JPS63285210A - Valve system of internal combustion engine - Google Patents
Valve system of internal combustion engineInfo
- Publication number
- JPS63285210A JPS63285210A JP11987787A JP11987787A JPS63285210A JP S63285210 A JPS63285210 A JP S63285210A JP 11987787 A JP11987787 A JP 11987787A JP 11987787 A JP11987787 A JP 11987787A JP S63285210 A JPS63285210 A JP S63285210A
- Authority
- JP
- Japan
- Prior art keywords
- oil
- hydraulic pressure
- pressure
- oil passage
- engine
- 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
Links
- 238000002485 combustion reaction Methods 0.000 title claims description 6
- 239000003921 oil Substances 0.000 claims abstract description 84
- 239000010687 lubricating oil Substances 0.000 claims abstract description 6
- 230000008859 change Effects 0.000 claims description 2
- 230000007246 mechanism Effects 0.000 abstract description 14
- 210000000078 claw Anatomy 0.000 description 13
- 238000009825 accumulation Methods 0.000 description 10
- 239000000446 fuel Substances 0.000 description 4
- 230000000694 effects Effects 0.000 description 3
- 230000001105 regulatory effect Effects 0.000 description 3
- 230000009471 action Effects 0.000 description 2
- 230000006866 deterioration Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000000605 extraction Methods 0.000 description 2
- 230000006870 function Effects 0.000 description 2
- 238000003780 insertion Methods 0.000 description 2
- 230000037431 insertion Effects 0.000 description 2
- 238000005086 pumping Methods 0.000 description 2
- 230000004323 axial length Effects 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 238000007599 discharging Methods 0.000 description 1
- 239000003292 glue Substances 0.000 description 1
- 238000005192 partition Methods 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 229910001285 shape-memory alloy Inorganic materials 0.000 description 1
- 230000001502 supplementing effect Effects 0.000 description 1
- 238000011144 upstream manufacturing Methods 0.000 description 1
Landscapes
- Valve Device For Special Equipments (AREA)
Abstract
Description
【発明の詳細な説明】
Ａ０発明の目的
（１）産業上の利用分野
本発明は、複数のカムフォロアの連結および連結解除を
切換えて吸気弁あるいは排気弁の開閉作動ｔ４様を機関
の運転状態に対応させるべく、相互に隣接するカムフォ
ロアの連結位置および連結解除位置間で移動可能にして
連結ピンが配設され、該連結ピンを油圧により駆動すべ
く設けられた油圧室には、機関に連動、連結された潤滑
油供給用オイルポンプが供給油路を介して接続される内
燃機関の動弁装置に関する。Detailed Description of the Invention A0 Object of the Invention (1) Industrial Application Field The present invention is directed to switching the connection and disconnection of a plurality of cam followers to change the opening/closing operation t4 of an intake valve or exhaust valve to the operating state of an engine. In order to correspond to this, a connecting pin is disposed so as to be movable between a connected position and a disconnected position of mutually adjacent cam followers, and a hydraulic chamber provided to drive the connecting pin by hydraulic pressure is provided with a hydraulic chamber that is connected to the engine, The present invention relates to a valve train for an internal combustion engine in which connected lubricating oil supply oil pumps are connected via a supply oil path.
（２）従来の技術
従来、かかる動弁装置では、たとえば特開昭６０−８４
０７号公報で開示されているように、内燃機関に連動、
連結された潤滑油供給用オイルポンプのみから油圧を供
給するのが一般的である。(2) Prior art Conventionally, in such valve train, for example, Japanese Patent Laid-Open No. 60-84
As disclosed in Publication No. 07, linked to an internal combustion engine,
Generally, hydraulic pressure is supplied only from a connected lubricating oil supply oil pump.
（３） 発明が解決しようとする問題点ところが、上
記従来のものでは、機関の始動直後の冷間時にはオイル
の流動性が不足しているので動弁装置に充分な油圧が供
給されず、高油温時には油圧低下を生じて、動弁装置の
作動信顛性に劣る。(3) Problems to be Solved by the Invention However, in the conventional system described above, when the engine is cold immediately after starting, the fluidity of the oil is insufficient, so sufficient oil pressure is not supplied to the valve train, resulting in high oil pressure. When the oil temperature is high, the oil pressure decreases and the operational reliability of the valve train is poor.
本発明は、かかる事情に鑑みてなされたものであり、動
弁装置に常時充分な油圧を供給して作動信転性を向上す
るとともにそれにより燃費が悪化することを回避した内
燃機関の動弁装置を提供することを目的とする。The present invention has been made in view of the above circumstances, and provides a valve train for an internal combustion engine that constantly supplies sufficient hydraulic pressure to the valve train to improve operational reliability and avoid deterioration in fuel efficiency. The purpose is to provide equipment.
Ｂ０発明の構成
（１） 問題点を解決するための手段本発明によれば
、供給油路には、必要時のみ油圧を発生させ得る油圧供
給手段が接続される。B0 Structure of the Invention (1) Means for Solving Problems According to the present invention, a hydraulic pressure supply means that can generate hydraulic pressure only when necessary is connected to the supply oil path.
（２）作用
上記構成によれば、油圧供給手段からの油圧がオイルポ
ンプからの油圧に加えて油圧室に供給されるので、常時
充分な油圧を油圧室に供給することができ、しかも油圧
供給手段は必要時のみ作動するので常時必要油圧を確保
するタイプに比較して機関の負荷が軽減されるため燃費
が悪化することはない。(2) Effect According to the above configuration, the hydraulic pressure from the hydraulic pressure supply means is supplied to the hydraulic chamber in addition to the hydraulic pressure from the oil pump, so that sufficient hydraulic pressure can always be supplied to the hydraulic chamber. Since the means operates only when necessary, the load on the engine is reduced compared to a type that always ensures the necessary oil pressure, so fuel efficiency does not deteriorate.
（３）実施例
以下、図面により本発明の実施例について説明すると、
先ず本発明の第１実施例を示す第１図、第２図および第
３図において、機関本体Ｅに設けられた吸気弁１は、機
関のクランク軸から１／２の減速比で回転駆動されるカ
ムシャフト２に一体に設けられた低速用カム３、***部
４および高速用カム５と、カムシャフト２と平行なロッ
カシャフト６に枢支されたカムフォロアとしての第１、
第２および第３０ツカアーム７．８．９と、第１および
第２０ツカアーム７．８間ならびに第２および第３０ツ
カアーム８．９間に設けられた連結切換機構１０ａ、１
０ｂとの働きにより開閉駆動される。(3) Examples Examples of the present invention will be explained below with reference to the drawings.
First, in FIGS. 1, 2, and 3 showing a first embodiment of the present invention, an intake valve 1 provided in an engine body E is rotationally driven from the engine crankshaft at a reduction ratio of 1/2. A low-speed cam 3, a raised portion 4, and a high-speed cam 5 are integrally provided on the camshaft 2, and a first cam follower is pivotally supported on a rocker shaft 6 parallel to the camshaft 2.
Connection switching mechanisms 10a, 1 provided between the second and 30th claw arms 7.8.9, between the first and 20th claw arms 7.8, and between the second and 30th claw arms 8.9
It is driven to open and close by working with 0b.
カムシャフト２は、機関本体Ｅの上方で回転自在に配置
されており、低速用カム３、***部４および高速用カム
５は、軸方向に隣接してカムシャフト２に一体化される
。低速用カム３は、機関の低速運転に対応した形状を有
して形成され、***部４はカムシャフト６と同軸の円形
に形成され、高速用カム５は機関の高速運転に対応した
形状に形成される。The camshaft 2 is rotatably arranged above the engine body E, and the low-speed cam 3, the raised portion 4, and the high-speed cam 5 are integrated into the camshaft 2 adjacent to each other in the axial direction. The low-speed cam 3 is formed to have a shape suitable for low-speed operation of the engine, the raised portion 4 is formed in a circular shape coaxial with the camshaft 6, and the high-speed cam 5 is formed to have a shape suitable for high-speed operation of the engine. It is formed.
ロッカシャフト６は、カムシャフト２よりも下方で固定
配置される。このロッカシャフト６には、低速用カム３
に摺接するカムスリッパ１１を上部に有する第１０ツカ
アーム７と、***部４に摺接するスリッパ１２を上部に
有する第２０ツカアーム８と、高速用カム５に摺接する
カムスリッパ１３を上部に有する第３０ツカアーム９と
がロッカシャフト６の軸方向に隣接してそれぞれ枢支さ
れる。The rocker shaft 6 is fixedly arranged below the camshaft 2. This rocker shaft 6 has a low speed cam 3.
a 10th latch arm 7 having a cam slipper 11 on its upper part that slides in contact with the raised part 4; a 20th latch arm 8 that has a slipper 12 on its upper part that slides on the raised part 4; and a 30th latch arm 8 that has a cam slipper 13 on its upper part that slides in contact with the high-speed cam 5. The hook arms 9 are adjacent to the rocker shaft 6 in the axial direction and are respectively pivotally supported.
第２０ツカアーム８には、吸気弁１が連動、連結される
。すなわち、吸気弁１は、その上端に設けた鍔部１４と
、機関本体Ｅとの間に介装した弁ばね１５により閉弁方
向すなわち上方に向けて付勢されており、第２０ツカア
ーム８の先端には吸気弁１の上端に当接するタペットね
じ１６が進退可能に螺着される。The intake valve 1 is interlocked and connected to the 20th hook arm 8 . That is, the intake valve 1 is biased in the valve closing direction, that is, upward, by the valve spring 15 interposed between the flange 14 provided at the upper end and the engine body E. A tappet screw 16 that abuts the upper end of the intake valve 1 is screwed onto the tip so that it can move forward and backward.
第１０ツカアーム７は、機関本体Ｅとの間に設けた弾発
付勢手段１７により、そのカムスリッパ１１が低速用カ
ム３に常時摺接する方向に付勢される。この弾発付勢手
段１７は、閉塞端を第１０ツカアーム７の下面に当接さ
せた有底円筒状のりフタ１８と、該リフタ１８および機
関本体Ｅ間に介装されたりフタばね１９とから成り、リ
フタｌ８は機関本体Ｅに設けた有底穴２０に摺合される
。The tenth lever arm 7 is biased by resilient biasing means 17 provided between it and the engine body E in a direction in which its cam slipper 11 is always in sliding contact with the low speed cam 3. This spring biasing means 17 is formed by a bottomed cylindrical glue lid 18 whose closed end is in contact with the lower surface of the tenth hook arm 7, and a lid spring 19 which is interposed between the lifter 18 and the engine body E. Thus, the lifter l8 is slidably fitted into the bottomed hole 20 provided in the engine body E.
第３０ツカアーム９と、機関本体Ｅとの間にも上記弾発
付勢手段１７と同様の弾発付勢手段（図示せず）が設け
られており、第３０ツカアーム９も第１０ツカアーム７
と同様に上方に向けて弾発付勢され、カムスリッパ１３
が高速用カム５に常時摺接される。A spring biasing means (not shown) similar to the spring biasing means 17 is provided between the 30th claw arm 9 and the engine body E, and the 30th claw arm 9 is also provided with the 10th claw arm 7.
Similarly, the cam slipper 13 is elastically biased upward.
is constantly in sliding contact with the high-speed cam 5.
第４図を併せて参照して、連結切換機構１０ａは、第１
および第２０ツカアーム７．８間を連結する位置および
その連結状態を解除する位置間で移動可能な連結ビン２
２ａと、その連結ピン２２ａの移動を規制するストッパ
２３ａと、連結ビン２２ａを連結解除側に付勢する戻し
ばね２４ａとを有する。Referring also to FIG. 4, the connection switching mechanism 10a
The connecting bin 2 is movable between a position where the connection between the 20th hook arm 7.8 and a position where the connection is released.
2a, a stopper 23a that restricts the movement of the connecting pin 22a, and a return spring 24a that urges the connecting pin 22a toward the disconnection side.
第２０ツカアーム８には、第１０ツカアーム７側に向け
て開放するとともにロッカシャフト６と平行な有底の第
１ガイド穴２５ａ・が穿設されており、この第１ガイド
穴２５ａの閉塞端側には段部２６ａを介して小径部２７
ａが設けられる。第１ガイド穴２５ａには連結ピン２２
ａが摺合されており、この連結ビン２２ａと第１ガイド
穴２５ａの閉塞端との間に油圧室２８ａが画成される。The 20th claw arm 8 has a bottomed first guide hole 25a that is open toward the 10th claw arm 7 and parallel to the rocker shaft 6, and the closed end side of this first guide hole 25a is bored. The small diameter portion 27 is inserted through the stepped portion 26a.
a is provided. A connecting pin 22 is provided in the first guide hole 25a.
a are slid together, and a hydraulic chamber 28a is defined between the connecting bottle 22a and the closed end of the first guide hole 25a.
第１０ツカアーム７には、第１ガイド穴２５ａに対応し
て、第２０ツカアーム８側に開放した有底の第２ガイド
穴２９ａがロッカシャフト６と平行に穿設されており、
この第２ガイド穴２９ａに円板状のストッパ２３ａが摺
合される。第２ガイド穴２９ａの閉塞端側には規制段部
３０ａを介して小径部３１ａが設けられ、また前記閉塞
端には小径部３１ａと同軸の挿通孔３２ａが穿設される
。A second guide hole 29a with a bottom and open to the 20th claw arm 8 side is bored parallel to the rocker shaft 6 in the 10th claw arm 7, corresponding to the first guide hole 25a.
A disk-shaped stopper 23a is slid into this second guide hole 29a. A small diameter portion 31a is provided on the closed end side of the second guide hole 29a via a regulating step portion 30a, and an insertion hole 32a coaxial with the small diameter portion 31a is bored at the closed end.
しかもストパ２３ａに同軸かつ一体に設けられた案内棒
３３ａが挿通孔３２ａに挿通される。さらに、ストッパ
２３ａと第２ガイド穴２９ａの閉塞端との間には案内棒
３３を囲繞するコイル状の戻しばね２４ａが介装される
。Moreover, a guide rod 33a coaxially and integrally provided with the stopper 23a is inserted into the insertion hole 32a. Furthermore, a coil-shaped return spring 24a surrounding the guide rod 33 is interposed between the stopper 23a and the closed end of the second guide hole 29a.
連結ピン２２ａの軸方向長さは、その一端が段部２６ａ
に当接したときに他・端が第１および第２０ツカアーム
７．８間に位置するように、またストッパ２３ａを規制
段部３０ａに当接させるまで第２ガイド穴２９ａ内に入
り込んだときに一端が第１ガイド穴２５ａ内に残るよう
に設定されている。The axial length of the connecting pin 22a is such that one end thereof has a stepped portion 26a.
so that the other end is located between the first and 20th hook arms 7.8 when the stopper 23a comes into contact with the regulating step 30a, and when the stopper 23a enters the second guide hole 29a until it comes into contact with the regulating step 30a. One end is set to remain in the first guide hole 25a.
一方、ロッカシャフト６内は、その軸方向に延びる隔壁
３７によって２つの油路３４ａ、３４ｂに区画される。On the other hand, the inside of the rocker shaft 6 is divided into two oil passages 34a and 34b by a partition wall 37 extending in the axial direction.
ロッカシャフト６には、一方の油路３４ａに連通する連
通孔３５ａと、他方の油路３４ｂに連通する連通孔３５
ｂとが、軸方向に離隔した位置に穿設され、第２０ツカ
アーム８の揺動状態に拘らず連通孔３５ａに連通ずる連
通路３６ａと連通孔３５ｂに連通する連通路３６ｂとが
第２０ツカアーム８に穿設される。しかも連通路３６ａ
は油圧室２８ａに連通ずる。The rocker shaft 6 has a communication hole 35a that communicates with one oil passage 34a, and a communication hole 35 that communicates with the other oil passage 34b.
b are bored at positions separated in the axial direction, and a communication passage 36a that communicates with the communication hole 35a and a communication passage 36b that communicates with the communication hole 35b regardless of the swinging state of the 20th claw arm 8 are the 20th claw arm. 8. Moreover, the communication path 36a
communicates with the hydraulic chamber 28a.
第２および第３０ツカアーム８．９間に設けられた連結
切換機構１０ｂは、上記連結切換機構ｌＯａと基本的に
同一の構成を有するものであり、前記連結切換機構１０
ａに対応する部分に添字すを付して図示するのみとし、
詳細な説明を省略する。この連結切換機構ｌＯｂの油圧
室２８ｂは、連通路３６ｂおよび連通孔３５ｂを介して
油路３４ｂに連通ずる。The connection switching mechanism 10b provided between the second and 30th hook arms 8.9 has basically the same configuration as the connection switching mechanism lOa, and is different from the connection switching mechanism 10.
The part corresponding to a is only illustrated with a subscript,
Detailed explanation will be omitted. The hydraulic chamber 28b of the connection switching mechanism lOb communicates with the oil passage 34b via the communication passage 36b and the communication hole 35b.
機関に連動、連結されるとともにオイルパン３８から潤
滑油を汲上げて機関に供給するための潤滑油供給用オイ
ルポンプ３９の吐出口には、該オイルポンプ３９からの
オイルの流通のみを許容する逆止弁４０を途中に備える
供給油路４１が接続され、この供給油路４１と、前記油
路３４ａ、３４ｂとは、供給油路４１からのオイルを両
油路３４ａ、３４ｂの一方に択一的に切換えて供給する
ための切換弁４２を介して接続さ、れる。また供給油路
４１の途中には、油温検出器４３が接続されるとともに
、逆止弁４０および切換弁４２間の供給油路４１にはア
キュムレータ４４が接続される。A discharge port of a lubricating oil supply oil pump 39 which is interlocked and connected to the engine and which pumps up lubricating oil from the oil pan 38 and supplies it to the engine allows only oil from the oil pump 39 to flow therethrough. A supply oil passage 41 having a check valve 40 in the middle thereof is connected, and this oil supply passage 41 and the oil passages 34a, 34b are configured to selectively direct oil from the oil supply passage 41 to one of the oil passages 34a, 34b. It is connected via a switching valve 42 for uniformly switching and supplying. Further, an oil temperature detector 43 is connected in the middle of the supply oil passage 41, and an accumulator 44 is connected to the supply oil passage 41 between the check valve 40 and the switching valve 42.
アキュムレータ４４は、有底円筒状のシリンダ体４５内
に、そのシリンダ体４５の閉塞端との間に蓄圧室４６を
画成するプランジャ４７が摺合されるとともに、シリン
ダ体４５の開放端側内面に嵌着された止め輪４８とプラ
ンジャ４７との間に蓄圧室４６の容積を収縮する方向に
プランジャ４７を付勢するばね４９が介装されて成る。The accumulator 44 has a plunger 47 that defines a pressure accumulation chamber 46 between a closed end of the cylinder body 45 and a closed end of the cylinder body 45, and a plunger 47 that defines a pressure accumulation chamber 46 between the cylinder body 45 and the closed end of the cylinder body 45. A spring 49 is interposed between the fitted retaining ring 48 and the plunger 47 to bias the plunger 47 in a direction to contract the volume of the pressure accumulation chamber 46.
また供給油路４１から分岐した接続油路５０は蓄圧室４
６に連通される。しかもシリンダ体４４の側壁には解放
孔５１が穿設される。したがって供給油路４１の油圧が
上昇するとプランジ中４７ばばね４９を収縮させなから
蓄圧室４６の容積を膨張させて蓄圧し、その油圧が設定
値以上となると解放孔５１から一部が解放されるので、
アキュムレータ４４は、蓄圧機能とリリーフ弁としての
機能とを併せ持つことになる。In addition, a connection oil passage 50 branched from the supply oil passage 41 is connected to the pressure accumulation chamber 4.
6. Furthermore, a release hole 51 is formed in the side wall of the cylinder body 44. Therefore, when the oil pressure in the supply oil passage 41 increases, the volume of the pressure accumulation chamber 46 expands and accumulates pressure without contracting the spring 49 during plunging, and when the oil pressure exceeds a set value, a portion is released from the release hole 51. Because
The accumulator 44 has both a pressure accumulation function and a relief valve function.
逆止弁４０およびアキュムレータ４４間の供給油路４１
は、油圧供給手段５２を途中に備える分岐油路５３を介
してオイルパン３８に接続される。Supply oil path 41 between check valve 40 and accumulator 44
is connected to the oil pan 38 via a branch oil passage 53 having a hydraulic pressure supply means 52 in the middle.
この油圧供給手段５２は、固定のハウジング５４と、該
ハウジング５４内に摺合されるプランジャ５５と、機関
に連動、連結されるとともにプランジャ５５に摺接され
るカム５６と、プランジャ５５をカム５６に摺接させる
方向に付勢する第１ばね５７と、プランジャ５５をカム
５６から離反する方向に付勢す６第２ばね５８とを備え
る。The hydraulic pressure supply means 52 includes a fixed housing 54, a plunger 55 that is slidably fitted into the housing 54, a cam 56 that is interlocked and connected to the engine and slidably contacts the plunger 55, and a cam 56 that connects the plunger 55 to the cam 56. It includes a first spring 57 that biases the plunger 55 in the direction of sliding contact, and a second spring 58 that biases the plunger 55 in the direction away from the cam 56.
ハウジング５４には、カム５６側に開放した有底穴部５
９が穿設され、この有底穴部５９にプランジャ５５が摺
合される。しかもプランジャ５５は帽状に形成されてお
り、その閉塞端をカム５６に摺接させるべくして有底穴
部５９に摺合され、有底穴部５９およびプランジャ５５
間にはポンプ室６０が画成される。第１ばね５７は、有
底穴部５９の閉塞端とプランジャ５５との間に介装され
て、ポンプ室６・Ｏに収納される。また第２ばね５８は
、有底穴部５９の開放端側内面に嵌着された止め輪６１
と、プランジャ５５の開放端外縁に設けられた係止鍔部
５５ａとの間に介装される。しかも第２ばね５８は、形
状記憶合金により形成されるものであって、その両端間
には必要に応じて電流を流して加熱するための図示しな
い電力付勢手段が接続される。しかして第２ばね５８は
、電流が流れない低温時には第１ばね５７のばね力によ
りプランジャ５５をカム、５６に摺接させ、電流を流し
た高温時には第２ばね５７のばね力に抗してプランジ中
５５をカム５６と摺接しない位置まで後退させ得るばね
力を発揮し得るように設定される。The housing 54 has a bottomed hole 5 open to the cam 56 side.
9 is bored, and the plunger 55 is slid into this bottomed hole 59. Moreover, the plunger 55 is formed in a cap shape, and its closed end is slid into the bottomed hole 59 so as to be in sliding contact with the cam 56.
A pump chamber 60 is defined therebetween. The first spring 57 is interposed between the closed end of the bottomed hole 59 and the plunger 55, and is housed in the pump chamber 6O. Further, the second spring 58 is connected to a retaining ring 61 fitted to the inner surface of the open end side of the bottomed hole portion 59.
and a locking flange 55a provided at the outer edge of the open end of the plunger 55. Moreover, the second spring 58 is formed of a shape memory alloy, and a power biasing means (not shown) is connected between both ends of the second spring 58 to heat the second spring 58 by passing an electric current therethrough as required. Therefore, the second spring 58 allows the plunger 55 to slide into contact with the cam 56 by the spring force of the first spring 57 when the current is low and does not flow, and against the spring force of the second spring 57 when the current is high and the temperature is high. It is set to exert a spring force capable of retracting the plunger 55 to a position where it does not come into sliding contact with the cam 56.
有底穴部５９の閉塞端には、オイルパン３８からポンプ
室６０にオイルを吸入する方向の流通のみを許容する逆
止弁６２を備える分岐油路５３の上流側部分５３ａが接
続されるとともに、ポンプ室６０から供給油路４１にオ
イルを吐出させる方向の流通のみを許容する逆止弁６３
を備える分岐油路５３の下流側部分５３ｂが接続される
。さらに下流側部分５３ｂの途中には、油圧検出器６４
が接続される。The upstream portion 53a of the branch oil passage 53 is connected to the closed end of the bottomed hole portion 59, and is provided with a check valve 62 that allows oil to flow only in the direction of sucking oil from the oil pan 38 into the pump chamber 60. , a check valve 63 that allows oil to flow only in the direction of discharging oil from the pump chamber 60 to the supply oil path 41;
The downstream portion 53b of the branch oil passage 53 is connected. Furthermore, an oil pressure detector 64 is located in the middle of the downstream portion 53b.
is connected.
次にこの実施例の作用について説明すると、機関の低速
運転時には、一方の油路３４ａに油圧が供給され、他方
の油路３４ｂの油圧は解放される。Next, the operation of this embodiment will be described. When the engine is operated at low speed, oil pressure is supplied to one oil passage 34a, and oil pressure in the other oil passage 34b is released.
このため、一方の連結切換機構１０ａでは連結ピン２２
ａが戻しばね２４ａのばね力に抗して第１０ツカアーム
７側に移動し、連結ピン２２ａにより第１および第２０
ツカアーム７．８が連結される。また他方の連結切換機
構１０ｂでは連結ビン２２ｂとストッパ２３ｂとの摺接
面が第２および第３０ツカアーム８．９間にあり、第２
および第３０ツカアーム８．９は連結解除状態にある。Therefore, in one connection switching mechanism 10a, the connection pin 22
a moves toward the 10th hook arm 7 against the spring force of the return spring 24a, and the connecting pin 22a moves the 1st and 20th
A claw arm 7.8 is connected. In addition, in the other connection switching mechanism 10b, the sliding surface between the connection bin 22b and the stopper 23b is between the second and 30th lever arms 8.9, and the second
and the 30th hook arm 8.9 is in the disconnected state.
したがって第２０ツカアーム８すなわち吸気弁１は低速
用カム３の形状に応じたタイミングおよびリフト量で開
閉作動する。Therefore, the 20th lever arm 8, that is, the intake valve 1, opens and closes at a timing and lift amount depending on the shape of the low-speed cam 3.
機関の高速運転時には、他方の油路３４ｂに油圧が供給
され、一方の油路３４ａの油圧は解放される。このため
、一方の連結切換機構１０ａは連結解除状態となり、他
方の連結切換機構１０ｂが連結作動し、第２および第３
０ツカアーム８，９が連結されるとともに、第１および
第２０ツカアーム７．８は連結解除状態となる。したが
って吸気弁１は高速用カム５の形状に応じたタイミング
およびリフト量で開閉作動する。During high-speed operation of the engine, oil pressure is supplied to the other oil passage 34b, and oil pressure in one oil passage 34a is released. For this reason, one connection switching mechanism 10a is in a disconnected state, the other connection switching mechanism 10b is connected, and the second and third
While the zero tension arms 8 and 9 are connected, the first and twentieth tension arms 7.8 are in a disconnected state. Therefore, the intake valve 1 opens and closes at a timing and lift amount depending on the shape of the high-speed cam 5.
ところで、油圧供給手段５２の第２ばね５８は、油圧、
油温、車速および機関の回転数等によりその電力付勢を
制御されるものであり、必要時には電力付勢状態を解除
される。すなわち機関の始動直後や油温度上昇時のみ油
圧供給手段５２がポンプ作動し、供給油路４１に油圧供
給手段５２から油圧が供給される。したがって供給油路
４１の油圧低下が防止され、供給油路４１には常時充分
な油圧が供給されて、動弁装置の作動信頼性が向上する
。しかも油圧供給手段５２は必要時のみ作動するので、
この油圧供給手段５２を設けたことにより燃費が悪化す
ることはない。By the way, the second spring 58 of the hydraulic pressure supply means 52 has a hydraulic pressure,
The power energization is controlled based on oil temperature, vehicle speed, engine rotational speed, etc., and the power energization state is canceled when necessary. That is, the hydraulic pressure supply means 52 pumps only immediately after the engine is started or when the oil temperature rises, and hydraulic pressure is supplied from the hydraulic pressure supply means 52 to the supply oil path 41. Therefore, the oil pressure in the supply oil passage 41 is prevented from decreasing, and sufficient oil pressure is always supplied to the supply oil passage 41, thereby improving the operational reliability of the valve train. Moreover, since the hydraulic pressure supply means 52 operates only when necessary,
By providing this hydraulic pressure supply means 52, fuel efficiency does not deteriorate.
本発明の他の実施例として、上記第１実施例のカム５６
を省略し、第２ばね５８の電力付勢および電力消勢を繰
り返すことによりポンプ作用を行なわせるようにしても
よい。As another embodiment of the present invention, the cam 56 of the first embodiment
may be omitted, and the pumping action may be performed by repeatedly energizing and deenergizing the second spring 58.
第５図は本発明の第２実施例を示すものであり、前述の
実施例に対応する部分には同一の参照符号を付す。FIG. 5 shows a second embodiment of the present invention, and parts corresponding to the previous embodiments are given the same reference numerals.
供給油路４１における逆止弁４０および切換弁４２間に
は、油圧供給手段としてのアキュムレータ６８が接続さ
れる。このアキュムレータ６８は、前記第１実施例のア
キュムレータ４４に類似するものであるが、シリンダ体
４５の開放端が閉塞板６９で閉塞され、この閉塞板６９
とプランジャ４７との間に背圧室７０が画成される。一
方、機関に燃焼用空気を供給するための吸気管路７１の
途中に設けた負圧取出ロア２は、管路７３を介して負圧
タンク７４に接続されており、この管路７３の途中には
負圧取出ロア２から負圧タンク７４への流通のみを許容
する逆止弁７５が備えられる。An accumulator 68 serving as a hydraulic pressure supply means is connected between the check valve 40 and the switching valve 42 in the oil supply path 41 . This accumulator 68 is similar to the accumulator 44 of the first embodiment, but the open end of the cylinder body 45 is closed with a closing plate 69.
A back pressure chamber 70 is defined between the plunger 47 and the plunger 47 . On the other hand, the negative pressure extraction lower 2 provided midway through an intake pipe 71 for supplying combustion air to the engine is connected to a negative pressure tank 74 via a pipe 73. is equipped with a check valve 75 that allows flow only from the negative pressure extraction lower 2 to the negative pressure tank 74.
また負圧タンク７４は、負圧タンク７４側から順にオリ
フィス７６および三方切換弁７７を備える管路７８を介
して背圧室７０に接続されており、三方切換弁７７は負
圧タンク７４および背圧室７０間を連通ずる状態と背圧
室７０を大気に開放する状態とを切換え可能である。Further, the negative pressure tank 74 is connected to the back pressure chamber 70 via a conduit 78 that includes an orifice 76 and a three-way switching valve 77 in order from the negative pressure tank 74 side. It is possible to switch between a state in which the pressure chambers 70 are communicated with each other and a state in which the back pressure chambers 70 are opened to the atmosphere.
かかる構成によると、三方切換弁７７により負圧タンク
７５および背圧室７０間を連通したときには、アキュム
レータ６８のプランジャ４７が蓄圧室４６を膨張させる
方向に移動し、供給油路４１の油圧が比較的低圧で蓄圧
される。また三方切換弁７７により背圧室７０を大気に
開放したときには、蓄圧室４６の容積が収縮し、蓄圧室
４４すなわち供給油路４１の油圧が比較的高圧で蓄圧さ
れる。したがってオイルポンプ３８からの油圧を必要に
応じて高圧化することが可能であり、第１実施例と同様
の効果を奏することができる。According to this configuration, when the three-way switching valve 77 establishes communication between the negative pressure tank 75 and the back pressure chamber 70, the plunger 47 of the accumulator 68 moves in the direction of expanding the pressure accumulation chamber 46, and the oil pressure in the supply oil path 41 becomes The pressure is accumulated at a low pressure. Further, when the back pressure chamber 70 is opened to the atmosphere by the three-way switching valve 77, the volume of the pressure accumulation chamber 46 is contracted, and the hydraulic pressure in the pressure accumulation chamber 44, that is, the supply oil passage 41 is accumulated at a relatively high pressure. Therefore, it is possible to increase the hydraulic pressure from the oil pump 38 as necessary, and the same effects as in the first embodiment can be achieved.
第６図は本発明の第３実施例を示すものであり、第５図
の実施例に対応する部分には同一の参照符号を付す。FIG. 6 shows a third embodiment of the present invention, and parts corresponding to the embodiment of FIG. 5 are given the same reference numerals.
この第３実施例は前記第２実施例に１（１２するもので
あり、アキュムレータ６８の背圧室７０には、オイルポ
ンプ３９および逆止弁４０間の供給油路４１が、オリフ
ィス７９を有する管路８０を介して接続され、また背圧
室７０には、該背圧室７０を大気に開放し得る開閉弁８
１が接続される。This third embodiment is one (12) different from the second embodiment, and the back pressure chamber 70 of the accumulator 68 has an orifice 79 in the supply oil passage 41 between the oil pump 39 and the check valve 40. The back pressure chamber 70 is connected via a pipe line 80 and has an on-off valve 8 that can open the back pressure chamber 70 to the atmosphere.
1 is connected.
かかる第３実施例によると、必要時には開閉弁８１を閉
じて背圧室７０の圧力を増大し、蓄圧室４６すなわち供
給油路４１の油圧を増大することができ、前記各実施例
と同様の効果を奏することができる。According to the third embodiment, when necessary, the on-off valve 81 can be closed to increase the pressure in the back pressure chamber 70, thereby increasing the pressure in the pressure accumulation chamber 46, that is, the oil pressure in the supply oil passage 41, and the same as in each of the embodiments described above. It can be effective.
本発明のさらに他の実施例として、第５図および第６図
の実施例におけるアキュムレータ６８のばね４９を形状
記憶合金により形成し、電流を通じて加熱することによ
りばね４９を伸縮させて、プランジャ４７にポンプ作用
を行なわせるようにしてもよい。In yet another embodiment of the present invention, the spring 49 of the accumulator 68 in the embodiments of FIGS. A pumping action may also be performed.
Ｃ０発明の効果
以上のように本発明によれば、供給油路には、必要時の
み油圧を発生させ得る油圧供給手段が接続されるので、
オイルポンプの吐出油圧のみでは不充分であるときに、
油圧供給手段からの油圧を補充することにより、動弁装
置の作動信頼性を向上することができる。しかも油圧供
給手段は必要時のみ作動するので、油圧供給手段を設け
たことにより燃費が悪化することを回避することができ
る。C0 Effects of the Invention As described above, according to the present invention, a hydraulic pressure supply means that can generate hydraulic pressure only when necessary is connected to the supply oil path.
When the oil pump's discharge oil pressure alone is insufficient,
By supplementing the hydraulic pressure from the hydraulic pressure supply means, the operational reliability of the valve train can be improved. Moreover, since the hydraulic pressure supply means operates only when necessary, it is possible to avoid deterioration in fuel efficiency due to the provision of the hydraulic pressure supply means.
第１図ないし第４図は本発明の第１実施例を示すもので
、第１図は平面図、第２図は第１図の■−ｎ線断面図、
第３図は第１図の■−■線断面図、第４図は第２図のＩ
Ｖ−ＩＶ線断面図、第５図は本発明の第２実施例の要部
油圧回路図、第６図は本発明の第３実施例の要部油圧回
路図である。
ｌ・・・吸気弁、７，８．９・・・カムフォロアとじて
のロッカアーム、２２ａ、２２ｂ・・・連結ピン、２８
ａ、２８ｂ・・・油圧室、４１・・・供給油路、５２・
・・油圧供給手段、６８・・・油圧供給手段としてのア
キュムレータ1 to 4 show a first embodiment of the present invention, in which FIG. 1 is a plan view, FIG. 2 is a sectional view taken along the line ■-n in FIG.
Figure 3 is a sectional view taken along the line ■-■ in Figure 1, and Figure 4 is a cross-sectional view taken along the line I in Figure 2.
A sectional view taken along the line V-IV, FIG. 5 is a hydraulic circuit diagram of a main part of a second embodiment of the present invention, and FIG. 6 is a diagram of a hydraulic circuit of a main part of a third embodiment of the present invention. l... Intake valve, 7, 8.9... Rocker arm as cam follower, 22a, 22b... Connection pin, 28
a, 28b... Hydraulic chamber, 41... Supply oil path, 52...
...Hydraulic pressure supply means, 68...Accumulator as a hydraulic pressure supply means
Claims (1)
気弁あるいは排気弁の開閉作動態様を機関の運転状態に
対応させるべく、相互に隣接するカムフォロアの連結位
置および連結解除位置間で移動可能にして連結ピンが配
設され、該連結ピンを油圧により駆動すべく設けられた
油圧室には、機関に連動、連結された潤滑油供給用オイ
ルポンプが供給油路を介して接続される内燃機関の動弁
装置において、供給油路には、必要時のみ油圧を発生さ
せ得る油圧供給手段が接続されることを特徴とする内燃
機関の動弁装置。In order to change the connection and disconnection of multiple cam followers to match the opening/closing operation of the intake valve or exhaust valve to the operating state of the engine, the connection pin is made movable between the connection and disconnection positions of adjacent cam followers. A hydraulic chamber is provided to hydraulically drive the connecting pin, and an oil pump for supplying lubricating oil is connected to the engine via a supply oil passage. 1. A valve operating device for an internal combustion engine, characterized in that a hydraulic pressure supply means capable of generating hydraulic pressure only when necessary is connected to the supply oil path.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP11987787A JPS63285210A (en) | 1987-05-15 | 1987-05-15 | Valve system of internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP11987787A JPS63285210A (en) | 1987-05-15 | 1987-05-15 | Valve system of internal combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS63285210A true JPS63285210A (en) | 1988-11-22 |
Family
ID=14772455
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP11987787A Pending JPS63285210A (en) | 1987-05-15 | 1987-05-15 | Valve system of internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS63285210A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH06317125A (en) * | 1994-03-28 | 1994-11-15 | Mitsubishi Motors Corp | Hydraulic control valve controller |
| US5423295A (en) * | 1992-03-11 | 1995-06-13 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Multi-cylinder internal combustion engine |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6047811A (en) * | 1983-08-25 | 1985-03-15 | Honda Motor Co Ltd | Valve moving device with stopping function for internal- combustion engine |
| JPS60132011A (en) * | 1983-12-20 | 1985-07-13 | Honda Motor Co Ltd | Valve operation stopping device of internal combustion engine |
| JPS6119911A (en) * | 1984-07-06 | 1986-01-28 | Honda Motor Co Ltd | Valve operation suspending device for internal-combustion engine |
-
1987
- 1987-05-15 JP JP11987787A patent/JPS63285210A/en active Pending
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6047811A (en) * | 1983-08-25 | 1985-03-15 | Honda Motor Co Ltd | Valve moving device with stopping function for internal- combustion engine |
| JPS60132011A (en) * | 1983-12-20 | 1985-07-13 | Honda Motor Co Ltd | Valve operation stopping device of internal combustion engine |
| JPS6119911A (en) * | 1984-07-06 | 1986-01-28 | Honda Motor Co Ltd | Valve operation suspending device for internal-combustion engine |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5423295A (en) * | 1992-03-11 | 1995-06-13 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Multi-cylinder internal combustion engine |
| JPH06317125A (en) * | 1994-03-28 | 1994-11-15 | Mitsubishi Motors Corp | Hydraulic control valve controller |
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