JPS62129508A - Variable valve timing device - Google Patents

Variable valve timing device

Info

Publication number
JPS62129508A
JPS62129508A JP27053885A JP27053885A JPS62129508A JP S62129508 A JPS62129508 A JP S62129508A JP 27053885 A JP27053885 A JP 27053885A JP 27053885 A JP27053885 A JP 27053885A JP S62129508 A JPS62129508 A JP S62129508A
Authority
JP
Japan
Prior art keywords
cam
camshaft
shaft
intake
exhaust
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
JP27053885A
Other languages
Japanese (ja)
Inventor
Katsumi Ochiai
克美 落合
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.)
Subaru Corp
Original Assignee
Fuji Heavy Industries Ltd
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 Fuji Heavy Industries Ltd filed Critical Fuji Heavy Industries Ltd
Priority to JP27053885A priority Critical patent/JPS62129508A/en
Publication of JPS62129508A publication Critical patent/JPS62129508A/en
Pending 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
    • F01L1/34413—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 composite camshafts, e.g. with cams being able to move relative to the camshaft

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Abstract

PURPOSE:To improve fuel consumption and output, by simultaneously moving a suction cam shaft and an exhaust cam shaft in the same axial direction in synchronization with rotation of a crank shaft, and changing a relative phase of each cam to each cam shaft. CONSTITUTION:When a pulley 1 is driven through a timing belt by the rotation of a crank shaft, a shaft 2 integral with the pulley 1 is rotated, and a suction cam shaft 3 connected by spline to the shaft 2 and an exhaust cam shaft 4 connected through a journal 14 to the suction cam shaft 3 are rotated. Cams 5 and 6 are connected by helical teeth 3a and 4a contrary in direction to the cam shafts 3 and 4, respectively. The axial movement of the cams 5 and 6 is limited by respective cam guides 13a and 13b through thrust bearings 17. Accordingly, relative positions of the cams 5 and 6 to the shaft 2 may be changed by moving the cam shafts 3 and 4.

Description

【発明の詳細な説明】[Detailed description of the invention]

【産業上の利用分野１ 本発明は、内燃機関のバルブタイミングを変化させ、任
意の運転領域にｄ３ける機関出力を向上させてなる可変
バルブタイミング装置に関する。 【従来の技術】 従来、内燃機関のバルブタイミングを変化させてなる可
変バルブタイミング装置は数多く提案されており、例え
ば実開昭５５−１０４７０４月公報、実開昭５５−１０
４７０５ｊＪ公報等から明らかなように、カム駆動ブー
り部に設けられたヘリカル歯と、軸方向に移動可能な円
筒状ピストンに設けられたヘリカル歯とが連結し、この
ピストンとカム軸はセレーシフン歯によって連結され、
このピストンを油圧等で軸方向に摺動させ、プーリ部と
カム部との間に位相差を設けるようにしてなるものが知
られている。 また、特開昭６０−１５３４１０月公報には、カム軸と
カム軸駆動機構との間に二軸間位相調整機構が介装され
、二輪間位相調整機構はその入力側の軸および出力側の
軸の対向する軸端部に差動歯！１！ｎ溝をそなえて、ア
クチュエータによって作動させる装置を示している。 しかしながら、上述した先行技術の実開昭５５−１０４
７０４号公報、実開昭５５−１０４７０５号公報より明
らかなように、ヘリカル歯を用いてカムの位相を変化さ
せる構造において、１本のカム軸で吸気と排気の双方の
バルブを駆動する場合、カムシｔ・フト全体の位相を変
化させても、吸気・排気のバルブオーバーラツプを変化
させることが出来ず、単に吸気・排気双方のバルブリフ
ト曲線を固定して、これを第５図に示すように平行移動
するだけであり、バルブオーバーラツプを変化させて（
ｑられる効果は期待できないという問題がある。 また、特開昭＋３０−１５３４１０号公報においても、
−木のカム軸（Ｓ　ＯＨＣ）の場合は上述の場合と同様
に位相が平行移！７Ｉする−、み−・、オーバーラツプ
を変化させることがでできないという問題があり、また
二本のカム軸（ＤＯト＋Ｃ＞の場合は、その構成が複雑
になるという問題がある。INDUSTRIAL APPLICATION FIELD 1 The present invention relates to a variable valve timing device that changes the valve timing of an internal combustion engine to improve engine output in a given operating range d3. [Prior Art] Many variable valve timing devices that change the valve timing of internal combustion engines have been proposed in the past, such as those disclosed in Japanese Utility Model Application Publication No. 104704/1983 and Japanese Utility Model Application Publication No. 55-10
As is clear from Publication No. 4705jJ, etc., the helical teeth provided on the cam drive boob are connected to the helical teeth provided on the axially movable cylindrical piston, and the piston and the camshaft are connected to each other with serrated teeth. connected by
It is known that the piston is slid in the axial direction using hydraulic pressure or the like to create a phase difference between the pulley part and the cam part. Furthermore, in JP-A No. 60-1534, a two-wheel phase adjustment mechanism is interposed between the camshaft and the camshaft drive mechanism, and the two-wheel phase adjustment mechanism has two shafts on the input side and one on the output side. Differential teeth on opposite ends of the shaft! 1! 1 shows a device equipped with an n-groove and actuated by an actuator. However, the above-mentioned prior art
As is clear from Publication No. 704 and Japanese Utility Model Application No. 55-104705, in a structure in which the phase of the cam is changed using helical teeth, when both the intake and exhaust valves are driven by one camshaft, Even if the overall phase of the camshaft and shaft was changed, the valve overlap of the intake and exhaust valves could not be changed, so the valve lift curves of both the intake and exhaust valves were simply fixed, and this is shown in Figure 5. It only moves in parallel like this, and by changing the valve overlap (
The problem is that the desired effect cannot be expected. Also, in Japanese Patent Application Laid-open No. Sho+30-153410,
- In the case of a wooden camshaft (SOHC), the phase is shifted in parallel as in the above case! There is a problem in that it is not possible to change the overlap, and in the case of two camshafts (DO and C>), the structure becomes complicated.

【発明の目的］ 本発明は、上述した事情に鑑みてなされたものであり、
任意の運転領域において、カムシャフト全体の位相を変
えるのではなく、個々のカムの位相を可変可能に構成し
、低速時には吸気バルブと排気バルブとのオーバーラツ
プを低減さ「るとともに、高速時にはバルブオーバーラ
ツプ吊増加により、充填効率を向上させ、燃費の向上お
よび機関出力の向上を図ることを目的としてなる可変バ
ルブタイミング装置を提供づるものである。 【問題点を解決するための手段１ 上述した目的を達成するために、本発明によれば、吸気
バルブと排気バルブのタイミングを制御するエンジンの
動弁系において、上記吸気バルブと排気バルブを作動さ
せる吸気カムと排気カムを、互いに歯の向きが逆方向に
なるへりカル歯を形成した吸気用カムシャフトおよび排
気用カムシャフトに結合し、上記吸気用カムシャフトと
上記排気用カムシャフトを一体にして同一軸線上に配設
し、上記各カムシャフトに結合された各カムを、カムガ
イドにて保持し回転させ、上記吸気用カムシャフトと排
気用カムシャフトとを一体的に上記各カムシャフトの軸
線方向に移動させるように構成してなるものである。 【作　　用】 上記構成に基づいて、本発明によれば、油圧等のアクチ
ュエータにより、カムシャフトに軸方向の力が加わると
、吸気用カムシャフトと排気用カムシャフトとは同時に
同一の軸線方向へ移動し、各カムシャフトとカムの相対
的な位相が、ヘリカル歯により変化する。上記各カムシ
ャフトは、クランク軸の回転と同期しているので、結局
、クランク軸に対する各カムの位相が変化することにな
る。 したがって、エンジン回転数に対応してバルブタイミン
グを変化させることができるものであり、吸気バルブと
排気バルブとのオーバーラツプ量を変化させて、燃費の
向上あるいは出力の向上を図ることが可能となる。[Object of the invention] The present invention has been made in view of the above-mentioned circumstances, and
Instead of changing the phase of the entire camshaft in a given operating range, the phase of each individual cam can be varied, reducing overlap between the intake and exhaust valves at low speeds and preventing valve overlapping at high speeds. The purpose of the present invention is to provide a variable valve timing device whose purpose is to improve charging efficiency, improve fuel efficiency, and improve engine output by increasing the lap suspension. [Means for solving the problem 1 The above-mentioned To achieve the object, according to the present invention, in an engine valve train that controls the timing of intake valves and exhaust valves, the intake cam and the exhaust cam that actuate the intake valve and the exhaust valve are arranged so that their teeth are oriented relative to each other. The intake camshaft and the exhaust camshaft are integrally arranged on the same axis, and each of the cams Each cam connected to the shaft is held and rotated by a cam guide, and the intake camshaft and the exhaust camshaft are integrally moved in the axial direction of each of the camshafts. [Function] Based on the above configuration, according to the present invention, when an axial force is applied to the camshaft by an actuator such as hydraulic pressure, the intake camshaft and the exhaust camshaft simultaneously operate in the same direction. As the cams move in the axial direction, the relative phase of each camshaft and the cam changes due to the helical teeth.Since each of the above camshafts is synchronized with the rotation of the crankshaft, the phase of each cam with respect to the crankshaft will eventually change. Therefore, the valve timing can be changed in accordance with the engine speed, and the amount of overlap between the intake valve and exhaust valve can be changed to improve fuel efficiency or output. It becomes possible to achieve this goal.

【実　施　例】【Example】

以下、本発明による実施例を添付した図面に雄づいて詳
細に説明づ°る。第１図は、本発明による可変バルブタ
イミング′ｉＡ＠の構成を示す要部の断面図、第２図ｔ
ま第１図の要部を示す拡大図、第３図は第１図のカムシ
ャフトとカムの分解図であり、吸気バルブおよび排気バ
ルブを各１１１１ｉ１有する単気筒エンジンの場合につ
いて説明する。図において、符号１は図示しないクラン
ク軸により駆動されるカムシャフト駆動用ギア、２はギ
ア１が固定されたシャフト、３は吸気用カムシャフト、
４は排気用カムシャフト、５は吸気バルブ用カム、６は
排気バルブ用カムをそれぞれ示している。 上記シャフト２と吸気用カムシャフト３はスプライン結
合されており、吸気用カムシャフト３がシャフト２に対
して軸方向への移動が可能に取付けられている。 また、上記吸気用カムシャフト３と吸気バルブ用カム５
、および排気用カムシャフト４と排気バルブ用カム６と
は、それぞれがヘリカル歯によって結合されており、上
記カム５，６はシリンダヘッド１３に一体に形成された
カムガイド１３ａ　、　ｔ３ｂ内で保持されて回転づる
ようになっている。 上記吸気用カムシャフト３と排気用力ムシャフト４に形
成されているヘリカル歯３ａ、　４ａは、第３図に示す
ようにユいに歯の向きが逆方向になるように形成されて
おり、上記吸気用カムシャフト３および排気用カムシャ
フト４の結合端部より各カム５．６をそれぞれ組み付け
た後、ウッドラフキー１を介してジャーナル１４により
吸気用カムシャフト３と排気用力ムシャフ１−４とが一
体的に結合されている。 さらに、上記吸気用カムシャフト３の端部とスプライン
結合されたシャフト２との間には油圧室１５が形成され
、図示しない油圧制御装置によって圧油の供給、排出が
なされる。この吸気用カムシャフト３に一体的に結合さ
れた排気用カムシャフト４の端部はスラストベアリング
１６を介して取付けられたリターンスプリング１１によ
って押し付けられている。 なお、図面中符号ｇ　、　９　、１０はそれぞれカムシ
ャフト３．４のキャップであり、１２は排気用カムシャ
フト４の端部を図示の左方へ押し付けているリターンス
プリング１１の押えキャップである。 また、カムシャツｌ−３，４にヘリカルｍを用いて結合
されたカム５．６は、第２図に示づようにシリンダヘッ
ド１３のカムガイｌ：１３ａ　、　１３ｂ内にスラスト
ベアリング１７を介して回転自在に取付けら。 れており、カム５．６の回転ににる摩擦力の軽減を図る
ことができるようになっている。 次いで上述したように構成された可変バルブタイミング
装置の作動について説明する。まず、クランク軸の回転
により、タイミングベルトを介してプーリ１が駆動され
ると、プーリ１と一体のシャフト２が回転し、上記シャ
フト２にスプライン結合された吸気用カムシャフト３、
およびこの吸気用カムシャフト３にジャーナル１４を介
して結合された排気用カムシャフト４が同時に回転させ
られる。 ここで、上記カムシャフト３．４には互いに逆向きに形
成されたヘリカル歯３ａ、　４ａによってカム５．６が
結合され、かつカム５．６はスラストベアリング１７を
介してカムガイド１３ａ　、　１３ｂによって軸線方向
の移動が規制されているので、カムシャフト３，４を左
または右側へ移動させることにより、シャフト２に対す
るカム５，６の相対的な位相が変化することになる。し
たがって、シャフト２はクランク軸の回転に同期してい
るので、クランク軸に対するカム５．６の位相が変化し
、吸気バルブおよび排気バルブのタイミングを第４図に
示寸ように変化させることができる。 アイドリング状態から所定のエンジン回転数（低速状態
）までは、シャフト２と吸気用カムシャフト３との間に
形成された油圧室１５内に圧油が供給されないので、カ
ムシャフト３．４はリターンスプリング１１の付勢力に
よって図示の左側へ位置し、第４図の実線で示すように
吸気と排気のバルブタイミングはＴＤＣ（上死点）にて
オーバラップ量が略零の状態となる。 所定のエンジン回転数（低速状態）以上になると（高速
状態）、図示しない油圧制御装置によって油圧室１５内
に圧油が供給され、カムシャフト３゜４はリターンスプ
リング１１の付勢力に抗して・図示の右側へ移動し、第
４図の点線で示づように吸気と排気のバルブタイミング
はＴＤＣにてオーバラップする状態になる。 なお低速、高速におけるバルブタイミングのオーバラッ
プ量はそれぞれのエンジンの特性に合せて決定され、ま
た油圧室１５内の圧油としてはトルクコンバータ付き自
動変速機のガバナー圧を利用してもよい。 以上、本発明をエンジン回転数の変化に応じて油圧室１
５内の圧油を制御ずφ例で説明したが、この例に限らず
、バルブタイミングを変化させたいときに油圧室１５内
の油圧を制御することによって吸気と排気のバルブタイ
ミングを所望の特性にすることができる。Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. FIG. 1 is a cross-sectional view of the main parts showing the configuration of the variable valve timing 'iA@ according to the present invention, and FIG.
Furthermore, FIG. 1 is an enlarged view showing the main parts, and FIG. 3 is an exploded view of the camshaft and cam shown in FIG. 1, and the case of a single-cylinder engine having 1111i1 intake valves and 1111i1 exhaust valves will be described. In the figure, numeral 1 is a camshaft driving gear driven by a crankshaft (not shown), 2 is a shaft to which gear 1 is fixed, 3 is an intake camshaft,
Reference numeral 4 indicates an exhaust camshaft, 5 indicates an intake valve cam, and 6 indicates an exhaust valve cam. The shaft 2 and the intake camshaft 3 are spline connected, and the intake camshaft 3 is attached to the shaft 2 so as to be movable in the axial direction. In addition, the above-mentioned intake camshaft 3 and intake valve cam 5
, the exhaust camshaft 4 and the exhaust valve cam 6 are each connected by helical teeth, and the cams 5 and 6 are held within cam guides 13a and t3b integrally formed in the cylinder head 13. It is designed to rotate. The helical teeth 3a, 4a formed on the intake camshaft 3 and the exhaust camshaft 4 are formed so that the tooth directions are opposite to each other as shown in FIG. After assembling each cam 5.6 from the joint end of the intake camshaft 3 and the exhaust camshaft 4, the intake camshaft 3 and the exhaust force shaft 1-4 are integrated with the journal 14 via the Woodruff key 1. are connected to each other. Furthermore, a hydraulic chamber 15 is formed between the end of the intake camshaft 3 and the spline-coupled shaft 2, and pressure oil is supplied and discharged by a hydraulic control device (not shown). The end of the exhaust camshaft 4 integrally connected to the intake camshaft 3 is pressed by a return spring 11 attached via a thrust bearing 16. Note that symbols g, 9, and 10 in the drawings are caps of the camshafts 3 and 4, respectively, and 12 is a presser cap of the return spring 11 that presses the end of the exhaust camshaft 4 to the left in the drawing. Further, the cam 5.6, which is connected to the cam shirts L-3 and L-4 using a helical m, is rotated via a thrust bearing 17 within the cam shafts L:13a and 13b of the cylinder head 13, as shown in FIG. Can be installed freely. This makes it possible to reduce the frictional force caused by the rotation of the cams 5 and 6. Next, the operation of the variable valve timing device configured as described above will be explained. First, when the pulley 1 is driven by the rotation of the crankshaft via the timing belt, the shaft 2 integrated with the pulley 1 rotates, and the intake camshaft 3 spline-coupled to the shaft 2;
The exhaust camshaft 4 connected to the intake camshaft 3 via the journal 14 is rotated at the same time. Here, a cam 5.6 is coupled to the camshaft 3.4 by helical teeth 3a, 4a formed in opposite directions, and the cam 5.6 is coupled to the cam shaft 3.4 by cam guides 13a, 13b via a thrust bearing 17. Since movement in the axial direction is restricted, moving the camshafts 3 and 4 to the left or right will change the relative phase of the cams 5 and 6 with respect to the shaft 2. Therefore, since the shaft 2 is synchronized with the rotation of the crankshaft, the phase of the cam 5.6 relative to the crankshaft changes, and the timing of the intake and exhaust valves can be changed as shown in FIG. . From the idling state to a predetermined engine speed (low speed state), pressure oil is not supplied into the hydraulic chamber 15 formed between the shaft 2 and the intake camshaft 3, so the camshaft 3.4 is operated by the return spring. Due to the biasing force of 11, the valve timing is positioned to the left side in the drawing, and as shown by the solid line in FIG. 4, the amount of overlap between the intake and exhaust valve timings is approximately zero at TDC (top dead center). When the engine speed reaches a predetermined speed (low speed state) or higher (high speed state), pressure oil is supplied into the hydraulic chamber 15 by a hydraulic control device (not shown), and the camshaft 3.4 is rotated against the biasing force of the return spring 11.・Moving to the right side of the figure, the intake and exhaust valve timings overlap at TDC, as shown by the dotted line in FIG. The amount of overlap between the valve timings at low and high speeds is determined according to the characteristics of each engine, and the governor pressure of an automatic transmission with a torque converter may be used as the pressure oil in the hydraulic chamber 15. As described above, the present invention can be applied to the hydraulic chamber 1 according to changes in engine speed.
Although the explanation has been given using an example of φ without controlling the pressure oil in the hydraulic chamber 15, this example is not limited to this example, and when it is desired to change the valve timing, the intake and exhaust valve timings can be adjusted to desired characteristics by controlling the oil pressure in the hydraulic chamber 15. It can be done.

【発明の効果】【Effect of the invention】

以上詳細に説明したように、本発明によれば、従来例の
ように、カムシャフト全体の位相を平行移動して変化さ
せるのではなく、個々のカムの位相を変えるように構成
した点に特徴があり、吸気バルブおよび排気バルブのオ
ーバーラツプ分を変化させることが可能である。 したがって、エンジンの低３ｇ８ｖ１には、吸気・排気
バルブのバルブオーバーラツプ化を低減することにより
、内部ＥＧＲｆｆｉが減少され、この領域における燃焼
が改善され、燃費の向上が図れる。 また、エンジンの高速時には、吸気・排気バルブのバル
ブオーバーラツプ量を増大させることにより、充填効率
が向上し、この領域における出力の向上が図れる。As explained in detail above, the present invention is characterized in that the phase of each individual cam is changed instead of changing the phase of the entire camshaft by parallel translation as in the conventional example. It is possible to change the overlap between the intake and exhaust valves. Therefore, when the engine is at low 3g8v1, internal EGRffi is reduced by reducing the valve overlap of the intake and exhaust valves, improving combustion in this region and improving fuel efficiency. Furthermore, when the engine is running at high speed, by increasing the amount of valve overlap between the intake and exhaust valves, the filling efficiency is improved and the output in this region can be improved.

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

第１図は本発明による可変バルブタイミング装置の構成
を示す要部の断面図、第２図は第１図の要部を示す拡大
図、第３図は第１図のカムシャフトとカムの分解図、第
４図は本発明によるバルブリフト曲線を示す説明図、第
５図は従来の実施例を示すバルブリフト曲線の説明図で
ある。 １・・・ギア、２・・・シャフト、３・・・吸気用カム
シャフト、４・・・排気用カムシャフト、５・・・吸気
バルブ用カム、６・・・排気バルブ用カム、１１・・・
リターンスプリング、１３・・・シリンダヘッド、１３
ａ　、　１３ｂ・・・カムガイド、１４・・・ジャーナ
ル、１５・・・油圧室。 プでの ＢＤ（：　　　　　　ＴＤＯＢＥ）Ｃ クラ〉７山θ ヤ５必 ７−７シ嫡θFig. 1 is a sectional view of the main parts showing the configuration of the variable valve timing device according to the present invention, Fig. 2 is an enlarged view showing the main parts of Fig. 1, and Fig. 3 is an exploded view of the camshaft and cam shown in Fig. 1. 4 are explanatory diagrams showing a valve lift curve according to the present invention, and FIG. 5 is an explanatory diagram showing a valve lift curve according to a conventional embodiment. DESCRIPTION OF SYMBOLS 1... Gear, 2... Shaft, 3... Intake camshaft, 4... Exhaust camshaft, 5... Intake valve cam, 6... Exhaust valve cam, 11...・・・
Return spring, 13... Cylinder head, 13
a, 13b...cam guide, 14...journal, 15...hydraulic chamber. BD (: TDOBE) C Kura>7 mountain θ Ya 5 must 7-7 shi legitimate θ

Claims (1)

【特許請求の範囲】 吸気バルブと排気バルブのタイミングを制御するエンジ
ンの動弁系において、 上記吸気バルブと排気バルブを作動させる吸気カムと排
気カムを、互いに歯の向きが逆方向になるヘリカル歯を
形成した吸気用カムシャフトおよび排気用カムシャフト
に結合し、 上記吸気用カムシャフトと上記排気用カムシャフトを一
体にして同一軸線上に配設し、 上記各カムシャフトに結合された各カムを、カムガイド
にて保持し回転させ、 上記吸気用カムシャフトと排気用カムシャフトとを一体
的に上記各カムシャフトの軸線方向に移動させるように
構成したことを特徴とする可変バルブタイミング装置。[Scope of Claims] In an engine valve train system that controls the timing of intake and exhaust valves, the intake cam and the exhaust cam that operate the intake and exhaust valves are provided with helical teeth whose teeth are in opposite directions. The intake camshaft and the exhaust camshaft are integrated and arranged on the same axis, and each cam connected to each of the camshafts is connected to an intake camshaft and an exhaust camshaft formed with a A variable valve timing device, characterized in that the variable valve timing device is configured to be held and rotated by a cam guide, and to move the intake camshaft and the exhaust camshaft integrally in the axial direction of each of the camshafts.
JP27053885A 1985-11-30 1985-11-30 Variable valve timing device Pending JPS62129508A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP27053885A JPS62129508A (en) 1985-11-30 1985-11-30 Variable valve timing device

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP27053885A JPS62129508A (en) 1985-11-30 1985-11-30 Variable valve timing device

Publications (1)

Publication Number Publication Date
JPS62129508A true JPS62129508A (en) 1987-06-11

Family

ID=17487593

Family Applications (1)

Application Number Title Priority Date Filing Date
JP27053885A Pending JPS62129508A (en) 1985-11-30 1985-11-30 Variable valve timing device

Country Status (1)

Country Link
JP (1) JPS62129508A (en)

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