JP3355226B2 - Intake and exhaust valve drive control device for internal combustion engine - Google Patents
Intake and exhaust valve drive control device for internal combustion engineInfo
- Publication number
- JP3355226B2 JP3355226B2 JP18502093A JP18502093A JP3355226B2 JP 3355226 B2 JP3355226 B2 JP 3355226B2 JP 18502093 A JP18502093 A JP 18502093A JP 18502093 A JP18502093 A JP 18502093A JP 3355226 B2 JP3355226 B2 JP 3355226B2
- Authority
- JP
- Japan
- Prior art keywords
- intake
- valve
- cam
- camshaft
- drive shaft
- 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.)
- Expired - Fee Related
Links
Landscapes
- Valve-Gear Or Valve Arrangements (AREA)
- Valve Device For Special Equipments (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Description
【0001】[0001]
【産業上の利用分野】本発明は、内燃機関の運転状態に
応じて吸気・排気弁の開閉時期を可変制御する吸排気弁
駆動制御装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an intake / exhaust valve drive control device for variably controlling the opening / closing timing of intake / exhaust valves according to the operating state of an internal combustion engine.
【0002】[0002]
【従来の技術】この種の従来の吸排気弁駆動制御装置と
しては種々提供されているが、その一つとして例えば実
開昭57−198306号公報等に記載されているもの
が知られている。2. Description of the Related Art Various types of conventional intake / exhaust valve drive control devices have been provided, and one of them is disclosed in, for example, Japanese Utility Model Laid-Open No. 57-198306. .
【0003】図11及び図12に基づいて概略を説明す
れば、図中2はカムシャフト1の外周に相対回転自在に
設けられて、吸気バルブ16をバルブスプリング17の
ばね力に抗して開作動させる単一のカムであって、この
カム2はカム軸受用ブラケット3とカムシャフト1にキ
ー4を介して固設されたフランジ部5とにより軸方向の
位置決めがなされている。また、カム2の一側部にはU
字溝6を有するフランジ部7が形成されている一方、前
記フランジ部5にもU字溝8が形成され、両フランジ部
5,7間に円環状のディスク9が介装されている。この
ディスク9は、両側の対向位置に前記両U字溝6,8に
係合するピン10,11が設けられていると共に、外周
が制御環12に回転自在に支持されている。この制御環
12は、外周の突起12aを介してシリンダヘッド側の
支持孔13に揺動自在に支持されていると共に、該突起
12aの反対側に有する円弧状の歯車部12bがロッカ
アーム15を軸支するロッカシャフト14外周に形成さ
れた平歯形の歯車環14aに噛合している。[0005] Referring to FIGS. 11 and 12, a schematic diagram 2 is provided on the outer periphery of a camshaft 1 so as to be relatively rotatable, and an intake valve 16 is opened against a spring force of a valve spring 17. The cam 2 is a single cam to be operated, and the cam 2 is axially positioned by a cam bearing bracket 3 and a flange portion 5 fixed to the cam shaft 1 via a key 4. Also, one side of the cam 2 has a U
While a flange 7 having a groove 6 is formed, a U-shaped groove 8 is also formed in the flange 5, and an annular disk 9 is interposed between the flanges 5 and 7. The disk 9 is provided with pins 10 and 11 that engage with the U-shaped grooves 6 and 8 at opposing positions on both sides, and the outer periphery is rotatably supported by a control ring 12. The control ring 12 is swingably supported by a support hole 13 on the cylinder head side via a projection 12a on the outer periphery, and an arc-shaped gear portion 12b on the opposite side of the projection 12a is pivotally connected to the rocker arm 15. It meshes with a spur gear ring 14 a formed on the outer periphery of the supporting rocker shaft 14.
【0004】そして、制御環12は、歯車部12bに噛
合した歯車環14aを介して図外の駆動機構により機関
運転状態に応じて、一方あるいは他方向へ揺動するよう
になっている。即ち、例えば機関高速高負荷時には、デ
ィスク9の中心Pが図11に示す位置に保持されて、カ
ムシャフト1とディスク9との回転中心が一致し、した
がってディスク9は、ピン11とU字溝8を介してカム
シャフト1に同期回転する一方、カム2はピン10とU
字溝6を介してカムシャフト1に同期回転する。The control ring 12 swings in one direction or the other according to the operating state of the engine by a drive mechanism (not shown) via a gear ring 14a meshed with the gear portion 12b. That is, for example, when the engine is at high speed and high load, the center P of the disk 9 is held at the position shown in FIG. 11, and the rotation centers of the camshaft 1 and the disk 9 coincide with each other. 8, the cam 2 is rotated in synchronization with the camshaft 1 while the cam 2 is
It rotates synchronously with the camshaft 1 through the groove 6.
【0005】また、機関低速低負荷時には、駆動機構の
油圧アクチュエータによってロッカシャフト14を回動
させると、歯車環14aと歯車部12bを介して制御環
12が突起12aを支点として揺動し、これによってデ
ィスク9の中心Pがカムシャフト1の中心に対し前記回
動方向に偏心する。このため、ピン10,11が夫々U
字溝6,8に沿って移動し、かつ偏心方向にフランジ部
5,7をカムシャフト1を中心に回動させる。依って、
カムシャフト1の1回転毎に、ディスク9の回転位相が
カムシャフト1に対して変化し、同時にカム2の回転位
相もディスク9に対して変化する。したがって、カム2
は、カムシャフト1に対し、ディスク9のカムシャフト
1に対する位相差の2倍の位相差で回転する。この結
果、吸気弁16の作動角が小さく制御されて、特に閉弁
時期が進角側に制御されて、吸気の充填効率の向上によ
り燃焼効率が向上し、燃費と出力トルクが改善される。When the rocker shaft 14 is rotated by the hydraulic actuator of the drive mechanism at low engine speed and low load, the control ring 12 swings about the projection 12a as a fulcrum via the gear ring 14a and the gear portion 12b. As a result, the center P of the disk 9 is eccentric in the rotation direction with respect to the center of the camshaft 1. Therefore, pins 10 and 11 are
The flange portions 5 and 7 are moved along the grooves 6 and 8 and are rotated about the camshaft 1 in the eccentric direction. Therefore,
For each rotation of the camshaft 1, the rotation phase of the disk 9 changes with respect to the camshaft 1, and at the same time, the rotation phase of the cam 2 also changes with respect to the disk 9. Therefore, cam 2
Rotates with respect to the camshaft 1 with a phase difference of twice the phase difference of the disc 9 with respect to the camshaft 1. As a result, the operating angle of the intake valve 16 is controlled to be small, and in particular, the valve closing timing is controlled to be advanced, so that the combustion efficiency is improved due to the improvement of the intake charge efficiency, and the fuel efficiency and output torque are improved.
【0006】[0006]
【発明が解決しようとする課題】然し乍ら、前記従来の
装置にあっては、前述のように機関運転状態に応じてカ
ムシャフト1とカム2との回転位相差を変化させること
により、燃費や出力トルクを改善できるものの、燃焼室
内での吸入空気の流動性つまりスワール等の改善につい
ては何らの考慮されていない。このため、前記以上の燃
焼効率の大巾な向上を期待することは不可能である。こ
の結果、燃費や出力トルクの向上も制限的なものとな
り、機関性能の十分な向上を図ることができない。However, in the above-mentioned conventional apparatus, as described above, by changing the rotational phase difference between the camshaft 1 and the cam 2 according to the engine operating condition, the fuel consumption and output can be reduced. Although the torque can be improved, no consideration is given to improving the fluidity of the intake air in the combustion chamber, that is, the swirl and the like. For this reason, it is impossible to expect the above-mentioned large improvement in combustion efficiency. As a result, the improvement in fuel efficiency and output torque is also limited, and the engine performance cannot be sufficiently improved.
【0007】[0007]
【課題を解決するための手段】本発明は、前記従来の吸
排気弁駆動制御装置の問題点に鑑みて案出されたもの
で、機関によって回転駆動する駆動軸と、該駆動軸の同
軸上に相対回転自在に設けられたカムシャフトと、該カ
ムシャフトの外周に一体に設けられ、1気筒当たり少な
くとも一対の吸気弁を作動させる少なくとも一対のカム
と、該駆動軸とカムシャフトとを連繋し、かつ駆動軸の
軸心に対して回動して駆動軸とカムシャフトとの相対回
転位相を変換して前記吸気弁の作動角を変化させる制御
機構と、機関運転状態に応じて前記制御機構を回動させ
る駆動機構とを備えた内燃機関の吸排気弁駆動制御装置
において、前記一方側カムの立上り面を、他方側カムの
立上り面と異なる急傾斜形状に形成して、前記一方側カ
ムによる前記一方の吸気弁の開時期を他方側カムによる
他方の吸気弁の開時期よりも遅角させて、少なくとも前
記両吸気弁の小作動角制御時において前記各吸気弁から
混合気が燃焼室に流入する時期を異ならせたことを特徴
としている。請求項2に記載の発明は、前記両カムの異
なるプロフィールに基づいて、前記各吸気弁の作動角を
拡大する方向に制御することを特徴としている。 SUMMARY OF THE INVENTION The present invention has been devised in view of the problems of the above-described conventional intake and exhaust valve drive control device, and has a drive shaft that is rotationally driven by an engine and a coaxial drive shaft. a cam shaft mounted for relative rotation, provided integrally on the outer periphery of the cam shaft, at least a pair of cams operating the intake valves of the small <br/> transfected also a pair per cylinder, the drive A control mechanism for connecting the shaft and the camshaft, and rotating relative to the axis of the drive shaft to change the relative rotation phase between the drive shaft and the camshaft to change the operating angle of the intake valve ; An intake / exhaust valve drive control device for an internal combustion engine having a drive mechanism for rotating the control mechanism in accordance with an operating state, wherein the rising surface of the one-side cam has a steeply inclined shape different from the rising surface of the other-side cam. formed by said by the one side cam one By the other side cam the opening timing of the intake valve
The opening timing of the other intake valve is retarded, and the timing at which the air-fuel mixture flows from each of the intake valves into the combustion chamber at least during the small operation angle control of the two intake valves is different. According to a second aspect of the present invention, the difference between the two cams is provided.
Operating angle of each intake valve based on the profile
It is characterized in that it is controlled to expand.
【0008】[0008]
【作用】前記構成の本発明によれば、両カムのプロフィ
ールを異ならしめて、例えば2つの吸気弁の開弁時期を
異ならしめるようにしたため、例えば機関低速低負荷時
における例えば吸気弁の小作動角制御時には、開弁時期
の早い方から燃焼室に流入した吸気が指向性を有して、
燃焼室内で比較的強い旋回流(スワール)を生成する。According to the present invention having the above-described structure, the profiles of the two cams are made different, for example, the opening timings of the two intake valves are made different. At the time of control, the intake air flowing into the combustion chamber from the earlier of the valve opening time has directivity,
A relatively strong swirl flow is generated in the combustion chamber.
【0009】つまり、偏心制御による弁の小作動角制御
時には、バルブリフトの立上り速度が早くなるため、吸
気弁の開時期が早くなる特性となる。このため、先行す
る吸気が強い指向性をもって燃焼室内にスワールを生成
する。そして、この先行する吸気弁の開弁により燃焼室
の内圧が一時的に低下した時点で、開弁時期の遅い方の
吸気弁が開弁するので、吸気が急速に燃焼室内に流入し
て先行するスワールに干渉してさらに強いスワールを生
成する。したがって、前記吸気弁の小作動角制御と相俟
って燃焼効率の大巾な向上が図れる。That is, at the time of the small operation angle control of the valve by the eccentricity control, the rising speed of the valve lift is increased, so that the opening timing of the intake valve is accelerated. Therefore, the preceding intake air generates swirl in the combustion chamber with strong directivity. When the internal pressure of the combustion chamber temporarily decreases due to the opening of the preceding intake valve, the intake valve with the later valve opening timing opens, so that the intake air rapidly flows into the combustion chamber and Interfering with the swirl to generate a stronger swirl. Accordingly, the combustion efficiency can be greatly improved in combination with the small operation angle control of the intake valve.
【0010】[0010]
【実施例】図1〜図4は本発明に係る吸排気弁駆動制御
装置を多気筒機関の吸気側に適用した一実施例を示して
いる。1 to 4 show an embodiment in which an intake / exhaust valve drive control device according to the present invention is applied to the intake side of a multi-cylinder engine.
【0011】即ち、図中21は図外の機関のクランク軸
からスプロケットを介して回転駆動する駆動軸、22は
該駆動軸21の外周に一定の隙間をもって同軸上に配置
され、かつ駆動軸21と相対回転自在な中空状のカムシ
ャフト、23は駆動軸21とカムシャフト22との間に
介装されて、両者21,22を連繋する制御機構、24
は該制御機構23を揺動させる駆動機構である。That is, in the figure, reference numeral 21 denotes a drive shaft which is rotationally driven from a crankshaft of an engine (not shown) via a sprocket, and 22 denotes a drive shaft 21 which is coaxially arranged on the outer periphery of the drive shaft 21 with a certain gap. And a hollow camshaft 23 rotatable relative to the drive shaft 21 and the camshaft 22, a control mechanism connecting the two 21 and 22, 24
Is a drive mechanism for swinging the control mechanism 23.
【0012】前記駆動軸21は、機関前後方向へ延設さ
れていると共に、軽量化を図るために内部中空状に形成
されている。The drive shaft 21 extends in the front-rear direction of the engine, and is formed hollow inside to reduce the weight.
【0013】前記カムシャフト22は、図3にも示すよ
うに長手方向の所定位置で各気筒毎に軸直角方向から分
割形成されており、夫々がシリンダヘッド20上端部に
有するカムブラケット20a,20aに回転自在に支持
されていると共に、外周の所定位置には、1気筒当たり
2つ設けられた吸気弁25,26をバルブスプリング6
1,61のばね力に抗してバルブリフター62,62を
介して開作動させる夫々一対のカム63,64が一体に
設けられている。As shown in FIG. 3, the camshaft 22 is formed at a predetermined position in the longitudinal direction for each cylinder from a direction perpendicular to the axis, and each of the camshafts 22 has a cam bracket 20a, 20a provided at the upper end of the cylinder head 20. And two intake valves 25 and 26 per cylinder are provided at predetermined positions on the outer periphery.
A pair of cams 63, 64, which are opened via valve lifters 62, 62, respectively, against the spring force of the springs 1, 61, are provided integrally.
【0014】この各カム63,64は、図1及び図2に
示すようにそのプロフィールが異なった形状に形成さ
れ、他方側カム64はリフト立上り面64a(開弁側)
とリフト立下り面64b(閉弁側)が中心線Nを中心と
した左右対称形状に形成されているのに対し、一方側カ
ム63は、非対称形状に形成され、リフト立上り面63
aがリフト立下り面63bよりも急傾斜状に形成されて
いる。Each of the cams 63 and 64 has a different profile as shown in FIGS. 1 and 2, and the other cam 64 has a lift rising surface 64a (valve opening side).
And the lift falling surface 64b (valve closing side) is formed in a symmetrical shape about the center line N, whereas the one-side cam 63 is formed in an asymmetrical shape and the lift rising surface 63
a is formed to be steeper than the lift falling surface 63b.
【0015】前記制御機構23は、図1及び図4に示す
ように各カムシャフト22の一端部に一体に設けられた
第1フランジ部27と、駆動軸21の所定外周にスリー
ブ28を介して設けられ、前記第1フランジ部27と対
向する第2フランジ部32と、該両フランジ部29,3
2の間に介装された環状ディスク29と、該環状ディス
ク29の外周を支持孔34a内周面で回転自在に支持す
るディスクハウジング34とから主として構成されてい
る。As shown in FIGS. 1 and 4, the control mechanism 23 has a first flange portion 27 integrally provided at one end of each camshaft 22 and a sleeve 28 on a predetermined outer periphery of the drive shaft 21. A second flange portion 32 provided to face the first flange portion 27;
2 and a disk housing 34 that rotatably supports the outer periphery of the annular disk 29 on the inner peripheral surface of the support hole 34a.
【0016】前記第1フランジ部27は、図5にも示す
ように中空部から半径方向に沿った細長い矩形状の係合
溝30が形成されており、また、その外側面に円周方向
に環状ディスク29の一側面に摺接する突起面27aが
一体に設けられている。一方、第2フランジ部32は、
図6に示すようにスリーブ28の機関後端側に一体に設
けられ、前記係合溝30と180°の反対位置に半径方
向に沿った細長い矩形状の係合溝33が形成されてお
り、また、外側面に環状ディスク29の他側面に摺接す
る突起面32aが一体に設けられている。As shown in FIG. 5, the first flange portion 27 is formed with an elongated rectangular engaging groove 30 extending in the radial direction from the hollow portion, and has a circumferentially extending outer surface. A protruding surface 27a that slides on one side surface of the annular disk 29 is provided integrally. On the other hand, the second flange portion 32
As shown in FIG. 6, an elongated rectangular engaging groove 33 is formed integrally with the sleeve 28 at the rear end side of the engine, and is formed at a position opposite to the engaging groove 30 by 180 ° along the radial direction. Further, a protruding surface 32a which is in sliding contact with the other side surface of the annular disk 29 is integrally provided on the outer side surface.
【0017】前記スリーブ28は、図3に示すように小
径な一端部28bが各カムシャフト22の前記他方側の
分割端部内に回転自在に挿入している共に、略中央位置
に直径方向に貫通した連結軸31を介して駆動軸21に
連結固定されている。As shown in FIG. 3, the sleeve 28 has a small-diameter end 28b rotatably inserted into the other divided end of each camshaft 22 and penetrates diametrically at a substantially central position. And is fixedly connected to the drive shaft 21 via the connection shaft 31.
【0018】前記環状ディスク29は、略ドーナツ板状
を呈し、内径がカムシャフト22の内径と略同径に形成
されて、駆動軸21の外周面との間に環状の隙間部Sを
形成していると共に小巾の外周部がディスクハウジング
34の一側部に固定された保持部材35を介して保持さ
れている。また、直径線上の対向位置に貫通形成された
ピン孔29b,29cには、各係合溝30,33に係合
する一対のピン36,37が回転自在に挿通支持されて
いる。この各ピン36,37は、互いにカムシャフト軸
方向へ逆向きに突出しており、先端部の両側縁に図5及
び図6に示すように前記係合溝30,33の対向内面3
0a,30b、33a,33bと当接する2面巾状の平
面部36a,36b、37a,37bが形成されてい
る。The annular disk 29 has a substantially donut shape, and has an inner diameter substantially equal to the inner diameter of the camshaft 22, and forms an annular gap S with the outer peripheral surface of the drive shaft 21. In addition, a small-diameter outer peripheral portion is held via a holding member 35 fixed to one side of the disk housing 34. A pair of pins 36 and 37 that engage with the respective engagement grooves 30 and 33 are rotatably inserted into and supported by pin holes 29b and 29c that are formed at opposed positions on the diameter line. The pins 36, 37 project in opposite directions to each other in the camshaft axial direction, and are formed on both side edges of the distal end portion, as shown in FIGS.
Two plane-width flat portions 36a, 36b, 37a, and 37b that are in contact with 0a, 30b, 33a, and 33b are formed.
【0019】前記ディスクハウジング34は、図1に示
すように略円環状を呈し、外周の一端部に有するボス部
34bの枢支孔38を介して支軸40に揺動自在に支持
されていると共に、ボス部34bと直径方向の反対側に
有する突起部34cに矩形状のカム溝39が形成されて
いる。また、このカム溝39内には、制御シャフト42
に一体に設けられた偏心カム41が回動自在に設けられ
ている。したがって、ディスクハウジング34は、偏心
カム41の回転に伴い支軸40を支点として上下に揺動
するようになっている。The disk housing 34 has a substantially annular shape as shown in FIG. 1, and is swingably supported by a support shaft 40 through a pivot hole 38 of a boss 34b provided at one end of the outer periphery. At the same time, a rectangular cam groove 39 is formed on the projection 34c provided on the diametrically opposite side of the boss 34b. In the cam groove 39, a control shaft 42
An eccentric cam 41 provided integrally with the camera is rotatably provided. Therefore, the disk housing 34 swings up and down around the support shaft 40 as the eccentric cam 41 rotates.
【0020】前記支軸40は、図4に示すようにその基
部がシリンダヘッド20の上端部に固定されたブラケッ
ト43の固定用孔43aに固定されている。一方、前記
偏心カム41は、図1に示すように周方向の肉厚が薄肉
部41aと対向する部位が最大厚肉部41bとなるよう
に漸次変化していると共に、その中心P1が制御シャフ
ト42の軸心P2から所定量偏倚している。前記制御シ
ャフト42は、支軸40と並行に機関の前後方向に沿っ
て延設されて、所定部位がシリンダヘッド20上の図外
の軸受に支持されていると共に、前記駆動機構24によ
って回転制御されるようになっている。As shown in FIG. 4, the support shaft 40 has its base fixed to a fixing hole 43a of a bracket 43 fixed to the upper end of the cylinder head 20. On the other hand, the eccentric cam 41 has its thickness in the circumferential direction gradually changed so that the portion facing the thin portion 41a becomes the maximum thick portion 41b as shown in FIG. 42 from the axis P2. The control shaft 42 extends in the front-rear direction of the engine in parallel with the support shaft 40, a predetermined portion is supported by a bearing (not shown) on the cylinder head 20, and rotation control is performed by the drive mechanism 24. It is supposed to be.
【0021】前記駆動機構24は、図7に示すように前
記制御シャフト42の一端部に設けられた油圧アクチュ
エータ46と、油圧アクチュエータ46に油圧を給排す
る油圧回路47とを備えている。As shown in FIG. 7, the drive mechanism 24 includes a hydraulic actuator 46 provided at one end of the control shaft 42, and a hydraulic circuit 47 for supplying and discharging hydraulic pressure to the hydraulic actuator 46.
【0022】前記油圧アクチュエータ46は、シリンダ
ヘッド20にブラケットを介して固定された筒状ハウジ
ング48と、該筒状ハウジング48内に回転自在に設け
られた2枚羽根の回転ベーン49と、該回転ベーン49
に隔成されて、対角線上に位置する各第1油室50,5
0及び第2油室51,51とを備えており、前記回転ベ
ーン49の中央に制御シャフト42がに連結されてい
る。The hydraulic actuator 46 includes a cylindrical housing 48 fixed to the cylinder head 20 via a bracket, a two-blade rotary vane 49 rotatably provided in the cylindrical housing 48, Vane 49
And the first oil chambers 50 and 5 located on a diagonal line.
A control shaft 42 is connected to the center of the rotary vane 49.
【0023】前記油圧回路47は、第1,第2油室5
0,51に油圧を給排する一対の第1,第2油通路52
a,52bと、該両油通路52a,52bの端部に設け
られた4ポート2位置型の電磁切換弁53と、オイルメ
インギャラリ54の上流端に設けられたオイルポンプ5
5と、各油通路52a,52bと適宜連通してオイルパ
ン56内に作動油を戻すドレン通路57と、ポンプ吐出
圧を一定圧に制御するリリーフバルブ58とを備えてい
る。The hydraulic circuit 47 includes first and second oil chambers 5.
A pair of first and second oil passages 52 for supplying and discharging hydraulic pressure to the first and second oil passages 51 and 52;
a, 52b, a four-port, two-position electromagnetic switching valve 53 provided at an end of the oil passages 52a, 52b, and an oil pump 5 provided at an upstream end of an oil main gallery 54.
5, a drain passage 57 for returning hydraulic oil into the oil pan 56 in appropriate communication with the oil passages 52a and 52b, and a relief valve 58 for controlling the pump discharge pressure to a constant pressure.
【0024】更に、前記電磁切換弁53は、機関回転数
や吸気空気量等の信号に基づいて現在の機関運転状態を
検出するコントローラ59からのON−OFF信号によ
って切り換え作動し、OFF信号によってオイルポンプ
55と第1油通路52aとを連通させると共に、第2油
通路52bとドレン通路57を連通させ、ON信号によ
って前記とは逆に連通させるようになっている。Further, the electromagnetic switching valve 53 is switched by an ON-OFF signal from a controller 59 for detecting a current engine operating state based on signals such as an engine speed and an intake air amount. The pump 55 communicates with the first oil passage 52a, the second oil passage 52b communicates with the drain passage 57, and the ON signal turns the communication in reverse.
【0025】以下、本実施例の作用について説明する。
まず、機関の高速高負荷時には、コントローラ59から
電磁切換弁53にOFF信号が出力されて、第1油室5
0,50内の作動油がドレン通路57から排出されると
共に、第2油室51,51内にオイルポンプ55から油
圧が圧送され、回転ベーン49が図7の反時計方向に回
転する。したがって、偏心カム41も反時計方向に回転
して、図1に示す位置に保持される。これによって、デ
ィスクハウジング34も、支軸40を支点として図1の
位置に保持され、環状ディスク29の中心Yが駆動軸2
1の軸心Xと合致する。The operation of this embodiment will be described below.
First, when the engine is running at high speed and high load, an OFF signal is output from the controller 59 to the electromagnetic switching valve 53 so that the first oil chamber 5
Hydraulic oil in the chambers 0 and 50 is discharged from the drain passage 57, and at the same time, oil pressure is fed from the oil pump 55 into the second oil chambers 51 and 51, and the rotary vanes 49 rotate counterclockwise in FIG. Therefore, the eccentric cam 41 also rotates counterclockwise and is held at the position shown in FIG. Thus, the disk housing 34 is also held at the position shown in FIG. 1 around the support shaft 40, and the center Y of the annular disk 29 is
1 coincides with the axis X.
【0026】依って、環状ディスク29と駆動軸21と
の間に回転位相は生じず、またカムシャフト22の中心
と環状ディスク29の中心Yも合致しているため、両者
22,29間の回転位相差も生じない。したがって、駆
動軸21の回転に伴いスリーブ28が同期回転すると共
に、第2フランジ部32の係止溝33とピン37,環状
ディスク29,ピン36,第1フランジ部27の係止溝
30を介してカムシャフト22も同期回転する。Accordingly, no rotational phase occurs between the annular disk 29 and the drive shaft 21 and the center Y of the camshaft 22 and the center Y of the annular disk 29 coincide with each other. No phase difference occurs. Therefore, the sleeve 28 rotates synchronously with the rotation of the drive shaft 21, and the locking groove 33 of the second flange 32 and the pin 37, the annular disk 29, the pin 36, and the locking groove 30 of the first flange 27 are interposed. The camshaft 22 also rotates synchronously.
【0027】したがって、吸気弁25,26は、図8A
の実線L1,L2で示すように作動角が大きくなり、開
弁時期が早くなると共に、閉弁時期が遅くなるため、吸
気慣性力を利用した吸気充填効率が向上し、高出力化が
図れる。Therefore, the intake valves 25, 26
As shown by the solid lines L1 and L2, the operating angle increases, the valve opening timing is advanced, and the valve closing timing is delayed, so that the intake charging efficiency using the intake inertia is improved, and high output can be achieved.
【0028】一方、機関低速低負荷時には、コントロー
ラ65から電磁切換弁53にON信号が出力されてオイ
ルポンプ55から吐出された油圧が第1油室50,50
内に流入する一方、第2油室51,51内の作動油がド
レン通路57からオイルパン56内に排出される。この
ため、回転ベーン49が図7の時計方向に回転して制御
シャフト42を同方向に回転させる。したがって、偏心
カム41は、図1に示す実線位置から破線位置まで図中
時計方向へ回転して、θ角度位置まで最大に回転し、最
大肉厚部41bが下部側に移動する。依って、ディスク
ハウジング34は、カム孔39を介して支軸40を支点
として揺動し、環状ディスク29の中心Yが駆動軸21
(カムシャフト22)の中心Xから偏心する。つまり、
偏心カム41の回動に伴い突起部34cが下方向へ引き
下げられると支軸40を支点として全体が下方向へ揺動
して所定量偏心する。したがって、第2フランジ部32
の係止溝33とピン37並びに第1フランジ部27の係
止溝30とピン36との摺動位置が駆動軸21の1回転
毎に移動し、環状ディスク29の角速度が変化して不等
角速度回転になる。On the other hand, when the engine is at low speed and low load, an ON signal is output from the controller 65 to the electromagnetic switching valve 53, and the hydraulic pressure discharged from the oil pump 55 is applied to the first oil chambers 50, 50.
The hydraulic oil in the second oil chambers 51, 51 is discharged from the drain passage 57 into the oil pan 56. Therefore, the rotating vane 49 rotates clockwise in FIG. 7 to rotate the control shaft 42 in the same direction. Therefore, the eccentric cam 41 rotates clockwise in the drawing from the solid line position to the broken line position shown in FIG. 1 and rotates to the maximum at the θ angle position, and the maximum thickness portion 41b moves to the lower side. Accordingly, the disk housing 34 swings about the support shaft 40 as a fulcrum via the cam hole 39, and the center Y of the annular disk 29 is
It is eccentric from the center X of the (camshaft 22). That is,
When the projection 34c is pulled down with the rotation of the eccentric cam 41, the whole swings downward about the support shaft 40 as a fulcrum and is eccentric by a predetermined amount. Therefore, the second flange portion 32
The sliding position between the locking groove 33 and the pin 37 and the locking groove 30 of the first flange portion 27 and the pin 36 move for each rotation of the drive shaft 21, and the angular velocity of the annular disk 29 changes, resulting in unevenness. It becomes angular velocity rotation.
【0029】即ち、係止溝30とピン36の摺動位置が
駆動軸21の中心Xに接近する場合は、係止溝33とピ
ン37の摺動位置が中心Xから離れる関係になる。この
場合は、環状ディスク29は、駆動軸21に対して角速
度が大きくなり、環状ディスク29に対しカムシャフト
22の角速度も大きくなる。したがって、カムシャフト
22は、駆動軸21に対して、部分的に2重に増速され
た状態になる。That is, when the sliding position between the locking groove 30 and the pin 36 approaches the center X of the drive shaft 21, the sliding position between the locking groove 33 and the pin 37 is separated from the center X. In this case, the angular velocity of the annular disk 29 is higher with respect to the drive shaft 21, and the angular velocity of the camshaft 22 is higher with respect to the annular disk 29. Therefore, the camshaft 22 is partially doubled in speed with respect to the drive shaft 21.
【0030】この結果、該夫々の角速度の変化に基づき
カムシャフト22と駆動軸21との回転位相差は、図8
Bに示すように変化し、作動角は同図Aの破線L3,L
4に示すように小作動角に制御される。As a result, the rotational phase difference between the camshaft 22 and the drive shaft 21 based on the changes in the respective angular velocities is shown in FIG.
B, and the operating angles are indicated by broken lines L3, L in FIG.
The small operation angle is controlled as shown in FIG.
【0031】つまり、カムシャフト22の角速度が相対
的に大きい場合は、駆動軸21に対する回転位相は両者
21,22が等速になるまで進み、やがてカムシャフト
22の角速度が相対的に小さくなると回転位相は両者2
1,22が等速になるまで遅れる。そして、図8Bで示
すように回転位相差の最大,最小点の途中に同位相点
(P点)が存在し、同図の破線で示す回転位相の変化で
は、P点よりも前の吸気弁23の開弁時期が遅れ、P点
より後の閉弁時期は進み、図8Aの破線L3,L4で示
すように弁の作動角が小さくなる。したがって、前記の
ように機関低速低負荷域では、吸気弁23の開時期が少
し遅れ、閉時期が早くなる。これによって、吸排気弁の
バルブオーバラップが小さくなり、燃焼室の残留ガスが
減少し、安定した燃焼により燃費の向上が図れる。ま
た、早い閉弁時期により、吸気充填効率が向上し、低速
トルクを高めることができる。That is, when the angular velocity of the camshaft 22 is relatively high, the rotational phase with respect to the drive shaft 21 advances until the two 21 and 22 become equal in speed. Phase 2
It is delayed until 1 and 22 become uniform speed. The maximum rotational phase difference shown <br/> Suyo in Figure 8 B, the phase point in the middle of the minimum point (P point) is present, the change in the rotational phase shown by the broken line in the figure, P point The valve opening timing of the intake valve 23 before is delayed, the valve closing timing after the point P is advanced, and the operating angle of the valve is reduced as shown by broken lines L3 and L4 in FIG. 8A. Therefore, in the low engine speed and low load range, the opening timing of the intake valve 23 is slightly delayed and the closing timing is advanced. As a result, the valve overlap of the intake and exhaust valves is reduced, the residual gas in the combustion chamber is reduced, and the fuel efficiency can be improved by stable combustion. Further, due to the early valve closing timing, the intake charging efficiency is improved, and the low-speed torque can be increased.
【0032】そして、本実施例では、一方側カム63の
立上り面63aを立下り面63bよりも急傾斜状に形成
して、一方側,他方側吸気弁25,26の開時期を異な
らせたため、特に前述の吸気弁25,26の小作動角制
御時に、燃焼室内で強い吸気スワールを生成することが
できる。In this embodiment, the rising surface 63a of the one-side cam 63 is formed to be steeper than the falling surface 63b, so that the opening timings of the one-side and the other-side intake valves 25 and 26 are made different. Particularly, at the time of the small operation angle control of the intake valves 25 and 26, a strong intake swirl can be generated in the combustion chamber.
【0033】即ち、斯かる弁の小作動角制御時において
は、前記図8Aの破線L3,L4で示したようにバルブ
リフトの立上りが急激になるので、他方側カム64によ
って先に開弁する他方側吸気弁26(破線L3側)の開
弁速度が上昇する。このため、該他方側の吸気弁26を
通った吸気は燃焼室内で強い指向性を持ち、該燃焼室内
で比較的強いスワールを生成する。また、この先行した
他方側吸気弁26の急速な開弁により、燃焼室の内圧が
図8Cの実線で示すように吸気管内圧(一点鎖線)より
も一時的に急激に低下するため、遅れて開弁した一方側
吸気弁25(破線L4側)からの吸気が燃焼室内へ急速
に流入し、先行する吸気スワールに干渉してさらに強い
スワールを生成する。この結果、2弁式による吸気量の
増加と相俟って燃焼効率が一層向上し、出力トルクと燃
費を大巾に改善することが可能になる。That is, during the small operating angle control of the valve, the valve lift rises sharply as indicated by the broken lines L3 and L4 in FIG. 8A, and the valve is opened first by the other cam 64. The valve opening speed of the other intake valve 26 (on the side of the broken line L3) increases. Therefore, the intake air passing through the other intake valve 26 has a strong directivity in the combustion chamber, and generates a relatively strong swirl in the combustion chamber. In addition, due to the rapid opening of the preceding other-side intake valve 26, the internal pressure of the combustion chamber temporarily drops sharply below the intake pipe internal pressure (dashed line) as shown by the solid line in FIG. 8C. The intake air from the opened one-side intake valve 25 (on the broken line L4 side) rapidly flows into the combustion chamber, and interferes with the preceding intake swirl to generate a stronger swirl. As a result, the combustion efficiency is further improved in combination with the increase in the intake air amount by the two-valve system, and the output torque and the fuel consumption can be greatly improved.
【0034】また、この小作動角制御時には、閉弁時期
も早くなるため、燃焼室内の圧縮開始時期が早くなっ
て、所謂有効圧縮比が大きくなるので、特に燃焼温度の
低いアイドリング運転に近い低速低負荷域で前述のよう
な燃費等の改善に有効である。At the time of the small operating angle control, the valve closing timing is advanced, so that the compression start timing in the combustion chamber is advanced and the so-called effective compression ratio is increased. It is effective in improving the fuel efficiency and the like as described above in a low load range.
【0035】一方、前述のような両カム63,64の異
なるプロフィールに基づいて、各吸気弁25,26の作
動角を拡大する方向に制御することも可能である。即
ち、斯かる作動角を拡大するには、図9の破線で示すよ
うにディスクハウジング34を図中上方向に揺動させ
て、ディスク29の中心Yを駆動軸21の軸心Xに対し
て上方へ偏心させることによって行うことが可能にな
る。On the other hand, based on the different profiles of the two cams 63 and 64 as described above, it is also possible to control the operating angles of the intake valves 25 and 26 so as to increase the operating angles. That is, in order to enlarge such an operation angle, the disk housing 34 is swung upward in the drawing as shown by a broken line in FIG. 9 so that the center Y of the disk 29 is positioned with respect to the axis X of the drive shaft 21. This can be done by eccentricity upwards.
【0036】そして、吸気弁25,26の作動角が図1
0Aの破線L5,L6に示すように拡大されることによ
り、該吸気弁25,26の開時期が同心制御(図中実
線)時よりも進角されて、排気弁(バルブリフトZ)と
のバルブオーバラップも大きくなる。この時、両吸気弁
25,26の開時期の差θ1,θ2は、偏心制御によっ
て大巾に拡大する。したがって、斯かる偏心制御によ
り、他方側吸気弁26のみが大きなバルブオーバラップ
が形成されるため、該吸気弁26の開いた時点で燃焼室
から吸気通路への吸気の逆流が強くなる。このため、2
本の吸気通路のうち、一方が吸気逆流により流れが抑制
されるため、両吸気通路間の吸気流入速度差が大きくな
り、吸気流入の指向性が強くなる。この結果、燃焼室内
で強いスワールが生成される。The operating angles of the intake valves 25 and 26 are shown in FIG.
By expanding as shown by broken lines L5 and L6 of 0A, the opening timing of the intake valves 25 and 26 is advanced more than at the time of concentric control (solid line in the drawing), and the opening timing of the exhaust valves (valve lift Z) is increased. The valve overlap also increases. At this time, the difference θ1, θ2 between the opening timings of the two intake valves 25, 26 is greatly increased by the eccentricity control. Therefore, due to such eccentricity control, a large valve overlap is formed only in the other intake valve 26, and when the intake valve 26 is opened, the backflow of intake air from the combustion chamber to the intake passage becomes strong. Therefore, 2
Since the flow of one of the intake passages is suppressed by the intake backflow, the difference between the intake inflow speeds between the two intake passages is increased, and the directivity of the intake inflow is enhanced. As a result, a strong swirl is generated in the combustion chamber.
【0037】このように、弁の作動角を拡大すること
は、吸気弁25,26の閉時期が遅れ、有効圧縮比も低
下するので、該有効圧縮比が低下しても影響の少ない中
負荷の運転域に適している。As described above, increasing the operating angle of the valve delays the closing timing of the intake valves 25 and 26 and lowers the effective compression ratio. Suitable for driving range.
【0038】尚、高速高負荷の運転域では、斯かる弁の
作動角を拡大する制御は適しないが、弁作動角を中程度
に制御すれば、十分なスワールを確保しつつ運転性能の
低下を防止することが可能になる。In a high-speed, high-load operating range, it is not suitable to increase the operating angle of such a valve. However, if the operating angle of the valve is controlled to a medium level, the operating performance is reduced while ensuring a sufficient swirl. Can be prevented.
【0039】また、この実施例では、ディスクハウジン
グ34を、従来のように平歯車を用いずに偏心カム41
を用いて揺動させるようにしたため、カムシャフト22
の回転トルク変動に起因するディスクハウジング34の
交番荷重による打音や摩耗等の発生を防止できる。Further, in this embodiment, the eccentric disc housing 34, without using the spur gear cormorants good conventional cam 41
The camshaft 22
It is possible to prevent the occurrence of hitting noise, abrasion, etc. due to the alternating load of the disk housing 34 due to the fluctuation of the rotational torque.
【0040】しかも、前述のように各ピン36,37は
両側縁が平面部36a,36b、37a,37bに形成
されているため、各係止溝30,33の対抗内面30
a,30b、33a,33bと面接触状態で当接する。
したがって、駆動軸21からカムシャフト22への回転
伝達時及び環状ディスク29の偏心状態における平面部
36a,36b、37a,37bと対向内面30a,3
0b、33a,33bとの摺動時に両者間の集中荷重の
発生が防止されて、面圧が低下する。この結果、係止溝
30,33とピン36,37間に経時的な摩耗の発生が
防止されて、カムシャフト22の回転トルク変動に伴う
各フランジ部27,32と各ピン36,37との打音の
発生やバルブタイミングのズレによる制御精度の低下等
が防止される。Further, as described above, since the pins 36, 37 have both side edges formed on the flat portions 36a, 36b, 37a, 37b, the opposing inner surfaces 30 of the locking grooves 30, 33 are formed.
a, 30b, 33a, 33b in a surface contact state.
Therefore, the plane portions 36a, 36b, 37a, 37b and the inner surfaces 30a, 3a are not rotated when the rotation is transmitted from the drive shaft 21 to the camshaft 22 and the annular disk 29 is eccentric.
When sliding with 0b, 33a, 33b, generation of concentrated load between them is prevented, and the surface pressure is reduced. As a result, the generation of wear over time between the locking grooves 30 and 33 and the pins 36 and 37 is prevented, and the flanges 27 and 32 and the pins 36 and 37 between the flange portions 27 and 32 and the rotation torque of the camshaft 22 change. The occurrence of a tapping sound and a decrease in control accuracy due to a deviation in valve timing are prevented.
【0041】[0041]
【発明の効果】以上の説明で明らかなように、請求項1
に記載の発明によれば、とりわけ、1気筒当たり少なく
とも一対の吸気弁を作動する一方側カムの立上り面を、
他方側カムの立下り面と異なる形状に形成して、前記一
方側カムによる吸気弁の開時期を、他方側カムによる他
方の吸気弁の開時期よりも遅角させて、少なくとも前記
両吸気弁の小作動角制御時において前記各吸気弁から混
合気が燃焼室に流入する時期を異ならせたため、例えば
両吸気弁の小作動角制御時において燃焼室内で強い吸気
スワールを生成することが可能になる。この結果、前記
小作動角制御による燃焼効率と相俟って所定の機関運転
状態時における燃焼効率が一層向上し、燃費と出力トル
クをさらに向上させることができる。請求項2に記載の
発明によれば、両吸気弁の作動角が拡大されることによ
り、該吸気弁の開時期が同心制御時よりも進角されて、
排気弁とのバルブオーバラップも大きくなる。この時、
両吸気弁の開時期の差は、偏心制御によって大幅に拡大
する。したがって、斯かる偏心制御により、他方側吸気
弁のみが大きなバルブオーバラップが形成されるため、
該吸気弁の開いた時点で、燃焼室から吸気通路への吸気
の逆流が強くなる。このため、一方の吸気通路が吸気逆
流により流れが抑制されるため、各吸気通路間の吸気流
入速度差が大きくなり、吸気流入の指向性が強くなる。
この結果、燃焼室内で強いスワールが生成される。 As is apparent from the above description, claim 1
According to the invention described in the above , particularly, the rising surface of the one-side cam that operates at least a pair of intake valves per cylinder,
The other cam is formed in a shape different from the falling surface of the other cam , and the opening timing of the intake valve by the one cam is set differently by the other cam.
The opening timing of the intake valve is retarded, and at least during the small operating angle control of the two intake valves, the timing at which the air-fuel mixture flows into the combustion chamber from each of the intake valves is changed.
It is possible to generate a strong intake swirl in the combustion chamber during the small operation angle control of both intake valves . As a result, the combustion efficiency in a predetermined engine operating state is further improved in combination with the combustion efficiency by the small operation angle control, and the fuel efficiency and output torque can be further improved. Claim 2
According to the invention, the operating angles of both intake valves are increased.
Therefore, the opening timing of the intake valve is advanced more than the concentric control,
The valve overlap with the exhaust valve also increases. At this time,
The difference between the opening timings of both intake valves is greatly expanded by eccentricity control
I do. Therefore, by such eccentricity control, the other side intake
Because only the valve forms a large valve overlap,
When the intake valve is opened, the intake air from the combustion chamber to the intake passage
Backflow becomes stronger. Therefore, one of the intake passages
Since the flow is suppressed by the flow, the intake flow between each intake passage
The difference in the inflow speed increases, and the directivity of the inflow of intake air increases.
As a result, a strong swirl is generated in the combustion chamber.
【図1】本発明の一実施例を示す図4のA−A線断面
図。FIG. 1 is a sectional view taken along the line AA of FIG. 4 showing one embodiment of the present invention.
【図2】本実施例に供されるカムを示す正面図。FIG. 2 is a front view showing a cam provided in the embodiment.
【図3】本実施例の要部断面図。FIG. 3 is a sectional view of a main part of the embodiment.
【図4】本実施例の要部平面図。FIG. 4 is a plan view of a main part of the embodiment.
【図5】図4のB−B線断面図。FIG. 5 is a sectional view taken along line BB of FIG. 4;
【図6】図4のC−C線断面図。FIG. 6 is a sectional view taken along line CC of FIG. 4;
【図7】本実施例に供される駆動機構を示す概略図。FIG. 7 is a schematic diagram showing a drive mechanism provided in the embodiment.
【図8】Aは本実施例の吸気弁によるバルブリフト特性
図、Bは偏心制御時における駆動軸とカムシャフトとの
回転位相差特性図、Cは燃焼室内圧及び吸気通路内圧と
の関係を示す特性図。8A is a diagram showing a valve lift characteristic of the intake valve of the present embodiment, FIG. 8B is a diagram showing a rotational phase difference between the drive shaft and the camshaft during eccentricity control, and FIG. 8C is a diagram showing the relationship between the pressure in the combustion chamber and the pressure in the intake passage. FIG.
【図9】ディスクの異なる偏心方向を示す図4のA−A
線断面図。FIG. 9 AA of FIG. 4 showing different eccentric directions of the disc.
Line sectional view.
【図10】Aは前記異なる偏心制御時と同心制御時にお
けるバルブリフト特性図、Bは同偏心制御時における駆
動軸とカムシャフトとの回転位相差特性図、Cは同制御
中の燃焼室内圧と吸気通路内圧との関係を示す特性図。10A is a valve lift characteristic diagram at the time of the different eccentricity control and at the time of the concentricity control, FIG. 10B is a characteristic diagram of a rotational phase difference between the drive shaft and the camshaft at the time of the same eccentricity control, and FIG. FIG. 3 is a characteristic diagram showing a relationship between the pressure and the intake passage internal pressure.
【図11】従来の吸排気弁駆動制御装置を示す要部断面
図。FIG. 11 is a sectional view of a main part showing a conventional intake and exhaust valve drive control device.
【図12】図11のD−D線断面図。FIG. 12 is a sectional view taken along line DD of FIG. 11;
21…駆動軸 22…カムシャフト 23…制御機構 24…駆動機構 25…一方側吸気弁 26…他方側吸気弁 63…一方側カム 63a…立上り面 64…他方側カム 64a…立上り面 DESCRIPTION OF SYMBOLS 21 ... Drive shaft 22 ... Cam shaft 23 ... Control mechanism 24 ... Drive mechanism 25 ... One side intake valve 26 ... The other side intake valve 63 ... One side cam 63a ... Rising surface 64 ... The other side cam 64a ... Rising surface
───────────────────────────────────────────────────── フロントページの続き (56)参考文献 特開 昭63−1707(JP,A) 特開 平2−256808(JP,A) 特開 昭59−25015(JP,A) 特開 平1−159417(JP,A) 実開 昭58−191336(JP,U) (58)調査した分野(Int.Cl.7,DB名) F01L 13/00 301 F01L 1/08 F02B 31/02 F02D 13/02 ──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-63-1707 (JP, A) JP-A-2-256808 (JP, A) JP-A-59-25015 (JP, A) JP-A-1- 159417 (JP, A) Fully open 1983-191336 (JP, U) (58) Fields investigated (Int. Cl. 7 , DB name) F01L 13/00 301 F01L 1/08 F02B 31/02 F02D 13/02
Claims (2)
駆動軸の同軸上に相対回転自在に設けられたカムシャフ
トと、該カムシャフトの外周に一体に設けられ、1気筒
当たり少なくとも一対の吸気弁を作動させる少なくとも
一対のカムと、該駆動軸とカムシャフトとを連繋し、か
つ駆動軸の軸心に対して回動して駆動軸とカムシャフト
との相対回転位相を変換して前記吸気弁の作動角を変化
させる制御機構と、機関運転状態に応じて前記制御機構
を回動させる駆動機構とを備えた内燃機関の吸排気弁駆
動制御装置において、 前記一方側カムの立上り面を、他方側カムの立上り面と
異なる急傾斜形状に形成して、前記一方側カムによる前
記一方の吸気弁の開時期を他方側カムによる他方の吸気
弁の開時期よりも遅角させて、少なくとも前記両吸気弁
の小作動角制御時において前記各吸気弁から混合気が燃
焼室に流入する時期を異ならせたことを特徴とする内燃
機関の吸排気弁駆動制御装置。A drive shaft driven to rotate by 1. A engine, a camshaft which is provided to be relatively rotatable coaxially of the drive shaft, provided integrally on the outer periphery of the cam shaft, one also less per cylinder At least one pair of cams for operating a pair of intake valves , the drive shaft and the camshaft are connected, and the relative rotation phase between the drive shaft and the camshaft is changed by rotating with respect to the axis of the drive shaft. An intake / exhaust valve drive control device for an internal combustion engine, comprising: a control mechanism for changing an operating angle of the intake valve ; and a drive mechanism for rotating the control mechanism in accordance with an engine operating state. The surface is formed into a steeply inclined shape different from the rising surface of the other cam, and the opening timing of the one intake valve by the one cam is adjusted by the other intake by the other cam.
Wherein the timing at which the air-fuel mixture flows into the combustion chamber from each of the intake valves is made different at least during the small operation angle control of the two intake valves by retarding the valve opening timing. Exhaust valve drive control device.
いて、前記各吸気弁の作動角を拡大する方向に制御するAnd control the operating angle of each of the intake valves in a direction to increase the operating angle.
ことを特徴とする請求項1に記載の内燃機関に吸排気弁The intake / exhaust valve for an internal combustion engine according to claim 1, wherein
駆動制御装置。Drive control device.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP18502093A JP3355226B2 (en) | 1993-07-27 | 1993-07-27 | Intake and exhaust valve drive control device for internal combustion engine |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP18502093A JP3355226B2 (en) | 1993-07-27 | 1993-07-27 | Intake and exhaust valve drive control device for internal combustion engine |
Publications (2)
Publication Number | Publication Date |
---|---|
JPH0742517A JPH0742517A (en) | 1995-02-10 |
JP3355226B2 true JP3355226B2 (en) | 2002-12-09 |
Family
ID=16163375
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP18502093A Expired - Fee Related JP3355226B2 (en) | 1993-07-27 | 1993-07-27 | Intake and exhaust valve drive control device for internal combustion engine |
Country Status (1)
Country | Link |
---|---|
JP (1) | JP3355226B2 (en) |
-
1993
- 1993-07-27 JP JP18502093A patent/JP3355226B2/en not_active Expired - Fee Related
Also Published As
Publication number | Publication date |
---|---|
JPH0742517A (en) | 1995-02-10 |
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