JPH0475366B2 - - Google Patents

Info

Publication number
JPH0475366B2
JPH0475366B2 JP4957183A JP4957183A JPH0475366B2 JP H0475366 B2 JPH0475366 B2 JP H0475366B2 JP 4957183 A JP4957183 A JP 4957183A JP 4957183 A JP4957183 A JP 4957183A JP H0475366 B2 JPH0475366 B2 JP H0475366B2
Authority
JP
Japan
Prior art keywords
valve
engine
load
intake
tappet
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
Application number
JP4957183A
Other languages
Japanese (ja)
Other versions
JPS59188015A (en
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed filed Critical
Priority to JP4957183A priority Critical patent/JPS59188015A/en
Publication of JPS59188015A publication Critical patent/JPS59188015A/en
Publication of JPH0475366B2 publication Critical patent/JPH0475366B2/ja
Granted legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • 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
    • F01L1/344—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 changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear

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)

Description

【発明の詳細な説明】 （産業上の利用分野） 本発明は、タペツトを嵌装した回転体をカムシ
ヤフトのまわりに揺動させることによつて、バル
ブタイミングを制御するエンジンのバルブタイミ
ング制御装置に関する。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an engine valve timing control device that controls valve timing by swinging a rotating body fitted with a tappet around a camshaft. .

（従来技術の問題点） 一般に、エンジンの吸、排気弁の開放タイミン
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のた
めには、吸気弁の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
気弁の開弁時間を長くすることは、高負荷低回転
運転時に吸気の吹き返しの問題を生ずる。したが
つて、吸気弁の開弁時間はエンジン負荷だけでな
くエンジン回転数に対応して考慮する必要があ
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。しかし、オーバーラツプ期間を短かくするこ
とは、吸気弁の開弁時間を短かくすることにな
り、高負荷運転時の充填量不足を招来するもので
あり、また高速高負運転時には吸気流の慣性が大
きくなり充填効率が高まるので、オーバーラツプ
期間を大きくしても特に悪影響は生じず、むしろ
高出力を得る目的で充填量を増加させるためには
オーバーラツプ期間は大きい方が良い。(Problems with the Prior Art) Generally, it is preferable to change the opening timing of the intake and exhaust valves of the engine depending on the operating state of the engine. For example, for high-load engine operation, it is necessary to increase the filling efficiency by increasing the intake valve opening time in order to obtain high output, but it is necessary to increase the intake valve opening time. , which causes problems with intake air blowback during high-load, low-speed operation. Therefore, it is necessary to consider the opening time of the intake valve in accordance with not only the engine load but also the engine speed. 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. However, shortening the overlap period shortens the opening time of the intake valve, which leads to insufficient filling during high-load operation, and also reduces the inertia of the intake flow during high-speed, high-negative operation. Since this increases the filling efficiency, increasing the overlap period does not have any particular negative effect; rather, in order to increase the filling amount for the purpose of obtaining high output, the longer the overlap period is, the better.

（従来の解決手段） 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52−35819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。しかし、この
種従来の開弁時期制御装置は、いずれも構造が複
雑であり、前者すなわち特公昭52−35819号に開
示された構造では、エンジン回転数に応じてしか
開弁時期の制御を行ない得ない、という制約があ
り、また後者の構造では、カム軸を軸方向に動か
すものであるから作動の応答性および信頼性に欠
ける、という問題がある。(Conventional Solution) It is conventionally known to variably control the valve opening timing of an engine depending on the engine operating state. For example, in Japanese Patent Publication No. 52-35819, a planetary gear mechanism controlled by a centrifugal governor is interposed between the engine output shaft and the camshaft, and the engine output shaft and the camshaft are adjusted according to the engine speed. A structure is disclosed in which a phase change is caused between the two. 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. However, all of these conventional valve opening timing control devices have complicated structures, and the former structure disclosed in Japanese Patent Publication No. 52-35819 controls the valve opening timing only in accordance with the engine speed. In addition, the latter structure has the problem of lacking operational responsiveness and reliability because it moves the camshaft in the axial direction.

（本出願人による未公開の先願） このような事情に鑑み、本出願人は先に特願昭
57−175578（特開昭59−65509号公報参照）によ
り、エンジンの動力系において、バルブタイミン
グを可変制御するバルブタイミング制御装置とし
てタペツトを摺動自在に収容した嵌装孔を備えた
回動部材をカムシヤフトまわりに回動自在なよう
に支持し、運転状態の変化に応じて回動部材をカ
ムシヤフトのまわりに回動させたとき、カムがタ
ペツトに力を与え始める点の位相が変化するよう
にして、バルブタイミングを変更することを提案
した。(Unpublished prior application by the applicant) In view of these circumstances, the applicant has previously filed a patent application
No. 57-175578 (see Japanese Unexamined Patent Publication No. 59-65509) discloses a rotating member equipped with a fitting hole in which a tappet is slidably accommodated as a valve timing control device for variable control of valve timing in an engine power system. is supported so that it can rotate freely around the camshaft, and when the rotating member is rotated around the camshaft in response to changes in operating conditions, the phase of the point at which the cam begins to apply force to the tappet changes. Therefore, we proposed changing the valve timing.

この装置は構造的に簡単であり、確実な作動が
期待できるものではあるが、カムに対してタペツ
トを円周方向にずらすことによつて、バルブタイ
ミングを変化させるものであるため、タペツトの
摺動方向と、バルブステムの運動方向とが一致し
なくなる場合が必然的に生じ、この場合、バルブ
ステムの頂部がタペツトの押圧面上をすべりつ
つ、バルブは上下動する。すべりが低速回転域で
大きい場合には、すべりによるバルブ騒音が問題
となり、高速回転領域で大きい場合には、バルブ
ステムの摩耗の問題が発生する。 Although this device has a simple structure and can be expected to operate reliably, it changes the valve timing by shifting the tappet in the circumferential direction with respect to the cam, so it is difficult to prevent tappet sliding. Inevitably, there will be cases where the direction of movement and the direction of movement of the valve stem do not match, and in this case, the valve moves up and down while the top of the valve stem slides on the pressing surface of the tappet. If the slippage is large in the low-speed rotation range, valve noise due to the slippage becomes a problem, and if it is large in the high-speed rotation range, the problem of valve stem wear occurs.

（本発明の目的） 従つて、本発明の目的は、上記すべりによるバ
ルブ騒音を実質的に解消し、しかもバルブステム
の摩耗の少いエンジンのバルブタイミング制御装
置を提供することを目的とする。(Object of the present invention) Therefore, an object of the present invention is to provide an engine valve timing control device that substantially eliminates the valve noise caused by the above-mentioned slippage and that causes less wear on the valve stem.

（本発明の構成） 本発明の構成は、カムシヤフトのカム面から力
を受ける受圧部と上記カム面からの力をバルブス
テムへ伝達する押圧部とを有するタペツトと、該
タペツトを摺動自在に嵌装する孔を有しカムシヤ
フトのまわりに回動自在に支持された回動部材
と、この回動部材をエンジンの運転状態に応じて
会同させる操作装置とからなるエンジンのバルブ
タイミング制御装置であつて、前記操作装置はエ
ンジンの中速回転時にタペツトの摺動方向とバル
ブの運動方向とが一致する基準位置に前記回動部
材を保持し、低速及び高速回転時に前記回動部材
を前記基準位置から回動させる回動手段を有し、
前記回動手段は前記回動部材を回動して低速回転
時及び高速回転時には前記中速回転時の基準位置
におけるバルブタイミングとは異なるバルブタイ
ミングを与えるように構成されたことを特徴とす
る。(Structure of the present invention) The structure of the present invention includes a tappet having a pressure receiving part that receives force from the cam surface of the camshaft and a pressing part that transmits the force from the cam surface to the valve stem, and a tappet that is slidable. An engine valve timing control device comprising a rotating member having a fitting hole and rotatably supported around a camshaft, and an operating device for aligning the rotating member in accordance with the operating state of the engine. The operating device holds the rotary member at a reference position where the sliding direction of the tappet and the movement direction of the valve match when the engine rotates at medium speed, and maintains the rotary member at the reference position when the engine rotates at low and high speeds. It has a rotating means for rotating from the
The rotating means is characterized in that it is configured to rotate the rotating member to provide valve timing different from the valve timing at the reference position during the medium speed rotation during low speed rotation and high speed rotation.

（本発明の作用及び効果） エンジンの低速回転領域で、タペツトとバルブ
ステムの間に大きなすべりが生じると、この領域
では他のエンジン騒音が比較的小さいので上記す
べりによるバルブ騒音の問題が発生する。また、
バルブの作動速度と大きい高速回転領域で大きな
すべりが生じるとバルブステムの摩耗が激しいと
いう問題が発生する。この傾向は、すべり量が大
きい程顕著である。本発明によれば、エンジンの
中速回転領域すなわち、常用運転領域において、
タペツトの摺動方向と、バルブの運動方向が一致
する基準位置にくるように、回動部材とバルブの
位置関係を設定している。従つて、低速回転領域
及び、高速回転領域においては、すべりが生じる
が、基準位置が両者の中間位置に設定してあるの
で、運転状態が低速又は高速回転領域のいずれで
ある場合にもすべり量をむやみに大きくすること
なく、エンジンの低速から高速にかけて広い範囲
にわたつてタイミングを変えることができるため
装置を長期にわたつて支障なく使用することがで
きる。(Operations and Effects of the Present Invention) If large slippage occurs between the tappet and valve stem in the low-speed rotation region of the engine, since other engine noises are relatively small in this region, the problem of valve noise due to the slippage occurs. . Also,
If large slippage occurs at high operating speeds of the valve, a problem arises in that the valve stem is severely worn. This tendency is more pronounced as the amount of slip increases. According to the present invention, in the engine medium speed rotation region, that is, the regular operation region,
The positional relationship between the rotating member and the valve is set so that the sliding direction of the tappet and the moving direction of the valve are at a reference position. Therefore, slippage occurs in the low-speed rotation region and the high-speed rotation region, but since the reference position is set at an intermediate position between the two, the amount of slippage will be reduced even if the operating state is in the low-speed or high-speed rotation region. Since the timing can be changed over a wide range from low to high engine speeds without unnecessarily increasing the engine speed, the device can be used for a long period of time without problems.

（実施例の説明） 以下、図面を参照して本発明の実施例を詳細に
説明する。(Description of Embodiments) Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

（第１実施例の説明） 第１図および第２図は、１つの気筒に対して低
負荷用および高負荷用の各１対の吸気ポート、排
気ポートが設けられたデユアルインダクシヨン方
式の４気筒エンジンに本発明を適用した実施例を
示す。エンジン本体１には、その中心線ｌに沿つ
て直列状に第１〜第４気筒２ａ〜２ｄが形成され
ており、各気筒２ａ〜２ｄには各々、低負荷用お
よび高負荷用の１対の吸気ポート３ａ，３ｂと、
第１および第２の１対の排気ポート４ａ，４ｂと
がそれぞれ気筒列方向と略平行な方向に並列して
開口するように設けられている。第１気筒２ａと
第２気筒２ｂの各高負荷吸気ポート３ｂ，３ｂ同
士、および各第２排気ポート４ｂ，４ｂ同士はそ
れぞれ互いに背中合せ状態に隣接するように配置
され、同様に第３気筒２ｃと第４気筒２ｄの各高
負荷用吸気ポート３ｂ，３ｂ同士、および各第２
排気ポート４ｂ，４ｂ同士も互いに隣接するよう
に配置されている。(Description of the first embodiment) Figures 1 and 2 show a dual induction system in which each cylinder is provided with one pair of intake ports and one pair of exhaust ports for low load and high load. An embodiment in which the present invention is applied to a cylinder engine will be shown. In the engine body 1, first to fourth cylinders 2a to 2d are formed in series along the center line l, and each cylinder 2a to 2d has one pair for low load and one for high load. intake ports 3a, 3b,
A pair of first and second exhaust ports 4a, 4b are provided so as to open in parallel in a direction substantially parallel to the cylinder row direction. The high-load intake ports 3b, 3b of the first cylinder 2a and the second cylinder 2b, and the second exhaust ports 4b, 4b of the first cylinder 2a and the second cylinder 2b are arranged back-to-back and adjacent to each other. Each high-load intake port 3b of the fourth cylinder 2d, each 3b, and each second
The exhaust ports 4b, 4b are also arranged adjacent to each other.

各気筒２ａ〜２ｄの低負荷用および高負荷用吸
気ポート３ａ，３ｂの気筒への開口部には該各吸
気ポート３ａ，３ｂをそれぞれ所定のタイミング
で開閉する低負荷用および高負荷用の吸気弁５
ａ，５ｂが配設されており、一方各気筒２ａ〜２
ｄの第１および第２排気ポート４ａ，４ｂの気筒
への開口部には該各排気ポート４ａ，４ｂをそれ
ぞれ所定のタイミングで開閉する第１および第２
の排気弁６ａ，６ｂが配設されている。また、各
気筒２ａ〜２ｄの高負荷用吸気ポート３ｂに接続
される吸気マニホールドの高負荷用吸気通路７ｂ
には、エンジンの高負荷運転時に開かれる開閉弁
７が配設されており、エンジンの低負荷運転時に
は低負荷用吸気通路７ａに連通する低負荷用吸気
ポート３ａのみから各気筒２ａ〜２ｄに吸気を供
給する一方、エンジンの高負荷運転時には低負荷
用および高負荷用吸気ポート３ａ，３ｂの両方か
ら吸気を供給するようにしている。一方、各気筒
２ａ〜２ｄの第１、第２排気ポート４ａ，４ｂは
それぞれ、第１、第２排気通路７ｃ，７ｄに連通
されている。 The low-load and high-load intake ports 3a and 3b of each cylinder 2a to 2d are connected to the openings of the low-load and high-load intake ports 3a and 3b to open and close the intake ports 3a and 3b at predetermined timings, respectively. Valve 5
a, 5b are arranged, while each cylinder 2a to 2
The openings of the first and second exhaust ports 4a and 4b of d to the cylinders have first and second exhaust ports that open and close the exhaust ports 4a and 4b at predetermined timings, respectively.
Exhaust valves 6a and 6b are provided. In addition, the high-load intake passage 7b of the intake manifold is connected to the high-load intake port 3b of each cylinder 2a to 2d.
is provided with an on-off valve 7 that is opened during high-load operation of the engine, and when the engine is operated at low load, the air is connected to each cylinder 2a to 2d from only the low-load intake port 3a communicating with the low-load intake passage 7a. While supplying intake air, during high-load operation of the engine, intake air is supplied from both the low-load and high-load intake ports 3a and 3b. On the other hand, the first and second exhaust ports 4a and 4b of each cylinder 2a to 2d are communicated with first and second exhaust passages 7c and 7d, respectively.

エンジン本体１上部には、各気筒２ａ〜２ｄに
おける低負荷用および高負荷用吸気弁５ａ，５ｂ
を開閉制御する吸気側動弁機構８ａと、第１およ
び第２排気弁６ａ，６ｂを開閉制御する排気側動
弁機構８ｂとが設けられている。 At the top of the engine body 1, low-load and high-load intake valves 5a and 5b for each cylinder 2a to 2d are provided.
An intake side valve operating mechanism 8a that controls the opening and closing of the first and second exhaust valves 6a and 6b is provided, and an exhaust side valve operating mechanism 8b that controls the opening and closing of the first and second exhaust valves 6a and 6b.

吸気側動弁機構８ａは、エンジン本体１の吸気
側にエンジン本体中心線ｌと平行に配されタイミ
ングベルト１１０を介してエンジンのクランクシ
ヤフト（図示せず）によつて回転駆動される吸気
側カムシヤフト９を有し、該吸気側カムシヤフト
９には各気筒２ａ〜２ｄの低負荷用および高負荷
用吸気弁５ａ，５ｂに対応するカム面９ａ，９ｂ
が同形状に形成され、この吸気側カムシヤフト９
の回転により低負荷用吸気弁５ａと高負荷用吸気
弁５ｂが開閉されるようになつている。一方排気
側動弁機構８ｂは、エンジン本体１の排気側にエ
ンジン本体中心線ｌと平行に配され同じくタイミ
ングベルト１１０により回動駆動される排気側カ
ムシヤフト１０を有し、該排気側カムシヤフト１
０には各気筒２ａ〜２ｄの第１、第２排気弁６
ａ，６ｂに対応するカム面１０ａ，１０ｂが同形
状に形成され、この排気側カムシヤフト１０の回
転により第１排気弁６ａと第２排気弁６ｂが開閉
されるようになつている。 The intake side valve mechanism 8a is an intake side camshaft that is disposed on the intake side of the engine body 1 in parallel with the engine body center line l and is rotationally driven by the engine crankshaft (not shown) via the timing belt 110. 9, and the intake side camshaft 9 has cam surfaces 9a, 9b corresponding to the low-load and high-load intake valves 5a, 5b of each cylinder 2a to 2d.
are formed in the same shape, and this intake side camshaft 9
The rotation of the engine opens and closes the low-load intake valve 5a and the high-load intake valve 5b. On the other hand, the exhaust side valve mechanism 8b has an exhaust side camshaft 10 arranged parallel to the engine body center line l on the exhaust side of the engine body 1 and rotationally driven by a timing belt 110.
0 includes the first and second exhaust valves 6 of each cylinder 2a to 2d.
Cam surfaces 10a and 10b corresponding to a and 6b are formed in the same shape, and rotation of the exhaust side camshaft 10 opens and closes the first exhaust valve 6a and the second exhaust valve 6b.

上記吸気側動弁機構８ａには、第１気筒２ａと
第２気筒２ｂの互いに隣接する両高負荷用吸気弁
５ｂ，５ｂ、および第３気筒２ｃと第４気筒２ｄ
の互いに隣接する両高負荷用吸気弁５ｂ，５ｂの
バルブタイミングをそれぞれ可変制御する、本発
明に係る２つの第１可変機構１１，１１が設けら
れており、また排気側動弁機構８ｂにも、互いに
隣接する第１、第２気筒２ａ，２ｂの第２排気弁
６ｂ，６ｂと、第３、第４気筒２ｃ，２ｄの第２
排気弁６ｂ，６ｂのバルブタイミングをそれぞれ
可変制御する、本発明に係る２つの第２可変機構
１２，１２が設けられている。 The intake valve mechanism 8a includes two adjacent high-load intake valves 5b, 5b of the first cylinder 2a and the second cylinder 2b, and the third cylinder 2c and the fourth cylinder 2d.
Two first variable mechanisms 11, 11 according to the present invention are provided to variably control the valve timing of both high-load intake valves 5b, 5b adjacent to each other, and the exhaust side valve operating mechanism 8b is also provided with two first variable mechanisms 11, 11 according to the present invention. , second exhaust valves 6b and 6b of the first and second cylinders 2a and 2b adjacent to each other, and second exhaust valves of the third and fourth cylinders 2c and 2d.
Two second variable mechanisms 12, 12 according to the present invention are provided to variably control the valve timing of the exhaust valves 6b, 6b, respectively.

これら第１および第２可変機構１１，１２は、
第３図に拡大図示するように同じ構成によつてな
る。 These first and second variable mechanisms 11 and 12 are
As shown in an enlarged view in FIG. 3, they have the same structure.

すなわち、第１可変機構１１は、カム９ｂとバ
ルブステムとの間に介在するタペツト１３と、該
タペツトが摺動自在に嵌装保持される嵌装孔１４
ａを有するとともに、上記エンジン本体１の円弧
状面１ａに対応して円弧状に形成された下面１４
ｂを有し、上記吸気側カムシヤフト９に対して回
動自在に支承されて該吸気側カムシヤフト９のま
わりを回動しうる回動部材１４と、該回動部材１
４をエンジンの運転状態に応じて上記吸気側カム
シヤフト９の回転軸まわりに回動させる操作装置
１５とを備えてなる（第２可変機構１２は第１可
変機構１１の構成要素に「′」（ダツシユ）を付し
て表わす）。 That is, the first variable mechanism 11 includes a tappet 13 interposed between the cam 9b and the valve stem, and a fitting hole 14 into which the tappet is slidably fitted and held.
a, and a lower surface 14 formed in an arcuate shape corresponding to the arcuate surface 1a of the engine main body 1.
b, a rotating member 14 rotatably supported on the intake camshaft 9 and capable of rotating around the intake camshaft 9, and the rotating member 1
4 around the rotation axis of the intake camshaft 9 according to the operating state of the engine. ).

回動部材１４は、吸気側カムシヤフト９に支承
される部分において上下に分割されており、ボル
ト１６，１６で一体に結合されている。操作装置
１５は、エンジン本体中心線ｌに平行に配され２
つの第１可変機構１１，１１の各回動部材１４，
１４の上端部を連結する揺動軸１７と、この揺動
軸１７に対して直角に配され該揺動軸１７の中央
部に係合するとともに第２図中左右方向に往復動
自在に形成された往復動軸１８、該往復動軸１８
を上記方向に往復動させ、揺動軸１７を介して回
動部材１４を前記のように回動させる駆動装置１
９とを備えてなる。この駆動装置１９には、エン
ジンの回転数を検出する回転数センサ２０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２１が出力する負荷信号S2が入力され
る。 The rotating member 14 is divided into upper and lower parts at a portion supported by the intake side camshaft 9, and is integrally connected with bolts 16,16. The operating device 15 is arranged parallel to the center line l of the engine body 2.
each rotating member 14 of the two first variable mechanisms 11, 11,
14, and a swing shaft 17 that connects the upper end of the swing shaft 14, and a swing shaft 17 that is disposed at right angles to the swing shaft 17, engages with the center of the swing shaft 17, and is formed to be able to reciprocate in the left-right direction in FIG. reciprocating shaft 18, said reciprocating shaft 18
A drive device 1 that reciprocates in the above direction and rotates the rotating member 14 as described above via the swing shaft 17.
9. A rotation speed signal S 1 output from a rotation speed sensor 20 that detects the engine rotation speed and a load signal S 2 output from a load sensor 21 that detects the engine load are input to the drive device 19 .

第４図に示されるように、駆動装置１９は、入
力信号S1，S2を処理して所定の命令信号を出力す
る制御回路５０と、該制御回路５０からの信号に
より駆動され、第１可変機構１１をギヤ５１を介
して作動させるモータ５２を備えている。回転数
センサ２０からの回転数信号S1は、制御回路５０
の比較器５４の正側端子に入力される。比較器５
４の負側は、電源端子５６に接続されており、該
負側には電源電圧Ｖを抵抗R1及びR2によつて分
割して得られる基準電圧E1が入力される。比較
器５４は、回転数信号S1と基準電圧E1とを比較
し、信号S1の方が大きい場合には、ハイレベルの
信号を出力する。比較器５４からの信号はAND
回路５８に入力される。また、制御回路５０は、
比較器６０を備えており、その正側には負荷セン
サ２１からの負荷信号S2が入力される。比較器６
０の負側は、電源端子６２に接続されており、該
負側には電源電圧を抵抗R3，R4によつて分割し
て得られる基準電圧E2が入力される。比較器６
０は負荷信号S2と基準電圧E2とを比較して負荷
信号の方が大きいときにはハイレベルの信号を出
力する。比較器６０からの信号はAND回路５８
に入力される。AND回路５８は、比較器５４及
び６０からの信号がいずれもハイレベルのとき、
ハイレベルの信号を出力する。AND回路５８か
らの信号はNPN型トランジスタ６２のベースに
入力される。トランジスタ６２のコレクタは電源
端子６４に接続されており、エミツタはモータ５
２に接続されている。トランジスタ６２はAND
回路５８からの出力がハイレベルのとき導通し、
モータ５２が駆動して操作装置１５の往復動軸１
８が作動する。これによつて回動部材１４がカム
シヤフト９のまわりに回動してバルブ開閉タイミ
ングが変更される。回動部材１４が回動するのは
AND回路５８がハイレベルの信号を出力する場
合であり、これは、回転数が所定以上で負荷が所
定以上の高負荷高回転領域である。すなわち、運
転状態が第５図の斜線部の領域にある場合であ
る。なおこの場合の制御はON−OFF制御であ
る。また、AND回路５８の出力がローレベルに
変つたときには回動部材１４は適当な戻り機構に
より、回動位置から非回動位置まで戻される。こ
のような往復動軸１８の移動により、揺動軸１７
は吸気側カムシヤフト９の回転方向Ｘと同方向
（第２図中時計方向）に回動し、回動部材１４，
１４が吸気側カムシヤフト９を中心に上記Ｘ方向
に回動される。 As shown in FIG. 4, the driving device 19 includes a control circuit 50 that processes input signals S 1 and S 2 and outputs a predetermined command signal, and is driven by a signal from the control circuit 50. A motor 52 that operates the variable mechanism 11 via a gear 51 is provided. The rotation speed signal S 1 from the rotation speed sensor 20 is sent to the control circuit 50
is input to the positive terminal of the comparator 54. Comparator 5
4 is connected to a power supply terminal 56, and a reference voltage E1 obtained by dividing the power supply voltage V by resistors R1 and R2 is input to the negative side. The comparator 54 compares the rotational speed signal S 1 and the reference voltage E 1 and outputs a high level signal if the signal S 1 is larger. The signal from comparator 54 is AND
It is input to circuit 58. Further, the control circuit 50
A comparator 60 is provided, and the load signal S 2 from the load sensor 21 is input to the positive side of the comparator 60 . Comparator 6
The negative side of 0 is connected to the power supply terminal 62, and a reference voltage E2 obtained by dividing the power supply voltage by resistors R3 and R4 is input to the negative side. Comparator 6
0 compares the load signal S 2 and the reference voltage E 2 and outputs a high level signal when the load signal is larger. The signal from the comparator 60 is sent to the AND circuit 58
is input. When both the signals from the comparators 54 and 60 are at high level, the AND circuit 58
Outputs a high level signal. The signal from the AND circuit 58 is input to the base of the NPN transistor 62. The collector of the transistor 62 is connected to the power supply terminal 64, and the emitter is connected to the motor 5.
Connected to 2. Transistor 62 is AND
conducts when the output from the circuit 58 is at a high level;
The motor 52 drives the reciprocating shaft 1 of the operating device 15.
8 is activated. As a result, the rotating member 14 rotates around the camshaft 9, and the valve opening/closing timing is changed. The rotating member 14 rotates
This is a case in which the AND circuit 58 outputs a high-level signal, and this is a high-load, high-rotation region where the rotation speed is above a predetermined value and the load is above a predetermined value. That is, this is a case where the operating state is in the shaded area in FIG. Note that the control in this case is ON-OFF control. Further, when the output of the AND circuit 58 changes to a low level, the rotating member 14 is returned from the rotating position to the non-rotating position by an appropriate return mechanism. Due to such movement of the reciprocating shaft 18, the swinging shaft 17
rotates in the same direction as the rotational direction X of the intake side camshaft 9 (clockwise in FIG. 2), and the rotating members 14,
14 is rotated in the above-mentioned X direction around the intake side camshaft 9.

高負荷用吸気弁５ｂは通常の吸、排気弁と同様
に、バルブガイド３２に摺動自在に支承されバル
ブスプリング３１によつて上方すなわち弁閉方向
に付勢されているが、吸気側カムシヤフト９が上
記Ｘ方向に回転してそのカム面９ｂがタペツト１
３の受圧部１３ａを押圧し、該タペツト１３が嵌
挿孔１４ａ内を押し下げられると、上記バルブス
プリング３１の付勢力に抗して該タペツト１３の
押圧部１３ｂによつて押し下げられ、高負荷用吸
気ポート３ｂを開く（勿論低負荷用吸気弁５ａも
同様にして開かれる）。回動部材１４，１４が上
述のようにＸ方向に回動されると、タペツト１
３，１３も回動部材１４，１４とともに移動し、
吸気側カムシヤフト９の特定角度位置に対するカ
ム面９ｂ，９ｂとタペツト受圧部１３ａ，１３ａ
の接触位置が吸気側カムシヤフト９の回転方向Ｘ
に対して変化して、各高負荷用吸気弁５ｂ，５ｂ
のバルブタイミングがずらされる。以上の動作は
第２可変機構１２により、同時に第２排気バルブ
６ｂに対しても行なわれる。 Like normal intake and exhaust valves, the high-load intake valve 5b is slidably supported by a valve guide 32 and biased upward, that is, in the valve closing direction, by a valve spring 31. rotates in the X direction, and its cam surface 9b touches the tappet 1.
When the tappet 13 is pressed down in the insertion hole 14a by pressing the pressure receiving part 13a of the tappet 13, the tappet 13 is pushed down by the pressing part 13b of the tappet 13 against the biasing force of the valve spring 31. Open the intake port 3b (of course, the low-load intake valve 5a is also opened in the same way). When the rotating members 14, 14 are rotated in the X direction as described above, the tappet 1
3 and 13 also move together with the rotating members 14 and 14,
Cam surfaces 9b, 9b and tappet pressure receiving portions 13a, 13a for specific angular positions of the intake side camshaft 9
The contact position is in the rotation direction of the intake side camshaft 9
, each high-load intake valve 5b, 5b
valve timing is shifted. The above operation is simultaneously performed on the second exhaust valve 6b by the second variable mechanism 12.

タペツト１３の構造について説明すれば、タペ
ツト１３はほぼ円筒形状をしており、第６図に示
すように内部は中空でボツクス状になつている。
該タペツト１３は、カム面９ｂと当接する受圧面
を備えたほぼ円板状の受圧部１３ａと、カムシヤ
フトの回転軸を中心とする円弧状の曲面、あるい
は該円弧を含む球面あるいは、該円弧を含みカム
シヤフト９の方向に他の曲率を有するような３次
元的曲面を備え、バルブステムの頂部に当接して
カムからの力をバルブステムに伝達する押圧部１
３ｂと、嵌装孔１４ａの内面に摺接し、該受圧部
１３ａと押圧部１３ｂを連結する円筒状の連結部
１３ｃとを備えている。受圧部１３ａは下側に環
状の脚部１３ｄを備えており、該脚部１３ｄの外
周面と、連結部１３ｃの内周面とが接触するよう
な状態で、受圧部１３ａは連結部１３ｃに嵌合し
ている。また受圧部１３ａの外径と、連結部１３
ｃの外径とは同じになつており、タペツト１３は
嵌装孔１４ａ内をなめらかに摺動する。 To explain the structure of the tapepet 13, the tapepet 13 has a substantially cylindrical shape, and as shown in FIG. 6, the inside is hollow and box-shaped.
The tappet 13 includes a substantially disk-shaped pressure receiving portion 13a having a pressure receiving surface that comes into contact with the cam surface 9b, and an arc-shaped curved surface centered on the rotation axis of the camshaft, a spherical surface including the arc, or a spherical surface including the arc. a pressing portion 1 that is provided with a three-dimensional curved surface having a different curvature in the direction of the camshaft 9 and that contacts the top of the valve stem and transmits the force from the cam to the valve stem;
3b, and a cylindrical connecting portion 13c that slides on the inner surface of the fitting hole 14a and connects the pressure receiving portion 13a and the pressing portion 13b. The pressure receiving part 13a is provided with an annular leg part 13d on the lower side, and the pressure receiving part 13a is attached to the connecting part 13c in such a state that the outer peripheral surface of the leg part 13d and the inner peripheral surface of the connecting part 13c are in contact with each other. They are mated. In addition, the outer diameter of the pressure receiving part 13a and the connecting part 13
The tappet 13 slides smoothly within the fitting hole 14a.

第７図は、タペツト１３の摺動方向とバルブス
テムの運動方向とが一致している場合を示してお
り、この状態ではバルブステムは押圧部１３ｂの
押圧面との間にすべりを生じない。第６図は第７
図の状態から回動部材１４がカムシヤフト９のま
わりに回動して、タペツトの運動方向と、バルブ
ステムの運動方向とが一致しなくなつた場合であ
る。この状態ではタペツト１３が嵌装孔１４ａ内
を摺動すると、バルブステムは押圧部１３ｂの押
圧面上をすべりつつ上下動して吸気又は排気ポー
トを開閉する。 FIG. 7 shows a case where the sliding direction of the tappet 13 and the moving direction of the valve stem match, and in this state, the valve stem does not slip between the pressing surface of the pressing portion 13b. Figure 6 is the 7th
This is a case where the rotating member 14 rotates around the camshaft 9 from the state shown in the figure, and the direction of movement of the tappet and the direction of movement of the valve stem no longer match. In this state, when the tappet 13 slides within the fitting hole 14a, the valve stem slides on the pressing surface of the pressing portion 13b and moves up and down to open and close the intake or exhaust port.

（第１実施例の作動） 以上の装置において、エンジン回転及び負荷が
所定値以下の運転状態ではAND回路５８の出力
がローレベルであるのでモータ５２は作動せず、
タペツト摺動方向とバルブ運動方向とは第６図の
ようにずれている。従つて、各気筒２ａ〜２ｄに
おける低負荷用、高負荷用吸気弁５ａ，５ｂおよ
び第１、第２排気弁６ａ，６ｂはそれぞれ吸気側
および排気側動弁機構８ａ，８ｂによつて各々所
定のバルブタイミングで開閉制御される。すなわ
ち第９図実線で示すように、第１および第２排気
弁６ａ，６ｂのバルブタイミングは共に、ピスト
ンの下死点付近で開いたのち上死点付近で閉じる
ように制御され、また低負荷用および高負荷用吸
気弁５ａ，５ｂのバルブタイミングは共に排気弁
６，６ｂとのオーバーラツプ期間を短くしてピス
トン上死点付近で開いたのち下死点付近で閉じる
ように制御される。また、各気筒２ａ〜２ｄにお
ける高負荷用吸気通路７ｂは開閉弁７の閉作動に
よつて閉塞されており、低負荷用吸気ポート３ａ
のみから吸気がなされる。(Operation of the first embodiment) In the above device, in the operating state where the engine rotation and load are below a predetermined value, the output of the AND circuit 58 is at a low level, so the motor 52 does not operate.
The tapepet sliding direction and the valve movement direction are offset as shown in FIG. Therefore, the low-load and high-load intake valves 5a and 5b and the first and second exhaust valves 6a and 6b in each cylinder 2a to 2d are controlled to predetermined positions by the intake and exhaust side valve mechanisms 8a and 8b, respectively. The opening and closing are controlled by the valve timing. That is, as shown by the solid line in FIG. 9, the valve timings of the first and second exhaust valves 6a and 6b are both controlled so that they open near the bottom dead center of the piston and then close near the top dead center. The valve timings of the intake valves 5a and 5b for both heavy and heavy loads are controlled to shorten the overlap period with the exhaust valves 6 and 6b so that they open near the top dead center of the piston and then close near the bottom dead center of the piston. In addition, the high-load intake passage 7b in each cylinder 2a to 2d is closed by the closing operation of the on-off valve 7, and the low-load intake port 3a
Inhalation is made from the chisel.

一方エンジンの高負荷低回転運転時には、高負
荷用吸気通路７ｂの開閉弁７が開かれ、低負荷用
吸気ポート３ａに加えて高負荷用吸気ポート３ｂ
からも吸気が行なわれるが、依然としてAND回
路５８の出力はローレベルでモータ５２は作動せ
ず第１および第２可変機構１１，１２は共に非作
動の状態に設定されており、吸、排気弁５ａ，５
ｂと６ａ，６ｂのオーバーラツプ期間が短く、吸
気の吹き返しが防止され、充填効率が高められ
る。エンジンの回転数及び負荷が所定値を越える
ようなエンジンの高負荷高回転運転時には、
AND回路５８の出力がハイレベルになり、第１
及び第２可変機構１１，１２が共に作動され第２
可変機構１２の回動部材が第６図で示される位置
から基準位置である第７図で示される状態を経て
第８図で示す位置に回動し、第９図の仮想線で示
すように、各気筒２ａ〜２ｄにおける１対の排気
弁６ａ，６ｂのうち第２排気弁６ｂのバルブタイ
ミングが遅れ側に変化し、また１対の吸気弁５
ａ，５ｂのうち高負荷用吸気弁５ｂのバルブタイ
ミングも同様に第１可変機構１１によつて遅れ側
に変化するように制御される。また各気筒２ａ〜
２ｄの高負荷用吸気通路７ｂは開閉弁７の開作動
により開かれており、前述した高負荷低回転運転
時と同様に高負荷用吸気ポート３ｂからも吸気が
なされる。 On the other hand, during high-load, low-speed operation of the engine, the on-off valve 7 of the high-load intake passage 7b is opened, and in addition to the low-load intake port 3a, the high-load intake port 3b is opened.
Intake is also performed, but the output of the AND circuit 58 is still at a low level, the motor 52 is not operating, the first and second variable mechanisms 11 and 12 are both set to a non-operating state, and the intake and exhaust valves are 5a, 5
The overlapping period between b, 6a, and 6b is short, preventing intake air from blowing back, and improving filling efficiency. When the engine is operated at high load and high rotation speed, where the engine speed and load exceed the specified values,
The output of the AND circuit 58 becomes high level, and the first
and the second variable mechanisms 11 and 12 are operated together and the second
The rotating member of the variable mechanism 12 rotates from the position shown in FIG. 6 through the reference position shown in FIG. 7 to the position shown in FIG. 8, and as shown by the imaginary line in FIG. , the valve timing of the second exhaust valve 6b of the pair of exhaust valves 6a, 6b in each cylinder 2a to 2d changes to the delayed side, and the valve timing of the second exhaust valve 6b of the pair of intake valves 5 changes to the delayed side.
Of the intake valves a and 5b, the valve timing of the high-load intake valve 5b is similarly controlled by the first variable mechanism 11 so as to change to the delayed side. Also, each cylinder 2a~
The high-load intake passage 7b 2d is opened by the opening operation of the on-off valve 7, and air is also taken in from the high-load intake port 3b as in the above-described high-load, low-speed operation.

従つて、高負荷高回転時においてはオーバーラ
ツプ期間が長くなり、高充填効率を得ることがで
きる。本例のような、バルブタイミング制御を行
うことにより、低回転運転時には、残留既燃ガス
の量を減少させて充填効率を高め得るとともに、
燃焼の安定性を向上させることができ、高負荷高
回転時においては充填効率が高められることによ
り高出力が得られる。上述の制御では、低速回転
時及び高速回転時においていずれもタペツトとバ
ルブステムとの間にすべりを生じるが、そのすべ
り量はタイミングの変化中に比して小さいので、
バルブ騒音及びバルブステムの摩耗はいずれも実
際上問題とならない。 Therefore, under high load and high rotation, the overlap period becomes longer and high filling efficiency can be obtained. By performing valve timing control as in this example, during low-speed operation, it is possible to reduce the amount of residual burnt gas and increase charging efficiency.
Combustion stability can be improved, and high power can be obtained by increasing charging efficiency during high load and high rotation times. In the above control, slippage occurs between the tappet and the valve stem both during low-speed rotation and high-speed rotation, but the amount of slippage is smaller than during timing changes, so
Neither valve noise nor valve stem wear is a practical problem.

（第２実施例の説明） 上記実施例は、低負荷用と高負荷用の吸気ポー
トを有するデユアルインダクシヨン方式の４バル
ブエンジンに本発明が適用されたものであるが、
本発明はその他のエンジンに対しても勿論適用可
能である。例えば本発明は第１０図に示すよう
に、１つの気筒１０２ａ〜１０２ｄに対して単一
の吸気ポート１０３と単一の排気ポート１０４と
を有する通常の４気筒エンジンに対しても適用で
き、この場合、互いに隣り合う第１気筒１０２ａ
と第２気筒１０２ｂ、および第３気筒１０２ｃと
第４気筒１０２ｄにおいて吸気ポート１０３，１
０３（または排気ポート１０４，１０４）を隣接
配置し、動弁系のカムシヤフト中心Ｓにおいてそ
の吸気弁同士（または排気弁同士）間に跨つて前
述の可変機構１１，１２と同様の可変機構１１１
（１１２）を配設すればよい。このようにして吸
気弁のバルブタイミングを可変とした場合にはバ
ルブタイミングは第１１図に示されるように設定
される。すなわちエンジンの高負荷高回転運転時
には、第１１図仮想線で示すように吸気弁のバル
ブタイミングが遅れ側にずらされる。このように
吸気の慣性作用の大きい遅れ側に開弁期間を設定
することにより吸気の充填効率が向上され、出力
性能が向上する。(Description of Second Embodiment) In the above embodiment, the present invention is applied to a dual induction 4-valve engine having intake ports for low load and high load.
The present invention is of course applicable to other engines as well. For example, the present invention can be applied to a normal four-cylinder engine having a single intake port 103 and a single exhaust port 104 for each cylinder 102a to 102d, as shown in FIG. In this case, the first cylinders 102a adjacent to each other
Intake ports 103, 1 in the second cylinder 102b, the third cylinder 102c and the fourth cylinder 102d
03 (or exhaust ports 104, 104) are arranged adjacent to each other, and a variable mechanism 111 similar to the above-mentioned variable mechanisms 11, 12 is installed between the intake valves (or between the exhaust valves) at the camshaft center S of the valve train.
(112) may be provided. When the valve timing of the intake valve is made variable in this way, the valve timing is set as shown in FIG. 11. That is, when the engine is operated at high load and high rotation speed, the valve timing of the intake valve is shifted to the delayed side as shown by the imaginary line in FIG. In this way, by setting the valve opening period on the delayed side where the inertial effect of the intake air is large, the filling efficiency of the intake air is improved, and the output performance is improved.

また前記第１図の実施例においては、各気筒２
ａ〜２ｄにおける１対の吸気ポート３ａ，３ｂお
よび１対の吸気弁５ａ，５ｂと、１対の排気ポー
ト４ａ，４ｂおよび１対の排気弁６ａ，６ｂと
を、それぞれエンジン本体１の吸気側と排気側と
に分けて中心線ｌ方向に平行に配置し、かつ高負
荷用吸気弁５ａ，５ｂ同士および第２排気弁６
ｂ，６ｂ同士を隣接配置したが、その他の配置構
成にしてもよいことは勿論である。しかし前記第
１図の実施例におけるような配置構成は、各カム
シヤフト９，１０の軸受部３０，３０の配置を簡
素化し、隣り合う気筒（２ａと２ｂ、２ｃと２
ｄ）間の高負荷用吸気弁５ｂ，５ｂ同士および第
２排気弁６ｂ，６ｂ同士をそれぞれ１つの可変機
構１１，１２で制御できるので有利である。 Furthermore, in the embodiment shown in FIG. 1, each cylinder 2
A pair of intake ports 3a, 3b and a pair of intake valves 5a, 5b in a to 2d, and a pair of exhaust ports 4a, 4b and a pair of exhaust valves 6a, 6b are respectively connected to the intake side of the engine body 1. The high-load intake valves 5a and 5b and the second exhaust valve 6 are arranged parallel to the center line l direction.
Although b and 6b are arranged adjacent to each other, it is of course possible to use other arrangement configurations. However, the arrangement as in the embodiment of FIG. 1 simplifies the arrangement of the bearing parts 30, 30 of each camshaft 9, 10, and
It is advantageous that the high-load intake valves 5b, 5b between d) and the second exhaust valves 6b, 6b can be controlled by one variable mechanism 11, 12, respectively.

（マイクロコンピユータを使用した実施例） 上記第１実施例及び第２実施例において、マイ
クロコンピユータを使用することができる。(Embodiment using a microcomputer) In the first and second embodiments described above, a microcomputer can be used.

第１２図はモータを駆動させるためにマイクロ
コンピユータ７０を使用した場合のブロツク図で
ある。 FIG. 12 is a block diagram when a microcomputer 70 is used to drive the motor.

マイコン７０は、回転数センサ２０からの回転
数信号S1、負荷センサ２２からの負荷信号S2及び
往復動軸１８の位置を検出するポジシヨンセンサ
７２からの位置信号S3を入力として所定の演算処
理を行いモータ５２に対して所定の命令信号を出
力する。第１３図はマイコン７０の演算処理の１
例を示したフローチヤートである。マイコン７０
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７０内のRAMには、回転
数Ｒと負荷Ｐと往復動軸１８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
する往復動軸１８の目標位置Ｔが読み取られる。
次にポジシヨンセンサ７２からの信号S3により往
復動軸１８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５２は駆動せず往
復動軸１８は作動しない。偏差Ｄが正の場合に
は、モータ５２が駆動し、その値に対応して往復
動軸１８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５２がその値に対応して駆
動し、往復動軸１８は所定量だけ戻される。この
制御では、バルブ開閉タイミングを連続的に変更
することが可能である。この場合には、最も使用
頻度の高い中速回転領域においてすべりが生じな
いのでさらにバルブステムの摩耗量を少くするこ
とができる。 The microcomputer 70 inputs a rotation speed signal S 1 from the rotation speed sensor 20, a load signal S 2 from the load sensor 22 , and a position signal S 3 from a position sensor 72 that detects the position of the reciprocating shaft 18, and performs a predetermined signal. It performs arithmetic processing and outputs a predetermined command signal to the motor 52. Figure 13 shows 1 of the arithmetic processing of the microcomputer 70.
This is a flowchart showing an example. Microcomputer 70
First, calculate the rotation speed R from the rotation speed signal S1 ,
A process is performed to calculate the engine load P from the load signal S2 . A map representing the relationship between the rotational speed R, the load P, and the target position T of the reciprocating shaft 18 is preloaded into the RAM in the microcomputer 70, and a map representing the relationship between the rotational speed R and the engine load P calculated above is read in advance. The target position T of the reciprocating shaft 18 is read.
Next, the current position PS of the reciprocating shaft 18 is calculated based on the signal S3 from the position sensor 72. Then, the deviation D between the target position T and the current position P S is calculated.
When the deviation D is zero, the motor 52 is not driven and the reciprocating shaft 18 is not operated. When the deviation D is positive, the motor 52 is driven, and the reciprocating shaft 18 is operated in the advancing direction in accordance with the value. If the deviation D is negative, the motor 52 is driven in accordance with the value, and the reciprocating shaft 18 is returned by a predetermined amount. With this control, it is possible to continuously change the valve opening/closing timing. In this case, since no slipping occurs in the medium-speed rotation range where the valve stem is most frequently used, the amount of wear on the valve stem can be further reduced.

【図面の簡単な説明】[Brief explanation of drawings]

第１図は本発明をデユアルインダクシヨン方式
の４気筒エンジンに適用した実施例を示す一部破
断平面図、第２図は第１図の実施例の縦断面図、
第３図は第１図の実施例の可変機構部分の拡大斜
視図、第４図は駆動装置の回路図、第５図はエン
ジン回転数と負荷との関係を表わすグラフ、第６
図、第７図及び第８図は第１図の実施例の可変機
構のタペツトまわりを示す縦断面図、第９図は第
１図の実施例における吸、排気弁のバルブタイミ
ングを示す説明図、第１０図は本発明を通常の４
気筒エンジンに適用した実施例を示す概略図、第
１１図は第１０図の実施例における吸、排気弁の
バルブタイミングを示す説明図、第１２図はモー
タを駆動するためにマイクロコンピユータを使用
した場合の機能ブロツク図、第１３図は、マイク
ロコンピユータにおける演算処理の１例を示すフ
ローチヤートである。 符号の説明、５ａ，５ｂ……吸気弁、５S……
バルブステム、６ａ，６ｂ……排気弁、９，１０
……カムシヤフト、９ａ，９ｂ，１０ａ，１０ｂ
……カム面、１１……第１可変機構、１２……第
２可変機構、１３，１３′……タペツト、１３ａ，
１３′ａ……タペツト受圧部、１３ｂ，１３′ｂ…
…タペツト押圧部、１４，１４′……回動部材、
１４ａ，１４′ａ……嵌挿孔、１５，１５′……操
作装置、５０……制御回路、７０……マイクロコ
ンピユータ。 FIG. 1 is a partially cutaway plan view showing an embodiment in which the present invention is applied to a dual induction four-cylinder engine, FIG. 2 is a longitudinal sectional view of the embodiment of FIG. 1,
3 is an enlarged perspective view of the variable mechanism portion of the embodiment shown in FIG. 1, FIG. 4 is a circuit diagram of the drive device, FIG. 5 is a graph showing the relationship between engine speed and load, and FIG.
7 and 8 are vertical sectional views showing the area around the variable mechanism of the variable mechanism in the embodiment shown in Fig. 1, and Fig. 9 is an explanatory diagram showing the valve timing of the intake and exhaust valves in the embodiment shown in Fig. 1. , FIG. 10 shows the present invention in the conventional 4
A schematic diagram showing an embodiment applied to a cylinder engine, FIG. 11 is an explanatory diagram showing the valve timing of intake and exhaust valves in the embodiment of FIG. FIG. 13 is a flowchart showing an example of arithmetic processing in a microcomputer. Explanation of symbols, 5a, 5b... Intake valve, 5 S ...
Valve stem, 6a, 6b... Exhaust valve, 9, 10
...Camshaft, 9a, 9b, 10a, 10b
... Cam surface, 11 ... First variable mechanism, 12 ... Second variable mechanism, 13, 13' ... Tappet, 13a,
13'a... Tappet pressure receiving part, 13b, 13'b...
... Tappet pressing part, 14, 14'... Rotating member,
14a, 14'a... Fitting hole, 15, 15'... Operating device, 50... Control circuit, 70... Microcomputer.

Claims (1)

【特許請求の範囲】[Claims] １ カムシヤフトのカム面から力を受ける受圧部
と上記カム面からの力をバルブステムへ伝達する
押圧部とを有するタペツトと、該タペツトを摺動
自在に嵌装する孔を有しカムシヤフトのまわりに
回動自在に支持された回動部材と、この回動部材
をエンジンの運転状態に応じて回動させる操作装
置とからなるエンジンのバルブタイミング制御装
置であつて、前記操作装置はエンジンの中速回転
時にタペツトの摺動方向とバルブの運動方向とが
一致する基準位置に前記回動部材を保持し、低速
及び高速回転時に前記回動部材を前記基準位置か
ら回動させる回動手段を有し、前記回動手段は前
記回動部材を回動して低速回転時及び高速回転時
には前記中速回転時の基準位置におけるバルブタ
イミングとは異なるバルブタイミングを与えるよ
うに構成されたことを特徴とするエンジンのバル
ブタイミング制御装置。1 A tappet having a pressure receiving part that receives force from the cam surface of the camshaft and a pressing part that transmits the force from the cam surface to the valve stem, and a hole in which the tappet is slidably fitted, and a tappet that is attached around the camshaft. An engine valve timing control device comprising a rotatably supported rotary member and an operating device that rotates the rotary member according to the operating state of the engine, wherein the operating device is configured to operate at a medium speed of the engine. It has a rotating means that holds the rotating member at a reference position where the sliding direction of the tappet and the moving direction of the valve match during rotation, and rotates the rotating member from the reference position during low speed and high speed rotation. , the rotating means is configured to rotate the rotating member to provide valve timing different from the valve timing at the reference position during the medium speed rotation during low speed rotation and high speed rotation. Engine valve timing control device.
JP4957183A 1983-03-24 1983-03-24 Valve timing control device for engine Granted JPS59188015A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP4957183A JPS59188015A (en) 1983-03-24 1983-03-24 Valve timing control device for engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP4957183A JPS59188015A (en) 1983-03-24 1983-03-24 Valve timing control device for engine

Publications (2)

Publication Number Publication Date
JPS59188015A JPS59188015A (en) 1984-10-25
JPH0475366B2 true JPH0475366B2 (en) 1992-11-30

Family

ID=12834891

Family Applications (1)

Application Number Title Priority Date Filing Date
JP4957183A Granted JPS59188015A (en) 1983-03-24 1983-03-24 Valve timing control device for engine

Country Status (1)

Country Link
JP (1) JPS59188015A (en)

Also Published As

Publication number Publication date
JPS59188015A (en) 1984-10-25

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