JPS60122209A - Dynamic valve device for engine - Google Patents

Abstract

PURPOSE:To obtain an inexpensive system by splitting a locker arm into cam side arm and valve side arm while providing a plunger on one arm for energizing to contact against the other arm thereby enabling change between slide and fix by means of a slide lever. CONSTITUTION:A solenoid (not shown) is not functioned under heavy and intermediate load area of engine, so a drive sleeve 19 is moved to the right by a spring 18 to engage the stopper hole section 23a of exchange hole 23 in lock- off plate 16 with engaging section 22 formed at the end of plunger 14 while reducing the diameter thus to fix the plunger 14. Then the cam side arm 11 and valve side arm 12 of locker arm 9 are jointed integrally to open/close the valve through rotation of cam shaft. While under low load area, the solenoid will function to move the plate 16 to the left through the drive sleeve 19 thus to allow sliding of plunger and to rotate both arms 11, 12 relatively to disable the valve.

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention relates to a valve train for an engine, and relates to a valve train for an engine.
＜ means some cylinders suck when the engine is running at low load.

Holding the exhaust valve in the closed or inoperative position to stop operation of that cylinder
It relates to valve train systems equipped with several mechanisms.

(Prior Art) Conventionally, as a valve train for an engine, a 'C1' horn J-arm of a particular cylinder is used, as disclosed in British Patent No. 1,275,328 and the drawings.
It is divided into a force L1 side arm that receives the force from the camshaft and a valve side arm that drives the intake and exhaust valves, and both arms are supported so that they can move relative to each other. In addition, a plunger is provided that is movably supported on the cam side arm and comes into contact with the valve side arm, and is pressed by a hydraulic device to restrict the relative movement of both arms toward each other. The force from the camshaft is transmitted to the valve side arm, and the valve side arm opens and closes the intake and exhaust valves (F)
There are some that have been designed to give +. By the way, in this configuration, when the engine is in a low load range where not much engine output is required, it is difficult to relieve the hydraulic pressure of the hydraulic system and eliminate the hydraulic action on the plan seat, so both arms are moved relative to each other. to prevent the force from the camshaft from being transmitted to the valve side arm.

A cylinder reduction operation is performed in which the exhaust valve is held in the idle position, that is, in a non-operating state, and the operation of a specific cylinder is stopped.
It is conceivable to reduce the fuel consumption by reducing the fuel consumption. In this case, during cylinder reduction operation, the only movable part of the valve train is the arm on the cuff 8 side, and the inertia [F] is small, so even if the rotational speed becomes high, no zinc will occur. Since the valve side arm J-3 and the intake and exhaust valves do not jump, the operation of the specific cylinder is stopped J1-II'
It's really a good thing to do.

However, in the conventional device described above, a hydraulic device for pressing the plunger is provided on the cam side arm 11, and a hydraulic passage communicating with the hydraulic chamber of the hydraulic device is formed on the cam side arm 11 or the rocker shaft. As a result, the structure of the valve train becomes complicated and difficult to process, and there are problems in that it is expensive in terms of cost. Moreover, since the pressing force of the plunger is adjusted by hydraulic pressure, there is also the problem of poor response when switching between full cylinder operation and reduced cylinder operation.

Therefore, using a moving arm to solve this problem, as shown in Example EVA Actual IFH&57 19390.38AaHC, the cam side arm and valve side arm, which are divided into J: In the light load range of the engine, the cam side arm is moved in the axial direction of the rocker shaft A・F1~, and the engagement with the valve side firm is released, and both A device has been proposed in which the intake and exhaust valves are held in an inoperative state by relative movement of the arms.

However, in the above proposal, both arms are simply engaged during all-station operation, so the engaged portion may come off during operation, making it impossible to perform all-station operation, which reduces reliability. It has the disadvantage of being lacking. In addition, the cam side arm itself must be moved in the axial direction of the rocker shaft.During this movement, each member is subjected to undue stress. Moreover, since the device that must be covered during movement becomes large-scale, the contact area between the cam-side arm and the cam must be made wide in the axial direction of the rocker shift to account for the displacement caused by the above-mentioned movement. Since it is not included in fJ Repo 2, it also has the problem of being relatively expensive.

(Object of the Invention) The object of the present invention is to control the relative movement of the cam-side arm and the valve-side arm supported on the rocker 1, 7, and 7 by means of a simple 414 hole. , with d5 in the entire rotation range, it reliably performs full-speed operation and cylinder reduction operation and switching between these operations, and has excellent responsiveness when switching, and provides a strike-friendly valve failure mechanism. Our objective is to provide a valve train that can be used in a variety of situations.

(414th Form of the Invention) In order to achieve the above object, the solution means of the present invention is such that the Rotuno J-arm, which presses and opens the IJI air valve during engine intake, receives force from the camshaft (). - A cam-side arm that drives the intake and exhaust valves, and a valve-side arm that drives the intake and exhaust valves, and both arms are supported for relative movement around the rocker shaft 71. The brand's slide is movably supported on one arm of the valve-side firm and is injected by a spring ring so as to come into contact with the arm on the other side, and is slidably supported on the rocker shaft 1~, and the above-mentioned Move the plunger■
A lever member is provided, which assumes a first position where the plunger is stopped and limits the relative movement of the two arms, and a second position where the plunger is allowed to move and allows relative movement of the two arms.

Due to this, when driving all the times, [, the upper part of the lever 4
. Suction is done by the arm on the valve side.

While driving the exhaust valve to open and close, during cylinder reduction operation, a lever member is rotated on the rocker shaft to be positioned at the second position, thereby enabling relative movement of both arms 11, The spring absorbs the force from the camshaft and transmits it to the valve side arm.

The exhaust valve is kept in a closed state, that is, in an inoperative state.

(Effects of the Invention) Therefore, according to the present invention, either the cam-side arm or the valve-side arm is provided with a blank that contacts the other arm, and the lever member is attached to the rocker shirt 1-. By slidably supporting the lever member and changing its position by moving the lever member in the axial direction of the rocker seat 71, the movement of the blank seat is stopped.
Since the relative movement of both arms is controlled by J, the engine can be switched between full-cylinder operation and reduced-cylinder operation at the same time as the position of the lever member is changed, which improves responsiveness during switching. In addition, it is possible to prevent or allow movement of the plunger A7 by 41T, thereby improving the reliability of each of the above-mentioned operations. Furthermore, since a simple configuration such as providing a lever member and a plunger on the arm is sufficient, cost reduction can be advantageously achieved.

Furthermore, since switching between full-cylinder operation and reduced-cylinder operation is performed by changing the position by moving the lever member in the direction of the rocker sheath (7) I~axis, the position change of A is smooth and reliable. Compared to the case where the position is changed by moving in the direction perpendicular to the [] Tsutsukakushi 11, the "C structure becomes a combination 1~", and the inertial mass of the movable part is reduced by (), and the leasing light generation This can further contribute to the prevention of this problem, and thus can further improve the above-mentioned reliability.

In addition, since the lever member is moved while being supported by the support seat 71, the lever member is moved by the plunger 17.
A rotating seven-member 1 is located on the same lever (1" lever shaft) as the arm supporting the lever and acts on the lever member during each operation.
By reducing .about. as much as possible, it is possible to further improve the above-mentioned reliability and to improve the durability of the valve deactivation mechanism.

(Example) Hereinafter, an example as a specific example of the technical means of the present invention will be described with reference to the drawings.

FIG. 1 shows a first embodiment in which the present invention is applied to an in-line four-cylinder engine. Reference numeral 1-1 denotes a cylinder head 'C' disposed on the cylinder tab [Jtsuk (not shown)]. On the cylinder block 1, first to fourth cylinders C, . . . are formed at equal intervals from the front side (left side in FIG. 1). A camshaft 1 extending in the front-rear direction is supported by R... at the center in the left-right direction of the cylinder head I, and each of the cylinders of the camshaft 1 Suction and exhaust cam parts 2 and 3 are formed in the portion corresponding to C. Δ: On both right sides of the camshaft 1, there is a hollow rocker sheath 177 extending parallel to the cam @1.
1 to 4, 4 are supported by rocker brackets 1 to IR indicated by -F.

On the other hand, although not shown in the cylinder head 1, an intake boat and an exhaust bow are formed corresponding to each cylinder C, and an intake valve 5 and an exhaust valve for opening and closing the intake and exhaust boats are formed. 6 is provided.

The intake and exhaust valves 5.6 are pushed in the valve closing direction by a valve spring, and the upper ends of their stem portions protrude outside of the rocker shafts 4.4 on both sides of the above-mentioned right side.

Above left and right rocker shirts l-/1. ．． 4 includes an intake rocker arm 7.8 that presses the intake and exhaust valves 5 and 6 to open them, and an exhaust rocker arm 9,
10 is rotatably supported.

Each of the rocker arms 7 to 10 has an inner end with a cam information 1 labeled L.
The corresponding cam parts 2 and 3 are in contact with each other, and the outer ends of the valves 5 and 6 are in contact with the upper ends of the stem parts of the intake and exhaust valves 5 and 6. 2.3 The suction and exhaust valves 5 and 6 are pressed against the biasing force of the repulp spring to close them at a predetermined timing.

Of the rocker arms 7 to 10, the intake and exhaust rocker arms 7.9 of the first cylinder C and the fourth cylinder C are provided with a valve deactivation mechanism, which is a main component of the valve train according to the present invention. ].The valve deactivation mechanism of L will be explained with reference to the exhaust rocker arm 9 of the first cylinder C. As shown in FIGS. 2 to 4, the rocker arm 9 is cam-side arm 11 that receives force from
The two arms 11 and 12 are supported around the rocker shaft 4 so as to be able to move relative to each other. A guide hole 13 opening toward the valve side arm 12 is formed in the second part of the cam side arm 11, and a cylindrical plunger 14 is movably supported in the guide hole 13. The blank 1/1 is biased by a spring 15 installed in the guide hole 13 so as to come into contact with the arm 12 of the valve 5111.

In addition, lock-off brakes 1 to 16 as lever members extending along a plane that intersects the guide hole 13 by 0°1 are provided on the upper part of the cam side arm 11 in the axial direction of the rocker shirts 1 to 4. iFh is supported. "The rocker shaft between the support part of the valve side arm 12 and the rocker bracket hR!" ? As shown in FIG. 4, the foot 4 supports a guide sleeve 17 that is movable in the axial direction and is biased toward the rocker bracket l-R by a return spring 18. The ends of the plates 1-16 are attached so that the lock-off plate 16 is slidably supported on the rocker shift V-shift 4 via the guide sleeve 17. A ring-shaped drive sleeve 19 is interposed between the guide sleeve 17 and the rocker brackets 1 to R.

On the other hand, as shown in FIG. 1, a solenoid 20 is disposed at the rear of the cylinder head I, and an excitation shirt 1-21 that is pressed forward when the solenoid 200 is activated is connected to the solenoid 20. , the excitation shift (・) 1-2
1 is supported by the rocker brake l-R, extends forward, and is connected to one of the drive sleeves, and the lock-off plate 16 is in the first lock position due to the force of the return spring 18. solenoid 2
Drive sleeve 19 and guide sleeve 1 during operation of
7 to the release position, which is the second position in the front.

The middle part of the plunger t114 is notched so that the shaft diameter becomes thinner to form an engaging part 22,
[l Switching holes 23 are formed in the cut-off brakes 1 to 16 as shown in FIG. 4. The switching hole 23 is a locking hole portion 2 with a slightly larger shaft diameter J of the engagement portion 22 of the plunger 17.
3a and a plunger connected to the rear of the locking hole 23a.
71/I, and a slightly larger insertion hole 231), not shown by the solid line in Fig. 4.
When the relock A flaps 1 to 16 are in the locked position, the locking hole 23 #l engages with the engaging portion 22 of the plunger 14, and the plunger 14
The relative movement in which the cam side arm 11 and the valve side arm 1112 approach each other by pressing the valve side arm 12 with the plunger t-1/l protruding from the guide hole 1 and 3 As a result, the cam-side arm 11 transmits the force received from the camshaft 1 to the valve-side arm 12 via the plunger T-14 to open and close the exhaust valve 6. As shown by the temporary lines, the lock-off brakes 1 to 1G are positioned at the release position by the operation of the solenoid 20 (when the lock-off brakes 1 to 1G are activated, the insertion hole 23b is inserted into the plunger 14).
It is positioned coaxially with the C plunger 14 and enables relative movement between the cam side arm 11 and the valve side arm 12, and this allows the Jz recam elevation j arm 11 to be received from the cam middle 11 bi1. () Plunge the force +!J to move 14
: is transmitted to the spring 15, absorbed by the compressive deformation of the spring 15, and transmitted to the valve side arm 12.
First, the exhaust valve 6 is held in a closed position, that is, in an off/off state. The intake rocker arm 7 also has a similar valve non-operation structure as the exhaust rocker arm 7.

Therefore, in the medium load range or high load range of the engine, the solenoid 2o is operated and the first cylinder C2C and the fourth cylinder C2C are operated to perform all-cylinder operation, while in the low load range of the engine, The operation of the first and fourth cylinders c and c is stopped by operating the blendoid 2o to perform cylinder reduction operation.

rL24... is a coil spring that restrains the movement of the rocker arms 7 to 1o in the 4-axis direction of the rocker shaft;
25 goes to the spout 1 that drives the camshaft 1, 26 goes to the screw for adjusting the valve lash, and 27 goes to the valve side node 7-12 where the plansite 14 comes into contact 4.
The contact part is made of a chip with excellent wear resistance. 28 are lock nuts 1 to 28 for adjusting the position of the excitation shaft i.21. 29 is the boss for installing the distributor, 30
is a cylinder head saw bar.

Therefore, in the above embodiment of C1, the first and fourth
Since cylinder C1C can be switched freely between operation and stop, full-cylinder operation is performed in the middle or high load range of the engine to avoid generating sufficient engine output, while reduced-cylinder operation is possible when the engine is loaded at a low angle. While generating the required output, the engine displacement is halved to reduce C fuel consumption and pumping by half to reduce horsepower loss and reduce fuel consumption rate. I can do it.

At that time, the lock-off play 16 is placed in the lock position or the release position to prevent or cover the movement of the plunger t114 to switch between full-cylinder operation and reduced-cylinder operation, so that the hydraulic It is possible to improve the responsiveness at the time of switching compared to a system in which switching is performed by the following. However, during all-cylinder operation, the locking hole 23a of the lock-off play 1-16 and the engaging portion 2 of the plunger 14
2 ensures the movement of the plunger 14 (1
) can be stopped, and the insertion hole 231) can be stopped during cylinder reduction operation.
Since the movement of the plunger 14 can be reliably allowed, each operation can be performed with high reliability.

Furthermore, during reduced-cylinder operation, the only movable part of the valve train is the cam side arm 11, and the inertial mass of the movable part is small, so that even if the engine speed becomes high, there will be no distortion, and the valve The side arm 12J5 and the intake and exhaust valves 5 and 6 do not jump. Therefore, the first and fourth cylinders C
The operation of the 1C can be reliably stopped, cylinder reduction operation can be performed stably over the entire engine speed range, and the fuel consumption rate can be further reduced.

Moreover, the switching between full-cylinder operation and reduced-cylinder operation is achieved by supporting the lock-off play 1-16 movably in the axial direction of the rocker seat t771~/l at the upper part of the force l\ side arm 11, and exciting that position. This is done by changing the lock position (first position) to the release position (second position) in step 1-21, so the position change of lock-off play 1-16 is In addition to being smooth and reliable, the upper structure of the cam side arm 11 can be formed as much as possible in the combination 1, and for example, the lock-off play 1 can be moved in a direction perpendicular to the rocker shaft 4. Compared to the case where the inertial mass of the moving parts is supported, the increase in the inertial mass of the moving parts can be suppressed to a large 11 J, which is particularly advantageous in preventing surging in the high engine speed range. The reliability of each operation between the recording cylinder operation and the cylinder reduction operation and the switching between the operations can be greatly improved.

In addition, the guide hole 13 is formed in the cam side arm 11 to support the plunger 11JJJ and the spring 15, and the position is changed by the solenoid 20. Compared to a structure in which each member is provided with a hydraulic chamber or a hydraulic passage, it is easier to process and implement, and costs can be reduced.

Moreover, the lock-off plate 16 for changing the position is
The movement is supported by the cam side arm 11 supported by the rocker shaft (・)l-/I, and also by the cam side arm 11.
Since the lock-off plate 16 is supported on the rocker shaft 4 via the guide sleeve 17 on the side of the
and force 11 side arm 11 are on the same axis (rocker shaft 4
), the positions of the support part of the lock-off plate 16 on the cam side arm 11 and the mounting part of the guide sleeve 17 are approximately the same, so that the lock-off plate 1-1-
The rotational moment 1~ hardly acts on the lock-off plate 16, and as a result, the lock-off plate 16 does not break, and the reliability of both operations can be further improved.
The durability of the deactivation mechanism can be improved.

[Brief explanation of drawings]

The drawings show an embodiment of the present invention; FIG. 1 is a plan view of the cylinder head, FIG. 2 is an enlarged view of the main part of FIG. 1, and FIG.
Figure III-1 [1 line sectional view, Figure 4 is IV of Figure 2]
-IV line sectional view. 1...Kamuho, 4...1-1 Tsukashi 1) To 71,
5...Intake valve, 6...IJI air valve, 7.8
...Rocker arm, 9.10...1" lever arm, '11...Cam side arm, 12...Valve side arm, 14...Plunger, 15...Spring,
16...1] Tsuk A fly-1., 17... Guide sleeve, 22... Engaging portion, 23... Switching hole.

Claims (1)

[Claims] (1) The 7J arm that presses the intake and exhaust valves of the engine to open them is the cam side arm that receives the force from the camshaft, and the valve side that drives the intake and 1J valves. )
7-arms are divided into 7-arms, and both arms are located at the rocker seat 7.
It is supported so as to be movable relative to the cam side arm J5J and the valve side arm, and is movably supported on one arm of the cam side arm J5J and the valve side arm, and is brought into contact with the other arm by a sub link ( =J-forced plunger and rocker shaft V) supported for 127 movements,
The first lever restricts the relative movement of the two arms with Fl, ], lh L, which limits the movement of the plansite (G7), and the second lever which allows relative movement of the CC firm. A valve train for an engine that is characterized by being equipped with a partial moon.