JPS6347607Y2 - - Google Patents
Info
- Publication number
- JPS6347607Y2 JPS6347607Y2 JP1982100429U JP10042982U JPS6347607Y2 JP S6347607 Y2 JPS6347607 Y2 JP S6347607Y2 JP 1982100429 U JP1982100429 U JP 1982100429U JP 10042982 U JP10042982 U JP 10042982U JP S6347607 Y2 JPS6347607 Y2 JP S6347607Y2
- Authority
- JP
- Japan
- Prior art keywords
- camshaft
- eccentric plate
- transmission wheel
- engine body
- transmission
- 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
Links
- 230000005540 biological transmission Effects 0.000 claims description 37
- 230000007246 mechanism Effects 0.000 claims description 6
- 238000002485 combustion reaction Methods 0.000 description 3
- 230000003111 delayed effect Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 3
- 238000006116 polymerization reaction Methods 0.000 description 3
Description
【考案の詳細な説明】
本考案は、四サイクル内燃機関において、弁重
合期間の調節等のために吸気弁または排気弁の開
閉タイミングを調節するようにした、動弁機構の
制御装置に関するもので、その目的とするところ
は、前記開閉タイミングを機関の運転中に無段階
に調節できる簡単有効な前記装置を得ることにあ
る。[Detailed Description of the Invention] The present invention relates to a control device for a valve mechanism in a four-cycle internal combustion engine, which adjusts the opening and closing timing of an intake valve or an exhaust valve in order to adjust the valve polymerization period, etc. The object thereof is to provide a simple and effective device that can adjust the opening/closing timing steplessly during engine operation.
そして上記目的を達成するために本発明は、機
関本体にその定位置で回転自在に支承されてクラ
ンク軸より駆動される被動スプロケツト等の伝動
輪と、同じく機関本体にその定位置で回転自在に
支承される動弁用カム軸とを互いに同心上で相対
回転可能に配設し、前記伝動輪には、その伝動輪
に近接配置した偏心板の一端をカム軸外の第１伝
動リンクを介して連結すると共にこの偏心板の他
端を、前記カム軸に固着されたカム軸駆動腕にカ
ム軸外の第２伝動リンクを介して連結し、前記偏
心板の回転中心と前記カム軸の回転中心との間の
偏心量を調節し得るように前記偏心板を、機関本
体に軸支される制御レバーに連結したことを特徴
とする。 In order to achieve the above object, the present invention provides a transmission wheel such as a driven sprocket that is rotatably supported in the engine body at a fixed position and driven by a crankshaft, and a transmission wheel such as a driven sprocket that is rotatably supported in the engine body at a fixed position. A supported valve train camshaft is arranged concentrically and relatively rotatable with respect to each other, and one end of an eccentric plate disposed close to the transmission wheel is connected to the transmission wheel via a first transmission link outside the camshaft. At the same time, the other end of this eccentric plate is connected to a camshaft drive arm fixed to the camshaft via a second transmission link outside the camshaft, and the rotation center of the eccentric plate and the rotation of the camshaft are connected. The engine is characterized in that the eccentric plate is connected to a control lever pivotally supported by the engine body so as to adjust the amount of eccentricity between the engine and the center.
以下、図面により本考案の一実施例について説
明すると、第１図は四サイクル内燃機関、特に
DOHC型単気筒機関を示すもので、クランクケ
ース１に支承されたクランク軸２が回転すると、
その回転トルクは、クランク軸２に設けた駆動ス
プロケツト３からチエン４を介して、シリンダヘ
ツド５に支承された吸気用カム軸６及び排気用カ
ム軸７にそれぞれ設けた被動スプロケツト８，９
に伝達し、両カム軸６，７を同時に駆動する。そ
して、吸気用カム軸６のカム６ａの回転により吸
気弁（図示せず）が開閉され、また排気用カム軸
７のカム７ａの回転により排気弁（図示せず）が
開閉されることは周知の通りである。図示例で
は、吸気弁の開閉タイミングを調節すべく吸気用
カム軸６に本考案の制御装置１０を設けたが、排
気弁の開閉タイミングを調節する場合には排気用
カム軸７に同様に設ければよい。 Hereinafter, one embodiment of the present invention will be explained with reference to the drawings. Figure 1 shows a four-stroke internal combustion engine, particularly
This shows a DOHC type single cylinder engine, and when the crankshaft 2 supported by the crankcase 1 rotates,
The rotational torque is transmitted from a drive sprocket 3 provided on the crankshaft 2 via a chain 4 to driven sprockets 8 and 9 provided on an intake camshaft 6 and an exhaust camshaft 7 supported on a cylinder head 5, respectively.
and simultaneously drives both camshafts 6 and 7. It is well known that the rotation of the cam 6a of the intake camshaft 6 opens and closes an intake valve (not shown), and the rotation of the cam 7a of the exhaust camshaft 7 opens and closes an exhaust valve (not shown). It is as follows. In the illustrated example, the control device 10 of the present invention is provided on the intake camshaft 6 in order to adjust the opening and closing timing of the intake valve, but when adjusting the opening and closing timing of the exhaust valve, the control device 10 of the present invention is similarly provided on the exhaust camshaft 7. That's fine.
さて、第２図及び第３図により制御装置１０の
構成を詳細に説明する。カム軸６とスプロケツト
８とは互いに同心上で相対回転可能に嵌合され、
カム軸６はその端部をスプロケツト８の外側面よ
り突出させる。このカム軸６の突出端部にはカム
軸駆動腕１１がスプライン１２を介して固着さ
れ、この腕１１を間に挟んでスプロケツト８と隣
接するように偏心板１３が配設される。この偏心
板１３は、シリンダヘツド５その他の機関本体に
下端を軸支１４された制御レバー１５の上端の突
軸１６に回転自在に支承されている。偏心板１３
の一端とスプロケツト８には、カム軸６外の第１
伝動リンク１７の両端が枢軸１８，１９によりそ
れぞれ回転自在に連結され、また偏心板１３の他
端とカム軸駆動腕１１にはカム軸６外の第２伝動
リンク２０の両端が枢軸２１，２２によりそれぞ
れ回動自在に連結される。制御レバー１５の中間
部には、手動または自動の操作装置２３により押
し引き操作される作動杆２４が連結される。この
作動杆２４の押し引きによれば、制御レバー１５
は揺動して偏心板１３のカム軸６に対する偏心
量、即ち偏心板１３の回転中心Ｃとカム軸６の中
心Ｏの間の距離ｅを零から或る最大値までの範囲
で調節することができる。 Now, the configuration of the control device 10 will be explained in detail with reference to FIGS. 2 and 3. The camshaft 6 and the sprocket 8 are fitted together concentrically and relatively rotatable,
The end of the camshaft 6 protrudes from the outer surface of the sprocket 8. A camshaft driving arm 11 is fixed to the protruding end of the camshaft 6 via a spline 12, and an eccentric plate 13 is disposed adjacent to the sprocket 8 with the arm 11 in between. This eccentric plate 13 is rotatably supported on a protruding shaft 16 at the upper end of a control lever 15 whose lower end is pivotally supported 14 on the cylinder head 5 or other engine body. Eccentric plate 13
One end of the camshaft 6 and the sprocket 8 have a first
Both ends of the transmission link 17 are rotatably connected by pivot shafts 18 and 19, respectively, and both ends of the second transmission link 20 outside the camshaft 6 are connected to the other end of the eccentric plate 13 and the camshaft drive arm 11 by pivot shafts 21 and 22. are rotatably connected to each other. An operating rod 24 that is pushed and pulled by a manual or automatic operating device 23 is connected to an intermediate portion of the control lever 15 . According to this pushing and pulling of the operating rod 24, the control lever 15
is oscillated to adjust the amount of eccentricity of the eccentric plate 13 with respect to the camshaft 6, that is, the distance e between the rotation center C of the eccentric plate 13 and the center O of the camshaft 6 in the range from zero to a certain maximum value. I can do it.
第２，４図において、Ａは枢軸１８の中心、Ｂ
は枢軸１９の中心、Ｄは枢軸２１の中心、Ｅは枢
軸２２の中心を示すもので、図示例では距離
及びは等しくr1とされ、また距離及び
は等しくr2とされ、且つr1＞r2とされる。また、
第１伝動リンク１７の有効長さ及び第２伝動
リンク２０の有効長さは等しくｌとされる。 In Figures 2 and 4, A is the center of the axis 18, B
indicates the center of the pivot axis 19, D indicates the center of the pivot axis 21, and E indicates the center of the pivot axis 22. In the illustrated example, the distance and are equal to r 1 , and the distance and are equal to r 2 , and r 1 > It is assumed that r 2 . Also,
The effective length of the first transmission link 17 and the effective length of the second transmission link 20 are equal to l.
次にこの実施例の作用を説明すると、チエン４
によりスプロケツト８が例えば第２図で反時計方
向Ｒに回転されると、その回転トルクは枢軸１
８、第１伝動リンク１７、枢軸１９、偏心板１
３、枢軸２１、第２伝動リンク２０、枢軸１９、
カム軸駆動腕１１を順次経てカム軸６に伝達し、
これを同方向Ｒに回転させる。 Next, to explain the operation of this embodiment, the chain 4
When the sprocket 8 is rotated, for example, in the counterclockwise direction R in FIG.
8, first transmission link 17, pivot 19, eccentric plate 1
3, pivot 21, second transmission link 20, pivot 19,
The signal is transmitted to the camshaft 6 through the camshaft drive arm 11 in sequence,
Rotate this in the same direction R.
ここで、制御レバー１５を回動して偏心板１７
の偏心量ｅを或る最大値に設定すれば、二つの四
節機構，，，及び，，，
OCが構成される。 Here, rotate the control lever 15 to remove the eccentric plate 17.
If the eccentricity e of is set to a certain maximum value, two four-bar mechanisms, , , and ,
OC is configured.
第１の四節機構，，，について
考察するに、及びが或る共通の基準線と
なす角度をα及びβとすれば、次式が成立する。 Considering the first four-bar mechanism, , , and, if the angles that and make with a certain common reference line are α and β, the following equation holds true.
（ｅ−r2cosβ＋r1cosα）2＋（r2sinβ−r1sinα）2
＝
l2
したがつて、αとβとの差はスプロケツト８の
一回転中に第５図中の点線に示すような変動を生
じる。これは第１伝動リンク１７の内外への揺動
作用に起因するもので、これによつてスプロケツ
ト８に対する偏心板１３の回転位相は進んだり遅
れたりする。 (er 2 cosβ+r 1 cosα) 2 + (r 2 sinβ−r 1 sinα) 2
=
l 2 Therefore, the difference between α and β causes a fluctuation as shown by the dotted line in FIG. 5 during one rotation of the sprocket 8. This is due to the inward and outward swinging motion of the first transmission link 17, which causes the rotational phase of the eccentric plate 13 to advance or lag relative to the sprocket 8.
このようなことは第２の四節機構，，
EO，においても同様に起こるので、偏心板１
３に対するカム軸６の回転位相も進んだり遅れた
りする。 This is the second four-section mechanism,
The same thing happens in EO, so eccentric plate 1
The rotational phase of the camshaft 6 with respect to the camshaft 3 also advances or lags.
その結果、スプロケツト８に対するカム軸６の
回転位相の変化は、上記二つの位相変化を加算し
たものとなり、第５図の実線で表わすことができ
る。 As a result, the change in the rotational phase of the camshaft 6 with respect to the sprocket 8 is the sum of the above two phase changes, and can be represented by the solid line in FIG.
そこで、第５図の実線の遅れ側にカム６ａのリ
フト開始端を、また進み側にそのリフト終了端を
それぞれ設ければ、第６図に示すように、カム６
ａによる吸気弁の開き時期が遅れると共にその閉
じ時期が進み、吸気弁の開き期間が短縮され、し
たがつて弁重合期間も短縮される。このような吸
気弁の開閉タイミングは機関の中、低速運転用に
適する。 Therefore, if the lift start end of the cam 6a is provided on the lag side of the solid line in FIG. 5, and the lift end end is provided on the advance side, the cam 6a will be set as shown in FIG.
As the opening timing of the intake valve due to a is delayed, the closing timing thereof is advanced, the opening period of the intake valve is shortened, and therefore the valve polymerization period is also shortened. Such intake valve opening/closing timing is suitable for medium and low speed operation of the engine.
次に、偏心板１３の偏心量ｅを無段階に減少し
ていけば、それに応じてスプロケツト８に対する
カム軸６の回転位相の遅れ角及び進み角が無段階
に減少し、偏心量ｅが零になると、上記遅れ角及
び進み角は遂に無くなり、即ちαとβとの差が一
定となることは明らかであろう。そして、αとβ
との差が一定になれば、第７図に示すように、カ
ム７ａによる吸気弁の開き時期が最進の時期に進
むと共にその閉じ時期が最遅の時期に遅れ、吸気
弁の開き期間が長くなり、したがつて弁重合期間
も長くなる。このような吸気弁の開閉タイミング
は機関の高速運転用に適する。 Next, if the eccentricity e of the eccentric plate 13 is steplessly reduced, the delay and advance angles of the rotational phase of the camshaft 6 with respect to the sprocket 8 will be reduced steplessly, until the eccentricity e becomes zero. It is clear that the delay angle and lead angle will finally disappear, that is, the difference between α and β will become constant. And α and β
If the difference between the two becomes constant, as shown in FIG. 7, the opening timing of the intake valve by the cam 7a advances to the most advanced timing and its closing timing is delayed to the latest timing, and the opening period of the intake valve increases Therefore, the valve polymerization period also becomes longer. Such intake valve opening/closing timing is suitable for high-speed operation of the engine.
以上のように本考案によれば、機関本体にその
定位置で回転自在に支承されてクランク軸より駆
動される被動スプロケツト等の伝動輪と、同じく
機関本体にその定位置で回転自在に支承される動
弁用カム軸とを互いに同心上で相対回転可能に配
設し、前記伝動輪には、その伝動輪に近接配置し
た偏心板の一端をカム軸外の第１伝動リンクを介
して連結すると共にこの偏心板の他端を、前記カ
ム軸に固着されたカム軸駆動腕にカム軸外の第２
伝動リンクを介して連結し、前記偏心板の回転中
心と前記カム軸の回転中心との間の偏心量を調節
し得るように前記偏心板を、機関本体に軸支され
る制御レバーに連結したので、偏心板の偏心によ
る第１及び第２伝動リンクの揺動作用により伝動
輪に対するカム軸の回転位相を遅らせたり進めた
りすることができ、しかもその遅れ角及び進め角
を偏心板の偏心量の調節により無段階に調節する
ことができ、したがつて、この特性を利用して弁
の開閉タイミングを刻々変る機関の運転状態に応
じて無段階に調節でき、機関の性能向上を図るこ
とができる。また弁の開閉タイミングを変えるべ
く上記偏心板の偏心量を調節しても伝動輪の機関
本体に対する位置は常に一定に保持されるから、
該伝動輪と、それにクランク軸からの動力を伝え
る伝動機構との間の相対位置関係は終始変化せ
ず、その間の動力伝達を常に的確に行わせること
ができる。さらに前記伝動輪と偏心板とは互いに
近接配置されて、カム軸外の第１伝動リンクを介
して連結されるから、該伝動輪と偏心板間の伝動
構造が簡単小型化される上、偏心板の偏心量調節
に際しては第１伝動リンクとカム軸との干渉を比
較的容易に回避することができるから、その最大
偏心量を大きく設定することができて開閉タイミ
ングの調節範囲を広げることができる。 As described above, according to the present invention, a transmission wheel such as a driven sprocket, which is rotatably supported at a fixed position on the engine body and driven by the crankshaft, and a transmission wheel such as a driven sprocket, which is rotatably supported at a fixed position on the engine body, is also rotatably supported at a fixed position on the engine body. and a valve drive camshaft are arranged concentrically and relatively rotatable with each other, and one end of an eccentric plate disposed close to the transmission wheel is connected to the transmission wheel via a first transmission link outside the camshaft. At the same time, the other end of this eccentric plate is attached to a second camshaft drive arm fixed to the camshaft.
The eccentric plate is connected via a transmission link to a control lever pivotally supported on the engine body so as to be able to adjust the amount of eccentricity between the rotation center of the eccentric plate and the rotation center of the camshaft. Therefore, the rotational phase of the camshaft relative to the transmission wheel can be delayed or advanced by the swinging motion of the first and second transmission links due to the eccentricity of the eccentric plate, and the delay angle and advance angle are determined by the amount of eccentricity of the eccentric plate. Therefore, by using this characteristic, the opening and closing timing of the valve can be adjusted steplessly according to the constantly changing operating conditions of the engine, and it is possible to improve the performance of the engine. can. Furthermore, even if the eccentricity of the eccentric plate is adjusted to change the opening and closing timing of the valve, the position of the transmission wheel relative to the engine body is always maintained constant.
The relative positional relationship between the transmission wheel and the transmission mechanism that transmits power from the crankshaft to it does not change from beginning to end, and power transmission therebetween can always be performed accurately. Further, since the transmission wheel and the eccentric plate are arranged close to each other and connected via the first transmission link outside the camshaft, the transmission structure between the transmission wheel and the eccentric plate can be easily and miniaturized, and the eccentric When adjusting the eccentricity of the plate, interference between the first transmission link and the camshaft can be avoided relatively easily, so the maximum eccentricity can be set large and the range of adjustment of opening/closing timing can be expanded. can.
第１図は本考案制御装置を備えた内燃機関の斜
視図、第２図は本考案制御装置の一実施例を示す
正面図、第３図はその要部縦断平面図、第４図は
その作動原理図、第５図は本考案制御装置におけ
るスプロケツトと偏心板、スプロケツトとカム軸
の各間の回転位相曲線図、第６図は偏心板の偏心
量最大時におけるカムの開閉曲線図、第７図は同
偏心量零時における同様曲線図である。
ｅ……偏心量、２……クランク軸、３……駆動
スプロケツト、４……チエン、６，７……吸、排
気用カム軸、６ａ……カム、８……被動スプロケ
ツト、１０……制御装置、１１……カム軸駆動
腕、１３……偏心板、１４……軸支、１５……制
御レバー、１７……第１伝動リンク、２０……第
２伝動リンク、２３……操作装置。
Fig. 1 is a perspective view of an internal combustion engine equipped with the control device of the present invention, Fig. 2 is a front view showing an embodiment of the control device of the present invention, Fig. 3 is a longitudinal sectional plan view of the main part thereof, and Fig. 4 is the same. Fig. 5 is a diagram of the rotation phase curve between the sprocket and eccentric plate, and the sprocket and the camshaft in the control device of the present invention; Fig. 6 is a diagram of the opening and closing curve of the cam when the amount of eccentricity of the eccentric plate is maximum; FIG. 7 is a similar curve diagram when the amount of eccentricity is zero. e... Eccentricity, 2... Crankshaft, 3... Drive sprocket, 4... Chain, 6, 7... Suction and exhaust camshafts, 6a... Cam, 8... Driven sprocket, 10... Control Device, 11... camshaft drive arm, 13... eccentric plate, 14... shaft support, 15... control lever, 17... first transmission link, 20... second transmission link, 23... operating device.
Claims (1)
クランク軸２より駆動される被動スプロケツト８
等の伝動輪と、同じく機関本体にその定位置で回
転自在に支承される動弁用カム軸６とを互いに同
心上で相対回転可能に配設し、前記伝動輪には、
その伝動輪に近接配置した偏心板１３の一端をカ
ム軸６外の第１伝動リンク１７を介して連結する
と共にこの偏心板１３の他端を、前記カム軸６に
固着されたカム軸駆動腕１１にカム軸６外の第２
伝動リンク２０を介して連結し、前記偏心板１３
の回転中心Ｃと前記カム軸６の回転中心Ｏとの間
の偏心量εを調節し得るように前記偏心板１３
を、機関本体に軸支される制御レバー１５に連結
してなる、動弁機構の制御装置。 A driven sprocket 8 is rotatably supported in the engine body at a fixed position and driven by the crankshaft 2.
A transmission wheel such as the above and a valve train camshaft 6, which is also rotatably supported at a fixed position on the engine body, are disposed concentrically and relatively rotatable with each other, and the transmission wheel includes:
One end of an eccentric plate 13 disposed close to the transmission wheel is connected via a first transmission link 17 outside the camshaft 6, and the other end of the eccentric plate 13 is connected to a camshaft drive arm fixed to the camshaft 6. 11, the second outside of the camshaft 6
The eccentric plate 13 is connected via a transmission link 20.
The eccentric plate 13
A control device for a valve mechanism, which is connected to a control lever 15 that is pivotally supported on the engine body.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP10042982U JPS595707U (en) | 1982-07-02 | 1982-07-02 | Valve mechanism control device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP10042982U JPS595707U (en) | 1982-07-02 | 1982-07-02 | Valve mechanism control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS595707U JPS595707U (en) | 1984-01-14 |
| JPS6347607Y2 true JPS6347607Y2 (en) | 1988-12-08 |
Family
ID=30237581
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP10042982U Granted JPS595707U (en) | 1982-07-02 | 1982-07-02 | Valve mechanism control device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS595707U (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0627619Y2 (en) * | 1988-06-29 | 1994-07-27 | 株式会社白井鉄工所 | Sheet glass supply device for sheet glass cutting machine |
| JP5659984B2 (en) * | 2011-08-02 | 2015-01-28 | トヨタ自動車株式会社 | Variable valve gear |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS56104130A (en) * | 1980-01-02 | 1981-08-19 | Nat Res Dev | Internal combustion engine |
-
1982
- 1982-07-02 JP JP10042982U patent/JPS595707U/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS56104130A (en) * | 1980-01-02 | 1981-08-19 | Nat Res Dev | Internal combustion engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS595707U (en) | 1984-01-14 |
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