JPH11336522A - Variable valve system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To shorten the overall length of an internal combustion engine while the variable range is enlarged where the lift of a suction/exhaust valve changes. SOLUTION: This variable valve system consisting of a valve timing adjusting mechanism 1 and a cam shaft moving mechanism 2 has inevitably a large dimension in the axial direction of a camshaft 110. However, the bore of a vane rotor 130 including a second spline 137 is furnished with an annular projection 136 extending toward a sprocket 100, and the projection 136 is inserted in a ring-shaped recess formed in the sprocket 100. Therefore, it is possible to give a minimum required width to the vane rotor 13 about the axial direction while a spline length required to enlarge the variable range of the lift of a suction/ exhaust valve is secured, and the overall length of the engine can be shortened.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a variable valve operating device, and more particularly to a variable valve operating device that changes a valve opening / closing timing and a lift amount in an internal combustion engine according to an operating state.

[0002]

2. Description of the Related Art A camshaft is driven through a timing pulley or a chain sprocket that rotates synchronously with a crankshaft, and the timing pulley or the chain sprocket and the camshaft are rotated relative to each other to change the opening / closing timing of a valve in an internal combustion engine. Japanese Patent Application Laid-Open No. 9-605 discloses a vane type variable valve timing device.
Japanese Unexamined Patent Application Publication No. 08-0808 is known.

In the variable valve timing device disclosed in Japanese Patent Application Laid-Open No. 9-60508, a timing pulley and a camshaft are connected by a vane rotor, the vane rotor is fixed to the camshaft, and the vane rotor is rotatable relative to the timing pulley. With this arrangement, the driving force from the crankshaft is transmitted to the camshaft, and the camshaft can be rotated in the advance direction or the retard direction with respect to the timing pulley.

On the other hand, Japanese Patent Application Laid-Open No. 9-32519 discloses a variable lift device in which a cam having an outer shape different in the axial direction is provided on a camshaft and the lift amount of a valve in the internal combustion engine is changed by moving the camshaft in the axial direction. What is disclosed in a gazette is known.

In the variable lift device disclosed in Japanese Patent Application Laid-Open No. 9-32519, a crankshaft is provided by connecting a timing pulley and a camshaft with a sleeve, fixing the sleeve with the timing pulley, and spline-connecting the sleeve and the camshaft. Is transmitted to the camshaft so that the camshaft can reciprocate in the axial direction.

However, in the variable valve timing device disclosed in Japanese Patent Application Laid-Open No. 9-60508,
Although the opening / closing timing of a valve in an internal combustion engine can be changed, there is a problem that the valve lift cannot be changed. Also, JP-A-9-3
In the variable lift device disclosed in Japanese Patent No. 2519, the lift amount of the valve can be changed, but there is a problem that the opening / closing timing of the valve cannot be changed.

Therefore, cams having different outer shapes in the axial direction are attached to the cam shaft, and the cam shaft is moved in the axial direction.
In addition, the camshaft is driven via a timing pulley that rotates synchronously with the crankshaft, and the timing pulley and the camshaft are relatively rotated to change the valve opening / closing timing and the valve lift amount in the internal combustion engine. We applied for a valve device first (Japanese Patent Application No. Hei 9
-250615).

In the variable valve operating device described in Japanese Patent Application No. 9-250615, a sleeve is interposed between a vane rotor and a camshaft and spline-coupled to the camshaft, so that the camshaft is connected to the timing pulley. The camshaft can be turned in the advance direction or the retard direction, and the camshaft can be reciprocated in the axial direction.

[0009]

In order to increase the variable width of the lift amount of the intake / exhaust valve, it is necessary to increase the inclination of the outer shape of the cam or to increase the axial movement amount of the cam. There is.

However, there is a limit to increasing the inclination of the outer shape of the cam, and it is necessary to increase the amount of movement of the cam in the axial direction, that is, to move the cam shaft and the vane rotor to allow the cam shaft to move in the axial direction. It is required to increase the length of the joint. On the other hand, the required minimum width of the vane rotor of the above-mentioned prior application (Japanese Patent Application No. 9-250615) is determined in consideration of the mechanical strength and the driving force required to rotate the camshaft. To increase the variable width of the lift amount of the intake and exhaust valves, the length of the axially movable joint between the camshaft and the vane rotor is increased. Since the width is set, the width of the vane rotor in the axial direction is unnecessarily long. As a result, there is a problem that the total length of the internal combustion engine becomes longer and it is difficult to mount the engine on a vehicle.

Therefore, in view of such a conventional problem,
The present invention increases the lift amount of a valve in an internal combustion engine by extending a movement allowable region of an axially movable coupling portion between a camshaft and a vane rotor to a position inside a driving force transmitting member such as a chain sprocket or a timing pulley adjacent to the vane rotor. It is an object of the present invention to provide a variable valve apparatus capable of shortening the overall length of an internal combustion engine while securing the length of an axially movable coupling portion necessary for increasing the variable width.

[0012]

SUMMARY OF THE INVENTION A variable valve train according to the present invention has been made to achieve the above object, and comprises a driving force transmitting member which is driven to rotate by a crankshaft of an internal combustion engine, and A vane rotor disposed adjacent to the transmission member and rotatable relative to the driving force transmission member; and a vane rotor movably provided in the axial direction with respect to the driving force transmission member and the vane rotor, and rotatable relative to the driving force transmission member. Wherein the camshaft has a cam having a different outer shape in the axial direction, wherein an axially movable coupling portion between the camshaft and the vane rotor is provided inside the driving force transmitting member. To be extended.

According to the present invention, the range of movement of the camshaft, which is determined by the length of the axially movable coupling portion between the camshaft and the vane rotor, is extended to the inside of the driving force transmitting member, thereby increasing the valve lift in the internal combustion engine. The axial width of the vane rotor can be minimized while securing the length of the axially movable coupling portion necessary for increasing the variable width of the amount, and the axial width of the vane rotor and the driving force transmission member can be reduced. The length can be reduced, and thus the overall length of the engine.

[0014]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a variable valve apparatus according to the present invention will be described below with reference to FIGS.

FIG. 1 is a longitudinal sectional view showing a variable valve apparatus according to this embodiment. In this figure, a timing gear 101 formed on a sprocket 100 as a driving force transmitting member is connected to a crankshaft (not shown) of an engine by a timing chain 102. Thereby, the timing gear 101 rotates in synchronization with the crankshaft.

The camshaft 110 to which the driving force is transmitted from the timing gear 101 drives the intake valve to open and close. The camshaft 110 has three-dimensional cams 111 having different outer shapes in the axial direction at predetermined intervals in the axial direction. Although one three-dimensional cam is shown in the drawing, two three-dimensional cams for opening and closing the intake valves are provided for each cylinder. Further, at one end of the camshaft 110, a valve timing adjusting mechanism 1 for enabling relative rotation between the sprocket 100 and the camshaft 110 is provided, and at the other end, the sprocket 100 is indicated by arrows X and Y. A camshaft moving means 2 is provided which enables reciprocal movement in the axial direction. The valve timing adjusting mechanism 1 and the camshaft moving means 2 are controlled by a hydraulic circuit described later. The sprocket 100 and the camshaft 11
0 rotates counterclockwise when viewed from the left in FIG.
This rotation direction is referred to as an advance direction.

First, the valve timing adjusting mechanism 1 will be described. As shown in FIG.
Is formed by a small diameter portion 103 and a large diameter portion 104, and the small diameter portion 103 and the large diameter portion 104 are integrally formed. A timing gear 101 is formed on the outer periphery of one end of the large diameter portion 104, and the timing chain 101 is attached to the timing gear 101.
02 is attached. An annular concave portion 105 formed in a disk shape is provided in the inner periphery of the other end of the large diameter portion 104 in the axial direction. On the side of the large diameter portion 104 where the annular recess 105 is formed, a shoe housing 1 formed in a cylindrical shape is provided.
20 are provided. The shoe housing 120 accommodates the vane rotor 130 and has one side closed by the large-diameter portion 104 of the sprocket 100 and the other side closed by the cover 127. Vane rotor 130,
With the shoe housing 120 and the cover 127 pre-assembled, the sprocket 100
Is screwed and fixed.

Also, at one end of the camshaft 110, there is provided a first spline 11 as an axially movable coupling portion comprising an outer spline 112 and a scissors spline 113.
7 is engaged with a second spline 137 as an axially movable coupling portion of the vane rotor 130 described later. The position of the outer spline 112 in the rotation direction is determined by the knock pin 118. The scissors spline 113 is the camshaft 110 and the outer spline 1
12 and attached to the scissor spline 1
Numeral 13 prevents the backlash of the first spline 117 from the second spline. Outer spline 1
12 and the scissors spline 113
6 is fixed to the camshaft 110. With the above-described configuration, the camshaft 110 having the scissors splines 113 and the outer splines 112 can rotate relative to the vane rotor 130 so as not to rotate, and can reciprocate in the axial direction with respect to the vane rotor 130.

The above-mentioned second spline 137 is formed on the inner peripheral wall of the vane rotor 130. The length required for increasing the variable width of the lift amount of the intake valve is secured as the length of the second spline 137, and the length is
It is configured to be approximately equal to the axial movement distance of the three-dimensional cam. The vane inner diameter portion including the second spline 137 has an annular convex portion 136 extending toward the sprocket 100 side,
The annular projection 136 is inserted into the annular recess 105 of the sprocket 100 described above.

Here, in the past, in order to increase the variable width of the lift amount of the intake valve, the width of the vane rotor 130 was increased to secure the amount of movement of the camshaft 110 in the axial direction. However, as described above, the annular protrusion 13
6 is inserted into the annular recess 105 so that the annular projection 136 is formed.
The axial length of the camshaft 110 becomes shorter by the axial length of the camshaft 110.

FIG. 2 is a sectional view taken along line AA in FIG. In the figure, a shoe 1 protruding toward the axis L of the camshaft 110 and formed in a trapezoidal shape at substantially equal intervals in the circumferential direction is formed on the inner peripheral surface of the shoe housing 120.
21, 122, 123, and 124 are formed. Fan-shaped space portions 150 are formed at regular intervals in the circumferential direction of the shoe housing 120 between the shoes 121, 122, 123, and 124 in the circumferential direction. Also, shoes 121, 1
A bolt hole 125 into which the bolt 106 is inserted is formed in each of 22, 22, and 124.

A vane 1 projecting outward so as to be inserted into the fan-shaped space 150 is formed on the outer peripheral surface of the vane rotor 130.
31, 132, 133, 134 are provided at equal intervals in the circumferential direction of the vane rotor 130. Each of these vanes 13
Fan-shaped space portion 1 into which 1, 132, 133 and 134 are inserted
The interior of the chamber 50 is partitioned by the vanes 131, 132, 133, and 134 into retard hydraulic chambers 151, 152, 153, and 154 and advance hydraulic chambers 155, 156, 157, and 158. Hydraulic oil is supplied to each retard hydraulic chamber from a retard control oil passage 160 described later, and hydraulic oil is supplied to each advance hydraulic chamber from an advance control oil passage 170 described later. By controlling the hydraulic pressure in each hydraulic chamber, the vane rotor 130
And the camshaft 110 are controlled relative to each other. Arrows indicating the retard direction and the advance direction shown in FIG. 2 indicate the retard direction of the vane rotor 130 with respect to the shoe housing 120,
Indicates the advance direction. In FIG. 2, each vane is located at one circumferential end of each fan-shaped space 150, and the vane rotor 130 is at the most retarded position with respect to the shoe housing 120. The most retarded position is defined by contacting the retarded side surface of the vane 131 with the advanced side surface of the shoe 121. As described later, at the most retarded position, the vane rotor 130 and the shoe housing 120 A stopper mechanism for regulating relative rotation is provided.

The vanes 131, 132, 133, 1
A seal member 128 is provided on the outer peripheral wall of the.
Outer peripheral wall of vane rotor 130 and shoe housing 120
In order to assemble, a minute clearance must be provided between the inner peripheral wall and the inner peripheral wall, and the seal member 128 prevents the hydraulic oil from leaking between the hydraulic chambers through the clearance. The seal member 128 is pushed toward the inner peripheral wall of the shoe housing 120 by the urging force of the leaf spring.

Next, the above-described stopper mechanism will be described. FIG. 3 is a sectional view taken along line BB in FIG. In this figure, a piston hole 140 is provided in a vane 131 of the vane rotor 130, and a stopper piston 141 is inserted into the piston hole 140 as shown in FIG. The stopper piston 141 is formed in a cylindrical shape with a bottom, and is slidable in the axial direction of the camshaft 110. The stopper piston 141 is urged toward the sprocket 100 by a spring 142. The large-diameter portion 104 of the sprocket 100 has a stopper piston 141
The stopper piston 141 has a tapered hole 143 at the most retarded position.
Is inserted into. Stopper piston 141 is tapered hole 14
3, the relative rotation of the vane rotor 130 with respect to the shoe housing 120 is restricted. This prevents the vane rotor 130 from fluttering when the hydraulic pressure is insufficient, such as at the time of starting.

A hydraulic chamber 144 is formed between the outer peripheral wall of the stopper piston 141 and the inner peripheral wall of the piston hole 140 as a release hydraulic chamber. The hydraulic chamber 144 communicates with the retard hydraulic chamber 151 via an oil passage 169, as shown in FIG. The force received by the hydraulic oil on the pressure receiving surface of the stopper piston 141 acts in a direction to cause the stopper piston 141 to escape from the tapered hole 143. When hydraulic oil of a predetermined pressure or more is supplied to the retard hydraulic chamber 151, the operating oil pressure opposes the urging force of the spring 142 and the stopper piston 141.
Escapes from the tapered hole 143.

As shown in FIG. 2, a hydraulic chamber 145 as a release hydraulic chamber formed at the tip of the stopper piston 141 communicates with an advance hydraulic chamber 155 described later via an oil passage 179. The force that the pressure receiving surface at the tip end of the stopper piston 141 receives from the hydraulic oil in the hydraulic chamber 145 is a taper hole 143.
From the stopper piston 141. When hydraulic oil of a predetermined pressure or more is supplied to the advance hydraulic chamber 155, the stopper piston 141 comes out of the tapered hole 143 against the urging force of the spring 142 by the operating hydraulic pressure.

The position of the stopper piston 141 and the position of the tapered hole 143 are determined when the vane rotor 130 is at the most retarded position with respect to the shoe housing 120, that is, the camshaft 110 is at the most retarded position with respect to the crankshaft. Sometimes, the stopper piston 141 is inserted into the tapered hole 143 by the urging force of the spring 142.

Next, the aforementioned retard control oil passage 160 and advance control oil passage 170 will be described. As shown in FIG. 1, the sprocket 100, the camshaft 110, etc.
A retard control oil passage 160 and an advance control oil passage 170 for supplying hydraulic oil to the valve timing control mechanism 1 are provided. The retard control oil passage 160 and the advance control oil passage 170 extend to the inside of the valve timing control mechanism 1, pass through the inside of the sprocket 100, and serve as a drive source via an oil control valve (OCV) 400 described later. Hydraulic pump 310 or drain 32
Connected to 0. The OCV 400 has an engine control device (E
CU) 300, the retard control oil passage 160, the advance control oil passage 170, the hydraulic pump 310, and the drain 3
The connection state with the device 20 is switched.

The retard control oil passage 160 includes an oil passage 161, an oil passage 162, and an oil hole 163. The oil passage 161 passes through the inside of the small diameter portion 103 of the sprocket 100 and communicates with an oil passage 162 formed in the large diameter portion 104 of the sprocket 100. The oil passage 162 is connected to the retard hydraulic chambers 151, 152, 153 through oil holes 163 formed at the end of the large-diameter portion 104 of the sprocket 100.
154.

On the other hand, the advance control oil passage 170
1. Hydraulic chamber 172, oil passage 173, oil passage 174, hydraulic chamber 1
75 and an oil hole 176. The oil passage 171 passes through the inside of the small-diameter portion 103 of the sprocket 100 and communicates with a hydraulic chamber 172 formed by cutting out a part of an outer peripheral wall of the camshaft 110. The hydraulic chamber 172 communicates with a hydraulic chamber 175 formed at an end of the camshaft 100 via an oil passage 174 formed toward the center of the camshaft 110. This hydraulic chamber 1
75 are advanced oil pressure chambers 155, 156, 157, through oil holes 176 formed in the inner peripheral surface of the vane rotor 130.
158.

Next, the above-described OCV 400 will be described. The OCV 400 is connected to the retard control oil passage 160 described above and the advance control oil passage 170 described above. The OCV 400 has a supply passage 330 and a discharge passage 3.
40 are connected. The supply passage 330 is connected to a drain 320 provided at a lower portion of the engine via, for example, an oil pump 310 driven by rotation of a crankshaft, and the discharge passage 340 is directly connected to the drain 320. .

The OCV 400 includes a casing 405. The casing 405 has a first supply / discharge port 410, a second supply / discharge port 415, a first discharge port 420, and a second supply / discharge port 420.
A discharge port 425 and a supply port 430 are provided. The first supply / discharge port 410 has a retard control oil passage 1
60, and the second supply / discharge port 415 communicates with the advance control oil passage 170. Further, a supply passage 330 communicates with the supply port 430, and a discharge passage 340 communicates with the first discharge port 420 and the second discharge port 425. In the casing 405, four valve parts 4 are provided.
There is provided a spool 450 which has a 35 and is urged in opposite directions by a coil spring 440 and an electromagnetic solenoid 445, respectively.

When the electromagnetic solenoid 445 is in the demagnetized state, the spool 450
The first supply / discharge port 410 and the first discharge port 420 communicate with each other, and the second supply / discharge port 415 communicates with the supply port 430. In this state, the operating oil in the drain 320 is supplied by the oil pump 320 to the supply passage 330 and the OCV 40.
Hydraulic oil sent to the advance control oil passage 170 via the zero and in the retard control oil passage 160 is returned to the drain 320 via the OCV 400 and the discharge oil passage 340.

When the electromagnetic solenoid 445 is excited, the spool 450 is disposed at the other end of the casing 405 against the urging force of the coil spring 440, and the second supply / discharge port 415 is connected to the second discharge port 425. The first supply / discharge port 410 communicates with the supply port 430. In this state, the operating oil in the drain 320 is supplied by the oil pump 310 to the supply passage 330 and the OCV 400.
The hydraulic oil sent out to the retard control oil passage 160 via the control valve and through the advance control oil passage 170 is returned to the drain 320 via the OCV 400 and the discharge passage 340.

Further, the duty of the voltage application to the electromagnetic solenoid 445 is controlled so that the spool 450 is
5, the first supply / discharge port 410 and the second supply / discharge port 415 are closed, and the supply / discharge port 41
0 The movement of the hydraulic oil through the second supply / discharge port 415 is prohibited. As described above, the valve timing control mechanism 1 can be controlled continuously.

Next, the camshaft moving mechanism 2 will be described. As shown in FIG. 1, the camshaft moving mechanism 2
The cylinder tube 201 includes a cylindrical cylinder tube 201, a piston 202 provided in the cylinder tube 201, and a pair of end covers 203 provided to close both end openings of the cylinder tube 201. The piston 202 is connected to the camshaft 110 penetrating one end cover 203. Further, the first pressure chamber 20 is provided inside the cylinder tube 201 by a piston 202.
4 and a second pressure chamber 205. First pressure chamber 2
04 and the second pressure chamber 205 are provided with a pair of end covers 20.
3 are connected to oil passages 206 and 207 formed respectively.

Then, the first through oil passages 206 and 207
When hydraulic oil is selectively supplied to the pressure chamber 204 and the second pressure chamber 205, the piston 202
Move in the axial direction of. With the movement of the piston 202, the camshaft 110 provided with the three-dimensional cam 111
Also move in the axial direction. Oil passage 206,
207 is connected to a hydraulic pump 310 or a drain 320 as a driving source via an OCV 500 described later. The OCV 500 is controlled by the oil passages 206 and 207, the hydraulic pump 310 and the drain 32 in accordance with an instruction from the ECU 300.
The connection state with 0 is switched.

Next, the above-described OCV 500 will be described. The oil passage 206 and the oil passage 207 described above are connected to the OCV 500. The supply passage 350 and the discharge passage 360 are connected to the OCV 500. The supply passage 350 is connected to the drain 320 via the oil pump 310, and is connected to the discharge passage 36.
0 is directly connected to the drain 320.

The OCV 500 includes a casing 505. The casing 505 includes a first supply / discharge port 510, a second supply / discharge port 515, a first discharge port 520, and a second supply / discharge port 520.
A discharge port 525 and a supply port 530 are provided. The oil passage 206 communicates with the first supply / discharge port 510, and the oil passage 207 communicates with the second supply / discharge port 515. Further, the supply port 530 includes a supply passage 350.
Communicate with the first discharge port 520 and the second discharge port 5
A discharge passage 360 communicates with 25. Further, a spool 550 having four valve portions 535 and being urged in opposite directions by a coil spring 540 and an electromagnetic solenoid 545 is provided in the casing 505.

When the electromagnetic solenoid 545 is in the demagnetized state, the spool 550
The first supply / discharge port 510 communicates with the first discharge port 520, and the second supply / discharge port 515 communicates with the supply port 530. In this state, the operating oil in the drain 320 is supplied by the oil pump 320 to the supply passage 350 and the OCV 50.
0 to the oil passage 207 and the oil passage 206
Hydraulic oil that was inside is returned to the drain 320 through the OCV 500 and the drain oil passage 360.

When the electromagnetic solenoid 545 is excited, the spool 550 is disposed at the other end of the casing 505 against the urging force of the coil spring 540, and the second supply / discharge port 515 is connected to the second discharge port 525. The first supply / discharge port 510 communicates with the supply port 530. In this state, the operating oil in the drain 320 is supplied by the oil pump 310 to the supply passage 350 and the OCV 500.
The hydraulic oil sent out to the oil passage 206 via the oil passage 206 and in the oil passage 207 is returned into the drain 320 via the OCV 500 and the discharge passage 360.

Further, the duty of the voltage application to the electromagnetic solenoid 545 is controlled, and the spool 550 is moved to the casing 50.
5, the first supply / discharge port 510 and the second supply / discharge port 515 are closed, and the supply / discharge port 51
0 The movement of the hydraulic oil through the second supply / discharge port 515 is prohibited. As described above, the camshaft moving mechanism 2 can be continuously controlled.

Next, the operation of the valve timing adjusting mechanism of the variable valve operating device will be described. When starting the engine, hydraulic pump 3
When hydraulic oil has not been introduced into the hydraulic chambers 144 and 145 from 10, the vane rotor 130 is at the most retarded position shown in FIG. The tip of the stopper piston 141 is inserted into the tapered hole 143 by the biasing force of the spring 142, and the vane rotor 130 and the shoe housing 120 are restrained.

After the engine is started, hydraulic oil is supplied from the hydraulic pump 310 to each of the retard hydraulic chambers. Hydraulic oil is also supplied from the retard hydraulic chamber 151 to the hydraulic chamber 144 via the oil passage 169. Therefore, when the hydraulic pressure in the hydraulic chamber 144 becomes higher than a predetermined pressure, the stopper piston 14 is pressed against the urging force of the spring 142.
1 comes out of the tapered hole 143. As a result, the vane rotor 130 can rotate relative to the shoe housing 120.

Next, in order to rotate the vane rotor 130 from the most retarded position shown in FIG. 2 to the advanced side, the OCV 400 is switched to open each retarded hydraulic chamber and supply hydraulic oil to each advanced hydraulic chamber. . At this time, hydraulic oil is supplied from the advance hydraulic chamber 155 to the hydraulic chamber 145 via the oil passage 179, so that the stopper piston 141 is kept out of the tapered hole 143. When the hydraulic pressure in each advance hydraulic chamber exceeds a predetermined pressure, the vane rotor 130 rotates from the most retarded position to the advance side with the stopper piston 141 falling out of the tapered hole 143, and the stopper piston 141 and the tapered hole 143 are rotated.
Is shifted, the stopper piston 1
41 does not fit into the tapered hole 143.

Thereafter, EC according to the engine operating state
The OCV 400 is switched by an instruction from U300 to control the hydraulic pressure of each retard hydraulic chamber and each advance hydraulic chamber, and the rotational phase difference of the vane rotor 130 with respect to the shoe housing 120, that is, the rotational phase difference of the camshaft 110 with respect to the crankshaft, is determined. Control. Thereby, the valve timing of the intake valve can be controlled with high accuracy.

Next, the operation of the camshaft moving mechanism 2 of the variable valve apparatus will be described. 3D cam 11 at engine start
Reference numeral 1 denotes a position where the intake valve has a low lift amount. That is, the piston 202 is in contact with the end cover on the camshaft 110 side. After the engine is started, the OCV 50 is controlled by an instruction from the ECU 300 according to the engine operating state.
By switching 0, the hydraulic pressure in the first pressure chamber 204 and the second pressure chamber 205 is controlled, and the camshaft 110 is moved in the axial direction via the piston 202. Thereby, the lift amount of the intake valve can be changed.

As described above, the valve timing adjusting mechanism 1
In the variable valve train provided with the camshaft moving mechanism 2, the axial length of the camshaft 110 is inevitably increased.
However, in the variable valve operating device according to the present embodiment, the second spline 1 formed on the inner peripheral wall of the vane rotor 130
By extending the movement area of the camshaft 110 determined by the length of 37 to the inside of the sprocket 100,
The axial width of the vane rotor 130 can be minimized while securing the length of the spline necessary for increasing the variable width of the lift amount of the intake valve, and the length of the camshaft 110 can be reduced. Thus, the overall length of the engine can be reduced.

The present invention is not limited to the above-described embodiment. In the above-described embodiment, the configuration in which the rotational driving force of the crankshaft is transmitted to the camshaft 110 by the timing gear 101 is adopted. It may be used for a pulley or the like. Further, in the above-described embodiment, the variable valve device for driving the intake valve has been described. However, the variable valve device for driving only the exhaust valve or both the intake valve and the exhaust valve may be used. Further, the valve timing adjusting mechanism 1 and the camshaft moving mechanism 2 may be replaced with a mechanism that can be controlled continuously, and a mechanism that can be controlled in two stages may be used.

[0050]

According to the variable valve operating device of the present invention, the moving area of the camshaft determined by the length of the axially movable coupling portion between the camshaft and the vane rotor is extended to the inside of the driving force transmitting member. In addition, the axial width of the vane rotor can be minimized while securing the length of the axially movable coupling portion necessary for increasing the variable width of the lift amount of the intake and exhaust valves. The length of the transmission member in the axial direction can be reduced, and thus the overall length of the engine can be reduced. Thereby, the mounting of the engine on the vehicle can be improved.

[Brief description of the drawings]

FIG. 1 is a longitudinal sectional view showing a variable valve operating device according to an embodiment of the present invention.

FIG. 2 is a sectional view taken along line AA in FIG.

FIG. 3 is a sectional view taken along line BB in FIG. 2;

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Valve timing adjustment mechanism, 2 ... Cam shaft moving mechanism, 100 ... Sprocket, 101 ... Timing gear, 102 ... Timing chain, 103 ... Small diameter part, 1
04: large diameter portion, 105: annular concave portion, 106: bolt, 1
Reference Signs List 10 camshaft, 111 three-dimensional cam, 112 external spline, 113 scissors spline, 114 external spline, 115 external spline, 116 cam bolt, 117 first spline, 118 knock pin, 120 shoe Housing, 121, 122, 12
3, 124 ... shoe, 125 ... bolt hole, 127 ... cover 128 ... seal member, 130 ... vane rotor, 131,
132, 133, 134: vane, 137: second spline, 132, 136: annular projection, 140: piston hole, 141: stopper piston, 142: spring,
143: tapered hole, 145: hydraulic chamber, 150: fan-shaped space, 151, 152, 153, 154: retard hydraulic chamber, 1
52, 156, 157, 158 ... advanced hydraulic chamber, 160 ...
Retard control oil passage, 161, oil passage, 162, oil passage, 163 ...
Oil hole, 169 ... oil passage, 170 ... advance control oil passage, 171 ...
Oil passage, 172: hydraulic chamber, 173: oil passage, 174: hydraulic chamber, 175: oil passage, 176: oil hole, 179: oil passage, 20
DESCRIPTION OF SYMBOLS 1 ... Cylinder tube, 202 ... Piston, 203 ... End cover, 204 ... 1st pressure chamber, 205 ... 2nd pressure chamber, 206, 207 ... Oil passage, 300 ... ECU, 310 ...
Hydraulic pump, 320 ... drain, 330 ... supply passage, 3
40: discharge passage, 350: supply passage, 360: discharge passage, 400: OCV, 405: casing, 410: first supply / discharge port, 415: second supply / discharge port, 420: first
Discharge port, 425: second discharge port, 430: supply port, 435: valve portion, 440: coil spring, 44
5 ... Electromagnetic solenoid, 450 ... Spool, 500 ... OC
V, 505: casing, 510: first supply / discharge port, 5
15: second supply / discharge port, 520: first discharge port, 52
5 Second discharge port 530 Supply port 535 Valve section 540 Coil spring 545 Electromagnetic solenoid 550 Spool

Claims (1)

[Claims] A driving force transmitting member rotatably driven by a crankshaft of an internal combustion engine; a vane rotor disposed adjacent to the driving force transmitting member and rotatable relative to the driving force transmitting member; A variable valve having a transmission member and a camshaft movably provided in the axial direction with respect to the vane rotor and arranged to be rotatable relative to the driving force transmission member, wherein the camshaft has a cam having a different outer shape in the axial direction. In the apparatus, the axially movable coupling portion between the camshaft and the vane rotor extends inward of the driving force transmitting member.