JP2800036B2 - Variable valve mechanism for internal combustion engine - Google Patents
Variable valve mechanism for internal combustion engineInfo
- Publication number
- JP2800036B2 JP2800036B2 JP1225473A JP22547389A JP2800036B2 JP 2800036 B2 JP2800036 B2 JP 2800036B2 JP 1225473 A JP1225473 A JP 1225473A JP 22547389 A JP22547389 A JP 22547389A JP 2800036 B2 JP2800036 B2 JP 2800036B2
- Authority
- JP
- Japan
- Prior art keywords
- variable
- intake valve
- opening
- closing timing
- cam
- 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
- Valve-Gear Or Valve Arrangements (AREA)
- Valve Device For Special Equipments (AREA)
Description
【発明の詳細な説明】 〔産業上の利用分野〕 この発明は内燃機関の可変バルブ機構に係り、特に１
つのシリンダに少なくとも２つの吸気バルブを有する内
燃機関の可変バルブ機構に関する。Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a variable valve mechanism for an internal combustion engine.
The present invention relates to a variable valve mechanism for an internal combustion engine having at least two intake valves in one cylinder.
内燃機関においては、シリンダヘッドにカムシャフト
を回転自在に軸支させ、カムシャフトをチェーン等の伝
達手段によりクランクシャフトと連動させ、カムシャフ
トのカムによってロッカアームを介して吸・排気バルブ
をバルブスプリングの付勢力に抗して押し下げ、燃焼室
に開口する吸・排気ポートを開閉しているものがある。
この吸・排気バルブの開閉時期は、カムシャフトのカム
の形状によって決定される。In an internal combustion engine, a camshaft is rotatably supported by a cylinder head, the camshaft is linked to a crankshaft by a transmission means such as a chain, and the intake / exhaust valve of a valve spring is connected to a camshaft cam via a rocker arm by a cam of a camshaft. Some of them open and close intake / exhaust ports that open down to the combustion chamber by pushing down against the urging force.
The opening / closing timing of the intake / exhaust valve is determined by the shape of the cam of the camshaft.
また、吸入行程時のシリンダ内に混合気を吸い込むた
めに絞り抵抗に相応しての負の仕事がピストンに作用す
るというポンピングロスを減少するために、実開昭56−
47201号公報や特開昭54−117813号公報に開示されるも
のがある。Also, in order to reduce the pumping loss that negative work corresponding to the throttle resistance acts on the piston in order to suck the air-fuel mixture into the cylinder during the suction stroke, it is necessary to reduce the pumping loss.
47201 and JP-A-54-117813.
前記実開昭56−47201号公報に開示されるものは、カ
ムシャフトとカムシャフト駆動用ギヤとの間に進角装置
を配置するとともに、内燃機関のアイドリング回転数か
ら定格回転数の1/3の回転数において、カムシャフトの
クランクシャフトに対する位置が定格時にかける位相に
対して適宜なカム角度の範囲で進ように進角装置が設け
られていた。Japanese Utility Model Publication No. 56-47201 discloses an arrangement in which an advancing device is disposed between a camshaft and a camshaft driving gear, and the idling rotation speed of the internal combustion engine is reduced to 1/3 of the rated rotation speed. At a rotational speed of, an advancing device is provided so that the position of the camshaft with respect to the crankshaft advances within an appropriate cam angle range with respect to the phase applied at the time of rating.
前記特開昭54−117813号公報のものは、第22、23図に
示す如く、吸気バルブ216の開時期と閉時期とを夫々制
御する２つのカム222、224と、アクセル開度に比例して
中空カムシャフト226内を移動する摺動軸230と、この摺
動軸230の移動に応じて一方のカム224をカムシャフト22
6に相対回転させる変換機構238であるネジ部292とスプ
ライン部294とを備え、かつ吸気通路204の絞り弁（図示
せず）を除去し、少なくとも吸気バルブ216の閉時期を
吸気下死点から圧縮上死点の間でアクセル低開示域ほど
遅らせるようにしていた。As disclosed in Japanese Patent Application Laid-Open No. Sho 54-1117813, as shown in FIGS. 22 and 23, two cams 222 and 224 for controlling the opening timing and closing timing of the intake valve 216, respectively, are proportional to the accelerator opening. A sliding shaft 230 that moves within the hollow camshaft 226, and one of the cams 224 is moved in accordance with the movement of the sliding shaft 230 to the camshaft 22.
6 is provided with a screw portion 292 and a spline portion 294, which are a conversion mechanism 238 for relative rotation, and a throttle valve (not shown) of the intake passage 204 is removed. During the compression top dead center, the accelerator low-disclosure range was delayed.
ところで、従来の内燃機関の可変バルブ機構、例えば
特開昭54−117813号公報のものは、第22、23図に示す如
く、１個の吸気バルブ216をロッカアーム296を介して開
放時期制御用と閉鎖時期制御用の２個のカム222、224に
より開閉動作させていた。By the way, a conventional variable valve mechanism of an internal combustion engine, for example, disclosed in Japanese Patent Application Laid-Open No. Sho 54-1117813, uses one intake valve 216 for opening timing control via a rocker arm 296 as shown in FIGS. The opening / closing operation is performed by two cams 222 and 224 for controlling the closing timing.
この結果、吸気バルブは、第24図に示す如く、開放状
態から一度閉鎖方向に押圧され、閉鎖状態にならないう
ちに再び開放方向に押圧されてその後に閉鎖状態となる
ため、吸気バルブの開閉動作時の速度が不連続となり、
内燃機関の吸入行程時の吸気流に不連続状態を生じさ
せ、吸入効率を低下させてしまい、実用上不利であると
いう不都合がある。As a result, as shown in FIG. 24, the intake valve is once pressed in the closing direction from the open state, is pressed again in the opening direction before the closed state, and then closes. The speed at the time becomes discontinuous,
There is a disadvantage in that a discontinuous state occurs in the intake air flow during the intake stroke of the internal combustion engine and the intake efficiency is reduced, which is disadvantageous in practical use.
また、前記吸気バルブの開閉動作時には、この吸気バ
ルブに強い加速度が急激に働くため、吸気バルブに破損
を招く惧れがあり、吸気バルブの使用寿命を短くし、経
済的に不利であるという不都合がある。In addition, during the opening and closing operation of the intake valve, strong acceleration acts rapidly on the intake valve, which may cause damage to the intake valve, shortening the service life of the intake valve, and is disadvantageous economically. There is.
そこで、この発明の目的は、内燃機関の吸入行程時の
吸気流の連続性を保持して吸入効率を向上させるととも
に、逆方向への強い加速度が吸気バルブに急激に働くの
を防止し得る内燃機関の可変バルブ機構を実現するにあ
る。SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to improve intake efficiency by maintaining continuity of an intake flow during an intake stroke of an internal combustion engine, and to prevent a strong acceleration in a reverse direction from acting on an intake valve rapidly. The object is to realize a variable valve mechanism of an engine.
この目的を達成するために、この発明は、吸気バルブ
の開閉時期を変化させるべくカムの位相を調整する内燃
機関の可変バルブ機構において、内燃機関の１つのシリ
ンダに機関状態のある変化に対して開閉時期を固定とし
た固定側の吸気バルブと機関状態のある変化に対して開
閉時期を可変とした可変側の吸気バルブとからなる２つ
の吸気バルブをカムシャフトに沿って並列に設け、この
カムシャフトには前記固定側の吸気バルブを開閉動作さ
せる固定側の吸気バルブ用のカムと前記可変側の吸気バ
ルブを開閉動作させる可変側の吸気バルブ用のカムとを
設け、前記可変側の吸気バルブには前記機関状態のある
変化に応じて前記可変側の吸気バルブの開閉時期を前記
固定側の吸気バルブと異なる開閉時期から同じ開閉時期
に変化して位相を調整する可変機構を介して動力を伝達
することを特徴とする。In order to achieve this object, the present invention provides a variable valve mechanism for an internal combustion engine that adjusts the phase of a cam to change the opening / closing timing of an intake valve. Two intake valves are provided in parallel along a camshaft, including a fixed-side intake valve having a fixed opening / closing timing and a variable-side intake valve having a variable opening / closing timing with respect to a certain change in engine state. The shaft is provided with a cam for a fixed-side intake valve that opens and closes the fixed-side intake valve and a cam for a variable-side intake valve that opens and closes the variable-side intake valve. The phase is adjusted by changing the opening / closing timing of the variable-side intake valve from the opening / closing timing different from that of the fixed-side intake valve to the same opening / closing timing in response to a certain change in the engine state. Wherein the transmitting power via the variable mechanism.
また、この発明は、吸気バルブの開閉時期を変化させ
るべくカムの位相を調整する内燃機関の可変バルブ機構
において、内燃機関の１つのシリンダに機関状態のある
変化に対して開閉時期を固定とした固定側の吸気バルブ
と機関状態のある変化に対して開閉時期を可変とした可
変側の吸気バルブとからなる２つの吸気バルブをカムシ
ャフトに沿って並列に設け、このカムシャフトには前記
固定側の吸気バルブを開閉動作させる固定側の吸気バル
ブ用のカムと前記可変側の吸気バルブを開閉動作させる
可変側の吸気バルブ用のカムとを設け、前記可変側の吸
気バルブには前記機関状態のある変化に応じて前記可変
側の吸気バルブの開閉時期を前記固定側の吸気バルブと
異なる開閉時期から同じ開閉時期に変化して位相を調整
する可変機構を介して動力を伝達し、この可変機構は機
関低負荷時に前記可変側の吸気バルブの開閉時期を前記
固定側の吸気バルブと異なる開閉時期に変化させるとと
もに機関高負荷時に前記可変側の吸気バルブの開閉時期
を前記固定側の吸気バルブと同じ開閉時期に変化させる
ように位相を調整することを特徴とする。According to the present invention, in a variable valve mechanism of an internal combustion engine for adjusting a phase of a cam to change an opening / closing timing of an intake valve, the opening / closing timing is fixed with respect to a certain change in the engine state in one cylinder of the internal combustion engine. Two intake valves including a fixed-side intake valve and a variable-side intake valve having a variable opening / closing timing with respect to a certain change in the engine state are provided in parallel along a camshaft. A cam for a fixed-side intake valve that opens and closes the intake valve and a cam for a variable-side intake valve that opens and closes the variable-side intake valve are provided. Through a variable mechanism that adjusts the phase by changing the opening / closing timing of the variable-side intake valve from the opening / closing timing different from that of the fixed-side intake valve to the same opening / closing timing in accordance with a certain change. The variable mechanism changes the opening / closing timing of the variable-side intake valve to a different opening / closing timing from that of the fixed-side intake valve when the engine is under a low load, and changes the opening / closing timing of the variable-side intake valve when the engine is at a high load. The phase is adjusted so that is changed to the same opening / closing timing as that of the fixed-side intake valve.
この発明の可変バルブ機構は、可変機構によって、内
燃機関の機関状態の変化に応じて可変側の吸気バルブ用
のカムの位相を固定側の吸気バルブ用のカムの位相に対
して変化させ、可変側の吸気バルブの開閉時期を固定側
の吸気バルブと異なる開閉時期から同じ開閉時期に変化
させることにより、吸気バルブの開閉動作を連続的にし
得て、吸入行程時の吸気流の連続性を保持することがで
き、吸気バルブの開閉時期を機関状態の変化に応じて変
化させ、吸入空気量を調整することができる。The variable valve mechanism according to the present invention changes the phase of the cam for the variable intake valve with respect to the phase of the cam for the fixed intake valve according to a change in the engine state of the internal combustion engine. By changing the opening / closing timing of the intake valve on the side from the opening / closing timing different from that of the fixed intake valve to the same opening / closing timing, the opening / closing operation of the intake valve can be made continuous and the continuity of the intake air flow during the intake stroke is maintained. The intake air amount can be adjusted by changing the opening / closing timing of the intake valve in accordance with a change in the engine state.
また、この発明の可変バルブ機構は、可変機構によっ
て、内燃機関の低負荷時に可変側の吸気バルブ用のカム
の位相を固定側の吸気バルブ用のカムの位相に対して遅
らせて、可変側の吸気バルブの開閉時期を固定側の吸気
側バルブと異なる開閉時期に変化させるとともに、内燃
機関の高負荷時に前記可変側の吸気バルブ用のカムの位
相を固定側の吸気バルブ用のカムの位相に略一致させ
て、可変側の吸気バルブの開閉時期を固定側の吸気バル
ブと同じ開閉時期に変化させることにより、吸気バルブ
の開閉時期を機関低負荷時と機関高負荷時とにおいて変
化させ、吸入空気量を調整することができる。Further, the variable valve mechanism of the present invention delays the phase of the cam for the variable intake valve with respect to the phase of the cam for the fixed intake valve at a low load of the internal combustion engine by the variable mechanism. The opening and closing timing of the intake valve is changed to a different opening and closing timing from that of the fixed intake valve, and the phase of the cam for the variable intake valve is changed to the phase of the cam for the fixed intake valve when the internal combustion engine is under a high load. By making the opening / closing timing of the variable-side intake valve approximately the same and changing the opening / closing timing of the variable-side intake valve to the same opening / closing timing as that of the fixed-side intake valve, the opening / closing timing of the intake valve is changed between when the engine is under a low load and when the engine is under a high load. The air volume can be adjusted.
以下図面に基づいてこの発明の実施例を詳細に説明す
る。Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
第１〜12図は、この発明の第１実施例を示すものであ
る。第１、２図において、２は内燃機関、４は吸気通
路、６は排気通路、８はピストン、10はコンロッド、12
はクランクシャフトである。前記内燃機関２は、シリン
ダ2aにピストン８が嵌入され、燃焼室14が形成されてい
る。この燃焼室14には、吸気通路４と排気通路６とが連
通されている。前記ピストン８は、コンロッド10を介し
てクランクシャフト12に連接している。1 to 12 show a first embodiment of the present invention. 1 and 2, 2 is an internal combustion engine, 4 is an intake passage, 6 is an exhaust passage, 8 is a piston, 10 is a connecting rod, 12
Is a crankshaft. In the internal combustion engine 2, a piston 8 is fitted into a cylinder 2a, and a combustion chamber 14 is formed. The intake passage 4 and the exhaust passage 6 communicate with the combustion chamber 14. The piston 8 is connected to a crankshaft 12 via a connecting rod 10.
前記内燃機関２には、同一回転中心を有する２軸状の
吸気用の第１・第２カムシャフト26・30と単軸状の排気
用のカムシャフト34とを平行に配設し、１つのシリンダ
2aの燃焼室14に２つの第１・第２吸気孔4a、4aを第１・
第２カムシャフト26・30に沿って並列に設け、これら第
１・第２吸気孔4a・4aを夫々開閉する２つの第１・第２
吸気バルブ16、18が第１・第２カムシャフト26・30に沿
って並列に設けられるとともに、燃焼室14に例えば１の
排気孔6aを設け、この排気孔6aを開閉する排気バルブ20
が設けられている。前記第１・第２吸気バルブ16、18
は、機関状態のある変化に対して開閉時期を固定とした
固定側の第１吸気バルブ16と、機関状態のある変化に対
して開閉時期を可変として可変側の第２吸気バルブ18と
からなる。In the internal combustion engine 2, a biaxial first and second intake camshafts 26 and 30 having the same rotation center and a uniaxial exhaust camshaft 34 are arranged in parallel. Cylinder
Two first and second intake holes 4a, 4a are provided in the combustion chamber 14 of the first 2a.
Two first and second openings are provided in parallel along the second camshafts 26 and 30 to open and close the first and second intake holes 4a and 4a, respectively.
Intake valves 16 and 18 are provided in parallel along the first and second camshafts 26 and 30, and, for example, one exhaust hole 6a is provided in the combustion chamber 14, and an exhaust valve 20 for opening and closing the exhaust hole 6a is provided.
Is provided. The first and second intake valves 16, 18
Consists of a fixed-side first intake valve 16 with a fixed opening / closing timing for a certain change in the engine state, and a variable-side second intake valve 18 with a variable opening / closing timing for a certain change in the engine state. .
前記第１・第２カムシャフト26・30には、第７〜10図
に示す如く、固定側の第１吸気吸気バルブ16を開閉動作
させる固定側の固定カム22と、可変側の第２吸気バルブ
18を開閉動作させる固定側の可変カム24とを並列に設け
る。前記固定カム22は、中空状の第１カムシャフト26に
一体的に形成されている。この第１カムシャフト26の固
定カム22近傍には、窓部28を形成するとともに、第１カ
ムシャフト26内に第２カムシャフト30を回動可能に挿入
し、第１カムシャフト26の窓部28に位置させて第２カム
シャフト30に連結部32を設け、窓部28から突出される連
結部32に可変カム24を固設する。前記排気用のカムシャ
フト36には、排気バルブ20を開閉する排気用カム34を設
ける。前記可変カム24は、可変機構38によって動作して
いる。As shown in FIGS. 7 to 10, the first and second camshafts 26 and 30 have a fixed fixed cam 22 for opening and closing the fixed first intake / intake valve 16 and a variable second intake cam. valve
A fixed-side variable cam 24 for opening and closing the 18 is provided in parallel. The fixed cam 22 is formed integrally with a first hollow camshaft 26. A window 28 is formed in the vicinity of the fixed cam 22 of the first camshaft 26, and a second camshaft 30 is rotatably inserted into the first camshaft 26, and a window of the first camshaft 26 is formed. The connecting portion 32 is provided on the second camshaft 30 at the position 28, and the variable cam 24 is fixed to the connecting portion 32 protruding from the window 28. The exhaust camshaft 36 is provided with an exhaust cam 34 that opens and closes the exhaust valve 20. The variable cam 24 is operated by a variable mechanism 38.
前記吸気通路４には、上流側からエアクリーナ40、エ
アフローメータ42、インジェクタ44がそれぞれ設けられ
ているとともに、吸気絞り弁（図示せず）が省略されて
いる。In the intake passage 4, an air cleaner 40, an air flow meter 42, and an injector 44 are provided from the upstream side, respectively, and an intake throttle valve (not shown) is omitted.
前記可変側の第２吸気バルブ18には、機関状態のある
変化に応じて可変側の第２吸気バルブ18の開閉時期を固
定側の第１吸気バルブ16と異な開閉時期から同じ時期に
変化して位相を調整する可変機構38を介して動力を伝達
する。The variable second intake valve 18 changes the opening / closing timing of the variable second intake valve 18 from the opening / closing timing different from that of the fixed first intake valve 16 to the same timing in accordance with a certain change in the engine state. Power is transmitted through a variable mechanism 38 that adjusts the phase.
前記可変機構38の後述するステップモータ54とエアフ
ローメータ42とインジェクタ44とは、制御部（ECU）46
に接続されている。この制御部46には、ポテンショメー
タ48を介してアクセルペダル50が接続されている。A stepping motor 54, an air flow meter 42, and an injector 44, which will be described later, of the variable mechanism 38 are connected to a control unit (ECU) 46.
It is connected to the. An accelerator pedal 50 is connected to the control unit 46 via a potentiometer 48.
前記可変機構38は、機関負荷状態に応じて可変カム24
を動作させて位相を調整し、第１吸気バルブ16の開閉時
期に対する第２吸気バルブ18の開閉時期を変化させて吸
入空気量を調整するものであり、第３〜６図に示す如
く、プラネタリギヤ装置52とステップモータ54とによっ
て形成されている。このプラネタリギヤ装置52は、中心
部位にサンギヤ56を設け、このサンギヤ56に噛合して周
囲を自転しながら公転するピニオン58を例えば３個設
け、このピニオン58をインターナルギヤ60に噛合させて
保持している。前記サンギヤ56には、扇状に形成される
とともに円弧部位に歯部62が形成された駆動部64を設
け、この歯部62を前記ステップモータ54の回転ギヤ54a
に噛合させる。The variable mechanism 38 includes a variable cam 24 according to an engine load state.
Is operated to adjust the phase and change the opening / closing timing of the second intake valve 18 with respect to the opening / closing timing of the first intake valve 16 to adjust the intake air amount. As shown in FIGS. It is formed by a device 52 and a step motor 54. This planetary gear device 52 is provided with a sun gear 56 at a central portion, for example, three pinions 58 that mesh with the sun gear 56 and revolve while rotating around are provided, and the pinion 58 is meshed with the internal gear 60 and held. ing. The sun gear 56 is provided with a driving portion 64 formed in a fan shape and having a tooth portion 62 at an arc portion, and the tooth portion 62 is provided with a rotating gear 54a of the step motor 54.
To be engaged.
また、第１図に示す如く、第１カムシャフト26端部に
は、第１カムプーリ66を設けるとともに、前記可変機構
38のピニオン58を回動可能に軸支するピニオンシャフト
68を取付用プレート70に固設し、この取付用プレート70
を第２カムシャフト30の端部に取付ける。As shown in FIG. 1, a first cam pulley 66 is provided at the end of the first cam shaft 26, and the variable mechanism
Pinion shaft that pivotally supports 38 pinions 58
68 is fixed to the mounting plate 70, and the mounting plate 70
To the end of the second camshaft 30.
更に、クランクシャフト12には、第１クランクプーリ
72を設けるとともに、この第１クランクプーリ72の外側
に第２クランクプーリ74を設ける。第３図に示す如く、
前記第１クランクプーリ71と第１カムプーリ66と排気用
カムシャフト36の排気用カムプーリ76とを第１ベルト78
により連絡し、前記第２クランクプーリ74と前記可変機
構38のインターナルギヤ60とを第２ベルト80により連絡
する。Further, the crankshaft 12 has a first crank pulley.
72, and a second crank pulley 74 is provided outside the first crank pulley 72. As shown in FIG.
The first crank pulley 71, the first cam pulley 66, and the exhaust cam pulley 76 of the exhaust cam shaft 36 are connected to a first belt 78.
The second crank pulley 74 and the internal gear 60 of the variable mechanism 38 are connected by a second belt 80.
なお、第３図において、符号82は第１吸気バルブ16の
バルブスプリング、84は第２吸気バルブ18のバルブスプ
リング、86は第ベルト用テンショナ、88は第２ベルト用
テンショナである。In FIG. 3, reference numeral 82 denotes a valve spring of the first intake valve 16, reference numeral 84 denotes a valve spring of the second intake valve 18, reference numeral 86 denotes a tensioner for the second belt, and reference numeral 88 denotes a tensioner for the second belt.
次に作用について説明する。 Next, the operation will be described.
内燃機関２が低負荷状態の場合には、可変機構38のサ
ンギヤ56が可変カム24の位相を固定カム22の位相に対し
て遅らせる位置に固定されており、第11図に示す如く、
第１吸気バルブ16の開閉動作途中に第２吸気バルブ18の
開閉動作が開始される。そして、第２吸気バルブ18のみ
が開放状態の時には、燃焼室14内に吸入された混合気の
一部が吸気通路４側へふきかえしによりもどされて、吸
入空気量を減少させることができる。When the internal combustion engine 2 is in a low load state, the sun gear 56 of the variable mechanism 38 is fixed at a position that delays the phase of the variable cam 24 with respect to the phase of the fixed cam 22, as shown in FIG.
The opening and closing operation of the second intake valve 18 is started during the opening and closing operation of the first intake valve 16. When only the second intake valve 18 is in the open state, a part of the air-fuel mixture sucked into the combustion chamber 14 is returned to the intake passage 4 by the return, so that the amount of intake air can be reduced.
また、内燃機関２が高負荷状態の場合には、アクセル
ペタル50の踏込み状態がポテンショメータ48を介して制
御部46に伝達される。この制御部46によってエアフロー
メータ42が空気量を計量し、インジェクタ44が燃料を噴
射するとともに、可変機構38のステップモータ54を動作
して駆動部64を駆動させ、可変カム24の位相を固定カム
22の位相に一致させるべくサンギヤ56を所定角度だけ回
転させる。前記サンギヤ56の回転角度に比例して可変カ
ム24が変化し、第12図に示す如く、第１、第２吸気バル
ブ16、18の開閉動作を略一致させて前記内燃機関２への
吸入空気量を増加させることができる。When the internal combustion engine 2 is in a high load state, the depression state of the accelerator pedal 50 is transmitted to the control unit 46 via the potentiometer 48. The air flow meter 42 measures the amount of air by the control unit 46, the injector 44 injects fuel, the step motor 54 of the variable mechanism 38 operates to drive the driving unit 64, and the phase of the variable cam 24 is fixed.
The sun gear 56 is rotated by a predetermined angle so as to match the phase of 22. The variable cam 24 changes in proportion to the rotation angle of the sun gear 56, and as shown in FIG. 12, the opening and closing operations of the first and second intake valves 16 and 18 are made substantially coincident so that the intake air to the internal combustion engine 2 The amount can be increased.
このように、第１、第２吸気バルブ16、18を夫々固定
カム22、可変カム24によって動作させていることによ
り、開閉動作を不連続とすることなく連続的にし得て、
内燃機関２の吸入行程時の吸気流の連続性を保持でき、
吸入効率を向上し得て、実用上有利である。As described above, since the first and second intake valves 16 and 18 are operated by the fixed cam 22 and the variable cam 24, respectively, the opening / closing operation can be performed continuously without discontinuity.
The continuity of the intake air flow during the intake stroke of the internal combustion engine 2 can be maintained,
Inhalation efficiency can be improved, which is practically advantageous.
また、第１、第２吸気バルブ16、18の開閉動作を連続
的にし得ることにより、逆方向への強い加速度が第１、
第２吸気バルブ16、18に急激に働くのを防止して第１、
第２吸気バルブ16、18の破損の可能性を低減でき、第
１、第２吸気バルブ16、18の使用寿命を長くし得て、経
済的に有利である。Further, since the opening and closing operations of the first and second intake valves 16 and 18 can be made continuous, a strong acceleration in the opposite direction can be increased.
To prevent the second intake valves 16 and 18 from acting suddenly,
The possibility of breakage of the second intake valves 16, 18 can be reduced, and the service life of the first and second intake valves 16, 18 can be extended, which is economically advantageous.
更に、機関負荷状態に応じ、可変機構38によって可変
カム24を動させて位相を調整し、第１吸気バルブ16の開
閉時期に対する第２吸気バルブ18の開閉時期を変化させ
て吸入空気量を調整することができることにより、吸気
絞り弁（図示せず）を省略でき、内燃機関２の低負荷時
のポンピングロスを低減できる。Further, the phase is adjusted by moving the variable cam 24 by the variable mechanism 38 according to the engine load state, and the opening / closing timing of the second intake valve 18 with respect to the opening / closing timing of the first intake valve 16 is adjusted to adjust the intake air amount. As a result, the intake throttle valve (not shown) can be omitted, and the pumping loss of the internal combustion engine 2 when the load is low can be reduced.
更にまた、可変機構38をプラネタリギヤ装置52により
形成したので、従来のものに比し、コンパクト化でき
る。Furthermore, since the variable mechanism 38 is formed by the planetary gear device 52, the size can be reduced as compared with the conventional one.
第13、14図は、この発明と第２実施例を示すものであ
る。この第２実施例において、上述第１実施例と同一機
能を果たす箇所には同一符号を付して説明する。13 and 14 show the present invention and a second embodiment. In the second embodiment, portions that perform the same functions as those in the first embodiment will be described with the same reference numerals.
この第２実施例の特徴とするところは、上述第１実施
例においては、中空状の第１カムシャフト26内に第２カ
ムシャフト30を挿入し、同一回転中心を有すべく形成し
たが、固定カム22と可変カム24との夫々のカムシャフト
102、104を別々に配置した点にある。A feature of the second embodiment is that, in the first embodiment, the second camshaft 30 is inserted into the hollow first camshaft 26 and formed to have the same rotation center. Each camshaft of fixed cam 22 and variable cam 24
The point is that 102 and 104 are separately arranged.
すなわち、第１カムシャフト102に排気用カム20と固
定側の第１吸気バルブ16を開閉動作させる固定カム22と
を固設するとともに、第２カムシャフト104に可変側の
第２吸気バルブ18を開閉動作させる可変カム24を固設
し、前記カムシャフト102と第２カムシャフト104とを夫
々別箇所に平行に配置する。前記固定カム22により第１
吸気バルブ16を動作させるべく、ロッカアーム106の一
端側を固定カム22に接触させるとともに、他端側を第１
吸気バルブ16に接触させる。That is, the exhaust cam 20 and the fixed cam 22 for opening and closing the fixed first intake valve 16 are fixedly mounted on the first camshaft 102, and the variable second intake valve 18 is mounted on the second camshaft 104. A variable cam 24 to be opened and closed is fixedly provided, and the camshaft 102 and the second camshaft 104 are arranged in parallel at different positions. First fixed cam 22
To operate the intake valve 16, one end of the rocker arm 106 is brought into contact with the fixed cam 22, and
Contact the intake valve 16.
また、クランクシャフト12に第１クランクプーリ72を
設け、この第１クランクプーリ72の外側に第２クランク
プーリ74を設ける。前記第２カムシャフト104の端部に
可変機構38を設けるとともに、第１カムシャフト102の
端部にカムプーリ108を設ける。Also, a first crank pulley 72 is provided on the crankshaft 12, and a second crank pulley 74 is provided outside the first crank pulley 72. The variable mechanism 38 is provided at an end of the second camshaft 104, and a cam pulley 108 is provided at an end of the first camshaft 102.
前記第１クランクプーリ71とカムプーリ108とを第１
ベルト110で連絡するとともに、第２クランクプーリ74
と可変機構38とを第２ベルト112で連絡するものであ
る。The first crank pulley 71 and the cam pulley 108 are
Contact with the belt 110 and the second crank pulley 74
And the variable mechanism 38 are communicated by the second belt 112.
上述第２実施例の如く構成すれば、第１カムシャフト
102と第２カムシャフト104とを容易に形成でき、製造コ
ストを低減し得て、経済的に有利である。With the configuration as in the second embodiment, the first camshaft
The second camshaft 104 and the second camshaft 104 can be easily formed, the manufacturing cost can be reduced, and it is economically advantageous.
また、上述第１実施例と同様に、第１、第２吸気バル
ブ16、18の開閉動作を連続的にし得て、内燃機関２の吸
入行程時の吸気流の連続性を保持でき、吸入効率を向上
し得て、実用上有利である。Further, similarly to the first embodiment, the opening and closing operations of the first and second intake valves 16 and 18 can be made continuous, and the continuity of the intake air flow during the intake stroke of the internal combustion engine 2 can be maintained. Can be improved, which is practically advantageous.
更に、第１、第２吸気バルブ16、18の開閉動作を連続
的にし得ることにより、逆方向への強い加速度が第１、
第２吸気バルブ16、18に急激に働くのを防止して第１、
第２吸気バルブ16、18の破損の可能性を低減でき、第
１、第２吸気バルブ16、18の使用寿命を長くし得て、経
済的に有利である。Further, since the opening and closing operations of the first and second intake valves 16 and 18 can be made continuous, a strong acceleration in the opposite direction can be increased.
To prevent the second intake valves 16 and 18 from acting suddenly,
The possibility of breakage of the second intake valves 16, 18 can be reduced, and the service life of the first and second intake valves 16, 18 can be extended, which is economically advantageous.
更にまた、機関負荷状態に応じ、前記可変機構38によ
って可変カム24を動作させて位相を調整し、第１吸気バ
ルブ16の開閉時期に対する第２吸気バルブ18の開閉時期
を変化させて吸入空気量を調整することができることに
より、吸気絞り弁（図示せず）を省略でき、内燃機関２
の低負荷時のポンピングロスを低減できる。Further, the phase is adjusted by operating the variable cam 24 by the variable mechanism 38 according to the engine load state, and the opening / closing timing of the second intake valve 18 with respect to the opening / closing timing of the first intake valve 16 is changed to change the intake air flow rate. Can be adjusted, the intake throttle valve (not shown) can be omitted, and the internal combustion engine 2 can be adjusted.
Pumping loss at low load can be reduced.
第15〜18図はこの発明の第３実施例を示すものであ
る。FIGS. 15 to 18 show a third embodiment of the present invention.
この第３実施例の特徴とするところは、可変機構132
をスプライン噛合する第１、第２噛合部122、126と雄ネ
ジ部128と雌ネジ部130とにより形成した点にある。The feature of the third embodiment is that the variable mechanism 132
Is formed by the first and second meshing portions 122 and 126 that engage with the spline, the male screw portion 128, and the female screw portion 130.
すなわち、固定側の第１吸気バルブ16を開閉動作させ
る固定カム22が固設されたカムシャフト120を中空状に
形成し、固定カム22近傍に窓部28を設け、前記カムシャ
フト120の空間部120a内壁に第１噛合部122を設ける。ま
た、アクセルペダル54に接続された摺動軸124に第２噛
合部126を設けるとともに、窓部28にあたる部位に雄ネ
ジ部128を設ける。That is, a camshaft 120 on which a fixed cam 22 for opening and closing the first intake valve 16 on the fixed side is fixed is formed in a hollow shape, a window 28 is provided near the fixed cam 22, and a space of the camshaft 120 is provided. A first engagement portion 122 is provided on the inner wall of 120a. Further, a second meshing portion 126 is provided on the sliding shaft 124 connected to the accelerator pedal 54, and a male screw portion 128 is provided on a portion corresponding to the window portion 28.
可変側の第２吸気バルブ18を開閉動作させる可変カム
24には、貫通孔部24aを設け、この貫通孔部24aに雌ネジ
部130を設ける。A variable cam that opens and closes the variable second intake valve 18
24 has a through hole 24a, and a female screw portion 130 is provided in the through hole 24a.
そして、前記カムシャフト120の窓部28に可変カム24
を係合し、このカムシャフト120の空間部120aに摺動軸1
24を挿入する。このとき、カムシャフト120の第１噛合
部122と摺動軸124の第２噛合部126とをスプライン噛合
させるとともに、摺動軸124の雄ネジ部128と可変カム24
の雌ネジ部130とを螺合させ、可変機構132を形成する。
これによって、アクセルペダル52の踏込み具合に比例し
て摺動軸124がカムシャフト120の軸方向に移動し、雄ネ
ジ部128と雌ネジ部130との螺合によって可変カム24を動
作させて位相を調整し、第１吸気バルブ16の開閉時期に
対する第２吸気バルブ18の開閉時期を変化させている。The variable cam 24 is inserted into the window 28 of the camshaft 120.
And the sliding shaft 1 is inserted into the space 120a of the camshaft 120.
Insert 24. At this time, the first meshing portion 122 of the camshaft 120 and the second meshing portion 126 of the sliding shaft 124 are spline meshed, and the male screw portion 128 of the sliding shaft 124 and the variable cam 24
And the variable screw mechanism 132 is formed.
As a result, the sliding shaft 124 moves in the axial direction of the camshaft 120 in proportion to the degree of depression of the accelerator pedal 52, and the variable cam 24 is operated by the screwing of the male screw portion 128 and the female screw portion 130, thereby causing a phase shift. And the opening / closing timing of the second intake valve 18 with respect to the opening / closing timing of the first intake valve 16 is changed.
なお、この発明は上述第１〜３実施例に限定されるも
のではなく、種々の応用改変が可能である。Note that the present invention is not limited to the above-described first to third embodiments, and various application modifications are possible.
例えば、この発明の第１実施例においては、サンギヤ
56に３個のピニオン58を螺合させたプラネタリギヤ装置
52によって可変機構38を形成したが、第19図に示す如
く、サンギヤ58に４個のピニオン60を螺合させたプラネ
タリギヤ装置134を使用することも可能である。For example, in the first embodiment of the present invention, the sun gear
Planetary gear device with three pinions 58 screwed into 56
Although the variable mechanism 38 is formed by 52, it is also possible to use a planetary gear device 134 in which four pinions 60 are screwed to the sun gear 58 as shown in FIG.
また、この発明の第３実施例においては、中空状に形
成したカムシャフト120内の摺動時124をカムシャフト12
0の軸方向に動作させて、可変カム24をカムシャフト120
の円周方向に動作させるべくスプライン噛合した第１、
第２噛合部122、126を使用して可変機構132を形成した
が、第20、21図に示す如く、固定カム22を第１カムシャ
フト26に固定するとともに、可変カム24を第２カムシャ
フト30に固設し、この第２カムシャフト30にアクセルペ
ダル（図示せず）と連動する駆動部66をヘリカルスプラ
イン噛合させて使用することも可能である。Further, in the third embodiment of the present invention, the sliding time 124 in the hollow camshaft 120 is
0 in the axial direction to move the variable cam 24 to the camshaft 120.
The first, spline-engaged to operate in the circumferential direction of
The variable mechanism 132 is formed using the second meshing portions 122 and 126. As shown in FIGS. 20 and 21, the fixed cam 22 is fixed to the first camshaft 26, and the variable cam 24 is connected to the second camshaft. It is also possible to use the second camshaft 30 fixedly attached to the second camshaft 30 with a drive unit 66 interlocked with an accelerator pedal (not shown) meshed with a helical spline.
更に、上述実施例においては、吸気絞り弁を設けずに
形成したが、エンジンブレーキを効率よく働かせるため
に吸気通路にエンジンブレーキ用の吸気絞り弁を形成し
て使用することも可能である。Further, in the above-described embodiment, the intake throttle valve is formed without providing the intake throttle valve. However, it is also possible to form and use an intake throttle valve for the engine brake in the intake passage in order to operate the engine brake efficiently.
以上詳細に説明した如く、この発明によれば、吸気バ
ルブの開閉動作を連続的にし得て、内燃機関の吸入行程
時の吸気流の連続性を保持でき、吸入効率を向上し得
て、実用上有利である。また、吸気バルブの開閉動作を
連続的にし得て、内燃機関の吸入行程時の吸気流の連続
性を保持でき、吸入効率を向上し得て、実用上湯売れで
ある。また、吸気バルブの開閉動作を連続的にし得るこ
とにより、強い加速度が吸気バルブに急激に働くのを防
止して吸気バルブの破損の可能性を低減でき、吸気バル
ブの使用寿命を長くし得て、経済的に有利である。更
に、可変機構を機関負荷状態に応じて可変カムを動作さ
せて位相を調整し、吸気バルブの開閉時期を変化させて
吸入空気量を調整することができることにより、内燃機
関の低負荷時のポンピングロスを低減できる。As described above in detail, according to the present invention, the opening and closing operation of the intake valve can be made continuous, the continuity of the intake air flow during the intake stroke of the internal combustion engine can be maintained, the intake efficiency can be improved, and It is more advantageous. In addition, the opening and closing operation of the intake valve can be made continuous, the continuity of the intake air flow during the intake stroke of the internal combustion engine can be maintained, and the intake efficiency can be improved. In addition, by opening and closing the intake valve continuously, it is possible to prevent strong acceleration from acting on the intake valve suddenly, reduce the possibility of damage to the intake valve, and prolong the service life of the intake valve. Is economically advantageous. In addition, the variable mechanism operates the variable cam according to the engine load state to adjust the phase, and the opening and closing timing of the intake valve can be changed to adjust the intake air amount, so that pumping of the internal combustion engine at low load can be performed. Loss can be reduced.
第１〜12図はこの発明の第１実施例を示し、第１図は内
燃機関の概略断面図、第２図は内燃機関の可変バルブ機
構の概略断面図、第３図は内燃機関の概略側面図、第４
図は可変機構の概略図、第５図は可変機構の説明図、第
６図は可変機構の概略断面図、第７図はカムシャフトの
概略断面図、第８図は可変カムの概略断面図、第９図は
可変カムの概略断面図、第10図は可変カムの概略斜視
図、第11図は内燃機関の低負荷時の第１、第２吸気バル
ブの開閉タイミングを表す図、第12図は内燃機関の高負
荷時の第１、第２吸気バルブの開閉タイミングを表す図
である。 第13、14図はこの発明の第２実施例を示し、第13図は内
燃機関の概略側面図、第14図は内燃機関の概略正面図で
ある。 第15〜18図はこの発明の第３実施例を示し、第15図は可
変カムの概略斜視図、第16図は可変機構の概略断面図、
第17図は固定カムと可変カムとの概略正面図、第18図は
内燃機関の要部断面図である。 第19図はこの発明のその他の実施例を示す可変機構の概
略断面図である。 第20、21図はこの発明のその他の実施例を示し、第20図
は可変機構の要部拡大図、第21図は内燃機関の概略断面
図である。 第22〜24図はこの発明の従来の技術を示し、第22図は可
変機構の概略断面図、第23図は内燃機関の要部拡大図、
第24図は吸気バルブの開閉タイミングを表す図であ。 図において、２は内燃機関、12はクランクシャフト、16
は第１吸気バルブ、18は第２吸気バルブ、22は固定カ
ム、24は可変カム、26は第１カムシャフト、28は窓部、
30は第２カムシャフト、38は可変機構、46は制御部、52
はプラネタリギヤ装置である。1 to 12 show a first embodiment of the present invention, FIG. 1 is a schematic sectional view of an internal combustion engine, FIG. 2 is a schematic sectional view of a variable valve mechanism of the internal combustion engine, and FIG. Side view, fourth
Fig. 5 is a schematic view of the variable mechanism, Fig. 5 is an explanatory view of the variable mechanism, Fig. 6 is a schematic sectional view of the variable mechanism, Fig. 7 is a schematic sectional view of the camshaft, and Fig. 8 is a schematic sectional view of the variable cam. , FIG. 9 is a schematic sectional view of the variable cam, FIG. 10 is a schematic perspective view of the variable cam, FIG. 11 is a diagram showing opening and closing timings of the first and second intake valves when the internal combustion engine is under a low load, and FIG. The figure shows the opening and closing timings of the first and second intake valves when the internal combustion engine is under a high load. 13 and 14 show a second embodiment of the present invention. FIG. 13 is a schematic side view of the internal combustion engine, and FIG. 14 is a schematic front view of the internal combustion engine. 15 to 18 show a third embodiment of the present invention, FIG. 15 is a schematic perspective view of a variable cam, FIG. 16 is a schematic sectional view of a variable mechanism,
FIG. 17 is a schematic front view of a fixed cam and a variable cam, and FIG. 18 is a sectional view of a main part of the internal combustion engine. FIG. 19 is a schematic sectional view of a variable mechanism showing another embodiment of the present invention. 20 and 21 show another embodiment of the present invention. FIG. 20 is an enlarged view of a main part of a variable mechanism, and FIG. 21 is a schematic sectional view of an internal combustion engine. 22 to 24 show a prior art of the present invention, FIG. 22 is a schematic sectional view of a variable mechanism, FIG. 23 is an enlarged view of a main part of an internal combustion engine,
FIG. 24 is a diagram showing the opening / closing timing of the intake valve. In the figure, 2 is an internal combustion engine, 12 is a crankshaft, 16
Is a first intake valve, 18 is a second intake valve, 22 is a fixed cam, 24 is a variable cam, 26 is a first camshaft, 28 is a window,
30 is the second camshaft, 38 is the variable mechanism, 46 is the control unit, 52
Is a planetary gear device.
Claims (2)
ムの位相を調整する内燃機関の可変バルブ機構におい
て、内燃機関の１つのシリンダに機関状態のある変化に
対して開閉時期を固定とした固定側の吸気バルブと機関
状態のある変化に対して開閉時期を可変とした可変側の
吸気バルブとからなる２つの吸気バルブをカムシャフト
に沿って並列に設け、このカムシャフトには前記固定側
の吸気バルブを開閉動作させる固定側の吸気バルブ用の
カムと前記可変側の吸気バルブを開閉動作させる可変側
の吸気バルブ用のカムとを設け、前記可変側の吸気バル
ブには前記機関状態のある変化に応じて前記可変側の吸
気バルブの開閉時期を前記固定側の吸気バルブと異なる
開閉時期から同じ開閉時期に変化して位相を調整する可
変機構を介して動力を伝達することを特徴とする内燃機
関の可変バルブ機構。A variable valve mechanism for an internal combustion engine for adjusting a phase of a cam so as to change an opening / closing timing of an intake valve, wherein the opening / closing timing is fixed with respect to a certain change in the engine state in one cylinder of the internal combustion engine. Two intake valves are provided in parallel along a camshaft, the intake valve being provided on the fixed side and the variable intake valve having a variable opening / closing timing with respect to a certain change in the engine state. A cam for a fixed-side intake valve for opening and closing the intake valve and a cam for a variable-side intake valve for opening and closing the variable-side intake valve are provided. The variable-side intake valve has the engine state. Power is supplied via a variable mechanism that adjusts the phase by changing the opening / closing timing of the variable-side intake valve from the opening / closing timing different from that of the fixed-side intake valve to the same opening / closing timing in accordance with the change. Variable valve mechanism for an internal combustion engine, characterized in that the transmission.
ムの位相を調整する内燃機関の可変バルブ機構におい
て、内燃機関の１つのシリンダに機関状態のある変化に
対して開閉時期を固定とした固定側の吸気バルブと機関
状態のある変化に対して開閉時期を可変とした可変側の
吸気バルブとからなる２つの吸気バルブをカムシャフト
に沿って並列に設け、このカムシャフトには前記固定側
の吸気バルブを開閉動作させる固定側の吸気バルブ用の
カムと前記可変側の吸気バルブを開閉動作させる可変側
の吸気バルブ用のカムとを設け、前記可変側の吸気バル
ブには前記機関状態のある変化に応じて前記可変側の吸
気バルブの開閉時期を前記固定側の吸気バルブと異なる
開閉時期から同じ開閉時期に変化して位相を調整する可
変機構を介して動力を伝達し、この可変機構は機関低負
荷時に前記可変側の吸気バルブの開閉時期を前記固定側
の吸気バルブと異なる開閉時期に変化させるとともに機
関高負荷時に前記可変側の吸気バルブの開閉時期を前記
固定側の吸気バルブと同じ開閉時期に変化させるように
位相を調整することを特徴とする内燃機関の可変バルブ
機構。2. A variable valve mechanism for an internal combustion engine for adjusting a phase of a cam so as to change the opening / closing timing of an intake valve, wherein the opening / closing timing is fixed with respect to a certain change in the engine state in one cylinder of the internal combustion engine. Two intake valves are provided in parallel along a camshaft, the intake valve being provided on the fixed side and the variable intake valve having a variable opening / closing timing with respect to a certain change in the engine state. A cam for a fixed-side intake valve for opening and closing the intake valve and a cam for a variable-side intake valve for opening and closing the variable-side intake valve are provided. The variable-side intake valve has the engine state. Power is supplied via a variable mechanism that adjusts the phase by changing the opening / closing timing of the variable-side intake valve from the opening / closing timing different from that of the fixed-side intake valve to the same opening / closing timing in accordance with the change. The variable mechanism changes the opening / closing timing of the variable-side intake valve to a different opening / closing timing from the fixed-side intake valve at a low engine load, and changes the opening / closing timing of the variable-side intake valve at a high engine load. A variable valve mechanism for an internal combustion engine, wherein a phase is adjusted so as to change to the same opening / closing timing as a fixed-side intake valve.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1225473A JP2800036B2 (en) | 1989-08-31 | 1989-08-31 | Variable valve mechanism for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1225473A JP2800036B2 (en) | 1989-08-31 | 1989-08-31 | Variable valve mechanism for internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0388907A JPH0388907A (en) | 1991-04-15 |
| JP2800036B2 true JP2800036B2 (en) | 1998-09-21 |
Family
ID=16829869
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1225473A Expired - Fee Related JP2800036B2 (en) | 1989-08-31 | 1989-08-31 | Variable valve mechanism for internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2800036B2 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101813014A (en) * | 2009-02-23 | 2010-08-25 | 三菱自动车工业株式会社 | Internal-combustion engine with variable valve gear |
| KR101421318B1 (en) * | 2009-02-23 | 2014-07-18 | 미쯔비시 지도샤 고교 가부시끼가이샤 | Internal combustion engine with variable valve gear |
Families Citing this family (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE4226798A1 (en) * | 1992-08-13 | 1994-02-24 | Bayerische Motoren Werke Ag | Stroke-piston IC engine with two gas exchange valves per cylinder |
| DE102004054301A1 (en) * | 2004-11-09 | 2006-05-11 | Mahle Ventiltrieb Gmbh | Camshaft for in particular motor vehicle engines |
| JP2010077814A (en) * | 2008-09-24 | 2010-04-08 | Mikuni Corp | Variable valve timing device |
| JP4905591B2 (en) * | 2009-01-29 | 2012-03-28 | トヨタ自動車株式会社 | High expansion ratio internal combustion engine |
| JP4873194B2 (en) * | 2009-02-23 | 2012-02-08 | 三菱自動車工業株式会社 | Engine with variable valve system |
| JP5131483B2 (en) * | 2009-02-23 | 2013-01-30 | 三菱自動車工業株式会社 | Engine with variable valve system |
| JP4702574B2 (en) * | 2009-11-06 | 2011-06-15 | 三菱自動車工業株式会社 | Variable valve operating device for internal combustion engine |
| JP5753762B2 (en) * | 2011-10-25 | 2015-07-22 | 株式会社オティックス | Variable valve mechanism |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH02135604U (en) * | 1989-04-18 | 1990-11-13 |
-
1989
- 1989-08-31 JP JP1225473A patent/JP2800036B2/en not_active Expired - Fee Related
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101813014A (en) * | 2009-02-23 | 2010-08-25 | 三菱自动车工业株式会社 | Internal-combustion engine with variable valve gear |
| CN101813014B (en) * | 2009-02-23 | 2014-02-12 | 三菱自动车工业株式会社 | Internal combustion engine with variable valve gear |
| KR101421318B1 (en) * | 2009-02-23 | 2014-07-18 | 미쯔비시 지도샤 고교 가부시끼가이샤 | Internal combustion engine with variable valve gear |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0388907A (en) | 1991-04-15 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| LAPS | Cancellation because of no payment of annual fees |