JPH07238815A - Suction and exhaust valve drive control device for internal combustion engine - Google Patents

Suction and exhaust valve drive control device for internal combustion engine

Info

Publication number
JPH07238815A
JPH07238815A JP2990994A JP2990994A JPH07238815A JP H07238815 A JPH07238815 A JP H07238815A JP 2990994 A JP2990994 A JP 2990994A JP 2990994 A JP2990994 A JP 2990994A JP H07238815 A JPH07238815 A JP H07238815A
Authority
JP
Japan
Prior art keywords
hydraulic
shaft
hole
drive
rotary
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.)
Pending
Application number
JP2990994A
Other languages
Japanese (ja)
Inventor
Akira Hidaka
章 日高
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Hitachi Unisia Automotive Ltd
Original Assignee
Unisia Jecs Corp
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 by Unisia Jecs Corp filed Critical Unisia Jecs Corp
Priority to JP2990994A priority Critical patent/JPH07238815A/en
Publication of JPH07238815A publication Critical patent/JPH07238815A/en
Pending legal-status Critical Current

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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
    • F01L1/34403—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 using helically teethed sleeve or gear moving axially between crankshaft and camshaft
    • 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
    • F01L1/3442—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 using hydraulic chambers with variable volume to transmit the rotating force

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)

Abstract

PURPOSE:To enhance engine performance through stepless control for valve timing, and concurrently make the whole of a drive mechanism small in size by absorbing the fluctuation of the rotational torque of a cam shaft. CONSTITUTION:The change of the angular velocity of a cam shaft by driving a circular disc linked with a drive shaft and the cam shaft coaxially or eccentrically via a drive mechanism 24 allows the operating angle of a suction valve to be controlled. The drive mechanism 24 is equipped with a hydraulic actuator 46 having a rotary wane 50 which is connected to a control shaft at its one end, and partitions the inside of a casing 49 into a first hydraulic chamber and a second hydraulic chamber, and with an electromagnetic actuator 47 which controls the rotational position of the rotary vane 50 by allowing a rotary valve 72 to control the hydraulic pressure of both the hydraulic chambers to be relatively high or low.

Description

【発明の詳細な説明】Detailed Description of the Invention

【０００１】[0001]

【産業上の利用分野】本発明は、内燃機関の運転状態に
応じて吸気・排気弁の開閉時期を可変制御する吸排気弁
駆動制御装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an intake / exhaust valve drive control device for variably controlling the opening / closing timing of intake / exhaust valves according to the operating state of an internal combustion engine.

【０００２】[0002]

【従来の技術】この種の従来の装置としては種々提供さ
れているが、その一つとして例えば実開昭５７−１９８
３０６号公報等に記載されているものが知られている。2. Description of the Related Art Various conventional devices of this type have been provided, and one of them is, for example, Shoukai 57-198.
Those described in Japanese Patent No. 306, etc. are known.

【０００３】図１５及び図１６に基づいて概略を説明す
れば、図中２はカムシャフト１の外周に相対回転自在に
設けられて、吸気バルブ１６をバルブスプリング１７の
ばね力に抗して開作動させるカムであって、このカム２
はカム軸受用ブラケット３とカムシャフト１にキー４を
介して固設されたフランジ部５とにより軸方向の位置決
めがなされている。また、カム２の一側部にはＵ字溝６
を有するフランジ部７が形成されている一方、前記フラ
ンジ部５にもＵ字溝８が形成され、両フランジ部５，７
間に円環状のディスク９が介装されている。このディス
ク９は、両側の対向位置に前記両Ｕ字溝６，８に係合す
るピン１０，１１が設けられていると共に、外周が制御
環１２に回転自在に支持されている。この制御環１２
は、外周の突起１２ａを介してシリンダヘッド側の支持
孔１３に揺動自在に支持されていると共に、該突起１２
ａの反対側に有する円弧状の歯車部１２ｂがロッカアー
ム１５を軸支するロッカシャフト１４外周に形成された
平歯形の歯車環１４ａに噛合している。The outline will be described with reference to FIGS. 15 and 16. Reference numeral 2 in FIG. 15 is provided on the outer periphery of the camshaft 1 so as to be rotatable relative to it, and the intake valve 16 is opened against the spring force of the valve spring 17. This is the cam to be operated, this cam 2
Is axially positioned by the cam bearing bracket 3 and the flange portion 5 fixed to the cam shaft 1 via the key 4. A U-shaped groove 6 is provided on one side of the cam 2.
While the flange portion 7 having the above is formed, a U-shaped groove 8 is also formed in the flange portion 5,
An annular disk 9 is interposed between them. The disk 9 is provided with pins 10 and 11 that engage with the U-shaped grooves 6 and 8 at opposite positions on both sides, and the outer periphery is rotatably supported by a control ring 12. This control ring 12
Is swingably supported in a support hole 13 on the cylinder head side through a projection 12a on the outer periphery, and the projection 12
An arcuate gear portion 12b provided on the opposite side of a is meshed with a spur toothed gear ring 14a formed on the outer circumference of the rocker shaft 14 which pivotally supports the rocker arm 15.

【０００４】そして、制御環１２は、歯車部１２ｂに噛
合した歯車環１４ａを介して図外の駆動機構により機関
運転状態に応じて一方あるいは他方向へ揺動するように
なっている。即ち、ディスク９の中心Ｘが図１５に示す
位置にある場合は、カムシャフト１とディスク９との回
転中心Ｘ，Ｙが一致し、したがってディスク９は、ピン
１１とＵ字溝８を介してカムシャフト１に同期回転する
一方、カム２はピン１０とＵ字溝６を介してカムシャフ
ト１に同期回転する。The control ring 12 is oscillated in one direction or the other direction according to the engine operating state by a drive mechanism (not shown) via a gear ring 14a meshed with the gear portion 12b. That is, when the center X of the disc 9 is at the position shown in FIG. 15, the rotation centers X and Y of the camshaft 1 and the disc 9 coincide with each other, so that the disc 9 is inserted through the pin 11 and the U-shaped groove 8. While rotating synchronously with the camshaft 1, the cam 2 rotates synchronously with the camshaft 1 via the pin 10 and the U-shaped groove 6.

【０００５】また、機関運転状態の変化に伴い駆動機構
の油圧アクチュエータによってロッカシャフト１４を回
動させると、歯車環１４ａと歯車部１２ｂを介して制御
環１２が突起１２ａを支点として揺動し、これによって
ディスク９の中心Ｘがカムシャフト１の中心Ｙに対し前
記回動方向に偏心する。このため、ピン１０，１１が夫
々Ｕ字溝６，８に沿って移動し、かつ偏心方向にフラン
ジ部５，７をカムシャフト１を中心に回動させる。依っ
て、カムシャフト１の１回転毎に、ディスク９の回転位
相がカムシャフト１に対して変化し、同時にカム２の回
転位相もディスク９に対して変化する。したがって、カ
ム２は、カムシャフト１に対し、ディスク９のカムシャ
フト１に対する位相差の２倍の位相差で回転する。When the rocker shaft 14 is rotated by the hydraulic actuator of the drive mechanism as the engine operating condition changes, the control ring 12 swings around the projection 12a as a fulcrum via the gear ring 14a and the gear portion 12b. As a result, the center X of the disc 9 is eccentric with respect to the center Y of the camshaft 1 in the rotation direction. Therefore, the pins 10 and 11 move along the U-shaped grooves 6 and 8, respectively, and rotate the flange portions 5 and 7 in the eccentric direction about the cam shaft 1. Therefore, the rotational phase of the disk 9 changes with respect to the camshaft 1 and the rotational phase of the cam 2 also changes with respect to the disk 9 for each rotation of the camshaft 1. Therefore, the cam 2 rotates with respect to the camshaft 1 with a phase difference that is twice the phase difference of the disc 9 with respect to the camshaft 1.

【０００６】この結果、バルブタイミングをカム２の位
相差に応じて可変にすることができる。つまり、機関低
回転時には、ディスク９を偏心させて吸気弁１６の作動
角を小さく制御する一方、機関高回転時には、ディスク
９をカムシャフト１の中心に対して同心制御させて吸気
弁１６の作動角を大きく制御することができる。As a result, the valve timing can be made variable according to the phase difference of the cam 2. That is, when the engine speed is low, the disk 9 is eccentric to control the operating angle of the intake valve 16 to be small, while when the engine speed is high, the disk 9 is concentrically controlled with respect to the center of the camshaft 1 to operate the intake valve 16. The angle can be greatly controlled.

【０００７】[0007]

【発明が解決しようとする課題】然し乍ら、前記従来の
装置にあっては、前述のように駆動機構の油圧アクチュ
エータによる２段切り換えによって制御環１２を揺動さ
せて、ディスク９の中心Ｐをカムシャフト１の中心に対
して同心か最大偏心かの２つの選択をしている。However, in the above-mentioned conventional device, the control ring 12 is swung by the two-stage switching by the hydraulic actuator of the drive mechanism as described above, and the center P of the disk 9 is cammed. There are two choices: concentric or maximum eccentric with respect to the center of the shaft 1.

【０００８】即ち、バルブの作動角を大小のいずれか一
方に切り換えて、バルブタイミングを最大進角側か最大
遅角側の２段階に制御できるにすぎない。That is, it is only possible to control the valve timing in two steps, that is, the maximum advancing side and the maximum retarding side by switching the operating angle of the valve to either large or small.

【０００９】したがって、機関運転状態の様々な変化に
対応したバルブタイミング制御が不可能となり、機関性
能を十分に発揮させることができず、特に燃費や排気エ
ミッション性能を十分に向上させることができない。Therefore, the valve timing control corresponding to various changes in the engine operating state becomes impossible, the engine performance cannot be fully exhibited, and particularly the fuel consumption and the exhaust emission performance cannot be sufficiently improved.

【００１０】しかも、制御環１２を円弧状歯車部１２ｂ
と平歯形の歯車環１４ａとの噛合回転により揺動させ
る、つまり平歯車として単に回転運動をそのまま並行な
回転運動に変換して揺動させるようにしたため、作動中
にバルブスプリング１７のばね力に起因してカムシャフ
ト１１に発生する正負の回転トルク変動が制御環１２か
ら歯車部１２ｂ及び歯車環１４ａを介してロッカシャフ
ト１４から油圧アクチュエータへ直接的に伝達されてし
まう。このため、油圧アクチュエータの駆動負荷が大き
くなり、制御環１２の揺動に対する制御応答性が低下す
ると共に、耐久性が低下してしまう。したがって、該油
圧アクチュエータの駆動容量を大きくしなければなら
ず、装置全体の大型化や重量の増加が余儀なくされると
共に、製造コストの高騰を招く。Moreover, the control ring 12 is connected to the arcuate gear portion 12b.
And the spur gear 14a are oscillated by the meshing rotation of the gear ring 14a, that is, the spur gear is simply converted into the parallel rotational motion to oscillate, so that the spring force of the valve spring 17 is increased during operation. The positive and negative rotational torque fluctuations that occur in the camshaft 11 due to this are directly transmitted from the rocker shaft 14 to the hydraulic actuator from the control ring 12 via the gear portion 12b and the gear ring 14a. For this reason, the drive load of the hydraulic actuator increases, the control response to the swing of the control ring 12 decreases, and the durability also decreases. Therefore, it is necessary to increase the drive capacity of the hydraulic actuator, which inevitably leads to an increase in the size and weight of the entire apparatus and a rise in manufacturing cost.

【００１１】[0011]

【課題を解決するための手段】本発明は、前記従来の問
題点に鑑みて案出されたもので、まず、請求項１の発明
は、機関によって回転駆動する駆動軸と、該駆動軸の同
軸上に相対回転自在に設けられ、外周に吸排気弁を開作
動させるカムを有するカムシャフトと、駆動軸とカムシ
ャフトとを連繋し、かつ駆動軸の軸心に対して偏心動し
て駆動軸とカムシャフトとの角速度を変化させる制御機
構と、機関運転状態に応じて前記制御機構を介して揺動
させる駆動機構とを備えた吸排気弁駆動制御装置におい
て、前記駆動機構は、前記制御シャフトに連結されてケ
ーシング内を少なくとも一対の油圧室に隔成する回転ベ
ーンを有する油圧アクチュエータと、機関運転状態に応
じて前記両油圧室内に油圧を相対的に給排して前記回転
ベーンを回転させるロータリーバルブを有する電磁アク
チュエータとを備えたことを特徴としている。DISCLOSURE OF THE INVENTION The present invention has been devised in view of the above problems of the prior art. First, the invention of claim 1 is a drive shaft which is rotationally driven by an engine, and a drive shaft of the drive shaft. A cam shaft that is coaxially rotatable relative to each other and has a cam that opens and closes the intake and exhaust valves is connected to the drive shaft and the cam shaft, and is driven eccentrically with respect to the axis of the drive shaft. In an intake / exhaust valve drive control device including a control mechanism that changes an angular velocity between a shaft and a camshaft, and a drive mechanism that swings through the control mechanism according to an engine operating state, the drive mechanism includes the control unit. A hydraulic actuator having a rotary vane that is connected to the shaft and divides the interior of the casing into at least a pair of hydraulic chambers, and the hydraulic vanes are relatively supplied to and discharged from the hydraulic chambers according to the engine operating state to rotate the rotary vanes. Let It is characterized by comprising an electromagnetic actuator having a rotary valve.

【００１２】請求項２の発明は、前記回転ベーンの中央
軸方向に有する筒壁に、両油圧室に連通する供給用孔と
排出用孔とを貫通形成すると共に、前記筒壁内に回転自
在に挿通配置された前記ロータリーバルブの周壁に、該
ロータリーバルブの回転に伴い前記供給用孔と排出用孔
に適宜連通する供給通路孔と排出通路孔を貫通形成した
ことを特徴としている。According to a second aspect of the present invention, a supply hole and a discharge hole communicating with both hydraulic chambers are formed through a cylindrical wall provided in the central axial direction of the rotary vane, and the cylindrical wall is rotatable. It is characterized in that a supply passage hole and a discharge passage hole, which are appropriately communicated with the supply hole and the discharge hole as the rotary valve is rotated, are formed through the peripheral wall of the rotary valve which is disposed through.

【００１３】請求項３の発明は、前記回転ベーンの筒壁
に、両油圧室に夫々連通する第１，第２排出用孔を形成
すると共に、前記ロータリーバルブの周壁に、前記第
１，第２排出用孔に相対的に連通する排出通路孔を形成
し、かつ前記ケーシングの周壁に各油圧室に夫々連通す
る第１，第２供給通路孔を形成したことを特徴としてい
る。According to a third aspect of the present invention, the cylindrical wall of the rotary vane is provided with first and second discharge holes communicating with both hydraulic chambers, respectively, and the peripheral wall of the rotary valve is provided with the first and second discharge holes. It is characterized in that a discharge passage hole that relatively communicates with the second discharge hole is formed, and that first and second supply passage holes that respectively communicate with the hydraulic chambers are formed on the peripheral wall of the casing.

【００１４】[0014]

【作用】以下、図１及び図２に示す原理図に基づいて本
発明の作用を説明する。The operation of the present invention will be described below with reference to the principle diagrams shown in FIGS.

【００１５】即ち、例えば機関低回転低負荷時には、図
１に示すように電磁アクチュエータがロータリーバルブ
Ａを破線矢印方向へ最大に回転させると、供給通路孔Ａ
１が回転ベーンＢの筒壁Ｃに有する供給用孔Ｂ１，Ｂ１
と合致して一方側の油圧室Ｄ，Ｄに油圧が供給されると
同時に、排出通路孔Ｅが排出用孔Ｆと合致して他方側の
油圧室Ｇ，Ｇの油圧が両孔Ｅ，Ｆを通って外部に排出さ
れる。このため、一方側油圧室Ｄ，Ｄの内圧が上昇する
と共に、他方側の油圧室Ｇ，Ｇの内圧が低下して回転ベ
ーンＢが図中白矢印方向へ最大回動し、制御シャフトを
最大一方向に回動させる。これによって、制御機構をカ
ムシャフトの軸心に偏心動させ、バルブを小作動角に制
御する。That is, for example, when the engine is running at low speed and low load, when the electromagnetic actuator rotates the rotary valve A to the maximum in the direction of the broken line arrow as shown in FIG.
1 is a supply hole B1 and B1 provided in the cylindrical wall C of the rotary vane B.
At the same time, the hydraulic pressure is supplied to the hydraulic chambers D, D on the one side, and at the same time, the discharge passage hole E matches the discharge hole F and the hydraulic pressures on the hydraulic chambers G, G on the other side are both holes E, F. Is discharged to the outside through. For this reason, the internal pressures of the hydraulic chambers D, D on one side rise, and the internal pressures of the hydraulic chambers G, G on the other side decrease, so that the rotary vane B rotates maximally in the direction of the white arrow in the figure, and the control shaft is maximally moved. Rotate in one direction. As a result, the control mechanism is eccentrically moved about the axis of the camshaft, and the valve is controlled to have a small operating angle.

【００１６】一方、機関高回転高負荷時には、図２に示
すように前述と逆の作用によって、両油圧室Ｄ，Ｇの油
圧を相対的に制御して回転ベーンＢを図中白矢印方向へ
最大回動させて制御シャフトを最大他方向に回動させ
る。これにより、制御機構をカムシャフトの軸心と同心
位置に保持し、バルブを大作動角に制御する。On the other hand, at the time of high engine speed and high load, as shown in FIG. 2, by the action opposite to that described above, the hydraulic pressures of the hydraulic chambers D and G are relatively controlled to move the rotary vane B in the direction of the white arrow in the figure. The control shaft is rotated maximally to rotate in the other direction maximally. As a result, the control mechanism is held at a position concentric with the axial center of the camshaft, and the valve is controlled to a large operating angle.

【００１７】そして、機関が所定の中回転域に移行する
と、図１及び図２に示すように、それに応じてロータリ
ーバルブＡが所定の中間位置に回動保持され、供給通路
孔Ａ１が供給用孔Ｂ１に一時的に連通すると同時に、排
出通路孔Ｅも排出用孔Ｆに連通する。したがって、いず
れか一方の油圧室の内圧が上昇すると共に、他方の油圧
室の内圧が低下し、回転ベーンＢが所定方向へ回動する
と、前記供給用孔Ｂ１が供給通路孔Ａ１から位置ずれし
て両者Ａ１，Ｂ１の連通が遮断されると同時に排出用孔
Ｆも排出通路孔Ｅと位置ずれして両者Ｅ，Ｆの連通が遮
断される。When the engine shifts to a predetermined middle speed range, as shown in FIGS. 1 and 2, the rotary valve A is correspondingly rotated and held at a predetermined intermediate position, and the supply passage hole A1 is supplied. At the same time as being temporarily connected to the hole B1, the discharge passage hole E is also connected to the discharge hole F. Therefore, when the internal pressure of one of the hydraulic chambers rises and the internal pressure of the other hydraulic chamber falls and the rotary vane B rotates in a predetermined direction, the supply hole B1 is displaced from the supply passage hole A1. As a result, the communication between the two A1 and B1 is blocked, and at the same time, the discharge hole F is also displaced from the discharge passage hole E, so that the communication between the two E and F is blocked.

【００１８】つまり、各油圧室の圧力変化によりロータ
リーバルブＡの回転位置よりも回転ベーンＢがさらに回
転して各孔の連通が遮断されるのである。このため、両
油圧室Ｄ，Ｇ内の油圧変化が阻止されて回転ベーンＢが
目標の回転位置Ｈに保持されて制御シャフトを所定の回
転位置に保持する。依って、バルブの作動角を任意の中
間作動角に制御することが可能になる。That is, the change in the pressure of each hydraulic chamber causes the rotary vane B to rotate further than the rotational position of the rotary valve A, thereby cutting off the communication between the holes. Therefore, the change in the hydraulic pressure in both hydraulic chambers D and G is blocked, the rotary vane B is held at the target rotational position H, and the control shaft is held at the predetermined rotational position. Therefore, it becomes possible to control the operating angle of the valve to an arbitrary intermediate operating angle.

【００１９】以上のように、電磁アクチュエータは、ロ
ータリーバルブＡを駆動するだけで装置の作動角変換を
行うことができる。As described above, the electromagnetic actuator can change the operating angle of the device simply by driving the rotary valve A.

【００２０】また、制御シャフトに伝達されたカムシャ
フトの回転トルク変動を両油圧室の油圧で吸収する。Further, fluctuations in the rotational torque of the cam shaft transmitted to the control shaft are absorbed by the hydraulic pressures in both hydraulic chambers.

【００２１】[0021]

【実施例】図３〜図１１は請求項１及び２の発明に係る
吸排気弁駆動制御装置を多気筒機関の吸気側に適用した
一実施例を示している。3 to 11 show an embodiment in which the intake / exhaust valve drive control device according to the invention of claims 1 and 2 is applied to the intake side of a multi-cylinder engine.

【００２２】即ち、図７〜図９の２１は図外の機関のク
ランク軸からスプロケットを介して回転駆動する駆動
軸、２２は該駆動軸２１の外周に一定の隙間をもって同
軸上に配置され、かつ駆動軸２１と相対回転自在なカム
シャフト、２３は駆動軸２１とカムシャフト２２との間
に介装されて、両者２１，２２を連繋する制御機構、２
４は該制御機構２３を揺動させる駆動機構である。That is, 21 in FIGS. 7 to 9 is a drive shaft which is rotationally driven from a crank shaft of an engine (not shown) through a sprocket, and 22 is coaxially arranged on the outer periphery of the drive shaft 21 with a certain clearance. Further, a drive shaft 21 and a cam shaft which is rotatable relative to the drive shaft 21 are interposed between the drive shaft 21 and the cam shaft 22, and a control mechanism for connecting the two 21 and 22 to each other.
Reference numeral 4 is a drive mechanism for swinging the control mechanism 23.

【００２３】前記駆動軸２１は、機関前後方向へ延設さ
れていると共に、軽量化を図るために内部中空状に形成
されている。The drive shaft 21 extends in the front-rear direction of the engine and is formed in a hollow shape to reduce the weight.

【００２４】前記カムシャフト２２は、長手方向の所定
位置で各気筒毎に軸直角方向から分割形成されており、
夫々がシリンダヘッド２０上端部に有するカムブラケッ
ト２０ａ，２０ａに回転自在に支持されていると共に、
外周の所定位置に吸気弁２５をバルブスプリング２５ａ
のばね力に抗してバルブリフター２５ｂを介して開作動
させる夫々一対のカム２６が一体に設けられている。The camshaft 22 is divided and formed at a predetermined position in the longitudinal direction from the direction perpendicular to the axis for each cylinder.
Each is rotatably supported by cam brackets 20a, 20a provided on the upper end of the cylinder head 20, and
The intake valve 25 is attached to a predetermined position on the outer circumference of the valve spring 25a.
A pair of cams 26 that are opened against each other through the valve lifters 25b against the spring force of the above are integrally provided.

【００２５】前記制御機構２３は、各カムシャフト２２
の一端部に一体に設けられた第１フランジ部２７と、駆
動軸２１の所定外周にスリーブ２８を介して設けられ、
前記第１フランジ部２７と対向する第２フランジ部３２
と、該両フランジ部２９，３２の間に介装された環状デ
ィスク２９と、該環状ディスク２９を支持孔３４ａの内
周面にベアリング３５を介して回転自在に支持するディ
スクハウジング３４とから主として構成されている。The control mechanism 23 controls each camshaft 22.
A first flange portion 27 integrally provided at one end of the drive shaft 21 and a sleeve 28 on a predetermined outer periphery of the drive shaft 21.
A second flange portion 32 facing the first flange portion 27.
And an annular disc 29 interposed between the flange portions 29 and 32, and a disc housing 34 that rotatably supports the annular disc 29 on the inner peripheral surface of the support hole 34a via a bearing 35. It is configured.

【００２６】前記第１フランジ部２７は、図１０にも示
すように中空部から半径方向に沿った細長い矩形状の係
合溝３０が形成されており、また、その外側面に円周方
向に環状ディスク２９の一側面に摺接する突起面２７ａ
が一体に設けられている。一方、第２フランジ部３２
は、図１１に示すようにスリーブ２８の機関後端側に一
体に設けられ、前記係合溝３０と１８０°の反対位置に
半径方向に沿った細長い矩形状の係合溝３３が形成され
ており、また、外側面に環状ディスク２９の他側面に摺
接する突起面３２ａが一体に設けられている。As shown in FIG. 10, the first flange portion 27 is formed with an elongated rectangular engaging groove 30 extending from the hollow portion in the radial direction, and the outer surface thereof is circumferentially extended. Projecting surface 27a that slidably contacts one side surface of the annular disk 29
Are provided integrally. On the other hand, the second flange portion 32
11, is provided integrally with the sleeve 28 on the engine rear end side, and an elongated rectangular engaging groove 33 extending in the radial direction is formed at a position opposite 180 ° to the engaging groove 30. In addition, a protrusion surface 32a that is in sliding contact with the other side surface of the annular disk 29 is integrally provided on the outer side surface.

【００２７】前記スリーブ２８は、小径な一端部２８ｂ
が各カムシャフト２２の前記他方側の分割端部内に回転
自在に挿入している共に、略中央位置に直径方向に貫通
した連結軸３１を介して駆動軸２１に連結固定されてい
る。The sleeve 28 has a small diameter one end portion 28b.
Is rotatably inserted into the other divided end of each camshaft 22, and is fixedly connected to the drive shaft 21 via a connecting shaft 31 penetrating diametrically at a substantially central position.

【００２８】前記環状ディスク２９は、略ドーナツ板状
を呈し、内径がカムシャフト２２の内径と略同径に形成
されて、駆動軸２１の外周面との間に環状の隙間部Ｓが
形成されており、また、直径線上の対向位置に貫通形成
されたピン孔２９ｂ，２９ｃには、各係合溝３０，３３
に係合する一対のピン３６，３７が設けられている。こ
の各ピン３６，３７は、互いにカムシャフト軸方向へ逆
向きに突出しており、基部がピン孔２９ｂ，２９ｃ内に
回転自在に支持されていると共に、先端部の両側縁に図
１０及び図１１に示すように前記係合溝３０，３３の対
向内面３０ａ，３０ｂ、３３ａ，３３ｂと当接する２面
巾状の平面部３６ａ，３６ｂ、３７ａ，３７ｂが形成さ
れている。The annular disc 29 is in the shape of a donut plate and has an inner diameter substantially equal to the inner diameter of the camshaft 22. An annular gap S is formed between the annular disc 29 and the outer peripheral surface of the drive shaft 21. Also, the pin holes 29b and 29c formed at the opposite positions on the diametrical line have respective engagement grooves 30 and 33.
Is provided with a pair of pins 36 and 37 that engage with the. The pins 36 and 37 project in opposite directions to each other in the axial direction of the camshaft, the bases are rotatably supported in the pin holes 29b and 29c, and the pins 36 and 37 are provided on both side edges of the tip end in FIGS. As shown in FIG. 3, flat surface portions 36a, 36b, 37a, 37b having a two-face width are formed so as to abut the facing inner surfaces 30a, 30b, 33a, 33b of the engaging grooves 30, 33.

【００２９】前記ディスクハウジング３４は、図９に示
すように略円環状を呈し、外周の上端両側部に有するボ
ス部３４ｂ，３４ｃの一方側に第１カム孔３８がカムシ
ャフト２２軸方向に貫通形成されていると共に、他方側
に第２カム孔３９が貫通形成されている。そして、前記
第１カム孔３８内には、支軸４０に支持された第１偏心
カム４１が回動自在に設けられている一方、第２カム孔
３９内には、制御シャフト４２に固定用孔４３ａを介し
て固定された第２偏心カム４３が回動自在に設けられて
いる。したがって、ディスクハウジング３４は、第１偏
心カム４１を介して支軸４０に揺動自在に支持されてい
ると共に、第２偏心カム４３によって揺動するようにな
っている。As shown in FIG. 9, the disk housing 34 has a substantially annular shape, and a first cam hole 38 penetrates in the axial direction of the camshaft 22 on one side of the bosses 34b and 34c provided on both sides of the upper end of the outer circumference. While being formed, the second cam hole 39 is formed so as to penetrate the other side. A first eccentric cam 41 supported by a support shaft 40 is rotatably provided in the first cam hole 38, while a control shaft 42 is fixed in the second cam hole 39. A second eccentric cam 43 fixed via a hole 43a is rotatably provided. Therefore, the disc housing 34 is swingably supported by the support shaft 40 via the first eccentric cam 41, and is swung by the second eccentric cam 43.

【００３０】即ち、前記支軸４０は、図８に示すように
その基部がシリンダヘッド２０の上端部に固定されたブ
ラケット４４に有する固定孔４４ａ内に圧入固定されて
いる一方、先端部が第１偏心カム４１の挿通孔４１ａ内
に摺動自在に挿通して、該第１偏心カム４１を回動自在
に支持している。また、第１偏心カム４１は、図９に示
すようにリング状を呈し、外径が第１カム孔３８の内径
より若干小さく設定されていると共に、周方向の肉厚は
薄肉部４１ｂと対向する部位が最大厚肉部４１ｃとなる
ように漸次変化している。また、その中心Ｐ１が支軸４
０の軸心Ｑ１から所定量ε１偏倚している。尚、この第
１偏心カム４１は、支軸４０の先端部外周に嵌着された
スナップリング４５によって該支軸４０からの抜け出し
が防止されるようになっている。That is, as shown in FIG. 8, the support shaft 40 has its base portion press-fitted and fixed in the fixing hole 44a provided in the bracket 44 fixed to the upper end portion of the cylinder head 20, while the tip end portion thereof is The first eccentric cam 41 is rotatably supported by being slidably inserted into the insertion hole 41a of the first eccentric cam 41. Further, the first eccentric cam 41 has a ring shape as shown in FIG. 9, the outer diameter is set to be slightly smaller than the inner diameter of the first cam hole 38, and the wall thickness in the circumferential direction faces the thin wall portion 41b. The portion to be changed is gradually changed to the maximum thick portion 41c. The center P1 is the support shaft 4
It is deviated from the axis Q1 of 0 by a predetermined amount ε1. The first eccentric cam 41 is adapted to be prevented from slipping out of the support shaft 40 by a snap ring 45 fitted to the outer periphery of the tip end portion of the support shaft 40.

【００３１】更に、前記第２偏心カム４３は、第１偏心
カム４１と同形及び同一径に設定されていると共に、そ
の回動位置も同一に配置されて、その中心Ｐ２が制御シ
ャフト４２の軸心Ｑ２から所定量ε２偏倚しており、第
１偏心カム４１の偏倚量ε１と同一になっている。ま
た、制御シャフト４２は、支軸４０と並行に機関の前後
方向に沿って延設されて、所定部位がシリンダヘッド２
０上の図外の軸受に支持されていると共に、前記駆動機
構２４によって回転制御されるようになっている。Further, the second eccentric cam 43 is set to have the same shape and the same diameter as the first eccentric cam 41, and the rotational positions thereof are also arranged so that the center P2 thereof is the axis of the control shaft 42. It is deviated from the center Q2 by a predetermined amount ε2, which is the same as the deviation amount ε1 of the first eccentric cam 41. In addition, the control shaft 42 extends in the front-rear direction of the engine in parallel with the support shaft 40, and has a predetermined portion at the cylinder head 2
0 is supported by a bearing (not shown) on the upper side, and rotation is controlled by the drive mechanism 24.

【００３２】前記駆動機構２４は、図３〜図４に示すよ
うに制御シャフト４２の一端部に連結された油圧アクチ
ュエータ４６と、該油圧アクチュエータ４６を作動させ
る電磁アクチュエータ４７とから構成されている。The drive mechanism 24 comprises a hydraulic actuator 46 connected to one end of the control shaft 42 and an electromagnetic actuator 47 for operating the hydraulic actuator 46, as shown in FIGS.

【００３３】前記油圧アクチュエータ４６は、シリンダ
ヘッド２０上に固定されたベースプレート４８に機関前
後方向に沿って配置固定された円筒状のケーシング４９
と、該ケーシング４９の内部に回転自在に収納された回
転ベーン５０と、該回転ベーン５０によって隔成された
４つの油圧室５１，５１、５２，５２（図５及び図６参
照）とを備えている。The hydraulic actuator 46 is a cylindrical casing 49 which is arranged and fixed in the longitudinal direction of the engine on a base plate 48 fixed on the cylinder head 20.
And a rotary vane 50 rotatably housed inside the casing 49, and four hydraulic chambers 51, 51, 52, 52 (see FIGS. 5 and 6) separated by the rotary vane 50. ing.

【００３４】前記ケーシング４９は、前後両端部が円板
状のフロントカバー５３とリアカバー５４によって液密
的に閉止されていると共に、リアカバー５４を介してベ
ースプレート４８にボルト５５によって固定されてい
る。また、ケーシング４９の内周面対向位置、つまり直
径方向の対向位置には、膨出状の一対の仕切壁５６，５
７が径方向から螺着したボルト５８によって固定されて
いる。この仕切壁５６，５７は、ケーシング４９の軸方
向長さより若干短く設定されていると共に、頂部の嵌合
溝にコ字形状のゴム製シール部材５９，６０と該各シー
ル部材５９，６０の外端面に固着されたテフロン製の摺
動部材６１，６２が設けられている。また、仕切壁５
６，５７は、両側に回転ベーン５０の両側面が当接する
テーパ面５６ａ，５６ｂ、５７ａ，５７ｂが形成されて
いる。The front and rear ends of the casing 49 are liquid-tightly closed by a disk-shaped front cover 53 and a rear cover 54, and are fixed to the base plate 48 by bolts 55 via the rear cover 54. In addition, a pair of bulging partition walls 56 and 5 are provided at the inner circumferential surface facing position of the casing 49, that is, at the diametrically facing position.
7 is fixed by a bolt 58 screwed from the radial direction. The partition walls 56 and 57 are set to be slightly shorter than the axial length of the casing 49, and the U-shaped rubber seal members 59 and 60 and the outside of the seal members 59 and 60 are fitted in the fitting grooves at the top. Sliding members 61 and 62 made of Teflon fixed to the end faces are provided. Also, the partition wall 5
6, 57 have tapered surfaces 56a, 56b, 57a, 57b on both sides with which both side surfaces of the rotary vane 50 abut.

【００３５】前記回転ベーン５０は、中央軸方向に有す
る筒壁５０ａと、該筒壁５０ａの外面に一体に有し、ケ
ーシング４９の内部直径方向に延設された２枚の羽根部
５０ｂ，５０ｂとから構成され、羽根部５０ｂ，５０ｂ
は長手方向の長さがケーシング４９の軸方向長さより若
干短く設定されていると共に、各外端部に形成された嵌
合溝内にゴム製のシール部材６３，６３とケーシング４
９の内周面に摺接するテフロン製の摺動部材６４，６４
が設けられている。The rotary vane 50 has a cylindrical wall 50a having a central axial direction and an outer surface of the cylindrical wall 50a, and two blades 50b, 50b extending in the inner diameter direction of the casing 49. And the blade portions 50b, 50b.
The length in the longitudinal direction is set to be slightly shorter than the axial length of the casing 49, and the rubber seal members 63, 63 and the casing 4 are provided in the fitting grooves formed at the outer ends.
Sliding members 64, 64 made of Teflon that slidably contact the inner peripheral surface of
Is provided.

【００３６】一方、筒壁５０ａはフロントカバー５３の
中央孔５３ａを貫通して前方に延設された一端部５０ｃ
が制御シャフト４２の一端部４２ａに連結されていると
共に、中央孔５３ａに対応する内周面に強度を確保する
ための隔壁５０ｄが一体に形成されている。また、筒壁
５０ａは、内部軸方向に制御シャフト４２の内部と連続
した油圧供給通路６５が形成されている。さらに、筒壁
５０ａは、周壁の前端位置に、図５Ａ及び図６Ａに示す
ように油圧供給通路６５と対角線状の前記一対の第１油
圧室５１，５１とを連通する一対の第１供給用孔６６，
６６が直径方向に貫通形成されていると共に、周壁の略
中央位置に図５Ｂ及び図６Ｂに示すように油圧供給通路
６５と一対の第２油圧室５２，５２とを連通する一対の
第２供給用孔６７，６７が直径方向に貫通形成されてい
る。また、周壁の後端側には、図５Ｃ及び図６Ｃに示す
ように両油圧室５１，５１、５２，５２と油圧排出通路
６８とを連通する各一対の第１，第２排出用孔６９，６
９、７０，７０が傾斜状に貫通形成されている。On the other hand, the cylindrical wall 50a penetrates through the central hole 53a of the front cover 53 and has one end 50c extending forward.
Is connected to one end 42a of the control shaft 42, and a partition wall 50d for ensuring strength is integrally formed on the inner peripheral surface corresponding to the central hole 53a. Further, the cylinder wall 50a is formed with a hydraulic pressure supply passage 65 which is continuous with the inside of the control shaft 42 in the inner axial direction. Further, the cylindrical wall 50a is provided at the front end position of the peripheral wall, as shown in FIGS. 5A and 6A, with the pair of first supply chambers for communicating the hydraulic supply passage 65 with the pair of diagonal first hydraulic chambers 51, 51. Hole 66,
66 is formed through the diametrical direction, and a pair of second supply lines that connect the hydraulic supply passage 65 and the pair of second hydraulic chambers 52, 52 to each other at a substantially central position of the peripheral wall as shown in FIGS. 5B and 6B. The holes 67, 67 are formed so as to penetrate in the diameter direction. Further, on the rear end side of the peripheral wall, as shown in FIG. 5C and FIG. 6C, a pair of first and second discharge holes 69 for communicating the hydraulic pressure chambers 51, 51, 52, 52 with the hydraulic pressure discharge passage 68. , 6
9, 70, 70 are formed so as to penetrate in an inclined shape.

【００３７】また、前記油圧供給通路６５は、図４に示
すように制御シャフト４２の周壁に半径方向に沿って貫
通形成された通孔６５ａ及び軸受け用ブラケット８４の
連通孔６８ｂを介して図外のオイルポンプにオイルメイ
ンギャラリを介して連通している。一方、油圧排出通路
６８は、筒壁５０ａの内部に貫通配置された後述のロー
タリーバルブ７２後端側の環状溝６８ａと、ベースプレ
ート４８内周側の空間部６８ｂとからなり、前記環状溝
６８ａはロータリーバルブ７２によって油圧吸気通路６
５とは液密的に隔成されている。また、空間部６８ｂ
は、ベースプレート４８に形成された図外のドレン孔を
介してシリンダヘッド２０の上部に連通している。The hydraulic pressure supply passage 65 is not shown in the drawing through a through hole 65a formed through the peripheral wall of the control shaft 42 along the radial direction and a communication hole 68b of the bearing bracket 84, as shown in FIG. It communicates with the oil pump through the oil main gallery. On the other hand, the hydraulic pressure discharge passage 68 is composed of an annular groove 68a on the rear end side of a rotary valve 72, which will be described later, penetratingly arranged inside the cylindrical wall 50a, and a space portion 68b on the inner peripheral side of the base plate 48. Hydraulic intake passage 6 by rotary valve 72
It is separated from 5 in a liquid-tight manner. In addition, the space portion 68b
Communicate with the upper portion of the cylinder head 20 through a drain hole (not shown) formed in the base plate 48.

【００３８】前記アクチュエータ４７は、ステップモー
タ部７１と、該ステップモータ部７１の駆動ロッド７６
の先端部に固定されて、前記筒壁５０ａの内部に回転自
在に収納配置されたロータリーバルブ７２とから構成さ
れている。該ステップモータ部７１は、一般的な構造を
具備し、前端板８５を介してベースプレート４８にボル
トにより固定されたボディ７３内に電磁コイル７４や回
転子７５等が収納されていると共に、該回転子７５に駆
動ロッド７６の基端が固定されている。この駆動ロッド
７６は、ボディ７３の後部及び前端板８５の中央に設け
られたボールベアリング７７，７８によって回転自在に
支持されていると共に、先端部がロータリーバルブ７２
の内周面に一体に有する壁部の固定用孔に圧入固定され
ている。The actuator 47 includes a step motor section 71 and a drive rod 76 of the step motor section 71.
The rotary valve 72 is fixed to the tip of the rotary valve 72 and is rotatably housed inside the cylindrical wall 50a. The step motor unit 71 has a general structure. An electromagnetic coil 74, a rotor 75, etc. are housed in a body 73 fixed to the base plate 48 by bolts via a front end plate 85, and The base end of the drive rod 76 is fixed to the child 75. The drive rod 76 is rotatably supported by ball bearings 77, 78 provided at the center of the rear portion of the body 73 and the front end plate 85, and the tip portion of the drive rod 76 is rotatable.
Is press-fitted and fixed in a fixing hole of a wall portion integrally formed on the inner peripheral surface of the.

【００３９】前記ロータリーバルブ７２は、略円筒状を
呈し、壁部より前側周壁の前端部に図５Ａ及び図６Ａに
示すように前記第１供給用孔６６，６６と適宜連通する
一対の第１供給通路孔７９，７９が形成されていると共
に、前側周壁の後端部に図５Ｂ，図６Ｂに示すように前
記第２供給用孔６７，６７と適宜連通する一対の第２供
給通路孔８０，８０が形成されている。また、壁部より
後側周壁には、図５Ｃ，図６Ｃに示すように前記各排出
用孔６９，６９、７０，７０に適宜連通する一対の排出
通路孔８１，８１直径方向に沿って貫通形成されてい
る。更に、ロータリーバルブ７２は、各第１，第２供給
通路孔７９，７９、８０，８０や排出通路孔８１，８１
以外の周壁部８２は、回転ベーン５０の回動位置に応じ
て各供給用孔６６〜６７や排出用孔７０，７０に対する
遮断弁として機能する。The rotary valve 72 has a substantially cylindrical shape, and has a pair of first communicating holes 66, 66 which communicate with the first supply holes 66, 66 at the front end of the peripheral wall in front of the wall as shown in FIGS. 5A and 6A. The supply passage holes 79, 79 are formed, and a pair of second supply passage holes 80 are formed at the rear end of the front side peripheral wall and communicate with the second supply holes 67, 67 as shown in FIGS. 5B and 6B. , 80 are formed. Further, as shown in FIGS. 5C and 6C, the peripheral wall on the rear side of the wall portion penetrates along a diametrical direction of a pair of discharge passage holes 81, 81 that communicate with the discharge holes 69, 69, 70, 70 as appropriate. Has been formed. Further, the rotary valve 72 includes the first and second supply passage holes 79, 79, 80, 80 and the discharge passage holes 81, 81.
The peripheral wall portion 82 other than the above functions as a shutoff valve for the supply holes 66 to 67 and the discharge holes 70, 70 according to the rotational position of the rotary vane 50.

【００４０】前記ステップモータ部７１の電磁コイル７
４には、クランク角センサやエアーフローメータ，スロ
ットル弁スイッチ，水温センサ等の各種センサ類に基づ
いて現在の機関運転状態を検出するコントロールユニッ
ト８３からの制御信号（制御電流）が出力されるように
なっている。Electromagnetic coil 7 of the step motor section 71
A control signal (control current) from a control unit 83 for detecting the current engine operating state based on various sensors such as a crank angle sensor, an air flow meter, a throttle valve switch, a water temperature sensor, etc. It has become.

【００４１】以下、本実施例の作用について説明する。The operation of this embodiment will be described below.

【００４２】まず、機関低回転低負荷時には、コントロ
ールユニット８３からステップモータ部７１に制御信号
が出力されて、駆動ロッド７６が一方向へ最大に回転し
てロータリーバルブ７２を図５Ａ〜図５Ｃに示す位置に
回転させる。これによって、第１供給通路孔７９，７９
が一時的に第１供給用孔６６，６６に連通して油圧供給
通路６５から第１油圧室５１，５１内に油圧が供給され
る。同時に、排出通路孔８１，８１が図５Ｃに示すよう
に第２排出用孔７０，７０に連通して第２油圧室５２，
５２内の油圧が環状溝６８ａ，空間部６８ｂ，ドレン孔
を通ってシリンダヘッド２０上に排出される。このと
き、第２供給用孔６７，６７は、図５Ｂに示すようにロ
ータリーバルブ７２の周壁部８２によって閉成状態に維
持され、第２供給通路孔８０，８０との連通が遮断され
ている。First, when the engine rotation speed is low and the load is low, a control signal is output from the control unit 83 to the step motor portion 71, the drive rod 76 is rotated in one direction to the maximum, and the rotary valve 72 is moved to one of FIGS. 5A to 5C. Rotate to the indicated position. As a result, the first supply passage holes 79, 79
Is temporarily communicated with the first supply holes 66, 66, and hydraulic pressure is supplied from the hydraulic pressure supply passage 65 into the first hydraulic chambers 51, 51. At the same time, the discharge passage holes 81, 81 communicate with the second discharge holes 70, 70 as shown in FIG.
The hydraulic pressure in 52 is discharged onto the cylinder head 20 through the annular groove 68a, the space 68b, and the drain hole. At this time, the second supply holes 67, 67 are maintained in the closed state by the peripheral wall portion 82 of the rotary valve 72 as shown in FIG. 5B, and the communication with the second supply passage holes 80, 80 is cut off. .

【００４３】したがって、第２油圧室５１，５１の内圧
が上昇する一方、第２油圧室５２，５２の内圧が低下
し、回転ベーン５０は図中反時計方向に回転して図示の
位置に停止する。即ち、ロータリーバルブ７２は、図５
Ａに示す位置まで回動するが、その後は、第２油圧室５
１，５１の内圧の上昇に伴い回転ベーン５０のみが回転
して第１供給通路７９，７９と第１供給用孔６６，６６
の合致位置がずれて、やがて第１供給用孔６６，６６が
ロータリーバルブ７２の周壁部８２で閉成される位置ま
で回転する。この位置では、両羽根部５０ｂ，５０ｂの
一側面が各仕切壁５６，５７の一方側テーパ面５６ａ，
５７ａに当接してそれ以上の回転が規制される。Therefore, while the internal pressures of the second hydraulic chambers 51, 51 increase, the internal pressures of the second hydraulic chambers 52, 52 decrease, and the rotary vane 50 rotates counterclockwise in the figure and stops at the position shown. To do. That is, the rotary valve 72 is shown in FIG.
Although it rotates to the position shown in A, after that, the second hydraulic chamber 5
As the internal pressure of 1, 51 increases, only the rotary vane 50 rotates to rotate the first supply passages 79, 79 and the first supply holes 66, 66.
Of the first supply holes 66, 66 are rotated to a position where the first supply holes 66, 66 are closed by the peripheral wall portion 82 of the rotary valve 72. At this position, one side surface of both blade portions 50b, 50b is tapered on one side of each partition wall 56, 57,
57a is contacted, and further rotation is restricted.

【００４４】このため、制御シャフト４２も回転ベーン
５０と同方向へ回転し、第２偏心カム４３を図７に示す
ように図中反時計方向へθ角度まで回転させて最大厚肉
部４３ｃが図中左側から右側に移動する。Therefore, the control shaft 42 also rotates in the same direction as the rotary vane 50, and the second eccentric cam 43 is rotated counterclockwise in FIG. Move from left to right in the figure.

【００４５】依って、ディスクハウジング３４は、第１
カム孔３８及び第１偏心カム４１を介して支軸４０を支
点としてε１，ε２の量だけ揺動し、環状ディスク２９
の中心Ｙが駆動軸２１（カムシャフト２２）の中心Ｘと
偏心する。つまり、第２偏心カム４３の回動に伴い第１
偏心カム４１も同一方向へ同期回動して、環状ディスク
２９の中心Ｙを駆動軸２１の中心Ｘから図中右方向へ所
定量Ｅだけ偏心動させる。したがって、第２フランジ部
３２の係止溝３３とピン３７並びに第１フランジ部２７
の係止溝３０とピン３６との摺動位置が駆動軸２１の１
回転毎に移動し、環状ディスク２９の角速度が変化して
不等角速度回転になる。このため、カムシャフト２２
は、駆動軸２１に対して、部分的に２重に増速された状
態になる。Accordingly, the disc housing 34 has the first
Through the cam hole 38 and the first eccentric cam 41, the support shaft 40 is swung as the fulcrum by the amounts of ε1 and ε2, and the annular disc 29
Is eccentric with the center X of the drive shaft 21 (cam shaft 22). That is, as the second eccentric cam 43 rotates,
The eccentric cam 41 also rotates synchronously in the same direction to eccentrically move the center Y of the annular disk 29 from the center X of the drive shaft 21 in the right direction in the drawing by a predetermined amount E. Therefore, the locking groove 33 of the second flange portion 32, the pin 37, and the first flange portion 27.
The sliding position between the locking groove 30 and the pin 36 of the drive shaft 21 is 1
It moves with each rotation, and the angular velocity of the annular disk 29 changes, resulting in unequal angular velocity rotation. Therefore, the camshaft 22
Becomes a state in which the speed is partially doubled with respect to the drive shaft 21.

【００４６】つまり、カムシャフト２２の角速度が相対
的に大きい場合は、駆動軸２１に対する回転位相は両者
２１，２２が等速になるまで進み、やがてカムシャフト
２２の角速度が相対的に小さくなると回転位相は両者２
１，２２が等速になるまで遅れる。そして、回転位相差
の最大，最小点の途中に同位相点が存在し、同位相点よ
りも前の吸気弁２３の開弁時期が遅れ、同位相点より後
の閉弁時期は進み、弁の作動角が図１２の実線で示すよ
うに小さくなる。したがって、前記のように機関低速低
負荷域では、吸気弁２５の作動角が小さくなり、開時期
が少し遅れ、閉時期が早くなる。これによって、吸排気
弁のバルブオーバラップが小さくなり、燃焼室の残留ガ
スが減少し、安定した燃焼により燃費の向上が図れる。
また、早い閉時期により、吸気充填効率が向上し、低速
トルクを高めることができる。That is, when the angular velocity of the camshaft 22 is relatively high, the rotational phase with respect to the drive shaft 21 advances until both the speeds 21 and 22 become constant, and eventually when the angular velocity of the camshaft 22 relatively decreases. Phase is both 2
Delay until 1 and 22 become constant speed. The same phase point exists in the middle of the maximum and minimum points of the rotational phase difference, the opening timing of the intake valve 23 before the same phase point is delayed, and the closing timing after the same phase point is advanced, The operating angle becomes smaller as shown by the solid line in FIG. Therefore, as described above, in the low engine speed and low load region, the operating angle of the intake valve 25 becomes small, the opening timing is slightly delayed, and the closing timing is advanced. As a result, the valve overlap of the intake and exhaust valves is reduced, the residual gas in the combustion chamber is reduced, and stable combustion improves fuel efficiency.
Further, the early closing timing improves the intake charging efficiency and can increase the low speed torque.

【００４７】一方、機関が高回転域に移行した場合は、
前述の作用とは逆に、コントロールユニット８３からの
制御信号によって駆動ロッド７６を最大に逆転させて、
ロータリーバルブ７２を図６に示す位置に回転させる。
これによって、今度は、第２供給通路孔８０，８０が一
時的に第２供給用孔６７，６７に連通して油圧供給通路
６５から第２油圧室５２，５２内に油圧が供給される。
同時に、排出通路孔８１，８１が図６Ｃに示すように第
１排出用孔６９，６９に連通して第１油圧室５１，５１
内の油圧が排出通路６８からシリンダヘッド２０上に排
出される。このとき、第１供給用孔６６，６６は、図６
Ａに示すようにロータリーバルブ７２の周壁部８２によ
って閉成状態が維持され、第１供給通路孔７９，７９と
の連通が遮断されている。On the other hand, when the engine shifts to the high speed range,
Contrary to the above operation, the control signal from the control unit 83 reverses the drive rod 76 to the maximum,
The rotary valve 72 is rotated to the position shown in FIG.
As a result, this time, the second supply passage holes 80, 80 temporarily communicate with the second supply holes 67, 67 to supply the hydraulic pressure from the hydraulic supply passage 65 into the second hydraulic chambers 52, 52.
At the same time, the discharge passage holes 81, 81 communicate with the first discharge holes 69, 69 as shown in FIG.
The hydraulic pressure inside is discharged from the discharge passage 68 onto the cylinder head 20. At this time, the first supply holes 66 and 66 are
As shown in A, the closed state is maintained by the peripheral wall portion 82 of the rotary valve 72, and the communication with the first supply passage holes 79, 79 is blocked.

【００４８】したがって、第２油圧室５２，５２の内圧
が上昇する一方、第１油圧室５１，５１の内圧が低下
し、回転ベーン５０は図中時計方向に回転して図示の位
置に停止する。つまり、この場合も、ロータリーバルブ
７２は、図６に示す位置まで最大に回動するが、その後
は、第２油圧室５２，５２の内圧上昇に伴い回転ベーン
５０のみが回転して第２供給通路孔８０，８０と第２供
給用孔６７，６７の合致がずれて、やがて第２供給用孔
６７，６７がロータリーバルブ７２の周壁部８２で閉成
される位置まで回転する（図６Ｂ参照）。この位置で両
羽根部５０ｂ，５０ｂの各他側面が他方側テーパ面５６
ｂ，５７ｂに当接してそれ以上の回転が規制される。Therefore, while the internal pressures of the second hydraulic chambers 52, 52 increase, the internal pressures of the first hydraulic chambers 51, 51 decrease, and the rotary vane 50 rotates clockwise in the drawing and stops at the position shown. . That is, also in this case, the rotary valve 72 is rotated to the maximum position shown in FIG. 6, but thereafter, only the rotary vane 50 is rotated and the second supply is performed as the internal pressure of the second hydraulic chambers 52, 52 increases. The passage holes 80, 80 and the second supply holes 67, 67 are misaligned, and eventually the second supply holes 67, 67 rotate to a position where they are closed by the peripheral wall portion 82 of the rotary valve 72 (see FIG. 6B). ). At this position, the other side surfaces of both blade portions 50b, 50b are tapered on the other side.
It comes into contact with b and 57b and further rotation is restricted.

【００４９】このため、制御シャフト４２も同方向へ回
転して第２偏心カム４３を図９に示すように時計方向へ
回転させて原状位置に復帰させる。これによってディス
クハウジング３４も第１偏心カム４１の時計方向の回動
を介して元の位置に揺動し、環状ディスク２９の中心Ｙ
が駆動軸２１の中心Ｘと合致する。Therefore, the control shaft 42 also rotates in the same direction to rotate the second eccentric cam 43 in the clockwise direction as shown in FIG. 9 to return it to the original position. As a result, the disc housing 34 also swings to the original position through the clockwise rotation of the first eccentric cam 41, and the center Y of the annular disc 29 is moved.
Coincides with the center X of the drive shaft 21.

【００５０】依って、この場合は、環状ディスク２９と
駆動軸２１との間に回転位相は生じず、またカムシャフ
ト２２の中心と環状ディスク２９の中心Ｙも合致してい
るため、両者２２，２９間の回転位相差も生じない。し
たがって、駆動軸２１の回転に伴い連結軸３１を介して
スリーブ２８が同期回転すると共に、係止溝３３とピン
３７，環状ディスク２９，ピン３６，係止溝３０を介し
てカムシャフト２２も同期回転する。したがって、図１
２の破線で示すように作動角が大きくなり、同時期が早
くなると共に、閉時期が遅くなるため、吸気慣性力を利
用した吸気充填効率が向上し、高出力化が図れる。Therefore, in this case, no rotational phase is generated between the annular disc 29 and the drive shaft 21, and the center of the camshaft 22 and the center Y of the annular disc 29 are also coincident with each other. The rotational phase difference between 29 does not occur either. Therefore, as the drive shaft 21 rotates, the sleeve 28 rotates synchronously via the connecting shaft 31, and the camshaft 22 also synchronizes via the locking groove 33 and the pin 37, the annular disk 29, the pin 36, and the locking groove 30. Rotate. Therefore, FIG.
As indicated by the broken line 2 in FIG. 2, the operating angle becomes large, the same timing is advanced, and the closing timing is delayed, so that the intake charging efficiency using the intake inertial force is improved and the output can be increased.

【００５１】そして、機関が例えば低回転域から所定の
中間運転域に移行した場合は、コントロールユニット８
３からの制御信号によって駆動ロッド７６を介してロー
タリーバルブ７２が図５の位置から所定の中間回転位置
まで時計方向へ回転する。このため、第２供給通路孔８
０，８０が第２供給用孔６７，６７に一時的に連通する
と同時に、排出通路孔８１，８１も第１排出用孔６９，
６９に連通する。したがって、第２油圧室５２，５２の
内圧が上昇する一方、第１油圧室５１，５１の内圧が低
下し、回転ベーン５０が図５に示す位置から時計方向へ
回転して両孔６７，６７、８０，８０の合致位置がずれ
て第１排出用孔６９，６９がロータリーバルブ７２の周
壁部８２によって閉成されると同時に、第２排出用孔７
０，７０も閉成されて各油圧室５１，５２内の油圧の給
排が停止される。尚、このとき、第１供給用孔６６，６
６は、ロータリーバルブ７２の周壁部８２によって常時
閉成されていることは前述と同様である。When the engine shifts from, for example, the low speed region to a predetermined intermediate operating region, the control unit 8
The rotary valve 72 rotates in the clockwise direction from the position shown in FIG. 5 to a predetermined intermediate rotation position via the drive rod 76 by the control signal from 3. Therefore, the second supply passage hole 8
0, 80 temporarily communicate with the second supply holes 67, 67, and at the same time, the discharge passage holes 81, 81 are also connected to the first discharge holes 69, 67.
Connect to 69. Therefore, while the internal pressure of the second hydraulic chambers 52, 52 increases, the internal pressure of the first hydraulic chambers 51, 51 decreases, and the rotary vane 50 rotates clockwise from the position shown in FIG. , 80, 80 are displaced from each other and the first discharge holes 69, 69 are closed by the peripheral wall portion 82 of the rotary valve 72, and at the same time, the second discharge holes 7 are formed.
The valves 0 and 70 are also closed to stop the supply and discharge of hydraulic pressure in the hydraulic chambers 51 and 52. At this time, the first supply holes 66, 6
6 is always closed by the peripheral wall portion 82 of the rotary valve 72, as described above.

【００５２】これによって、制御シャフト４２が回転ベ
ーン５０を介して目標の回転位置に保持される。このた
め、吸気弁２５の作動角を図１２の一点鎖線で示すよう
に任意の中間作動角に制御することが可能になる。As a result, the control shaft 42 is held at the target rotational position via the rotary vane 50. Therefore, it becomes possible to control the operating angle of the intake valve 25 to an arbitrary intermediate operating angle as shown by the alternate long and short dash line in FIG.

【００５３】したがって、ディスクハウジング３４を介
して環状ディスク２９を駆動軸２１の軸心Ｘに対して任
意の偏心位置にも揺動させることができるため、バルブ
タイミングを機関運転状態の変化に応じて無段階に制御
することができる。Therefore, the annular disc 29 can be swung to an arbitrary eccentric position with respect to the axis X of the drive shaft 21 via the disc housing 34, so that the valve timing changes in accordance with changes in the engine operating state. It can be controlled steplessly.

【００５４】しかも、カムシャフト２２から制御シャフ
ト４２に伝達された回転トルク変動を各油圧室５１，５
２内の油圧ダンパー作用によって吸収することが可能に
なる。このため、制御シャフト４２に固定された第２偏
心カム４３の外周面と第２カム孔３９の内周面間の作動
時における打音や摩耗等の発生が防止される。Moreover, the rotational torque fluctuations transmitted from the camshaft 22 to the control shaft 42 are transferred to the hydraulic chambers 51, 5 respectively.
It becomes possible to absorb by the action of the hydraulic damper in 2. For this reason, it is possible to prevent the occurrence of tapping noise, wear, and the like during operation between the outer peripheral surface of the second eccentric cam 43 fixed to the control shaft 42 and the inner peripheral surface of the second cam hole 39.

【００５５】さらに、電磁アクチュエータ４７は、前記
回転トルク変動の伝達が遮断されると共に、単にロータ
リーバルブ７２を回転駆動するだけであるからステップ
モータ部７１の駆動負荷を十分に小さくすることが可能
となり、駆動機構２４全体の小型化が図れる。Further, since the electromagnetic actuator 47 cuts off the transmission of the rotational torque fluctuation and simply rotationally drives the rotary valve 72, the driving load of the step motor portion 71 can be sufficiently reduced. The overall size of the drive mechanism 24 can be reduced.

【００５６】図１３及び図１４は請求項１及び３の発明
の一実施例を示し、ロータリーバルブ７２によって両油
圧室５１，５２内の油圧排出側を制御するようにしたも
のである。13 and 14 show an embodiment of the invention of claims 1 and 3, wherein the rotary valve 72 controls the hydraulic pressure discharge side in both the hydraulic pressure chambers 51, 52.

【００５７】即ち、第１，第２油圧室５１，５１、５
２，５２には、ケーシング４９の周壁に形成された第１
供給孔８７，８７と第２供給孔８８，８８とから夫々個
々に常時油圧が供給されている。また、回転ベーン５０
の筒壁５０ａには、第１排出用孔６９，６９と、第２排
出用孔７０，７０が夫々形成されていると共に、内部に
油圧排出通路６８が形成されている。この油圧排出通路
６８は、筒壁５０ａの前端部に半径方向に沿って形成さ
れたドレン孔６８ｃを介してシリンダヘッド２０の上面
に連通している。That is, the first and second hydraulic chambers 51, 51, 5
2, 52, the first formed on the peripheral wall of the casing 49
The hydraulic pressure is constantly supplied to each of the supply holes 87, 87 and the second supply holes 88, 88. Also, the rotating vanes 50
In the cylindrical wall 50a, first discharge holes 69, 69 and second discharge holes 70, 70 are formed, respectively, and a hydraulic pressure discharge passage 68 is formed inside. The hydraulic pressure discharge passage 68 communicates with the upper surface of the cylinder head 20 via a drain hole 68c formed in the front end portion of the cylindrical wall 50a along the radial direction.

【００５８】一方、筒壁５０ａ内に回転自在に収納され
たロータリーバルブ７２は、周壁に前記第１排出用孔６
９，６９と第２排出用孔７０，７０に相対的に連通する
排出通路孔８１，８１が形成されている。On the other hand, the rotary valve 72, which is rotatably housed in the cylindrical wall 50a, has the first discharge hole 6 on the peripheral wall.
Discharge passage holes 81, 81 are formed so as to relatively communicate with 9, 69 and the second discharge holes 70, 70.

【００５９】したがって、この実施例では、機関低回転
域ではロータリーバルブ７２が図１３の反時計方向に最
大回転すると排出通路孔８１，８１と第２排出用孔７
０，７０が連通して第２油圧室５１，５１内の油圧を油
圧排出通路６８からシリンダヘッド２０上に排出する。
このため、第２油圧室５２，５２の内圧が低下すると共
に、第１油圧室５１，５１が第１供給孔８７，８７から
供給された油圧によって内圧が上昇し、回転ベーン５０
を図中反時計方向に仕切壁５６，５７に当接するまで最
大に回転させる。Therefore, in this embodiment, when the rotary valve 72 makes maximum rotation in the counterclockwise direction in FIG. 13 in the low engine speed region, the discharge passage holes 81 and 81 and the second discharge hole 7 are formed.
0 and 70 communicate with each other to discharge the hydraulic pressure in the second hydraulic chambers 51 and 51 from the hydraulic pressure discharge passage 68 onto the cylinder head 20.
Therefore, the internal pressure of the second hydraulic chambers 52, 52 decreases, and the internal pressure of the first hydraulic chambers 51, 51 increases due to the hydraulic pressure supplied from the first supply holes 87, 87, so that the rotary vane 50
Is rotated counterclockwise in the figure until it abuts on the partition walls 56, 57.

【００６０】これによって、前述の同様に制御シャフト
４２を介して環状ディスク２９を偏心動させ、小作動角
に制御することができる。As a result, the annular disk 29 can be eccentrically moved via the control shaft 42 and controlled to a small operating angle as described above.

【００６１】一方、高回転時には、逆にロータリーバル
ブ７２を図中時計方向に回転させて今度は第１油圧室５
１，５１内の油圧を油圧排出通路６８から排出させると
共に、第２供給孔８８，８８から第２油圧室５２，５２
に油圧が供給されるため、回転ベーン５０が時計方向に
回転して環状ディスク２９を同心位置に揺動させる。こ
れによって、大作動角に制御できる。On the other hand, at the time of high rotation, the rotary valve 72 is rotated in the clockwise direction in FIG.
The hydraulic pressure in 1, 51 is discharged from the hydraulic pressure discharge passage 68, and the second hydraulic pressure chambers 52, 52 are discharged from the second supply holes 88, 88.
Since hydraulic pressure is supplied to the rotary vane 50, the rotary vane 50 rotates clockwise to swing the annular disc 29 to the concentric position. With this, a large operating angle can be controlled.

【００６２】また、機関が例えば低回転域から所定の中
回転域に移行した場合は、ロータリーバルブ７２を時計
方向へわずかに回転させれば一時的に排出通路孔８１，
８１と第１排出用孔６９，６９が連通して第１油圧室５
１，５１内の油圧を排出して低圧にすると共に、第１油
圧室５２，５２内の油圧によって回転ベーン５０が図示
位置まで回転する。このため、ロータリーバルブ７２の
周壁部８２で第１排出用孔６９，６９を閉成する。Further, when the engine shifts from a low rotation speed region to a predetermined middle rotation speed region, if the rotary valve 72 is slightly rotated clockwise, the exhaust passage hole 81,
81 and the first discharge holes 69, 69 communicate with each other so that the first hydraulic chamber 5
The hydraulic pressures in the first hydraulic chambers 52, 52 cause the rotary vanes 50 to rotate to the positions shown in FIG. Therefore, the peripheral wall portion 82 of the rotary valve 72 closes the first discharge holes 69, 69.

【００６３】これによって、回転ベーン５０が中間回転
位置に保持されて、制御シャフト４２を介して環状ディ
スク２９を任意の揺動位置に保持することができ、所定
の中作動角に制御することが可能になる。したがって、
前述と同様な作用効果が得られることは勿論のこと供給
通路の構造が簡素化されるため、製造作業能率の向上と
コストの低廉化が図れる。As a result, the rotary vane 50 is held at the intermediate rotation position, and the annular disk 29 can be held at the arbitrary swing position via the control shaft 42, so that it can be controlled to a predetermined middle working angle. It will be possible. Therefore,
Not only the same effects as the above can be obtained, but also the structure of the supply passage is simplified, so that the manufacturing work efficiency can be improved and the cost can be reduced.

【００６４】また、仕切壁５６，５７の頂部や羽根部５
０ｂ，５０ｂの外端部にシール部材５９，６０，６３，
６３と共に摺動部材６１，６２，６４，６４を設けたた
め、各油圧室５１，５１、５２，５２間のシール性能が
向上すると共に、回転ベーン５０の常時円滑な回転作用
が得られる。Further, the tops of the partition walls 56 and 57 and the blades 5
The seal members 59, 60, 63, on the outer ends of 0b, 50b,
Since the sliding members 61, 62, 64, 64 are provided together with 63, the sealing performance between the hydraulic chambers 51, 51, 52, 52 is improved, and at the same time, the rotating vane 50 can always be smoothly rotated.

【００６５】尚、本実施例では、吸気側に適用した場合
を示したが排気側あるいは両方側に適用することも可能
である。In the present embodiment, the case of application to the intake side is shown, but it is also possible to apply to the exhaust side or both sides.

【００６６】[0066]

【発明の効果】以上の説明で明らかなように、請求項１
〜３に発明によれば、バルブタイミングを機関運転状態
に対応して無段階に制御することができるため、機関性
能を十分に発揮することが可能になり、特に、燃費や排
気エミッション性能を向上することが可能になる。As is apparent from the above description, claim 1
According to the inventions described in 3 to 3, since the valve timing can be controlled steplessly in accordance with the engine operating state, it becomes possible to sufficiently exert the engine performance, and particularly, the fuel consumption and the exhaust emission performance are improved. It becomes possible to do.

【００６７】しかも、制御シャフトに伝達されたカムシ
ャフトの回転トルク変動を油圧アクチュエータの油圧ダ
ンパ作用によって効果的に吸収できる。したがって、制
御シャフトの作動の安定化が図れる。また、電磁アクチ
ュエータは、回転ベーンを回転させるロータリーバルブ
を駆動させるだけであるから、電磁アクチュエータの駆
動負荷を十分に小さくすることができる。したがって、
駆動機構の小型化が図れ、機関への搭載性が向上する。Moreover, the rotational torque fluctuation of the cam shaft transmitted to the control shaft can be effectively absorbed by the hydraulic damper action of the hydraulic actuator. Therefore, the operation of the control shaft can be stabilized. Further, since the electromagnetic actuator only drives the rotary valve that rotates the rotary vane, the driving load of the electromagnetic actuator can be sufficiently reduced. Therefore,
The drive mechanism can be downsized, and the mountability on the engine is improved.

【００６８】また、請求項３の発明によれば、供給通路
の構造が簡素化されるため、製造作業能率の向上とコス
トの低廉化が図れる。Further, according to the invention of claim 3, since the structure of the supply passage is simplified, the manufacturing work efficiency can be improved and the cost can be reduced.

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

【図１】本発明の原理を示す説明図。FIG. 1 is an explanatory diagram showing the principle of the present invention.

【図２】本発明の原理を示す説明図。FIG. 2 is an explanatory diagram showing the principle of the present invention.

【図３】本発明の一実施例に供される駆動機構の縦断面
図。FIG. 3 is a vertical sectional view of a drive mechanism used in an embodiment of the present invention.

【図４】同駆動機構の斜視図。FIG. 4 is a perspective view of the drive mechanism.

【図５】本実施例の油圧アクチュエータによって環状デ
ィスクを偏心動させる作用を示し、Ａは図３のＩ−Ｉ線
断面図、Ｂは同図のＪ−Ｊ線断面図、Ｃは同図のＫ−Ｋ
線断面図である。5 shows the action of eccentrically moving the annular disk by the hydraulic actuator of the present embodiment, A is a sectional view taken along the line I-I of FIG. 3, B is a sectional view taken along the line JJ of FIG. KK
It is a line sectional view.

【図６】油圧アクチュエータによって環状ディスクを同
心動させる作用を示し、Ａは図３のＩ−Ｉ線断面図、Ｂ
は同図のＪ−Ｊ線断面図、Ｃは同図のＫ−Ｋ線断面図で
ある。6 shows the action of concentrically moving the annular disc by a hydraulic actuator, where A is a sectional view taken along the line I-I of FIG.
Is a sectional view taken along the line JJ of the same figure, and C is a sectional view taken along the line KK of the same figure.

【図７】本発明の一実施例を示す要部縦断面図。FIG. 7 is a longitudinal sectional view of an essential part showing an embodiment of the present invention.

【図８】本実施例の要部平面図。FIG. 8 is a plan view of a main part of this embodiment.

【図９】図７のＬ−Ｌ線断面図。9 is a sectional view taken along line LL in FIG.

【図１０】図８のＭ−Ｍ線断面図。10 is a sectional view taken along line MM of FIG.

【図１１】図８のＮ−Ｎ線断面図。11 is a sectional view taken along line NN of FIG.

【図１２】本実施例の吸気弁の作動角を示す特性図。FIG. 12 is a characteristic diagram showing the operating angle of the intake valve of the present embodiment.

【図１３】請求項３の発明に係る実施例を示す図１４の
Ｐ−Ｐ線断面図。FIG. 13 is a sectional view taken along line P-P of FIG. 14 showing an embodiment according to the invention of claim 3;

【図１４】図１３のＱ−Ｑ線断面図。14 is a sectional view taken along the line QQ of FIG.

【図１５】従来の吸排気弁駆動制御装置の断面図。FIG. 15 is a sectional view of a conventional intake / exhaust valve drive control device.

【図１６】図１５のＲ−Ｒ線断面図。16 is a cross-sectional view taken along the line RR of FIG.

【符号の説明】[Explanation of symbols]

２１…駆動軸 ２２…カムシャフト ２３…制御機構 ２４…駆動機構 ２５…吸気弁 ４２…制御シャフト ４６…油圧アクチュエータ ４７…電磁アクチュエータ ４９…ケーシング ５０…回転ベーン ５０ａ…筒壁 ５１…第１油圧室 ５２…第２油圧室 ６６，６７…第１，第２供給用孔 ６９，７０…排出用孔 ７９，８０…第１，第２供給通路孔 ８１…排出通路孔 ８３，８４…第１，第２供給孔 21 ... Drive shaft 22 ... Cam shaft 23 ... Control mechanism 24 ... Drive mechanism 25 ... Intake valve 42 ... Control shaft 46 ... Hydraulic actuator 47 ... Electromagnetic actuator 49 ... Casing 50 ... Rotary vane 50a ... Cylinder wall 51 ... First hydraulic chamber 52 ... second hydraulic chamber 66,67 ... first and second supply holes 69,70 ... discharging holes 79,80 ... first and second supply passage holes 81 ... discharging passage holes 83,84 ... first and second Supply hole

Claims (3)

【特許請求の範囲】[Claims] 【請求項１】 機関によって回転駆動する駆動軸と、該
駆動軸の同軸上に相対回転自在に設けられ、外周に吸排
気弁を開作動させるカムを有するカムシャフトと、駆動
軸とカムシャフトとを連繋し、かつ駆動軸の軸心に対し
て偏心動して駆動軸とカムシャフトとの角速度を変化さ
せる制御機構と、機関運転状態に応じて前記制御機構を
介して揺動させる駆動機構とを備えた吸排気弁駆動制御
装置において、 前記駆動機構は、前記制御シャフトに連結されてケーシ
ング内を少なくとも一対の油圧室に隔成する回転ベーン
を有する油圧アクチュエータと、機関運転状態に応じて
前記両油圧室内に油圧を相対的に給排して前記回転ベー
ンを回転させるロータリーバルブを有する電磁アクチュ
エータとを備えたことを特徴とする内燃機関の吸排気弁
駆動制御装置。1. A drive shaft which is rotationally driven by an engine, a cam shaft which is provided coaxially with the drive shaft and is rotatable relative to the drive shaft, and a cam shaft which has an outer periphery for opening and closing intake and exhaust valves, a drive shaft and a cam shaft. And a drive mechanism that eccentrically moves with respect to the axis of the drive shaft to change the angular velocities of the drive shaft and the camshaft, and a drive mechanism that swings through the control mechanism according to the engine operating state. In the intake / exhaust valve drive control device, the drive mechanism includes a hydraulic actuator having a rotary vane that is connected to the control shaft and divides the inside of the casing into at least a pair of hydraulic chambers; An intake / exhaust valve drive for an internal combustion engine, comprising: an electromagnetic actuator having a rotary valve for rotating and rotating the rotary vane by relatively supplying and discharging hydraulic pressure in both hydraulic chambers. The control device. 【請求項２】 前記回転ベーンの中央軸方向に有する筒
壁に、両油圧室に連通する供給用孔と排出用孔とを貫通
形成すると共に、前記筒壁内に回転自在に挿通配置され
た前記ロータリーバルブの周壁に、該ロータリーバルブ
の回転に伴い前記供給用孔と排出用孔に適宜連通する供
給通路孔と排出通路孔を貫通形成したことを特徴とする
請求項１記載の内燃機関の吸排気弁駆動制御装置。2. A supply hole and a discharge hole communicating with both hydraulic chambers are formed through a cylinder wall of the rotary vane extending in the central axial direction, and the supply wall and the discharge hole are rotatably inserted in the cylinder wall. 2. The internal combustion engine according to claim 1, wherein a supply passage hole and a discharge passage hole, which communicate with the supply hole and the discharge hole as the rotary valve rotates, are formed through the peripheral wall of the rotary valve. Intake and exhaust valve drive control device. 【請求項３】 前記回転ベーンの筒壁に、両油圧室に夫
々連通する第１，第２排出用孔を形成すると共に、前記
ロータリーバルブの周壁に、前記第１，第２排出用孔に
相対的に連通する排出通路孔を形成し、かつ前記ケーシ
ングの周壁に各油圧室に夫々連通する第１，第２供給通
路孔を形成したことを特徴とする請求項１記載の内燃機
関の吸排気弁駆動制御装置。3. The cylindrical wall of the rotary vane is formed with first and second discharge holes communicating with both hydraulic chambers, respectively, and the peripheral wall of the rotary valve is provided with the first and second discharge holes. The intake passage for an internal combustion engine according to claim 1, wherein a discharge passage hole that relatively communicates with each other is formed, and first and second supply passage holes that respectively communicate with each hydraulic chamber are formed on the peripheral wall of the casing. Exhaust valve drive control device.
JP2990994A 1994-02-28 1994-02-28 Suction and exhaust valve drive control device for internal combustion engine Pending JPH07238815A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2990994A JPH07238815A (en) 1994-02-28 1994-02-28 Suction and exhaust valve drive control device for internal combustion engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2990994A JPH07238815A (en) 1994-02-28 1994-02-28 Suction and exhaust valve drive control device for internal combustion engine

Publications (1)

Publication Number Publication Date
JPH07238815A true JPH07238815A (en) 1995-09-12

Family

ID=12289127

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2990994A Pending JPH07238815A (en) 1994-02-28 1994-02-28 Suction and exhaust valve drive control device for internal combustion engine

Country Status (1)

Country Link
JP (1) JPH07238815A (en)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5813316A (en) * 1996-10-08 1998-09-29 Mitsubishi Denki Kabushiki Kaisha Rotary hydraulic actuator
WO1998046864A1 (en) * 1997-04-15 1998-10-22 INA Wälzlager Schaeffler oHG Inner seal for a camshaft adjusting device in an internal combustion engine, specially a blade cell adjusting device
US5839346A (en) * 1996-10-08 1998-11-24 Mitsubishi Denki Kabushiki Kaisha Rotary hydraulic actuator including groove-like fluid supply paths in a face of a bracket
EP0892155A1 (en) 1997-07-17 1999-01-20 Mitsubishi Denki Kabushiki Kaisha Hydraulic valve timing adjusting apparatus
US7082913B2 (en) 2004-03-03 2006-08-01 Toyota Jidosha Kabushiki Kaisha Valve characteristic changing apparatus for internal combustion engine

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5813316A (en) * 1996-10-08 1998-09-29 Mitsubishi Denki Kabushiki Kaisha Rotary hydraulic actuator
US5839346A (en) * 1996-10-08 1998-11-24 Mitsubishi Denki Kabushiki Kaisha Rotary hydraulic actuator including groove-like fluid supply paths in a face of a bracket
WO1998046864A1 (en) * 1997-04-15 1998-10-22 INA Wälzlager Schaeffler oHG Inner seal for a camshaft adjusting device in an internal combustion engine, specially a blade cell adjusting device
EP0892155A1 (en) 1997-07-17 1999-01-20 Mitsubishi Denki Kabushiki Kaisha Hydraulic valve timing adjusting apparatus
EP1213449A2 (en) 1997-07-17 2002-06-12 Mitsubishi Denki Kabushiki Kaisha Hydraulic valve timing adjusting apparatus
US7082913B2 (en) 2004-03-03 2006-08-01 Toyota Jidosha Kabushiki Kaisha Valve characteristic changing apparatus for internal combustion engine
USRE41714E1 (en) * 2004-03-03 2010-09-21 Toyota Jidosha Kabushiki Kaisha Valve characteristic changing apparatus for internal combustion engine

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