MXPA06007340A - Valve gear system of engine - Google Patents

Abstract

A valve gear system of an engine, wherein a first connection part (61a) and a second connection part (62a) are connected to a rocker arm (36) parallel with each other so as to be rotated relative to each other, and the movable support part (62b) of a second link arm (62) is disposed on the engine valve (19) side of the fixed support part (61b) of a first link arm (61). Thus, the size of the system can be reduced, the reliability and durability of a drive means can be increased while securing the follow-up capability of opening/closing operations, and the lift amount of the engine valve can be continuously varied.

Description

SYSTEM D? DISTRIBUTION BY V MOTOR VALVE FIELD OF THE INVENTION The present invention relates to an operating system by engine valve equipped with a variable valve lifting mechanism that continuously varies the amount of elevation of an engine valve, namely an intake valve or exhaust valve.

BACKGROUND OF THE INVENTION An operating system per valve in which one end of a rigid rod is fitted to one end of a rocker arm that has an adjoining part of the valve that abuts an engine valve to the other side end and an articulated mechanism is provided between the other end of the rigid rod and a valve operating cam to continuously change the amount of elevation of the engine valve that is already known by means of Patent Document 1. However, in the conventional valve operating system described in the document of Patent 1, it is necessary to ensure a comparatively long space to place an articulated mechanism and the rigid rod thereto, between the operating cam by valve and the rocker, and therefore, the operating system per valve becomes larger in size. Additionally, a driving force is transmitted from the operating cam by valve to the rocker arm through the articulated mechanism and the rigid connecting rod, and therefore, it is difficult to say that the ability to follow the rocker to the operating cam by valve, namely , the ability to track the closed and open operation of the motor valve is excellent. Thus, the applicant proposes an operating system by engine valve in which one end part of a first and second articulated arm that is connected in a rotating manner to a rocker, the other end part of the first articulated arm is supported in a rotating manner to a motor body, and the other end portion of the second articulated arm is positioned by the address means of Patent Document 2. According to the operating system by valve, it is possible to make the operating system per valve compact and it is also possible to ensure the excellent tracking ability for the operating cam per valve by directly transmitting the energy from the operating cam per valve to the rocker arm. Patent Document 1: Japanese Patent Laid-open Application No. 8-74534; Patent Document 2: Japanese Patent Laid-open Application No. 2004-36560.

SUMMARY D? THE INVENTION Problem solving by means of the invention The loading action of the second articulated arm is greater than the loading action of the first articulated arm, but in the operating system per valve described above, the first and second articulated arms are substantially equal in length. These load acting moments increase relatively in the second articulated arm. It is desired to reduce the moments to improve the reliability and durability of the steering means that move a moving axle. The present invention has been made based on the above circumstances and aims to provide an operating system by motor valve that is compact in size, ensures the follow-up of the open / close operation, and improves the reliability and durability of the medium. address. Means for solving the problems In order to achieve the above objective, according to a first and characteristic aspect of the present invention, an operative system is proposed per motor valve, comprising: a rocker that has an abutting part of cam to abut one operating cam by valve and whose first end is coupled in operative association with a motor valve; an articulated mechanism equipped with a first articulated arm having a first connection part at a first end that is to be connected in a rotatable manner to the rocker and has a fixed support part at a second end that is to be supported rotatably a fixed position in a motor body as well as with a second articulated arm having a second connection part at a first end to be rotatably connected to the rocker and has a moving support part at a second end that is going away to be supported in a rotating manner by means of a mobile axis that is displaceable; and the steering means connected to the movable shaft, which has the ability to displace the movable shaft to vary an amount of elevation of the motor valve continuously, is characterized in that the first and second connection parts are adjusted in parallel and connected in rotating shape to the second end of the rocker and the mobile support part of the second articulated arm is placed closer to the motor valve than the fixed support part of the first articulated arm. According to a second aspect of the present invention in addition to the first aspect, a housing part having the ability to accommodate the movable support part is formed in the first articulated arm in such a way that a straight line linking the first part of connection of the first articulated arm to the side of the fixed support part on the side of the second articulated arm overlapping the mobile support part as seen laterally when at least the movable support part is placed at the closest point of the first articulated arm. According to a third aspect of the present invention, and in addition to the second aspect, the first articulated arm is formed in a substantial U-shape with a pair of the first connection parts tightening the rocker on both sides, the supporting part fixed, and a pair of arm parts connecting the first connection parts and the fixed support part; and at least part of the housing part is formed between the two arm parts. According to a fourth aspect of the present invention, and in addition to the second and third aspect, the housing part can accommodate at least part of the moving axis. According to a fifth aspect of the present invention, and in addition to the first aspect, the rocker arm is fitted to the first end with a pair of nut mounting parts to which the adjusting nuts are screwed, the adjusting nuts that feature adjustable retractable / advancing positions that adjoin a pair of motor valves, respectively; and on the rocker arm, a rod is installed between the mounting parts of the nut and is connected from the first end of the rocker to the adjoining part of the cam. According to a sixth aspect of the present invention and in addition to the fifth aspect, the first articulated arm is formed in a substantial U-shape with a pair of connecting parts tightening the rocker arm of the opposite sides, the fixed support part supported rotating in a fixed position in the motor body, and a pair of arm parts connecting the connection parts and the fixed support part; and the second articulated arm is formed in a flat shape which is to be placed between the two arm parts as can be observed orthogonal to a straight line connecting the rotary axes at the opposite ends of the first articulated arm. According to a seventh aspect of the present invention, and in addition to the fifth or sixth aspect the first end of the first connecting arm is rotatably connected to the rocker arm through a bolt; a roller that serves as an adjoining part of the cam is supported by the bolt; and an outer side of that part of the rocker that is opposite the cam axis equipped with the valve operating cam overlaps with an outer side of the first end of the first articulated arm as seen laterally, forming an arc around the axis of the cap screw. According to an eighth aspect of the present invention, and in addition to the fifth and sixth aspect, the engine valve operating system comprises an element of crankshafts at opposite ends of a connecting plate, wherein the moving shaft and a pivot The shaft is parallel to the movable shaft is struck from the crankshaft element, wherein the pivot is supported rotatably on the motor body. According to a ninth aspect of the present invention, in addition to the first aspect, the articulated mechanisms for the respective rockers for the respective intake valves which are the engine valves that have different geometries from each other. According to a tenth aspect of the present inspection, and in addition to the ninth aspect, a movable shaft supporting the movable support parts of the second articulated arms of the respective articulated mechanisms is installed in a common crankshaft element supported in a rotating manner. in the body of the engine. According to an eleventh aspect of the present invention, and additionally the first aspect, a cam support with a bearing hole that rotatably receives and supports a bearing portion of a cam shaft on which the operating cam is mounted by valve, which is mounted on the motor body; a supply orifice whose inner end communicates with a lubricant path provided on the cam shaft for supplying lubricant, is installed externally in the bearing portion such that an outer end is opened in the supply port to the outer periphery of the bearing part; a receiving notch corresponding to the outer end of the supply hole is provided in at least part of the inner periphery of the bearing hole; a communication channel is provided in the cam holder, connecting a jet of lubricant with the receiving notch, where the lubricant jet is positioned in opposite relation to the particular parts outside the motor valve, rocker arm; and articulated mechanism; and the location and shape of the receiving groove is determined such that the receiving groove with the outer end of the supply hole is communicated within a particular rotational angle range of the cam shaft. According to a twelfth aspect of the present invention, and in addition to the first aspect, a lubricant housing is installed on the upper part of the fixed support part of the first articulated arm placed above the second articulated arm, the surrounding lubricant crankcase the outer circumference of a rocker shaft penetrating the fixed support part to rotatably support the fixed support part; a lubricant path that allows lubricant to be provided externally is installed in a cam support installed in the motor body to rotatably support a bearing portion of a cam shaft on which the operating cam is mounted by valve; and a lubricant supply pipe that provides lubricant within the lubricant crankcase mentioned above, is installed in a protruding condition to communicate with the lubricant path. Effect of the invention With the adjustment of the first aspect, the amount of elevation of the motor valve can vary continuously by moving the moving shaft continuously and the first ends of the first and second articulated arm are connected in a rotary manner directly to the rocker arm. This decreases the space to place the articulated arms, thereby reducing the size of the operating system per valve, and ensures that the rocker follow the valve operating cam properly since the energy of the valve operating cam is supplied directly to the adjoining part of the rocker cam. Additionally, since the movable support part at the second end of the second articulated arm is placed closer to the motor valve than the fixed support part at the second end of the first articulated arm, moments of a reaction force applied to the steering means by means of the second articulated arm, can be maintained at a small value relatively using the lifting principle, making it possible to reduce the load placed on the steering means, and thereby, contribute to improving the reliability and durability of the medium of direction. With the adjustment of the second aspect, since the movable support part at the second end of the second articulated arm is housed in the housing part of the first articulated arm when it reaches at least the first articulated arm, it is possible to reduce the size of the system operating by valve bringing the first and second articulated arms closer together while allowing the variable lift amounts of the engine valves to be increased by adjusting the amount of displacement of the mobile support part to a relatively large value. With the adjustment of the third aspect, it is possible to bring the first and second articulated arms closer together by reducing the weight and size of the first articulated arm, and thereby, the size of the operating system per valve is also reduced. With the adjustment of the fourth aspect, it is possible to bring the first and second articulated arms closer together, and thereby, further reduce the size of the operating system per valve. With the adjustment of the fifth aspect, the rocker is equipped with a rod stuck from the end of the rocker to the adjoining part of the cam, thereby improving the rigidity of the rocker arm. With the adjustment of the sixth aspect, by reducing the central part of the first articulated arm, it is possible to reduce the weight of the first articulated arm, whereby a lower load is applied to the second articulated arm. Additionally, using a flat shape for the second articulated arm for which a load greater than the first articulated arm is applied, it is possible to reduce its weight while maintaining its rigidity. With the adjustment of the seventh aspect, it is possible to rotatably connect the first end of the first articulated arm to the rocker arm using a compact fit while preventing interference between the rocker arm and the cam shaft of the first articulated arm. With the adjustment of the eighth aspect, by rotating the crankshaft element on the pivot shaft, it is possible to displace the mobile axis in an easy way and simplify the mechanism for moving the moving shaft by the steering means. With the adjustment of the ninth aspect, in an engine that has a plurality of intake valves for each cylinder, it is possible to vary the control characteristics of the plurality of the intake valves using a single control mechanism. This makes it possible to vary the amounts of elevation of the intake valves especially in a region of low elevation of the valve, thereby admitting the entry of air into a combustion chamber through compensatory positions, and thereby give movement of swirl to introduce the air flow into the cylinder. This is very effective in increasing combustion efficiency and reducing fuel consumption in a low speed and low load region of an engine with variable lift rates of the intake valve. With the adjustment of the tenth aspect, it is possible to reduce the size of the operating system per valve to move the second articulated arms of a plurality of articulated mechanisms using the common crankshaft element. With the adjustment of the nth aspect, since the receiving notch communicates with the supply hole within a range of rotational angle in particular of the cam shaft, it is possible to control the quantity and time of delivery of the lubricant emitted from the jet of lubricant by rotating the cam shaft, and thereby, supplying an appropriate amount of lubricant to the particular parts of the operating system by valve. With the twelfth aspect adjustment, since the lubricant supplied from the lubricant path to the lubricant supply line drips into the lubricant housing, the lubricant can be reliably supplied to the lubricant housing. Additionally, since the lubricant is supplied from the lubricant supply line to the lubricant crankcase via air, it is possible to simplify the configuration without the need to install a complicated air supply path.

BRIEF DESCRIPTION D? THE FIGURES Fig. 1 is a partial longitudinal sectional view of an engine taken along line 1-1 in Fig. 2. (Modality 1) Fig. 2 is a sectional view taken along line 2-2 in the Figure 1. (Modality 1) Figure 3 is a view taken along line 3-3 in Figure 2. (Modality 1) Figure 4 is a longitudinal sectional view of the variable valve lifting means. (Modality 1) Figure 5 is a perspective perspective view of a variable valve lifting means. (Modality 1). Figure 6 is a view along the arrow 6 in Figure 3. (Modality 1) Figure 7A is an explanatory diagram illustrating the operation of the variable valve lifting means in a state of high valve lift.

(Mode 1) Figure 7B is an explanatory diagram illustrating the operation of the variable valve lifting means in a state of low valve lift. (Mode 1) Figure 8 is a diagram showing an elevation curve of an intake valve. (Mode 1) Figure 9 is an enlarged view of the essential part of Figure 3. (Mode 1) Figure 10 is a graph showing the relationship between the rotational angle of a control arm and rotating angle of a detector arm . (Modality 1) Figure 11 is a perspective view of an intake cam support and area around the variable valve lifting means. (Mode 1) Figure 12 is a perspective view by parts of the support and of an intake cam shaft with a cover removed. (Mode 1) Figure 13A is a sectional view taken along line 13-13 in Figure 12 in the state in which a roller is in contact with a high elevation of a valve operating cam. (Mode 1) Figure 13B is a sectional view taken along the line 13-13 in Figure 12 in the state in which a contact part of the roller deviates from the high elevation of the operating cam of the valve . (Modality 1) Figure 14 is a longitudinal sectional view of an intake cam support and area around the variable valve lifting means. (Modality 2) Figure 15 is a perspective view showing part of Figure 14. (Modality 2) Figure 16 is a longitudinal sectional view of the variable valve lifting means. (Modality 3) Figure 17 is a perspective view of the variable valve lifting means. (Mode 3) Figure 18 is a diagram showing an elevation curve of an intake valve. (Mode 3) Figure 19 is an elongated longitudinal sectional view of the essential part of the intake valve. (Mode 3) Fig. 20A is a partial elongated view of Fig. 19 in the state in which a valve seat angle is narrow. (Mode 3) Figure 20B is a partial elongated view of Figure 19 in the state in which a valve seat angle is wide. (Modality 3) Figure 21 is a conceptual diagram of a roof surface of a combustion chamber. (Modality 3) Explanation of symbols and reference numbers 10 engine body 19 intake valve which is a motor valve 31 intake cam shaft 31 a bearing part 46 cam support 50, 50A, 50B articulated mechanism 60 housing part 61 first articulated arm 61st first connection part 61b fixed support part 61c arm part 62, 62A, 62B second articulated arm 62a, 62Aa, 62Ba second connection part 62b, 62Ab, 62Bb movable support part 63, 63A, 63b rocker 63a mounting part of the nut 63b rod 64 bolt 65 roller as an abutting part of the cam 67 axis of the rocker 68 crankshaft element 68a moving shaft 68b connecting plate 68c pivot 69 operating valve cam 70 adjusting nut 72 drive motor as steering means 86 bearing hole 87 lubricant path 88 supply hole 89 receiving groove 90 communication channel 91 lubricant jet 98 lubricant crankcase 99 lubricant path 100 lubricant supply pipeline Ll, L2 straight line DETAILED DESCRIPTION OF THE INVENTION BEST MODE FOR CARRYING OUT THE INVENTION The embodiments for carrying out the present invention will now be described in the form of embodiments with reference to the appended figures. Mode 1 A first embodiment of the present invention will be described with reference to Figures 1 to 13B. First, with reference to Figure 1, a motor body 10 of a multi-cylinder engine in line E comprises a cylinder block 12 with cylinder inner walls 11, inside, a cylinder head 14 attached to the upper face of the cylinder block 12, and a header cover 16 attached to the upper face of the header of the cylinder 14. The pistons 13 are slidably fitted on the inner walls of the cylinder 11. The combustion chambers 15 face the upper portions of the pistons 13 are formed between the block of the cylinder 12 and the header of the cylinder 14. The header of the cylinder 14 is equipped with intake ports 17 and exhaust ports 18 which can communicate with the combustion chambers 15. They are opened and the intake ports 17 close by a pair of intake valves 19, 19 which are valves of the engine as the exhaust ports 18 are opened and closed by means of a pair of valves exhaust 20, 20. Each intake valve 19 has a rod 19a that slidably fits in a valve guide 21 provided in the header of the cylinder 14, and is deflected in a valve closing direction by means of a spring valve 24 installed between a spring seat 22 provided on the upper end of the stem 19a and a spring seat 23 abutted by the cylinder header 14. Each exhaust valve 20 has a rod 20a slidably fitted on a valve guide 25 provided in the header of the cylinder 14 and deflected in a closed valve direction by means of a valve spring 28 installed between a spring seat 26 provided at the upper end of the rod 20a and a spring seat 27 abutted by the heading of cylinder 14.

With reference also to Figure 2, in the header of the cylinder 14 integrally comprises a support 44 having support walls 44a placed on both sides of each cylinder. The covers 45 and 47 are clamped securely to each support wall 44a to form an intake cam support 46 and an exhaust cam support 48 as a whole. Accordingly, an intake cam shaft 31 is rotatably supported by means of the intake cam supports 46 while an exhaust cam shaft 32 is rotatably supported by means of the exhaust cam brackets 48. The valves of intake 19 are operated by means of the intake cam shaft 31 via the variable valve lifting means 33 and the exhaust valves 20 are operated by means of the exhaust cam shaft 32 through the lifting / timing means of variable valve 34. The variable valve timing / lifting means 34 which directs the exhaust valves 20 is well known, and will be indicated in the present invention only. A pair of low-speed rockers 36, 36 and a high-speed rocker-arm 37 are rotatably supported at their first ends on an escape rocker shaft 35 supported by the support 44. The rollers 38 supported axially in the intermediate portions. of the low speed rocker, 36, 36 are bordered by two low speed cams 39, 39 mounted on the exhaust cam shaft 32, while a roller 40 axially supported in an intermediate part of the high speed rocker 37 is adjoined by means of of a high speed cam 41 mounted on the exhaust cam shaft 32. The adjusting nuts 42 abutting the ends of the rod 20a of the exhaust valves 20 are screwed into the second ends of the low speed rocker arms 36 of such shape that allows its retractable / forward position to be adjusted. Low-speed rockers 36, 36 and the high-speed rockers can be connected and disconnected by means of hydraulic control. When the engine E is turned on at low speed, in the event that the low speed rockers 36, 36 and the high speed rockers 37 are disconnected, the low speed rockers 36, 36 are handled by means of the corresponding low speed cams. 39, 39 and consequently, the exhaust valves 20, 20 open and close with a low valve lift and a low opening angle. On the contrary, when the motor E is working at high speed, in case the low speed rockers 36, 36 and the high speed rocker 37 are disconnected, the high speed rocker 37 is operated by means of the high cam. corresponding speed 41, and consequently, the exhaust valves 20, 20 are opened and closed with a high valve lift and a high opening angle by means of the low speed rockers 36, 36 coupled to the high speed rocker 37. this way, the valve lift and valve timing of the exhaust valves 20, 20 are controlled at two levels by the variable valve timing / lifting means 34. Now, the structure of the variable valve lifting means 33 will be described as reference also to figures 3-6. The variable valve lifting means 33 comprises a rocker 63 and an articulated mechanism 50. The articulated mechanism 50 includes a first articulated arm 61 and a second articulated arm 62 positioned below the first articulated arm 61. The first articulated arm 61 is formed in a substantial U shape with a pair of first connection parts 61a, 61a tightening the rocker 63 on both sides, a cylindrical fixed support part 61b, and a pair of arm parts 61c, 61c connecting the first connecting parts 61a, 61a and the fixed support part 61b. The rocker 63 is equipped to a first end with a pair of parts of nut mounting parts 63a, 63a in whose adjustment the nuts 70, 70 are screwed, wherein the adjusting nuts have adjustable retractable / advancing positions and abut the upper ends of the rods 19a of the pair of intake valves 19 mentioned above. The second end of the rocker 63 is formed in an approximate U-shape, which opens towards the intake cam shaft 31. A roller 65 which serves as an adjoining cam part positioned on the roller makes contact with a valve operating cam 69 mounted on the intake cam shaft 31 which is supported axially by the second end of the rocker 34 through an upper bolt 64. Furthermore, on a top part of the rocker 34, a rod 63b is installed between the parts of nut assembly 63a, 63a and is adhered from the first end of the ballast 34 to the second end of the rocker 34 where the roller 65 is placed. The first connection parts 61a, 61a to a first end of the first articulated arm 61 are connected rotatingly to a second end of the rocker 63 through the upper pin 64. An outer side of that part of the second ends of the rocker 63 opposing the intake cam axis 31 overlap with the side s outer of the first connection parts 61a, 61a to the first end of the first articulated arm 61 as seen laterally, forming an arc about the axis of the upper pin 64.

The second articulated arm 62 is placed below the first articulated arm 61, making a flat shape between the arm portions 61c, 61c of the first articulated arm 61 as seen orthogonally towards a straight line that links the axes to a a straight line Ll connecting the rotational axes at the opposite ends of the first articulated arm 61. The second articulated arm 62 is fitted to a first end with a second connecting part 62a rotatably connected to the second end of the rocker 63 through a lower bolt 66 under the upper bolt 64. The first end of the rocker 63 is coupled to the intake valve pair 19, and the valve operating cam 69 in abutment with the roller 65 is installed on an upper part of the second end of the rocker 63 Also, the first connecting parts 61a, 61a at the first end of the first articulated arm 61 and a second connecting part 62a to the first end of the second b The articulated rake 62 placed below the first articulated arm 61 is vertically adjusted in parallel and rotatably connected relative to the second end of the rocker 63. The fixed support part 61b at the second end of the first articulated arm 61 is rotatably supported by means of a rocker shaft 67 fixed to the support 44 installed on the motor body 10. A movable support part 62b mounted on the second end of the second articulated arm 62 is rotatably supported by means of a moving shaft 68a. In addition, the second articulated arm 62 is shorter than the first articulated arm 61 and the movable support part 62b at the second end of the second articulated arm 62 is placed much closer to the intake valves 19 than to the fixed support part. 61b at the second end of the first articulated arm of 61. Movable shaft 68a is installed in a crankshaft chamber having the movable shaft 68a and a pivot 68c mounted on opposite ends of a connecting plate 68b in the right angles of the connecting plate 68b and having a protuberance in their opposite opposite directions, Where the connecting plate 68b is placed in a plane parallel to a working plane of the second articulated arm 62. The pivot 68c is supported rotatably to a hole of support 16a provided on the header cover 16 of the motor body 10. When the rocker 63 is in an elevated position shown in Figure 4, that is, when the control valves 19 are in a closed state, the pivot 68c of the crankshaft element 68 is coaxially positioned with an axis C of the lower bolt 66, which rotatably supports the lower part of the rocker 63 (see figure 5). Therefore, when the crankshaft element 68 swings about the axis of the pivot 68c, the movable support shaft 68a moves towards an arc A (see figure 4) having its center on the pivot 68c. Incidentally, a housing part 60 that has the ability to accommodate the mobile support part 62b is formed in the first articulated arm 61 in such a way that a straight line L2 that connects to the first connection parts 61a, 61a of the first articulated arm 61 with the side of the fixed support part 61b on the side of the second articulated arm 62 which will overlap with portions of the movable support part 62b as seen laterally when at least the movable support part 62b in the Second end of the second articulated arm 62 is positioned at a point closer to the first articulated arm 61. The accommodating part 60 comprises a hole 60a (see figure 2) formed between the arm portions 61c, 61c of the first articulated arm 61 and has the capacity of the housing part of the mobile support part 62b, and the spaces 60b, 60b formed in the lower parts of the arm parts 61c, 61c and have the capacity to accommodate at least part of the mobile support shaft 68a. The first articulated arm 61 has a vessel shape, as viewed laterally, to form the spaces 60b. The pivot 68c of the crankshaft element 68 is adhered from the support hole 16a in the header cover 16. A control arm 71 is fitted to the tip of the pivot 68c and is operated by means of an actuator motor 72 mounted on a wall outside of the cylinder head 14 and serves as a means of steering. That is, a nut member 74 engages with a threaded shaft 73 which is rotated by means of the drive motor 72, a first end of a connecting link 76 is rotatably supported on the nut member 74 through a bolt 75, and the second end is connected to the control arm 71 through the bolts 77, 77. Therefore, when the driving motor 72 is operated, the nut member 74 moves along the rotating threaded shaft 73. , the crankshaft element 68 is rotated about the pivot 68c by means of the control arm 71 connected to the nut member through the connecting link 76, and consequently, the mobile support shaft 68a moves between the position shown in FIG. Figure 7A and the position shown in Figure 7B. A rotary angle detector 80 such as a rotary encoder is installed on an exterior wall surface of the header cap 16 with a first end of a detector arm 81 fixed to the tip of a detector shaft 80a. A guide groove 82 is provided in the control arm 71 which extends linearly along its length, and a bolt 83 mounted on the second end of the detector arm 81 slidably fits in the guide groove 82. The threaded shaft 73, the nut member 74, bolt 75, connecting link 76, bolt 77, 77, control arm 71, rotary angle sensor 80, sensor arm 81, and bolt 83 are housed within the parts wall 14a and 16b which is adhered from the sides of the cylinder block 14 and the header cap 16. A cover 78 covering the end faces of the wall portions 14a and 16b conforms to the wall portions 14a and 16b with the nuts 79. In the variable valve lifting means 33, when the control arm 71 is rotated clockwise by the drive motor 72 from the position indicated by the solid line in FIG. 3, the crankshaft element 68 (see figure 5) connected to the arm of control 71 rotates clockwise and the mobile support shaft 68a of the crankshaft element is raised as shown in Figure 7A. When the valve operating cam 69 mounted on the intake cam shaft 31 pushes the roller 65 in this state, a connection of four rods connecting the shaft of the rocker 67, upper bolt 64, lower bolt 68, and movable support shaft 68a of form, causing the rocker 63 to slide in a downward direction from the position of the chain line to the solid line position, causing the adjusting nuts 70, 70 to push the rods 19a of the intake valves 19, and in this way, the intake valves 19 are opened with a high valve lift. When the control arm 71 is rotated to the solid line position in Figure 3 by means of the drive motor 72, the crankshaft element 68 connected to the control arm 71 rotates in a clockwise and movable support axis 68a of the crankshaft element 68 descends as shown in Figure 7B. When the valve operating cam 69 mounted on the intake cam shaft 31 pushes the roller 65 in this state, the four-bar connection deforms, causing the rocker 63 to swing in a downward direction from the chain line position to the solid line position, causing the adjusting nuts 70, 70 to push the rods 19a of the intake valves 19, and thereby, the intake valves 19 are opened with a low valve lift. Figure 8 is a diagram showing an elevation curve of the intake valves 19. The opening angle with the high valve elevation corresponding to Figure 7A is the same as the opening angle with the low valve elevation corresponding to the figure 7B, and only the amount of valve lift has changed. In this way, the variable valve lifting means 33 allows only the valve lift to be changed freely without changing the opening angle of the intake valves 19. When the elevation of the intake valves 19 is changed by balancing the intake member 19. crankshaft 68 using the drive motor 72. It is necessary to detect the magnitude of the valve lift, i.e. the pivotal angle of the pivot 68c of the crankshaft element 68, and feed back to be used to control the drive motor 72. For that reason, the pivoting angle of the pivot 68c of the crankshaft element 68 is detected by means of the rotary angle sensor 80. To simply detect the pivotal angle of the pivot 68c of the crankshaft element 68, the rotary angle sensor 80 can be connected directly to the pivot 68c. However, since the intake efficiency changes greatly with only a slight change in the amount of valve lift in the low valve lift region, it is necessary to detect the pivotal pivot angle 68c of the crankshaft element 68 accurately and feed it back. for use to control the drive motor 72. On the other hand, in the high-lift region of: valve, since the intake efficiency does not change much even when the amount of valve lift changes to some extent, high accuracy is not required to detect the rotating angle. The position of the control arm 71 indicated by the solid line in Figure 9 corresponds to the region of low valve lift and the position of the control arm 71 indicated by the chain line in the opposite direction to the clock hands outside of the region of low valve elevation corresponding to the position of high valve lift. In the region of low valve elevation, since the pin 83 of the detector arm 81 fitted to the detector shaft 80a of the rotary angle detector 80 meshes with the lateral tip (the most distant side of the axis C) of the guide groove 82 of the control arm 71, including a slight swing of the control arm 71 results in a large turn of the detector arm 81. This extends the ratio of the rotational angle of the sensor shaft 80a relative to the rotational angle of the crankshaft element 68, allowing resolution of the rotary angle detector 80, and thereby, makes it possible to detect the rotational angle of the crankshaft element 68 with great accuracy.

On the other hand, in the region of high valve lift where the control arm 71 has been balanced to the position indicated by the chain line, since the pin 83 of the detector arm 81 fixed to the detector axis 80a of the angle detector rotary 80 meshes with the base side (the side closest to the axis C) of the guide groove 82 of the control arm 71, even a longer rotation of the control arm 71 results in a slight twist of the detector arm 81. This reduces the ratio of the rotational angle of the sensor shaft 80a in relation to the rotational angle of the crankshaft element 68, decreasing the accuracy of detecting the rotational angle of the crankshaft element 68 compared to when the valve lift is low. As can be clearly seen in Figure 10, when the rotational angle of the control arm 71 increases from a low valve lift state to a high valve lift state, the stopping accuracy is greater at first instance since the Rate of increase of the angle of the detector arm 81 is high, but the increased speed gradually decreases, resulting in low stop accuracy. In this way, without an expensive rotary angle detector with high detection accuracy, by designing the detector arm 81 of the rotary angle detector 80 to be engaged with the guide groove 82 of the control arm 71 it is possible to ensure the accuracy of high detection in a state of low valve detection where a high detection accuracy is required, and in this way, contributes to reduce costs. In this adjustment, since one end (the end closest to the pivot 68c) of the control arm 71 and one end (the end closest to the rotary angle detector 80) of the detector arm 81 is positioned proximally to each other and the Guide groove 82 is formed at the end of control arm 71, detector arm 81 can be compact with reduced length. Incidentally, the formation of the guide groove 82 at the end of the control arm 71 reduces the distance from the axis C, reducing the amount of transfer in the circumferential direction of the guide groove 82 as well. However, the length of the detector arm 81 is also reduced, ensuring a sufficient rotational angle for the detector arm 81, and in this way, the detection accuracy of the rotary angle of the detector 80 is ensured. With reference to FIGS. 11 and 12 , a bearing hole 86 that rotatably receives and supports a bearing portion 31a of the intake cam shaft 31 is formed between the support wall 44a and the support 44 and the cover 45 that make up each intake cam support 46 on the whole. Also, a lubricant path 87 that is used to supply lubricant from an external lubricant supply source (not shown) is provided coaxially in the intake cam shaft 31. A supply hole 88 whose inner end communicates with the path of lubricant 87 is installed in the bearing part 31a in such a way that its outer end opens to the outer periphery of the bearing part 31a. According to this embodiment, receiving groove 89 corresponding to the outer end of the supply hole 88 is provided in at least part of the inner periphery of the bearing hole 86, namely that part of the inner periphery of the bearing hole 86, which is located lateral to the support 44. The receiving groove 89, which is formed only in part of the internal circumference of the bearing hole 86, does not adversely affect the bearing capacity of the bearing hole 86 to carry the part load. of the bearing 31a. On the other hand, a communication channel 90 whose first end communicates with the receiving groove 89 is provided in each intake cam support 46. The cover 45 is tightly tightened to the support wall 44a of the support 44 by means of a pair of nuts 92 and 93 positioned on both sides of the intake cam shaft 31. The nut holes 94 and 96 are provided in the support wall 44a to receive the nuts 92 and 93 that are screwed thereon. In that way, according to this embodiment, the communication channel 90 is composed of a notch 96 provided in the upper face of the support wall 44a of the support 44 whose first end communicates with the receiving groove 89 and a space created between the nut 92 and the nut hole 94. A lubricant jet 91 is installed in the support wall 44a of each intake cam support 46, which is positioned in opposite relation to the particular parts-the stem 19a of the intake valve 19 and an abutting part of the adjusting nuts 70, according to this embodiment-out of the intake valve 19, rocker 63 and articulated mechanism counting and communicating with the communication channel 90. The location and shape of the receiving slot 89 are determined such that the receiving groove 89 communicates with the outer end of the supply hole 88 within a range of rotational angle in particular of the intake cam shaft 31. The range of the angle gi In particular, the intake cam shaft 31, for example, is a range within which a high leveling of the valve operating cam 69 has contact with the roller 65 of the rocker arm 63.

Specifically, as shown in Figure 13A, only when the rotational angle of the intake cam shaft 31 is within a range of λ and high leveling of the valve operating cam 69 is within a range in which it does contact with the roller 65 of the rocker 63, the lubricant path 87 communicates with the receiving groove 89 through the supply hole 88, allowing the lubricant to be supplied from the communication channel 90 to the lubricant jet 91. Otherwise , when the rotational angle of the intake cam shaft 31 is in a range of T2 excluding the range of? l, the supply port 81 is cut from the receiving slot 89, causing the lubricant from the supply port 88 to be use for lubrication between the bearing part 31a and bearing hole 86 instead of being supplied to the lubricant jet 91. Now, the operation of the first mode will be described. In the variable valve raising means 33 which continuously varies the lifting amounts of the intake valves 19, the first connection parts 61a, 61a and the second connection parts 62a are attached to the first ends of the first articulated arm 61 and second articulated arm 62 f respectively, are adjusted in parallel and rotatably connected to the second end of the rocker 63 whose first end is coupled to the pair of intake valves 19. The fixed support part 61b of the second end of the first articulated arm 61 is supported rotatably by means of the rocker shaft 67 of the motor body 10. The mobile support part 62b of the second end of the second articulated arm 62 is rotatably supported by means of the movable support shaft 68a which is displaceable. Thus, by varying the mobile support shaft 68a continuously, it is possible to vary the lifting amount of the intake valves 19 continuously. Additionally, since the first ends of the first and second articulated arms 61 and 62 are rotatably connected directly to the rocker 63, it is possible to reduce the space required for the articulated arms 61 and 62, and thereby reduce the size of the system operating valve. Also, since power is directly transmitted from the valve operating cam 69 to the roller 65 of the rocker 63, it is possible to properly follow the valve operating cam 69. In addition, the rocker 63 and the first and second articulated arms 61 and 62 can placed at almost the same location along the intake cam shaft 31, making it possible to reduce the size of the valve operating system along the intake cam axis 31. The rocker 63 is equipped at the first end with the torque of nut mounting parts 63a, 63a in which the adjusting nuts 70, 70 are screwed, adjusting nuts 70 having adjustable retractable / advancing positions and abutting the pair of intake valves 19, respectively; and on the rocker 63, the rod 63b is installed between the nut mounting parts 63a, 63a and adhered from the first end of the rocker 63 to the location of the roller 65. This makes it possible to improve the rigidity of the rocker 63. The first articulated arm 61 comprises the pair of the first connecting parts 61a, 61a which tightens the rocker 63 from both sides, the fixed support part 61b, and the pair of arm parts 61c, 61c connecting the first connecting parts 61a, 61a and the fixed support part 61b. The second articulated arm 62 is formed in a flat shape placed between the two arm portions 61c, 61c which are observed orthogonal to the straight line Ll which links the rotating axes of the opposite ends of the first articulated arm 61. This makes possible reducing the weight and size of the first articulated arm 61 that carries loads lighter than the second articulated arm 62 and reduces the weight of the second articulated arm 62 which is subject to heavier loads than the first articulated arm 61 while maintaining its rigidity. Additionally, the housing part 60 which has the ability to accommodate the mobile support part 62b is formed in the first articulated arm 61 in such a way that the straight line L2 connecting the first connection parts 61a, 61a of the first articulated arm 61 with the side of the fixed support part 61b on the side of the second articulated arm 62 will overlap with part of the movable support part 62b, as seen laterally, when at least the movable support part 62b is placed at the most point close to the first articulated arm 61. This makes it possible to reduce the size of the valve operating system by bringing the first and second articulated arms 61 and 62 closer together while allowing the amount d 'variable elevation of the intake valves 19 to be increased by relatively increasing the amount of displacement of the mobile support part 62b. In addition, since the part of the housing part 60 is formed between the two arm portions 61c, 61c, it is possible to bring the first and second articulated arms 61 and 62 closer to each other, thus, the size of the system is further reduced. operating valve. Additionally, since the housing part 60 can accommodate at least part of the movable shaft 68a, it is possible to bring the first and second articulated arms 61 and 62 even closer together, and thereby, further reduce the size of the system operating valve. The first connection parts 61a and second connection parts 62a at the first ends of the first and second articulated arms 61 and 62 are set vertically in parallel and are relatively rotatably connected to the second end of the rocker 63, whose first end engages the torque of intake valves 19. Also, the second articulated arm 62 which is shorter than the first articulated arm 61 and the movable support part 62b at the second end of the second articulated arm 62 is placed closer to the intake valves 19 , that the first fixed support part 61b at the second end of the first articulated arm 61. Consequently, at times when a reaction force is applied to the control arm 71 by means of the second articulated arm 62 through the mobile shaft 68a can be maintained at a small value relatively using the principle of leverage, making it possible to reduce the loads placed on the control arm 71 and actuator 72, and thereby, contribute to improving the reliability and durability of the control arm 71 and drive motor 72. The first connection parts 61a, 61a on the first end of the first articulated arm 61 are rotatably connected to the rocker arm through the upper bolt 64 and the roller 65 is supported axially by means of the rocker 63 through the upper bolt 64. Since the outer side of that part of the rocker 63 which is opposite the intake cam axis 31 overlaps with the outer sides of the first connecting parts 61a, 61a at the first end of the first articulated arm 61, as seen laterally, forming an arc about the axis of the upper bolt 64, it is possible to rotatably connect the first end of the first articulated arm 61 to the rocker 63 using a compact configuration while avoiding interference between the rocker 63 and the intake cam shaft 31 of the first articulated arm 61. Ta Also, the variable valve lifting means 33 comprises the crankshaft element 68 at the opposite ends of the connecting plate 68b, wherein the movable shaft 68a and the pivot 68c, whose axes are parallel to the movable shaft 68a, adhere from the crankshaft element 68, and the pivot 68c is rotatably supported in the header cap 16 of the motor body 10. Thus, by rotating the crankshaft member 68 on the pivot shaft 68c, it is possible to move the moving shaft 68a and simplify the mechanism for moving the mobile shaft 68a by means of the drive motor 72.

In addition, the supply hole 88 whose inner end communicates with the lubricant path 87 is provided on the intake cam shaft 31 to supply lubricant externally. It is installed in the bearing portion 31a of the intake cam shaft 31 in such a way that its outer end opens to the outer periphery of the bearing portion 31a. The receiving groove 89 corresponding to the outer end of the supply hole 88 is provided in at least part of the inner periphery of the bearing bore 86 of the intake cam bracket 46. Communication channel 90 is provided on each cam support of intake 46 for communicating the receiving groove 89 with the lubricant jet 91 which is positioned opposite to a particular part-the intake valve 19 and the adjoining part of the rocker 63, according to this embodiment-out of the intake valve 19, rocker 63, and articulated mechanism 50. The location and shape of the receiving groove 89 are determined in such a way that the receiving groove 89 communicates with the outer end of the supply hole 88 within a particular range? l of the rotary angle of the intake cam shaft 31. Since the receiving slot 89 is communicated with the supply hole 88 within the particular range? l of the rotary angle of the l intake cam shaft 31, it is possible to control the amount and timing of supply of lubricant by rotating the intake cam shaft 31, and thereby, supplying an appropriate amount of lubricant to the particular parts of the valve operating system. Incidentally, although in the first embodiment, the range within which a high leveling of the valve operating cam 69 makes contact with the roller 65 of the rocker 63 is adjusted to the range of the particular rotary angle Δl of the intake cam shaft 31, this is not restricted and the range can be established as appropriate. Modality 2 Next, a second embodiment of the present invention will be described with reference to Figures 14-15. A lubricant crankcase 98 is installed on the top of a fixed support part 61b of a first articulated arm 61 positioned above a second articulated arm 62, the lubricant crankcase 98 abutting the outer circumference of a rocker shaft 67 penetrating the fixed support part 61b to rotatably support the fixed support part 61b. A lubricant path 99 which allows the lubricant to be supplied externally, is installed in a cover 45 of an intake cam support 46 and a lubricant supply line 100 which supplies the lubricant in droplets within the lubricant casing 98 from above adhering from the cap 45 of the intake cam bracket 46 to communicate with the lubricant path 99. According to the second embodiment, since the lubricant supplied from the lubricant path 99 to the lubricant supply line 100 has dripped inside of the lubricant case 98, the lubricant can be reliably supplied to the lubricant case 98 and the lubricant collected in the lubricant case 98 is used for the lubrication between the rocker shaft 67 and the first articulated arm 61. Additionally, since the lubricant is supplied from the lubricant supply line 100 to the lubricant case 98 through air, it is po It is possible to simplify the configuration without the need to install a complicated lubricant supply path. Incidentally, the path used to supply the lubricant to the lubricant supply line 100 is not limited to that according to the second embodiment described above. The lubricant can be supplied to the lubricant supply line 100 from a lubricant path 87 provided on an intake cam shaft 31 through a supply hole 88 and a receiving groove 89 and subsequently through a lubricant path provided. on an intake cam support 46 as is the case with the first embodiment. Modality 3 Now, a third embodiment of the present invention will be described with reference to figures 16 to 21. First, with reference to figures 16 and 17, a pair of intake valves 19 are operated by means of an intake cam shaft 31 a through the variable valve lifting means 105, comprising a pair of rocker arms 63A and 63B corresponding to the respective intake valves 19 and a pair of articulated mechanisms 50A and 50B corresponding to the rockers 63A and 63B, respectively. The articulated mechanism 50A corresponding to the rocker arm 63A includes a first articulated arm 61 and a second articulated arm 62B, while the other articulated mechanism 50B corresponding to the balancer 63B includes the first articulated arm 61 and second articulated arm 62B. The first articulated arm 61 is common for the second articulated mechanisms 50A and 50B. The adjusting nuts 70 are screwed with retractable / adjustable advancing positions on the first ends of the two rocker arms 63A and 63B, the adjusting nuts 70 serving as adjoining parts of the valve, abutting the upper ends of the rods 19a of the intake valves 19 corresponding to the respective rocker arms 63A and 63B mentioned above. A roller 65 serving as an adjoining part placed in rolling contact with a valve operating cam 69 mounted on the intake cam shaft 31 is supported axially between the second ends of the second rocker arms 63A and 63B through an upper bolt 64. The first articulated arm 61 is formed in a U-shape with a pair of first connecting parts 61a, 61a which crushes the rockers 63A and 63B on both sides, and the first connecting parts 61a, 61a at a first end of the first articulated arm 61 are rotatably connected to the second end of the rocker arms 63A and 63B of the upper bolt 64. A second connection part 62Aa mounted on a first end of the second articulated arm 62A placed below the first articulated arm 61 is rotatably connected to the second end of the rocker 63A under the upper bolt 64 through a lower bolt 66A. A second connection part 62Ba mounted on a first end of the second articulated arm 62B placed below the first articulated arm 61 is rotatably connected to the second end of the rocker 63A under the upper bolt 64 through a lower bolt 66B.

A fixed support part 61b on the second end of the first articulated arm 61 is rotatably supported by means of the rocker shaft 67. The movable support parts 62Ab and 62Bb at the second end of the second articulated arms 62A and 62B are supported in rotary fashion by means of a moving shaft 68a of a crankshaft element 68. Also, the second articulated arms 62A and 62B are shorter than the first articulated arm 61, and the movable support parts 62Ab and 62Bd at the second ends of the second articulated arms 62A and 62B are placed closer to the intake valves 19 than the fixed support part 61b at the second end of the first articulated arm 61. A housing part 60 that has the ability to accommodate the movable support parts 62Ab and 62Bb is formed in the first articulated arm 61 in such a way that a straight line L2 connects the first connection parts 61a, 61a of the first articulated arm 61 with the sides of the second articulated arms 62A and 62B of the fixed support part 61b which will overlap with the part of the mobile support parts 62Ab and 62Bb, as seen laterally, when at least the movable support parts 62Ab and 62Bb at the second ends of the second articulated arms 62A and 62B are placed at the closest point of the first articulated arm 61.

Incidentally, a predetermined difference OS has been set between the central positions of the lower bolts 66A and 66B which are rotatably connected to the first ends of the second articulated arms 62A and 62B to the second ends of the rockers 63A and 63b. Consequently, the second articulated arms 62A and 62B differ from each other in length. That is, the articulated mechanisms 50A and 50B for the respective rockers 63A and 63B for the respective intake valves 19 have geometries different from each other. Due to the geometrical differences between the articulated mechanisms 50A and 50B, the locus of the center of the upper bolt 64 that connects with the first articulated arm 61 to the rockers 63A and 63B is common for the articulated mechanisms 50A and 50B, but the place geometry of the centers of the lower bolts 66A and 66B which are connected with the second articulated arms 62A and 62B to the rockers 63A and 63B differ from each other. Thus, the intake valves 19 have different lift characteristics mutually as indicated by the solid line and the chain line in Figure 18. This results in the difference in the openings of the two intake valves 19. The difference in opening has significant effects especially in a low opening region, causing the intake air flow to swirl in a combustion chamber 15. Although it is possible to increase the difference in the openings in the low opening region and decrease the difference in the minimum opening region and maximum opening region by adjusting the place where the lower bolts 66A and 66B are mounted on the rockers 63A and 63B, the difference in the openings of the two intake valves 19 has a relatively small effect in the maximum opening region and will not cause any leakage at the motor output. The difference in the openings of the two intake valves 19 can be easily adjusted by adjusting the retractable / forward positions of the adjustment doors 70 screwed on the rocker arms 63A and 63b, and by varying the clearances between the stems 19 of the intake valves 19 and the adjusting nuts 70. That is, a small thrust free space reduces errors in the mechanical connection between the rockers 63A and 63B and the intake valves 19, resulting in a responsive opening for the amount of elevation of the operating valve cam 69, while a large thrust free space reduces the contribution of the action of the valve operating cam 59 to follow the rockers 63A and 63B to the valve opening shocks of the intake valves 19. Varying the opening between the intake valves 19, based on this principle, it is possible to carry out the effects in a whirlpool. Naturally, the difference in thrust clearance affects the overall range of operation, but does not cause any leakage at the engine output, as described above, because the difference in opening has less effect as it enlarges. As shown in Figure 18, a surface abutting a valve seat 107 of a parasol-shaped portion 106 of mushroom-shaped intake valve 19, i.e., a seating surface 108, is grooved to form an angle? of the predetermined valve seat, and preferably, of the angle? of the valve seat is 75 degrees or less, while the angle f formed by the seat surface 108 and an outer surface of the umbrella-shaped part 106 is 30 degrees or more. By the way, when the umbrella-shaped part 106 has curved contours, the above condition is satisfactory at any part of the curved surface having a tangent (defined) as a straight line connecting two 3 mm points apart on the upper face of the parasol-shaped part 106 of 30 degrees or more.

Since the effective free space (bx < b2 in Figure 20A and Figure 20B) for the same amount of elevation (ai = a2 in Figure 20A and Figure 20B) is reduced with decreases in the angle? of valve seat, the above adjustments are useful to reduce changes in the effective valve opening area for the same amount of valve lift in the lower elevation region of the intake valves 19, (2 mm or less in the case of a car). This makes it possible to reduce errors or variations in the openings of the variable valve lift intake valves 19, in the lower elevation region caused by temperature changes and manufacturing errors. Also, when controlling the amount of intake by controlling the amount of valve lift, the response in the changes in the intake amount for changes in the amount of valve lift in the lower elevation region does not become excessive and can be allowed stability without diminishing accuracy. Furthermore, the vertical speed at which the valve seat 107 sits on the seat surface 108 falls with decreases in the angle? valve seat, and in this way, the reduction in the angle? valve seat is effective in terms of noise reduction.

Otherwise, the angle f formed by the seating surface 108 and the outer surface of the umbrella-shaped part 106 gradually increases from zero, the intake air flowing along the contours of the umbrella-shaped part. 106 as a first instance, but when the angle f reaches 30 degrees, the intake air flow tends to partially separate from the seating surface 108, increasing the intake resistance. When this angle exceeds 30 degrees, the intake air flow is completely separated from the seating surface 108, reducing the intake resistance. Conveniently, when the angle f is less than 30 degrees, although the intake resistance is reduced, the umbrella-shaped part 106 increases in volume, causing the intake valves 19 to increase in inert mass and the flow is reduced effective rising of the area of the port of the seat surface 108. An open end of an intake port 17 in the combustion chamber 15 has a part 109 (called a casing) which also protrudes towards an internal surface of the intake valve 19 instead of the combustion chamber 15. If a guide surface 110 which facilitates the swirl of the intake air flow is produced by cutting off the part of the envelope 109 as shown in the figure, 21 it is possible that the effects are also allowed in the form of a swirl The present invention is not limited to the embodiments described above and allows several design changes without departing from the scope of the present invention set out in the appended claims.

Claims (12)

NOVELTY OF THE INVENTION Having described the present invention, it is considered as a novelty and, therefore, the content of the following is claimed as a priority: CLAIMS

1. - An operating system per engine valve, comprising: a rocker (63, 63A, 63B) having an adjoining cam part (65) to abut a valve operating cam (69) and whose first end is coupled in operative association with a motor valve (19); an articulated mechanism (50, 50A, 50B) equipped with a first articulated arm (61) having a first connection part (61a) at a first end to rotatably connect to the rocker arm (63, 63A, 63B) and has a fixed support part (61b) at the second end to be supported rotatably to a fixed position in a motor body (10), as well as with a second articulated arm (62, 62A, 62B) having a second part (62a, 62Aa, 62Ba) on a first end to rotatably connect to the rocker (63, 63A, 63B) and has a movable support part (62b, 62Ab, 62Bb) at the second end to be rotatably supported by means of a mobile axis (68a) that is displaceable; and the steering means (72) connected to the mobile shaft (68a) having the ability to displace the moving shaft (68a) to vary an elevation amount of the engine valve (19) continuously, characterized in that the first and second parts (61a, 62a) are adjusted in parallel and rotatably connected to the second end of the rocker arm (63, 63A, 63B) and the mobile support part (62b, 62Ab, 62Bb) of the second articulated arm (62, 62b). 62A, 62B) is placed closer to the motor valve (19) than the fixed support part (61b) of the first articulated arm (61).

2. The operating system by motor valve according to claim 1, characterized in that a housing part (60) that has the ability to deflect the mobile support part (62b, 62Ab, 62Bb) is formed in the first arm articulated (61) in such a way that a straight line (L2) is connected with the first connection parts (61a) of the first articulated arm (61) with the side of the fixed support part (61b) on the side of the second arm articulated (62, 62A, 62B) which overlaps with the part of the mobile support part (62b), as seen laterally, when at least, the mobile support part (62b, 62Ab, 62Bb) is placed in the closest point of the first articulated arm (61).

3. - The operating system by motor valve according to claim 2, characterized in that the first articulated arm (61) is formed in a U-shape with a pair of first connecting parts (61a) that tightens the rocker arm (63, 63A) , 63B) on both sides, the fixed support part (61b), and a pair of arm parts (61c) connecting the first connection parts (61a) and the fixed support part (61b); and at least part of the housing part (60) is formed between the two arm parts (61c).

4. The operating system by motor valve according to claim 2 or 3, characterized in that the part of the housing (60) can receive at least part of the mobile axis (68a).

5. - The operating system by motor valve according to claim 1, characterized in that the rocker (63) is equipped on the first end with a pair of nut mounting parts (63a) into which the nuts are screwed of adjustment (70), adjusting nuts (70) having adjustable retractable / advancing positions and abutting a pair of motor valves (19), respectively; and on the rocker arm (63), a rod (63b) is installed between the nut mounting parts (63a) and adhered from the first end of the rocker (63) to the adjacent cam part (65).

6. - The operating system by motor valve according to claim 5, characterized in that the first articulated arm (61) is formed in a U-shape with a pair of first connection parts (61a) that tightens the rocker (63) of the opposite sides, the fixed support part (61b) which is rotatably supported to a fixed position in the motor body (10), and a pair of arm parts (61c) connecting the connecting parts (61a) and the fixed support part (61b); and the second articulated arm (62) is formed in a flat shape to be placed between the two arm portions (61c), as seen orthogonally, to a straight line (Ll) joining the rotating axes at opposite ends of the arm. first articulated arm (61).

7. - The operating system by motor valve according to claim 5 or 6, characterized in that the first end of the first articulated arm (61) is rotatably connected to the rocker arm (63, 63A, 63B) through a pin (64); a roller (65) serving as the abutting cam part is supported through the bolt (64); and an outer side of that part of the rocker arm (63, 63A, 63B) which is opposite a cam shaft (31) equipped with the valve operating cam (69) overlaps with an external side of the first end of the first articulated arm (61), as seen laterally, forming an arc around the axis of the pin (64).

8. The operating system by motor valve according to claim 5 or 6, comprises a crankshaft element (68) at the opposite ends of a connecting plate (68b), wherein the moving shaft (68a) and a pivot (68c), whose axis is parallel to the mobile axis (68a) adheres from the crankshaft element (68), wherein the pivot (68c) is slidably supported on the motor body (10).

9. The operating system by motor valve according to claim 1, characterized in that the articulated mechanisms (50A, 50B) for the respective rockers (63A and 63B) for the respective intake valves (19) which are the valves of motor that have different geometries from each other.

10. The operating system by motor valve according to claim 9, characterized in that a moving shaft (68a) that supports the mobile support parts (62Ab, 62Bb) of the second articulated arms (62A, 62B) of the mechanisms The respective articulated parts (50A, 50B) are installed in a crankshaft element (68) rotatably supported on the motor body (10).

11. The operating system by motor valve according to claim 1, characterized in that a cam support (46) with a bearing hole (86) that receives and rotatably supports a bearing part (31a) of a cam shaft (31) on which the valve operating cam (69) is mounted, is installed on the motor body (10); a supply hole (88) whose inner end communicates with a lubricant path (87) provided on the cam shaft (31) to supply the lubricant externally, is installed in the bearing part (31a) in such a way that to open an outer end of the supply hole (88) for the outer periphery of the bearing part (31a); a receiving groove (89) corresponding to the outer end of the supply hole (88) is provided in at least part of the inner periphery of the bearing hole (86); a communication channel (90) is provided on the cam support (46), joining a jet of lubricant (91) with the receiving groove (89), where the lubricant jet is positioned in opposite relation to the particular parts outside the motor valve (19), rocker arm (63, 63A, 63B), and the articulated mechanisms (50, 50A, 50B); and the location and shape of the receiving groove (89) are determined in such a way that the receiving groove (89) communicates with the outer end of the supply hole (88) within a particular rotary angle range of the cam shaft. (31)

12. - The operating system by motor valve according to claim 1, characterized in that a lubricant casing (98) is installed on an upper part of the fixed support part (61b) of the first articulated arm (61) placed on top of the second articulated arm (62, 62A, 62B), the lubricant crankcase (98) abutting the outer circumference of a rocker shaft (67) that penetrates the fixed support part (61b) to rotatably support the part of fixed support (61b); a lubricant path (99) that allows the lubricant to be supplied externally is installed in a cam support (46) installed in the motor body (10) to rotatably support a bearing portion (31a) of a cam shaft (31) on which the valve operating shaft (69) is mounted; and a lubricant supply pipe (100) dripping the lubricant into the lubricant housing (98) from the previous one is installed in a protruding condition to communicate with the lubricant path (99).