JPS58170809A - Suction and exhaust valves driving device - Google Patents

Abstract

PURPOSE:To permit the automatic control of the opening and closing timings, periods and strokes of the suction and the exhaust valves by a method wherein the suction and the exhaust valves are driven by a hydraulic circuit controlled based on the operating condition of an engine. CONSTITUTION:Oil, highly pressurized by a pump 11, is sent into a first flow path switching valve 13 through a first conduit 10a and, at this moment, a valve body 13a is situated at a position wherein it is opening the first conduit 10a due to the effect of a spring 13c, therefore, the hydraulic pressure is delivered to a plunger 6 as it is. The plunger 6 moves downwardly when it has overcome the resilient forces of the second spring 7 and the first spring 5, the movement thereof is delivered to the valve 1 through a tappet 4 and the valve 1 is opened. Such a series of motions is controlled automatically by an electronic controller 17 in accordance with the operating condition of the engine and, therefore, the opening and closing timings, periods and the strokes of the suction and exhaust valves are held in the most suitable condition.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a drive control technology for an 11# air valve of an internal combustion engine.
In particular, the opening/closing timing of the intake and exhaust valves (two periods and one stroke) is automatically controlled according to the operating conditions of the engine.
I do it.

Conventionally, the intake and exhaust valves of internal combustion engines are driven directly or indirectly (by cams), and the opening and closing timings are two periods.

The stroke etc. were determined logically based on the characteristics of the cam. In particular, the intake valve is a friend whose valve opening/closing timing and stroke are matched with emphasis on the engine's maximum output.

In engines such as gasoline engines in which the engine output is controlled by the amount of intake air mixture, the amount of intake air becomes excessive at low loads. In order to avoid this, please carefully tighten the throttle valve and adjust the intake air volume.

Although output control is performed, this causes so-called pumping loss, which is a major obstacle to improving fuel efficiency.

It was. Even in high compression ratio engines such as diesel engines, where output is controlled by the injection amount, the valve opening/closing timing is adapted and fixed with emphasis on maximum output, as in #metering, so the load and rotation The compression pressure is high regardless of the size of the number,
This results in an increase in extra friction loss and an increase in cooling loss.

In addition, for internal combustion side opening, which has a large rotational speed range, the valve opening/closing timing should be adjusted to the high rotational speed side to ensure output.
For this reason, the volumetric efficiency in the low speed range decreases due to the inertia effect of the intake air, which reduces the low speed torque and prevents improvement in the performance of the engine.

In view of the above-mentioned problems of the prior art, the present invention adjusts the opening/closing timing of intake and exhaust valves in accordance with the operating conditions of an engine.

The light can be controlled proportionally for each period of time.

Another object of the present invention is to provide an intake and exhaust valve drive device that can optimally maintain the intake inertia effect with respect to engine speed.

The purpose is to bring the shaft end into contact with the tappet.
This is achieved by a device characterized in that a plunger provided in a sleeve via a spring is driven and controlled by an appropriately arranged hydraulic circuit and electric controller.

Embodiments of the present invention will be described below with reference to the accompanying drawings.

FIG. 1 is a diagram showing the arrangement and system of each component of the intake/exhaust valve drive device according to the present invention. In the figure, 1 is a valve provided on the cylinder head 2 via a valve guide 3, 4 is a tappet provided on the shaft end of the valve 2 via a first tin ring 5, and above these, a shaft is provided. The plunger 6 is inserted through the second spring 7 so that its end abuts against the tappet 4.
A plunger sleeve 8 that houses the plunger sleeve 8 is provided. In addition,
The diameter of the shaft of the plunger 6 is slightly smaller than the diameter of the tappet. With this configuration, the valve 1 and the plunger 6 are always pressed by the first and second springs 5 and 7 in the direction of closing the valve 1 (upward in the figure).

On the other hand, an oil tank 9 is provided separately, and a first conduit 10m and a second conduit 10b are connected between one chamber ga in the plunger sleeve 8 divided by the plunger 6 and the oil tank 9. Tie with.

Further, a third conduit 1 is connected between the other chamber 8b and the oil tank 9.
Connect with 0e. Then, the bong 111 and the pressure controller 12 are connected to the first conduit 10&, and the first and second conduit 10m, 10b are connected to each other.
A first channel switching valve 13 is interposed in the $3 conduit 10c, and a throttle valve 14 and a twentieth channel switching valve 15 are interposed in the $3 conduit 10c. In addition.

A fourth conduit 10d is further disposed between the groove $16 formed in the plunger sleeve 8 and the first conduit 1.

Here, the first flow path switching valve 13 consists of a valve body 13m, a solenoid 13b, and a spring 13e, and the valve body 13 is
& moves to switch the flow paths between the first and second conduits 10a and 10b.The second spool valve 15 also has the same structure, consisting of a valve body 15a, a solenoid 15b, and a spring 15c. In this case, it functions to open and close the flow path of the third conduit 10c.

Further, an electronic controller 17 is provided which is electrically connected to the pressure controller 12, the first spool valve 13, the throttle valve 14, and the twentieth flow path switching valve 15. This electronic controller 17 receives a signal from a crank pulse generator 19 and inputs the crank angle and engine speed from a sensor 18 and the displacement of the valve 1 obtained from a throttle setting FF & valve lift sensor (not shown) K. As.

It also drives and controls each solenoid 13b and 15b.

9, the oil pressurized by the cylinder 111 is fed to the first flow path switching valve 13 via the first conduit tea, and at this time, the valve body 13m is moved to the first flow path switching valve 13 by the action of the spring 13e. When Tob is at the position where the first conduit 10a is opened, the hydraulic pressure is directly transmitted to the plunger 6. When the spring pressure of the second spring 7 and the first spring 5 is overcome,
Plunger 6 begins to move downward, and this movement
is transmitted to valve 1 via , and valve 1 is opened. During this operation, the second flow path switching valve 15 is in an open state, but at the same time as the predetermined lift amount by the valve l is obtained, the second flow path switching valve 15 is opened.
The flow path switching valve 15 of is closed, and 1isb is in a sealed state,
As a result, the 1-langeer 6 stops moving.

Valve 1 is held open. Note that it is possible to adjust the amount of oil removed from the chamber 8b by means of the tightening valve 14, and thereby the movement of the plunger 6 is controlled.

Subsequently, when the solenoid 13b of the flow path switching valve 13 of the first valve is operated to move the valve body 13& to the right in the figure, the conduit 10& of 8@1 is connected, and the second conduit 10b is opened. The granger 6 is pushed back upward by the forces of the first and second springs 5 and 7. At this time, the 20th flow path switching valve 1
5 is opened, oil is supplied to the chamber 8b via the third conduit 10e, and the final 6. The pressure in the chamber 8b becomes the same as that in the oil tank 9, and the oil in the fortress 8a is returned to the oil tank 9 via the second conduit 10b.

This series of operations is automatically controlled by the electronic controller 17 in accordance with the engine operating conditions, including the opening and closing timing of the intake and exhaust valves.

The period 2 stroke will be optimally maintained.

FIG. 2 is a diagram showing the arrangement and system of each component of an intake/exhaust valve drive device according to another embodiment of the present invention. The basic configuration of the device in this example is as follows.

The first embodiment is similar to the first embodiment, and in the same figure, 2
1 is a large valve provided in the cylinder head 22 via a pulp guide 23; 24 is a first spring 2 provided at the shaft end of the valve 21;
5, 28 is a plunger sleeper in which the plunger 26 is installed via a second spring 27 so that the shaft end is in contact with the tappet 24km, 29 is an oil tank, and 30m and 30b are each one of the plunger sleepers 28. 31 is a bonder interposed in the first conduit 30aK, 32 is a pressure controller similarly interposed in the first conduit 30m, and 33 is a valve body 33 &, Solenoid 33bl! :, spring 33c and first and second conduits 30a.

The fILW11 switching valves interposed over 30b are respectively shown.

Therefore, in this embodiment, a portion of the upper end of the plunger 26 is cut out to form a cutout portion 26m, and a pinion 26b is provided on the shaft portion of the plunger 26.

A rack 31 is provided in engagement with the pinion 26bK, and the movement of this rack 31 causes the jigranger 26 to rotate. The shape lI is A-A and B in the same figure.
It is further shown in FIGS. 3 and 4 by the -B section. On the other hand, a @3 conduit 30c is arranged between the plunger sleeve 28 and the oil tank 29 so as not to communicate with the other chamber 28b of the plunger sleeve 28,
Further, a throttle valve 34 is interposed in the first conduit 30a.

Furthermore, a pressure control 4132, a 61m path switching valve 33,
An electronic controller 35 is provided electrically connected to the throttle valve 34, and receives signals from a separately provided sensor to drive and control the various devices.

With the above configuration, when the first plunger 26 first descends due to the hydraulic pressure transmitted from the first conduit 30a through the throttle valve 34 and goes through the stroke shown in the figure, one chamber in the plunger sleeper 28 is moved downward. 28a and the third conduit 30c, the pressure in the chamber 28a decreases and the first
The plunger 26 is moved upward by the force of the springs 25 and 27 at 112. Then, when the conduit 30c is connected again, the granger 26 moves downward, and finally the pressure inside the chamber 281 and the first and second springs 25, 27
The plunger 26 is held at a position where the A*73 force is balanced. Therefore, the resection 526 m is rotated in the same direction.

By arbitrarily giving the stroke, the holding position of the plunger 26 changes, and it becomes possible to give the lift amount of the valve 21 arbitrarily.

Subsequently, when the R switchover valve 33 is driven to shut off the first conduit 30m and open the second conduit 30b, the plunger 26
moves upward, returns to the starting position, and the -stroke ends.

The opening and closing timing of the exhaust valve is determined by a series of operations.

A period of 2 strokes is optimal depending on the engine usage conditions.

And it will be controlled arbitrarily.

Note that the flow path switching valves 13 and 15 in the above two embodiments
．． 331 Usually, a rotary valve is used as the spool valve or six. Further, regarding the signal sent to the electronic control RI17.35 by the valve lift sensor, for example, a sensor that detects the pressure inside the cylinder may be used, and this may be used as a feedback signal.

As explained above in detail, the intake and exhaust valve drive device according to the present invention optimally controls the pulp timing and intake and exhaust blow-through action according to the operating conditions of the two engines, so compared to the conventional system, the intake and exhaust valve drive device This has the effect of improving efficiency and increasing output. Also, the opening/closing timing of intake and exhaust can be changed arbitrarily.
This makes it possible to change the effective stroke volume according to the load.Therefore, gasoline engines do not require an intake throttle valve, reducing pumping loss, and diesel engines do not require an intake throttle valve.

The compression pressure changes according to the rotation, reducing horsepower loss, all of which are fundamental to improving the engine's fuel efficiency. Furthermore, as a secondary effect.

In the case of supercharging, the wastegate pulp of the supercharger becomes unnecessary, and the intake system is simplified.

[Brief Description of the Drawings] Fig. 1 is a diagram showing the arrangement and system of each part of the intake/exhaust valve drive device according to the present invention, and Fig. 2 is a diagram showing the arrangement and system of each part in another similar embodiment. A diagram showing the system, Figure 3 is A in Figure 2
FIG. 4 is a diagram showing a similar BB section. 4.24...Tappet 7.27...-Second spring 6.26...Plunger 8.28...-Plunger sleeve 9.29...
... Oil tank 17.35 ... Electronic controller 13.15.33 ... Flow path switching valve 26b ...
-... Binion 31... Rack patent applicant Toyota Motor Corporation (TL or 1 person)

Claims (5)

[Claims] (1) Place the shaft end at the intersection of the oil tank, the oil tank, and the plunger sleeve via a spring so that the shaft end is in contact with the I [lIK certain tappet] K of the intake/exhaust valve. An intake/exhaust valve drive device comprising: 9 hydraulic circuits; and an electronic controller that automatically controls the hydraulic circuits based on lateral 1 operating conditions. (2) The intake/exhaust valve drive device according to claim 1, wherein the hydraulic circuit is provided with a flow path switching valve. (3) The intake/exhaust valve drive device according to claims 1 and 2, characterized in that a cutout is provided in a part of the end face of the #1 plunger. (4) The intake/exhaust valve drive device according to claim 1.2.3, further comprising a rotational drive mechanism using a rack and a pinion engaged with the shaft of the first langeer. (5) The intake/exhaust valve drive device according to claim 1, wherein the diameter of the shaft of the granger is slightly smaller than the diameter of the tappet.