JPH0438897B2 - - Google Patents
Info
- Publication number
- JPH0438897B2 JPH0438897B2 JP13625583A JP13625583A JPH0438897B2 JP H0438897 B2 JPH0438897 B2 JP H0438897B2 JP 13625583 A JP13625583 A JP 13625583A JP 13625583 A JP13625583 A JP 13625583A JP H0438897 B2 JPH0438897 B2 JP H0438897B2
- Authority
- JP
- Japan
- Prior art keywords
- valve
- engine
- intake
- load
- timing
- 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 - Lifetime
Links
- 230000003111 delayed effect Effects 0.000 claims description 4
- 238000001514 detection method Methods 0.000 claims description 3
- 230000000694 effects Effects 0.000 description 6
- 238000002485 combustion reaction Methods 0.000 description 4
- 238000010586 diagram Methods 0.000 description 4
- 230000007423 decrease Effects 0.000 description 2
- 239000000446 fuel Substances 0.000 description 1
- 230000002441 reversible effect Effects 0.000 description 1
- 230000001360 synchronised effect Effects 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Valve-Gear Or Valve Arrangements (AREA)
- Valve Device For Special Equipments (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は、運転状態の変化に応じて吸気弁又
は、排気弁の開弁時間を制御するバルブタイミン
グ制御装置に関する。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a valve timing control device that controls the opening time of an intake valve or an exhaust valve in response to changes in operating conditions.
（従来技術の説明）
一般に、エンジンの吸、排気弁の開閉タイミン
グは、エンジンの運転状態に応じて変えることが
好ましい。たとえば、エンジンの高負荷運転にお
いては、開弁時間を長くして充填効率を高めるこ
とが高出力を得る上で必要になるが、吸気弁を閉
じるタイミングを遅らせることによつて開弁期間
を長くすると、高負荷低回転運転時に吸気の吹き
返しの問題が生じる。また、吸、排気弁のオーバ
ーラツプ期間は吸気中の残留既燃ガス量に影響を
持つものであるが、エンジンの低負荷運転時に
は、このオーバーラツプ期間をできるだけ短かく
して残留既燃ガス量を減少させることが、燃焼の
安定性を得る上で好ましく、その結果、アイドリ
ング回転数を低くでき、燃料経済性の向上、排気
中の未燃焼有害成分の減少といつた有利な結果を
得ることができる。以上のような事情を考慮して
エンジンの開弁時期をエンジン運転状態に応じて
可変制御することは、従来から公知である。たと
えば、特公昭52−35816号公報には、タイミング
チエーンとカムシヤフトのスプロケツトとの噛合
関係を変化させ、これによつて運転状態の変化に
応じてバルブタイミングを変えるようにした構造
のものが開示さたている。また、特公昭52−
35819号公報には、エンジンの出力軸とカム軸と
の間に遠心ガバナにより制御される遊星歯車機構
を介在させ、エンジン回転数に応じてエンジン出
力軸とカム軸との間に位相変化を生じさせるよう
にした構造が開示されている。また、この他に
も、軸方向に形状の変化するカムをカム軸に形成
し、該カム軸をエンジン運転条件に応じて軸方向
に移動させ、開弁時期を変えるようにした構造も
知られている。これら従来の装置は、運転状態主
としてエンジン回転数の変化に応じて、バルブタ
イミングを制御するものであるが、上述のように
負荷の変化によつても異なる現象が生じるので、
これらの装置では十分に運転状態の変化に対応し
たバルブタイミング制御を行うことはできない。(Description of Prior Art) Generally, it is preferable to change the opening/closing timing of the intake and exhaust valves of the engine depending on the operating state of the engine. For example, in high-load engine operation, it is necessary to increase the charging efficiency by increasing the valve opening time in order to obtain high output, but by delaying the timing of closing the intake valve, the valve opening period can be extended This causes a problem of intake air blowback during high-load, low-speed operation. Additionally, the overlap period between the intake and exhaust valves has an effect on the amount of residual burnt gas in the intake air, but when the engine is operating at low load, it is recommended to shorten this overlap period as much as possible to reduce the amount of residual burnt gas. This is preferable in terms of achieving combustion stability, and as a result, the idling speed can be lowered, and advantageous results such as improved fuel economy and a reduction in unburned harmful components in the exhaust gas can be obtained. It is conventionally known to variably control the valve opening timing of an engine depending on the engine operating state in consideration of the above circumstances. For example, Japanese Patent Publication No. 52-35816 discloses a structure in which the meshing relationship between a timing chain and a camshaft sprocket is changed, thereby changing valve timing in response to changes in operating conditions. Standing. In addition, special public relations
Publication No. 35819 discloses that a planetary gear mechanism controlled by a centrifugal governor is interposed between the engine output shaft and the camshaft, and a phase change is caused between the engine output shaft and the camshaft according to the engine rotation speed. A structure is disclosed that allows this to occur. In addition, there is also a known structure in which a cam whose shape changes in the axial direction is formed on the camshaft, and the camshaft is moved in the axial direction according to engine operating conditions to change the valve opening timing. ing. These conventional devices control valve timing according to changes in operating conditions, mainly engine speed, but as mentioned above, different phenomena occur depending on changes in load.
These devices cannot perform valve timing control that satisfactorily responds to changes in operating conditions.
（本発明の目的）
従つて、本発明の目的は、運転状態の変化特
に、エンジン負荷の変化にも対応した好ましいエ
ンジン出力特性が得られる制御を行なうバルブタ
イミング制御装置を提供することである。(Objective of the Present Invention) Accordingly, an object of the present invention is to provide a valve timing control device that performs control to obtain preferable engine output characteristics in response to changes in operating conditions, particularly changes in engine load.
（本発明の構成）
本発明の上記目的は、以下の構成によつて達成
される。すなわち、本発明は、吸気弁開弁期間は
エンジン回転数及び負荷に関わらず一定期間に保
持する一方、前記吸気弁の閉弁時期を、エンジン
の低回転低負荷領域で吸気行程下死点後に設定
し、低回転高負荷時にはこれより進み側に設定
し、高回転高負荷時には遅れ側に設定するバルブ
タイミング変更手段とを備えたことを特徴する。(Configuration of the present invention) The above object of the present invention is achieved by the following configuration. That is, in the present invention, the intake valve opening period is maintained at a constant period regardless of engine speed and load, while the intake valve closing timing is set after the bottom dead center of the intake stroke in the low engine speed and low load region. and a valve timing changing means for setting the valve timing to the advanced side at low rotation and high load, and to the retarded side at high rotation and high load.
第１図を参照して、本発明の構成について説明
する。 The configuration of the present invention will be explained with reference to FIG.
本発明に係るエンジンは、１つの気筒に少なく
とも１つの吸気弁と１つの排気弁とを備えてお
り、上記吸気弁の一部又は全部が運転状態の変化
に応じて、バルブタイミングが変更される。運転
状態の検出に当つては、エンジン回転数及びエン
ジン負荷がそれぞれの検出手段により検出され
る。運転状態が低回転高負荷時には、バルブタイ
ミング変更手段は吸気弁の少なくとも閉弁時期を
進み側すなわち早めるように変更する。また、高
回転高負荷のときには、遅れ側に変更する。 The engine according to the present invention includes at least one intake valve and one exhaust valve in one cylinder, and the valve timing of some or all of the intake valves is changed according to changes in the operating state. . In detecting the operating state, the engine rotation speed and engine load are detected by respective detection means. When the operating state is low rotation and high load, the valve timing changing means changes at least the closing timing of the intake valve to the advanced side, that is, to advance it. In addition, when the rotation speed is high and the load is high, it is changed to the delay side.
なお、バルブタイミング変更手段としては、従
来公知の可変機構を用いることができる。 Note that a conventionally known variable mechanism can be used as the valve timing changing means.
（本発明の効果）
本発明によれば、低回転高負荷に吸気弁の少く
とも閉弁時期が早められるので、吸気工程の終期
に生じる吸気の吹き返しがなくなり、高出力を得
ることができる。また、高回転高負荷時には、吸
気弁の閉弁時期が遅れ側にずらされるので、強い
吸気慣性による押し込み効果を十分に発揮させる
ことができ充填効率が向上し、従つて、高出力を
得ることができる。以上のように、本発明によれ
ば、高負荷状態において、低回転から高回転に致
る広い範囲において、高出力を得ることができ
る。本発明の好まししい態様では、アイドル時の
ような低回転低負荷領域において、オーバーラツ
プ期間が減少するように吸気弁のバルブタイミン
グが設定される。これによつて、燃焼室内の既燃
ガスが減少して燃焼が安定し、従つて、安定した
アイドル運転を行なうことができる。(Effects of the Present Invention) According to the present invention, at least the closing timing of the intake valve is advanced at low rotation speeds and high loads, so that blowback of intake air that occurs at the end of the intake stroke is eliminated, and high output can be obtained. In addition, at high speeds and high loads, the closing timing of the intake valve is shifted to the delayed side, so the pushing effect due to strong intake inertia can be fully exerted, improving filling efficiency, and therefore achieving high output. I can do it. As described above, according to the present invention, high output can be obtained in a wide range from low rotation to high rotation in a high load state. In a preferred embodiment of the present invention, the valve timing of the intake valve is set so that the overlap period is reduced in a low-speed, low-load region such as during idling. As a result, the amount of burnt gas in the combustion chamber is reduced and combustion is stabilized, so that stable idling operation can be performed.
（実施例の説明）
以下、図面を参照しつつ本発明の実施例につき
説明する。(Description of Embodiments) Hereinafter, embodiments of the present invention will be described with reference to the drawings.
第２図を参照すれば、本例のエンジン１０は複
数個のシリンダ１２を有し、各々のシリンダ１２
には第１吸気通路１４に連通する第１吸気ポート
１６及び第２吸気通路１８に連通する第２吸気ポ
ート２０の２つの吸気ポートが設けられ、これら
のポート１６，２０には、第１吸気弁２２及び第
２吸気弁２４がそれぞれ組み合わされる。また、
排気側にも２つの排気通路２６，２８に連通する
排気ポート３０，３２及びこれに組み合わされる
第１排気弁３４、第２排気弁３６がそれぞれ設け
られている。 Referring to FIG. 2, the engine 10 of this example has a plurality of cylinders 12, each cylinder 12
is provided with two intake ports: a first intake port 16 that communicates with the first intake passage 14 and a second intake port 20 that communicates with the second intake passage 18. The valve 22 and the second intake valve 24 are each combined. Also,
Also provided on the exhaust side are exhaust ports 30 and 32 that communicate with the two exhaust passages 26 and 28, and a first exhaust valve 34 and a second exhaust valve 36 that are combined with the exhaust ports 30 and 32, respectively.
排気弁３４，３６はカム軸４４に形成されたカ
ム４６，４８とそれぞれ組み合わされる。カム軸
３８，４４はクランク軸（図示せず）と同期した
タイミングベルト５０により回転駆動される。 The exhaust valves 34 and 36 are respectively combined with cams 46 and 48 formed on a camshaft 44. The camshafts 38 and 44 are rotationally driven by a timing belt 50 that is synchronized with a crankshaft (not shown).
第１吸気通路１４及び第２吸気通路１８は各気
筒共通の吸気通路から分岐しており、吸気通路に
はスロツトル弁５２が設けられる。第２吸気弁の
バルブタイミングを変更するために可変機構５６
が設けられる。第３図を併わせて参照すれば、可
変機構５６はカム軸３８に回動自在に支持される
回動部材５８と、該回動部材５８に取付けられた
駆動軸６０と、該駆動軸６０を操作して回動部材
５８をカム軸３８のまわりに回動させる操作部材
６２と、この操作部材６２と第３図において左右
に作動させるモータ６４を備えている。回動部材
５８にはタペツト６６を摺動自在に収容する嵌装
孔５８ａが設けられている。タペツト６６はカム
４２と吸気弁２４のバルブステム２４ａとの間に
介在し、通常はスプリング６８により上方に押し
上げられており、カム４２が回転すると、タペツ
トはカム面に接触しつつ押し下げられ、カム４２
からの作用力がバルブステム２４ａに伝達され、
これによつて吸気弁２４が開閉する。 The first intake passage 14 and the second intake passage 18 are branched from an intake passage common to each cylinder, and a throttle valve 52 is provided in the intake passage. Variable mechanism 56 for changing the valve timing of the second intake valve
will be provided. Referring also to FIG. 3, the variable mechanism 56 includes a rotating member 58 rotatably supported by the camshaft 38, a drive shaft 60 attached to the rotating member 58, and a drive shaft 60 attached to the rotating member 58. The operating member 62 rotates the rotating member 58 around the camshaft 38 by operating the camshaft 38, and a motor 64 that operates the operating member 62 and left and right in FIG. 3. The rotating member 58 is provided with a fitting hole 58a in which the tappet 66 is slidably accommodated. The tappet 66 is interposed between the cam 42 and the valve stem 24a of the intake valve 24, and is normally pushed upward by a spring 68. When the cam 42 rotates, the tappet is pushed down while contacting the cam surface, and the cam 42
The acting force from is transmitted to the valve stem 24a,
This opens and closes the intake valve 24.
モータ６４が作動すると、操作部材６２が左右
に動き、これによつて、駆動軸６０が回動部材５
８をカム軸３８のまわりに回動させる。回動部材
５８が回動するとこれに収容されたタペツト６６
も移動し、タペツト６６とカム４２との相対位置
が変化して、接触タイミングがずれ第２吸気弁２
４の開閉時期が変化する。本例のエンジンでは、
第２排気弁のバルブタイミングを変更する可変機
構５７が設けられており、この可変機構５７は、
回動部材５９、駆動軸６１、操作部材６３、モー
タ６５、タペツト６７、スプリング６９を備えて
おりこれらの作動は可変機構５６と同様であるの
で説明は省略する。 When the motor 64 operates, the operating member 62 moves left and right, thereby causing the drive shaft 60 to move toward the rotating member 5.
8 around the camshaft 38. When the rotating member 58 rotates, the tapepet 66 accommodated therein
moves, the relative position between the tappet 66 and the cam 42 changes, and the contact timing shifts, causing the second intake valve 2
The opening/closing timing of 4 changes. In this example engine,
A variable mechanism 57 that changes the valve timing of the second exhaust valve is provided, and this variable mechanism 57
It includes a rotating member 59, a drive shaft 61, an operating member 63, a motor 65, a tappet 67, and a spring 69, and their operation is the same as that of the variable mechanism 56, so a description thereof will be omitted.
第４図に示されるようにモータ６４を駆動する
ために好ましくはマイクロコンピユータ（以下マ
イコンという）で構成される制御装置７１が設け
られる。制御装置６８にはエンジンの回転数を検
出する回転数センサ７０が出力する回転数信号S1
と、エンジン負荷を検出する負荷センサ７２が出
力する負荷信号S2が入力される。制御装置６８は
モータ６４，６５に対して操作信号を出力する。
モータ６４，６５は可逆モータであり、上記制御
信号に応じて歯車７４，７５を所定量だけ所定方
向に回転させ、操作部材６２，６３を左右に動か
して第２吸気弁２４及び第２排気弁３６のバルブ
タイミングを変更する。操作部材６２の位置すな
わち２次側吸気弁２４及び排気弁３６のバルブタ
イミングはポジシヨンセンサ７６，７７によつて
検出されており、この信号は制御装置７１に入力
される。制御装置７１にマイコンを用いた場合の
の制御内容がフロチヤートの形成で第５図に示さ
れている。マイコン７１では、まず回転数信号S1
から回転数Ｒを演算し、負荷信号S2からエンジン
負荷Ｐを演算する処理が行なわれる。マイコン７
１内のRAMには、回転数Ｒと負荷Ｐと操作部材
６２の目標位置Ｔとの関係を表わすマツプが予め
読み込まれており、上記演算された回転数Ｒ及び
エンジン負荷Ｐから対応する操作部材６２の目標
位置Ｔが読み取られる。次にポジシヨンセンサ７
６からの信号S3により操作部材６２の現在位置Ps
が演算される。そして目標位置Ｔと現在位置Psと
の偏差Ｄが演算される。偏差Ｄがゼロの場合には
モータ６４は駆動せず操作部材６２は作動しな
い。偏差Ｄが正の場合には、モータ６４が駆動
し、その値に対応して操作部材６２を、進める方
向に作動させる。偏差Ｄが負の場合には、モータ
６４がその値に対応して駆動し、操作部材６２は
所定値だけ戻される。第２排気弁用の可変機構５
７は上述と同様の回転数信号S1、及び負荷信号S2
を入力として独自に制御される。 As shown in FIG. 4, a control device 71 preferably composed of a microcomputer (hereinafter referred to as microcomputer) is provided to drive the motor 64. The control device 68 receives a rotation speed signal S 1 output from a rotation speed sensor 70 that detects the engine rotation speed.
Then, a load signal S 2 output from a load sensor 72 that detects the engine load is input. The control device 68 outputs operation signals to the motors 64 and 65.
The motors 64 and 65 are reversible motors, and rotate the gears 74 and 75 by a predetermined amount in a predetermined direction in response to the control signal, and move the operating members 62 and 63 left and right to operate the second intake valve 24 and the second exhaust valve. Change the valve timing of 36. The position of the operating member 62, ie, the valve timings of the secondary intake valve 24 and the exhaust valve 36, are detected by position sensors 76 and 77, and these signals are input to the control device 71. The control contents when a microcomputer is used as the control device 71 are shown in FIG. 5 in the form of a flowchart. In the microcomputer 71, first, the rotation speed signal S 1
Processing is performed to calculate the rotational speed R from the load signal S2 , and to calculate the engine load P from the load signal S2. Microcomputer 7
A map representing the relationship between the rotational speed R, the load P, and the target position T of the operating member 62 is preloaded into the RAM in 1, and the corresponding operating member is determined based on the rotational speed R and engine load P calculated above. 62 target positions T are read. Next, position sensor 7
The current position P s of the operating member 62 is determined by the signal S 3 from 6
is calculated. Then, the deviation D between the target position T and the current position Ps is calculated. When the deviation D is zero, the motor 64 is not driven and the operating member 62 is not operated. When the deviation D is positive, the motor 64 is driven, and the operating member 62 is operated in the advancing direction in accordance with the value. When the deviation D is negative, the motor 64 is driven in accordance with the value, and the operating member 62 is returned by a predetermined value. Variable mechanism 5 for second exhaust valve
7 is the same rotation speed signal S 1 and load signal S 2 as described above.
is independently controlled as an input.
（制御例）
本例の制御の１例を第６図及び第７図を参照し
て説明する。(Control Example) An example of the control of this example will be explained with reference to FIGS. 6 and 7.
エンジンが低回転低負荷領域にある場合には、
第２吸気弁２４バルブタイミングは、第６図線ａ
で示すように標準の状態に設定されている。そし
て、第２吸気弁２４に対向して配置される第２排
気弁３６のバルブタイミングも第６図線ｂで示す
ように標準的な状態に設定されている。 When the engine is in the low rotation and low load area,
The 2nd intake valve 24 valve timing is shown in Figure 6 line a.
It is set to the standard state as shown in . The valve timing of the second exhaust valve 36, which is disposed opposite to the second intake valve 24, is also set to a standard state, as shown by line b in FIG.
また、第１吸気弁２２のバルブタイミングは開
弁時期が第２吸気弁の標準のタイミングと同様に
オーバーラツプが小さくなるように設定されてお
り、閉弁時期は第２吸気弁の低回転高負荷時にお
けるタイミングと同様に比較的早めに設定されて
おり、第１吸気弁に対向配置される第１排気弁３
４は、第７図線ｄで示すように、第６図線ｂで示
す第２排気弁３６の標準のタイミングに固定され
ている。このような状態では、オーバーラツプ期
間は、比較的短かくなつており、従つて、残留既
燃ガス量が減少して燃焼が安定することにより、
安定したエンジン回転を得ることができる。さら
に、低回転高負荷領域で第６図線ｅで示すよう
に、第２吸気弁２４のバルブタイミングを上述の
ように早めるように制御することにより吸気工程
終期の吹き返しを防止することができ高出力を確
保することができる。エンジンの高回転高負荷領
域では、第２吸気弁２４のバルブタイミングは第
６図線ｆで示すように遅れ側にずらされる。これ
によつて、強い吸気慣性により、吸気弁全体の開
弁期間が長くなるとともに吸気工程終期の押し込
み効果のため充填効率が向上し高出力を得ること
ができる。この場合、第２排気弁３６のバルブタ
イミングを第６図の線ｇで示すように進み側にず
らすと排気効率を併わせて向上させることができ
るので、さらに高出力を得ることができる。 In addition, the valve timing of the first intake valve 22 is set so that the valve opening timing is similar to the standard timing of the second intake valve and has a small overlap, and the valve closing timing is set such that the valve closing timing is set at low rotation and high load of the second intake valve. The timing of the first exhaust valve 3 is set relatively early in the same way as the timing of the
4 is fixed at the standard timing of the second exhaust valve 36 as shown by line b in Fig. 6, as shown by line d in Fig. 7. In such a state, the overlap period is relatively short, and the amount of residual burnt gas decreases and combustion becomes stable.
Stable engine rotation can be obtained. Furthermore, by controlling the valve timing of the second intake valve 24 to advance as described above, blowback at the end of the intake stroke can be prevented, as shown by line e in Figure 6 in the low rotation and high load region. Output can be secured. In a high-speed, high-load region of the engine, the valve timing of the second intake valve 24 is shifted to the delayed side as shown by line f in FIG. As a result, the strong intake inertia lengthens the opening period of the entire intake valve, and the pushing effect at the end of the intake stroke improves the filling efficiency, making it possible to obtain high output. In this case, if the valve timing of the second exhaust valve 36 is shifted to the advance side as shown by the line g in FIG. 6, the exhaust efficiency can also be improved, so that even higher output can be obtained.
以上は、１つの気筒に２個の吸気弁および２個
の排気弁を設けた例であるが、本発明は１個の吸
気弁および１個の排気弁を有するエンジンに適用
しても十分に効果がある。すなわち、吸気弁の閉
じるタイミングを遅くすると、低回転運転域、特
に低回転高負荷運転域で吸気の吹き返しが生じ出
力低下を生じるので、吸気弁の閉じるタイミング
は通常はあまり遅くできないが、高速高負荷運転
域では吸気弁を遅く閉じることにより、吸気流の
慣性で吸気行程終期に吸気の押し込み効果が生じ
て充填効率が高まる。 Although the above is an example in which one cylinder is provided with two intake valves and two exhaust valves, the present invention can also be applied to an engine having one intake valve and one exhaust valve. effective. In other words, if the timing at which the intake valve closes is delayed, the intake air will blow back in the low-speed operating range, especially in the low-speed, high-load operating range, resulting in a decrease in output. By closing the intake valve late in the load operating range, the inertia of the intake flow creates a pushing effect on the intake air at the end of the intake stroke, increasing charging efficiency.
なお、上述の例では、吸、排気弁にそれぞれ可
変機構が設けられているが、本発明の効果を得る
ためには、少なくとも１つの吸気弁に対して可変
機構を設ければ良い。 In the above example, each of the intake and exhaust valves is provided with a variable mechanism, but in order to obtain the effects of the present invention, it is sufficient to provide a variable mechanism for at least one intake valve.
第１図は本発明のクレーム対応図、第２図は本
発明の１実施例に係るエンジンの一部平断面図、
第３図は、第２図のエンジンの縦断面図、第４図
は、可変機構を作動させるシステムの説明図、第
５図は、本発明のバルブタイミング制御の１例を
示すフローチヤート、第６図は、第２吸気弁、第
２排気弁のバルブタイミングを示す説明図、第７
図は第１吸気弁、第１排気弁のバルブタイミング
を示す説明図である。
符号の説明、１０……エンジン、１２……シリ
ンダ、２２……第１吸気弁、２４……第２吸気
弁、３４……第１排気弁、３６……第２排気弁、
３８，４４……カム軸、４０，４２，４６，４８
……カム、５０……タイミングベルト、５８，５
９……回動部材、６４，６５……モータ、６６，
６７……タペツト。
FIG. 1 is a diagram corresponding to the claims of the present invention, FIG. 2 is a partial plan cross-sectional view of an engine according to an embodiment of the present invention,
3 is a longitudinal sectional view of the engine shown in FIG. 2, FIG. 4 is an explanatory diagram of a system for operating the variable mechanism, and FIG. 5 is a flowchart showing an example of valve timing control of the present invention. Figure 6 is an explanatory diagram showing the valve timing of the second intake valve and the second exhaust valve;
The figure is an explanatory diagram showing the valve timing of the first intake valve and the first exhaust valve. Explanation of symbols, 10... Engine, 12... Cylinder, 22... First intake valve, 24... Second intake valve, 34... First exhaust valve, 36... Second exhaust valve,
38, 44...Camshaft, 40, 42, 46, 48
...Cam, 50...Timing belt, 58,5
9... Rotating member, 64, 65... Motor, 66,
67... Tappet.
Claims (1)
と、エンジン負荷を検出する負荷検出手段と、１
つの気筒に設けられた吸気ポートと排気ポートを
所定のタイミングで開閉する吸気弁と排気弁を備
えたエンジンにおいて、吸気弁開弁期間はエンジ
ン回転数及び負荷に関わらず一定期間に保持する
一方、前記吸気弁の閉弁時期をエンジンの低回転
低負荷領域で吸気行程下死点後に設定し、低回転
高負荷時にはこれより進み側に設定し、高回転高
負荷時には遅れ側に設定するバルブタイミング変
更手段とを備えたことを特徴するエンジンのバル
ブタイミング制御装置。1 rotation speed detection means for detecting the engine rotation speed; load detection means for detecting the engine load; 1
In an engine equipped with an intake valve and an exhaust valve that open and close the intake port and exhaust port provided in one cylinder at a predetermined timing, the intake valve opening period is maintained at a constant period regardless of engine speed and load; Valve timing in which the closing timing of the intake valve is set after the bottom dead center of the intake stroke in a low-speed, low-load region of the engine, and is set to the advance side at low speed and high load, and set to the delayed side at high speed and high load. 1. A valve timing control device for an engine, comprising: changing means.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58136255A JPS6027710A (en) | 1983-07-25 | 1983-07-25 | Controller of valve timing of engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58136255A JPS6027710A (en) | 1983-07-25 | 1983-07-25 | Controller of valve timing of engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6027710A JPS6027710A (en) | 1985-02-12 |
| JPH0438897B2 true JPH0438897B2 (en) | 1992-06-25 |
Family
ID=15170905
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58136255A Granted JPS6027710A (en) | 1983-07-25 | 1983-07-25 | Controller of valve timing of engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6027710A (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2586164B2 (en) * | 1990-02-03 | 1997-02-26 | トヨタ自動車株式会社 | Exhaust system of internal combustion engine |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6026185Y2 (en) * | 1980-06-06 | 1985-08-07 | トヨタ自動車株式会社 | Internal combustion engine intake system |
| JPS59123625U (en) * | 1983-02-10 | 1984-08-20 | トヨタ自動車株式会社 | 2-intake valve internal combustion engine |
-
1983
- 1983-07-25 JP JP58136255A patent/JPS6027710A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6027710A (en) | 1985-02-12 |
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