TWI303285B

TWI303285B -

Info

Publication number: TWI303285B
Application number: TW094100116A
Authority: TW
Inventors: Inomoto Yutaka; Kazuya Tanabe; Tsutsumizaki Takashi
Original assignee: Honda Motor Co Ltd
Priority date: 2004-01-20
Filing date: 2005-01-04
Publication date: 2008-11-21
Also published as: AR047427A1; JP2005207256A; JP4274425B2; CN1644882A; TW200530490A; KR100582654B1; KR20050076633A; MY139856A; WO2005068789A1; CN100371573C

Description

1303285 九、發明說明：【發明所屬之技術領域】本發明係關於具備有閥特性可變機構的内燃機之置，該閥特性可變機構係控制進氣閥與排氣閥的閥動性；詳言之，係關於藉由閥特性可變機構變更進氣閥氣閥的關開時期，控制重疊期間與非重疊期間，而控部EGR率的内燃機之閥裝置。【先前技術】已知有利用使已燃氣體其中一部份殘留於燃燒室内部 E G R，而減少内燃機的泵動損失，提昇燃油性能減少排氣氣體中的 N Ox，俾提昇排氣淨化性能。所以為執行内部E G R方面，作為控制進氣閥與排氣閥之閥特性的裝置，有如專利文獻1中所揭示的内燃機之可裝置。此可變閥裝置係具備有進氣閥側與排氣閥側的閥動機構。各可變閥動機構係具備有：在連動於曲柄軸轉的驅動軸上所固定的偏心凸輪；可旋轉的嵌合於該凸輪外周的環狀連桿；可旋轉的嵌合於驅動凸輪（該驅輪係偏心於幾乎平行驅動軸配置的控制軸並固定）外J 一端部樞接於環狀連桿的搖臂；以及可旋轉的嵌合於軸，且透過連桿而連結於搖臂另一端部的搖擺凸輪。氣閥與排氣閥進行關開的搖擺凸輪，係控制軸配合引轉狀態進行旋轉，而改變搖臂的搖擺中心與驅動軸的中心間之距離，搖擺成改變進氣閥與排氣閥之最大升與動作角的狀態。然後，控制軸將隨進氣閥與排氣閥 312XP/發明說明書(補件)/94-04/94 ] 00116 閥裝作特與排制内中的，且，在動作變閥可變並旋偏心動凸】，且驅動將進擎運旋轉降量的隶 5 1303285 大升降量變小，最大升降時期將旋轉控制成進氣閥朝滯後角側移動，而排氣閥朝超前角側移動的狀態。結果，進氣閥的開啟時期便將依較其關閉時期之超前角幅度為大的幅度進行滯後角，而排氣閥的關閉時期則依較其開啟時期之滯後角幅度為大的幅度進行超前角，便可改善利用燃燒室中所殘留燃燒氣體的燃油及排氣清淨化。 (專利文獻1 ) 曰本專利特開2 0 0 1 - 3 7 2 1號公報【發明内容】1303285 IX. Description of the Invention: The present invention relates to an internal combustion engine having a valve characteristic variable mechanism that controls valve actuation of an intake valve and an exhaust valve; In other words, the valve device of the internal combustion engine is controlled by changing the closing period of the intake valve valve by the valve characteristic variable mechanism, controlling the overlap period and the non-overlapping period, and controlling the EGR rate. [Prior Art] It is known to reduce the pumping loss of the internal combustion engine by leaving a part of the burned gas in the combustion chamber E G R , thereby improving the fuel performance, reducing the N Ox in the exhaust gas, and improving the exhaust gas purification performance. Therefore, in order to perform the internal EGR aspect, as an apparatus for controlling the valve characteristics of the intake valve and the exhaust valve, there is a detachable device of the internal combustion engine disclosed in Patent Document 1. This variable valve device is provided with a valve actuation mechanism having an intake valve side and an exhaust valve side. Each of the variable valve actuation mechanisms includes: an eccentric cam fixed to a drive shaft that rotates on a crank shaft; a ring-shaped link rotatably fitted to an outer circumference of the cam; and a rotatably fitted to the drive cam ( The drive wheel is eccentric to the control shaft of the almost parallel drive shaft arrangement and fixed) the outer end of the J is pivotally connected to the rocker arm of the ring link; and is rotatably fitted to the shaft and coupled to the rocker arm through the link The other end of the rocking cam. The swing cam that is closed by the gas valve and the exhaust valve rotates while the control shaft is engaged with the lead state, and changes the distance between the swing center of the rocker arm and the center of the drive shaft, and swings to change the intake valve and the exhaust valve. The state of maximum rise and action angle. Then, the control shaft will be fitted with the intake valve and exhaust valve 312XP / invention manual (supplement) /94-04/94 ] 00116 valve, and the valve can be changed and rotated. The eccentric motion convex], and the driving force will reduce the amount of the lifting and lowering of the 5 1303285 large lifting amount, and the maximum lifting period will be controlled to rotate the intake valve toward the retarded side, and the exhaust valve moves toward the leading angle side. . As a result, the opening period of the intake valve will be delayed by a larger amplitude than the leading angle of the closing period, and the closing period of the exhaust valve is advanced by a larger amplitude than the retarding angle of the opening period. The angle can improve the purification of fuel and exhaust gas from the combustion gases remaining in the combustion chamber. (Patent Document 1) Japanese Patent Laid-Open Publication No. 2000-37-2

(發明所欲解決之問題）但是，當實施内EGR的情況時，於利用殘留於燃燒室中的已燃氣體將進氣閥進行開啟時，若燃燒室壓力偏高的話，將發生進氣反吹情況，導致所需空氣量的空氣較難流入於燃燒室中。所以，當利用減少重疊期間或增加非重疊期間而增加内部EGR率的情況時，為能防止或極力抑制進氣反吹情況，使所要量的空氣能流入於燃燒室中，在進氣閥開啟時期，燃燒室壓力越低越好。此外，在上述習知技術方面，驅動軸與控制軸係因為在進氣閥側與排氣閥側分別設置可變閥動機構，因而控制進氣闊與排氣閥之閥動作特性的可變機構將大型化。而且，當使進氣閥或排氣閥的關開時期進行超前角或滯後角時，若排氣閥的開啟時期過於遲滯的話，燃燒氣體的排氣損失將增加，熱效率將降低，而若進氣閥開啟時期過早的話，將無法吸入充分的新空氣，造成輸出降低，使燃燒呈不穩定狀態。本發明係有鑒於此類情事而完成的，申請專利範圍第 6 312XP/發明說明書(補件)/94-04/94100116 1303285 卜3項閥的開專利範小型化的係達 (解決P 中請 t備有分 _機構，閥的關部EGR 於上述上述凸凸輪上而使上構；使(Problem to be Solved by the Invention) However, when the internal EGR is implemented, when the intake valve is opened by the burned gas remaining in the combustion chamber, if the combustion chamber pressure is high, the intake reverse occurs. In the case of blowing, the air that causes the required amount of air is more difficult to flow into the combustion chamber. Therefore, when the internal EGR rate is increased by reducing the overlap period or increasing the non-overlapping period, in order to prevent or suppress the intake backflushing situation, the required amount of air can flow into the combustion chamber, and the intake valve is opened. During the period, the lower the combustion chamber pressure, the better. Further, in the above-described prior art, the drive shaft and the control shaft are respectively provided with a variable valve actuation mechanism on the intake valve side and the exhaust valve side, thereby controlling the variable valve operating characteristics of the intake air and the exhaust valve. The organization will be large. Moreover, when the opening or retarding angle of the intake valve or the exhaust valve is made to be advanced or retarded, if the opening period of the exhaust valve is too late, the exhaust loss of the combustion gas will increase, and the thermal efficiency will decrease, and if If the valve is opened too early, it will not be able to inhale sufficient fresh air, causing the output to decrease and the combustion to be unstable. The present invention has been completed in view of such circumstances, and the patent application scope 6 312XP / invention manual (supplement) / 94-04/94100116 1303285 Having a sub-unit, the valve EGR is superposed on the above-mentioned convex cam;

制機構機構係用減少部EGR 上述進量，較時期的依此所述發明之目的係依燃燒室壓力較低狀態開始啟，俾防止或抑制進氣反吹情況發生。此外，圍第2、3項所述發明之目的係達閥特性可變機，構造簡單化；申請專利範圍第4項所述發明閥特性可變機構的構造簡單化。 1題之手段）專利範圍第1項所述發明係内燃機之閥裝置，別控制進氣閥與排氣閥之閥動作特性的閥特性上述閥特性可變機構係變更上述進氣閥與上述開時期，藉由控制重疊期間與非重疊期間而控率，其特徵在於上述閥特性可變機構係具備有：内燃機的曲柄軸並進行旋轉的凸輪軸；連結於輪軸的旋轉，而使上述進氣閥進行關開動作的之進氣連動機構；連結於配合上述凸輪軸的旋述排氣閥進行關開動作的排氣凸輪上之排氣連上述各連動機構以上述凸輪軸為中心進行搖擺 ;以及驅動上述控制機構的驅動機構；而上述將上述驅動機構與上述各連動機構連結，使得上述重疊期間或增加上述非重疊期間，而在上率增加方向利用上述驅動機構進行驅動之時，氣連動機構所施行上述進氣閥開啟時期的滯大於利用上述排氣連動機構所施行上述排氣閥超前角量狀態。的話，因為閥特性可變機構係當在内EG R率 312XP/發明說明書(補件)/94-04/94100116 進氣申請構的之目係具可變排氣制内連動配合進氣轉，動機的控控制當利述内利用後角關閉增加The mechanism is to reduce the above-mentioned intake of EGR, and the purpose of the invention according to the present invention is to start or prevent the intake blowback from occurring due to the lower combustion chamber pressure. Further, the object of the invention described in the second and third aspects is that the valve characteristic variable machine is simple in structure, and the structure of the valve characteristic variable mechanism according to the fourth aspect of the invention is simplified. The invention of the first aspect of the invention is the valve device of the internal combustion engine, the valve characteristic of the valve operating characteristic of the intake valve and the exhaust valve is controlled, and the valve characteristic variable mechanism changes the intake valve and the opening In the case of controlling the overlap period and the non-overlapping period, the valve characteristic variable mechanism includes a cam shaft that rotates with a crankshaft of the internal combustion engine, and the rotation is coupled to the wheel shaft to make the intake air An intake interlocking mechanism for closing the valve; and an exhaust valve connected to the exhaust cam that is closed by the rotary exhaust valve that engages the camshaft, and each of the interlocking mechanisms swings around the camshaft; And a driving mechanism for driving the control mechanism; and the driving mechanism is coupled to each of the linking mechanisms to increase the overlapping period or the non-overlapping period, and when the driving mechanism is driven in the upward rate increasing direction, the air linkage The lag of the above-mentioned intake valve opening period is greater than that of the above-mentioned exhaust valve using the above-described exhaust linkage mechanism State. If the valve characteristic variable mechanism is in the inner EG R rate 312XP / invention manual (supplement) /94-04/94100116 air intake application, the system has a variable exhaust system interlocking with the intake air, Motivation control is used when the use of the back angle is increased

1303285 方向上，減少重疊期間、或增加非重疊期間時，進氣啟時期的滯後角量將大於排氣閥關閉時期的超前角量此當排氣閥關閉時期為超前角，而提高燃燒室中所殘燃氣體的壓力時，相較於進氣閥開啟的滯後角量在排關閉時期的超前角量以下之情況下，進氣閥將可在燃壓力更低的狀態下進行開啟。申請專利範圍第2項所述發明，係在申請專利範圍項所述内燃機之睇裝置中，上述控制機構係具備有：利述驅動機構進行驅動，且可在包括上述凸輪軸的旋轉線之基準平面的平行方向進行移動的控制構件；利用進氣連結部樞接於上述控制構件，並利用第2進氣連樞接於上述進氣連動機構的進氣控制連桿；以及利用排氣連結部樞接於上述控制構件，且利用第2排氣連樞接於上述排氣連動機構的排氣控制連桿；而，上述進氣連結部的樞動中心線、與上述第1排氣連結部的中心線，係相對於上述基準平面，在其中一側配置成於上述旋轉中心線，上述第2進氣連結部的樞動中心配置於上述其中一側，上述第2排氣連結部的樞動中係藉由相對於上述基準平面配置於另一側，當上述控件進行移動時，上述進氣連動機構便利用大於上述排動機構的搖擺量，以上述凸輪軸為中心進行搖擺。依此的話，為了可獲得進氣閥開啟時期的滯後角量於排氣閥關閉時期的超前角量之閥動作特性，因而當連動機構與排氣連動機構中共通的控制構件進行移動 3】2XP/發明說明書(補件)/94-04/94100116 閥開，因留已氣閥燒室第1 用上中心第1 結部第1 結部第1 樞動平行線係心線制構氣連較大進氣時， 8 1303285 第1進氣連結部的樞動中心線、與第1排氣連結部的樞動中心線，相對於基準平面配置於其中一側.，第2進氣連結部的枢動中心線則配置於上述其中一側，第2排氣連結部的樞動中心線則相對於上述基準平面配置於另一側，藉此進氣控制連桿與排氣控制連桿，便分別利用分配配置於基準平面二側的第2進氣連結部樞動中心線、與第2排氣連結部樞動中心線，將所樞接的進氣連動機構與排氣連動機構，以凸輪軸中心進行搖擺成進氣連動機構搖擺量，大於 ®排氣連動機構搖擺量的狀態。1303285 In the direction, when the overlap period is reduced or the non-overlapping period is increased, the amount of retardation of the intake valve period will be greater than the lead angle of the exhaust valve closing period. When the exhaust valve closing period is the lead angle, the combustion chamber is increased. When the pressure of the residual gas is lower than the amount of the retardation of the opening of the intake valve below the lead angle of the closing period, the intake valve can be opened at a lower combustion pressure. The invention according to claim 2, wherein the control mechanism is provided with a drive mechanism that is driven by a driving mechanism and can be used as a reference for a rotation line including the camshaft. a control member that moves in a parallel direction of the plane; an intake control link pivotally connected to the control member by the intake coupling portion and pivotally connected to the intake linkage mechanism by the second intake coupling; and an exhaust coupling portion a pilot control link pivotally connected to the control member and pivotally connected to the exhaust linkage mechanism by a second exhaust coupling; and a pivot center line of the intake coupling portion and the first exhaust coupling portion The center line is disposed on the one side of the reference plane, and the pivot center of the second air intake connecting portion is disposed on one side thereof, and the center of the second air connecting portion is pivoted The moving mechanism is disposed on the other side with respect to the reference plane, and when the control moves, the air intake linkage mechanism conveniently uses a swing amount larger than the above-mentioned displacement mechanism, Camshaft swing to the center. According to this, in order to obtain the valve action characteristic of the lead angle of the intake valve opening period and the lead angle of the exhaust valve closing period, the common control member in the interlocking mechanism and the exhaust linkage mechanism is moved. 3] 2XP /Inventive manual (supplement)/94-04/94100116 Valve open, because the gas valve chamber is left, the first center, the first knot, the first knot, the first pivot, the parallel line, the heart line, the air connection At the time of large intake, 8 1303285 the pivot center line of the first intake connection portion and the pivot center line of the first exhaust connection portion are disposed on one side with respect to the reference plane. The second intake connection portion is The pivot center line is disposed on one side of the one, and the pivot center line of the second exhaust coupling portion is disposed on the other side with respect to the reference plane, thereby the intake control link and the exhaust control link. The second intake connection pivot center line and the second exhaust connection pivot center line are disposed on the two sides of the reference plane, and the pivoted intake linkage mechanism and the exhaust linkage mechanism are respectively used as cams. The center of the shaft is swayed into the amount of swing of the intake linkage mechanism, Greater than the state of the oscillating amount of the exhaust linkage mechanism.

申請專利範圍第3項所述發明，係申請專利範圍第1項所述内燃機之閥裝置中，上述控制機構係具備有：利用上述驅動機構進行驅動，且可在包括上述凸輪軸的旋轉中心線之基準平面的平行方向進行移動的控制構件；利用第1進氣連結部樞接於上述控制構件，並利用第2進氣連結部樞接於上述進氣連動機構的進氣控制連桿；以及利用第1排氣連結部樞接於上述控制構件，且利用第2排氣連結部樞接於上述排氣連動機構的排氣控制連桿；而，上述第1進氣連結部的樞動中心線、與上述第1排氣連結部的樞動中心線，係配置成平行於上述旋轉中心線，上述第2進氣連結部的樞動中心線係相對於上述基準平面配置於一側，上述第2排氣連結部的樞動中心線係相對於上述基準平面配置於另一側，且上述進氣控制連桿的連桿長度，較長於上述排氣控制連桿的連桿長度，藉此當上述控制構件進行移動時，上述進氣連動機構便利用大於上述排氣連動機構的 9 312XP/發明說明書(補件)/94-04/94100116The invention of claim 3 is the valve device of the internal combustion engine according to the first aspect of the invention, wherein the control mechanism is provided to be driven by the drive mechanism and may be in a rotation center line including the camshaft a control member that moves in a parallel direction of the reference plane; an intake control link that is pivotally connected to the control member by the first intake connection portion and pivotally connected to the intake linkage mechanism by the second intake connection portion; The first exhaust connecting portion is pivotally connected to the control member, and the second exhaust connecting portion is pivotally connected to the exhaust control link of the exhaust interlocking mechanism; and the pivoting center of the first intake connecting portion The line and the pivot center line of the first exhaust connecting portion are disposed parallel to the rotation center line, and the pivot center line of the second intake connecting portion is disposed on one side with respect to the reference plane, The pivot center line of the second exhaust coupling portion is disposed on the other side with respect to the reference plane, and the link length of the intake control link is longer than the link of the exhaust control link Degrees, whereby when said control means for moving, the intake greater than the interlocking mechanism will use the exhaust interlocking mechanism 9 312XP / Manual (complement member) invention / 94-04 / 94100116

1303285 搖擺量，以上述凸輪軸為中心進行搖擺。依此的話，為了獲得進氣閥開啟時期的滯後角量，於排氣閥關閉時期的超前角量之閥動作特性，因而當連動機構與排氣連動機構中共通的控制構件進行移動連桿長度較長於排氣控制連桿的進氣控制連桿與排氣連桿，便分別依分配配置於基準平面二側的第2進氣部樞動中心線、與第2排氣連結部樞動中心線，使所的進氣連動機構與排氣連動機構，以凸輪軸中心進行成進氣連動機構搖擺量大於排氣連動機構搖擺量的狀申請專利範圍第4項所述發明，係申請專利範圍第 3項中任一項之内燃機之閥裝置中，上述進氣連動機具備有當上述進氣連動機構利用上述控制機構進行時，具有以上述凸輪軸旋轉中心線為中心進行搖擺之中心線的進氣樞動部；而，上述排氣連動機構係具備上述排氣連動機構利用上述控制機構進行搖擺時，具上述旋轉中心線為中心進行搖擺之樞動中心線的排氣部；上述進氣樞動部的樞動中心線、與上述旋轉中心之距離，係較短於上述排氣樞動部樞動中心線與上述中心線間之距離，藉此當上述控制機構利用上述驅動進行驅動時，上述進氣連動機構便利用上述排氣連構，依較大於以上述凸輪軸為中心進行搖擺的上述排 4l/v 1々 1«17 β *-t X * *. » *1， tr% X k JU · ，厶 L. 輪之搖擺*置’彳文上遂逆亂凸柯M工迎凸祝神钩丫心擺。依此的話，當進氣連動機構與排氣連動機構利用控 312ΧΡ/發明說明書(補件)/94-04/94100116 較大進氣時，控制連結枢接搖擺態。 1至構係搖擺樞動有當有以樞動線間旋轉機構動機氣凸 t 一 » ^9 η ^ 制機 10 1303285 構進行搖擺時，進氣連動機構因為在較排氣連動機構的樞動中心線，更接近凸輪軸旋轉中心線的位置處具有樞動中心線，因此控制機構便使進氣凸輪與排氣凸輪，透過進氣連動機構與排氣連動機構，以凸輪軸為中心進行搖擺成進氣凸輪搖擺量大於排氣凸輪搖擺量的狀態。 (發明效果）1303285 The amount of rocking, swaying around the above camshaft. According to this, in order to obtain the retardation angle of the intake valve opening period, the valve operating characteristic of the lead angle in the closing state of the exhaust valve, and thus the control member common to the linkage mechanism and the exhaust linkage mechanism to move the link length The intake control link and the exhaust link that are longer than the exhaust control link are respectively assigned to the second intake portion pivot center line and the second exhaust link pivot center disposed on the two sides of the reference plane The invention relates to the invention of the fourth aspect of the patent application scope in which the intake linkage mechanism and the exhaust linkage mechanism are configured such that the swing amount of the intake linkage mechanism is greater than the swing amount of the exhaust linkage mechanism at the center of the camshaft. In the valve device for an internal combustion engine according to any one of the third aspect, the intake engine includes a center line that oscillates around a center line of rotation of the cam shaft when the intake interlocking mechanism is performed by the control unit. The air intake pivoting unit is configured to include the exhaust centering mechanism, wherein the exhaust linkage mechanism is swinging by the control mechanism, and the rotation center line is centered a venting portion of the pivoting center line; a pivoting center line of the air intake pivoting portion and a distance from the rotating center are shorter than a pivot center line between the exhaust pivoting portion and the center line a distance, whereby the air intake linkage mechanism facilitates the use of the exhaust gas coupling mechanism, and is larger than the row 4l/v 1々1«17 that swings around the cam shaft. β *-t X * *. » *1, tr% X k JU · , 厶L. The swing of the wheel * set the '彳遂遂遂遂凸凸凸柯 M M M M M M M M M 祝祝祝祝祝祝祝祝祝祝祝祝祝祝In this case, when the intake linkage mechanism and the exhaust linkage mechanism utilize the larger intake of the control 312ΧΡ/invention specification (supplement)/94-04/94100116, the control linkage pivotally swings. 1 to the structure of the swinging pivoting, when there is a pivoting mechanism of the pivoting mechanism, the air intake linkage mechanism is pivoted by the linkage mechanism of the exhausting mechanism. The center line has a pivoting center line at a position closer to the center line of rotation of the camshaft, so the control mechanism causes the intake cam and the exhaust cam to oscillate around the cam shaft through the intake linkage mechanism and the exhaust linkage mechanism. The state in which the intake cam swing amount is larger than the exhaust cam swing amount. (effect of the invention)

依照申請專利範圍第1項所述發明，將達下述效果。換句話說，因為當閥特性可變機構在内部E G R率增加的方向上，控制重疊期間與非重疊期間時，進氣閥便於燃燒室壓力較低狀態下開始開啟，因而可防止或抑制進氣反吹情況。依照申請專利範圍第2項所述發明，除所依附之申請專利範圍的效果之外，尚達下述效果。換句話說，在進氣連動機構與排氣連動機構共有著控制機構的控制構件之情況下，藉由第1進氣連結部的樞動中心線、第1排氣連結部的枢動中心線、第2進氣連結部的樞動中心線、及第2排氣連結部的樞動中心線，相對於基準平面的配置方式，便可將獲得進氣閥開啟時期之滯後角量大於排氣閥關閉時期之超前角量的閥動作特性之閥特性可變機構小型化，並將其構造簡單化。依照申請專利範圍第3項所述發明，除所依附之申請專利範圍的效果之外，尚可達下述效果。換句話說，在進氣連動機構與排氣連動機構共有著控制機構的控制構件之情況下，第2進氣連結部的樞動中心線、與第2排氣連結部的樞動中心線，分配配置於基準平面二側，利用進氣控制 11 312XP/發明說明書(補件)/94-04/94 ] 00116 1303285 連桿之連桿長度較大於排氣控制連桿之連桿長度，便可將獲得進氣閥開啟時期之滯後角量大於排氣閥關閉時期之超前角量的閥動作特性之閥特性可變機構小型化，並將其構造簡單化。依照申請專利範圍第4項所述發明，除所依附之申請專利範圍的效果之外，尚可達下述效果。換句話說，藉由進氣連動機構的進氣樞動部樞動中心線、與凸輪軸的旋轉中心線間之距離，較短於排氣連動機構的排氣樞動部樞動中 ® 心線、與凸輪軸的旋轉中心線間之距離，便可將獲得進氣閥開啟時期之滯後角量大於排氣閥關閉時期之超前角量的閥動作特性之閥特性可變機構構造簡單化。【實施方式】以下，針對本發明實施形態，參照圖1至圖1 4進行説明〇According to the invention described in the first aspect of the patent application, the following effects will be obtained. In other words, because when the valve characteristic variable mechanism controls the overlap period and the non-overlap period in the direction in which the internal EGR rate increases, the intake valve facilitates the opening of the combustion chamber pressure lower state, thereby preventing or suppressing the intake air Backflushing situation. In accordance with the invention described in claim 2, in addition to the effects of the scope of the patent application to which it is attached, the following effects are achieved. In other words, when the intake linkage mechanism and the exhaust linkage mechanism share the control member of the control mechanism, the pivot center line of the first intake connection portion and the pivot center line of the first exhaust connection portion The pivot center line of the second intake connecting portion and the pivot center line of the second exhaust connecting portion are arranged relative to the reference plane so that the amount of retardation of the intake valve opening period is greater than that of the exhaust The valve characteristic variable mechanism of the valve operating characteristic of the valve amount in the valve closing period is miniaturized, and the structure thereof is simplified. According to the invention described in the third paragraph of the patent application, in addition to the effects of the scope of the patent application to which it is attached, the following effects can be obtained. In other words, when the intake interlocking mechanism and the exhaust interlocking mechanism share the control member of the control mechanism, the pivot center line of the second intake connecting portion and the pivot center line of the second exhaust connecting portion are The distribution is arranged on the two sides of the reference plane, using the intake control 11 312XP / invention manual (supplement) /94-04/94 ] 00116 1303285 The connecting rod length of the connecting rod is larger than the connecting rod length of the exhaust control connecting rod The valve characteristic variable mechanism that obtains the valve operating characteristic that the amount of retardation of the intake valve opening period is larger than the lead angle of the exhaust valve closing period is miniaturized, and the structure thereof is simplified. According to the invention described in claim 4, in addition to the effects of the scope of the patent application to which it is attached, the following effects can be obtained. In other words, the distance between the center line of the intake pivoting portion of the intake linkage mechanism and the center line of rotation of the camshaft is shorter than the pivoting of the exhaust pivoting portion of the exhaust linkage mechanism. The distance between the wire and the rotation center line of the camshaft can simplify the structure of the valve characteristic variable mechanism that obtains the valve operating characteristic that the amount of retardation of the intake valve opening period is larger than the lead angle of the exhaust valve closing period. [Embodiment] Hereinafter, an embodiment of the present invention will be described with reference to Figs. 1 to 14

參照圖1，本發明所適用的内燃機E係搭載於車輛的機車V中。機車V係具備有：具前框1 a與後框1 b的車體框架 1 ;固定於前叉3上端部的把手4 (該前叉3係可旋轉的支撐於結合於頭管2上，而該頭管2係結合於前框1 a前端）；可旋轉的支撐於前叉3下端部的前輪7;支撐於車體框架1 上的動力單元U;可旋轉的支撐於搖臂5後端部的後輪8 (該搖臂5係可搖擺的支撐於車體框架1上）；連結後框1 b與搖臂5後部的後緩衝器6;以及覆蓋車體框架1的車體蓋9。動力單元U係具備有：具有朝機車V左右方向延伸之曲柄軸1 5的橫向配置内燃機E ;以及具有變速機且將内燃機 12 312XP/發明說明書(補件)/94-04/94100 η 6 1303285Referring to Fig. 1, an internal combustion engine E to which the present invention is applied is mounted on a vehicle V of a vehicle. The locomotive V system includes: a vehicle body frame 1 having a front frame 1 a and a rear frame 1 b ; and a handle 4 fixed to an upper end portion of the front fork 3 (the front fork 3 is rotatably supported to be coupled to the head pipe 2, The head tube 2 is coupled to the front end of the front frame 1 a); the front wheel 7 rotatably supported at the lower end of the front fork 3; the power unit U supported on the vehicle body frame 1; and the rotatably supported rocker arm 5 a rear rear wheel 8 (the rocker arm 5 is swingably supported on the vehicle body frame 1); a rear bumper 6 connecting the rear frame 1 b and the rear portion of the rocker arm 5; and a vehicle body cover covering the vehicle body frame 1 9. The power unit U is provided with a laterally disposed internal combustion engine E having a crank shaft 15 extending in the left-right direction of the locomotive V, and a transmission having an internal combustion engine 12 312XP/invention specification (supplement)/94-04/94100 η 6 1303285

E動力傳導給後輪8的傳動裝置。内燃機E係具備有：形成收容曲柄軸 1 5 的曲柄軸室且兼具變速箱用的曲柄軸箱 1 0 ;結合於曲柄軸箱1 0並朝前方延伸的汽缸1 1 ;結合於汽缸1 1前端部的汽缸頭1 2 ;以及結合於汽缸頭1 2前端部的缸頭蓋1 3。汽缸1 1的汽缸軸線L 1係朝前方且相對於水平方向呈略往上傾斜延伸（參照圖 1 )，或大致平行於水平方向延伸。然後，利用活塞1 4 (參照圖2 )而旋轉驅動的曲柄軸 1 5的旋轉將利用上述變速機進行變速並傳導給後輪 8，而驅動後輪8。合併參照圖2，内燃機E係S 0 H C型空冷式單缸四衝程内燃機，在汽缸1 1中形成可往返運動的嵌合著活塞1 4的汽缸孔1 1 a，在汽缸頭1 2中於汽缸軸線方向A 1且汽缸孔1 1 a 的相對向面上形成燃燒室1 6，更形成在燃燒室1 6中分別開口之具進氣口 1 7 a的進氣道1 7與具排氣口 1 8 a的排氣道 1 8。此外，燃燒室1 6旁邊的火星塞1 9係***於汽缸頭1 2 中所形成的安裝孔1 2 c，並裝設於汽缸頭1 2中。其中，燃燒室1 6係與在活塞1 4與汽缸頭1 2間的上述汽缸孔1 1 a，一起構成燃燒空間。再者，在汽缸頭 1 2中設有可往返的支撐於閥導管 2 0 i，2 0 e上，且利用閥彈簧 2 1經常對閥關閉方向賦予彈力，屬於引擎閥的1個進氣閥22及1個排氣閥23。進氣閥2 2與排氣閥2 3係利用内燃機E中所設置的閥裝置4 0，進行關開動作，而分別對利用閥座2 4所形成的進氣口 17a 與排氣口 1 8 a進行關開。閥裝置4 0係除電動馬達8 0 (參照 13 3】2XP/發明說明書(補件)/94-04/94100116 圖5 )之外，其餘均配置於由汽缸頭1 2與缸頭蓋1 的閥動室2 5内。在進氣道 1 7入口 1 7 b開口之汽缸頭 1 2 —側 1 2 a，為了將從外部所取入的空氣導入於進氣道安裝著具備空氣濾清器2 6 (參照圖1 )與節流閥體圖1 )的進氣裝置，在排氣道1 8出口 1 8 b開口之、; 另一側面的下面1 2 b，安裝著具備有將從燃燒室] 氣道1 8所流出的排氣氣體，導出於内燃機E外部 ® 2 8 (參照圖1 )的排氣裝置。此外，在上述進氣裝有：將液體燃料供應給吸入空氣之燃料供應裝置The E power is transmitted to the transmission of the rear wheel 8. The internal combustion engine E includes a crankcase 10 that forms a crank chamber that houses the crankshaft 15 and that also has a transmission, a cylinder 1 1 that is coupled to the crankcase 10 and extends forward; and is coupled to the cylinder 1 1 a cylinder head 1 2 at the front end portion; and a cylinder head cover 13 coupled to the front end portion of the cylinder head 1 2 . The cylinder axis L 1 of the cylinder 11 is forwardly inclined and slightly inclined upward with respect to the horizontal direction (refer to Fig. 1), or substantially parallel to the horizontal direction. Then, the rotation of the crank shaft 15 that is rotationally driven by the piston 14 (refer to Fig. 2) is shifted by the above-described shifting machine and transmitted to the rear wheel 8, and the rear wheel 8 is driven. Referring to FIG. 2, an internal combustion engine E is an S 0 HC air-cooled single-cylinder four-stroke internal combustion engine, and a cylinder hole 11 a that is reciprocally engaged with a piston 14 is formed in the cylinder 11 in the cylinder head 12 a combustion chamber 16 is formed on the opposite surface of the cylinder axis direction A 1 and the cylinder bore 1 1 a , and an intake port 17 7 having an intake port 17 7 respectively opened in the combustion chamber 16 is formed. The exhaust passage of the port 1 8 a is 18. Further, the Mars plug 19 adjacent to the combustion chamber 16 is inserted into the mounting hole 12c formed in the cylinder head 12, and is mounted in the cylinder head 12. Among them, the combustion chamber 16 and the cylinder bore 1 1 a between the piston 14 and the cylinder head 1 2 together constitute a combustion space. Furthermore, the cylinder head 12 is provided with a reciprocable support on the valve conduit 2 0 i, 20 e, and the valve spring 21 often gives an elastic force to the valve closing direction, and is an intake valve belonging to the engine valve. 22 and 1 exhaust valve 23. The intake valve 22 and the exhaust valve 23 are closed by the valve device 40 provided in the internal combustion engine E, and the intake port 17a and the exhaust port 18 formed by the valve seat 24, respectively. a to close. The valve device 40 is disposed in addition to the electric motor 80 (see 13 3) 2XP/invention specification (supplement)/94-04/94100116 (Fig. 5), and is disposed in the valve from the cylinder head 12 and the cylinder head cover 1. The chamber is inside 5 5 . At the intake port 1 7 inlet 1 7 b opening cylinder head 1 2 - side 1 2 a, in order to introduce air taken in from the outside into the intake port, an air cleaner 26 is provided (refer to Fig. 1). The air intake device of the throttle body of Fig. 1) is opened at the outlet of the exhaust passage 18, and the lower surface of the other side, 1 2b, is installed with the air passage 18 from the combustion chamber. The exhaust gas is led to the exhaust unit of the external combustion engine E 2 (see Fig. 1). Further, in the above air intake, there is provided a fuel supply device for supplying liquid fuel to intake air

1303285 射閥。然後，通過空氣濾清器2 6與節流閥體2 7而被氣，在活塞 1 4下降的進氣行程中，經由已開啟 2 2從進氣道1 7被吸入於燃燒室1 6中，並在活塞的壓縮行程中，於與燃料混合的狀態下進行壓縮體在壓縮行程結束時，便利用火星塞1 9進行點火在活塞1 4下降的膨張行程中，利用燃燒氣體的壓的活塞1 4，便將旋轉驅動著曲柄軸1 5。已燃氣體 1 4上昇的排氣行程中，經由已開啟的排氣閥2 3，體從燃燒室1 6被排放出於排氣道1 8。參照圖3，在上流端2 7 a側連通空氣濾清器2 6 流端2 7 b側透過進氣管連通於進氣道1 7的節流β 設有：利用回力彈簧賦予朝閥關閉方向彈力的節法使節流閥 3 0進行關開動作且控制其開度的節流 312ΧΡ/發明說明書(補件)/94-04/941001 ] 6 3所形成面的上面 17，因而 2 7 (參照气缸頭1 2 .6通過排之排氣管置中具備的燃料噴吸入的空的進氣閥 :1 4上昇。混合氣而燃燒，力所驅動將在活塞以排氣氣，且在下 3 體 27， ί 閥 30 ; 控制機構 141303285 Shooting valve. Then, it is ventilated by the air cleaner 26 and the throttle body 27, and is sucked into the combustion chamber 16 from the intake passage 17 via the opened 2 2 during the intake stroke of the piston 14 descending. And in the compression stroke of the piston, the compressed body is mixed with the fuel, and at the end of the compression stroke, the spark is conveniently ignited by the spark plug 19 in the expansion stroke of the piston 14, and the piston using the pressure of the combustion gas 1 4, the crankshaft 1 5 will be driven by rotation. In the exhaust stroke in which the burned gas 14 rises, the body is discharged from the combustion chamber 16 through the exhaust passage 18 via the opened exhaust valve 23. Referring to Fig. 3, at the upstream end 2 7 a side of the air cleaner 26, the end of the flow end 2 7 b is transmitted through the intake pipe to the throttle 17 of the intake passage 17 is provided with: a return spring is used to give the valve closing direction The elastic section method causes the throttle valve 30 to perform the opening operation and control the opening degree of the throttle 312 ΧΡ / invention specification (supplement) / 94-04/941001 ] 6 3 the upper surface of the formed surface 17, thus 2 7 (refer to The cylinder head 12.6 is passed through the empty intake valve of the fuel injection provided in the exhaust pipe set: 14 rises. The mixture is burned, the force is driven to be exhausted in the piston, and the lower 3 body 27, ί valve 30; control mechanism 14

1303285 Τ ;以及檢測出節流閥3 0開度的節氣門開度檢測手段節流控制機構 Τ係具備有：利用作為控制裝置的電子單元（以下稱「E C U」）9 2 (參照圖5 )進行控制之屬於致的電動馬達33 ;以及由將電動馬達33驅動力傳導給閥3 0，構成傳動機構的一連串齒輪3 4，3 5所形成的減輪列。合併參照圖5，E C U 9 2係由：檢測出運轉者所操作之出力操作構件之手油門（t h r 〇 11 1 e g r i ρ )操作量D的出求量檢測手段9 5，檢測出内燃機E暖機狀態之作為暖態檢測手段的引擎溫度檢測手段 9 6 (例如潤滑油溫度手段），以及節氣門開度檢測手段3 2等所構成，並輸檢測出之内燃機E運轉狀態的運轉狀態檢測手段各檢號。其中，操作量D係依運轉者所施行的引擎出力需才而上述手油門係設定該需求量的出力設定手段。 E C U 9 2的記憶裝置中，儲存著以操作量D為參數，節流閥 3 0開度冷的節氣門開度圖表（t h r 〇 11 1 e 〇 p e map)。此節氣門開度圖表係如圖 4(A)、（ B)所示，由機E暖機時所使用的暖機時用圖表，以及内燃機E暖成後所使用的暖機後用圖表所構成。然後，電動馬$ 便配合經出力需求量檢測手段95所檢測出的操作量] 經節氣門開度檢測手段 3 2所檢測出的節流閥 3 0實度，利用ECU92控制為節流閥30開度形成由上述節氣度圖表所設定開度；S的狀態，然後關閉節流閥30。 ECU92係若利用引擎溫度檢測手段9 6，檢測出引擎 312XP/發明說明書(補件)/94-04/94100116 32 〇控制動器節流速齒作為力需機狀檢測入所測信 •量，設定 n i n g 内燃機完 ί 33 )、與際開門開溫度 15 13032851303285 以及 ; and a throttle opening detecting means for detecting a throttle opening 30 degree throttle control means 具备 is provided with an electronic unit (hereinafter referred to as "ECU") 9 2 as a control device (refer to FIG. 5 ) An electric motor 33 that performs control is provided; and a row of pulleys formed by a series of gears 3 4, 35 that constitute a transmission mechanism by transmitting the driving force of the electric motor 33 to the valve 30. Referring to FIG. 5, the ECU 9 2 detects that the hand throttle detecting means 9 5 of the hand throttle (thr 〇 11 1 egri ρ ) operation amount D of the power-operating member operated by the operator is detected, and the internal combustion engine E is warmed up. In the state, the engine temperature detecting means 9 6 (for example, the lubricating oil temperature means) and the throttle opening detecting means 3 2 are configured to detect the operating state detecting means of the internal combustion engine E in the operating state. Check number. The operation amount D is based on the engine output required by the operator, and the hand throttle system sets the output setting means of the demand amount. In the memory device of E C U 9 2, a throttle opening degree chart (t h r 〇 11 1 e 〇 p e map) in which the operation amount D is used as a parameter and the throttle valve 30 is cold is stored. The throttle opening degree chart is shown in Fig. 4 (A) and (B), the warm-up time chart used when the machine E is warmed up, and the warm-up chart used after the internal combustion engine E is warmed up. Composition. Then, the electric horse is matched with the operation amount detected by the output demand detecting means 95. The throttle valve 30 detected by the throttle opening detecting means 3 2 is controlled by the ECU 92 as the throttle valve 30. The opening degree forms a state in which the opening degree is set by the above-described throttle degree chart; S, and then the throttle valve 30 is closed. The ECU 92 detects the engine 312XP/invention specification (supplement)/94-04/94100116 32 〇 control unit section flow rate tooth as the force required to detect the measured amount and quantity by using the engine temperature detecting means 96, and sets ning Internal combustion engine completes 33), and the opening of the door opening temperature 15 1303285

為低於既定溫度狀態的暖機時，便選擇暖機時用圖表，當經引擎溫度檢測手段 9 6檢測出引擎溫度達上述既定溫度以上狀態的暖機後時，便選擇暖機後用圖表。利用暖機時用圖表，在内燃機E的整個負載區域中，節流閥30開度將被設定成與操作量D成正比的開度特性，俾呈隨操作量D 的增加而增加節流閥3 0開度的狀態。所以，電動馬達3 3 便在整個負載區域中，將節流閥3 0開度控制成隨亦為檢測出引擎負載的負載檢測手段之出力需求量檢測手段9 5，所檢測出操作量D (即，引擎負載）之增加而增加開度的狀態。另外，利用暖機後用圖表，在從無負載至低負載區域的既定負載D a為止之第1負載區域F a中，將隨操作量D (引擎負載）的增加，節流閥3 0將從怠速開度增加至在既定負載Da中全開的狀態，在超越既定負載Da的第2負載區域 F b中，則無關於操作量D，節流閥3 0將被設定於全開的開度特性。所以，電動馬達33在第1負載區域Fa中，將節流閥3 0開度控制成隨操作量D的增加，從怠速開度在既定負載Da中呈全開狀態，而在第2負載區域Fb中，則將節流閥3 0控制成維持著全開的狀態。其中，内燃機E的整個負載區域，在無負載與最大負載Db之間，大致三等份為低負載區域F1、中負載區域F2及高負載區域F3。參照圖2、圖5〜圖7、圖1 2，閥裝置4 0係具備有：使進氣閥2 2進行關開動作，且抵接於其閥桿2 2 a的作為進氣凸輪從動件之進氣主搖臂4 1 ;使排氣閥2 3進行關開動作，且抵接於其閥桿2 3 a的作為排氣凸輪從動件之排氣主搖臂 16 312XP/發明說明書(補件)/94-04/94 ] 00116 1303285 4 2 ;以及對包含進氣閥2 2與排氣閥2 3關開時期、及最大升降量在内的閥動作特性進行控制的閥特性可變機構Μ。進氣主搖臂4 1與排氣主搖臂4 2係分別在中央部的支點部4 1 a，4 2 a，可搖擺的支撐於固定於凸輪軸托架2 9上的一對搖軸4 3上，且在構成一端部作用部的調整螺紋4 1 b, 4 2 b 處抵接於閥桿 2 2 a，2 3 a，在構成另一端部接觸部的輥 4 1 c，4 2 c處接觸於進氣凸輪5 3與排氣凸輪5 4。When the warm-up is lower than the predetermined temperature state, the chart for warming up is selected, and when the engine temperature detecting means 96 detects that the engine temperature reaches the above-mentioned predetermined temperature or higher, the warm-up chart is selected. . When the warm-up is used as a chart, in the entire load region of the internal combustion engine E, the opening degree of the throttle valve 30 is set to an opening characteristic proportional to the operation amount D, and the throttle valve is increased as the operation amount D is increased. The state of the 3 0 opening degree. Therefore, the electric motor 3 3 controls the opening degree of the throttle valve 30 in the entire load region so as to be the output demand amount detecting means 9 5 of the load detecting means for detecting the engine load, and the detected operation amount D ( That is, the engine load) increases and the degree of opening is increased. In addition, in the first load region F a from the no-load to the predetermined load D a in the low load region, the throttle valve 30 will increase with the increase in the operation amount D (engine load). When the idle opening degree is increased to the state in which the predetermined load Da is fully opened, in the second load region F b that exceeds the predetermined load Da, the operation amount D is not related, and the throttle valve 30 is set to the fully open opening characteristic. . Therefore, in the first load region Fa, the electric motor 33 controls the opening degree of the throttle valve 30 so that the idling opening degree is fully open in the predetermined load Da and increases in the second load region Fb as the operation amount D increases. In the middle, the throttle valve 30 is controlled to maintain the fully open state. Among them, the entire load region of the internal combustion engine E is substantially equal to the low load region F1, the intermediate load region F2, and the high load region F3 between the no load and the maximum load Db. Referring to Fig. 2, Fig. 5 to Fig. 7, and Fig. 12, the valve device 40 is provided with an intake cam follower that abuts the intake valve 22 and abuts against the valve stem 2 2 a thereof. Intake main rocker arm 4 1 ; exhaust valve 2 3 to close the exhaust valve, and abut against the valve stem 2 3 a as the exhaust cam follower exhaust main rocker arm 16 312XP / invention manual (Supplement) /94-04/94 ] 00116 1303285 4 2 ; and the valve characteristics that control the valve operating characteristics including the intake valve 22 and the exhaust valve 23 closing period and the maximum lifting amount Change the organization. The intake main rocker arm 4 1 and the exhaust main rocker arm 4 2 are pivotally supported on a pair of rocking shafts fixed to the camshaft bracket 29 at the fulcrum portions 4 1 a, 4 2 a of the central portion, respectively. 4 3, and at the adjustment thread 4 1 b, 4 2 b constituting the one end action portion abuts against the valve stem 2 2 a, 2 3 a, at the roller 4 1 c, 4 2 constituting the other end contact portion At c, the intake cam 53 and the exhaust cam 54 are contacted.

閥特性可變機構Μ係具備有：收容於閥動室2 5中的内部機構；以及在閥動室2 5外所配置的外部機構，且驅動著上述内部機構之屬於電動致動器的電動馬達8 0。上述内部機構係具備有：可旋轉的支撐於汽缸頭1 2上，且連動於曲柄軸1 5被旋轉驅動的1個凸輪軸5 0 ;設置於凸輪軸5 0，並與凸輪軸5 0 —體進行旋轉，屬於驅動凸輪的進氣驅動凸輪 5 1與排氣驅動凸輪5 2 ;樞接於凸輪軸5 0上，並以凸輪軸 50 為中心可進行搖擺，屬於連動機構的連桿機構 Ml i , Mle ；連結於連桿機構Μ 1 i，Μ 1 e，並分別使進氣主搖臂 4 1與排氣主搖臂4 2產生動作，且樞接於凸輪軸5 0，屬於閥動凸輪的進氣凸輪 53與排氣凸輪 54 ;使連桿機構 Μ 1 i，Μ 1 e以凸輪軸5 0為中心進行搖擺，並具有電動馬達8 0 以作為驅動源的驅動機構Μ 2 (參照圖5 );介設於驅動機構 Μ 2與連桿機構Μ 1 i，Μ 1 e之間，配合電動馬達8 0驅動力，控制著連桿機構Μ 1 i，Μ 1 e在凸輪軸5 0周圍所進行搖擺的控制機構Μ 3 ;以及為將連桿機構Μ 1 i，Μ 1 e朝控制機構Μ 3按壓，而使凸輪軸5 0周圍的轉矩作用於連桿機構Μ 1 i，Μ 1 e，】7 312XP/發明說明 (補件)/94-04/941001 】6 1303285 屬於按壓用彈力手段的按壓彈簧5 5。The valve characteristic variable mechanism includes an internal mechanism housed in the valve chamber 25, an external mechanism disposed outside the valve chamber 25, and an electric motor belonging to the electric actuator that drives the internal mechanism Motor 80. The internal mechanism is provided with: a camshaft 50 that is rotatably supported on the cylinder head 12 and that is rotatably driven by the crankshaft 15; is disposed on the camshaft 50, and is coupled to the camshaft 50 The body rotates, and the intake drive cam 51 and the exhaust drive cam 5 2 belonging to the drive cam are pivotally connected to the camshaft 50, and can be rocked around the camshaft 50, and the link mechanism M1 belonging to the linkage mechanism i , Mle ; is connected to the link mechanism Μ 1 i, Μ 1 e, and respectively causes the intake main rocker arm 4 1 and the exhaust main rocker arm 4 2 to act, and is pivotally connected to the cam shaft 50, belonging to the valve movement The intake cam 53 of the cam and the exhaust cam 54; the link mechanism Μ 1 i, Μ 1 e is rocked around the cam shaft 50, and has a drive mechanism 电动 2 of the electric motor 80 as a drive source (refer to Figure 5); interposed between the driving mechanism Μ 2 and the link mechanism Μ 1 i, Μ 1 e, with the driving force of the electric motor 80, controlling the link mechanism Μ 1 i, Μ 1 e at the cam shaft 5 0 a control mechanism Μ 3 for swaying around; and a cam for pressing the link mechanism Μ 1 i, Μ 1 e toward the control mechanism Μ 3 Torque is applied to the link 50 around the mechanism Μ 1 i, Μ 1 e,] 7 312XP / described invention (s) / the 94-04 / 61303285 941001] belonging to the pressing force of the pressing means with a spring 55.

參照圖2、圖5、圖6，凸輪軸5 0係透過其二端部所配置的一對軸承 5 6，可旋轉的支撐於汽缸頭 1 2及連結於汽缸頭1 2的凸輪軸托架2 9，並利用透過閥動用傳動機構所傳導的曲柄軸1 5 (參照圖1 )動力，連動於曲柄軸1 5並依其 1 / 2的旋轉速度進行旋轉驅動。上述閥動用傳動機構係具備有：在靠近凸輪軸5 0 —端部的左端部前端，一體結合的凸輪鏈輪 5 7 ; —體結合於曲柄軸1 5的驅動鏈輪；以及橫跨凸輪鏈輪5 7與上述驅動鏈輪的正時鍊條 5 8。上述閥動用傳動機構係收容於由汽缸1 1與汽缸頭1 2所形成，並位於汽缸1 1與汽缸頭1 2之相對於第1正交平面Η 1的一側邊的左側之傳動室中。所以，上述傳動室中，形成於汽缸頭 1 2的傳動室5 9，便在以汽缸軸線L 1為中心的徑方向（以下稱「徑方向」），且凸輪軸5 0旋轉中心線L 2方向A 2 (以下稱「凸輪軸方向A 2」），鄰接於閥動室2 5。其中，第1正交平面 Η1係包括汽缸軸線 L1且正交於後述基準平面 Η 0 的平面。另外，在閥特性可變機構Μ中，因為相關進氣閥2 2的構件與相關排氣閥2 3的構件係含有相對應的構件，且因為進氣驅動凸輪5 1、排氣驅動凸輪5 2、連桿機構Μ 1 i，Μ 1 e、進氣凸輪5 3及排氣凸輪5 4係具有相同的基本構造，因而在下述的説明中，便以相關排氣閥2 3的構件為中心進行説明，而相關進氣閥2 2的構件與關聯説明等，則配合需要記於括號内。 18 3 12XP/發明說明書(補件)/94-04/94100116 1303285 參照圖2、圖5、圖8、圖9、圖1 2，押入於凸輪軸5 0 中並固定的排氣驅動凸輪5 2 (進氣驅動凸輪5 1 )，在外周面具有橫跨整個周圍形成的凸輪面。該凸輪面係由：透過連桿機構Μ 1 e ( Μ 1 i )未使排氣凸輪5 4 (進氣凸輪5 3 )搖擺的基圓部 5 2 a ( 5 1 a )，以及透過連桿機構 Μ 1 e ( Μ 1 i )使排氣凸輪 5 4 (進氣凸輪5 3 )搖擺的凸輪脊部5 2 b ( 5 1 b )所構成。基圓部 5 2 a ( 5 1 a )係具有距旋轉中心線 L 2為半徑一定的圓弧所構成之截面形狀，凸輪脊部5 2 b ( 5 1 b )係具有距旋轉中心線L 2 ® 為半徑隨凸輪軸5 0旋轉方向R 1增加之後再減少的截面形狀。所以，基圓部5 2 a ( 5 1 a )便將排氣凸輪5 4 (進氣凸輪5 3 ) 之搖擺位置設定成排氣主搖臂 4 2 (進氣主搖臂 4 1 )接觸於排氣凸輪54(進氣凸輪53)之基圓部54a(53a)的狀態，而凸輪脊部5 2 b ( 5 1 b )則將排氣凸輪5 4 (進氣凸輪5 3 )之搖擺位置設定成排氣主搖臂 4 2 (進氣主搖臂 4 1 )接觸於排氣凸輪54(進氣凸輪53)之基圓部54a(53a)與凸輪脊部54b(53b) ^ 的狀態。連桿機構Μ 1 i，Μ 1 e係由：連結於進氣凸輪5 3的進氣連桿機構Μ 1 i，以及連結於排氣凸輪5 4的排氣連桿機構Μ 1 e所構成。合併參照圖5、圖6，排氣連桿機構Μ1 e (進氣連桿機構Μ 1 i )係具備有：樞接於凸輪軸5 0，且以凸輪軸5 0為中心可進行搖擺的托架6 0 e ( 6 0 i );樞接於托架6 0 e ( 6 0 i )，利用排氣驅動凸輪 5 2 (進氣驅動凸輪 5 1 )進行驅動並搖擺的排氣副搖臂6 6 e (進氣副搖臂6 6 i ); —端部樞接於排氣副搖臂 6 6 e (進氣副搖臂 6 6 i )，而另一端部樞接於排氣凸輪 19 312XP/發明說明書(補件)/94-04/94100116 1303285 5 4 (進氣凸輪5 3 )的連結連桿6 7 e ( 6 7 i );以及將排氣副搖臂 6 6 e (進氣副搖臂6 6 i )，按押於排氣驅動凸輪5 2 (進氣驅動凸輪5 1 )的控制彈簧6 8。2, 5, and 6, the camshaft 50 is rotatably supported by the cylinder head 12 and the camshaft bracket coupled to the cylinder head 12 through a pair of bearings 561 disposed at both ends thereof. 2, and the crankshaft 15 (see Fig. 1) transmitted by the transmission mechanism is transmitted through the crankshaft 15 and rotationally driven at a rotational speed of 1/2. The valve actuation transmission mechanism is provided with: a cam sprocket 57 integrally coupled to the front end of the left end portion adjacent to the cam shaft 50; a drive sprocket integrally coupled to the crank shaft 15; and a cam chain The wheel 57 is coupled to the timing chain 58 of the drive sprocket described above. The valve actuation transmission mechanism is housed in a transmission chamber formed by the cylinder 11 and the cylinder head 12 and located on the left side of the cylinder 11 and the cylinder head 12 on the side opposite to the first orthogonal plane Η 1 . . Therefore, in the transmission chamber, the transmission chamber 5 9 formed in the cylinder head 12 has a radial direction centered on the cylinder axis L 1 (hereinafter referred to as "diameter direction"), and the cam shaft 50 rotates the center line L 2 The direction A 2 (hereinafter referred to as "cam axis direction A 2") is adjacent to the valve chamber 25 . Here, the first orthogonal plane Η1 is a plane that includes the cylinder axis L1 and is orthogonal to a reference plane Η 0 to be described later. Further, in the valve characteristic variable mechanism ,, since the member of the relevant intake valve 22 and the member of the associated exhaust valve 23 contain corresponding members, and because the intake drive cam 5 1 and the exhaust drive cam 5 2. The link mechanism Μ 1 i, Μ 1 e, the intake cam 5 3 and the exhaust cam 5 4 have the same basic structure, and thus in the following description, the components of the associated exhaust valve 23 are centered. For the description, the components of the related intake valve 22, the associated description, etc., need to be written in parentheses. 18 3 12XP/Invention Manual (Supplement)/94-04/94100116 1303285 Referring to Figures 2, 5, 8, 9, and 12, the exhaust drive cam 5 2 is inserted into the camshaft 50 and fixed. The (intake driving cam 5 1 ) has a cam surface formed on the outer peripheral surface across the entire circumference. The cam surface is: a base circle portion 5 2 a ( 5 1 a ) that does not oscillate the exhaust cam 5 4 (intake cam 5 3 ) through the link mechanism Μ 1 e ( Μ 1 i ), and a transmission link The mechanism Μ 1 e ( Μ 1 i ) is constituted by a cam ridge 5 2 b ( 5 1 b ) that oscillates the exhaust cam 5 4 (intake cam 5 3 ). The base circular portion 5 2 a ( 5 1 a ) has a cross-sectional shape formed by an arc having a constant radius from the rotation center line L 2 , and the cam ridge portion 5 2 b ( 5 1 b ) has a rotation center line L 2 ® is the cross-sectional shape that decreases as the radius increases with the camshaft 50 rotation direction R 1 . Therefore, the base circle portion 5 2 a ( 5 1 a ) sets the swing position of the exhaust cam 5 4 (intake cam 5 3 ) so that the exhaust main rocker arm 4 2 (the intake main rocker arm 4 1 ) is in contact with The state of the base circle portion 54a (53a) of the exhaust cam 54 (intake cam 53), and the cam ridge portion 5 2 b ( 5 1 b ) swings the exhaust cam 5 4 (the intake cam 5 3 ) It is set such that the exhaust main rocker arm 4 2 (intake main rocker arm 4 1 ) is in contact with the base circular portion 54a (53a) of the exhaust cam 54 (intake cam 53) and the cam ridge portion 54b (53b) ^. The link mechanism Μ 1 i, Μ 1 e is composed of an intake link mechanism Μ 1 i coupled to the intake cam 53 and an exhaust link mechanism Μ 1 e coupled to the exhaust cam 54. Referring to FIGS. 5 and 6, the exhaust link mechanism Μ1 e (intake link mechanism Μ 1 i ) is provided with a pivot that is pivotally coupled to the cam shaft 50 and that is swingable about the cam shaft 50. Rack 6 0 e ( 6 0 i ); pivoting to the bracket 6 0 e ( 6 0 i ), exhausting the rocker arm 6 driven and oscillated by the exhaust drive cam 5 2 (intake drive cam 5 1 ) 6 e (intake side rocker 6 6 i ); — the end is pivotally connected to the exhaust pair rocker 6 6 e (intake side rocker 6 6 i ), and the other end is pivotally connected to the exhaust cam 19 312XP /Invention manual (supplement)/94-04/94100116 1303285 5 4 (intake cam 5 3 ) connecting link 6 7 e ( 6 7 i ); and exhausting the exhaust rocker 6 6 e (intake pair The rocker arm 6 6 i ) is pressed against the control spring 6 8 of the exhaust drive cam 5 2 (intake drive cam 5 1 ).

透過凸輪軸5 0所挿通的軸承6 9，由凸輪軸5 0所支撐的托架6 0 e ( 6 0 i )，具備有··在凸輪軸方向A 2上分開的一對第 1，第 2 平板 6 1 e ( 6 1 i )，6 2 e ( 6 2 i );以及將第 1 平板 6 1 e ( 6 1 i ) 與第2平板6 2 e ( 6 2 i )在凸輪軸方向A 2的既定間隔連結，且樞接排氣副搖臂6 6 e (進氣副搖臂6 6 i )的連結構件。而， • 該連結構件係具備有：規範二平板6 1 e ( 6 1 i )，6 2 e ( 6 2 i )間的上述既定間隔，且樞接著排氣副搖臂 6 6 e (進氣副搖臂 6 6 i )的亦為支撐軸的軸環 6 3 e ( 6 3 i );以及插通於軸環 6 3 e ( 6 3 i )中，將二平板 6 1 e ( 6 1 i )，6 2 e ( 6 2 i ) —體結合的鉚釘64。如圖6、圖8所示，在各平板61e(61i),62e(62i) 中，形成將各平板 6 1 e ( 6 1 i )，6 2 e ( 6 2 i )可搖擺的支撐於凸輪軸 5 0 上的軸承 69，所安裝的安裝孔 61e3(61 i3)，62e3(62i3) ° 合併參照圖5，在第1平板6 1 e ( 6 1 i )上樞接著控制機構 Μ 3的排氣控制連桿7 1 e (進氣控制連桿7 1 i )，而排氣控制連桿7 1 e (進氣控制連桿7 1 i )與第1平板6 1 e ( 6 1 i )，則在二者的連結部 7 1 e 2 ( 7 1 i 2 )，6 1 e 1 ( 6 1 i 1 )中，可進行相對運動的連結。具體而言，在作為控制機構側連結部的排氣控制連桿 7 1 e (進氣控制連桿 7 1 i )之連結部 7 1 e 2 ( 7 1 i 2 )孔中，可相對旋轉的***，經壓入於當作托架側連結部用的第1平板6 1 e ( 6 1 i )之連結部6 1 e 1 ( 6 1 i 1 )孔中，並固定的連 20 312XP/發明說明書(補件)/94-04/94100116 1303285 結栓 6 1 e 1 a ( 6 1 i 1 a )。再者，在第 2平板 62e(62i)中，形成有減壓凸輪 6 2 e 1 ( 6 2 i 1 )，而該減壓凸輪6 2 e 1 ( 6 2 i 1 )係利用内燃機E開始動作時，於壓縮行程中僅些微開啟進氣閥 2 2與排氣閥 2 3，而降低壓縮壓力俾使開始動作變為容易（參照圖8、圖The bracket 6 0 e ( 6 0 i ) supported by the cam shaft 50 through the bearing 6 9 inserted through the cam shaft 50 has a pair of first and second sides separated in the cam shaft direction A 2 . 2 plate 6 1 e ( 6 1 i ), 6 2 e ( 6 2 i ); and the first plate 6 1 e ( 6 1 i ) and the second plate 6 2 e ( 6 2 i ) in the cam axis direction A The predetermined interval of 2 is connected, and the connecting member of the exhausting pair rocker arm 6 6 e (intake auxiliary rocker 6 6 i ) is pivotally connected. And, the connecting member is provided with: the predetermined interval between the standard two plates 6 1 e ( 6 1 i ), 6 2 e ( 6 2 i ), and the pivoting exhaust side rocker arm 6 6 e (intake The secondary rocker 6 6 i ) is also a collar 6 3 e ( 6 3 i ) supporting the shaft; and inserted into the collar 6 3 e ( 6 3 i ), the two plates 6 1 e ( 6 1 i ), 6 2 e ( 6 2 i ) — body-bonded rivet 64. As shown in FIG. 6 and FIG. 8, in each of the flat plates 61e (61i), 62e (62i), a support for the cam is formed so that each of the flat plates 6 1 e ( 6 1 i ) and 6 2 e ( 6 2 i ) can swing. Bearing 69 on shaft 50, mounted mounting hole 61e3 (61 i3), 62e3 (62i3) ° Referring to Figure 5, the row of control mechanism Μ 3 is pivoted on the first plate 6 1 e ( 6 1 i ) a gas control link 7 1 e (intake control link 7 1 i ), and an exhaust control link 7 1 e (intake control link 7 1 i ) and a first plate 6 1 e ( 6 1 i ), Then, in the joint portions 7 1 e 2 ( 7 1 i 2 ), 6 1 e 1 ( 6 1 i 1 ) of the two, the relative motion can be connected. Specifically, in the hole of the connecting portion 7 1 e 2 ( 7 1 i 2 ) of the exhaust gas control link 7 1 e (intake control link 7 1 i ) as the control mechanism side connecting portion, it is relatively rotatable Inserted, pressed into the hole of the joint portion 6 1 e 1 ( 6 1 i 1 ) of the first flat plate 6 1 e ( 6 1 i ) for the bracket side joint portion, and fixedly connected to the 20 312XP/invented Instruction manual (supplement) /94-04/94100116 1303285 knot 6 1 e 1 a ( 6 1 i 1 a ). Further, in the second flat plate 62e (62i), a decompression cam 6 2 e 1 ( 6 2 i 1 ) is formed, and the decompression cam 6 2 e 1 ( 6 2 i 1 ) is started by the internal combustion engine E. At the time of the compression stroke, only the intake valve 22 and the exhaust valve 23 are slightly opened, and the compression pressure is lowered to make the start operation easy (refer to FIG. 8 and FIG.

1 2 )。而且，在第2平板6 2 e中設有由搖擺位置檢測手段 9 4 (參照圖1 4 )的檢測部9 4 a進行檢測的受檢測部6 2 e 2。受檢測部6 2 e 2係由利用與構成檢測部9 4 a的齒輪部相咬合，而在第2平板6 2 e搖擺方向上卡合的齒輪部所構成。另外，在此實施形態中雖未使用，在第2平板6 1 i中亦設有相當於受檢測部6 2 e 2的部分6 2 i 2。在軸環6 3 e ( 6 3 i )中，一體形成設置保持著由壓縮線圈彈簧所構成控制彈簧6 8 —端部的第1彈簧保持部7 6，以及保持著由壓縮線圈彈簧所構成按壓彈簧 5 5 —端部的可動側彈簧保持部 7 8。二彈簧保持部 7 6，7 8係在排氣副搖臂 6 6 e (進氣副搖臂6 6 i )的支點部6 6 e a ( 6 6 i a )，於凸輪軸方向 A 2上相鄰接配置，且在軸環6 3 e ( 6 3 i )圓周方向上相間隔配置（參照圖6 )。再者，在軸環63e(63i)中，嵌合於第2平板62e(62i) 中所形成孔6 2 e 4 ( 6 2 i 4 )的凸部6 3 e 1 ( 6 3 i 1 )，係形成於遠離排氣副搖臂6 6 e (進氣副搖臂6 6 i )之搖擺中心線L 3 e ( L 3 i ) 的位置處。凸部6 3 e 1 ( 6 3 i 1 )與孔6 2 e 4 ( 6 2 i 4 )係構成阻止第 2 平板 6 2 e ( 6 2 i )與軸環 6 3 e ( 6 3 i )間，圍繞搖擺中心線 L 3 e ( L 3 i )之相對旋轉的卡合部。藉此卡合部，因為將阻止 21 312XP/發明說明書(補件)/94-04/94100116 1303285 利用設置一對的彈簧保持部7 6，7 8，由控制彈簧6 8與按壓彈簧5 5之彈力產生同一方向轉矩作用之軸環6 3 e ( 6 3 i )相對於第1、第2平板6 1 e ( 6 1 i )，6 2 e ( 6 2 i )進行相對旋轉，所以，便將確實的執行利用按壓彈簧5 5對連桿機構Μ 1 i，Μ 1 e 賦予圍繞凸輪軸5 0之轉矩的作用，以及利用控制彈簧6 8 按押於排氣驅動凸輪5 2 (進氣驅動凸輪5 1 )的作用。參照圖2、圖5、圖6、圖8、圖9、圖12，在凸輪軸方向 A 2上，與排氣凸輪 5 4 (進氣凸輪 5 3 )及排氣驅動凸輪 ® 5 2 (進氣驅動凸輪 5 1 ) —起配置於第 1 、第 2 平板 6 1 e ( 6 1 i )，6 2 e ( 6 2 i )之間的排氣副搖臂 6 6 e (進氣副搖臂 6 6 i )，係在接觸於排氣驅動凸輪5 2 (進氣驅動凸輪5 1 )之當作接觸部用的輥 6 6 e b ( 6 6 i b )中，接觸於排氣驅動凸輪 5 2 (進氣驅動凸輪 5 1 )，並在一端部的支點部 6 6 e a ( 6 6 i a ) 中可搖擺的支撐於軸環6 3 e ( 6 3 i )上，而在另一端部的連結部6 6 e c ( 6 6 i c )中，則樞接於固定在連結連桿6 7 e ( 6 7 i ) —端 ^ 部的連結栓7 2。所以，排氣副搖臂6 6 e (進氣副搖臂6 6 i ) 便藉由排氣驅動凸輪5 2 (進氣驅動凸輪5 1 )與凸輪軸5 0 — 起進行旋轉，而以軸環6 3 e ( 6 3 i )為搖擺中心的進行搖擺。樞接於固定在連結連桿 6 7 e ( 6 7 i )另一端部的連結栓 7 3 上之排氣凸輪5 4 (進氣凸輪5 3 )，係由利用透過軸承4 4支撐於凸輪軸5 0，而能以凸輪軸5 0為中心進行搖擺的搖擺凸輪所構成，其部分外周面將形成凸輪面。該凸輪面係由：將排氣閥 2 3 (進氣閥 2 2 )維持於關閉狀態的基圓部 5 4 a ( 5 3 a )，以及押下排氣閥2 3 (進氣閥2 2 )將閥開啟的凸輪 22 312XP/發明說明書(補件)/94-04/94】00116 1303285 脊部5 4 b ( 5 3 b )所構成。基圓部5 4 a ( 5 3 a )係具有距旋轉中心線L 2的半徑一定之圓弧的截面形狀，而凸輪脊部5 4 b ( 5 3 b ) 係具有距旋轉中心線 L 2的半徑朝凸輪軸 5 0 反旋轉方向 R 2 (旋轉方向R 1 )增加的戴面形狀。所以，排氣凸輪5 4 (進氣凸輪5 3 )的凸輪脊部5 4 b ( 5 3 b )具有在反旋轉方向R 2 (旋轉方向R 1 )上，逐漸增加排氣閥2 3 (進氣閥2 2 )升降量的形狀01 2 ). Further, the second flat plate 6 2 e is provided with a detection unit 6 2 e 2 that is detected by the detecting unit 94a of the rocking position detecting means 94 (see Fig. 14). The sensor-receiving portion 6 2 e 2 is constituted by a gear portion that is engaged with the gear portion constituting the detecting portion 94a and that is engaged with the second flat plate 6 2 e in the rocking direction. Further, in the embodiment, although not used, the portion 6 2 i 2 corresponding to the detected portion 6 2 e 2 is also provided in the second flat plate 6 1 i. In the collar 6 3 e ( 6 3 i ), the first spring holding portion 7 6 which is provided to hold the end portion of the control spring 6 8 constituted by the compression coil spring is integrally formed, and the pressing constituted by the compression coil spring is held. Spring 5 5 - movable side spring retaining portion 78 of the end. The two spring retaining portions 7 6,7 8 are adjacent to the fulcrum portion 6 6 ea ( 6 6 ia ) of the exhaust pair rocker arm 6 6 e (intake auxiliary rocker arm 6 6 i ) in the camshaft direction A 2 The arrangement is arranged and spaced apart in the circumferential direction of the collar 6 3 e ( 6 3 i ) (see Fig. 6). Further, in the collar 63e (63i), the convex portion 6 3 e 1 ( 6 3 i 1 ) of the hole 6 2 e 4 ( 6 2 i 4 ) formed in the second flat plate 62e (62i) is fitted, It is formed at a position away from the swing center line L 3 e ( L 3 i ) of the exhaust side rocker arm 6 6 e (intake side rocker arm 6 6 i ). The convex portion 6 3 e 1 ( 6 3 i 1 ) and the hole 6 2 e 4 ( 6 2 i 4 ) are configured to prevent the second flat plate 6 2 e ( 6 2 i ) from the collar 6 3 e ( 6 3 i ) a relatively rotating engagement portion around the swing center line L 3 e ( L 3 i ). The engagement portion is thereby blocked 21 312XP / invention manual (supplement) /94-04/94100116 1303285 by means of a pair of spring retaining portions 7 6,7 8, by the control spring 6 8 and the pressing spring 5 5 The collar 6 3 e ( 6 3 i ) that generates the torque in the same direction is relatively rotated with respect to the first and second plates 6 1 e ( 6 1 i ), 6 2 e ( 6 2 i ), so The actual execution is performed by the pressing spring 5 5 to the link mechanism Μ 1 i, Μ 1 e to the torque around the cam shaft 50, and by the control spring 6 8 to the exhaust drive cam 5 2 (intake The role of the drive cam 5 1 ). Referring to Figures 2, 5, 6, 8, 9, and 12, in the camshaft direction A 2 , with the exhaust cam 5 4 (intake cam 5 3 ) and the exhaust drive cam® 5 2 (in The air driving cam 5 1 ) is an exhaust auxiliary rocker 6 6 e (intake auxiliary rocker arm) disposed between the first and second plates 6 1 e ( 6 1 i ), 6 2 e ( 6 2 i ) 6 6 i ) is in contact with the exhaust drive cam 5 2 in a roller 6 6 eb ( 6 6 ib ) serving as a contact portion contacting the exhaust drive cam 5 2 (intake drive cam 5 1 ) The intake drive cam 5 1 ) is swingably supported on the collar 6 3 e ( 6 3 i ) in the fulcrum portion 6 6 ea ( 6 6 ia ) at one end, and the joint portion 6 at the other end 6 ec ( 6 6 ic ) is pivotally connected to the connecting bolt 7 2 fixed to the end of the connecting link 6 7 e ( 6 7 i ). Therefore, the exhaust sub-rocker 6 6 e (the intake sub-rocker 6 6 i ) is rotated by the exhaust drive cam 5 2 (intake drive cam 5 1 ) together with the camshaft 50, and the shaft is rotated The ring 6 3 e ( 6 3 i ) swings for the center of the swing. The exhaust cam 5 4 (intake cam 5 3 ) pivotally connected to the connecting bolt 7 3 fixed to the other end of the connecting link 6 7 e ( 6 7 i ) is supported by the camshaft by the transmission bearing 44 A rocking cam that can swing with the cam shaft 50 as a center, and a part of its outer peripheral surface will form a cam surface. The cam surface is composed of: a base portion 5 4 a ( 5 3 a ) that maintains the exhaust valve 23 (intake valve 2 2 ) in a closed state, and an exhaust valve 2 3 (intake valve 2 2 ) The cam 22 312XP / invention manual (supplement) / 94-04 / 94 00116 1303285 ridge 5 4 b ( 5 3 b ) is constructed. The base circle portion 5 4 a ( 5 3 a ) is a cross-sectional shape having a circular arc having a constant radius from the rotation center line L 2 , and the cam ridge portion 5 4 b ( 5 3 b ) has a rotation center line L 2 The shape of the wearing surface whose radius is increased toward the cam shaft 50 in the reverse rotation direction R 2 (rotation direction R 1 ). Therefore, the cam ridge 5 4 b ( 5 3 b ) of the exhaust cam 5 4 (intake cam 5 3 ) has a venting valve 2 3 in the reverse rotation direction R 2 (rotation direction R 1 ). Air valve 2 2) shape of lifting amount 0

排氣凸輪5 4 (進氣凸輪5 3 )係利用透過控制機構Μ 3所傳導的驅動機構Μ 2驅動力，與排氣連桿機構Μ 1 e (進氣連桿機構Μ 1 i ) —起依相同的搖擺量，以凸輪軸5 0為中心進行搖擺，另外利用依排氣驅動凸輪5 2 (進氣驅動凸輪5 1 )進行搖擺的排氣副搖臂6 6 e (進氣副搖臂6 6 i )，而以凸輪軸5 0 為中心進行搖擺。然後，相對於凸輪軸5 0進行搖擺的排氣凸輪5 4 (進氣凸輪5 3 )，將使排氣主搖臂4 2 (進氣主搖臂4 1 ) 進行搖擺，而使排氣閥 2 3 (進氣閥 2 2 )進行關開動作。所以，排氣凸輪 5 4 (進氣凸輪 5 3 )便藉由依序透過托架 6 0 e ( 6 0 i )、排氣副搖臂6 6 e (進氣副搖臂6 6 i )、及連結連桿 6 7 e ( 6 7 i )所傳導的驅動機構Μ 2驅動力進行搖擺，且藉由依序透過排氣副搖臂 6 6 e (進氣副搖臂 6 6 i )及連結連桿 6 7 e ( 6 7 i )所傳導的排氣驅動凸輪 5 2 (進氣驅動凸輪 5 1 )驅動力而進行搖擺。產生將排氣副搖臂6 6 e (進氣副搖臂6 6 i )之輥6 6 e b ( 6 6 i b ) 按押於排氣驅動凸輪 5 2 (進氣驅動凸輪 5 1 )之彈力的控制彈簧6 8，係配置於軸環6 3 e ( 6 3 i )與排氣凸輪5 4之間，配 23 312XP/發明說明書(補件)/94-04/94100】16The exhaust cam 5 4 (intake cam 5 3 ) is driven by the driving mechanism Μ 2 transmitted through the transmission control mechanism Μ 3, and starts with the exhaust link mechanism Μ 1 e (intake link mechanism Μ 1 i ) According to the same amount of swing, the swing is centered on the cam shaft 50, and the exhaust side rocker 6 6 e (intake side rocker arm) that oscillates according to the exhaust drive cam 5 2 (intake drive cam 5 1 ) is used. 6 6 i ), while swinging around the camshaft 50. Then, the exhaust cam 5 4 (intake cam 5 3 ) that oscillates with respect to the cam shaft 50 will swing the exhaust main rocker arm 4 2 (intake main rocker arm 4 1 ) to make the exhaust valve 2 3 (intake valve 2 2) is turned off. Therefore, the exhaust cam 5 4 (the intake cam 5 3 ) passes through the bracket 60 e ( 6 0 i ), the exhaust sub-rocker 6 6 e (the intake sub-rocker 6 6 i ), and The driving mechanism Μ 2 transmitted by the connecting link 6 7 e ( 6 7 i ) is swayed by the driving force, and sequentially passes through the exhausting pair rocker arm 6 6 e (intake auxiliary rocker 6 6 i ) and the connecting link 6 7 e (6 7 i ) The exhaust drive cam 5 2 (intake drive cam 5 1 ) is driven to oscillate. Producing a spring 6 6 eb ( 6 6 ib ) of the exhaust auxiliary rocker arm 6 6 e (intake auxiliary rocker 6 6 i ) to the elastic force of the exhaust drive cam 5 2 (intake drive cam 5 1 ) The control spring 68 is disposed between the collar 6 3 e ( 6 3 i ) and the exhaust cam 5 4, and is equipped with 23 312XP/invention specification (supplement)/94-04/94100] 16

1303285 合排氣副搖臂 6 6 e (進氣副搖臂 6 6 i )的搖擺，可朝凸輪 5 0圓周方向進行伸縮。一端部由第1彈簧保持部7 6所持的控制彈簧6 8之另一端部係保持於第2彈簧保持部中，而該第2彈簧保持部7 7係設置於排氣凸輪5 4 (進氣輪5 3 ) —體成形的架狀突出部中。經常對排氣連桿機構 Μ 1 e (進氣連桿機構 Μ 1 i )作用朝擺方向其中一方向轉矩之彈力的按壓彈簧5 5，係一端部持於托架6 0 e ( 6 0 i )的可動側彈簧保持部7 8上，另一端 ® 保持於固定側彈簧保持部 7 9，而該固定側彈簧保持部係設置於在汽缸頭 1 2上所固定之屬於固定構件的凸輪托架29中。將排氣連桿機構Μ 1 e (進氣連桿機構Μ 1 i )朝汽缸1 1側押的按壓彈簧5 5之彈力，係直接作用於托架6 0 e ( 6 0 i ) 將該托架6 0 e ( 6 0 i )朝向汽缸1 1方向進行按押，利用該力作用於托架6 0 e ( 6 0 i )的轉矩便朝上述一方向。然後，述一方向設定為與當排氣凸輪 5 4 (進氣凸輪 5 3 )將排氣 2 3 (進氣閥2 2 )開啟時，利用從排氣閥2 3 (進氣閥2 2 )作於排氣凸輪5 4 (進氣凸輪5 3 )的反作用力，作用於排氣凸 5 4 (進氣凸輪5 3 )的轉矩為相同的方向。所以，按壓彈簧的彈力將連結部 6 1 e 1 ( 6 1 i 1 )朝經常搖擺方向按押於連部7 1 e 2 ( 7 1 i 2 )的方向，係與根據從排氣凸輪5 4 (進氣凸 5 3 )，透過連結連桿6 7 e ( 6 7 i )與排氣副搖臂6 6 e (進氣副臂66i)作用於托架60e(60i)的轉矩，使上述反作用力將結部 6 1 e 1 ( 6 1 i 1 )朝搖擺方向按押於連結部 7 1 e 2 ( 7 1 i 2 ) 3 12XP/發明說明書(補件)/94-04/94100116 軸保 77 凸搖保則 79 轴按彈上閥用輪 55 結輪搖連的 24 1303285 方向相同。然後，利用按壓彈簧5 5，在依樞接而存在些微間隙的各連結部 7 1 e 2 ( 7 1 i 2 )，6 1 e 1 ( 6 1 i 1 )中，因為其中一連結部 6 1 e 1 ( 6 1 i 1 )經常朝被搖擺方向按押於另一連結部 7 1 e 2 ( 7 1 i 2 )，所以當利用排氣控制連桿7 1 e (進氣控制連桿 7 1 i )，使第 1平板 6 1 e ( 6 1 i )進行搖擺時，將消除連結部 7 1 e 2 ( 7 1 i 2 )與連結部 6 1 e 1 ( 6 1 i 1 )間之間隙（空隙）的影響，使排氣控制連桿71 e (進氣控制連桿7 1 i )的動作，精度 ® 佳的傳導於托架6 0 e ( 6 0 i )。參照圖2、圖5、圖1 2，控制機構Μ 3係具備有：利用驅動機構Μ 2驅動之當作控制構件用的圓筒狀控制軸7 0 ;以及將控制軸7 0的動作傳導給連桿機構Μ 1 i，Μ 1 e，並以凸輪軸 5 0為中心使連桿機構 Μ 1 i，Μ 1 e進行搖擺的控制’連桿 71 i , 71e 〇1303285 The sway of the exhaust side rocker 6 6 e (intake side rocker 6 6 i ) can be extended and contracted in the circumferential direction of the cam 50. The other end of the control spring 6 8 held by the first spring holding portion 76 at one end is held by the second spring holding portion, and the second spring holding portion 7 is provided at the exhaust cam 5 4 (intake Wheel 5 3 ) is formed in a body-formed frame-like projection. The pressing spring 5 5, which often exerts an elastic force on the torque of one of the directions toward the swinging direction of the exhaust link mechanism Μ 1 e (the intake link mechanism Μ 1 i ), is held at one end by the bracket 6 0 e (6 0 The movable side spring holding portion 78 of i) is held at the fixed side spring holding portion 7.9, and the fixed side spring holding portion is provided on the cam holder belonging to the fixing member fixed to the cylinder head 12. In the frame 29. The elastic force of the pressing spring 5 5 that pushes the exhaust link mechanism Μ 1 e (the intake connecting rod mechanism Μ 1 i ) toward the cylinder 1 1 directly acts on the bracket 6 0 e ( 6 0 i ) The frame 60 e (6 0 i ) is pressed toward the cylinder 1 1 , and the torque acting on the carrier 6 0 e ( 6 0 i ) by the force is directed in the above direction. Then, the direction is set to be the same as when the exhaust cam 5 4 (intake cam 5 3 ) opens the exhaust gas 2 3 (intake valve 2 2 ), using the slave exhaust valve 23 (intake valve 2 2 ) The reaction force acting on the exhaust cam 5 4 (intake cam 5 3 ) acts in the same direction as the torque acting on the exhaust cam 5 4 (intake cam 5 3 ). Therefore, the elastic force of the pressing spring pushes the joint portion 6 1 e 1 ( 6 1 i 1 ) in the direction of the constant swing direction in the direction of the joint portion 7 1 e 2 ( 7 1 i 2 ), and according to the slave exhaust cam 5 4 (intake convexity 5 3 ), the torque acting on the bracket 60e (60i) through the connecting link 6 7 e (6 7 i ) and the exhaust auxiliary rocker arm 6 6 e (intake auxiliary arm 66i) The reaction force pushes the knot 6 1 e 1 ( 6 1 i 1 ) toward the rocking direction at the joint 7 1 e 2 ( 7 1 i 2 ) 3 12XP / invention manual (supplement) /94-04/94100116 shaft protection 77 Projection Warrior 79 Axis Pressing the upper valve wheel 55 The 24 1303285 direction of the knot wheel is the same. Then, in the connection portions 7 1 e 2 ( 7 1 i 2 ), 6 1 e 1 ( 6 1 i 1 ) in which the micro gaps are present by the pivoting springs 5 5 , because one of the joint portions 6 1 e 1 ( 6 1 i 1 ) is often pressed toward the other joint 7 1 e 2 ( 7 1 i 2 ) in the direction of being swung, so when using the exhaust control link 7 1 e (intake control link 7 1 i), when the first flat plate 6 1 e ( 6 1 i ) is rocked, the gap between the connecting portion 7 1 e 2 ( 7 1 i 2 ) and the connecting portion 6 1 e 1 ( 6 1 i 1 ) is eliminated ( The effect of the gap is such that the operation of the exhaust control link 71 e (intake control link 7 1 i ) is preferably transmitted to the bracket 60 0 e (6 0 i ). 2, 5, and 12, the control mechanism 3 includes a cylindrical control shaft 70 for driving a control unit driven by the drive mechanism Μ 2, and transmits the operation of the control shaft 70 to The link mechanism Μ 1 i, Μ 1 e, and the linkage mechanism Μ 1 i, Μ 1 e is swayed with the cam shaft 50 as the center. 'Link 71 i , 71e 〇

控制軸7 0係朝平行於汽缸軸線L 1的方向可進行移動，所以，可相對於包含凸輪軸5 0旋轉中心線L 2且平行於汽缸軸線L1的基準平面Η 0，朝平行方向進行移動。控制連桿7 1 i，7 1 e係由進氣控制連桿7 1 i與排氣控制連桿71 e所構成。進氣控制連桿71 i係利用作為第1進氣連結部的連結部7 1 i 1枢接於控制軸7 0，並利用作為第2進氣連結部的連結部 7 1 i 2樞接於進氣連桿機構 Μ 1 i的第1 平板6 1 i之連結部6 1 i 1。排氣控制連桿7 1 e係利用第1排氣連結部的連結部 7 1 e 1樞接於控制軸7 0，並利用第2排氣連結部的連結部 7 1 e 2樞接於排氣連桿機構 Μ 1 e的第1 25 312XP/發明說明書(補件)/94-04/94100116 1303285The control shaft 70 is movable in a direction parallel to the cylinder axis L1, so that it can be moved in a parallel direction with respect to the reference plane Η 0 including the cam shaft 50 rotating the center line L 2 and parallel to the cylinder axis L1. . The control link 7 1 i, 7 1 e is composed of an intake control link 7 1 i and an exhaust control link 71 e. The intake control link 71 i is pivotally connected to the control shaft 70 by the connecting portion 7 1 i 1 as the first intake connecting portion, and is pivotally connected to the connecting portion 7 1 i 2 as the second intake connecting portion. The connecting portion 6 1 i 1 of the first plate 6 1 i of the intake link mechanism Μ 1 i. The exhaust control link 7 1 e is pivotally connected to the control shaft 70 by the connecting portion 7 1 e 1 of the first exhaust connecting portion, and is pivotally connected to the row by the connecting portion 7 1 e 2 of the second exhaust connecting portion. 1 25 312XP / invention manual (supplement) /94-04/94100116 1303285 of the gas linkage mechanism Μ 1 e

平板 6 1 e 之連結部 6 1 e 1。進氣控制連桿 7 1 i 之連結部 7 1 i 1、與控制軸7 0之連結部7 0 a，分別具有可相對旋轉的 ***1個連結栓7 1 e 3的孔（該連結栓7 1 e 3係被押入於排氣控制連桿7 1 e的連結部7 1 e 1孔中並固定），並樞接於連結栓7 1 e 3，而雙叉狀連結部7 1 i 2，7 1 e 2係分別具有可相對旋轉的***連結部7 1 i 2，7 1 e 2之連結栓6 1 i 1 a，6 1 e 1 a的孔，並樞接於連結栓 6 1 i 1 a，6 1 e 1 a。所以，因為按壓彈簧的彈力在利用樞接而存在些微間隙的各連結部 7 1 e 1 ( 7 1 i 1 )，7 0 a中，經常將連結部7 1 e 1 ( 7 1 i 1 )按押於連結部7 0 a，因而將消除連結部7 1 e 1 ( 7 1 i 1 )與連結部7 0 a間之間隙（空隙）的影響，將控制軸7 0的動作精度佳的傳導給排氣控制連桿7 1 e (進氣控制連桿7 1 i )。然後，連結部7 1 i 1的樞動中心線L 4 i (參照圖2、圖1 2 )、與連結部7 1 e 1的樞動中心線L 4 e (參照圈· 2、圖1 2 )，便在控制軸7 0的連結部7 0 a中構成共通的樞動中心線，且相對於基準平面 Η 0朝其中一邊的排氣側偏靠既定距離的偏靠量e狀態（參照圖2、圖7 )，配置成平行旋轉中心線L 2 ; 連結部7 1 i 2的枢動中心線L 5 i (參照圖2、圖1 2 )係在上述排氣側配置成平行旋轉中心線L 2 ;而連結部 7 1 e 2的樞動中心線L 5 e (參照圖2、圖1 2 )係相對於基準平面Η 0，在另一側的進氣側，配置成平行旋轉中心線L 2。所以，如圖7 所示，控制軸7 0的中心軸線L 6將平行於汽缸軸線L1，且相對於基準平面Η 0僅依偏靠量e偏靠於排氣側。在此所謂「進氣側」係指相對於基準平面H0為進氣閥22所配置之 26 312XP/發明說明書(補件)/94-04/94100116 1303285 一側；而所謂「排氣側」係指相對於基準平面HO為排氣閥 2 3所配置之一側。The joint portion 6 1 e 1 of the flat plate 6 1 e. The connecting portion 7 1 i 1 of the intake control link 7 1 i and the connecting portion 7 0 a of the control shaft 70 have a hole for inserting one connecting bolt 7 1 e 3 so as to be relatively rotatable (the connecting bolt 7) 1 e 3 is pushed into the connecting portion 7 1 e 1 of the exhaust control link 7 1 e and fixed), and is pivotally connected to the connecting bolt 7 1 e 3, and the double fork connecting portion 7 1 i 2, 7 1 e 2 each has a relatively rotatable insertion joint 7 1 i 2, 7 1 e 2 of the connection plug 6 1 i 1 a, 6 1 e 1 a, and is pivotally connected to the connection plug 6 1 i 1 a, 6 1 e 1 a. Therefore, since the elastic force of the pressing spring is in each of the joint portions 7 1 1 1 ( 7 1 i 1 ), 70 a, which has a slight gap by pivoting, the joint portion 7 1 e 1 ( 7 1 i 1 ) is often pressed. When the connection portion 70a is pressed, the influence of the gap (void) between the connection portion 7 1 e 1 ( 7 1 i 1 ) and the connection portion 70 a is eliminated, and the operation accuracy of the control shaft 70 is preferably transmitted to Exhaust control link 7 1 e (intake control link 7 1 i ). Then, the pivot center line L 4 i of the connecting portion 7 1 i 1 (see FIGS. 2 and 12 ) and the pivot center line L 4 e of the connecting portion 7 1 e 1 (refer to the circle 2, FIG. In the connection portion 70 a of the control shaft 70 , a common pivot center line is formed, and the amount of deviation e of the predetermined distance is shifted toward the exhaust side of the reference plane Η 0 (refer to the figure). 2, FIG. 7), arranged in parallel rotation center line L 2 ; the pivot center line L 5 i of the joint portion 7 1 i 2 (refer to FIG. 2, FIG. 12) is arranged on the exhaust side to be parallel rotation center line L 2 ; and the pivot center line L 5 e (see FIGS. 2 and 12 ) of the joint portion 7 1 e 2 is arranged to be parallel to the center line on the intake side of the other side with respect to the reference plane Η 0 L 2. Therefore, as shown in Fig. 7, the central axis L 6 of the control shaft 70 will be parallel to the cylinder axis L1, and will be biased against the exhaust side only by the offset amount e with respect to the reference plane Η 0 . Here, the "intake side" means the side of the 26 312 XP/invention specification (supplement)/94-04/94100116 1303285 which is disposed on the intake valve 22 with respect to the reference plane H0; and the so-called "exhaust side" system It means that one side of the exhaust valve 23 is disposed with respect to the reference plane HO.

再者，屬二枢動中心線L 4 i，L 5 i間之距離的進氣控制連桿 7 1 i 之連桿長度，係設定為較長於屬於二樞動中心線 L 4 e，L 5 e間之距離的排氣控制連桿7 1 e之連桿長。二樞動中心線L 5 i，L 5 e係在凸輪軸5 0周圍，從旋轉中心線L 2在相同的圓柱面上，配置於距旋轉中心線L2等距離處，且相對正交於基準平面H0之第2正交平面H2，配置於控制軸 7 0與樞動中心線L 4 i，L 4 e側。此外，樞動中心線L 5 i係位於較樞動中心線L 5 e更靠近第2正交平面Η 2的位·置處。所以，屬於共通樞動中心線的樞動中心線L 4 i，L 4 e，便藉由相對於基準平面Η 0朝排氣側偏靠既定偏靠量e，或藉由進氣控制連桿7 1 i的連桿長度設定為較長於排氣控制連桿7 1 e的連桿長度，相對於利用驅動機構Μ 2所驅動的控制軸7 0移動量之下，以凸輪軸5 0為中心的樞動中心線L 5 i 搖擺量（即，進氣連桿機構Μ 1 i與進氣凸輪5 3的搖擺量），將大於排氣連桿機構Μ 1 e與排氣凸輪5 4的搖擺量。參照圖6、圖1 0，驅動控制軸7 0的驅動機構Μ 2係具備有：安裝於缸頭蓋1 3上的可反轉之電動馬達8 0 ;以及將電動馬達8 0的旋轉傳導給控制軸7 0的傳導機構Μ 4。所以，控制機構Μ 3與驅動機構Μ 2，相對於第2正交平面Η 2配置於汽缸1 1與燃燒室1 6的另一側。電動馬達8 0係具備有.·收容著線圈部等發熱部，且具有平行於汽缸軸線L 1的中心軸線之圓筒狀本體8 0 a ;以及平 27 312XP/發明說明書(補件)/94-04/94100116 1303285 行於汽缸軸線L 1延伸的出力軸8 0 b。電動馬達8 0係相對於汽缸頭 1 2及缸頭蓋1 3，在閥動室 2 5的徑向配置於外面。然後，在相對於第1正交平面 Η1的左側配置傳動室 5 9，在相對於第1正交平面Η 1另一側的右側S己置本體8 0 a 與火星塞19。在本體80a中，於缸頭蓋13朝徑方向突出並形成凸緣狀的安裝部 1 3 a上，所結合的被安裝部 8 0 a 1 中形成貫穿孔80a2，而出力軸80b便貫穿該貫穿孔80a2 並朝本體 80a外部突出且延伸於閥動室25内。本體 80a H 係從缸頭蓋1 3側朝汽缸軸線方向A 1觀看，或從缸頭蓋1 3 前方觀看，整體配置於被安裝部所覆蓋的位置處（參照圖 10)°Furthermore, the length of the link of the intake control link 7 1 i belonging to the distance between the two pivot center lines L 4 i, L 5 i is set to be longer than the two pivot center lines L 4 e, L 5 The distance between the e-distance control link 7 1 e is long. The two pivot center lines L 5 i, L 5 e are around the cam shaft 50, are disposed on the same cylindrical surface from the rotation center line L 2, are equidistant from the rotation center line L2, and are relatively orthogonal to the reference. The second orthogonal plane H2 of the plane H0 is disposed on the control axis 70 and the pivot center line L 4 i, L 4 e side. Further, the pivot center line L 5 i is located closer to the position of the second orthogonal plane Η 2 than the pivot center line L 5 e . Therefore, the pivot center lines L 4 i, L 4 e belonging to the common pivot center line are biased against the exhaust side by a predetermined offset amount e with respect to the reference plane Η 0, or by the intake control link The length of the link of 7 1 i is set to be longer than the length of the link of the exhaust control link 7 1 e, with respect to the amount of movement of the control shaft 70 driven by the drive mechanism Μ 2, centered on the cam shaft 50 The pivoting center line L 5 i swing amount (ie, the amount of swing of the intake link mechanism Μ 1 i and the intake cam 53) will be greater than the swing of the exhaust link mechanism Μ 1 e and the exhaust cam 5 4 the amount. Referring to Fig. 6 and Fig. 10, the drive mechanism Μ 2 for driving the control shaft 70 is provided with: a reversible electric motor 80 mounted on the cylinder head cover 13; and conduction of the rotation of the electric motor 80 to the control The transmission mechanism of the shaft 70 is Μ 4. Therefore, the control mechanism Μ 3 and the drive mechanism Μ 2 are disposed on the other side of the cylinder 11 and the combustion chamber 16 with respect to the second orthogonal plane Η 2 . The electric motor 80 is provided with a cylindrical body 8 0 a that houses a heat generating portion such as a coil portion and has a central axis parallel to the cylinder axis L 1 ; and a flat 27 312XP/invention specification (supplement)/94 -04/94100116 1303285 The output shaft 8 0 b extending on the cylinder axis L 1 . The electric motor 80 is disposed on the outer surface in the radial direction of the valve chamber 25 with respect to the cylinder head 12 and the cylinder head cover 13. Then, the transmission chamber 5 is disposed on the left side with respect to the first orthogonal plane Η1, and the body 80a and the spark plug 19 are placed on the right side S on the other side with respect to the first orthogonal plane Η1. In the main body 80a, the cylinder head cover 13 protrudes in the radial direction to form a flange-like mounting portion 13a, and the through-hole 80a2 is formed in the joined portion 80a1, and the output shaft 80b penetrates through the through-hole 80b. The hole 80a2 protrudes toward the outside of the body 80a and extends into the valve chamber 25. The main body 80a H is viewed from the cylinder head cover 13 side toward the cylinder axis direction A 1 or viewed from the front of the cylinder head cover 13 and is integrally disposed at a position covered by the mounted portion (refer to Fig. 10).

參照圖2、圖5、圖1 0，在閥動室2 5内，於汽缸軸線方向 A 1上配置於凸輪軸托架2 9與缸頭蓋1 3間的傳導機構 Μ 4，係由：咬合於貫穿缸頭蓋1 3並延伸至閥動室2 5内的出力軸8 0 b上所形成驅動齒輪8 0 b 1上的減速齒輪8 1 ;以及咬合於減速齒輪8 1且透過凸輪軸托架2 9可旋轉的支撐於汽缸頭1 2的出力齒輪8 2所構成。減速齒輪81係具有：可旋轉的支撐於支撐軸8 4 (該支撐軸8 4係支撐於缸頭蓋1 3、與覆蓋缸頭蓋1 3中所形成開口 1 3 c的蓋體8 3上），並咬合於驅動齒輪8 0 b 1的大齒輪8 1 a ;以及咬合出力齒輪8 2的小齒輪8 1 b。出力齒輪8 2係具有透過軸承8 9而可旋轉的支撐於保持筒8 8上的圓筒狀輪轂部8 2 a，該保持筒8 8係利用螺栓結合於凸輪軸托架2 9上。出力齒輪8 2與控制軸7 0係透過將出力齒輪8 2的旋轉 28 312XP/發明說明書(補件)/94-04/94100】】6 1303285 運動，轉換為控制軸7 0平行於汽缸軸線L 1的直線往返運動之作為運動變換機構的饋進螺紋機構，而驅動連結。上述饋進螺紋機構係具備有：由形成於輪轂部 8 2 a内周面上的梯形螺紋所構成的母螺紋部8 2 b ;以及形成於控制軸7 0 外周面且螺合於母螺紋部 8 2 b，由梯形螺紋所構成的公螺紋部7 0 b。控制軸7 0係可滑動的嵌合於輪轂部8 2 a上所固定的導引軸9 0外周，在利用該導引軸9 0朝移動方向導引的狀態下，通過凸輪軸托架2 9中所形成的貫穿孔9 1 (參照 ® 圖7 )，可在汽缸軸線方向A 1上對凸輪軸5 0進行進出與後退。Referring to Fig. 2, Fig. 5, and Fig. 10, in the valve chamber 25, a transmission mechanism Μ 4 disposed between the cam shaft bracket 209 and the cylinder head cover 13 in the cylinder axis direction A 1 is engaged by: a reduction gear 8 1 on the drive gear 8 0 b 1 formed on the output shaft 80b extending through the cylinder head cover 13 and extending into the valve chamber 25; and engaging the reduction gear 8 1 and passing through the camshaft bracket 2 9 is rotatably supported by the output gear 8 2 of the cylinder head 1 2 . The reduction gear 81 has a rotatably supported support shaft 8 4 (the support shaft 84 is supported by the cylinder head cover 13 and the cover 8 3 covering the opening 1 3 c formed in the cylinder head cover 13), And a large gear 8 1 a that is engaged with the driving gear 8 0 b 1 ; and a small gear 8 1 b that bites the output gear 8 2 . The output gear 8 2 has a cylindrical hub portion 8 2 a rotatably supported by a retaining cylinder 8 8 through a bearing 89, and the retaining cylinder 8 8 is bolted to the camshaft bracket 29. The output gear 8 2 and the control shaft 70 are transmitted through the rotation of the output gear 8 2 28 312XP / invention manual (supplement) / 94-04 / 94100] 6 1303285 movement, converted to the control shaft 7 0 parallel to the cylinder axis L The linear reciprocating motion of 1 is driven as a feed screw mechanism of the motion converting mechanism. The feed screw mechanism includes a female screw portion 8 2 b formed by a trapezoidal thread formed on an inner circumferential surface of the hub portion 8 2 a, and an outer peripheral surface of the control shaft 70 and screwed to the female screw portion. 8 2 b, a male threaded portion 7 0 b composed of trapezoidal threads. The control shaft 70 is slidably fitted to the outer circumference of the guide shaft 90 fixed to the hub portion 8 2 a, and is guided by the cam shaft bracket 2 in a state of being guided by the guide shaft 90 in the moving direction. The through hole 9 1 (refer to Fig. 7) formed in Fig. 9 can move in and out of the cam shaft 50 in the cylinder axis direction A 1 .

參照圖 5，電動馬達 8 0係利用電子控制單元（以下稱「E C U」）9 2進行控制。所以，在E C U 9 2中除出力需求量檢測手段、引擎溫度檢測手段9 6之外，尚輸入從構成上述運轉狀態檢測手段的檢測出内燃機E開始動作時的始動檢測手段、或檢測出引擎旋轉速度的引擎旋轉速度檢測手段等，所輸出的檢測信號，而且亦輸入由檢測利用電動馬達 8 0而進行搖擺的排氣連桿機構Μ 1 e之托架6 0 e以及排氣凸輪5 4對凸輪軸5 0所進行搖擺角（搖擺位置）之搖擺位置檢測手段9 4 (例如由電位計構成）所輸出的檢測信號。在E C U 9 2的記憶裝置中，儲存著以操作量D為參數而設定搖擺位置的閥控制圖表。然後，E C ϋ 9 2便配合由出力需求量檢測手段9 5所檢測出的操作量D，與由搖擺位置檢測手段9 4所檢測出的排氣連桿機構Μ 1 i之托架6 0 e實際搖擺位置（即，排氣凸輪5 4的實際搖擺位置），將電動馬達8 0 29 312XP/發明說明書(補件)/94-04/94100】16 1303285 控制成利用上述閥控制圖表所設定搖擺位置的狀態。所以，若利用電動馬達8 0驅動的控制軸7 0位置有變更，排氣連桿機構Μ 1 e (進氣連桿機構Μ 1 i )與排氣凸輪5 4 (進氣凸輪5 3 )，相對於凸輪軸5 0之相對旋轉位置的搖擺位置，便配合操作量D而變更，排氣閥2 3 (進氣閥2 2 )的閥動作特性便配合内燃機E的運轉狀態進行控制。具體係如下所述。Referring to Fig. 5, the electric motor 80 is controlled by an electronic control unit (hereinafter referred to as "E C U") 92. Therefore, in addition to the output demand detecting means and the engine temperature detecting means 96, the ECU 92 inputs the start detecting means when detecting the start of the internal combustion engine E, or detects the engine rotation. The engine rotation speed detecting means of the speed, the output detection signal, and the pair of the exhaust rod mechanism 0 1 e of the exhaust link mechanism Μ 1 e that is oscillated by the electric motor 80 and the pair of exhaust cams 5 4 are also input. A detection signal output from a rocking position detecting means 94 (for example, constituted by a potentiometer) at which the camshaft 50 performs a rocking angle (rocking position). In the memory device of the E C U 9 2, a valve control chart in which the swing position is set with the operation amount D as a parameter is stored. Then, the EC ϋ 9 2 cooperates with the operation amount D detected by the output demand detecting means 95, and the bracket 6 0 e of the exhaust link mechanism Μ 1 i detected by the rocking position detecting means 94. The actual rocking position (ie, the actual rocking position of the exhaust cam 5 4), the electric motor 8 0 29 312XP / invention manual (supplement) /94-04/94100] 16 1303285 is controlled to be set by the above valve control chart The status of the location. Therefore, if the position of the control shaft 70 driven by the electric motor 80 is changed, the exhaust link mechanism Μ 1 e (intake link mechanism Μ 1 i ) and the exhaust cam 5 4 (intake cam 5 3 ), The swing position with respect to the relative rotational position of the cam shaft 50 is changed in accordance with the operation amount D, and the valve operating characteristic of the exhaust valve 23 (intake valve 2 2) is controlled in accordance with the operating state of the internal combustion engine E. Specifically, it is as follows.

如圖1 1所示，進氣闊與排氣閥係分別利用變更關開時期與最大升降量的閥特性可變機構 Μ，而控制的閥動作特性K i，K e基本動作特性，係以最大閥動作特性K i m a X，K e m a X 與最小閥動作特性K i m i η，K e m i n為邊界値，並依最大閥動作特性K i m a x，K e m a x、與最小閥動作特性K i m i η，K e m i η間之任意中間闊動作特性進行關開動作。因此，相關進氣閥 2 2，隨此開啟時期的連續的形成滯後角，關閉時期將連續的形成超前角，而連續的縮短閥開啟期間，甚至可獲得最大升降量的凸輪軸5 0旋轉角（或屬於曲柄轴1 5旋轉位置的曲柄角）將連續的形成滯後角，且最大升降量將連續的變小。所以，在進氣闊22的閥動作特性變更之同時，相關排氣閥2 3亦將隨其開啟時期的連續形成滯後角，使關閉時期連續的形成超前角，俾將關閥期間連續的縮短，而且可獲得最大升降量的凸輪軸 50之旋轉角將連續的形成超前角，最大升降量連續的減小。合併參照圖1 2，當利用驅動機構Μ 2所驅動的控制軸7 0 與進氣控制連桿7 1 i，佔據圖1 2 ( A )，（ Β )所示第1位置時， 30 312XP/發明說明書(補件)/94-04/94100116 1303285 進氣閥2 2的開啟時期便成為最超前角位置0 i 〇 m a x，而其關閉時期便成為最滯後角位置0 i cmax，且可獲得開啟期間與最大升降量均為最大的最大閥動作特性 K i max，同時排氣閥23開啟時期將成為最超前角位置0 eomax，其關閉時期將成為最滯後角位置0 ecmax，且可獲得開啟期間與最大升降量均為最大的最大閥動作特性K e m a X。As shown in Fig. 11, the intake valve and the exhaust valve system respectively use the valve characteristic variable mechanism that changes the closing period and the maximum lifting amount, and the basic operating characteristics of the controlled valve operating characteristics K i, K e are The maximum valve operating characteristic K ima X, K ema X is the boundary 値 with the minimum valve operating characteristic K imi η, K emin , and depends on the maximum valve operating characteristic K imax, K emax , and the minimum valve operating characteristic K imi η, K emi η Any intermediate wide action characteristic between the two is turned off. Therefore, the associated intake valve 22, along with the continuous formation of the retardation angle, the closing period will continuously form the lead angle, while the continuous shortening of the valve opening period, even the maximum lifting amount of the camshaft 50 rotation angle can be obtained. (or the crank angle belonging to the rotational position of the crankshaft 15) will continuously form a retard angle, and the maximum amount of lift will be continuously reduced. Therefore, at the same time as the valve operating characteristic of the intake air 22 is changed, the associated exhaust valve 23 will also form a lag angle continuously with the opening period, so that the closing period continuously forms a lead angle, and the valve will be continuously shortened during the closing period. Moreover, the rotation angle of the camshaft 50 at which the maximum amount of lift can be obtained will continuously form a lead angle, and the maximum amount of lift is continuously reduced. Referring to FIG. 12, when the control shaft 70 and the intake control link 7 1 i driven by the drive mechanism Μ 2 occupy the first position shown in FIG. 1 2 (A), ( Β ), 30 312XP/ Disclosure of the Invention (Repair) /94-04/94100116 1303285 The opening period of the intake valve 2 2 becomes the most advanced angular position 0 i 〇max, and the closing period becomes the most retarded angular position 0 i cmax, and can be opened. The maximum valve operating characteristic K i max during the period and the maximum lifting amount is the maximum, and the opening period of the exhaust valve 23 will become the most leading angle position 0 eomax , and the closing period will become the most retarded angular position 0 ecmax, and the opening period can be obtained. The maximum valve operating characteristic K ema X is the largest with the maximum lifting amount.

另外，在圖1 2、圖1 3中，當排氣閥2 3 (進氣閥2 2 )關閉時，排氣連桿機構Μ 1 e (進氣連桿機構Μ 1 i )、與排氣主搖臂 4 2 (進氣主搖臂 4 1 )的狀態係如實線與虛線所示；而排氣閥 2 3 (進氣閥 2 2 )依最大升降量開啟時，排氣連桿機構 Μ 1 e (進氣連桿機構Μ 1 i )與排氣主搖臂4 2 (進氣主搖臂4 1 ) 的狀態概略則如二點鏈線所示。配合内燃機E的運轉狀態，當利用閥特性可變機構Μ從可獲得最大閥動作特性K i m a X，K e m a X的狀態起，朝可獲得最小閥動作特性K i m i η，K e m i η的狀態移動時，電動馬達8 0 將旋轉驅動出力齒輪7 2，並利用上述饋進螺紋機構將控制軸7 0朝凸輪軸5 0進出。此時，根據電動馬達8 0的驅動量，控制軸7 0將透過進氣控制連桿7 1 i，使進氣連桿機構Μ 1 i 與進氣凸輪5 3，以凸輪軸5 0為中心的朝旋轉方向R1進行搖擺，同時透過排氣控制連桿 7 1 e，使排氣連桿機構 Μ 1 e 與排氣凸輪5 4，以凸輪軸5 0為中心的朝反旋轉方向R 2進行搖擺。然後，當控制軸 7 0與排氣控制連桿 71 e，佔據如圖 1 3 ( A )，（ B )所示的第2位置時，進氣閥2 2開啟時期將成為 31 312XP/發明說明書(補件)/9104/94100116 1303285 最滯後角位置0 i 〇m i η，其關閉時期將成為最超前角位置0 i c m i η，且可獲得其開啟期間與最大升降量均為最小的最小閥動作特性K i max，同時排氣閥2 3的開啟時期將成為最滯後角位置0 eomin，其關閉時期將成為最超前角位置0 e c m i η，且可獲得其開啟期間與最大升降量均為最小的最小閥動作特性K e m i η。In addition, in FIGS. 1 and 2, when the exhaust valve 23 (intake valve 2 2 ) is closed, the exhaust link mechanism Μ 1 e (intake link mechanism Μ 1 i ), and exhaust The state of the main rocker arm 4 2 (intake main rocker arm 4 1 ) is shown by a solid line and a broken line; and when the exhaust valve 23 (intake valve 2 2 ) is opened by the maximum lift amount, the exhaust link mechanism Μ The state of 1 e (intake link mechanism Μ 1 i ) and the exhaust main rocker arm 4 2 (intake main rocker arm 4 1 ) is as shown by a two-dot chain line. In conjunction with the operating state of the internal combustion engine E, the state in which the minimum valve operating characteristic K imi η, K At this time, the electric motor 80 will rotationally drive the output gear 7 2, and the control shaft 70 will be moved in and out toward the cam shaft 50 by the feed screw mechanism. At this time, according to the driving amount of the electric motor 80, the control shaft 70 will pass through the intake control link 7 1 i, and the intake link mechanism Μ 1 i and the intake cam 5 3 will be centered on the cam shaft 50 Swinging in the direction of rotation R1, while passing through the exhaust control link 7 1 e, the exhaust link mechanism Μ 1 e and the exhaust cam 5 4 are rotated in the reverse rotation direction R 2 centered on the cam shaft 50 swing. Then, when the control shaft 70 and the exhaust control link 71 e occupy the second position as shown in FIGS. 13 (A), (B), the opening timing of the intake valve 22 will become 31 312XP / invention specification (supplement) / 9104/94100116 1303285 The most retarded angular position 0 i 〇mi η, its closing period will become the most advanced angular position 0 icmi η, and the minimum valve operating characteristic that is the minimum during the opening period and the maximum lifting amount can be obtained. K i max, at the same time, the opening period of the exhaust valve 23 will become the most retarded angle position 0 eomin, and the closing period will become the most leading angle position 0 ecmi η, and the minimum period during which the opening period and the maximum lifting amount are minimized can be obtained. Valve operating characteristic K emi η.

然後，當控制軸7 0從上述第2位置移往上述第1位置時，電動馬達8 0便將出力齒輪8 2朝反方向旋轉驅動，並利用上述饋進螺紋機構使控制軸7 0後退呈離開凸輪軸5 0 的狀態。此時，控制軸7 0便透過進氣控制連桿7 1 i，使進氣連桿機構Μ1 i與進氣凸輪5 3，以凸輪軸5 0為中心的朝反旋轉方向R 2進行搖擺，同時透過排氣控制連桿7 1 e，使排氣連桿機構Μ1 e與排氣凸輪5 4，以凸輪軸5 0為中心的朝旋轉方向R 1進行搖擺。再者，當控制軸7 0佔據上述第1位置與上述第2位置間之位置時，相關排氣閥2 3 (進氣闊2 2 )，便可獲得開啟時期、關閉時期以及開啟期間與最大升降量被設定成最大閥動作特性 K e m a X ( K i m a X )與最小閥動作特性 K e m i n ( K i m i η ) 的開啟時期、關閉時期以及在開啟期間與最大升降量間之數値的無數上述中間閥動作特性。再者，進氣閥與排氣閥係除上述基本動作特性之外，尚分別利用閥特性可變機構 Μ依輔助動作特性進行關開動作。具體而言，針對可獲得作為上述輔助動作特性的減壓動作特性，參照圖1 4 ( A )，（ Β )進行説明。在内燃機Ε開始 32 312XP/發明說明書(補件)/94-04/94100116 1303285 動作的壓縮行程時，電動馬達80將出力齒輪82朝反方向旋轉驅動，控制軸7 0便超越上述第1位置並後退至呈離開凸輪軸 5 0狀態位置的減壓位置處。此時，排氣連桿機構 Μ 1 e (進氣連桿機構Μ 1 i )與排氣凸輪5 4 (進氣凸輪5 3 )，將朝旋轉方向 R 1 (反旋轉方向 R 2 )進行搖擺，第 2平板 6 2 e ( 6 2 i )的減壓凸輪 6 2 e 1 ( 6 2 i 1 )，將接觸於排氣主搖臂 4 2 (進氣主搖臂 4 1 )之輥 4 2 c ( 4 1 c )附近所設置的減壓部 4 2 d ( 4 1 d )，而輥 4 2 c ( 4 1 c )將離開排氣凸輪 5 4 (進氣凸輪Then, when the control shaft 70 moves from the second position to the first position, the electric motor 80 rotationally drives the output gear 8 2 in the reverse direction, and the control shaft 70 is retracted by the feed screw mechanism. Leaving the state of camshaft 50. At this time, the control shaft 70 transmits the intake link mechanism 11 i and the intake cam 53 to swing in the reverse rotation direction R 2 centering on the cam shaft 50 through the intake control link 7 1 i. At the same time, the exhaust link mechanism 11 e and the exhaust cam 5 4 are oscillated in the rotational direction R 1 centering on the cam shaft 50 through the exhaust control link 7 1 e. Further, when the control shaft 70 occupies the position between the first position and the second position, the associated exhaust valve 23 (intake air 2 2) can obtain the opening period, the closing period, and the opening period and the maximum period. The amount of lift is set to the maximum valve operating characteristic K ema X ( K ima X ) and the opening period of the minimum valve operating characteristic K emin ( K imi η ), the closing period, and the number of times between the opening period and the maximum lifting amount. Intermediate valve operating characteristics. Further, in addition to the above-described basic operational characteristics, the intake valve and the exhaust valve are respectively closed by the valve characteristic variable mechanism in accordance with the auxiliary operation characteristic. Specifically, the decompression operation characteristics that can be obtained as the above-described auxiliary operation characteristics will be described with reference to Figs. 14(A) and ((). When the internal combustion engine starts the compression stroke of the operation of 32 312XP/invention manual (supplement)/94-04/94100116 1303285, the electric motor 80 rotates the output gear 82 in the reverse direction, and the control shaft 70 exceeds the first position and Retreat to the decompression position at a position away from the camshaft 50 state. At this time, the exhaust link mechanism Μ 1 e (intake link mechanism Μ 1 i ) and the exhaust cam 5 4 (intake cam 5 3 ) oscillate in the rotational direction R 1 (reverse rotation direction R 2 ) , the decompression cam 6 2 e 1 ( 6 2 i 1 ) of the second plate 6 2 e ( 6 2 i ), will contact the roller 4 2 of the exhaust main rocker arm 4 2 (intake main rocker arm 4 1 ) The decompression section 4 2 d ( 4 1 d ) is provided near c ( 4 1 c ), and the roller 4 2 c ( 4 1 c ) will leave the exhaust cam 5 4 (intake cam)

5 3 )，排氣閥2 3 (進氣閥2 2 )則依小開度的減壓開度開.啟。參照圖1 1，對應進氣閥2 2與排氣閥2 3的閥動作特性，變化進氣上死點附近的進氣閥2 2、及排氣閥 2 3重疊期間 Pa 與非重疊期間 Pb。換句話說，最大閥動作特性 K i m a X，K e m a X將可獲得最大重疊期間P a X，而最小閥動作特性K i m i η，K e m i η則可獲得最大非重疊期間P b X，二閥動作特性間的中間閥動作特性，將隨從最大閥動作特性 K i m a X，K e m a X移往最小閥重力作特性K i m i η，K e m i η，而減少重疊期間Pa並成為0，而非重疊期間Pb則從0開始增加。其中，重疊期間Pa在進氣上死點附近，排氣閥23與進氣閥2 2均將呈開啟狀態，係隸屬排氣閥2 3關閉時期與進氣閥2 2開啟時期之間的曲柄角（或凸輪角的旋轉角）範圍，而非重疊期間P b則在進氣上死點附近，排氣閥2 3與進氣閥 2 2均將呈關閉狀態，係隸屬排氣閥2 3關閉時期與進氣閥 2 2開啟時期之間的曲柄角（或凸輪角的旋轉角）範圍。然後，E C U 9 2係若利用引擎溫度檢測手段9 6檢測出屬於 33 312XP/發明說明書(補件)/94-04/94100116 1303285 暖機時，便如圖4 (C)所示，為了在内燃機E的整個負載區域中，將進氣閥2 2與排氣閥2 3的閥動作特性控制成，可獲得無關於操作量D均固定於既定量的重疊期間P a (在此為最大重疊期間P a X)狀態，而根據上述閥控制圖表控制電動馬達8 0。在此當暖機時，閥特性可變機構Μ將閥動作特性控制成，依最大閥動作特性 K i m a X，K e m a X使進氣閥 2 2 與排氣閥2 3進行關開動作狀態，且在整個負載區域中均未形成非重疊期間Pb的狀態。5 3 ), the exhaust valve 2 3 (intake valve 2 2 ) is opened according to the decompression opening of the small opening degree. Referring to Fig. 1, the valve operating characteristics of the intake valve 22 and the exhaust valve 23 are changed, and the intake valve 2 2 and the exhaust valve 23 in the vicinity of the intake upper dead center are changed to overlap with the non-overlapping period Pb. . In other words, the maximum valve operating characteristic K ima X, K ema X will obtain the maximum overlap period P a X, while the minimum valve operating characteristic K imi η, K emi η will obtain the maximum non-overlapping period P b X, the two valves The intermediate valve operating characteristic between the operating characteristics will follow the maximum valve operating characteristic K ima X, K ema X to the minimum valve gravity as the characteristic K imi η, K emi η, and reduce the overlap period Pa and become 0 instead of the overlap period. Pb increases from 0. Wherein, the overlap period Pa is near the top dead center of the intake air, and the exhaust valve 23 and the intake valve 22 are both in an open state, which is a crank between the closing period of the exhaust valve 23 and the opening period of the intake valve 22 The angle (or the angle of rotation of the cam angle), while the non-overlapping period P b is near the top dead center of the intake, the exhaust valve 23 and the intake valve 22 will be closed, belonging to the exhaust valve 2 3 The range of the crank angle (or the angle of rotation of the cam angle) between the closing period and the opening period of the intake valve 2 2 . Then, if the engine temperature detecting means 96 detects that it belongs to the 33 312XP/invention specification (supplement)/94-04/94100116 1303285 warming up, it is shown in Fig. 4(C) for the internal combustion engine. In the entire load region of E, the valve operating characteristics of the intake valve 22 and the exhaust valve 23 are controlled so that the overlap amount P a (in this case, the maximum overlap period) can be obtained regardless of the operation amount D. P a X) state, and the electric motor 80 is controlled according to the above valve control chart. When the machine is warmed up, the valve characteristic variable mechanism 控制 controls the valve operating characteristic to open the intake valve 2 2 and the exhaust valve 23 according to the maximum valve operating characteristic K ima X, K ema X , And the state of the non-overlapping period Pb is not formed in the entire load region.

再者，ECU92係若利用引擎溫度檢測手段96檢測為已暖機後，便如圖4 (D )所示，閥特性可變機構Μ為能在上述整個負載區域中，利用與節流閥3 0配合獲得因應需求量的引擎出力，便配合操作量D控制重疊期間Pa或非重疊期間 Pb，而控制引擎出力俾控制閥動作特性。參照圖4、圖1 1，閥特性可變機構Μ便在第1負載區域 F a中，將閥動作特性控制成隨需求量的增加，而減少重疊期間Pa並成為0之後，再增加非重疊期間Pb，且在到達既定負載Da之前，便可獲得最大非重疊期間Pbx的狀態，而在第2負載區域F b中，將闊動作特性控制成隨需求量的增加，從最大非重疊期間Pbx起減少非重疊期間Pb並在成為0之後，再增加重疊期間Pa，依最大負載（最大操作量）Db 能獲得最大重疊期間 Pax的狀態。然後，在此閥裝置 40 中，閥特性可變機構Μ將變更進氣閥2 2關開時期與排氣閥 23關開時期，藉由控制重疊期間Pa與非重疊期間Pb，而控制内部EGR率N 。 34 312XP/發明說明書(補件)/94-04/94100116 1303285 内部E G R率N係燃燒室1 6的新空氣量、與燃燒室1 6中所殘留已燃氣體量的比率，係依下式定義。 N-Vce/(Vc-Vca) 其中，V c :進氣下死點的汽缸容積 V c a :進氣閥為有效升降量時的汽缸容積 V c e :排氣閥為有效升降量時的汽缸容積進氣閥之有效升降量：從進氣道透過開閥狀態的進氣Further, when the ECU 92 detects that the engine has been warmed up by the engine temperature detecting means 96, as shown in FIG. 4(D), the valve characteristic changing mechanism 利用 can be utilized with the throttle valve 3 in the entire load region. When the engine output is obtained in response to the required demand, the overlap period Pa or the non-overlapping period Pb is controlled in accordance with the operation amount D, and the control engine output force control valve operating characteristics. Referring to Fig. 4 and Fig. 1, the valve characteristic variable mechanism controls the valve operating characteristic in the first load region F a so as to decrease the overlap period Pa and become 0 after the increase in the demand amount, and then increase the non-overlapping. During the period Pb, and before the predetermined load Da is reached, the state of the maximum non-overlapping period Pbx is obtained, and in the second load region Fb, the broad action characteristic is controlled to increase from the demand amount to the maximum non-overlapping period Pbx. When the non-overlapping period Pb is decreased and the overlap period Pa is increased after becoming 0, the state of the maximum overlap period Pax can be obtained according to the maximum load (maximum operation amount) Db. Then, in the valve device 40, the valve characteristic variable mechanism Μ changes the closing timing of the intake valve 2 2 and the closing period of the exhaust valve 23, and controls the internal EGR by controlling the overlap period Pa and the non-overlapping period Pb. Rate N. 34 312XP/Invention Manual (Supplement)/94-04/94100116 1303285 Internal EGR Rate N The ratio of the new air volume of the combustion chamber 16 to the amount of burned gas remaining in the combustion chamber 16 is defined by . N-Vce/(Vc-Vca) where V c : cylinder volume at the bottom dead center of intake air V ca : cylinder volume when the intake valve is effective lift amount V ce : cylinder volume when the exhaust valve is effective lift amount The effective lifting amount of the intake valve: the intake air from the intake port through the open valve state

閥，新空氣開始實質流入燃燒室時的進氣閥升降量排氣閥之有效升降量：從燃燒室透過開閥狀態的排氣閥，已燃氣體實質完成流出於排氣道時的排氣閥升降量所以，内部E G R率N在最大閥動作特性K i ]n a X，K e m a X的最大重疊期間P a x所獲得之最小内部E G R率N η、及最小閥動作特性K i m i η，K e m i η的最大非重疊期間P b X所獲得之最大内部E G R率N X所規範的控制範圍中，隨閥動作特性從最大閥動作特性 K i m a X，K e m a X，移往最小閥動作特性 K i m i η，K e m i η，便從最小内部E G R率Ν η連續的增加至最大内部EGR率Νχ。再者，暖機時，閥特性可變機構Μ便在整個負載區域中，將進氣閥2 2與排氣閥2 3的閥動作特性控制成，無關操作量D，内部EGR率Ν均維持於最小内部EGR率Νη的狀態。此外，在暖機後，在整個負載區域中，閥特性可變機構 Μ 將配合操作量D控制重疊期間Pa或非重疊期間Pb，並利 35 312XP/發明說明書(補件)/94-04/94100116Valve, the effective rise and fall of the intake valve when the new air begins to flow into the combustion chamber. The exhaust valve from the combustion chamber through the open valve state, the exhaust gas actually completes the exhaust flowing out of the exhaust passage. Therefore, the internal EGR rate N is the minimum internal EGR rate N η obtained during the maximum overlap period P ax of the maximum valve operating characteristic K i ]na X, K ema X, and the minimum valve operating characteristic K imi η, K emi In the control range specified by the maximum internal EGR rate NX obtained by the maximum non-overlapping period P b of η, the valve action characteristic is shifted from the maximum valve operating characteristic K ima X, K ema X to the minimum valve operating characteristic K imi η , K emi η, continuously increases from the minimum internal EGR rate η η to the maximum internal EGR rate Νχ. Furthermore, when the machine is warmed up, the valve characteristic variable mechanism controls the valve operating characteristics of the intake valve 22 and the exhaust valve 23 in the entire load region, regardless of the operation amount D, and the internal EGR rate is maintained. The state of the minimum internal EGR rate Νη. In addition, after warming up, the valve characteristic variable mechanism Μ will control the overlap period Pa or the non-overlapping period Pb in the entire load region, and the 35 312XP/invention specification (supplement)/94-04/ 94100116

1303285 用内部E G R率N，或利用由内部E G R率N所規範的内部量，控制著引擎出力。更具體而言，係在暖機後，閥可變機構Μ將在第1負載區域F a中，將進氣閥2 2與閥23的閥動作特性控制成，内部EGR率N從無負載狀最小内部E G R率Ν η起，隨操作量D的增加而增加，且達既定負載Da之前便可獲得最大内部EGR率Νχ的狀而在第2負載區域F b中，則將進氣閥2 2與排氣閥2 3 動作特性控制成，内部EGR率N將從既定負載Da狀態大内部E G R率Ν X起，隨操作量D的增加而減少，並在負載Db時可獲得最小内部EGR率Nn的狀態。再者，針對進氣閥2 2離開闊座2 4並實際開啟的開期，若使用進氣閥2 2依有效升降量開啟的有效開啟㈣以及排氣閥 23依有效升降量開啟之時期的有效關期，便可將重疊期間P a與非重疊期間P b，依有效重間Pae與有效非重疊期間Pbe表示。另外，在此實施中，進氣閥2 2與排氣閥2 3的上述有效升降量係形成相同々以下，使用依有效開啟時期與有效關閉時期所規範效非重疊期間Pbe，針對依閥特性可變機構Μ所施行動作特性控制進行説明。閥特性可變機構係在暖機時進氣閥2 2與排氣閥2 3的閥動作特性控制成，在整個區域中，有效重疊期間Pae與有效非重疊期間Pbe均於0的狀態，而在暖機後，則將進氣閥2 2與排氣閥闊動作特性控制成，在第1負載區域F a中，隨操作的增加，有效非重疊期間Pbe將從無負載狀態的0起 312XP/發明說明書(補件)/94·04/94100116 ;EGR 特性排氣態的在到態；的閥的最最大啟時卜期，閉時疊期形態 [° 的有的閥，將負載固定 23的量D ，增 36 1303285 加至既定負載則隨操作量D 減少至操作量在此實施形態均為0的凸輪然後，當利動作的進氣閥與有效非重疊 β將成為最小内 K i m i η , Κ e m i η 得有效非重疊將成為最大内其次，針對明。在内燃機Ε 個負載區域中1303285 Controls engine output with internal E G R rate N, or with internal quantities specified by internal E G R rate N. More specifically, after the warm-up, the valve variable mechanism 控制 controls the valve operating characteristics of the intake valve 22 and the valve 23 in the first load region F a , and the internal EGR rate N is from no load. The minimum internal EGR rate Ν η increases with the increase of the operation amount D, and the maximum internal EGR rate Νχ can be obtained before the predetermined load Da, and in the second load region F b , the intake valve 2 2 The operation characteristic of the exhaust valve 23 is controlled such that the internal EGR rate N decreases from the internal load EGR rate Ν X from the predetermined load Da state, decreases as the operation amount D increases, and the minimum internal EGR rate Nn is obtained at the load Db. status. Furthermore, for the opening period of the intake valve 22 leaving the wide seat 24 and actually opening, if the intake valve 2 2 is opened by the effective lifting amount (4) and the exhaust valve 23 is opened according to the effective lifting amount, For the effective closing period, the overlapping period P a and the non-overlapping period P b can be expressed by the effective weight Pae and the effective non-overlapping period Pbe. In addition, in this implementation, the above-mentioned effective lifting amount of the intake valve 22 and the exhaust valve 23 is formed to be the same or less, and the non-overlapping period Pbe according to the effective opening period and the effective closing period is used, The variable mechanism performs the description of the action characteristic control. The valve characteristic variable mechanism controls the valve operating characteristics of the intake valve 22 and the exhaust valve 23 during warm-up, and the effective overlap period Pae and the effective non-overlapping period Pbe are both at 0 in the entire region. After warming up, the intake valve 2 2 and the exhaust valve wide operating characteristic are controlled. In the first load region F a , as the operation increases, the effective non-overlapping period Pbe will be 312 XP from the no load state. /Inventive manual (supplement)/94·04/94100116; EGR characteristic of the exhaust state in the state of the valve; the maximum opening time of the valve, closed time reposition pattern [° of some valves, the load will be fixed 23 The amount D, increased 36 1303285 is added to the given load, then the operation amount D is reduced to the operation amount. In this embodiment, the cam is 0, then the intake valve and the effective non-overlapping β will become the minimum inner K imi η , Κ emi η effective non-overlapping will become the largest within the next, for Ming. In the load area of the internal combustion engine

而增力σ的開度與排氣閥2 3 ί 形成非重疊期内，利用於内燃機Ε控制，空氣利用節流燃燒室1 6，另機構Μ而形成The opening of the force increase σ and the exhaust valve 2 3 ί form a non-overlapping period, which is used for the internal combustion engine control, and the air is formed by the throttle combustion chamber 16 and the other mechanism.

Da的最大値狀態，而在第2負載區域Fb中，的增加，將從有效非重疊期間Pbe最大値起， D為最大値的最大負載成為0的狀態。另外，中，有效重疊期間Pae與有效非重疊期間Pbe 軸5 0之旋轉角（曲柄角），便為進氣上死點。用依最大閥動作特性K i m a X，K e m a X進行關開 2 2與排氣閥2 3，所獲得有效重疊期間P a e 期間Pbe為最小値的0之時，内部EGR率N 部 EGR率 Nn ;而當利用依最小閥動作特性進行關開動作的進氣閥2 2與排氣閥2 3，所獲期間Pbe為最大値Pbex時，内部 EGR率N 部EGR率Nx 。如上述構造的實施形態作用與效·果，進行說暖機時，節流控制機構T便在内燃機E的整，將節流閥3 0開度控制成隨操作量D的增加狀態，而閥特性可變機構 Μ則將進氣閥 22 I勺閥動作特性控制成，在整個負載區域中均未間Pb的狀態，並在内部EGR率Ν的控制範圍部EGR率N為最小的暖機時控制形態施行内藉此在暖機時，便在整個負載區域中，將新閥3 0配合操作量D進行流量控制，且供應給外，内部EGR率N則為了不因為閥特性可變非重疊期間P b，因而在相較於形成非重疊期 37 312XP/發明說明書(補件)/94-04/94100116 1303285 間Pb的情況下將較小，在内部EGR率N的控制範圍中控制成最小的狀態，所以將提昇燃燒性，且燃燒溫度亦將提高，故在整個負載區域中，將提昇燃燒性，並提昇燃燒安定性，且燃燒溫度將提高，而促進内燃機的暖機。此外，因為藉由燃燒溫度的提高，亦將促進上述排氣裝置中所設置的作為排氣淨化裝置之觸媒裝置暖機，因而將加速觸媒裝置的活化，提昇排氣淨化性能。在内燃機E暖機後，節流控制機構T便將節流閥3 0開 ® 度控制成，在第1負載區域F a中，隨操作量D的增加，而從怠速開度依既定負載D a進行全開的狀態，且在第2負載區域Fb中將節流閥30控制為全開狀態；而閥特性可變機構Μ則在整個負載區域中，配合操作量D控制著重疊期間 Pa或非重疊期間Pb，並利用内部EGR率Ν控制著引擎出力，並在既定負載Da中，將閥動作特性控制成可獲得依最大非重疊期間P b X所產生最大内部E G R率Ν X狀態的暖機後 ^ 控制形態，藉此便控制内燃機 E，俾在整個負載區域中，特別在低負載區域F 1中，更加減少泵動損失，提昇燃油性能，另外，在整個負載區域中，為了可獲得配合操作量 D 的引擎出力狀態，而以利用控制重疊期間Pa及非重疊期間 Pb所得之内部EGR率N控制著引擎出力，因此將減少泵動損失，且減少 NOx產生量，且因為在既定負載Da中内部 EGR率N將形成最大，因而將大幅減少既定負載Da附近的低負載區域F 1之泵動損失與Ν 0 X產生量，提昇燃油性能與排氣淨化性能。 38 312XP/發明說明書(補件)/94-04/94100116 1303285The maximum 値 state of Da is increased in the second load region Fb from the maximum non-overlapping period Pbe, and D is the maximum 値 maximum load at 0. In addition, in the middle of the effective overlap period Pae and the effective non-overlapping period Pbe axis 50 (crank angle), it is the intake top dead center. When the maximum valve operating characteristic K ima X, K ema X is turned off 2 2 and the exhaust valve 23, and the effective overlap period P ae period Pbe is the minimum 値 0, the internal EGR rate N EGR rate Nn When the intake valve 2 2 and the exhaust valve 23 that are opened according to the minimum valve operating characteristic are used, the obtained period Pbe is the maximum 値Pbex, and the internal EGR rate N is the EGR ratio Nx. When the warm-up operation is performed, the throttle control mechanism T controls the opening degree of the throttle valve 30 to increase with the operation amount D, and the valve is controlled. The characteristic variable mechanism controls the valve operating characteristic of the intake valve 22 I to a state in which Pb is not present in the entire load region, and the EGR rate N in the control range portion of the internal EGR rate 为 is the minimum warming time. The control mode is implemented so that when the machine is warmed up, the new valve 30 is operated with the operation amount D in the entire load region, and is supplied to the outside, and the internal EGR rate N is not non-overlapping because the valve characteristics are variable. The period P b will therefore be smaller in comparison to the formation of the non-overlapping period 37 312XP / invention specification (supplement) /94-04/94100116 1303285 Pb, and controlled to a minimum in the control range of the internal EGR rate N The state will improve the combustibility and the combustion temperature will also increase, so that the combustion performance will be improved and the combustion stability will be improved throughout the load region, and the combustion temperature will be increased to promote the warm-up of the internal combustion engine. Further, since the combustion temperature of the exhaust gas purifying device provided in the above-described exhaust device is warmed up by the increase in the combustion temperature, the activation of the catalytic device is accelerated, and the exhaust gas purification performance is improved. After the internal combustion engine E is warmed up, the throttle control mechanism T controls the throttle valve 30 to be in the first load region F a, and with the increase of the operation amount D, the idle opening is according to the predetermined load D. a is fully open, and the throttle valve 30 is controlled to the fully open state in the second load region Fb; and the valve characteristic variable mechanism 控制 controls the overlap period Pa or non-overlapping in the entire load region with the operation amount D During the period Pb, the internal EGR rate is used to control the engine output, and in the predetermined load Da, the valve operating characteristic is controlled to obtain the maximum internal EGR rate Ν X state generated by the maximum non-overlapping period P b X after warming up. ^ Control the form, thereby controlling the internal combustion engine E, in the entire load area, especially in the low load area F1, further reducing the pumping loss, improving the fuel performance, and in addition, in the entire load area, in order to obtain the cooperation operation The engine output state of the quantity D, and the engine output is controlled by the internal EGR rate N obtained by controlling the overlap period Pa and the non-overlapping period Pb, thereby reducing the pumping loss and reducing the amount of NOx generated, and because Da load in the internal EGR rate N will form the largest and thus will significantly reduce the load close to a predetermined low load region F Da movable loss Ν 0 X generation amount, improve performance and fuel pump of an exhaust gas purifying performance. 38 312XP/Invention Manual (supplement)/94-04/94100116 1303285

再者，上述暖機後控制形態，係閥特性可變機構Μ係將進氣閥2 2與排氣閥2 3的閥動作特性控制成，在第1負載區域Fa中，内部EGR率Ν從無負載狀態的最小内部EGR 率Ν η起，隨操作量D的增加而增加，並依既定負載D a可獲得最大内部E G R率Ν X的狀態，且進氣閥2 2與排氣閥2 3 的閥動作特性控制成，在第2負載區域Fb中，内部EGR 率N將從既定負載Da的最大内部EGR率Nx起，隨操作量 D的增加而減少，並可依最大負載D b獲得最小内部E G R率 Nri的狀態。藉此，因為在第1負載區域Fa中，將内部EGR 率N增加成抑制因節流閥3 0開度較大而造成新空氣流入燃燒室 16中的情況，因此將減少泵動損失，且將減少 Ν 0 X 產生量，且在第2負載區域F b中，因為隨操作量D的增加，減少非重疊期間P b而減少内部E G R率N，增加供應給燃燒室16的新空氣量，所以越靠近既定負載Da，内部EGR率N 將越大，藉此便將減少泵動損失且減少NOx產生量，提昇燃油性能與排氣淨化性能，在高負載區域F 3中可獲得較大的引擎出力，確保因應需求量的所需引擎出力。閥特性可變機構Μ係在第1負載區域Fa中，藉由將閥動作特性控制成在較既定負載Da為小的負載區域中，可獲得最大内部EGR率Nx、或最大非重疊期間Pbx與最大有效非重疊期間P b e X的狀態，藉此便將更加減少第1負載區域 Fa的泵動損失，提昇燃油性能，且提昇排氣淨化性能。閥特性可變機構Μ係藉由將閥動作特性控制成，隨重疊期間Pa的減少、非重疊期間Pb的增加、從有效重疊期間 39 3 i 2XP/發明說明書(補件)/94-04/94100116Further, in the warm-up control mode, the valve characteristic changing mechanism controls the valve operating characteristics of the intake valve 22 and the exhaust valve 23, and the internal EGR rate Ν is in the first load region Fa. The minimum internal EGR rate 无 η in the no-load state increases with the increase of the operation amount D, and the state of the maximum internal EGR rate Ν X can be obtained according to the predetermined load D a , and the intake valve 22 and the exhaust valve 23 In the second load region Fb, the internal EGR ratio N is controlled from the maximum internal EGR ratio Nx of the predetermined load Da, decreases as the operation amount D increases, and the minimum load D b can be obtained. The state of the internal EGR rate Nri. Therefore, in the first load region Fa, the internal EGR rate N is increased to prevent the new air from flowing into the combustion chamber 16 due to the large opening degree of the throttle valve 30, so that the pumping loss is reduced, and The amount of Ν 0 X generated will be reduced, and in the second load region F b, since the non-overlapping period P b is decreased and the internal EGR rate N is decreased as the operation amount D is increased, the amount of new air supplied to the combustion chamber 16 is increased, Therefore, the closer to the predetermined load Da, the larger the internal EGR rate N will be, thereby reducing the pumping loss and reducing the amount of NOx generated, improving the fuel performance and the exhaust gas purification performance, and obtaining a larger in the high load region F 3 . The engine is dedicated to ensure the required engine output in response to demand. The valve characteristic variable mechanism is controlled in the first load region Fa, and the valve internal operating characteristic is controlled so that the maximum internal EGR ratio Nx or the maximum non-overlapping period Pbx can be obtained in a load region that is smaller than the predetermined load Da. The state of P be X during the maximum effective non-overlapping period, whereby the pumping loss of the first load region Fa is further reduced, the fuel performance is improved, and the exhaust gas purification performance is improved. The valve characteristic variable mechanism is controlled by the valve operating characteristic such that the overlap period Pa decreases, the non-overlapping period Pb increases, and the effective overlap period 39 3 i 2XP/invention specification (supplement)/94-04/ 94100116

1303285 P a e與有效非重疊P b e均為0狀態的有效非重疊期增力口、或内部EGR率Ν的增力口，而減少進氣閥22的降量狀態，藉此當重疊期間Pa較大時、非重疊期小時、有效非重疊期間P b e較小時、或内部E G R率時，因為進氣閥22的最大升降量較大，因而將減少失，且在既定負載Da附近，當重疊期間Pa較小時疊期間Pb較大時、有效非重疊期間Pbe較大時、 E G R率N較大時，因為藉由增加内部E G R率N，而減損失，因此第1負載區域Fa與既定負載Da附近的失將減少，而提昇燃油性能。同時，閥特性可變機構Μ係藉由將閥動作特性控隨重疊期間Pa的減少、非重疊期間Pb的增加、從疊期間Pae與有效非重疊期間Pbe均為0狀態的有疊期間Pbe增加、或内部EGR率N的增加，而減少 2 3最大升降量的狀態，藉此當重疊期間P a較大時疊期間Pb較小時、有效非重疊期間 Pbe較小時、 EGR率N較小時，因為排氣閥23最大升降量較大，動損失將減少，且在既定負載Da附近，當重疊期5 小時、非重疊期間P b較大時、有效非重疊期間P b e車j 或内部EGR率N較大時，因為藉由增加内部EGR率減少泵動損失，因而第1負載區域Fa與既定負載1 的泵動損失將減少，此情況亦將提昇燃油性能。閥特性可變機構 Μ係在最大重疊期間 Pax或最 E G R率Ν η中，藉由將閥動作特性控制成有效重疊期 312XP/發明說明書(補件)/94-04/941001 ] 6 間Pbe 最大升 ]P b較 N較小泵動損、非重或内部少泵動泵動損制成，有效重效非重排氣閥、非重或内部因而泵 3 P a較 ί大時、 Ν，將 >a附近小内部間Pae 40 1303285 與有效非重疊期間Pbe變為0的狀態，藉此在内部EGR率 N的控制範圍中，便以當已燃氣體實質的停止從燃燒室1 6 中流出，且新空氣實質開始流入於燃燒室1 6中的時期為基準，而開始内部EGR率N的控制，因此内部EGR率N的控制精度將提高且可擴大控制範圍，所以便可提昇利用内部 E G R率N的控制、或有效非重疊期間P b e的控制所施行的引擎出力控制精度。在閥特性可變機構Μ中，控制機構M3係依重疊期間Pa ® 的減少、非重疊期間Pb或有效非重疊期間Pbe的增加，而在内部EGR率N增加方向，利用驅動機構M2進行驅動時，便將驅動機構Μ 2與各連桿機構Μ 1 i，Μ 1 e連結成利用進氣連桿機構Μ 1 i所施行的進氣閥2 2開啟時期滯後角量，大於依排氣連桿機構Μ 1 e所施行排氣閥2 3關閉時期超前角量的狀態，藉此，閥特性可變機構Μ則在内部EGR率N增加方向上，當重疊期間Pa減少、非重疊期間Pb增加、或有效非 ^ 重疊期間P b e增加時，進氣閥2 2開啟時期的滯後角量大於排氣閥2 3關閉時期的超前角量，因此，當排氣閥2 3關閉時期為超前角，而提高燃燒室1 6中所殘留已燃氣體壓力時，相較於進氣閥2 2開啟時的滯後角量在排氣閥2 3關閉時期的超前角量以下之情況時，進氣閥2 2便在燃燒室1 6 壓力較低的狀態時開始開啟閥，便將防止或抑制進氣的反吹情況。樞動中心線 L 4 i與枢動中心線 L 4 e係相對於基準平面 Η 0，偏靠排氣側且平行於旋轉中心線L 2配置，而樞動中心 41 3】2ΧΡ/發明說明書(補件)/94-04/94100116 13032851303285 P ae and the effective non-overlapping P be are both the effective non-overlapping period boosting port of the 0 state, or the boosting port of the internal EGR rate ,, and reducing the derating state of the intake valve 22, thereby comparing the Pa during the overlap period When the time is large, the non-overlapping period is small, the effective non-overlapping period P be is small, or the internal EGR rate is large, since the maximum amount of lift of the intake valve 22 is large, the loss is reduced, and when the predetermined load Da is near, when overlapping When the period Pa is small and the stacking period Pb is large, when the effective non-overlapping period Pbe is large, and when the EGR rate N is large, since the internal EGR rate N is increased to reduce the loss, the first load region Fa and the predetermined load are used. The loss near Da will be reduced, and fuel performance will be improved. At the same time, the valve characteristic variable mechanism is controlled by controlling the valve operating characteristic with the decrease of the overlap period Pa, the increase of the non-overlapping period Pb, and the overlap period Pbe from the stacking period Pae and the effective non-overlapping period Pbe to the 0 state. Or an increase in the internal EGR rate N to reduce the state of the maximum lift amount of 2 3, whereby when the overlap period P a is large, when the stack period Pb is small, and when the effective non-overlapping period Pbe is small, the EGR rate N is small. At this time, since the maximum lift amount of the exhaust valve 23 is large, the dynamic loss is reduced, and in the vicinity of the predetermined load Da, when the overlap period is 5 hours, the non-overlapping period P b is large, and the effective non-overlapping period P is the vehicle j or the inside When the EGR rate N is large, since the pumping loss is reduced by increasing the internal EGR rate, the pumping loss of the first load region Fa and the predetermined load 1 is reduced, and this also improves the fuel performance. The valve characteristic variable mechanism is in the maximum overlap period Pax or the most EGR rate ηη, by controlling the valve action characteristic to an effective overlap period 312XP/invention specification (supplement)/94-04/941001] 6 Pbe max升]P b is smaller than N pump loss, non-heavy or internal pumping loss, effective heavy-duty non-heavy exhaust valve, non-heavy or internal, therefore pump 3 P a is greater than 、, Ν, a state in which the small internal space Pae 40 1303285 near the > a and the effective non-overlapping period Pbe become 0, whereby in the control range of the internal EGR rate N, the solid gas is stopped from the combustion chamber 16 When the flow of the new air substantially starts to flow into the combustion chamber 16 as a reference, and the control of the internal EGR rate N is started, the control accuracy of the internal EGR rate N is improved and the control range can be expanded, so that the internal use can be improved. The engine output control accuracy performed by the control of the EGR rate N or the control of the effective non-overlapping period P be . In the valve characteristic variable mechanism ,, the control mechanism M3 is driven by the drive mechanism M2 in the direction in which the internal EGR ratio N increases in accordance with the decrease in the overlap period Pa ® , the non-overlapping period Pb, or the effective non-overlapping period Pbe. , the driving mechanism Μ 2 and each of the link mechanisms Μ 1 i, Μ 1 e are connected to the intake valve 2 2 by the intake link mechanism Μ 1 i to open the lag angle, which is greater than the exhaust link The mechanism Μ 1 e is in a state in which the exhaust valve 23 is closed by the amount of advance angle, whereby the valve characteristic variable mechanism 在 decreases in the direction in which the internal EGR rate N increases, and the overlap period Pa decreases and the non-overlapping period Pb increases. Or the effective non-overlapping period P be increases, the amount of retardation of the opening period of the intake valve 22 is greater than the amount of advance angle of the closing period of the exhaust valve 23, and therefore, when the closing period of the exhaust valve 23 is a lead angle, When the pressure of the burned gas remaining in the combustion chamber 16 is increased, the intake valve 2 2 is smaller than the amount of the retardation when the intake valve 22 is opened, which is less than the amount of the lead angle of the closing period of the exhaust valve 23 When the combustion chamber 16 is under low pressure, the valve is opened. Backflush case preventing or inhibiting the intake air. The pivot center line L 4 i and the pivot center line L 4 e are disposed relative to the reference plane Η 0, offset from the exhaust side and parallel to the rotation center line L 2 , and the pivot center 41 3 2 2 2 / invention description ( Supplement) /94-04/94100116 1303285

線L 5 i則配置於排氣側，樞動中心線L 5 e配置於進氣側，藉此當控制軸7 0進行移動時，進氣連桿機構Μ 1 i便依較大於排氣連桿機構Μ 1 e的搖擺量，以凸輪軸5 0為中心進行搖擺，而獲得進氣閥2 2開啟時期之滯後角量大於排氣閥2 3 關閉時期之超前角量的閥動作特性，因而在進氣連桿機構 Μ 1 i與排氣連桿機構Μ 1 e共有著控制機構Μ 3的控制軸7 0 之情況下，藉由樞動中心線L 4 i、樞動中心線L 4 e、樞動中心線L 5 i及樞動中心線L 5 e之相對於基準平面Η 0的配置，便將閥特性可變機構Μ小型化，並將其構造簡單化。樞動中心線L 4 i與枢動中心線L 4 e係平行於旋轉中心線 L 2配置，樞動中心線L 5 i配置於排氣側，樞動中心線L 5 e 配置於進氣側，進氣控制連桿7 1 i的連桿長度較長於排氣控制連桿7 1 e的連桿長度，藉此當控制軸7 0進行移動時，進氣連桿機構Μ 1 i便依大於排氣連桿機構Μ 1 e的搖擺量，以凸輪軸5 0為中心進行搖擺，而獲得進氣閥2 2開啟時期的滯後角量大於排氣閥 23關閉時期的超前角量之閥動作特性，所以在進氣連桿機構Μ 1 i與排氣連桿機構Μ 1 e共有著控制機構Μ 3的控制軸7 0之情況下，樞動中心線L 5 i與樞動中心線L5e便分別配置於基準平面H0二側，並依進氣控制連桿7 1 i連桿長度大於排氣控制連桿7 1 e連桿長度，將閥特性可變機構小型化，並將構造簡單化。再者，錯由枢動中心線L 4 i與樞動中心線L 4 e構成共通樞動中心線，便將閥特性可變機構Μ更加小型化，將構造更加簡單化。 42 312ΧΡ/發明說明書(補件)/94-04/941001 ] 6 1303285 以下，針對變更上述實施形態其中一部分構造的實施形態，就所變更的構成進行説明。The line L 5 i is disposed on the exhaust side, and the pivot center line L 5 e is disposed on the intake side, whereby when the control shaft 70 moves, the intake link mechanism Μ 1 i is larger than the exhaust line The amount of swing of the lever mechanism Μ 1 e is oscillated about the cam shaft 50, and the valve operating characteristic that the amount of retardation of the opening period of the intake valve 22 is larger than the amount of lead of the closing period of the exhaust valve 23 is obtained. In the case where the intake link mechanism Μ 1 i and the exhaust link mechanism Μ 1 e share the control shaft 70 of the control mechanism Μ 3, by pivoting the center line L 4 i, pivoting the center line L 4 e The arrangement of the pivot center line L 5 i and the pivot center line L 5 e with respect to the reference plane Η 0 reduces the valve characteristic variable mechanism , and simplifies the structure thereof. The pivot center line L 4 i and the pivot center line L 4 e are arranged parallel to the rotation center line L 2 , the pivot center line L 5 i is disposed on the exhaust side, and the pivot center line L 5 e is disposed on the intake side The link length of the intake control link 7 1 i is longer than the link length of the exhaust control link 7 1 e , whereby when the control shaft 70 moves, the intake link mechanism Μ 1 i is larger than The amount of swing of the exhaust link mechanism Μ 1 e is oscillated about the cam shaft 50, and the valve operating characteristic of the lead angle of the opening period of the intake valve 22 is larger than the lead angle of the closing period of the exhaust valve 23 Therefore, in the case where the intake link mechanism Μ 1 i and the exhaust link mechanism Μ 1 e share the control shaft 70 of the control mechanism Μ 3, the pivot center line L 5 i and the pivot center line L5e are respectively It is disposed on both sides of the reference plane H0, and the valve characteristic variable mechanism is miniaturized according to the intake control link 7 1 i link length is larger than the exhaust control link 7 1 e link length, and the structure is simplified. Further, since the pivot center line L 4 i and the pivot center line L 4 e constitute a common pivot center line, the valve characteristic variable mechanism Μ is further miniaturized, and the structure is simplified. 42 312 ΧΡ / invention manual (supplement) /94-04/941001] 6 1303285 Hereinafter, the configuration changed will be described with respect to the embodiment in which a part of the structure of the above embodiment is changed.

參照圖 6、圖 1 2，排氣連桿機構 Μ 1 e (進氣連桿機構 Μ 1 i )，亦可具備有當排氣連桿機構Μ 1 e (進氣連桿機構Μ 1 i ) 利用傳導著經驅動機構Μ 2驅動之控制軸7 0動作的排氣控制連桿7 1 e (進氣控制連桿7 1 i )，而進行搖擺時，便具有樞動中心線以凸輪軸5 0旋轉中心線L 2為中心進行搖擺之排氣樞動部（進氣樞動部），因此上述進氣樞動部的樞動中心線與旋轉中心線 L 2間之距離便較短於上述排氣樞動部的樞動中心線與旋轉中心線 L 2間之距離，藉此，當控制軸 7 0與排氣控制連桿7 1 e (進氣控制連桿7 1 i )利用驅動機構 Μ 2驅動時，進氣連桿機構 Μ 1 i便依較利用排氣連桿機構 Μ 1 e，以凸輪軸5 0為中心進行搖擺的排氣凸輪5 4更大之搖擺量，使進氣凸輪5 3以凸輪軸5 0為中心進行搖擺。其中，上述進氣樞動部係分別由第1平板6 1 i之連結部 6 1 i 1、進氣副搖臂6 6 i之支點部6 6 i a、及軸環6 3 i之支持部6 3 i 2 (參照圖6 )所構成。而上述各進氣樞動部的樞動中心線係樞動中心線L 5 i、搖擺中心線L 3 i ^ 同樣的，排氣樞動部係分別由第1平板 61 e之連結部 6 1 e 1、進氣副搖臂6 6 e之支點部6 6 e a、及軸環6 3 e之支持部6 3 e 2 (參照圖6 )所構成。而上述各排氣樞動部的樞動中心線係樞動中心線L 5 e、搖擺中心線L 3 e。然後，枢動中心線L 5 i與旋轉中心線L 2間之距離，便設定為較短於樞動中心線L 5 e與旋轉中心線L 2間之距離， 43 312XP/發明說明書(補件)/94·04/94100116 1303285 或搖擺中心線L 3 i與旋轉中心線L 2間之距離，設定為較短於搖擺中心線L 3 e與旋轉中心線L 2間之距離。Referring to FIG. 6 and FIG. 12, the exhaust link mechanism Μ 1 e (intake link mechanism Μ 1 i ) may also be provided with an exhaust link mechanism Μ 1 e (intake link mechanism Μ 1 i ) The exhaust control link 7 1 e (intake control link 7 1 i ), which is operated by the control shaft 70 driven by the drive mechanism Μ 2, has a pivot center line to the cam shaft 5 when the swing is performed. The rotation center line L 2 is a center swinging exhaust pivoting portion (intake pivoting portion), so that the distance between the pivot center line of the intake pivoting portion and the rotation center line L 2 is shorter than the above The distance between the pivot center line of the exhaust pivot portion and the rotation center line L 2 , whereby the control shaft 70 and the exhaust control link 7 1 e (intake control link 7 1 i ) utilize the drive mechanism When the Μ 2 is driven, the intake link mechanism Μ 1 i uses the exhaust link mechanism Μ 1 e to oscillate the exhaust cam 5 4 centering on the cam shaft 50 to make the intake air larger. The cam 5 3 swings around the cam shaft 50. The air intake pivoting portion is a connecting portion 6 1 i 1 of the first flat plate 6 1 i, a fulcrum portion 6 6 ia of the intake auxiliary rocker arm 6 6 i, and a support portion 6 of the collar 6 3 i . 3 i 2 (refer to Figure 6). The pivot center line of each of the intake pivoting portions is a pivot center line L 5 i and a rocking center line L 3 i ^. Similarly, the exhaust pivoting portions are respectively connected by the first flat plate 61 e. E1, the fulcrum portion 6 6 ea of the intake side rocker arm 6 6 e, and the support portion 6 3 e 2 of the collar 6 3 e (see Fig. 6). The pivot center line of each of the exhaust pivoting portions pivots the center line L 5 e and the swing center line L 3 e . Then, the distance between the pivot center line L 5 i and the rotation center line L 2 is set to be shorter than the distance between the pivot center line L 5 e and the rotation center line L 2 , 43 312XP / invention manual (repair) /94·04/94100116 1303285 or the distance between the swing center line L 3 i and the rotation center line L 2 is set to be shorter than the distance between the swing center line L 3 e and the rotation center line L 2 .

藉此，當進氣連桿機構Μ 1 i與排氣連桿機構Μ 1 e利用控制機構Μ 3進行搖擺時，進氣連桿機構Μ 1 i的上述進氣樞動部，因為較排氣連桿機構Μ 1 e之上述排氣樞動部的樞動中心線L 5 e，L 3 e，在更接近凸輪軸5 0旋轉中心線L 2的位置處具有樞動中心線L 5 i，L 3 i，因此控制機構Μ 3便使進氣凸輪5 3與排氣凸輪5 4，透過進氣連桿機構Μ 1 i與排氣連桿機構Μ 1 e，以凸輪軸5 0為中心進行搖擺成進氣凸輪5 3搖擺量大於排氣凸輪5 4搖擺量的狀態。結果，便將可獲得進氣閥2 2開啟時期的滯後角量大於排氣閥2 3關閉時期的超前角量之閥動作特性的閥特性可變機構Μ構造簡單化。既定負載D a亦可為中負載區域F 2的負載。上述燃料供應裝置亦可為直接將燃料噴射入燃燒室内的燃料噴射閥。内燃機亦可為多缸内燃機。而且，亦可為在1個汽缸中設置複數個進氣閥、與1個或複數個排氣閥的内燃機，或亦可為在1個汽缸中設置複數個排氣閥、與1個或複數個進氣閥的内燃機。在既定負載Da與第2負載區域Fb中，節流閥30開度亦可幾乎全開，且在最大重疊期間Pax或最小内部EG R率 Nn中，有效重疊期間Pae與有效非重疊期間Pbe亦可幾乎為0，而且，在暖機時，在整個負載區域中，内部EGR率N 亦可幾乎最小。此處所謂「幾乎」分別係指相較於節流閥 3 ◦開度全開時、有效重疊期間P a e與有效非重疊期間P b e 44 312XP/發明說明書(補件)/94-04/941001】6 1303285 為0時、或内部EGR率N為最小時的情況下，相關作用效果並無有效差異的範圍。【圖式簡單説明】圖1為搭載本發明内燃機的機車概略右側視圖。圖2為圖1所示内燃機中，圖6中概略I I - I I箭頭方向截面圖，部分為通過進氣閥與排氣閥的閥桿中心軸線、控制轴中心轴線的截面圖。圖3為圖1所示内燃機的節流閥體概略圖。Thereby, when the intake link mechanism Μ 1 i and the exhaust link mechanism Μ 1 e are oscillated by the control mechanism Μ 3 , the above-described intake pivoting portion of the intake link mechanism Μ 1 i is exhausted The pivot center line L 5 e, L 3 e of the above-described exhaust pivoting portion of the link mechanism Μ 1 e has a pivot center line L 5 i at a position closer to the rotation center line L 2 of the cam shaft 50, L 3 i, so the control mechanism Μ 3 causes the intake cam 53 and the exhaust cam 5 4 to pass through the intake link mechanism Μ 1 i and the exhaust link mechanism Μ 1 e , centering on the cam shaft 50 The state in which the amount of swing of the intake cam 53 is larger than the amount of swing of the exhaust cam 54 is swung. As a result, the valve characteristic variable mechanism 可获得 having a valve operating characteristic in which the amount of retardation of the intake valve 22 opening period is larger than the amount of the leading angle of the closing timing of the exhaust valve 23 is simplified. The predetermined load D a can also be the load of the medium load region F 2 . The fuel supply device may also be a fuel injection valve that directly injects fuel into the combustion chamber. The internal combustion engine can also be a multiple cylinder internal combustion engine. Further, it may be an internal combustion engine in which a plurality of intake valves and one or a plurality of exhaust valves are provided in one cylinder, or a plurality of exhaust valves may be provided in one cylinder, and one or plural An internal combustion engine with an intake valve. In the predetermined load Da and the second load region Fb, the opening degree of the throttle valve 30 may be almost fully opened, and in the maximum overlap period Pax or the minimum internal EG R rate Nn, the effective overlap period Pae and the effective non-overlapping period Pbe may also be It is almost 0, and, when warming up, the internal EGR rate N can be almost minimized throughout the load area. Here, "almost" means that when the opening degree is fully open compared to the throttle valve 3, the effective overlapping period P ae and the effective non-overlapping period P be 44 312XP / invention specification (supplement) /94-04/941001] 6 When 1303285 is 0 or the internal EGR rate N is the minimum, there is no effective difference in the effect of the correlation. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a schematic right side view of a locomotive equipped with an internal combustion engine of the present invention. Fig. 2 is a cross-sectional view showing the direction of the arrow I I - I I in Fig. 6 in the internal combustion engine of Fig. 1, partly showing the center axis of the valve stem passing through the intake valve and the exhaust valve, and the central axis of the control shaft. Fig. 3 is a schematic view showing a throttle body of the internal combustion engine shown in Fig. 1;

圖4為圖1所示内燃機的控制之控制形態説明圖，（A) 係節氣門開度圖表的暖機時用圖表，（B)係節氣門開度圖表的暖機後用圖表，（C )係暖機時的重疊期間、及非重疊期間的控制形態圖、（D )係暖機後的重疊期間與非重疊期間的控制形態圖。圖5為圖1所示内燃機中，圖1 0中概略V a - V a箭頭方向截面圖，部分為概略Vb-Vb箭頭方向截面圖。圖6為圖1所示内燃機中，拆除缸頭蓋的狀態下，閥裝置的圖2概略V I - V I箭頭方向截面圖，部分為閥裝置構成構件的適當截面圖。圖7為圖1所示内燃機中，沿汽缸軸線從缸頭蓋側所觀看到汽缸頭上所安裝凸輪軸托架的圖示。圖 8為圖1所示内燃機的閥裝置中，（A)係從凸輪軸方向所觀看到閥特性可變機構之排氣驅動凸輪的圖示，（B) 係使閥特性可變機構的排氣連桿機構與排氣凸輪，適當枢動的狀態圖。 45 312XP/發明說明書(補件)/94-04/94100116 1303285 圖9係（A)係圖8的I X A箭頭方向截面圖，（B )係圖8的 IXB箭頭方向截面圖，（C)係圖8的IXC箭頭方向截面圖， (D)係圖8的IXD箭頭方向截面圖。圖1 0為圖1所示内燃機中，從前方沿汽缸軸線觀看缸頭蓋的圖示，部分為剖視的圖示閥特性可變機構的驅動機構0 圖1 1為說明圖1的内燃機之閥裝置所進行的進氣閥與排氣閥之閥動作特性圖。4 is an explanatory diagram of a control mode of control of the internal combustion engine shown in FIG. 1, (A) is a chart for warming up when the throttle opening degree chart is used, and (B) is a chart for warming up after a throttle opening degree chart, (C) The control pattern of the overlap period and the non-overlapping period when the machine is warmed up, and (D) the control pattern of the overlap period and the non-overlapping period after the warm-up. Fig. 5 is a cross-sectional view showing the arrow V a - V a in the longitudinal direction of Fig. 10 in the internal combustion engine shown in Fig. 1, and partly in the direction of the arrow Vb-Vb. Fig. 6 is a cross-sectional view showing the valve device in the state of Fig. 1 in a state in which the cylinder head is removed, in the direction of the arrow V I - V I in the state of the valve device, and partly in the valve device. Figure 7 is a view of the camshaft bracket mounted on the cylinder head as viewed from the cylinder head cover side along the cylinder axis in the internal combustion engine of Figure 1. Figure 8 is a view showing the valve driving device of the internal combustion engine shown in Figure 1, (A) showing the exhaust drive cam of the valve characteristic variable mechanism viewed from the camshaft direction, and (B) the row of the valve characteristic variable mechanism. State diagram of the proper linkage of the air link mechanism and the exhaust cam. 45 312XP/Invention Manual (Supplement)/94-04/94100116 1303285 Fig. 9 is a cross-sectional view of the IXA arrow direction of Fig. 8 and (B) is a cross-sectional view of the IXB arrow direction of Fig. 8, (C) 8 is an IXC arrow direction cross-sectional view, and (D) is a cross-sectional view of the IXD arrow direction of FIG. 10 is an illustration of the cylinder head cover viewed from the front along the cylinder axis in the internal combustion engine of FIG. 1, and is partially a cross-sectional view showing the drive mechanism 0 of the valve characteristic variable mechanism. FIG. 11 is a view illustrating the valve of the internal combustion engine of FIG. The valve operating characteristic diagram of the intake valve and the exhaust valve performed by the device.

圖1 2為圖1的内燃機之閥裝置中，（A)係相關進氣闊可獲得最大閥動作特性時的闊特性可變機構之重要部分說明圖，（B )係相關排氣閥可獲得最大闊動作特性時的閥特性可變機構之重要部分説明圖，係相當於圖2的重要部分放大圖。圖1 3係（A )係對應於相關進氣閥可獲得最小閥動作特性時的對應於圖1 2 ( A )的圖示，（B )係對應於相關排氣閥可獲得最小閥動作特性時的對應於圖1 2 ( B )的圖示。圖1 4係（A )係對應於相關進氣闊可獲得減壓動作特性時的圖對應於1 2 ( A )的圖示，（B )係對應於相關排氣閥可獲得減壓動作特性時的對應於圖1 2 ( B )的圖示。【主要元件符號說明】 1 車體框架 2 頭管 3 前叉 4 •把手 46 312XP/發明說明書(補件)/94-04/94100116 1303285Fig. 12 is an explanatory view of an important part of the variable characteristic mechanism when the maximum valve operating characteristic is obtained (A) in the valve device of the internal combustion engine of Fig. 1, and (B) is related to the exhaust valve. The explanatory view of the important part of the valve characteristic variable mechanism at the time of the maximum wide-motion characteristic corresponds to an enlarged view of an important part of Fig. 2 . Fig. 1 is a diagram corresponding to Fig. 1 2 (A) when the relevant intake valve can obtain the minimum valve operating characteristic, and (B) is the minimum valve operating characteristic corresponding to the relevant exhaust valve. The time corresponds to the illustration of Fig. 1 2 (B). Fig. 1 is a diagram corresponding to 1 2 (A) corresponding to the relevant intake air to obtain the decompression action characteristic, and (B) corresponding to the relevant exhaust valve to obtain the decompression action characteristic. The time corresponds to the illustration of Fig. 1 2 (B). [Main component symbol description] 1 Body frame 2 Head tube 3 Front fork 4 • Handle 46 312XP/Invention manual (supplement)/94-04/94100116 1303285

5 搖臂 6 後緩衝器 7 前輪 8 後輪 9 車體蓋 10 曲柄軸箱 11 汽缸 11a 汽缸 ?L 12 汽缸頭 12a 上面 12b 下面 13 缸頭蓋 14 活塞 15 曲柄軸 16 燃燒室 17 進氣道 17a 進氣口 17b 入口 18 排氣道 18a 排氣 π 18b 出口 19 火星塞 20i 、 20e 閥導管 21 閥彈簧 312XP/發明說明書(補件)/94-04/94100116 47 13032855 Rocker 6 Rear bumper 7 Front wheel 8 Rear wheel 9 Body cover 10 Crank axle box 11 Cylinder 11a Cylinder? L 12 Cylinder head 12a Upper 12b Lower 13 Cylinder head cover 14 Piston 15 Crankshaft 16 Combustion chamber 17 Inlet 17a Port 17b inlet 18 exhaust passage 18a exhaust π 18b outlet 19 spark plug 20i, 20e valve conduit 21 valve spring 312XP / invention manual (supplement) /94-04/94100116 47 1303285

22 進氣閥 22a 閥桿 23 排氣閥 23a 閥桿 24 閥座 25 閥動室 26 空氣淚清器 27 節流閥體 28 排氣管 29 凸輪軸托架 30 即流閥 32 節氣門開度檢測手段 33 電動馬達 34、 35 齒輪 40 閥裝置 41、 42 主搖臂 41a 支點部 41b 調整螺紋 42a 支點部 42b 調整螺紋 42c 輥 43 搖軸 44 軸承 50 凸輪軸 312XP/發明說明書(補件)/94-04/94100116 48 1303285 5卜5 2 驅動凸輪 53 進氣凸輪 54 排氣凸輪 5 5 押庄彈簧 56 轴承 5 7 凸輪鏈輪 58 正時鍊條 59u 傳動室 60e > 60 i 托架 6 1 e、6 1 i、 6 2 e、，6 2 i 平板 63e > 63 i 軸環 64 鉚釘 66i 、 66e 副搖臂 67e, 67i 連結連桿 68 控制彈簧 69 軸承 70 控制軸 70a 連結部 70b 公螺紋部 71 i、71e 控制連桿 71 e3 連結栓 72 > 7 3 連結栓 7 6、7 7、7 8、7 9 彈簧保持部 76a、 77a、 78a、 79a 彈簧導件 49 312XP/發明說明書(補件)/94-04/94100116 1303285 80 80b 81 82 82a 82b 83 84 籲88 89 90 91 92 94 95 9622 Intake valve 22a Stem 23 Exhaust valve 23a Stem 24 Seat 25 Valve chamber 26 Air tears 27 Throttle body 28 Exhaust pipe 29 Camshaft bracket 30 Flow valve 32 Throttle opening detection Means 33 Electric motor 34, 35 Gear 40 Valve device 41, 42 Main rocker arm 41a Pivot part 41b Adjustment thread 42a Pivot part 42b Adjustment thread 42c Roller 43 Shake shaft 44 Bearing 50 Camshaft 312XP / Invention manual (supplement) / 94- 04/94100116 48 1303285 5 Bu 5 2 Drive cam 53 Intake cam 54 Exhaust cam 5 5 Pressing spring 56 Bearing 5 7 Cam sprocket 58 Timing chain 59u Transmission chamber 60e > 60 i Bracket 6 1 e, 6 1 i, 6 2 e,, 6 2 i plate 63e > 63 i collar 64 rivet 66i, 66e secondary rocker 67e, 67i connecting link 68 control spring 69 bearing 70 control shaft 70a coupling portion 70b male thread portion 71 i , 71e control link 71 e3 connecting bolt 72 > 7 3 connecting bolt 7 6 , 7 7 , 7 8 , 7 9 spring hold 76a, 77a, 78a, 79a of the spring guide 49 312XP / present specification (complement member) / 94-04 / 94100116 1303285 80 80b 81 82 82a 82b 83 84 Calls 8,889,909,192,949,596

A1 A2 D Da Db EA1 A2 D Da Db E

Fa、F b 電動馬達出力軸減速齒輪出力齒輪輪轂部母螺紋部蓋體支撐軸保持筒軸承導引軸貫穿孔 ECU 搖擺位置檢測手段出力需求量檢測手段引擎溫度檢測手段汽缸軸線方向凸輪軸方向操作量既定負載最大負載内燃機偏靠量負載區域 312XP/發明說明書(補件)/94-04/94100116 50 1303285 HO 基準平面 HI、H2 正交平面Fa, F b electric motor output shaft reduction gear output gear hub hub female thread part cover body support shaft retention cylinder bearing guide shaft through hole ECU swing position detection means output demand detection means engine temperature detection means cylinder axis direction camshaft direction operation The amount of the load is the maximum load of the internal combustion engine bias load area 312XP / invention manual (supplement) /94-04/94100116 50 1303285 HO datum plane HI, H2 orthogonal plane

Kimax、Kemax 最大閥動作特性 K i m i η、Κ e m i η 最小閥動作特性 L 1 汽缸軸線 L2 旋轉中心線 L 3 i、L 3 e 搖擺中心線 L 4 i、L 4 e、L 5 i、L 5 e樞動中心線Kimax, Kemax maximum valve operating characteristic K imi η, Κ emi η minimum valve operating characteristic L 1 cylinder axis L2 rotation center line L 3 i, L 3 e swing center line L 4 i, L 4 e, L 5 i, L 5 e pivot center line

L6 中心軸線 Μ 閥特性可變機構 Mli 、 Mle 連桿機構 M2 驅動機構 M3 控制機構 M4 傳導機構 N 内部 EGR 率 Nn 最小内部 EGR 率 Nx 最大内部 EGR 率 Pa 重疊期間 Pb 非重疊期間 P a e 有效重疊期間 P b e 有效非重疊期間 R1 旋轉方向 R2 反旋轉方向 T A/c 即流控制機構 312XP/發明說明書(補件)/94-04/94100116 51 1303285 u 動力單元 V 機車 β 開度L6 Center axis 阀 Valve characteristic variable mechanism Mli, Mle Linkage mechanism M2 Drive mechanism M3 Control mechanism M4 Conduction mechanism N Internal EGR rate Nn Minimum internal EGR rate Nx Maximum internal EGR rate Pa Overlap period Pb Non-overlapping period P ae Effective overlap period P be effective non-overlapping period R1 rotation direction R2 reverse rotation direction TA/c flow control mechanism 312XP / invention manual (supplement) /94-04/94100116 51 1303285 u power unit V locomotive β opening

Θ i omax、 Θ i c m i n、 Θ eomax ' Θ e c m i n 最超前角位置 Θ i cmax、 Θ i o m i n、 Θ ecmax ' Θ e om i n 最滯後角位置 312ΧΡ/發明說明書(補件)/94-04/94100116 52Θ i omax, Θ i c m i n, Θ eomax ' Θ e c m i n the most advanced rake position Θ i cmax, Θ i o m i n, Θ ecmax ' Θ e om i n the most lag angle position 312 ΧΡ / invention manual (supplement) /94-04/94100116 52

Claims

1303285 十、申請專利範圍： 1 . 一種内燃機之閥裝置，係具備有分別控制進氣閥與排氣閥之閥動作特性的閥特性可變機構，上述閥特性可變機構係變更上述進氣閥與上述排氣閥的關開時期，藉由控制重疊期間與非重疊期間而控制内部EGR率者，其特徵在於:1303285 X. Patent application scope: 1. A valve device for an internal combustion engine, comprising a valve characteristic variable mechanism for controlling valve operation characteristics of an intake valve and an exhaust valve, wherein the valve characteristic variable mechanism changes the intake valve The internal EGR rate is controlled by controlling the overlap period and the non-overlapping period with respect to the off-time of the exhaust valve described above, and is characterized by:

上述閥特性可變機構係包含：連動於上述内燃機的曲柄軸並進行旋轉的凸輪轴；連結於配合上述凸輪軸的旋轉，而使上述進氣閥進行關開動作的進氣凸輪上之進氣連動機構；連結於配合上述凸輪軸的旋轉，而使上述排氣閥進行關開動作的排氣凸輪上之排氣連動機構；使上述各連動機構以上述凸輪軸為中心進行搖擺的控制機構；以及驅動上述控制機構的驅動機構；其中上述控制機構係將上述驅動機構與上述各連動機構予以連結，使得當利用減少上述重疊期間或增加上述非重疊期間，而在增加上述内部EGR率之方向利用上述驅動機構進行驅動時，利用上述進氣連動機構使上述進氣閥在開啟時期的滯後角量，較大於利用上述排氣連動機構使上述排氣閥在關閉時期的超前角量狀態。 2.如申請專利範圍第1項之内燃機之閥裝置，其中，上述控制機構係包含：利用上述驅動機構進行驅動，且可在包括上述凸輪軸的旋轉中心線之基準平面的平行方向進行移動的控制構件；利用第 1 進氣連結部樞接於上述控制構件，並利用第2進氣連結部樞接於上述進氣連動機構的進氣控制連桿；以及利用第1排氣連結部樞接於上述控制構 53 312XP/發明說明書(補件)/94-04/94100116 1303285The valve characteristic variable mechanism includes: a cam shaft that rotates in conjunction with a crankshaft of the internal combustion engine; and an intake air that is coupled to an intake cam that rotates the camshaft to open the intake valve An interlocking mechanism; an exhaust interlocking mechanism connected to the exhaust cam that rotates the camshaft to close the exhaust valve; and a control mechanism that swings the interlocking mechanism around the camshaft; And a drive mechanism for driving the control unit; wherein the control unit connects the drive mechanism and each of the interlocking mechanisms to utilize the internal EGR rate in a direction to reduce the overlapping period or increase the non-overlapping period When the drive mechanism is driven, the amount of retardation of the intake valve in the opening timing by the intake interlocking mechanism is larger than the amount of advancement of the exhaust valve in the closing timing by the exhaust interlocking mechanism. 2. The valve device of an internal combustion engine according to claim 1, wherein the control mechanism comprises: driving by the drive mechanism and moving in a parallel direction of a reference plane including a rotation center line of the camshaft; a control member; an intake control link pivotally connected to the control member by a first intake connection portion and pivotally connected to the intake linkage mechanism by a second intake connection portion; and a pivot connection by the first exhaust connection portion In the above control structure 53 312XP / invention manual (supplement) /94-04/94100116 1303285

件，且利用第2排氣連結部樞接於上述排氣連動機構的排氣控制連桿；而，上述第1進氣連結部的樞動中心線、與上述第1排氣連結部的樞動中心線，係相對於上述基準平面，在其中一側配置成平行於上述旋轉中心線，上述第 2 進氣連結部的樞動中心線係配置於上述其中一側，上述第 2排氣連結部的樞動中心線係藉由相對於上述基準平面配置於另一側，當上述控制構件進行移動時，上述進氣連動機構便利用大於上述排氣連動機構的搖擺量，以上述凸輪軸為中心進行搖擺。 3.如申請專利範圍第1項之内燃機之闊裝置，其中，上述控制機構係包含：利用上述驅動機構進行驅動，且可在包括上述凸輪軸的旋轉中心線之基準平面的平行方向進行移動的控制構件；利用第 1 進氣連結部樞接於上述控制構件，並利用第2進氣連結部樞接於上述進氣連動機構的進氣控制連桿；以及利用第1排氣連結部樞接於上述控制構件，且利用第2排氣連結部樞接於上述排氣連動機構的排氣控制連桿；而，上述第1進氣連結部的樞動中心線、與上述第1排氣連結部的樞動中心線，係配置成平行於上述旋轉中心線，上述第2進氣連結部的樞動中心線係相對於上述基準平面配置於另一側，上述第2排氣連結部的樞動中心線係藉由相對於上述基準平面配置於另一側，且上述進氣控制連桿的連桿長度，較長於上述排氣控制連桿的連桿長度，藉此當上述控制構件進行移動時，上述進氣連動機構便利用大於上述排氣連動機構的搖擺量，以上述凸輪 54 312XP/發明說明書(補件)/94-04/94100116 1303285 軸為中心進行搖擺。And an exhaust control link pivotally connected to the exhaust interlocking mechanism by the second exhaust connecting portion; and a pivot center line of the first intake connecting portion and a pivot of the first exhaust connecting portion The moving center line is disposed on one side of the reference center plane so as to be parallel to the rotation center line, and the pivot center line of the second air inlet connecting portion is disposed on one side thereof, and the second exhaust line is connected The pivoting center line of the portion is disposed on the other side with respect to the reference plane. When the control member moves, the intake linkage mechanism facilitates a swing amount larger than the exhaust linkage mechanism, and the camshaft is The center swings. 3. The apparatus according to claim 1, wherein the control mechanism comprises: driving by the driving mechanism and moving in a parallel direction of a reference plane including a rotation center line of the camshaft; a control member; an intake control link pivotally connected to the control member by a first intake connection portion and pivotally connected to the intake linkage mechanism by a second intake connection portion; and a pivot connection by the first exhaust connection portion The control member is pivotally connected to the exhaust control link of the exhaust interlocking mechanism by the second exhaust connecting portion; and the pivot center line of the first intake connecting portion is coupled to the first exhaust The pivot center line of the portion is disposed parallel to the rotation center line, and the pivot center line of the second intake connection portion is disposed on the other side with respect to the reference plane, and the pivot of the second exhaust coupling portion The center line is disposed on the other side with respect to the reference plane, and the length of the link of the intake control link is longer than the length of the link of the exhaust control link, thereby When the member is moved, the intake amount of the interlocking mechanism will use the exhaust is greater than the rocking mechanism connected to the cam 54 312XP / present specification (complement member) / 94-04 / 941,001,161,303,285 rocking axis center.

4.如申請專利範圍第1至3項中任一項之内燃機之閥裝置，其中，上述進氣連動機構係具備有當上述進氣連動機構利用上述控制機構進行搖擺時，具有以上述凸輪軸.旋轉中心線為中心進行搖擺之枢動中心線的進氣樞動部；而，上述排氣連動機構係具備有當上述排氣連動機構利用上述控制機構進行搖擺時，具有以上述旋轉中心線為中心進行搖擺之樞動中心線的排氣樞動部；上述進氣樞動部的樞動中心線、與上述旋轉中心線間之距離，係較短於上述排氣樞動部的樞動中心線與上述旋轉中心線間之距離，藉此當上述控制機構利用上述驅動機構進行驅動時，上述進氣連動機構便利用上述排氣連動機構，依較大於以上述凸輪軸為中心進行搖擺的上述排氣凸輪之搖擺量，使上述進氣凸輪以上述凸輪軸為中心進行搖擺。4. The valve device of an internal combustion engine according to any one of claims 1 to 3, wherein the intake linkage mechanism is provided with the camshaft when the intake linkage mechanism swings by the control mechanism The rotation center line is an intake pivoting portion of the pivoting center line of the swing center; and the exhaust interlocking mechanism is provided with the rotation center line when the exhaust interlocking mechanism swings by the control mechanism An exhausting pivoting portion of the pivoting centerline of the swinging center; a distance between the pivoting centerline of the airing pivoting portion and the rotating centerline is shorter than a pivoting of the exhausting pivoting portion a distance between the center line and the rotation center line, wherein when the control mechanism is driven by the drive mechanism, the intake linkage mechanism facilitates the use of the exhaust linkage mechanism to swing more than the camshaft The swing amount of the exhaust cam is such that the intake cam swings around the cam shaft.

312XP/發明說明書(補件)/94-04/94100116 55312XP/Invention Manual (supplement)/94-04/94100116 55