２供
給通路１５と、第２油室１４から作動油を排出する第２
排出通路１６と、同第２排出通路に設けられ同路１６の
流量を制御するオリフィス１７と、ガイド穴４の内壁状
に形成される凹部とリフター６の外壁面との間に形成さ
れる第３油室１８と、同第３油室から作動油を排出する
第３排出路２０と、プッシュロッド８及び吸気バルブＶ
ｉを開閉作動させるロッカアーム１９から成る駆動部材
と、電磁弁１３の開閉を制御するコントローラ２４とを
備える。The valve train provided with the intake valve closing timing variable device here is integrally formed on the camshaft 2 with the camshaft 2 pivotally supported in the crankcase 1 and rotated by half of the crankshaft. In addition, an intake / exhaust cam (only the intake cam 3 is shown in FIG. 1) provided in each cylinder facing portion, and a guide hole 4 formed in the crankcase 1 and provided in a portion facing each cam. Lifter 6 slidably provided in the crankcase through the guide hole 4 and abutting on the push rod 8
And a plunger 5 slidably housed in a lifter 6
A pin 7 which comes into contact with the lifter and is slidably received in the plunger 5, a cam 3 which comes into contact with the plunger 5, a first oil chamber 9 formed between the pin 7 and the plunger, and a first oil chamber. 9, a first supply passage 11 for supplying hydraulic oil to the first oil chamber 9, a first discharge passage 12 for discharging hydraulic oil from the first oil chamber 9, a normally closed solenoid valve 13 for opening and closing the first discharge passage, and a lifter 6. A second oil chamber 14 formed between a recess provided on the side and the inner wall of the guide hole 4, a second supply passage 15 for supplying hydraulic oil to the second oil chamber 14, and an operation from the second oil chamber 14. The second draining oil
A discharge passage 16, an orifice 17 provided in the second discharge passage for controlling the flow rate of the passage 16, and a second orifice formed between a recess formed in the inner wall shape of the guide hole 4 and the outer wall surface of the lifter 6. A third oil chamber 18, a third discharge path 20 for discharging hydraulic oil from the third oil chamber, a push rod 8 and an intake valve V
A drive member including a rocker arm 19 for opening and closing i is provided, and a controller 24 for controlling opening and closing of the electromagnetic valve 13.
【００１１】ここで、リフター６は下向きのキャップ状
を呈し、ガイド穴４の内壁に摺動可能に嵌挿され、その
上端はプッシュロッド８の下端部とずれなく当接可能に
形成され、しかも下方の小径部６０１がリング２１を介
してガイド穴４の下端に支持される。このリング２１は
Ｏリングによってガイド穴４の下方開口に離脱不可に装
着される。リフター６は小径部６０１の上にフランジ部
６０２を形成され、同フランジ部の上側に環状溝２２を
形成され、同溝は内側の第１油室９側に常時連通すると
共に、ガイド穴４の内壁の内環状溝２３に常時連通する
ように形成されている。リフター６の内部の下向き壁に
当接するピン７は第１油室９の下壁に当接する戻しばね
２４の上端に当接し、そのばねの弾性力によってリフタ
ー６及びプランジャ５の間隔を相対的に拡張するように
付勢する。なお、符号３１はリフター６内の圧油を排出
するドレーンポートを示す。Here, the lifter 6 has a downwardly facing cap shape, is slidably fitted into the inner wall of the guide hole 4, and its upper end is formed so as to be able to contact the lower end of the push rod 8 without shifting. The lower small diameter portion 601 is supported by the lower end of the guide hole 4 via the ring 21. The ring 21 is attached to the lower opening of the guide hole 4 by an O-ring so as not to be detached. The lifter 6 has a flange portion 602 formed on the small diameter portion 601 and an annular groove 22 formed on the upper side of the flange portion. The groove always communicates with the inner first oil chamber 9 side, and the lifter 6 has a guide hole 4. It is formed so as to always communicate with the inner annular groove 23 of the inner wall. The pin 7 that contacts the downward wall inside the lifter 6 contacts the upper end of the return spring 24 that contacts the lower wall of the first oil chamber 9, and the elastic force of the spring relatively sets the distance between the lifter 6 and the plunger 5 relatively. Energize to expand. Reference numeral 31 denotes a drain port for discharging the pressure oil in the lifter 6.
【００１２】プランジャ５はカム３に当接する下端部５
０１と、同部より延出する筒部５０１と、その外周に形
成される環状凹部５０３とで形成されている。この環状
凹部５０３は第１油室９に連通し、リフター６の環状溝
２２を介して常時ガイド穴４の内壁の内環状溝２３に連
通するように形成されている。ガイド穴４の内壁には内
環状溝２３の下方でフランジ部６０２と対向する位置に
内環状溝である第３油室１８が形成されている。この第
３油室１８はリフターのフランジ部６０２が上昇した際
に第２油室１４に連通し、リフターのフランジ部６０２
か降下した際に第３油室１８を閉じると共に第２油室１
４を閉じて第２排出通路１６に作動油を送り出す。この
場合において、第２排出通路１６に設けられるオリフィ
ス１７は作動油に流動抵抗を加えるもので、これによっ
て、リフター６の降下、即ち早閉じする吸気弁の閉弁速
度を低減させることが出来る。The plunger 5 has a lower end portion 5 which contacts the cam 3.
01, a tubular part 501 extending from the part, and an annular concave part 503 formed on the outer periphery thereof. The annular recess 503 is formed to communicate with the first oil chamber 9 and to always communicate with the inner annular groove 23 of the inner wall of the guide hole 4 via the annular groove 22 of the lifter 6. A third oil chamber 18 which is an inner annular groove is formed in the inner wall of the guide hole 4 at a position below the inner annular groove 23 and facing the flange portion 602. The third oil chamber 18 communicates with the second oil chamber 14 when the lifter flange 602 rises, and the lifter flange 602
When the vehicle descends, the third oil chamber 18 is closed and the second oil chamber 1 is closed.
4 is closed and hydraulic oil is sent out to the second discharge passage 16. In this case, the orifice 17 provided in the second discharge passage 16 adds flow resistance to the hydraulic oil, and thereby, the lifter 6 can be lowered, that is, the closing speed of the intake valve that closes early can be reduced.
【００１３】内環状溝２３にはここにチェックバルブ２
５を介して作動油を供給する第１供給通路１１及び同溝
２３より作動油を開閉弁１３を介して排出する第１排出
通路１２とが連結される。第３油室１８には第３排出路
２０が連結される。第２油室１４にはチェックバルブ２
６を介して第２供給通路１５及び同室１４から作動油を
排出する第２排出通路１６とが連結される。第１供給通
路１１及び第２供給通路１５は合流され、油圧ポンプ２
７を介し油溜２８に連通される。なお、同ポンプ２７の
吐出側には調圧弁２９が連結され、これによって油圧ポ
ンプ２７の吐出圧が所定値に保持されるように構成され
る。電磁弁１３は駆動回路３０を介してコントローラ２
４に接続される。ここで、制御手段としてのコントロー
ラ２４は周知のマイクロコンピュータで要部が成り、エ
ンジン回転数センサ３２よりエンジン回転数Ｎｅを、ク
ランク角センサ３３よりクランク角θｃをそれぞれ取り
込み、これらの信号に応じて、吸気弁のリフト量が最大
となった時（図４中のθ１位置参照）に電磁弁１３をオ
ンして第１排出通路１２を開放させ、第１油室９内の作
動油を油溜２８に戻し、開状態の吸気弁をθｒ（図４参
照）だけ早閉じさせるように制御するという機能を備え
る。The check valve 2 is provided in the inner annular groove 23.
5, a first supply passage 11 for supplying hydraulic oil and a first discharge passage 12 for discharging hydraulic oil from the groove 23 through an on-off valve 13. A third discharge passage 20 is connected to the third oil chamber 18. The second oil chamber 14 has a check valve 2
6, a second supply passage 15 and a second discharge passage 16 for discharging hydraulic oil from the same chamber 14 are connected. The first supply passage 11 and the second supply passage 15 are joined, and the hydraulic pump 2
7 and communicate with the oil reservoir 28. A pressure regulating valve 29 is connected to the discharge side of the pump 27 so that the discharge pressure of the hydraulic pump 27 is maintained at a predetermined value. The solenoid valve 13 is connected to the controller 2 via the drive circuit 30.
4 is connected. Here, the main part of the controller 24 as a control means is a well-known microcomputer, and takes in the engine speed Ne from the engine speed sensor 32 and the crank angle θc from the crank angle sensor 33, respectively, and responds to these signals. When the lift amount of the intake valve is maximized (see the position θ1 in FIG. 4), the solenoid valve 13 is turned on to open the first discharge passage 12, and the hydraulic oil in the first oil chamber 9 is stored in the oil reservoir. 28, and a function of controlling the intake valve in the open state to be closed early by θr (see FIG. 4).
【００１４】このような吸気弁閉鎖時期可変装置を備え
たエンジンが駆動すると、コントローラ２４は順次エン
ジン回転数Ｎｅ及びクランク角θｃ情報を取り込む。そ
してエンジン回転数が設定値例えばＮｅ１（＝７５０ｒ
ｐｍ）を下回る間は、電磁弁１３への出力を停止する。
この運転域では図１に実線で示す拡張位置を保持しつつ
ガイド穴４内で摺動し、エンジンの吸排気カム３（排気
カムは図示せず）を駆動する。この際、第１油室９に第
１供給通路１１より作動油が供給され、リフター６とプ
ランジャ５は最大量、即ち、カム３と吸気弁Ｖｉ間の隙
間を排除するまで拡張方向に付勢され、第２油室１４に
は第２供給通路１５より作動油が供給され、同作動油は
吸気弁開時に、第３油室１８を経て第３排出路２０に、
あるいは吸気弁閉時に、第２排出通路１６より油溜２８
に戻される。この場合、第２排出通路１６の作動油はオ
リフィス１７によってその流動を規制され、吸気弁Ｖｉ
の閉弁終了時の衝撃を吸収できる。これによって、図４
に実線及び２点鎖線の組合せから成るように吸気バルブ
ＶｉのバルブリフトＲｉ（Ｒｉｎ）が吸入行程で変化
し、それに先立つ排気行程で図示しない排気バルブのバ
ルブリフトＲｅが変化する。When the engine equipped with such an intake valve closing timing variable device is driven, the controller 24 sequentially takes in the engine speed Ne and the crank angle θc information. Then, the engine speed is set to a set value, for example, Ne1 (= 750r).
pm), the output to the solenoid valve 13 is stopped.
In this operating range, the sliding member slides in the guide hole 4 while maintaining the extended position shown by the solid line in FIG. 1 to drive the intake / exhaust cam 3 (exhaust cam not shown) of the engine. At this time, hydraulic oil is supplied to the first oil chamber 9 from the first supply passage 11, and the lifter 6 and the plunger 5 are urged in the expansion direction until the maximum amount, that is, the clearance between the cam 3 and the intake valve Vi is eliminated. Then, hydraulic oil is supplied to the second oil chamber 14 from the second supply passage 15, and the hydraulic oil passes through the third oil chamber 18 to the third discharge path 20 when the intake valve is opened.
Alternatively, when the intake valve is closed, the oil sump 28
Is returned to. In this case, the flow of the hydraulic oil in the second discharge passage 16 is regulated by the orifice 17 and the intake valve Vi
Can absorb the shock when the valve is closed. As a result, FIG.
The valve lift Ri (Rin) of the intake valve Vi changes in the intake stroke so as to form a combination of the solid line and the two-dot chain line, and the valve lift Re of the exhaust valve (not shown) changes in the exhaust stroke preceding it.
【００１５】他方、エンジン回転数が設定値Ｎｅ１を上
回る運転域に入るとする。この場合も、図１に示すよう
に第１油室９に第１供給通路１１より作動油が供給さ
れ、リフター６とプランジャ５は最大量拡張方向に付勢
され、図１に実線で示す拡張位置を保持しつつガイド穴
４内で摺動する。そして、プランジャ５が図２に示すよ
うにカム３のリフトサークルに達する時点でも、リフタ
ー６とプランジャ５は最大量拡張方向に付勢された状態
でリフト作動し、カムの押圧力をリフター６、プッシュ
ロッド８及びロッカアーム１９を介して吸気弁Ｖｉに伝
え、同弁を開作動させる。On the other hand, suppose that the engine speed enters an operating range exceeding the set value Ne1. Also in this case, as shown in FIG. 1, hydraulic oil is supplied to the first oil chamber 9 from the first supply passage 11, and the lifter 6 and the plunger 5 are urged in the maximum expansion direction, and the expansion indicated by the solid line in FIG. It slides in the guide hole 4 while maintaining the position. Then, even when the plunger 5 reaches the lift circle of the cam 3 as shown in FIG. 2, the lifter 6 and the plunger 5 perform the lift operation in a state of being biased in the maximum expansion direction, and reduce the pressing force of the cam to the lifter 6, The pressure is transmitted to the intake valve Vi via the push rod 8 and the rocker arm 19 to open the valve.
【００１６】更にカム３が回転して、図３に示すように
プランジャ５がカムリフト量最大位置に当接すると同時
に、コントローラ２４がカムリフト量が最大となるクラ
ンク角（図４中のθ１位置参照）を検出し、該当気筒の
電磁弁１３にオン出力を発する。これによって電磁弁１
３が第１排出通路１２を開放し、第１油室９内の作動油
を油溜２８側に排出するので、リフター６とプランジャ
５とが短縮状態に急速に変位を開始し、図４に実線で示
すように、吸気弁Ｖｉはそのリフト量Ｒｉｍをゼロに変
位する。この時、第２油室１４がフランジ部６０２によ
って第３油室１８と遮断されると、その時点より同室の
作動油は第２排出通路１６より排出されるが、この時作
動油はオリフィス１７によってその流動を規制され、結
果として、降下変位量δの増加に応じて同室の作動油の
油圧が高まり、早閉じする吸気弁Ｖｉの閉弁速度を低減
させることが出来る。このため、吸気弁Ｖｉの閉弁終了
時の衝撃を吸収できる。Further, as the cam 3 rotates, the plunger 5 comes into contact with the cam lift maximum position as shown in FIG. 3, and at the same time, the controller 24 sets the crank angle at which the cam lift becomes maximum (see the θ1 position in FIG. 4). Is detected, and an ON output is issued to the solenoid valve 13 of the corresponding cylinder. Thereby, the solenoid valve 1
3 opens the first discharge passage 12 and discharges the hydraulic oil in the first oil chamber 9 to the oil sump 28 side, so that the lifter 6 and the plunger 5 rapidly start to be displaced into a shortened state, and FIG. As indicated by the solid line, the intake valve Vi displaces its lift amount Rim to zero. At this time, when the second oil chamber 14 is shut off from the third oil chamber 18 by the flange portion 602, the working oil in the same chamber is discharged from the second discharge passage 16 from that point in time. As a result, the hydraulic pressure of the working oil in the same chamber increases as the descending displacement amount δ increases, and the closing speed of the intake valve Vi that closes early can be reduced. For this reason, it is possible to absorb the impact at the end of closing the intake valve Vi.
【００１７】このように図１の吸気弁閉鎖時期可変装置
は吸気系に別途に開閉弁を装備せずに、エンジンをミラ
ーサイクルで駆動でき、早閉じする吸気弁Ｖｉの閉弁終
了時の衝撃を吸収して耐久性を確保できる。しかも、こ
のように早閉じする吸気弁を備えたので、エンジンの吸
気行程での有効ストロークが膨張行程の有効ストローク
より短く成り（図６参照）、有効圧縮比が下がって、燃
焼室温度を低下出来、ＮＯXの発生を防止出来、比較的
大きな膨張比を確保出来るので、熱効率を高く維持出
来、特に、過給機を用いて吸気管圧力を所定レベルに保
持することにより吸排気行程での負の仕事を低減させ
て、圧縮燃焼行程での正の仕事を増加させ、出力の向上
を図れる。As described above, the intake valve closing timing variable device shown in FIG. 1 can drive the engine in a mirror cycle without separately providing an opening / closing valve in the intake system, and the impact at the end of closing the intake valve Vi, which closes early, can be obtained. To ensure durability. In addition, the provision of the intake valve which closes early in this manner makes the effective stroke in the intake stroke of the engine shorter than the effective stroke in the expansion stroke (see FIG. 6), lowering the effective compression ratio and lowering the temperature of the combustion chamber. It can, can prevent the occurrence of NO X, since a relatively large expansion ratio can be secured, high can maintain thermal efficiency, in particular, in the intake and exhaust stroke by holding the intake pipe pressure to a predetermined level with a supercharger By reducing the negative work, the positive work in the compression combustion stroke is increased, and the output can be improved.
【００１８】図１の吸気弁閉鎖時期可変装置は図示しな
いエンジンに装着され、同エンジンをミラーサイクルで
駆動していたが、図１の吸気弁閉鎖時期可変装置の電磁
弁１３の開閉制御を休筒エンジンの制御に代え、休筒エ
ンジンを構成することもできる。即ち、図５に示すよう
に吸気弁閉鎖時期可変装置を図示しないエンジンの休筒
対応気筒の吸排気弁の動弁系に装着し、コントローラ２
４ａがエンジンの運転状態を検出し、その運転域が休筒
域に達した際には電磁弁１３をオン作動させる。これに
よって、休筒対応気筒の動弁系内の各第１油室９に対
し、プランジャ５がカムのベースサークルに当接する間
は第１供給通路１１より作動油が供給され、プランジャ
５がカムのリフトサークルに当接する間は図５に示すよ
うに、各第１油室９の作動油を第１排出通路１２を通し
て油溜２８に排出する。これによって、図５の吸気弁閉
鎖時期可変装置はエンジンの休筒運転域において休筒対
応気筒の吸排気弁を不作動状態に保持し、確実に休筒運
転させることができる。The variable intake valve closing timing device of FIG. 1 is mounted on an engine (not shown) and drives the engine in a Miller cycle. However, the opening / closing control of the solenoid valve 13 of the variable intake valve closing timing device of FIG. 1 is suspended. Instead of the control of the cylinder engine, it is also possible to configure a cylinder-stop engine. That is, as shown in FIG. 5, the intake valve closing timing variable device is mounted on the valve operating system of the intake / exhaust valve of the cylinder corresponding to the cylinder that is not shown, and the controller 2
4a detects the operating state of the engine, and turns on the solenoid valve 13 when the operating range reaches the cylinder-stopped range. As a result, while the plunger 5 is in contact with the base circle of the cam, the operating oil is supplied from the first supply passage 11 to each of the first oil chambers 9 in the valve train of the cylinder corresponding to the cylinder deactivation. As shown in FIG. 5, the hydraulic oil in each of the first oil chambers 9 is discharged to the oil reservoir 28 through the first discharge passage 12 during the contact with the lift circle. As a result, the intake valve closing timing variable device shown in FIG. 5 can hold the intake / exhaust valves of the cylinders corresponding to the cylinders in the inoperative state in the cylinder in-cylinder operation range, and can reliably operate the cylinders in the cylinder inoperative mode.
【００１９】[0019]
【発明の効果】以上のように、本発明によれば、吸気弁
閉時において、リフター及びプランジャを拡張方向に付
勢して保持し、吸気弁リフト時において、リフター及び
プランジャを拡張方向に付勢すると共に第２油室に作動
油を供給し、特に、弁手段が第１排出通路を開き第１油
室から作動油を排出することにより、吸気弁を所定時に
早閉じあるいは閉状態を保持でき、第２油室から作動油
を第２排出通路に設けられる流量制御手段を通して排出
するので、この流量制御手段が早閉じする吸気弁の閉弁
終了時の衝撃を吸収して動弁系の耐久性を確保できる。
特に、吸気弁のリフト量が最大となった時に弁手段を開
放して吸気弁を早閉じさせることによってエンジンをミ
ラーサイクルで駆動でき、有効圧縮比が下がって、燃焼
室温度を低下出来、ＮＯXの発生を防止出来、比較的大
きな膨張比を確保出来るので、熱効率を高く維持出来
る。As described above, according to the present invention, when the intake valve is closed, the lifter and the plunger are urged and held in the expansion direction, and when the intake valve is lifted, the lifter and the plunger are mounted in the expansion direction. And the hydraulic oil is supplied to the second oil chamber. In particular, the valve means opens the first discharge passage and discharges the hydraulic oil from the first oil chamber, thereby closing the intake valve at a predetermined time or maintaining the closed state. Since the hydraulic oil is discharged from the second oil chamber through the flow control means provided in the second discharge passage, the flow control means absorbs an impact at the end of closing the intake valve, which closes prematurely, to reduce the valve operating system. Durability can be secured.
In particular, when the lift amount of the intake valve is maximized, the engine can be driven in a Miller cycle by opening the valve means and closing the intake valve early, the effective compression ratio decreases, the combustion chamber temperature can be reduced, and NO Since the generation of X can be prevented and a relatively large expansion ratio can be secured, high thermal efficiency can be maintained.
【図１】本発明の一実施例としての吸気弁閉鎖時期可変
装置の閉弁時の要部概略構成図である。FIG. 1 is a schematic configuration diagram of a main part of an intake valve closing timing variable device as one embodiment of the present invention when the valve is closed.
【図２】図１中の吸気弁閉鎖時期可変装置付きの動弁系
の開弁開始時の要部概略側面図である。FIG. 2 is a schematic side view of a main part of the valve train with the variable intake valve closing timing device in FIG. 1 at the start of valve opening.
【図３】図１中の吸気弁閉鎖時期可変装置付きの動弁系
の早閉じ時の要部概略側面図である。FIG. 3 is a schematic side view of a main part of the valve train with the intake valve closing timing variable device in FIG. 1 at the time of early closing.
【図４】図１中の吸気弁閉鎖時期可変装置の動弁系の吸
排気弁のリフト特性線図である。FIG. 4 is a lift characteristic diagram of an intake / exhaust valve of a valve train of the variable intake valve closing timing device in FIG. 1;
【図５】本発明の他の実施例としての吸気弁閉鎖時期可
変装置の要部概略構成図である。FIG. 5 is a schematic configuration diagram of a main part of an intake valve closing timing varying device as another embodiment of the present invention.
【図６】ディーゼルエンジンのミラーサイクルのＰ−Ｖ
線図である。FIG. 6 shows a PV of a Miller cycle of a diesel engine.
FIG.
【図７】ガソリンエンジンのミラーサイクルのＰ−Ｖ線
図である。FIG. 7 is a PV diagram of a Miller cycle of the gasoline engine.
１ クランクケース ２ カム軸 ３ 吸気カム ４ ガイド穴 ５ プランジャ ６ リフター ７ ピン部材 ８ プッシュロッド ９ 第１油室 １１ 第１供給通路 １２ 第１排出通路１２ １３ 電磁弁 １４ 第２油室 １５ 第２供給通路 １６ 第２排出通路 １７ オリフィス １８ 第３油室 １９ ロッカアーム ２０ 第３排出路 ２４ コントローラ Reference Signs List 1 crankcase 2 camshaft 3 intake cam 4 guide hole 5 plunger 6 lifter 7 pin member 8 push rod 9 first oil chamber 11 first supply passage 12 first discharge passage 12 13 solenoid valve 14 second oil chamber 15 second supply Passage 16 Second discharge passage 17 Orifice 18 Third oil chamber 19 Rocker arm 20 Third discharge passage 24 Controller
フロントページの続き (72)発明者 渡邊 純也 東京都港区芝五丁目33番８号・三菱自動 車工業株式会社内 (72)発明者 牧田 諭志 神奈川県川崎市中原区大倉町10番地・三 菱自動車エンジニアリング株式会社 東 京事業所内 (56)参考文献 特開 平２−57204（ＪＰ，Ａ) 特開 昭54−47023（ＪＰ，Ａ) 実開 昭54−179305（ＪＰ，Ｕ) (58)調査した分野(Int.Cl.6，ＤＢ名) F01L 13/00 301 F01L 1/24Continued on the front page (72) Inventor Junya Watanabe 5-33-8 Shiba, Minato-ku, Tokyo, Mitsubishi Motors Corporation (72) Inventor Satoshi Makita 10-3 Okura-cho, Nakahara-ku, Nakazaki-ku, Kawasaki City, Kanagawa Prefecture (56) References JP-A-2-57204 (JP, A) JP-A-54-47023 (JP, A) JP-A-54-179305 (JP, U) (58) Field surveyed (Int.Cl. 6 , DB name) F01L 13/00 301 F01L 1/24
Claims (3)
ースに摺動可能に設けられ上記駆動部材に当接するリフ
ターと、同リフターに摺動可能に収納されるプランジャ
と、上記リフターに当接し上記プランジャに摺動可能に
収納されるピン部材と、上記プランジャに当接するカム
と、上記ピン部材と上記プランジャの間に形成される第
１油室と、上記第１油室に作動油を供給する第１供給通
路と、上記第１油室から作動油を排出する第１排出通路
と、同第１排出通路を開閉する弁手段と、上記リフター
側に設けられた凹部と上記クランクケースの間に形成さ
れる第２油室と、上記第２油室に作動油を供給する第２
供給通路と、上記第２油室から作動油を排出する第２排
出通路と、同第２排出通路に設けられ上記第２排出通路
の流量を制御する流量制御手段と、上記クランクケース
側の凹部と上記リフターの間に形成され上記リフターに
よって上記リフターの上昇時には上記第２油室と連通し
下降時には上記第２油室と遮断される第３油室と、同第
３油室から作動油を排出する第３排出路と、を有するこ
とを特徴とする吸気弁閉鎖時期可変装置。A drive member for opening and closing an intake valve, a lifter slidably provided in a crankcase and abutting on the drive member, a plunger slidably housed in the lifter, and abutting on the lifter A pin member slidably housed in the plunger, a cam abutting on the plunger, a first oil chamber formed between the pin member and the plunger, and supplying hydraulic oil to the first oil chamber A first supply passage, a first discharge passage for discharging hydraulic oil from the first oil chamber, valve means for opening and closing the first discharge passage, and a space between the recess provided on the lifter side and the crankcase. And a second oil chamber for supplying hydraulic oil to the second oil chamber.
A supply passage, a second discharge passage for discharging hydraulic oil from the second oil chamber, a flow control means provided in the second discharge passage for controlling a flow rate of the second discharge passage, and a recess on the crankcase side And a third oil chamber which is formed between the lifter and the lifter and which communicates with the second oil chamber when the lifter is raised and which is shut off from the second oil chamber when the lifter is lowered. An intake valve closing timing variable device having a third discharge path for discharging.
設けられたライナーに上記第１供給通路と上記第１排出
通路と、上記第２供給通路と、上記第２排出通路と、上
記第３排出通路と、を設けたことを特徴とする特許請求
の範囲第１項に記載の吸気弁閉鎖時期可変装置。2. A liner provided between the crankcase and the lifter, the first supply passage, the first discharge passage, the second supply passage, the second discharge passage, and the third discharge passage. The intake valve closing timing variable device according to claim 1, wherein a passage is provided.
時に上記弁手段を開放して第１油室内の作動油を排出し
て上記吸気弁を閉鎖することを特徴とする特許請求の範
囲第１項または第２項に記載の吸気弁閉鎖時期可変装
置。3. The system according to claim 2, wherein when the lift amount of the intake valve reaches a predetermined value , the valve means is opened to discharge hydraulic oil in the first oil chamber, and the intake valve is closed. Item 3. The intake valve closing timing varying device according to Item 1 or 2.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP25043593A JP2782311B2 (en) | 1993-10-06 | 1993-10-06 | Variable intake valve closing timing device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP25043593A JP2782311B2 (en) | 1993-10-06 | 1993-10-06 | Variable intake valve closing timing device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH07102924A JPH07102924A (en) | 1995-04-18 |
| JP2782311B2 true JP2782311B2 (en) | 1998-07-30 |
Family
ID=17207840
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP25043593A Expired - Fee Related JP2782311B2 (en) | 1993-10-06 | 1993-10-06 | Variable intake valve closing timing device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2782311B2 (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR101552489B1 (en) * | 2009-08-07 | 2015-09-11 | 자콥스 비히클 시스템즈, 인코포레이티드. | Lost motion variable valve actuation system with valve catch piston |
| CN101929365B (en) * | 2010-07-30 | 2012-07-04 | 天津大学 | Hydraulic self-adaption air valve correct-timing variable system of diesel engine and control method thereof |
| KR101371827B1 (en) * | 2012-10-19 | 2014-03-07 | 현대중공업 주식회사 | Variable valve timing apparatus |
| CN108240244B (en) * | 2017-12-29 | 2023-12-19 | 潍柴动力股份有限公司 | Variable system of diesel engine inlet valve and diesel engine |
-
1993
- 1993-10-06 JP JP25043593A patent/JP2782311B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPH07102924A (en) | 1995-04-18 |
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