EP1835133A1 - Ventilzeitsteuerung, motorvorrichtung damit und fahrzeug - Google Patents

Ventilzeitsteuerung, motorvorrichtung damit und fahrzeug Download PDF

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Publication number
EP1835133A1
EP1835133A1 EP05814483A EP05814483A EP1835133A1 EP 1835133 A1 EP1835133 A1 EP 1835133A1 EP 05814483 A EP05814483 A EP 05814483A EP 05814483 A EP05814483 A EP 05814483A EP 1835133 A1 EP1835133 A1 EP 1835133A1
Authority
EP
European Patent Office
Prior art keywords
camshaft
engine
phase
valve
valve timing
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP05814483A
Other languages
English (en)
French (fr)
Other versions
EP1835133A4 (de
Inventor
Minoru Yamaha Hatsudoki K.K. YAMAMOTO
Toshimasa Yamaha Hatsudoki K.K. MORITA
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Yamaha Motor Co Ltd
Original Assignee
Yamaha Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Yamaha Motor Co Ltd filed Critical Yamaha Motor Co Ltd
Publication of EP1835133A1 publication Critical patent/EP1835133A1/de
Publication of EP1835133A4 publication Critical patent/EP1835133A4/de
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/022—Chain drive
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/08—Shape of cams
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/18—Rocking arms or levers
    • F01L1/181—Centre pivot rocking arms
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F01L1/053—Camshafts overhead type
    • F01L2001/0535—Single overhead camshafts [SOHC]
    • 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
    • F01L2301/00—Using particular materials
    • 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
    • F01L2305/00—Valve arrangements comprising rollers
    • 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
    • F01L2820/00—Details on specific features characterising valve gear arrangements
    • F01L2820/01—Absolute values
    • 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
    • F01L2820/00—Details on specific features characterising valve gear arrangements
    • F01L2820/03—Auxiliary actuators
    • F01L2820/035—Centrifugal forces

Definitions

  • the present invention relates to a valve timing control device that controls the valve timing of an engine in a variable manner, and an engine device and a vehicle including such a control device.
  • VVT variable valve timing
  • variable valve timing mechanisms use an actuator such as a hydraulic cylinder and an electric motor.
  • actuators are expensive and the use of such an actuator increases the size of the variable valve timing mechanism.
  • variable valve timing mechanisms including actuators as described above cannot be used in motorcycles.
  • a rotation phase generator has been suggested as a variable valve timing mechanism that can be made compact (see Patent Document 1).
  • an input member including two intermediate members is rotated with the rotation of the engine.
  • centrifugal forces acting on a weight portion of the two intermediate members is greater than the biasing force of a coil spring connecting these intermediate members, the rotation phases of the input member and an output member connected to a camshaft change, so that the valve timing changes.
  • the valve timing is controlled depending on the mechanical arrangement, and therefore the cost and size can be reduced.
  • Hunting gives rise to noises and degradation in the durability of components.
  • the cam profile is affected by hunting and changed in particular, the performance and durability of the engine is lowered in some cases.
  • valve timing control device having reduced hunting is known (see Patent Document 2).
  • the disclosed valve timing control device employs a mechanism (one-way clutch mechanism) to fix the positional relation between the camshaft and the driven sprocket before and after a change in the running torque.
  • the one-way clutch mechanism is implemented based on the frictional force acting between the inner circumferential surface of the main body of the driven sprocket and the other components.
  • the components are liable to the friction, and therefore the material for the components must have high abrasion resistance. Consequently, the cost cannot be reduced.
  • preferred embodiments of the present invention provide a compact valve timing control device that can be manufactured more easily and at a lower cost, and an engine device and a vehicle including the valve timing control device.
  • a valve timing control device controls the opening/closing timings of first and second valves in response to the engine speed of an engine, and includes a rotation member arranged to rotate in synchronization with the rotation of the engine, a first camshaft arranged to abut against the first valve and rotated together with the rotation member to open/close the first valve, a second camshaft arranged to abut against the second valve and arranged to rotate relative to the first camshaft, the second camshaft arranged to rotate together with the rotation member to open/close the second valve, and a phase changing mechanism arranged to change a phase of the second camshaft relative to the first camshaft between first and second phases.
  • the phase changing mechanism preferably includes a first engaging mechanism arranged to engage the second camshaft while the second camshaft has the first phase relative to the first camshaft, and a second engaging mechanism arranged to engage the second camshaft while the second camshaft has the second phase relative to the first camshaft.
  • the first engaging mechanism is biased in a direction to engage the second camshaft and arranged to move in a direction to pull out the second camshaft by centrifugal force
  • the second engaging mechanism is biased in a direction to pull out the second camshaft and arranged to move in a direction to engage the second camshaft by centrifugal force.
  • the rotation member preferably rotates in synchronization with the rotation of the engine, and the first camshaft and the second camshaft preferably rotate together with the rotation member.
  • the first valve in abutment against the first camshaft and the second valve in abutment against the second camshaft are opened/closed.
  • the second camshaft can rotate relative to the first camshaft.
  • thefirstengaging mechanism is preferably biased in the direction to engage the second camshaft and the second engaging mechanism is preferably biased in the direction to pull out the second camshaft.
  • centrifugal force acts on the first and second engaging mechanisms.
  • the centrifugal force acts to allow the first engaging mechanism to pull out the second camshaft and the second engaging mechanism to engage the second camshaft.
  • the biasing force in the direction to engage the second camshaft is preferably greater than the centrifugal force acting to pull out the second camshaft.
  • the biasing force in the direction to pull out the second camshaft is preferably greater than the centrifugal force acting in the direction to engage the second camshaft. Therefore, the second camshaft is not engaged with the second engaging mechanism. Consequently, the second camshaft is engaged with the first engaging mechanism while it has the first phase relative to the first camshaft.
  • the biasing force in the direction to engage the second camshaft is preferably smaller than the centrifugal force acting to pull out the second camshaft. In this way, the second camshaft is not engaged with the first engaging mechanism. At that time, in the second engaging mechanism, the biasing force acting to pull out the second camshaft is preferably smaller than the centrifugal force acting in the direction to engage the second camshaft. Therefore, the second camshaft is engaged with the second engaging mechanism. Consequently, the second camshaft is engaged with the second engaging mechanism while it has the second phase relative to the first camshaft.
  • the phase of the second camshaft relative to the first camshaft is changed between the first and second phases. Therefore, the opening/closing timings of the first and second valves are controlled in response to the engine speed of the engine.
  • the phase of the second camshaft relative to the first camshaft is preferably switched based on complementary movements between the first and second engaging mechanisms without using frictional forces between components. Therefore, there is little degradation caused by abrasion between the components. As a result, the useful life of the valve timing control device can be prolonged without having to use abrasion resistant components, and the device can be manufactured at a lower cost.
  • the first engaging mechanism may include a first engaging portion provided on the second camshaft, a first engagement member arranged to move between a state of being engaged with the first engaging portion and a state of being pulled out from the first engaging portion, a first biasing member arranged to bias the first engagement member in the direction in which the first engagement member is to be engaged with the first engaging portion, and a first weight arranged to move the first engagement member in the direction in which the first engagement member is to be pulled out from the first engaging portion by the centrifugal force.
  • the second engaging mechanism may include a second engaging portion provided on the second camshaft, a second engagement member arranged to move between a state of being engaged with the second engaging portion and a state of being pulled out from the second engaging portion, a second biasing member arranged to bias the second engagement member in a direction in which the second engagement member is to be pulled out from the second engaging portion, and a second weight arranged to move the second engagement member in the direction in which the second engagement member is to be engaged with the second engaging portion by centrifugal force.
  • the second camshaft maybe arranged to rotate relative to the first camshaft between the first phase and the second phase while the first engagement member is pulled out from the first engaging portion and the second engagement member is pulled out from the second engaging portion.
  • the force of the first biasing member is preferably greater than the centrifugal force acting on the first weight.
  • the force of the second biasing member is preferably greater than the centrifugal force acting on the second weight. This allows the second engagement member to be pulled out from the second engaging portion, and the second camshaft is not engaged with the second engaging mechanism. Consequently, the second camshaft is engaged with the first engaging mechanism while it has the first phase relative to the first camshaft.
  • the force of the first biasing member is preferably smaller than the centrifugal force acting on the first weight. In this way, the first engagement member is pulled out from the first engaging portion, so that the second camshaft is not engaged with the first engaging mechanism. At that time, in the second engaging mechanism, the force of the second biasing member is preferably smaller than the centrifugal force acting on the second weight. In this way, the second engagement member is inserted in the second engaging portion, and the second camshaft is engaged with the second engaging mechanism. Consequently, the second camshaft is engaged with the second engaging mechanism while it has the second phase relative to the first camshaft.
  • the force of the first biasing member is preferably smaller than the centrifugal force acting on the first weight. Therefore, the second camshaft engaged with the first engaging mechanism by then is no longer engaged with the first engaging mechanism. In this way, the second camshaft rotates relative to the first camshaft from the first phase to the second phase.
  • the force of the second biasing member is preferably greater than the centrifugal force acting on the second weight. Therefore, the second camshaft engaged with the second engaging mechanism by then is no longer engaged with the second engaging mechanism. Consequently, the second camshaft rotates relative to the first camshaft from the second phase to the first phase.
  • the complementary movements between the first and second engaging mechanisms are implemented by a simple arrangement by using the first and second engaging portions, the first and second engagement members, the first and second biasing members, and the first and second weights.
  • the first engaging portion may be a first hole provided in the second camshaft
  • the first engagement member may be a first pin member arranged to move between a state in which the first pin member is inserted into the first hole and a state in which the pin member is pulled out from the first hole
  • the second engaging portion may include a second hole provided in the second camshaft
  • the second engagement member may include a second pin member arranged to move between the state in which the second pin member is inserted into the second hole and the state in which the second pin member is pulled out from the second hole.
  • the force of the first biasing member is preferably greater than the centrifugal force acting on the first weight. This allows the first pin member to be inserted in the first hole, and the second camshaft to be engaged with the first engaging mechanism. At that time, in the second engaging mechanism, the force of the second biasing member is preferably greater than the centrifugal force acting on the second weight. In this way, the second pin member is pulled out from the second hole, and the second camshaft is not engaged with the second engaging mechanism. Consequently, the second camshaft is engaged with the first engaging mechanism while it has the first phase relative to the first camshaft.
  • the force of the first biasingmember is preferably smaller than the centrifugal force acting on the first weight. Therefore, the first pin member is moved out from the first hole, so that the second camshaft is not engaged with the first engagingmechanism.
  • the force of the second biasing member is preferably smaller than the centrifugal force acting on the second weight. Therefore, the second pin member is inserted in the second hole, so that the second camshaft is engaged with the second engaging mechanism. Consequently, the second camshaft is engaged with the second engaging mechanism while it has the second phase relative to the first camshaft.
  • the force of the first biasing member is preferably smaller than the centrifugal force acting on the first weight. Therefore, the second camshaft engaged with the first engaging mechanism by then is no longer engaged with the first engaging mechanism. In this way, the second camshaft rotates relative to the first camshaft from the first phase to the second phase.
  • the force of the second biasing member is preferably greater than the centrifugal force acting on the second weight. Therefore, the second camshaft engaged with the second engaging mechanism by then is no longer engaged with the second engaging mechanism. In this way, the second camshaft rotates relative to the first camshaft from the second phase to the first phase.
  • the phase changing mechanism may further include a restricting mechanism arranged to restrict the rotation operation of the second camshaft relative to the first camshaft within the range between the first phase and the second phase.
  • the restricting mechanism may include a preventing mechanism arranged to prevent the second camshaft from rotating when the phase of the second camshaft relative to the first camshaft changes from the first phase to the second phase, and vice versa.
  • the second camshaft When the engine speed of the engine changes from low speed to high speed, the second camshaft preferably rotates relative to the first camshaft from the first phase to the second phase. Then, the rotation of the second camshaft relative to the first camshaft is surely stopped in the second phase by the preventing mechanism.
  • the second camshaft When the engine speed of the engine changes from high speed to low speed, the second camshaft preferably rotates relative to the first camshaft from the second phase to the first phase. Then, the rotation of the second camshaft relative to the first camshaft is surely stopped in the first phase by the preventing mechanism.
  • phase of the second camshaft relative to the first camshaft can surely and readily be changed between the first and second phases.
  • the preventing mechanism may include a groove arranged in the circumferential direction of the second camshaft, and an abutment member fixed to the rotation member so that the abutment member can move in the groove and can abut against both end surfaces in the groove.
  • the second camshaft When the engine speed of the engine changes from low speed to high speed, the second camshaft preferably rotates relative to the first camshaft from the first phase to the second phase. Then, the rotation of the second camshaft relative to the first camshaft is surely stopped in the second phase as the abutment member abuts against one end in the groove.
  • the second camshaft When the engine speed of the engine changes from high speed to low speed, the second camshaft preferably rotates relative to the first camshaft from the second phase to the first phase. Then, the rotation of the second camshaft relative to the first camshaft is surely stopped in the first phase as the abutment member abuts against the other end in the groove.
  • phase of the second camshaft relative to the first camshaft can surely and readily be changed between the first and second phases.
  • An engine device includes an engine having first and second valves, and a valve timing control device arranged to control the opening/closing timings of the first and second valves in response to an engine speed of the engine.
  • the valve timing control device preferably includes a rotation member arranged to rotate in synchronization with a rotation of the engine, a first camshaft arranged to abut against the first valve and rotated together with the rotation member to open/close the first valve, a second camshaft arranged to abut against the second valve and arranged to rotate relative to the first camshaft, the second camshaft being rotated together with the rotation member to open/close the second valve, and a phase changing mechanism arranged to change a phase of the second camshaft relative to the first camshaft between first and second phases.
  • the phase changing mechanism includes a first engaging mechanism arranged to engage the second camshaft while the second camshaft has the first phase relative to the first camshaft, and a second engaging mechanism arranged to engage the second camshaft while the second camshaft has the second phase relative to the first camshaft.
  • the first engaging mechanism is preferably biased in the direction to engage the second camshaft and arranged to move in the direction to pull out the second camshaft by centrifugal force
  • the second engaging mechanism is preferably biased in the direction to pull out the second camshaft and arranged to move in a direction to engage the second camshaft by centrifugal force.
  • the opening/closing timings of the first and second valves are controlled by the valve timing control device in response to the engine speed of the engine.
  • the rotation member rotates in synchronization with the rotation of the engine, and the rotation of the rotation member allows the first and second camshafts to rotate. In this way, the first valve in abutment against the first camshaft and the second valve in abutment against the second camshaft are opened/closed. In this case, the second camshaft can rotate relatively to the first camshaft.
  • thefirstengaging mechanism is preferably biased in the direction in which the first engaging mechanism is to engage the second camshaft, and the second engaging mechanism is preferably biased in the direction in which the second engaging mechanism is to pull out the second camshaft.
  • centrifugal force acts on the first and second engaging mechanisms.
  • the centrifugal force acts to cause the first engagingmechanismto pull out the second camshaft and the second engaging mechanism to engage the second camshaft.
  • a biasing force to engage the second camshaft is preferably greater than the centrifugal force acting to pull out the second camshaft.
  • the biasing force in the direction to pull out the second camshaft is preferably greater than the centrifugal force acting in the direction to engage the second camshaft. Therefore, the second camshaft is not engaged with the second engaging mechanism. Consequently, the second camshaft is engaged with the first engaging mechanism while it has the first phase relative to the first camshaft.
  • the biasing force to engage the second camshaft is preferably smaller than the centrifugal force acting to pull out the second camshaft. In this way, the second camshaft is not engaged with the first engaging mechanism.
  • the biasing force acting in the direction to pull out the second camshaft is preferably smaller than the centrifugal force acting in the direction to engage the second camshaft. Therefore, the second camshaft is engaged with the second engaging mechanism. Consequently, the second camshaft is engaged with the second engaging mechanism while it has the second phase relative to the first camshaft.
  • the phase of the second camshaft relative to the first camshaft is changed between the first and second phases.
  • the opening/closing timings of the first and second valves are controlled in response to the engine speed of the engine.
  • phase of the second camshaft relative to the first camshaft is preferably switched based on complementary movements between the first and second engaging mechanisms without using frictional forces between components. Therefore, there is little degradation caused by abrasion between the components. As a result, the useful life of the valve timing control device can be prolonged without having to use abrasion resistant components, and the device can be manufactured at a lower cost.
  • a vehicle includes an engine device, driving wheels, and a transmission mechanism arranged to transmit power generated by the engine device to the driving wheels.
  • the engine device includes an engine having first and second valves, and a valve timing control device arranged to control the opening/closing timings of the first and second valves in response to an engine speed of the engine.
  • the valve timing control device preferably includes a rotation member arranged to rotate in synchronization with the rotation of the engine, a first camshaft arranged to abut against the first valve and rotated together with the rotation member to open/close the first valve, a second camshaft arranged to abut against the second valve and arranged to rotate relative to the first camshaft, the second camshaft being rotated together with the rotation member to open/close the second valve, and a phase changing mechanism arranged to change a phase of the second camshaft relative to the first camshaft between first and second phases.
  • the phase changing mechanism preferably includes a first engaging mechanism arranged to engage the second camshaft while the second camshaft has the first phase relative to the first camshaft, and a second engaging mechanism arranged to engage the second camshaft while the second camshaft has the second phase relative to the first camshaft.
  • the first engaging mechanism is biased in the direction to engage the second camshaft and arranged to move in the direction to pull out the second camshaft by a centrifugal force
  • the second engaging mechanism is biased in the direction to pull out the second camshaft and arranged to move in the direction to engage the second camshaft by centrifugal force.
  • the opening/closing timings of the first and second valves are controlled by the valve timing control device in response to the engine speed of the engine.
  • valve timing control device in the engine device, there is little degradation caused by abrasion between components. As a result, the useful life of the valve timing control device can be prolonged without having to use abrasion resistant components, and the device can be manufactured at a lower cost.
  • valve timing control device In the valve timing control device according to the preferred embodiments of the present invention, there is little degradation caused by abrasion between components. As a result, the useful life of the valve timing control device can be prolonged without having to use abrasion resistant components, and the device can be manufactured at a lower cost. Furthermore, high working precision is not required, and the complementary movements between the first and second engaging mechanisms can be achieved simply by the mechanical arrangement, so that the device can be more readily manufactured. Therefore, a valve timing control device, an engine device, and a vehicle having high performance and high durability can be implemented. In addition,there is no need for a control system including a hydraulic circuit, an electric circuit, and software to control the movement of the first and second engaging mechanisms. This allows the valve timing control device to have a reduced size, and therefore the engine device and the vehicle can be reduced in size accordingly.
  • FIG. 1 is a schematic view of a motorcycle according to a preferred embodiment of the present invention
  • FIG. 2 Fig. 2 (a) and 2 (b) areviewsforuseinillustrating the general structure of a valve timing control device according to a preferred embodiment of the present invention
  • FIGS. 3-5 are perspective views for use in illustrating how a valve timing control device is assembled
  • FIG. 6 is a detailed sectional view of a cylinder head taken along line P-P in Fig. 2(b);
  • FIG. 7 is an external side view of the cylinder head with the side cover in Fig. 6 removed;
  • FIG. 8 Fig. 8 (a) includes a partly cutaway sectional view of the cylinder head taken along line R-R in Fig. 6 and Fig. 8(b) includes a view for use in illustrating the phase relation between an intake cam and an exhaust cam;
  • Fig. 9 is a chart for use in illustrating the relation between the phases of the exhaust cam and the intake cam relative to the crank shaft in Figs. 2(a) and 2(b), and the lift amounts of the exhaust valve and the intake valve as the crank shaft rotates;
  • FIGS. 10-14 Figs. 10 to 14 are cutaway perspective views for use in illustrating the operation of the valve timing control device.
  • valve timing control device according to preferred embodiments of the present invention and an engine device and a vehicle including the control device will be described.
  • a small size motorcycle having a displacement of about 250 cc or less will be described as an example of a preferred embodiment of the present invention, although the present invention is in no way limited thereto.
  • Fig. 1 is a schematic view of the motorcycle according to a preferred embodiment of the invention.
  • a head pipe 3 is provided at the front end of a main body frame 6.
  • a front fork 2 provided at the head pipe 3 can swing from side to side.
  • the front wheel 1 is rotatably supported.
  • a handle 4 is attached to the upper end of the head pipe 3.
  • An engine 7 is held in the center of the main body frame 6.
  • a fuel tank 8 is provided above the engine 7, and a seat 9 is provided behind the fuel tank 8.
  • a rear arm 10 is connected to the main body frame 6 to extend behind the engine 7.
  • the rear arm 10 holds the rear wheel 11 and a rear wheel driven sprocket 12 in a rotatable manner.
  • An exhaust pipe 13 is connected to the exhaust port of the engine 7.
  • a muffler 14 is attached to the rear end of the exhaust pipe 13.
  • a rear wheel drive sprocket 15 is attached to the drive shaft 26 of the engine 7.
  • the rear wheel drive sprocket 15 is coupled to the rear wheel driven sprocket 12 of the rear wheel 11 through a chain 16.
  • the engine 7 includes a valve timing control device. Now, the valve timing control device according to a preferred embodiment will be described.
  • Figs. 2 (a) and 2 (b) illustrate the general structure of the valve timing control device according to a preferred embodiment of the invention.
  • Fig. 2 (a) is a schematic top view of the valve timing control device provided in the engine 7.
  • Fig. 2(b) is a schematic side view of the valve timing control device provided in the engine 7.
  • the valve timing control device 200 is provided at a cylinder head 7S.
  • the valve timing control device 200 includes a cam driven sprocket 220, an intake cam 231, and an exhaust cam 241.
  • crankshaft 23 rotates, and the cam drive sprocket 24 provided at the crankshaft 23 rotates.
  • the turning force of the cam drive sprocket 24 is transmitted to the cam driven sprocket 220 of the valve timing control device 200 through a chain 25. In this way, the valve timing control device 200 rotates.
  • valve timing control device 200 the phase relation between the intake cam 231 and the exhaust cam 241 changes in response to the engine speed of the engine 7 and changes in the engine speed (increase and decrease in the engine speed) . This changes the valve timing.
  • FIGs. 3 to 5 are perspective views for use in illustrating how the valve timing control device 200 is assembled.
  • the three directions that are perpendicular or substantially perpendicular to one another as indicated by arrows X, Y, and Z are defined as the X-, Y-, andZ-directions, respectively.
  • the valve timing control device 200 mainly includes a lock pin holding mechanism 210 (see Fig. 3), a cam driven sprocket 220 (see Fig. 4), an intake camshaft 230 (see Fig. 5), and an exhaust camshaft 240 (see Fig. 5).
  • Fig. 3 is a perspective view showing how the lock pin holding mechanism 210 is assembled. As shown in Fig. 3, two support members 211 and 212 elongated in the Z-direction are provided a prescribed distance apart from each other in the X-direction.
  • the support member 211 has a substantially circular arc shaped, plate portion 211A that is parallel or substantially parallel to the X-Z plane and elongated in the Z-direction.
  • One side of the plate portion 211A in the Z-direction has a circular arc shape, and the other side has a linear shape.
  • a through hole 211a is formed in the vicinity of each of the upper and lower end portions of the plate portion 211A.
  • Projections 211B and 211D are arranged to extend in the Y-direction from the upper and lower ends of one side along the Z-direction of the plate portion 211A.
  • a spring holding member 211C is arranged to extend in the X-direction from the part below the center of the side of the plate portion 211A along the Z-direction and then bent in the Y-direction.
  • the projections 211B and 211D and the spring holding member 211C have through holes 211b, 211d, and 211c, respectively.
  • the projection 211B is the shortest
  • the spring holding member 211C is the second shortest
  • the projection 211D is the third shortest among these three parts. In this way, in the Y-direction, the through holes 211b, 211c, and 211d are closer to the plate portion 211A in this order.
  • the support members 212 and 211 are substantially symmetrical with respect to the X-Z plane.
  • Projections 212B and 212D are formed to extend in the Y-direction from the upper and lower ends of one side along the Z-direction of the plate portion 212A.
  • the through holes 212a are formed in the vicinity of the upper and lower ends of the plate portion 212A.
  • a spring holding member 212C is arranged to extend from the position above the center of the side along the Z-direction of the plate portion 212A.
  • the spring holding member 212c is formed to extend in the Z-direction and then bent in the Y-direction.
  • the projections 212B and 212D and the spring holding member 212C have through holes 212b, 212d, and 212c, respectively.
  • the lengths of the projections 212B and 212D of the support member 212 in the Y-direction are equal to the projections 211B and 211D of the support member 211 in the Y-direction.
  • the length of the spring holding member 212C of the support member 212 in the Y-direction is different from the length of the spring holding member 211C of the support member 211 in the Y-direction.
  • a weight 213 has a weight main body 213a, a plate shaped extension 213d, two tubular portions 213e, and two hook portions 213f.
  • the weight main body 213a has a substantially rectangular shape extending in the X-direction.
  • One surface (lower surface) of the weight main body 213a that is parallel or substantially parallel to the X-Y plane has a groove 213b along the Y-direction and a projection 213c projecting in the Z-direction.
  • the projection 213c has a through hole extending in the X-direction.
  • the extension 213d extends in the Y-direction from the other surface (upper surface) of the weight main body 213a that is parallel or substantially parallel to the X-Y plane.
  • the two tubular portions 213e are formed in the X-direction on both ends of the extension 213d in the X-direction.
  • the two hook portions 213f extend to be inclined from the center of the extension 213d in the X-direction to the lower side of the extension 213d.
  • the two hook portions 213f have their tip ends bent like hooks.
  • the two hook portions 213f are provided with a high speed lock pin 214 that extends in the Y-direction. At one end of the high speed lock pin 214, a support pin 214t extending in the X-direction is formed. Since the support pin 214t is provided at the hook portion 213f, the high speed lock pin 214 is pivotably held by the weight 213. Part of the high speed lock pin 214 can abut against the groove 213b.
  • a pivot shaft 215 is inserted into the tubular portions 213e of the weight 213. In this way, the pivot shaft 215 can hold the weight 213 in a pivotable manner. In this state, both ends of the pivot shaft 215 are inserted into the through holes 211b and 212b of the support members 211 and 212, respectively. In this way, the weight 213 is pivotably held between the support members 211 and 212.
  • a weight 216 preferably has the same structure as the weight 213. However, during assembling the lock pin holding mechanism 210, the weight 216 is arranged symmetrically to the weight 213 with reference to an axis that is parallel or substantially parallel to the X-direction.In Fig. 3, the weight main body 216a, an extension 216d, two tubular portions 216e and two hook portions 216f of the weight 216 correspond to the weight main body 213a, the extension 213d, the two tubular portions 213e, and the two hook portions 213f of the weight 213, respectively.
  • the groove 216b and the projection 216c of the weight 216 correspond to the groove 213b and the projection 213c of the weight 213, respectively.
  • the two hook portions 216f are provided with a low speed lock pin 217 extending in the Y-direction.
  • the low speed lock pin 217 is shorter than the high speed lock pin 214.
  • a support pin 217t is formed to extend in the X-direction at one end of the low speed Lock pin 217. Since the support pin 217t is provided at the hook portion 216f, the low speed lock pin 217 is pivotably held by the weight 216.
  • the low speed lock pin 217 has its pivotable range restricted, as will be described. In this way, the low speed lock pin 217 does not abut against the groove 216b.
  • a pivot shaft 218 is inserted into the tubular portions 216e of the weight 216. In this way, the pivot shaft 218 can hold the weight 216 in a pivotable manner. In this state, both ends of the pivot shaft 218 are inserted into the through holes 211d and 212d of the support members 211 and 212. In this way, the weight 216 is held pivotably between the support members 211 and 212.
  • the weights 213 and 216 are arranged to oppose each other in the Z-direction.
  • Screws 219 are inserted into the two through holes 211a of the support member 211 and the two through holes 212a of the support members 212.
  • Fig. 4 is a perspective view showing how the lock pin holding mechanism 210 and the cam driven sprocket 220 are assembled.
  • the cam driven sprocket 220 is arranged parallel or substantially parallel to the X-Z plane.
  • a spring S1 has its both ends attached in a through hole provided at the projection 213c of the weight 213 and the through hole 211c of the spring holding portion 211C.
  • a spring S2 has its both ends attached in a through hole provided at the projection 216c of the weight 216 and the through hole 212c of the spring holding member 212C.
  • the camdriven sprocket 220 has a plurality of through holes 220a to 220f. In the center of the cam driven sprocket 220, a through hole 220a having the largest diameter among all the through holes is formed.
  • the four through holes 220b, 220c, 220e, and 220f are preferably formed at substantially equiangular intervals on a circle centered around the through hole 220a of the cam driven sprocket 220.
  • the four through holes 220d are preferably formed at substantially equiangular intervals on another circle around the through hole 220a of the cam driven sprocket 220.
  • the four through holes 220d are each formed by thread cutting.
  • a projection 220T is formed in the vicinity of the through hole 220c at one surface 220A of the cam driven sprocket 220.
  • the screws 219 of the lock pin holding mechanism 210 are screwed in the four through holes 220d of the cam driven sprocket 220. In this way, the lock pin holding mechanism 210 is fixed to the side of the surface 220A of the cam driven sprocket 220.
  • the high speed lock pin 214 When the lock pin holding mechanism 210 is fixed to the cam driven sprocket 220, the high speed lock pin 214 is inserted in the through hole 220b, and the low speed lock pin 217 is inserted in the through hole 220c. As described in conjunction with Fig. 3, the high speed lock pin 214 does not project to the side of the other surface 220B of the cam driven sprocket 220 and the low speed lock pin 217 projects a prescribed length from the side of the other surface 220B of the cam driven sprocket 220.
  • Fig. 5 is a perspective view of the structure assembled as shown in Fig. 4 (hereinafter referred to as "assembled structure") and the assembly of the intake camshaft 230 and the exhaust camshaft 240. Note that the intake camshaft 230 and the exhaust camshaft 240 have their axial center J arranged parallel or substantially parallel to the Y-direction.
  • the intake camshaft 230 is included an intake cam 231, a stepped portion 232, and a pivot shaft 233.
  • the intake camshaft 230 has the cylindrical pivot shaft 233 on one end side, the stepped portion 232 having a diameter slightly greater than the diameter of the pivot shaft 233 in the center, and the intake cam 231 on the other end side.
  • a pivot through hole 230H is formed to extend in the Y-direction from the center of the end of the pivot shaft 233 to the center of the end of the intake cam 231. More specifically, the pivot through hole 230H is formed from one end to the other end of the intake camshaft 230 in the Y-direction.
  • a high speed pin introduction hole 233c On the end surface of the pivot shaft 233, a high speed pin introduction hole 233c, a low speed pin introduction hole 233d, and two grooves 233a and 233b for floating pin are formed on a circle around the axial center J.
  • the high speed pin introduction hole 233c and the low speed pin introduction hole 233d are formed substantially opposing to each other across the pivot through hole 230H. Note, however, that the high speedpin introduction hole 233c and the low speedpin introduction hole 233d are arranged so that a straight line connecting each other does not pass through the axial center J.
  • the grooves 233a and 233b for floating pin are formed to extend in the circumferential direction around the axial center J and oppose each other across the pivot through hole 230H.
  • the exhaust camshaft 240 has an exhaust cam 241, a stepped portion 242, a cam fixing shaft 243, and a projection shaft 244.
  • the exhaust camshaft 240 has the cam fixing shaft 243 extending in the Y-direction on one end side in the Y-direction, the stepped portion 242 and the exhaust cam 241 in the center, and the projection shaft 244 extending in the Y-direction on the other end side.
  • a sprocket screw hole 240H is formed at an end of the cam fixing shaft 243.
  • the intake camshaft 230, and the exhaust camshaft 240 are assembled, the intake camshaft 230 and the exhaust camshaft 240 are provided on the side of the other surface 220B of the cam driven sprocket 220.
  • the cam fixing shaft 243 of the exhaust camshaft 240 is inserted in the pivot through hole 230H of the intake camshaft 230.
  • the exhaust camshaft 240 holds the intake camshaft 230 in a rotatable manner.
  • One end of the cam fixing shaft 243 of the exhaust camshaft 240 is inserted in the through hole 220a from the side of the other surface 220B of the cam driven sprocket 220.
  • a sprocket screw 250 is screwed in the sprocket screw hole 240H of the cam fixing shaft 243 from the side of the surface 220A of the camdriven sprocket 220. In this way, the camdriven sprocket 220 is fixed to the exhaust camshaft 240.
  • exhaust cam 241, the stepped portion 242, the cam fixing shaft 243, and the projection shaft 244 of the exhaust camshaft 240 may be formed either integrally or discretely.
  • the intake cam 231, the stepped portion 232, and the pivot shaft 233 of the intake camshaft 230 may be formed either integrally or discretely.
  • a fixing mechanism that restricts the rotation of the exhaust camshaft 240 relative to the cam driven sprocket 220 may be provided at the connecting part of the cam fixing shaft 243 and the through hole 220a.
  • the fixing mechanism may be implemented, for example, by providing a projection portion at a tip end of the cam fixing shaft 243 of the exhaust camshaft 240 and providing a groove that can be engaged with the projection portion of the cam fixing shaft 243 at the through hole 220a of the cam driven sprocket 220.
  • the intake camshaft 230 is positioned as it is held by the exhaust camshaft 240 as follows.
  • the fixing pins 230A and 230B and a portion of the low speed lock pin 217 project in the Y-direction from the side of the other surface 220B of the cam driven sprocket 220.
  • the intake camshaft 230 is positioned such that the fixing pin 230A is inserted into the groove 233a for floating pin, the fixing pin 230B is inserted in the groove 233b for floating pin, and a portion of the low speed lock pin 217 is inserted into the low speed pin introduction hole 233d.
  • valve timing control device 200 as described above is attached to the engine 7 will now be described.
  • Fig. 6 is a detailed sectional view of a cylinder head 7S taken along line P-P in Fig. 2(b).
  • the three directions that are perpendicular or substantially perpendicular to one another as indicated by X, Y, and Z are defined as the X-, Y-, and Z- directions, respectively. Note that in Figs. 7 and 8, the X-, Y-, and Z- directions are defined in the same manner.
  • valve timing control device 200 there is a space for attaching the valve timing control device 200 in the center of the cylinder head 7S.
  • valve head timing control device 200 When the valve head timing control device 200 is attached to the cylinder head 7S, bearings B1 and B2 are attached to the pivot shaft 233 and the projection shaft 244 of the valve timing control device 200.
  • one end surface of the bearing B1 that is perpendicular or substantially perpendicular to the shaft in the Y-direction abuts against the inner abutment surface BH1 of the cylinder head 7S.
  • One end surface of the bearing B2 that is perpendicular or substantially perpendicular to the axis in the Y-direction abuts against the inner abutment surface BH2 of the cylinder head 7S.
  • valve timing control device 200 As the valve timing control device 200 is accommodated in the cylinder head 7S, a portion of the other end surface of the bearing B1 that is perpendicular or substantially perpendicular to the axis in the Y-direction abuts against a fixing plate BH3 connected to the cylinder head 7S. In this way, the valve timing control device 200 is pivotably fixed in the cylinder head 7S.
  • roller rocker arms 330 and 340 are provided above the valve timing control device 200.
  • the roller rocker arm 330 is provided above the intake camshaft 230, and a roller 330T attached to the arm 330R abuts against the intake camshaft 230.
  • the roller rocker arm 340 is provided above the exhaust camshaft 240, and a roller 340T attached to the arm 340R abuts against the exhaust camshaft 240.
  • a side cover SC is provided to the cylinder head 7S to cover the side of the lock pin holding mechanism 210 of the valve timing control device 200.
  • Fig. 7 is an external side view of the cylinder head 7S with the side cover SC in Fig. 6 removed. As shown in Fig. 7, the chain 25 is engaged with the cam driven sprocket 220. In Fig. 7, the valve timing control device 200 rotates in the direction denoted by the arrow Q1.
  • Fig. 8(a) shows a partly cutaway sectional view of the cylinder head 7S taken along line R-R in Fig. 6, and Fig. 8(b) shows a view for use in illustrating the phase relation between the intake cam 231 and the exhaust cam 241.
  • Fig. 8 (a) is a partly cutaway sectional view of the cylinder head 7S taken along line R-R in Fig. 6.
  • the section is partly removed around the intake valve and the exhaust valve for ease of understanding.
  • the roller rocker arm 330 provided above the intake cam 231 includes the roller 330T, the arm 330R, a shaft 331, an adjuster 332, and a nut 333.
  • the arm 330R extending in the X-direction is pivotably held by the shaft 331 in its central part.
  • the roller 330T is provided at one end of the arm 330R in the X-direction, and the adjuster 332 is attached at the other end by the nut 333.
  • the roller 330T moves up and down according to the rotation operation of the intake cam 231. In this way, the arm 330R pivots around the shaft 331. Then, the adjuster 332 attached to the other end of the arm 330R moves up and down.
  • the upper end of the intake valve 334 is positioned at the lower end of the adjuster 332.
  • a valve spring 335 is provided at the intake valve 334, and the valve spring 335 biases the upper end of the intake valve 334 in the upward direction.
  • the intake valve 334 also moves up and down. This allows the intake valve 334 to be opened/closed.
  • the roller rocker arm 340 provided above the exhaust cam 241 has the same structure as the roller rocker arm 330 and operates in the same manner.
  • the roller 340T, an arm 340R, a shaft 341, an adjuster 342, and a nut 343 of the roller rocker arm 340 correspond to the roller 330T, the arm 330R, the shaft 331, the adjuster 332, and the nut 333, respectively, of the roller rocker arm 330.
  • the exhaust valve 344 is provided with a valve spring 345.
  • valve timing control device 200 rotates in the direction denoted by the arrow Q2.
  • the phase of the intake cam 231 relative to the phase of the exhaust cam 241 varies depending on the structure of the above-described valve timing control device 200.
  • Fig. 8 (b) is a view for use in illustrating the phase relation between the intake cam 231 and the exhaust cam 241.
  • the exhaust cam 241 is shown by a thick solid line in Fig. 8(b).
  • the intake cam 231 is shown by a thin solid line and a two dot chain line.
  • first engine speed the prescribed engine speed when the engine speed increases from a low value
  • the tip end of the cam nose of the intake cam 231 is at position T2.
  • the tip end of the cam nose of the intake cam 231 moves to position T1.
  • the prescribed engine speed when the engine speed drops from a high value is referred to as "second engine speed.”
  • the phase of the intake cam 231 relative to the exhaust cam 241 changes depending on the engine speed of the engine 7 and changes in the engine speed (increase and decrease in the engine speed) .
  • the change amount in the phase of the intake cam 231 is represented by angle ⁇ .
  • the valve timing is different between when the engine 7 operates at low engine speed and when the engine operates at high engine speed.
  • the overlap amount between the period in which the intake valve is open and the period in which the exhaust valve is open is small, so that toxic substances in the exhaust gas are reduced, which reduces the fuel consumption.
  • the overlap amount between the period in which the intake valve is open and the period in which the exhaust valve is open is large, so that high power can efficiently be provided.
  • Fig. 9 is a view for use in illustrating the relation between the phases of the exhaust cam 241 and the intake cam 231 relative to the crankshaft 23 in Fig. 2 and the lift amounts of the exhaust valve 344 and the intake valve 334 as the crankshaft 23 rotates.
  • the abscissa represents the crank angle (the rotational angle of the crank shaft 23), and the ordinate represents the lift amounts of the exhaust valve 344 and the intake valve 334 (the displacements of the exhaust valve 344 and the intake valve 334 in the upper and lower directions).
  • the crank angle ranges from -360° to +360°.
  • the piston 21 is positioned at the top dead center TDC in the cylinder 20, and when the crank angle is 180° and -180°, the piston 21 is positioned at the bottom dead center BDC in the cylinder 20.
  • the thick solid line 241L in Fig. 9 shows changes in the lift amount of the exhaust valve 344 caused by the rotation of the exhaust cam 241.
  • the lift amount of the exhaust valve 344 increases for the crank angle approximately in the range from -240° to -110°, and decreases for the crank angle approximately in the range from -110° to 20°.
  • the solid line TL1 in Fig. 9 shows changes in the lift amount of the intake valve 334 caused by the rotation of the intake cam 231 when the engine 7 operates at low engine speed.
  • the lift amount of the intake valve 334 increases for the crank angle approximately in the range from 40° to 170°, and decreases for the crank angle approximately in the range from 170° to 300°.
  • the overlap amount between the period in which the intake valve 334 is open and the period in which the exhaust valve 344 is open is small. In the example in Fig. 9, the overlap amount is zero.
  • the dash double dotted line TL2 in Fig. 9 represents the lift amount of the intake valve 334 caused by the rotation of the intake cam 231 when the engine 7 operates at high engine speed.
  • the lift amount of the intake valve 334 increases for the crank angle approximately in the range from -30° to 100°, and decreases for the crank angle approximately in the range from 100° to 230°.
  • phase of the intake cam 231 changes by angle ⁇ relative to the exhaust cam 241 between when the engine 7 operates at low engine speed and when the engine operates at high engine speed, so that the overlap amount between the period in which the exhaust valve 344 is open and the period in which the intake valve 334 is open changes, and the above described advantages can be provided.
  • valve timing control device 200 As shown in Fig. 6, the lock pin holding mechanism 210 has a relatively small length in the Y-direction . In this way, the valve timing control device 200 has great flexibility in attachment (flexibility in layout), and good general versatility. Therefore, the valve timing control device 200 can also be applied effectively to an engine having a structure other than that described above.
  • Figs. 10 to 14 are cutaway perspective views for use in illustrating the operation of the valve timing control device 200.
  • the lock pin holding mechanism 210, the cam driven sprocket 220, and the intake camshaft 230 are partly cut away.
  • the direction denoted by the arrow Z is defined as the Z-direction. Note that the direction of the arrow in the Z-direction is defined as the + direction, while the direction opposite to the direction is defined as the - direction.
  • the dashed line represents the axial center J of the valve timing control device 200.
  • Fig. 10 shows the state of the valve timing control device 200 when the assembling of the device is completed.
  • the lock pin holding mechanism 210 and the cam driven sprocket 220 are cut away in the Z-direction from the center.
  • the fixing pin 230B is actually connected to the cam driven sprocket 220 as described above.
  • the weight main body 213a of the weight 213 is biased in the -Z-direction by the spring S1.
  • the weight 213 holds the high speed lock pin 214 inserted in the through hole 220b of the camdriven sprocket 220. In this way, the rotation operation of the weight 213 around the pivot shaft 215 is limited. In this state, a portion of the high speed lock pin 214 abuts against the groove 213b of the weight 213.
  • the weight main body 216a of the weight 216 is biased in the +Z- direction by the spring S2 that is not shown (see Fig. 4) .
  • the weight 216 holds the low speed lock pin 217 inserted in the through hole 220c of the cam driven sprocket 220. In this way, the rotation operation of the weight 216 around the pivot shaft 218 is restricted.
  • one end of the high speed lock pin 214 inserted in the cam driven sprocket 220 substantially abuts against a contact surface 230M that is perpendicular or substantially perpendicular to the axial center J of the intake camshaft 230.
  • the low speed lock pin 217 is inserted in the low speed pin introduction hole 233d of the intake camshaft 230.
  • One end of the low speed lock pin 217 inserted in the low speed pin introduction hole 233d substantially abuts against the bottom surface of the low speed pin introduction hole 233d.
  • the groove 233b for floating pin extends in the circumferential direction around the axial center J.
  • one end of the groove 233b for floating pin in the circumferential direction is referred to as “low speed groove end LP" and the other end of the groove 233b for floating pin in the circumferential direction is referred to as “high speed groove end HP.”
  • the fixing pin 230B inserted in the groove 233b for floating pin is positioned at the low speed groove end LP.
  • the fixing pin 230B is fixed to the cam driven sprocket 220, so that the rotation of the intake camshaft 230 in the direction denoted by the arrowM1 relative to the cam driven sprocket 220 and the exhaust camshaft 240 is restricted.
  • the low speed lock pin 217 is inserted in the low speed pin introduction hole 233d, and therefore the intake camshaft 230 cannot rotate relative to the camdriven sprocket 220 and the exhaust camshaft 240 either in the direction denoted by the arrow M1 or M2.
  • Fig. 11 shows the state of the valve timing control device 200 at low engine speed.
  • a small centrifugal force acts on the weights 213 and 216. This generates a force to rotate the weight main body 213a around the pivot shaft 215 as indicated by the thick arrow M3.
  • the force to rotate the weight main body 216a around the pivot shaft 218 is generated as indicated by the thick arrow M4.
  • the spring S2 that is not shown (see Fig. 4) biases the weight main body 216a in the +Z direction, and therefore the elastic force by the spring S2 and the force acting in the direction of the thick arrow M4 are balanced. Consequently, the low speed lock pin 217 is not completely pulled out from the low speed pin introduction hole 233d.
  • Figs. 12 and 13 show the state of the valve timing control device 200 when the engine speed of the engine 7 is raised to the first engine speed.
  • the force acting in the direction of the thick arrow M4 generated at the weight main body 216a is greater than the elastic force of the spring S2 in Fig. 4, and becomes greater than the force acting in the direction of the arrow M6 to pull out the low speed lock pin 217 from the low speed pin introduction hole 233d.
  • the engine speed attains the first engine speed, and the low speed lock pin 217 is pulled out from the low speed pin introduction hole 233d.
  • the centrifugal force by the weight 213 is generated in the direction of the arrow M5 at the high speed lock pin 214.
  • the intake camshaft 230 is allowed to rotate relative to the cam driven sprocket 220 and the exhaust camshaft 240.
  • the fixing pin 230B inserted in the groove 233b for floating pin is positioned at the low speed groove end LP. Therefore, the intake camshaft 230 is allowed to rotate only in the direction of the arrow M2.
  • a force to press the intake cam 231 downwardly by the roller 330T acts to rotate the intake cam 231 in the direction of the arrow Q2.
  • the arrow Q2 in Figs. 8 (a) and 8 (b) corresponds to the arrow M2.
  • the force acts to rotate the intake camshaft 230 in the direction of the arrow M2, so that the intake camshaft 230 rotates in the direction of the arrow M2 relative to the cam driven sprocket 220 and the exhaust camshaft 240.
  • the groove 233b for floating pin having the fixing pin 230B inserted therein rotates around the axial center J.
  • the groove 233b for floating pin has the low speed groove end LP and the high speed groove end HP as described above. Therefore, the rotation of the groove 233b for floating pin in the direction of the arrow M2 is restricted by the high speed groove end HP.
  • the high speed pin introduction hole 233c is in communication with the through hole 220b of the cam driven sprocket 220. Consequently, the high speed lock pin 214 in abutment against the contact surface 230M has one end inserted into the high speed pin introduction hole 233c by the centrifugal force acting on the weight 213 (see Fig. 14).
  • the projection 220T in Fig. 3 is indicated by abrokenline.
  • the projection 220T is provided to restrict the rotation of the weight main body 216a around the pivot shaft 218. For example, if the weight main body 216a rotates by a prescribed amount, one surface of the weight main body 216a abuts against the projection 220T. In this way, the weight main body 216a rotates largely in the direction of the arrow M4, and the low speed lock pin 217 is prevented from being pulled out from the through hole 220c.
  • Fig. 14 shows the state of the valve timing control device 200 after change in the valve timing of the engine 7 based on the first engine speed.
  • the high speed lock pin 214 has one end inserted through the high speed pin introduction hole 233c. In this way, the intake camshaft 230 cannot rotate either in the direction of the arrow M1 or M2. Therefore, at high engine speed, the phase relation between the intake cam 231 and the exhaust cam 241 is fixed to a phase relation different from the phase relation at low engine speed.
  • the elastic force of the valve spring 335 acting on the intake cam 231 rotates the intake camshaft 230 in the direction of M1.
  • the low speed lock pin 217 is inserted into the low speed pin introduction hole 233d of the intake camshaft 230, so that the intake camshaft 230 is fixed.
  • the valve timing of the engine 7 changes stably without being affected by the elastic force of the valve springs 335 and 345.
  • valve timing changes at different engine speeds between when the engine speed of the engine 7 is raised and when the engine speed is lowered. More specifically, the first and second engine speeds are different.
  • the first and second engine speeds are achieved based on conditions set for the elements of the valve timing control device 200.
  • the springs S1 and S2 preferably have different elastic forces from each other. In this case, force acting on the high speed lock pin 214 held by the weight 213 and the force acting on the low speed lock pin 217 held by the weight 216 are different.
  • valve timing changes at different engine speeds between when the engine speed of the engine 7 is raised and when the engine speed is lowered. Therefore, hunting, in other words, unstable behavior of the valves caused by the effect of the elastic force of the valve springs 335 and 345 in response to a change in the valve timing is sufficiently prevented. Consequently, a change in the cam profile caused by hunting can be prevented, so that the performance and durability of the engine can be prevented from degrading.
  • the phase of the intake camshaft 230 relative to the exhaust camshaft 240 changes.
  • the valve timings of the exhaust valve 344 and the intake valve 334 are controlled in response to the engine speed of the engine 7.
  • the phase of the intake camshaft 230 relative to the exhaust camshaft 240 is switched based on complementary movements between the low speed lock pin 217 and low speed pin introduction hole 233d and the high speed lock pin 214 and the high speed pin introduction hole 233c and the frictional force between the components is not used. Therefore, there is little degradation caused by abrasion between the components. As a result, the useful life of the valve timing control device 200 can be prolonged without having to use abrasion resistant components, and the device can be manufactured at a lower cost.
  • the phase of the intake camshaft 230 relative to the exhaust camshaft 240 is changed by the lock pin holding mechanism 210. In this state, the opening/closing timings of the exhaust valve 344 and the intake valve 334 are controlled.
  • the first engine speed when the engine 7 is accelerated and the second engine speed when the engine 7 is decelerated are different.
  • the phase of the intake camshaft 230 relative to the exhaust camshaft 204 does not repeatedly change. In this way, hunting that makes the behavior of the exhaust valve 344 and the intake valve 334 unstable can sufficiently be prevented.
  • valve timing control device 200 is preferably provided in an engine 7 of the SOHC (single overhead camshaft) type, but the valve timing control device 200 may be provided in any engine as far as the engine has a camshaft.
  • SOHC single overhead camshaft
  • the engine 7 may be an engine of the SV (side valve) type, OHV (overhead valve) type, or DOHC (double overhead camshaft) type.
  • SV side valve
  • OHV overhead valve
  • DOHC double overhead camshaft
  • valve timing control device 200 is preferably provided in an engine 7 including roller rocker arms 330 and 340, the device 200 may be provided in an engine of the direct striking type.
  • the valve timing control device 200 preferably includes the springs S1 and S2 in order to bias the weight main bodies 213a and 216a in prescribed directions.
  • rubber members or the like may be used instead of the springs S1 and S2 as far as the elastic members can bias the weight main bodies 213a and 216a in the prescribed directions.
  • valve timing control device 200 may be provided in an engine in a small vehicle with a small displacement such as a tractor, a cart, or a small ship.
  • the low speed introduction hole 233d may correspond to the first engaging portion; the low speed lock pin 217 may correspond to the first engagement member; the spring S2 may correspond to the first biasing member; the weight main body 216a may correspond to the first weight; the high speed pin introduction hole 233c may correspond to the second engaging portion; the high speed lock pin 214 may correspond to the second engagement member; the spring S1 may correspond to the second biasing member; and the weight main body 213a may correspond to the second weight.
  • the low speed pin introduction hole 233d may correspond to the first hole; the low speed lock pin 217 may correspond to the first pin member; the high speed pin introduction hole 233c may correspond to the second hole; the high speed lock pin 214 may correspond to the second pin member; and the fixing pins 230A and 230B and the grooves 233a and 233b for floating pin may correspond to the restricting mechanism or the preventing mechanism.
  • the grooves 233a and 233b for floating pin correspond to the grooves; the low speed groove end LP and the high speed groove end HP may correspond to both end surfaces in the grooves; the fixing pins 230A and 230B may correspond to the abutment members; the engine 7 may correspond to the engine device; and the motorcycle 100 may correspond to the vehicle.
  • phase of the intake cam231 relative to the exhaust cam 241 indicated by the solid line may correspond to the first phase and the phase of the intake cam 231 relative to the exhaust cam 241 indicated by the dash double dotted line may correspond to the second phase.
  • the preferred embodiments of the present invention are applicable to various vehicles and crafts having an engine such as a motorcycle and a four-wheeled automobile.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
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  • Valve Device For Special Equipments (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
EP05814483A 2004-12-17 2005-12-07 Ventilzeitsteuerung, motorvorrichtung damit und fahrzeug Withdrawn EP1835133A4 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2004365549A JP2006170117A (ja) 2004-12-17 2004-12-17 バルブタイミング制御装置ならびにそれを備えるエンジン装置および車両
PCT/JP2005/022484 WO2006064707A1 (ja) 2004-12-17 2005-12-07 バルブタイミング制御装置ならびにそれを備えるエンジン装置および車両

Publications (2)

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EP1835133A1 true EP1835133A1 (de) 2007-09-19
EP1835133A4 EP1835133A4 (de) 2009-08-26

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EP05814483A Withdrawn EP1835133A4 (de) 2004-12-17 2005-12-07 Ventilzeitsteuerung, motorvorrichtung damit und fahrzeug

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US (1) US20090272348A1 (de)
EP (1) EP1835133A4 (de)
JP (1) JP2006170117A (de)
CN (1) CN100455774C (de)
BR (1) BRPI0519514A2 (de)
TW (1) TW200624657A (de)
WO (1) WO2006064707A1 (de)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4948831B2 (ja) * 2005-12-13 2012-06-06 ヤマハ発動機株式会社 可変動弁装置ならびにそれを備えるエンジンシステムおよび乗り物
JP4590384B2 (ja) * 2006-09-26 2010-12-01 本田技研工業株式会社 内燃機関の動弁装置
JP2008157129A (ja) * 2006-12-25 2008-07-10 Yamaha Motor Co Ltd 可変動弁装置、それを備えたエンジン装置および車両
DE102008039038B4 (de) * 2008-08-21 2021-01-28 Schaeffler Technologies AG & Co. KG Nockenwellenversteller
JP5353465B2 (ja) * 2009-06-18 2013-11-27 スズキ株式会社 エンジンの動弁装置
US8807102B2 (en) * 2009-09-14 2014-08-19 Honda Motor Co., Ltd Variable valve operating device for internal combustion engine
JP6248876B2 (ja) * 2014-09-17 2017-12-20 スズキ株式会社 エンジンの動弁装置
JP6702038B2 (ja) * 2016-07-05 2020-05-27 スズキ株式会社 可変動弁機構、エンジン及び自動二輪車
JP6457577B2 (ja) * 2017-03-27 2019-01-23 本田技研工業株式会社 バルブタイミング制御装置
RU2684856C1 (ru) * 2018-06-25 2019-04-15 Общество с ограниченной ответственностью "Челябинский компрессорный завод" (ООО "ЧКЗ") Устройство коррекции углового положения кулачкового вала двигателя внутреннего сгорания

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DE322121C (de) * 1917-05-15 1920-06-21 Bbc Brown Boveri & Cie Zuendmomentregler fuer Verbrennungskraftmaschinen
US1388743A (en) * 1918-02-18 1921-08-23 Moore Edward Governing device for internal-combustion engines
US1957181A (en) * 1932-02-27 1934-05-01 Edward W Mitchel Automatic valve timing device
DE2727121A1 (de) * 1977-06-16 1978-12-21 Daimler Benz Ag Verstellvorrichtung zur drehzahlabhaengigen steuerung des einspritzzeitpunktes einer einspritzpumpe von brennkraftmaschinen, insbesondere luftverdichtende einspritzbrennkraftmaschine
DE3326096A1 (de) * 1983-07-20 1985-01-31 Manfred 4630 Bochum Kalix Viertakt-brennkraftmaschine
US4577592A (en) * 1984-06-27 1986-03-25 Bosch Henery G K Self adjusting camshaft gear for internal combustion engines
JPH01300007A (ja) * 1988-05-26 1989-12-04 Suzuki Motor Co Ltd 四サイクルエンジンのバルブタイミング可変装置
US5609127A (en) * 1995-06-06 1997-03-11 Noplis; Edward J. Centrifugal control assembly for camshaft advance and retardation and suppression of cyclical vibration
US6289860B1 (en) * 2000-01-04 2001-09-18 Frank H. Speckhart Assembly for altering camshaft timing

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JPH0788767B2 (ja) * 1985-09-24 1995-09-27 本田技研工業株式会社 内燃機関の動弁装置
JPH01157208U (de) * 1988-04-19 1989-10-30
JP2836427B2 (ja) * 1993-03-29 1998-12-14 トヨタ自動車株式会社 可変バルブタイミング装置
JP3402853B2 (ja) * 1995-04-12 2003-05-06 ヤマハ発動機株式会社 エンジンの動弁装置
JP4202440B2 (ja) * 1997-02-06 2008-12-24 アイシン精機株式会社 弁開閉時期制御装置
JPH11229831A (ja) * 1998-02-13 1999-08-24 Honda Motor Co Ltd エンジンのカム位相可変装置

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Publication number Priority date Publication date Assignee Title
DE322121C (de) * 1917-05-15 1920-06-21 Bbc Brown Boveri & Cie Zuendmomentregler fuer Verbrennungskraftmaschinen
US1388743A (en) * 1918-02-18 1921-08-23 Moore Edward Governing device for internal-combustion engines
US1957181A (en) * 1932-02-27 1934-05-01 Edward W Mitchel Automatic valve timing device
DE2727121A1 (de) * 1977-06-16 1978-12-21 Daimler Benz Ag Verstellvorrichtung zur drehzahlabhaengigen steuerung des einspritzzeitpunktes einer einspritzpumpe von brennkraftmaschinen, insbesondere luftverdichtende einspritzbrennkraftmaschine
DE3326096A1 (de) * 1983-07-20 1985-01-31 Manfred 4630 Bochum Kalix Viertakt-brennkraftmaschine
US4577592A (en) * 1984-06-27 1986-03-25 Bosch Henery G K Self adjusting camshaft gear for internal combustion engines
JPH01300007A (ja) * 1988-05-26 1989-12-04 Suzuki Motor Co Ltd 四サイクルエンジンのバルブタイミング可変装置
US5609127A (en) * 1995-06-06 1997-03-11 Noplis; Edward J. Centrifugal control assembly for camshaft advance and retardation and suppression of cyclical vibration
US6289860B1 (en) * 2000-01-04 2001-09-18 Frank H. Speckhart Assembly for altering camshaft timing

Non-Patent Citations (1)

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Title
See also references of WO2006064707A1 *

Also Published As

Publication number Publication date
CN100455774C (zh) 2009-01-28
JP2006170117A (ja) 2006-06-29
WO2006064707A1 (ja) 2006-06-22
BRPI0519514A2 (pt) 2009-02-25
TW200624657A (en) 2006-07-16
CN101080552A (zh) 2007-11-28
US20090272348A1 (en) 2009-11-05
EP1835133A4 (de) 2009-08-26

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