US20010035141A1 - Ring gear variable valve train device - Google Patents
Ring gear variable valve train device Download PDFInfo
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- US20010035141A1 US20010035141A1 US09/791,313 US79131301A US2001035141A1 US 20010035141 A1 US20010035141 A1 US 20010035141A1 US 79131301 A US79131301 A US 79131301A US 2001035141 A1 US2001035141 A1 US 2001035141A1
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- valve
- ring gear
- crankshaft
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- frame
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
- F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
- F01L13/0063—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque by modification of cam contact point by displacing an intermediate lever or wedge-shaped intermediate element, e.g. Tourtelot
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
- F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
- F01L13/0063—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque by modification of cam contact point by displacing an intermediate lever or wedge-shaped intermediate element, e.g. Tourtelot
- F01L2013/0073—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque by modification of cam contact point by displacing an intermediate lever or wedge-shaped intermediate element, e.g. Tourtelot with an oscillating cam acting on the valve of the "Delphi" type
Definitions
- the present invention is related to variable valve train systems for use on internal combustion engines; more particularly, to devices for controllably varying the lift of valves in such engines; and most particularly, to a variable valve train device driven by an input crankshaft and employing a ring and planetary gear arrangement that controllably varies the lift of the intake valves to control engine load.
- a controllable variable valve train can obviate the need for a throttle valve and EGR valve in a gas or diesel internal combustion engine.
- variable valve train devices and valve timing mechanisms for enhancing engine performance are known in the automotive art, but commercial use of such devices generally has been impractical because of cost, size, and/or operating limitations which have limited their true value and practicality.
- VVT variable valve timing
- SSCR segmented single shaft crank rocker
- the disclosed SSCR mechanism has four moving components (two arms, a rocker, and a cam) and thus can be expensive to manufacture and subject to wear and premature failure at a plurality of joints.
- springs are required to maintain contact between an input cam and a roller follower, which springs tend to increase friction and limit maximum operating speed.
- variable valve train device which can be economically mass-produced for commercial use in vehicles powered by internal combustion engines.
- a ring gear variable valve train device in accordance with the invention is provided for installation on an internal combustion engine having a rotary input shaft positioned substantially as is a camshaft in a conventional engine.
- the basic mode of operation is similar to that disclosed in the patents incorporated by reference, wherein a variable valve train apparatus is mounted on an input shaft of an engine, such as a camshaft, and is pivotable about the shaft to alter the timing and lift of a valve opening upon an engine's cylinder.
- the input shaft rather than being a conventional camshaft and having an eccentric cam lobe, is provided with a cylindrical eccentric journal having a center offset from the rotational axis of the shaft such that a connecting rod may be disposed conventionally on the journal for deriving reciprocating motion from the rotary motion of the input shaft.
- a close-fitting frame is rotationally disposed on the camshaft such that the input shaft and journal are free to rotate within the frame.
- the frame is pivotably connected to an auxiliary control shaft such that the angular orientation of the frame with respect to the input shaft may be controllably varied to vary the lift and timing of the valve.
- a rocker arm is pivotably disposed on the frame and is attached to the connecting rod to oscillate an arcuate ring gear portion of the rocker arm in response to rotary motion of the input shaft.
- the ring gear portion meshes with and drives a planetary-geared output cam rotatably disposed on the input shaft to actuate the stem of an engine intake valve to open and then to close the valve conventionally against a valve spring.
- the teeth of the ring gear and the planetary gear are axially tapered in opposite directions, such that a coil spring disposed in compression on the output shaft is operative axially against a side face of the planetary gear to displace the planetary gear axially until all lash is eliminated between the two gears.
- each cylinder in an internal combustion engine is provided with an individual device in accordance with the present invention.
- the disclosed invention is thus capable of controlling engine load and peak engine torque directly at the cylinder head without resort to a conventional throttle and exhaust gas recirculation (EGR) valve.
- EGR exhaust gas recirculation
- the invention is also useful for variably controlling the valves of other apparatus incorporating pintle-type valves, for example, compressors for air and other gases.
- FIG. 1 is a semi-schematic end view of a prior art VVT mechanism directly actuating a single engine valve, showing the mechanism in valve-closed position;
- FIG. 2 is a view like FIG. 1, showing the mechanism in valve-open position
- FIG. 3 is a semi-schematic end view of a VVT mechanism in accordance with the invention directly actuating a single engine valve, showing the mechanism in a valve-closed position, comparable to the view of the prior art VVT mechanism shown in FIG. 1;
- FIG. 4 is a view like FIG. 3, showing the mechanism in valve-open position, comparable to the view of the prior art VVT mechanism shown in FIG. 2;
- FIG. 5 is a view like that shown in FIG. 3, showing an alternative and preferred embodiment of an oscillable partial cam
- FIG. 6 is a side view of the oscillable partial cam shown in FIG. 5;
- FIG. 6 a is a side view of a second embodiment of a partial cam
- FIG. 6 b is an isometric view of a second embodiment of a crankshaft for receiving either of the cam embodiments shown in FIGS. 6 and 6 a;
- FIG. 7 is an isometric front view of an exemplary embodiment of a variable valve train device in accordance with the present invention, showing the device directly actuating a single engine valve, in the valve-open position, some elements being removed for clarity;
- FIG. 8 is an isometric front view of the an exemplary device similar to FIG. 7, the device directly actuating two parallel engine valves, in the valve-closed position, some elements being removed for clarity;
- FIG. 9 is an isometric front view like that shown in FIG. 8 of an entire VVT device in accordance with the invention.
- VVT device 10 generally indicates a prior art embodiment of a VVT device which is operable to vary valve timing and lift in an operating engine 12 having a valve 14 actuated through a direct acting follower 16 .
- VVT device 10 includes a rotary input cam lobe 18 carried, for example, on a camshaft 19 and rotatable on a rotational primary axis 20 .
- Device 10 further includes a control frame 22 including a carrier link or lever 23 which is pivotable about the primary axis 20 .
- Frame 22 is externally drivable by teeth 24 that are engaged by mating teeth 26 formed on a control gear 28 that may be oscillated about an axis 30 parallel to the primary axis.
- the control gear 28 could be replaced by a cam or linkage for driving the control frame 22 , substantially as is disclosed in, for example, the incorporated reference U.S. Pat. No. 6,019,076.
- a primary lever or rocker 32 is pivotably connected at one end with frame 22 at a pivot axis 34 spaced from the primary axis 20 .
- Rocker 32 has a distal end 36 and an eccentric follower 38 in the form of a roller or other suitable means for engaging cam lobe 18 and acting as a cam follower.
- a secondary lever 40 has one end mounted on and pivotable about the primary axis 20 .
- Secondary lever 40 has a distal end 44 spaced from the axis 20 and operatively connected with the distal end 36 of rocker 32 . This operative connection is made by link 46 pivotably interconnecting the two distal ends 44 , 36 .
- Secondary lever 40 also includes at said one end an oscillating cam 48 having a base circle portion 50 centered on the primary axis 20 and a valve lift portion 52 extending eccentrically outward from the base circle portion.
- Cam 48 engages the cam follower 16 in a reciprocating motion directly acting upon valve 14 for opening and closing the valve.
- the rotary cam lobe 18 is driven in timed relation with the engine crankshaft by any suitable means, such as a camshaft drive.
- the control member 22 is positioned in a predetermined orientation which is angularly adjustable to vary valve lift and timing but remains fixed when no change is desired.
- the rocker 32 is pivoted outward (up) about the pivot axis 34 located on the control member 22 . This raises link 46 , causing the secondary lever 40 to rotate clockwise about the primary axis 20 to slide or rock the oscillating cam 48 against the direct acting follower 16 .
- control member 22 is rotated counterclockwise, by rotation of the control gear 28 , toward a second position, not shown, of the control member, angularly displaced from the first position.
- the oscillating motion of the cam 48 merely slides its base circle portion 50 against the follower 16 so that the valve remains closed when the device 10 oscillates cam 48 .
- the valve will be partially opened for a lesser period of time than with the full opening movement, the proportion of full valve opening depending upon the closeness of the control member to the first (full opening) position.
- FIGS. 3 through 7 a first exemplary embodiment 110 of a ring gear variable valve train device is shown. Elements of device 110 analogous to elements in prior art device 10 are numbered the same but prefaced with a 1 ; for example, the prior art rocker is 32 , and the improved rocker is 132 .
- Numeral 110 generally indicates an embodiment of a VVT device in accordance with the invention which is operable to vary valve timing and lift in an operating engine 12 having a valve 14 actuated through a roller finger follower 116 .
- VVT device 110 includes an eccentric rotary input crank journal 60 carried, for example, on an input crankshaft 62 and rotatable on a rotational primary axis 120 .
- Journal 60 is conventionally cylindrical and has an axis 64 spaced apart from primary axis 120 .
- Device 110 further includes a control frame 122 including a carrier link or lever 123 which is pivotable about the primary axis 120 .
- Frame 122 is pivotably disposed on input crankshaft 62 and is rotationally drivable by a control linkage mechanism shown generally as 66 , substantially as is fully disclosed in incorporated reference U.S. Pat. No. 6,019,076.
- frame 122 may be equipped and rotationally driven by mating teeth as described above for prior art device 10 .
- a primary lever or rocker 132 is pivotably connected at one end with frame 122 at a pivot axis 134 spaced from the primary axis 120 .
- Rocker 132 has a distal end 136 and is pivotably connected at an intermediate location to a connecting rod 68 rotationally disposed on journal 60 . It is a specific advantage of a VVT device in accordance with the invention that the rocker, which is common to many VVT device schemes, is positively connected to the eccentric journal through 360° of input shaft rotation and therefore requires no springs, as are required to maintain contact between a cam follower roller and a rotating cam in prior art VVT devices.
- Distal end 136 includes a portion of a ring gear 70 having teeth 72 extending inwards generally towards secondary axis 134 .
- Ring gear 70 is thus oscillatable with rocker 132 about axis 134 .
- An oscillatable cam 148 is rotatably disposed on input crankshaft 62 radially inward of ring gear portion 70 and has a base circle portion 150 centered on the primary axis 120 and a valve lift portion 152 extending eccentrically outward from the base circle portion.
- Cam 148 is also a planetary gear and is provided with outwardly-extending gear teeth 74 for engaging the ring gear 70 in a reciprocating motion and therefore directly acting upon follower 16 for opening and closing valve 14 .
- the input crankshaft 62 is driven in timed relation with the engine crankshaft by any suitable means, such as a conventional camshaft drive.
- the control frame 122 is positioned in a predetermined orientation which is angularly adjustable to vary valve lift and timing but remains fixed when no change is desired.
- the rocker 132 is pivoted outward (up) about the pivot axis 134 located on the control frame 122 . This raises ring gear 70 , causing the oscillatable cam 148 to rotate clockwise about the primary axis 120 to slide or rock the oscillating cam 148 against the direct acting follower 16 .
- FIGS. 5 and 6 a preferred embodiment 148 ′ of oscillating cam 148 is shown.
- a problem arises as to how to install a plurality of cams 148 .
- One solution employed with prior art VVT devices mountable on camshafts has been to segment the camshaft and to key or otherwise assemble the segments together after installation of each VVT device on each segment. This solution is expensive and cumbersome.
- Improved oscillating cam 148 ′ solves this problem by being formed in an open U shape having a diameter 149 equal to the outside diameter of input crankshaft 62 , allowing the cam to be installed on the input shaft from a radial rather than axial direction.
- cam 148 Because the cam is captured on the crankshaft by the ring gear, and because all radial forces exerted on the cam during operation are inward over a central bearing angle of no more than 180°, the “missing” portion of cam 148 bears no load and may be omitted, as shown in FIG. 5. If desired, for example, to promote retention of oil on the cam bearing surfaces, a filler block 151 , readily formed as by molding of any suitable plastic or metal, may be provided and installed on cam 148 ′ as shown in FIG. 6 after the cam is mounted on the crankshaft. Thus, a plurality of VVT devices 110 in accordance with the invention may be readily installed on a one-piece input shaft having a plurality of crank journals for operating the valves of a multi-cylinder engine.
- cam 148 ′′ in FIG. 6 a Such a cam also may be radially installed onto a one-piece shaft 62 ′, as shown in FIG. 6 b, which is provided with a pair of flats 155 outboard of any operational bearing surface, flats 155 being diametrically separated by a distance no greater than the width of slot 153 . After the cam is centered on the shaft 62 ′ it may then be slid axially to its final location 157 .
- control frame 122 is rotated counterclockwise, analogous to the actuation described hereinabove for prior art VVT device 10 .
- a preferred embodiment 110 ′ of the invention is adapted for actuating two valves 14 , 14 ′ acting in parallel.
- FIG. 7 elements for actuating the first valve are omitted to reveal the crank journal 60 and connecting rod 68 as discussed hereinabove.
- Wrist pin 69 connecting rocker 132 to connecting rod 68 is extended as shown, as is pin 71 connecting rocker 132 to control frame 122 , permitting substitution of a dual rocker 132 ′ straddling connecting rod 68 , as shown in FIGS. 8 and 9, and first and second ring gear portions 70 , 70 ′ for driving first and second oscillatable cams 148 , 148 ′ for actuating first and second roller finger followers 116 , 116 ′ to open and close first and second valves 14 , 14 ′.
- an axial passage in input crankshaft 62 is provided as a pressurized oil reservoir, and a network of oil passages is provided in the associated pivoting, reciprocating, and oscillating components in conventional fashion for lubricating force-loaded surfaces.
- the teeth 72 on ring gears 70 , 70 ′ are axially slightly tapered away from crank journal 60 such that the valleys between the teeth are slightly more open on the side away from the crank journal.
- Teeth 74 on cams 148 , 148 ′ are slightly tapered in the opposite direction.
- the tapered teeth may be formed on constant pitch circles or on conical pitch circles of conical gears, and teeth of at least one of a pair of mating gears may be crowned to control loading and wear.
- Axial clearance is provided on the side of each cam abutting the journal and each cam is axially extended on each side away from the journal such that axial compression springs 76 , 76 ′, which are constrained at first ends 78 , 78 ′ by bearing caps (not shown) for input shaft 62 , biasingly urge cams 148 , 148 ′, respectively, axially until the respective teeth of the cams and ring gears are fully engaged axially and all lash between the gears is thus eliminated.
- the taper angles of the teeth and/or the conical pitch circles of the conical gears are made smaller than the friction angle to avoid developing axial gear separation forces greater than the urging forces of the springs.
- ring gear variable valve train device 110 could take various forms as applied to other applications and the like. If desired, a device in accordance with the invention could also be applied to the actuation of engine exhaust valves or other appropriate applications and the like.
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Abstract
Description
- This application claims the benefit of U.S.
Provisional Application 60/184,619 filed Feb. 24, 2000. - The present invention is related to variable valve train systems for use on internal combustion engines; more particularly, to devices for controllably varying the lift of valves in such engines; and most particularly, to a variable valve train device driven by an input crankshaft and employing a ring and planetary gear arrangement that controllably varies the lift of the intake valves to control engine load.
- Internal combustion engine performance has progressed considerably in the past century. Inventions have yielded cleaner exhaust and enhanced durability, fuel efficiency, and power. Systems for varying the lift and timing of intake valves can further refine and enhance the performance of the internal combustion engine by controllably varying the volume of fuel mix supplied to the combustion chambers as a function of engine load and rotational speed. Fuel economy at part load operation can be increased by promoting more thorough combustion, reducing pumping work done by the pistons, which saps energy, deactivating cylinders, and/or by implementing a lean air/fuel ratio scheme. Matching the intake valve closing time more closely to the engine's need can enhance driveability of a vehicle by improving engine breathing at full engine load. Moreover, if intake and exhaust events can be controlled sufficiently to vary engine load, speed, and fuel dilution over the entire spectrum of required engine operating conditions, a controllable variable valve train can obviate the need for a throttle valve and EGR valve in a gas or diesel internal combustion engine.
- A range of variable valve train devices and valve timing mechanisms for enhancing engine performance are known in the automotive art, but commercial use of such devices generally has been impractical because of cost, size, and/or operating limitations which have limited their true value and practicality. For example, variable valve timing (VVT) mechanisms, as disclosed in U.S. Pat. No. 5,937,809 issued Aug. 17, 1999 to Pierik et al. and U.S. Pat. No. 6,019,076 issued Feb. 1, 2000 to Pierik et al., the relevant disclosures of both patents being incorporated herein by reference, employ a segmented single shaft crank rocker (SSCR) for operating individual or multiple engine valves by engaging a linkage with a rotary eccentric, preferably a rotary cam, to drive an oscillatable rocker cam. The disclosed SSCR mechanism has four moving components (two arms, a rocker, and a cam) and thus can be expensive to manufacture and subject to wear and premature failure at a plurality of joints. In addition, in typical prior art VVTs, springs are required to maintain contact between an input cam and a roller follower, which springs tend to increase friction and limit maximum operating speed.
- It is a principal object of the present invention to provide total authority over intake valve lift, open valve duration, and phasing of intake and exhaust events relative to the motion of an engine's pistons.
- It is a further object of the invention to improve peak engine torque and fuel economy.
- It is a still further object of the invention to controllably vary the engine load directly at the engine cylinder, thereby potentially eliminating the need for prior art throttle body and idle air control devices.
- It is a still further object of the invention to reduce the size and number of components of the device in comparison with prior art variable valve train devices.
- It is a still further object of the invention to provide a variable valve train device which can be economically mass-produced for commercial use in vehicles powered by internal combustion engines.
- Briefly described, a ring gear variable valve train device in accordance with the invention is provided for installation on an internal combustion engine having a rotary input shaft positioned substantially as is a camshaft in a conventional engine. The basic mode of operation is similar to that disclosed in the patents incorporated by reference, wherein a variable valve train apparatus is mounted on an input shaft of an engine, such as a camshaft, and is pivotable about the shaft to alter the timing and lift of a valve opening upon an engine's cylinder. In the present invention, the input shaft, rather than being a conventional camshaft and having an eccentric cam lobe, is provided with a cylindrical eccentric journal having a center offset from the rotational axis of the shaft such that a connecting rod may be disposed conventionally on the journal for deriving reciprocating motion from the rotary motion of the input shaft. A close-fitting frame is rotationally disposed on the camshaft such that the input shaft and journal are free to rotate within the frame. The frame is pivotably connected to an auxiliary control shaft such that the angular orientation of the frame with respect to the input shaft may be controllably varied to vary the lift and timing of the valve. A rocker arm is pivotably disposed on the frame and is attached to the connecting rod to oscillate an arcuate ring gear portion of the rocker arm in response to rotary motion of the input shaft. The ring gear portion meshes with and drives a planetary-geared output cam rotatably disposed on the input shaft to actuate the stem of an engine intake valve to open and then to close the valve conventionally against a valve spring. Preferably, the teeth of the ring gear and the planetary gear are axially tapered in opposite directions, such that a coil spring disposed in compression on the output shaft is operative axially against a side face of the planetary gear to displace the planetary gear axially until all lash is eliminated between the two gears. In a preferred embodiment for controlling the motion of two parallel valves at a single engine cylinder, the elements of the frame, ring gear portion, and output cam are doubled symmetrically about the input shaft journal, and a dual rocker arm cooperates with both ring gear portions for simultaneous and identical actuation thereof. Rotation of the frame about the input shaft serves to alter the timing of the valve opening with respect to the associated piston, the height of the valve lift, and the duration of opening. Preferably, each cylinder in an internal combustion engine is provided with an individual device in accordance with the present invention. The disclosed invention is thus capable of controlling engine load and peak engine torque directly at the cylinder head without resort to a conventional throttle and exhaust gas recirculation (EGR) valve. The invention is also useful for variably controlling the valves of other apparatus incorporating pintle-type valves, for example, compressors for air and other gases.
- These and other features and advantages of the invention will be more fully understood and appreciated from the following description of certain exemplary embodiments of the invention taken together with the accompanying drawings, in which:
- FIG. 1 is a semi-schematic end view of a prior art VVT mechanism directly actuating a single engine valve, showing the mechanism in valve-closed position;
- FIG. 2 is a view like FIG. 1, showing the mechanism in valve-open position;
- FIG. 3 is a semi-schematic end view of a VVT mechanism in accordance with the invention directly actuating a single engine valve, showing the mechanism in a valve-closed position, comparable to the view of the prior art VVT mechanism shown in FIG. 1;
- FIG. 4 is a view like FIG. 3, showing the mechanism in valve-open position, comparable to the view of the prior art VVT mechanism shown in FIG. 2;
- FIG. 5 is a view like that shown in FIG. 3, showing an alternative and preferred embodiment of an oscillable partial cam;
- FIG. 6 is a side view of the oscillable partial cam shown in FIG. 5;
- FIG. 6a is a side view of a second embodiment of a partial cam;
- FIG. 6b is an isometric view of a second embodiment of a crankshaft for receiving either of the cam embodiments shown in FIGS. 6 and 6a;
- FIG. 7 is an isometric front view of an exemplary embodiment of a variable valve train device in accordance with the present invention, showing the device directly actuating a single engine valve, in the valve-open position, some elements being removed for clarity;
- FIG. 8 is an isometric front view of the an exemplary device similar to FIG. 7, the device directly actuating two parallel engine valves, in the valve-closed position, some elements being removed for clarity; and
- FIG. 9 is an isometric front view like that shown in FIG. 8 of an entire VVT device in accordance with the invention.
- The novelty and benefits of a ring gear variable valve train device in accordance with the invention may be better appreciated by first considering an analogous prior art variable valve train device.
- Referring to FIG. 1,
numeral 10 generally indicates a prior art embodiment of a VVT device which is operable to vary valve timing and lift in anoperating engine 12 having avalve 14 actuated through adirect acting follower 16.VVT device 10 includes a rotaryinput cam lobe 18 carried, for example, on acamshaft 19 and rotatable on a rotationalprimary axis 20. -
Device 10 further includes acontrol frame 22 including a carrier link orlever 23 which is pivotable about theprimary axis 20.Frame 22 is externally drivable byteeth 24 that are engaged bymating teeth 26 formed on acontrol gear 28 that may be oscillated about anaxis 30 parallel to the primary axis. If desired, thecontrol gear 28 could be replaced by a cam or linkage for driving thecontrol frame 22, substantially as is disclosed in, for example, the incorporated reference U.S. Pat. No. 6,019,076. A primary lever orrocker 32 is pivotably connected at one end withframe 22 at apivot axis 34 spaced from theprimary axis 20. Rocker 32 has adistal end 36 and aneccentric follower 38 in the form of a roller or other suitable means forengaging cam lobe 18 and acting as a cam follower. - A
secondary lever 40 has one end mounted on and pivotable about theprimary axis 20.Secondary lever 40 has adistal end 44 spaced from theaxis 20 and operatively connected with thedistal end 36 ofrocker 32. This operative connection is made bylink 46 pivotably interconnecting the twodistal ends Secondary lever 40 also includes at said one end anoscillating cam 48 having abase circle portion 50 centered on theprimary axis 20 and avalve lift portion 52 extending eccentrically outward from the base circle portion.Cam 48 engages thecam follower 16 in a reciprocating motion directly acting uponvalve 14 for opening and closing the valve. - Referring to FIGS. 1 and 2, in operation, the
rotary cam lobe 18 is driven in timed relation with the engine crankshaft by any suitable means, such as a camshaft drive. Thecontrol member 22 is positioned in a predetermined orientation which is angularly adjustable to vary valve lift and timing but remains fixed when no change is desired. When the eccentric portion of thecam lobe 18 engages theroller follower 38, therocker 32 is pivoted outward (up) about thepivot axis 34 located on thecontrol member 22. This raiseslink 46, causing thesecondary lever 40 to rotate clockwise about theprimary axis 20 to slide or rock theoscillating cam 48 against thedirect acting follower 16. - If the
control member 22 is in a first position as shown in FIGS. 1 and 2, the clockwise lever motion causes thevalve lift portion 52 of theoscillating cam 48 to actuate thefollower 16 downward, opening thevalve 14 to its full open position as shown in FIG. 2. Upon further rotation of therotary cam 18, theroller follower 38 rides back down thecam 18 to its base circle.Secondary lever 40 with oscillatingcam 48 pivots counterclockwise, allowingvalve 14 to close as thefollower 16 is again engaged by the oscillating cambase circle portion 50. - To reduce valve lift and valve open time, the
control member 22 is rotated counterclockwise, by rotation of thecontrol gear 28, toward a second position, not shown, of the control member, angularly displaced from the first position. In the second position, the oscillating motion of thecam 48 merely slides itsbase circle portion 50 against thefollower 16 so that the valve remains closed when thedevice 10 oscillatescam 48. In intermediate positions of thecontrol member 22, the valve will be partially opened for a lesser period of time than with the full opening movement, the proportion of full valve opening depending upon the closeness of the control member to the first (full opening) position. - Referring to FIGS. 3 through 7, a first
exemplary embodiment 110 of a ring gear variable valve train device is shown. Elements ofdevice 110 analogous to elements inprior art device 10 are numbered the same but prefaced with a 1; for example, the prior art rocker is 32, and the improved rocker is 132. -
Numeral 110 generally indicates an embodiment of a VVT device in accordance with the invention which is operable to vary valve timing and lift in anoperating engine 12 having avalve 14 actuated through aroller finger follower 116.VVT device 110 includes an eccentric rotary input crankjournal 60 carried, for example, on aninput crankshaft 62 and rotatable on a rotationalprimary axis 120.Journal 60 is conventionally cylindrical and has anaxis 64 spaced apart fromprimary axis 120. -
Device 110 further includes acontrol frame 122 including a carrier link or lever 123 which is pivotable about theprimary axis 120.Frame 122 is pivotably disposed oninput crankshaft 62 and is rotationally drivable by a control linkage mechanism shown generally as 66, substantially as is fully disclosed in incorporated reference U.S. Pat. No. 6,019,076. Alternatively,frame 122 may be equipped and rotationally driven by mating teeth as described above forprior art device 10. - A primary lever or
rocker 132 is pivotably connected at one end withframe 122 at apivot axis 134 spaced from theprimary axis 120.Rocker 132 has adistal end 136 and is pivotably connected at an intermediate location to a connectingrod 68 rotationally disposed onjournal 60. It is a specific advantage of a VVT device in accordance with the invention that the rocker, which is common to many VVT device schemes, is positively connected to the eccentric journal through 360° of input shaft rotation and therefore requires no springs, as are required to maintain contact between a cam follower roller and a rotating cam in prior art VVT devices.Distal end 136 includes a portion of aring gear 70 havingteeth 72 extending inwards generally towardssecondary axis 134.Ring gear 70 is thus oscillatable withrocker 132 aboutaxis 134. An oscillatablecam 148 is rotatably disposed oninput crankshaft 62 radially inward ofring gear portion 70 and has abase circle portion 150 centered on theprimary axis 120 and avalve lift portion 152 extending eccentrically outward from the base circle portion.Cam 148 is also a planetary gear and is provided with outwardly-extendinggear teeth 74 for engaging thering gear 70 in a reciprocating motion and therefore directly acting uponfollower 16 for opening and closingvalve 14. - In operation, the
input crankshaft 62 is driven in timed relation with the engine crankshaft by any suitable means, such as a conventional camshaft drive. Thecontrol frame 122 is positioned in a predetermined orientation which is angularly adjustable to vary valve lift and timing but remains fixed when no change is desired. As thecrank journal 60 of theinput crankshaft 60drives connecting rod 68 outwards, therocker 132 is pivoted outward (up) about thepivot axis 134 located on thecontrol frame 122. This raisesring gear 70, causing the oscillatablecam 148 to rotate clockwise about theprimary axis 120 to slide or rock theoscillating cam 148 against thedirect acting follower 16. - If the
control frame 122 is in a first position as shown, for example, in FIGS. 4, 5, and 7, the clockwise cam motion causes thevalve lift portion 152 of theoscillating cam 148 to actuate thefollower 116 downward, opening thevalve 14 from itsseat 15 to its full open position as shown in FIG. 4. Upon further rotation of theinput crankshaft 62, connectingrod 68 is retracted towardsprimary axis 120.Rocker 132 andring gear portion 70 urgeoscillating cam 148 to pivot counterclockwise, allowingvalve 14 to close againstseat 15 as thefollower 116 is again engaged by the oscillating cambase circle portion 150. - Referring to FIGS. 5 and 6, a
preferred embodiment 148′ ofoscillating cam 148 is shown. In a multiple cylinder engine having a plurality ofjournals 60, a problem arises as to how to install a plurality ofcams 148. One solution employed with prior art VVT devices mountable on camshafts has been to segment the camshaft and to key or otherwise assemble the segments together after installation of each VVT device on each segment. This solution is expensive and cumbersome. Improvedoscillating cam 148′ solves this problem by being formed in an open U shape having adiameter 149 equal to the outside diameter ofinput crankshaft 62, allowing the cam to be installed on the input shaft from a radial rather than axial direction. Because the cam is captured on the crankshaft by the ring gear, and because all radial forces exerted on the cam during operation are inward over a central bearing angle of no more than 180°, the “missing” portion ofcam 148 bears no load and may be omitted, as shown in FIG. 5. If desired, for example, to promote retention of oil on the cam bearing surfaces, afiller block 151, readily formed as by molding of any suitable plastic or metal, may be provided and installed oncam 148′ as shown in FIG. 6 after the cam is mounted on the crankshaft. Thus, a plurality ofVVT devices 110 in accordance with the invention may be readily installed on a one-piece input shaft having a plurality of crank journals for operating the valves of a multi-cylinder engine. - If the radial forces exerted on a cam extend over a central angle greater than 180°, preventing the elimination of a portion as large as the 180° portion as shown in FIG. 6 and represented by
filler block 151, a smaller portion, equivalent to awide slot 153, still may be eliminated, as shown incam 148″ in FIG. 6a. Such a cam also may be radially installed onto a one-piece shaft 62′, as shown in FIG. 6b, which is provided with a pair offlats 155 outboard of any operational bearing surface,flats 155 being diametrically separated by a distance no greater than the width ofslot 153. After the cam is centered on theshaft 62′ it may then be slid axially to itsfinal location 157. - To reduce and control valve lift and valve open time, the
control frame 122 is rotated counterclockwise, analogous to the actuation described hereinabove for priorart VVT device 10. - Referring to FIGS. 7, 8, and9, a
preferred embodiment 110′ of the invention is adapted for actuating twovalves - In FIG. 7, elements for actuating the first valve are omitted to reveal the
crank journal 60 and connectingrod 68 as discussed hereinabove.Wrist pin 69 connectingrocker 132 to connectingrod 68 is extended as shown, as is pin 71 connectingrocker 132 to controlframe 122, permitting substitution of adual rocker 132′ straddling connectingrod 68, as shown in FIGS. 8 and 9, and first and secondring gear portions roller finger followers second valves - In a presently preferred embodiment, an axial passage in
input crankshaft 62 is provided as a pressurized oil reservoir, and a network of oil passages is provided in the associated pivoting, reciprocating, and oscillating components in conventional fashion for lubricating force-loaded surfaces. - Preferably, the
teeth 72 on ring gears 70,70′ are axially slightly tapered away from crankjournal 60 such that the valleys between the teeth are slightly more open on the side away from the crank journal.Teeth 74 oncams input shaft 62,biasingly urge cams - It will be apparent to one of ordinary skill in the art that the ring gear variable
valve train device 110, as illustrated and described herein, and many of its features, could take various forms as applied to other applications and the like. If desired, a device in accordance with the invention could also be applied to the actuation of engine exhaust valves or other appropriate applications and the like. - While the invention has been described by reference to various specific embodiments, it should be understood that numerous changes may be made within the spirit and scope of the inventive concepts described. Accordingly, it is intended that the invention not be limited to the described embodiments, but will have full scope defined by the language of the following claims.
Claims (11)
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US09/791,313 US6382151B2 (en) | 2000-02-24 | 2001-02-22 | Ring gear variable valve train device |
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US18461900P | 2000-02-24 | 2000-02-24 | |
US09/791,313 US6382151B2 (en) | 2000-02-24 | 2001-02-22 | Ring gear variable valve train device |
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US20010035141A1 true US20010035141A1 (en) | 2001-11-01 |
US6382151B2 US6382151B2 (en) | 2002-05-07 |
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