WO2006064707A1 - Régulateur automatique du réglage de distribution, dispositif de moteur ayant celui-ci et véhicule - Google Patents

Régulateur automatique du réglage de distribution, dispositif de moteur ayant celui-ci et véhicule Download PDF

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Publication number
WO2006064707A1
WO2006064707A1 PCT/JP2005/022484 JP2005022484W WO2006064707A1 WO 2006064707 A1 WO2006064707 A1 WO 2006064707A1 JP 2005022484 W JP2005022484 W JP 2005022484W WO 2006064707 A1 WO2006064707 A1 WO 2006064707A1
Authority
WO
WIPO (PCT)
Prior art keywords
camshaft
phase
locking
engine
valve
Prior art date
Application number
PCT/JP2005/022484
Other languages
English (en)
Japanese (ja)
Inventor
Minoru Yamamoto
Toshimasa Morita
Original Assignee
Yamaha Hatsudoki Kabushiki Kaisha
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Yamaha Hatsudoki Kabushiki Kaisha filed Critical Yamaha Hatsudoki Kabushiki Kaisha
Priority to BRPI0519514-4A priority Critical patent/BRPI0519514A2/pt
Priority to EP05814483A priority patent/EP1835133A4/fr
Priority to US11/721,895 priority patent/US20090272348A1/en
Publication of WO2006064707A1 publication Critical patent/WO2006064707A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/022—Chain drive
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/08—Shape of cams
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/18—Rocking arms or levers
    • F01L1/181—Centre pivot rocking arms
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F01L1/053—Camshafts overhead type
    • F01L2001/0535—Single overhead camshafts [SOHC]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2301/00—Using particular materials
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2305/00—Valve arrangements comprising rollers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2820/00—Details on specific features characterising valve gear arrangements
    • F01L2820/01—Absolute values
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2820/00—Details on specific features characterising valve gear arrangements
    • F01L2820/03—Auxiliary actuators
    • F01L2820/035—Centrifugal forces

Definitions

  • the present invention relates to a valve timing control device that variably controls a valve timing of an engine, and an engine device and a vehicle including the same.
  • variable valve timing mechanisms that control the opening / closing timing of intake valves or exhaust valves for the purpose of improving fuel efficiency, reducing harmful substances in exhaust gas, and increasing output in the target rotation range ( WT: Variable Valve Timing) has been developed.
  • variable variable timing mechanisms using, for example, an actuator such as a hydraulic cylinder or an electric motor.
  • actuators are expensive.
  • variable valve timing mechanism becomes large.
  • engine performance and durability may be reduced if the cam profile changes due to hunting.
  • valve timing control device with reduced hunting (see Patent Document 2).
  • this valve timing control device employs a mechanism (one-way clutch mechanism) that fixes the positional relationship between the camshaft and the driven sprocket before and after the change of rotational torque fluctuation.
  • Patent Document 1 Japanese Patent Laid-Open No. 9-324614
  • Patent Document 2 Japanese Utility Model Publication No. 5-21104
  • this one-way clutch mechanism is realized by a frictional force that acts between the inner peripheral surface of the driven sprocket body and the above-mentioned constituent members.
  • the constituent members are easily deteriorated by friction, it is necessary to use a material having high wear resistance. As a result, cost reduction becomes difficult.
  • An object of the present invention is to provide a valve timing control device that can be easily manufactured and that can be reduced in size and cost, and an engine device and a vehicle including the valve timing control device.
  • a valve timing control device is configured to perform a first operation according to the engine speed.
  • a valve timing control device that controls the opening and closing timing of the first and second valves, and is provided so as to be in contact with the first valve and a rotating member that is rotatable in conjunction with the rotation of the engine.
  • the first camshaft that opens and closes the first valve by rotating together with the member is abutted against the first camshaft and the second valve and is relatively rotatable with respect to the first camshaft, and rotates with the rotating member.
  • a second camshaft that opens and closes the second valve, and a phase change mechanism that changes the phase of the second camshaft relative to the first camshaft to the first phase and the second phase.
  • the phase changing mechanism includes a first locking mechanism that locks the second cam shaft in a state where the second cam shaft has the first phase with respect to the first cam shaft, A second locking mechanism that locks the second camshaft with the second camshaft having a second phase with respect to the camshaft.
  • the first locking mechanism is urged in a direction to lock the second camshaft, and is provided so as to be movable in a direction to release the locking of the second camshaft by centrifugal force.
  • the locking mechanism is urged in a direction to release the locking of the second camshaft, and is provided so as to be movable in a direction to lock the second camshaft by centrifugal force.
  • the rotating member rotates in conjunction with the rotation of the engine, and the first cam shaft and the second cam shaft rotate with the rotation of the rotating member.
  • the first valve that contacts the first camshaft and the second valve that contacts the second camshaft open and close.
  • the second camshaft is rotatable relative to the first camshaft.
  • the first locking mechanism is urged in the direction to lock the second camshaft, and the second locking mechanism releases the locking of the second camshaft. Is being energized.
  • a centrifugal force acts on each of the first locking mechanism and the second locking mechanism.
  • the centrifugal force acts so that the first locking mechanism unlocks the second camshaft, and the second locking mechanism locks the second camshaft.
  • the urging force in the direction of locking the second camshaft acts to release the locking of the second camshaft. Centrifugal force Bigger than. Thereby, the second camshaft is locked by the first locking mechanism. At this time, in the second locking mechanism, the urging force in the direction of releasing the locking of the second camshaft becomes larger than the centrifugal force acting in the direction of locking the second camshaft. Thereby, the second camshaft is not locked by the second locking mechanism. As a result, the second cam shaft is locked in a state having the first phase with respect to the first camshaft by the first locking mechanism.
  • the biasing force in the direction of locking the second camshaft acts to release the locking of the second camshaft in the first locking mechanism. Less than centrifugal force. As a result, the second camshaft is not locked to the first locking mechanism. At this time, in the second locking mechanism, the urging force in the direction of releasing the locking of the second camshaft is smaller than the centrifugal force acting in the direction of locking the second camshaft. Thereby, the second camshaft is locked by the second locking mechanism. As a result, the second camshaft is locked in a state having the second phase with respect to the first camshaft by the second locking mechanism.
  • the phase of the second camshaft with respect to the first camshaft is changed by changing the engine speed from a low engine speed to a high engine speed or a high engine speed to a low engine speed. It is changed between the first phase and the second phase. Thereby, the opening and closing timings of the first and second valves are controlled according to the engine speed.
  • the first locking mechanism is movable to a first locking portion provided on the second camshaft, a state locked to the first locking portion, and a state released from the first locking portion.
  • a first weight that moves the locked member in a direction away from the first locking member force, and the second locking mechanism includes a second locking portion provided on the second camshaft.
  • the second camshaft is The first phase with respect to the first camshaft with the first locked member disengaged from the first locking portion force and the second locked member disengaged from the second locking portion. It may be provided so as to be rotatable relative to the second phase! /.
  • the force of the first urging member is smaller than the centrifugal force acting on the first weight. Accordingly, the first locked member is disengaged from the first locking portion, and the second camshaft is not locked by the first locking mechanism. At this time, in the second locking mechanism, the force of the second urging member is smaller than the centrifugal force acting on the second weight. Thus, the second locked member is inserted into the second locking portion, and the second force shaft is locked by the second locking mechanism. As a result, the second camshaft is locked in a state having the second phase with respect to the first camshaft by the second locking mechanism.
  • first and second locking portions, the first and second locked members, the first and second urging members, and the first and second weights are simplified.
  • the first and second locking mechanisms can be moved in a complementary manner.
  • the first locking portion is a first hole provided in the second camshaft, and the first locked member is inserted into the first hole and the first hole
  • the first pin member is provided so as to be movable in a state of being pulled out from the second locking portion
  • the second locking portion is a second hole portion provided in the second camshaft
  • the locked member may be a second pin member that is movably provided in a state of being inserted into the second hole and in a state of being released from the second hole force.
  • the phase changing mechanism may further include a restricting mechanism that restricts the rotational operation of the second camshaft relative to the first camshaft to a range between the first phase and the second phase.
  • the rotation operation of the second camshaft with respect to the first camshaft is restricted to a range between the first phase and the second phase by the restriction mechanism.
  • the camshaft rotation is reliably stopped in the second phase. In this state, it is locked by the first locking mechanism.
  • the second camshaft that has been removed is locked by the second locking mechanism.
  • the rotation operation of the second camshaft with respect to the first camshaft is restricted to a range between the first phase and the second phase by the restriction mechanism.
  • the camshaft rotation is reliably stopped in the first phase.
  • the second camshaft that has been locked by the second locking mechanism is locked by the first locking mechanism.
  • the restriction mechanism prevents the rotation of the second camshaft when the phase of the second camshaft with respect to the first camshaft changes from the first phase to the second phase
  • a blocking mechanism may be included that prevents the rotation of the second camshaft when the phase of the second camshaft changes from the second phase to the first phase
  • the blocking mechanism includes a groove provided on the second camshaft along the circumferential direction, and a contact member that is fixed to the rotating member, is movable within the groove, and is capable of contacting both end surfaces of the groove. And may be included. [0047] When the engine speed at a low engine speed changes to a high engine speed, the second camshaft rotates with respect to the first camshaft to the second phase as well. Here, the rotation of the second camshaft relative to the first camshaft is reliably stopped in the second phase by the abutting member coming into contact with one end in the groove.
  • phase of the second camshaft with respect to the first camshaft can be easily and reliably changed between the first and second phases.
  • an engine having first and second valves, and a valve timing control device that controls opening and closing timings of the first and second valves in accordance with the engine speed.
  • the valve timing control device includes a rotating member that is rotatably provided in conjunction with the rotation of the engine, and a first valve that is provided so as to contact the first valve and rotates together with the rotating member.
  • the first camshaft that opens and closes the first camshaft and the second camber, is provided so as to be rotatable relative to the first camshaft, and opens and closes the second valve by rotating together with the rotating member.
  • a phase change mechanism that changes the phase of the second camshaft relative to the first camshaft to a first phase and a second phase.
  • the mechanism includes a first locking mechanism that locks the second camshaft with the second camshaft having the first phase with respect to the first camshaft, and the first camshaft. And a second locking mechanism that locks the second camshaft in a state where the second camshaft has the second phase.
  • the first locking mechanism engages the second camshaft.
  • the second camshaft is urged in the direction of stopping and movable in the direction of releasing the locking of the second camshaft by centrifugal force, and the second locking mechanism releases the locking of the second force shaft. And is movably provided in the direction in which the second camshaft is locked by centrifugal force.
  • the engine speed is controlled by a noble timing control device.
  • the opening / closing timing of the first and second valves is controlled accordingly.
  • the rotating member rotates in conjunction with the rotation of the engine, and the first cam shaft and the second cam shaft rotate with the rotation of the rotating member.
  • the first valve that contacts the first camshaft and the second valve that contacts the second camshaft open and close.
  • the second camshaft is rotatable relative to the first camshaft.
  • the first locking mechanism is biased in the direction to lock the second camshaft, and the second locking mechanism releases the locking of the second camshaft. Is being energized.
  • a centrifugal force acts on each of the first locking mechanism and the second locking mechanism.
  • the centrifugal force acts so that the first locking mechanism unlocks the second camshaft, and the second locking mechanism locks the second camshaft.
  • the biasing force in the direction of locking the second camshaft acts to release the locking of the second camshaft. Greater than centrifugal force.
  • the second camshaft is locked by the first locking mechanism.
  • the urging force in the direction of releasing the locking of the second camshaft becomes larger than the centrifugal force acting in the direction of locking the second camshaft.
  • the second camshaft is not locked by the second locking mechanism.
  • the second cam shaft is locked in a state having the first phase with respect to the first camshaft by the first locking mechanism.
  • the biasing force in the direction of locking the second camshaft acts to release the locking of the second camshaft in the first locking mechanism. Less than centrifugal force. As a result, the second camshaft is not locked to the first locking mechanism. At this time, in the second locking mechanism, the urging force in the direction of releasing the locking of the second camshaft is smaller than the centrifugal force acting in the direction of locking the second camshaft. Thereby, the second camshaft is locked by the second locking mechanism. As a result, the second camshaft is locked in a state having the second phase with respect to the first camshaft by the second locking mechanism.
  • the phase of the second camshaft with respect to the first camshaft is changed by changing the rotational speed of the engine from a low rotational speed to a high rotational speed, or from a high rotational speed to a low rotational speed. It is changed between the first phase and the second phase. Thereby, the opening and closing timings of the first and second valves are controlled according to the engine speed.
  • the switching force of the phase of the second camshaft relative to the first camshaft is based on the mutually complementary moving operations of the first and second locking mechanisms without using the frictional force between the constituent members. Done. Thereby, there is almost no deterioration due to wear of the component parts. As a result, the life of the valve timing control device can be extended without using wear-resistant components, and low cost can be realized.
  • the complementary movement of the first and second locking mechanisms can be realized by only the mechanical structure without requiring high machining accuracy, the manufacturing is facilitated. Therefore, a high-performance and highly durable engine device is realized.
  • the valve timing control device can be downsized. The engine device can also be reduced in size.
  • a vehicle includes an engine device, a drive wheel, and a transmission mechanism that transmits power generated by the engine device to the drive wheel.
  • the engine device includes first and second valves.
  • a valve timing control device that controls the opening and closing timings of the first and second valves in accordance with the rotational speed of the engine.
  • the valve timing control device is rotatably provided in conjunction with the engine rotation.
  • a rotating member a first camshaft provided to contact the first valve and opening and closing the first valve by rotating together with the rotating member; a first force contacting the second valve; A second camshaft which is provided so as to be rotatable relative to the shaft and which opens and closes the second valve by rotating together with the rotating member; and a first camshaft A phase change mechanism that changes the phase of the second force shaft relative to the shaft to a first phase and a second phase, wherein the phase change mechanism is a second camshaft with respect to the first camshaft.
  • a first locking mechanism for locking the second camshaft in a state where the first camshaft has the first phase, and a second locking mechanism with respect to the first camshaft.
  • a second locking mechanism that locks the second camshaft in a state where the camshaft has the second phase
  • the first locking mechanism is configured to lock the second camshaft.
  • the second camshaft is provided so as to be movable in the direction of releasing the locking of the second camshaft by centrifugal force, and the second locking mechanism releases the locking of the second camshaft. And is movably provided in a direction to lock the second camshaft by centrifugal force.
  • the power generated by the engine device is transmitted to the drive wheels by the transmission mechanism, and the drive wheels are driven.
  • the valve timing control device controls the opening and closing timings of the first and second valves according to the engine speed.
  • the complementary movement of the first and second locking mechanisms can be realized with only a mechanical structure without requiring high machining accuracy, the manufacture is facilitated. Therefore, a high-performance and highly durable vehicle is realized.
  • a control system composed of a hydraulic circuit, an electric circuit, software, and the like for controlling the moving operation of the first and second locking mechanisms is required, the valve timing control device and the engine device can be downsized. This makes it possible to reduce the size of the vehicle.
  • valve timing control device In the valve timing control device according to the present invention, the deterioration due to wear of the components hardly occurs. As a result, the lifetime of the valve timing control device can be extended without using wear-resistant components, and low cost can be realized. Furthermore, since the complementary movement of the first and second locking mechanisms can be realized by only the mechanical structure without requiring high machining accuracy, the manufacturing becomes easy. Therefore, a high-performance and highly durable valve timing control device, engine device, and vehicle are realized. Also, a hydraulic circuit and an electric circuit for controlling the moving operation of the first and second locking mechanisms In addition, since a control system constituted by software and the like is not required, the valve timing control device can be downsized, and the engine device and the vehicle can be downsized.
  • FIG. 1 is a schematic diagram of a motorcycle according to an embodiment of the present invention.
  • FIG. 2 is a diagram for explaining an outline of a valve timing control device according to an embodiment of the present invention.
  • FIG. 3 is an assembled perspective view for explaining the structure of the valve timing control device.
  • FIG. 4 is an assembled perspective view for explaining the structure of the valve timing control device.
  • FIG. 5 is an assembled perspective view for explaining the structure of the valve timing control device.
  • Fig. 6 is a detailed cross-sectional view of the cylinder head along the line P-P in Fig. 2 (b)
  • Fig. 7 is an external side view of the cylinder head with the side cover of Fig. 6 removed.
  • FIG. 8 is a partially cutaway cross-sectional view of the cylinder head RR line of FIG.
  • Fig. 9 is a diagram for explaining the relationship between the phase of the exhaust cam and intake cam with respect to the crankshaft in Fig. 2 and the lift amount of the exhaust valve and intake valve caused by the rotation of the crankshaft.
  • FIG. 10 is a cutaway perspective view for explaining the operation of the valve timing control device.
  • FIG. 11 is a cutaway perspective view for explaining the operation of the valve timing control device.
  • FIG. 13 is a cutaway perspective view for explaining the operation of the valve timing control device.
  • FIG. 13 is a cutaway perspective view for explaining the operation of the valve timing control device.
  • valve timing control device according to an embodiment of the present invention, and an engine device and a vehicle including the same will be described.
  • a small motorcycle having a displacement of about 250 cc or less will be described as a vehicle.
  • FIG. 1 is a schematic diagram of a motorcycle according to an embodiment of the present invention.
  • the head pipe 3 is provided at the front end of the main body frame 6.
  • a front fork 2 is provided on the head pipe 3 so that it can swing left and right.
  • the front wheel 1 is rotatably supported at the lower end of the front fork 2.
  • a handle 4 is attached to the upper end of the head pipe 3.
  • the engine 7 is held at the center of the main body frame 6.
  • a fuel tank 8 is provided above the engine 7, and a seat 9 is provided behind the fuel tank 8.
  • a rear arm 10 is connected to the main body frame 6 so as to extend to the rear of the engine 7.
  • the rear arm 10 holds the rear wheel 11 and the rear wheel driven sprocket 12 rotatably.
  • An exhaust pipe 13 is connected to the exhaust port of the engine 7.
  • a muffler 14 is attached to the rear end of the exhaust pipe 13.
  • the rear wheel drive sprocket 15 is attached to the drive shaft 26 of the engine 7.
  • the rear-wheel drive sprocket 15 is connected to the rear-wheel drive socket 12 of the rear wheel 11 via a chain 16.
  • the engine 7 includes a noble timing control device.
  • the valve timing control device according to this embodiment will be described below.
  • FIG. 2 is a diagram for explaining the outline of the valve timing control device according to the embodiment of the present invention.
  • Fig. 2 (a) shows a schematic top view of the nozzle timing control device installed inside the engine 7, and Fig. 2 (b) shows a schematic side view of the nozzle timing control device installed inside the engine 7. It is shown.
  • valve timing control device 200 is provided in the cylinder head 7S.
  • the valve timing control device 200 includes a cam driven sprocket 220, an intake cam 231, and an air cam 241.
  • crankshaft 23 rotates, and the cam drive sprocket 24 provided on the crankshaft 23 rotates.
  • cam drive sprocket 24 The rotational force of cam drive sprocket 24 is transmitted to cam driven sprocket 220 of valve timing control device 200 via chain 25. As a result, the valve timing control device 200 rotates.
  • valve timing control device 200 the position correlation between intake cam 231 and exhaust cam 241 changes according to the rotational speed of engine 7 and changes in the rotational speed (increase and decrease in rotational speed). As a result, the valve timing changes.
  • the details of the configuration and operation of the noble timing control apparatus 200 will be described. 3 to 5 are assembled perspective views for explaining the structure of the valve timing control device 200. FIG.
  • the noreve timing control device 200 is roughly divided into a lock pin holding mechanism 210 (see FIG. 3).
  • cam driven sprocket 220 (see Fig. 4), intake camshaft 230 (see Fig. 5) and exhaust camshaft 240 (see Fig. 5) are also configured! RU
  • FIG. 3 shows an assembly perspective view of the lock pin holding mechanism 210. As shown in Figure 3
  • the two support members 211 and 212 having a longitudinal shape in the Z direction are arranged at a predetermined interval in the X direction.
  • the support member 211 has a substantially arc-shaped plate-like portion 211A that is parallel to the XZ plane and has a longitudinal shape in the Z direction.
  • One side of the plate-like portion 211A along the Z direction is formed in an arc shape, and the other side is formed in a straight line shape.
  • Through holes 21 la are formed in the vicinity of the upper end and the lower end of the plate-like portion 211A, respectively.
  • Projection pieces 211B and 211D are formed so as to extend in the Y direction from the upper end portion and the lower end portion of one side along the Z direction of the plate-like portion 211A. Further, a spring holding piece 211C is formed that extends in the X direction from the center lower portion of one side along the Z direction of the plate-like portion 211A and is bent in the Y direction.
  • Through holes 211b, 211d, and 211c are formed in the projecting pieces 211B and 211D and the spring holding piece 211C, respectively.
  • the lengths of the protruding pieces 21 IB and 211D and the spring holding piece 211C in the heel direction are shorter in the order of the protruding piece 211B, the spring holding piece 211C, and the protruding piece 21 ID. Accordingly, the through holes 211b, 211c, and 211d approach the plate-like portion 211A in this order in the Y direction.
  • the support member 212 has a structure that is substantially symmetric with respect to the support member 211 with respect to the XZ plane. Projection pieces 212B and 212D are formed so that the upper end and lower end forces on one side along the Z direction of the plate-like portion 212A also extend in the Y direction.
  • Through holes 212a are formed in the vicinity of the upper end and the lower end of the plate-like portion 212A, respectively.
  • the plate-like portion 212A extends in the X direction from the upper center of one side along the Z direction.
  • a spring holding piece 212C bent in the Y direction is formed.
  • Through holes 212b, 212d, and 212c are formed in the protruding pieces 212B and 212D and the spring holding piece 212C, respectively.
  • the lengths of the protrusions 212B and 212D of the support member 212 in the Y direction are equal to the lengths of the protrusions 21 IB and 211D of the support member 211 in the Y direction. Further, the length of the spring holding piece 212C of the support member 212 in the Y direction is different from the length of the spring holding piece 211C of the support member 211 in the Y direction.
  • the weight 213 includes a weight body 213a, a plate-like extension 213d, two cylindrical portions 213e, and two hook portions 213f.
  • the weight main body 213a has a substantially rectangular parallelepiped shape extending in the X direction. A groove along the Y direction on one side (bottom surface) of the weight body 213a parallel to the XY plane
  • the protrusion 213c has a through hole extending in the X direction.
  • the extension 213d is formed so as to extend in the Y direction from the other surface (upper surface) parallel to the XY plane of the weight main body 213a.
  • the two cylindrical portions 213e are formed along the X direction at both ends of the extension portion 213d in the X direction.
  • the two hook portions 213f extend from the central portion of the extension portion 213d in the X direction so as to incline to the lower side of the extension portion 213d.
  • the tips of the two hook portions 213f are curved like a hook.
  • High speed lock pins 214 extending in the Y direction are attached to the two hook portions 213f.
  • a support pin 214t extending in the X direction is formed at one end of the high-speed lock pin 214.
  • the high-speed lock pin 214 is rotatably held by the weight 213. A part of the high-speed lock pin 214 can come into contact with the groove 213b.
  • the rotating shaft 215 force S is inserted into the cylindrical rod 213e of the way rod 213.
  • the weight 213 is rotatably held up to the rotation shaft 215 ⁇ . In this state, both ends of the rotation shaft 215 are supported by the support member 21.
  • I I, 212 is held rotatably.
  • the weight 216 has the same structure as the weight 213. However, when the lock pin holding mechanism 210 is assembled, the weight 216 is fixed to the weight 213 with respect to an axis parallel to the X direction. Arranged so as to be symmetrical.
  • the weight body 216a of the weight 216, the extension part 216d, the two cylindrical parts 216e, and the two hooks 216f are the weight body 213a of the weight 213, the extension part 213d, and the two cylindrical parts 213e. And two hook parts 213f.
  • the groove 216b and the protrusion 216c of the weight 216 correspond to the groove 213b and the protrusion 213c of the weight 213.
  • Low speed lock pins 217 extending in the Y direction are attached to the two hook portions 216f.
  • the low speed lock pin 217 is shorter than the high speed lock pin 214.
  • a support pin 217t extending in the X direction is formed at one end of the low speed lock pin 217. By attaching the support pin 217t to the hook portion 216f, the low speed lock pin 217 is rotatably held by the weight 216.
  • the low-speed lock pin 217 has a limited range of rotation as will be described later. As a result, the low-speed lock pin 217 does not contact the groove 216b.
  • the rotation shaft 218 is inserted into the cylindrical portion 216e of the weight 216. Thereby, the rotating shaft 218 holds the weight 216 in a rotatable manner. In this state, both ends of the rotation shaft 218 are supported by the support member 21.
  • I I, 212 is held rotatably.
  • the weights 213 and 216 are arranged to face each other in the Z direction.
  • a screw 219 is inserted into each of the two through holes 21 la of the support member 211 and the two through holes 212 a of the support member 212.
  • FIG. 4 is an assembly perspective view of the lock pin holding mechanism 210 and the cam driven sprocket 220.
  • the cam driven sprocket 220 is arranged to be parallel to the XZ plane.
  • both ends of the spring S1 are attached to the through hole provided in the protrusion 213c of the weight 213 and the through hole 211c of the spring holding piece 211C.
  • both ends of the spring S2 are attached to the through hole provided in the protrusion 216c of the weight 216 and the through hole 212c of the spring holding piece 212C.
  • the cam driven sprocket 220 has a plurality of through holes 220a to 220f. A through hole 220a having a diameter larger than that of the other through holes is formed in the center of the cam driven sprocket 220 !.
  • through holes 220b, 220c, 220e, and 220f are formed at equal angular intervals on one circle centered on the through hole 220a of the cam driven sprocket 220.
  • Four through holes 220d are formed at equiangular intervals on other circles centering on the through hole 220a of the cam dribbon socket 220. Each of the four through holes 220d is threaded.
  • a protrusion 220T is formed in the vicinity of the through hole 220c.
  • the lock pin holding mechanism 210 is fixed to the cam driven sprocket 220, the high speed lock pin 214 is inserted into the through hole 220b, and the low speed lock pin 217 is inserted into the through hole 220c.
  • the high speed lock pin 214 does not protrude from the other side 220B side of the cam driven sprocket 220, and the low speed lock pin 217 has a predetermined length on the other side 220B side of the cam driven sprocket 220. Protruding.
  • FIG. 5 is an assembled perspective view of the structure assembled as shown in FIG. 4 (hereinafter referred to as an assembled structure), the intake camshaft 230, and the exhaust camshaft 240. As shown in FIG. The intake camshaft 230 and the exhaust camshaft 240 are both arranged such that their axis J is parallel to the Y direction.
  • the intake camshaft 230 is formed of an intake cam 231, a stepped portion 232, and a rotation shaft 233.
  • the intake camshaft 230 in the Y direction has a cylindrical rotating shaft 233 on one end side in the Y direction, and a step having a diameter slightly larger than the diameter of the rotating shaft 233 in the center. And a suction cam 231 on the other end side.
  • a rotating through hole 230H extending in the Y direction from the center of the end surface of the rotating shaft 233 to the center of the end surface of the intake cam 231 is formed. That is, the rotation through hole 230H is formed so that the one end force of the intake camshaft 230 in the Y direction also extends to the other end.
  • a high-speed pin introduction hole 233c, a low-speed pin introduction hole 233d, and two pin floating grooves 233a and 233b are formed on the end surface of the rotating shaft 233 on a circle centered on the axis J. .
  • the high-speed pin introduction hole 233c and the low-speed pin introduction hole 233d are formed so as to be substantially opposed to each other via the rotation through hole 230H. However, the high-speed pin introduction hole 233c and the low-speed pin introduction hole 233d are arranged so that the straight line connecting them does not pass through the axis J! RU
  • the pin floating grooves 233a and 233b are formed so as to extend along the circumferential direction around the axis J and to face each other via the rotation through hole 230H.
  • the exhaust camshaft 240 has an exhaust cam 241, a step 242, a cam fixing shaft 243, and a protruding shaft
  • the exhaust camshaft 240 has a cam fixing shaft 243 extending in the Y direction on one end side in the Y direction, a step 242 and an exhaust cam 241 in the center, and the Y direction on the other end. It has a protruding shaft 244 that extends. A sprocket screw hole 240H is formed at the end of the cam fixing shaft 243.
  • the cam fixing shaft 243 of the exhaust camshaft 240 is inserted into the rotation through hole 230H of the intake camshaft 230.
  • the exhaust camshaft 240 holds the intake camshaft 230 rotatably.
  • one end of the cam fixing shaft 243 of the exhaust camshaft 240 is inserted into the through hole 220a from the other surface 220B side of the cam driven sprocket 220.
  • the exhaust cam 241 of the exhaust cam shaft 240, the step 242, the cam fixing shaft 243 and The protruding shafts 244 may be formed integrally with each other! / ⁇ may be formed individually.
  • the intake cam 231, the stepped portion 232, and the rotating shaft 233 of the intake camshaft 230 may be integrally formed! / May be formed individually!
  • a connecting mechanism between the cam fixing shaft 243 and the through hole 220a is provided with a fixing mechanism that restricts the rotation of the exhaust camshaft 240 with respect to the force driven sprocket 220. Also good.
  • a protrusion is provided at the tip of the cam fixing shaft 243 of the exhaust camshaft 240, and a groove that can be fitted to the protrusion of the cam fixing shaft 243 in the through hole 220a of the cam driven sprocket 220. It may be realized by providing.
  • the intake camshaft 230 is positioned as follows while being held by the exhaust camshaft 240.
  • the intake camshaft 230 has a fixed pin 230A inserted into the pin floating groove 233a, a fixed pin 230B inserted into the pin floating groove 233b, and a part of the low speed lock pin 217 inserted into the low speed pin introduction hole 233d. Positioned.
  • the intake camshaft 230 is limited by the rotating power low speed lock pin 217 and the low speed pin introduction hole 233d.
  • the intake camshaft 230 is fixed to the cam driven sprocket 220 together with the exhaust camshaft 240 so as not to rotate.
  • FIG. 6 is a detailed sectional view of the cylinder head 7S taken along the line PP in FIG. 2 (b).
  • Fig. 6 as indicated by arrows X, ⁇ , and Z, the three directions orthogonal to each other are defined as the X direction, the Y direction, and the Z direction. Note that the X, Y, and Z directions are defined in the same way in FIGS.
  • a space for attaching the valve timing control device 200 is provided at the center of the cylinder head 7S.
  • bearings Bl and B2 are attached to the rotating shaft 233 and the protruding shaft 244 of the valve timing control device 200, respectively.
  • one end surface of the bearing B1 perpendicular to the Y-direction axis contacts the internal contact surface BH1 of the cylinder head 7S. Further, one end surface of the bearing B2 perpendicular to the Y-axis axis contacts the internal contact surface BH2 of the cylinder head 7S.
  • valve timing control device 200 housed inside the cylinder head 7S, a part of the other end surface of the bearing B1 perpendicular to the Y-direction axis is fixed to the fixed plate BH3 connected to the cylinder head 7S. Abut. Thereby, the valve timing control device 200 is fixed to be rotatable inside the cylinder head 7S.
  • Two roller rocker arms 330 and 340 are provided on the upper part of the valve timing control device 200.
  • a roller rocker arm 330 is provided above the intake camshaft 230, and a roller 330T attached to the arm 330R is in contact with the intake camshaft 230.
  • a roller rocker arm 340 is provided on the exhaust camshaft 240, and a roller 340T attached to the arm 340R is in contact with the exhaust camshaft 240.
  • a side cover SC is attached to the cylinder head 7S so as to cover the lock pin holding mechanism 210 side of the valve timing control device 200.
  • FIG. 7 shows an external side view of the cylinder head 7S with the side cover SC of FIG. 6 removed. As shown in FIG. 7, a chain 25 is hung on the cam driven sprocket 220. In FIG. 7, the valve timing control device 200 rotates in the direction of arrow Q1.
  • FIG. 8 is a partially cutaway sectional view taken along line RR of cylinder head 7S in FIG. 6 and a diagram for explaining the phase relationship between intake cam 231 and exhaust cam 241.
  • FIG. 8 (a) shows a partially cutaway cross-sectional view taken along line RR of the cylinder head 7S of FIG.
  • Fig. 8 (a) shows a partially cutaway cross-sectional view taken along line RR of the cylinder head 7S of FIG.
  • the cross section around the intake and exhaust valves is shown as a cutout for easy understanding.
  • the roller rocker arm 33 provided on the upper portion of the intake cam 231 0 is composed of a roller 330T, an arm 330R, a shaft 331, an adjuster 332, and a nut 333 force.
  • the arm 330R extending in the X direction is rotatably held by the shaft 331 at the center thereof.
  • a roller 330T is attached to one end of the arm 330R in the X direction, and an adjuster 332 is attached to the other end by a nut 333.
  • the upper end of intake valve 334 is positioned at the lower end of adjuster 332.
  • the intake valve 334 is provided with a valve spring 335, and the valve spring 335 biases the upper end portion of the intake valve 334 upward.
  • the intake valve 334 receives the rotational force of the intake cam 231 from the roller rocker arm 3
  • roller rocker arm 340 provided on the upper portion of the exhaust cam 241 has the same configuration as the roller rocker arm 330 and performs the same operation.
  • Roller rocker arm 340 mouth single roller 340T, arm 340R, shaft 341, adjuster 342 and nut 343 are equivalent to roller rocker arm 330 roller 330T, arm 330R, shaft 331, adjuster 332 and nut 333 respectively .
  • the exhaust valve 344 is provided with a valve spring 345.
  • valve timing control device 200 rotates in the direction of the arrow Q2.
  • the exhaust cam 2 is configured by the configuration of the valve timing control device 200 described above.
  • FIG. 8B shows a diagram for explaining the phase relationship between the intake cam 231 and the exhaust cam 241.
  • the exhaust cam 241 is shown by a thick solid line in FIG. 8 (b).
  • the intake cam 231 is indicated by a thin solid line and a two-dot chain line.
  • the tip of the cam nose of the intake force 231 is at the position T1.
  • the tip of the cam nose of the intake cam 231 moves to the position T2.
  • the predetermined rotational speed when the rotational speed increases at a low value force is referred to as the first rotational speed.
  • the tip of the cam nose of the intake cam 231 is at the position T2. From this state, when the rotational speed of the engine 7 decreases and becomes lower than the predetermined rotational speed, the tip of the cam nose of the intake cam 231 moves to the position T1.
  • the predetermined rotational speed when the rotational speed falls from a high value is referred to as the second rotational speed.
  • the phase of intake cam 231 with respect to exhaust cam 241 changes in accordance with the rotation speed of engine 7 and changes in the rotation speed (increase and decrease in the rotation speed).
  • the amount of phase change of the intake cam 231 is represented by an angle ⁇ .
  • the valve timing differs between when the engine 7 is rotating at a low speed and when the engine 7 is rotating at a high speed.
  • the overlap between the opening and closing periods of the intake valve and the opening and closing of the exhaust valve is reduced, reducing harmful substances in the exhaust gas and improving fuel efficiency.
  • the overlap between the period during which the intake valve is open and the period during which the exhaust valve is open becomes large, so a high output can be obtained efficiently.
  • FIG. 9 is a diagram for explaining the relationship between the phase of the exhaust cam 241 and the intake cam 231 with respect to the crankshaft 23 in FIG. 2 and the lift amount of the exhaust valve 344 and the intake valve 334 when the crankshaft 23 rotates.
  • FIG. 9 is a diagram for explaining the relationship between the phase of the exhaust cam 241 and the intake cam 231 with respect to the crankshaft 23 in FIG. 2 and the lift amount of the exhaust valve 344 and the intake valve 334 when the crankshaft 23 rotates.
  • the horizontal axis indicates the crank angle (the rotation angle of the crankshaft 23), and the vertical axis indicates the lift amount of the exhaust valve 344 and the intake valve 334 (the vertical direction of the exhaust valve 344 and the intake valve 334). Displacement).
  • the exhaust valve 344 and the intake valve 334 are open when the lift amount is larger than 0, and are closed when the lift amount force is ⁇ .
  • the crank angle is shown from one 360 ° to + 360 °.
  • Piston 21 is located at top dead center TDC in cylinder 20 when crank angle is 0 °, 360 ° and — 360 °, and piston 21 is below cylinder 20 when crank angle is 180 ° and 180 ° Located at the dead center BDC.
  • a thick line 241L in Fig. 9 shows a change in the lift amount of the exhaust valve 344 due to the rotation of the exhaust cam 241.
  • the lift angle of the exhaust valve 344 is about 1240.
  • the crank angle decreases from about 110 ° to about 20 °.
  • a solid line TL1 in FIG. 9 shows a change in the lift amount of the intake valve 334 due to the intake cam 231 rotating when the engine 7 rotates at a low speed.
  • the lift amount of the intake valve 334 increases when the crank angle increases by about 40 ° to about 170 ° and the crank angle increases by about 170 °. The power is decreasing.
  • the amount of overlap between the period during which the intake valve 334 is open and the period during which the exhaust valve 344 is open is small.
  • the amount of overlap is 0.
  • a two-dot chain line TL2 in FIG. 9 shows a change in the lift amount of the intake valve 334 due to the intake cam 231 rotating when the engine 7 rotates at a high speed.
  • the lift amount of the intake valve 334 increases when the crank angle increases by about 30 ° to about 100 ° and decreases by about 230 ° from about 100 ° force. .
  • the phase of the intake cam 231 changes by the angle ⁇ with respect to the exhaust cam 241 between the low speed and the high speed of the engine 7, so that the period during which the exhaust valve 344 is open and the intake air
  • the amount of overlap with the period in which the valve 334 is open changes, and the above-described effect can be obtained.
  • the length in the Y direction of lock pin holding mechanism 210 is relatively small.
  • this valve timing control device 200 has a high degree of freedom of installation (degree of freedom of layout). , Has excellent versatility. Therefore, the nozzle timing control device 200 can be effectively used for engines having configurations other than those described above.
  • FIGS. 10 to 14 are cutaway perspective views for explaining the operation of the valve timing control device 200.
  • the valve timing control device 200 is shown with a part of the lock pin holding mechanism 210, the cam driven sprocket 220, and the intake camshaft 230 cut out.
  • the direction indicated by the arrow Z is defined as the Z direction.
  • the direction in which the arrow is directed is the + direction, and the opposite direction is the one direction.
  • the alternate long and short dash line in the figure indicates the axis J of the valve timing control device 200.
  • FIG. 10 shows a state when the assembly of the valve timing control device 200 is completed.
  • the lock pin holding mechanism 210 and the cam driven sprocket 220 are also cut away along the Z direction in the central force.
  • the fixing pin 230B is actually connected to the force driven sprocket 220 as described above.
  • the weight main body 213a of the weight 213 is urged in the ⁇ Z direction by the spring S1.
  • the weight 213 holds the high-speed lock pin 214 inserted into the through hole 220b of the cam driven sprocket 220.
  • the rotation operation of the weight 213 around the rotation shaft 215 is restricted.
  • a part of the high speed lock pin 214 comes into contact with the groove 213b of the weight 213.
  • the weight body 216a of the weight 216 is biased in the + Z direction by a spring S2 (not shown) (see FIG. 4).
  • the weight 216 holds the low speed lock pin 217 inserted into the through hole 220c of the cam driven sprocket 220. Thereby, the rotation operation of the weight 216 around the rotation shaft 218 is limited.
  • one end of the high-speed lock pin 214 inserted into the cam driven sprocket 220 is substantially in contact with the contact surface 230M perpendicular to the axis J of the intake camshaft 230.
  • the low speed lock pin 217 is inserted into the low speed pin introduction hole 233d of the intake camshaft 230.
  • One end of the low-speed lock pin 217 inserted into the low-speed pin introduction hole 233d is the low-speed pin It almost abuts against the bottom surface of the introduction hole 233d.
  • the pin floating groove 233b extends along the circumferential direction around the axis J.
  • one end in the circumferential direction of the pin floating groove 233b is referred to as a low speed groove end LP, and the other end in the circumferential direction of the pin floating groove 233b is referred to as a high speed groove end HP.
  • the fixed pin 230B inserted into the pin floating groove 233b is located at the low speed groove end LP. Since the fixed pin 230B is fixed to the cam driven sprocket 220, the intake camshaft 230 is restricted from rotating in the direction of the arrow Ml with respect to the cam driven sprocket 220 and the exhaust camshaft 240.
  • FIG. 11 shows the state of the valve timing control device 200 at the time of low rotation.
  • a weak distal force acts on the weights 213 and 216.
  • a force is generated to rotate the weight body 213a about the rotation shaft 215 as indicated by a thick arrow M3.
  • a force is generated to rotate the weight body 216a about the rotation shaft 218.
  • the spring S2 urges the weight body 216a in the + Z direction, so that the elastic force of the spring S2 and the force acting in the direction of the thick arrow M4 Are balanced. As a result, the low speed lock pin 217 does not completely come out of the low speed pin introduction hole 233d.
  • FIG. 12 and FIG. 13 show the state of the valve timing control device 200 when the engine 7 rotates at the first rotation speed due to the increase in the rotation speed of the engine 7.
  • a centrifugal force acts on the weights 213 and 216 when the valve timing control device 200 rotates.
  • a large centrifugal force acts on the weights 213 and 216.
  • the fixing pin 230B inserted into the pin floating groove 233b is positioned at the low speed groove end LP while applying a force. Therefore, the intake camshaft 230 is allowed to rotate only in the direction of the arrow M2.
  • the elastic force of the valve spring 335 is transmitted to the intake cam 231 of the intake camshaft 230 via the roller rocker arm 330.
  • the intake camshaft 230 generates a force for rotating the cam driven sprocket 220 and the exhaust camshaft 240 in the direction of the arrow Ml or the arrow M2.
  • the roller 330T of the roller rocker arm 330 contacts the upper end of the intake cam 231.
  • the upper end portion of the intake cam 231 is urged downward by the inertial force of the valve spring 335.
  • the pin floating groove 233b in which the fixed pin 230B is inserted also rotates about the axis J.
  • the pin floating groove 233b has the low speed groove end portion LP and the high speed groove end portion HP. Therefore, the rotation of the pin floating groove 233b in the direction of the arrow M2 is limited by the high speed groove end HP.
  • the intake camshaft 230 is restricted from rotating in the direction of the arrow M2 because the fixed pin 230B is positioned at the high-speed groove end HP of the pin floating groove 233b.
  • the high speed pin introduction hole 233c communicates with the through hole 220b of the cam driven sprocket 220.
  • the one end force of the high speed lock pin 214 that has been in contact with the contact surface 230M is inserted into the high speed pin introduction hole 233c by the centrifugal force acting on the weight 213 (see FIG. 14).
  • the protrusion 220T in FIG. 3 is indicated by a broken line.
  • This protrusion 220T is provided to limit the rotational movement of the weight body 216a around the rotation shaft 218. ing. For example, when the weight main body 216a rotates by a predetermined amount, one surface of the weight main body 216a comes into contact with the protrusion 220T. Accordingly, the weight main body 216a is largely rotated in the direction of the arrow M4, and the low speed lock pin 217 is prevented from coming out of the through hole 220c.
  • FIG. 14 shows a state of the valve timing control device 200 after the valve timing of the engine 7 is changed by the first rotational speed.
  • the weight main body 216a rotates in the direction opposite to the thick arrow M4 by the elastic force of the spring S2 (not shown) (see FIG. 4). As a result, one end of the low speed lock pin 217 is pressed against the contact surface 230M of the intake camshaft 230.
  • the intake camshaft 230 generates a force for rotating the cam driven sprocket 220 and the exhaust camshaft 240 in the direction of the arrow Ml or the arrow M2.
  • the intake cam shaft 230 rotates in the direction of the arrow Ml by the elastic force of the valve spring 335 acting on the intake cam 231. Therefore, the intake camshaft 230 is fixed by inserting the low-speed lock pin 217 into the low-speed pin introduction hole 233d of the intake camshaft 230. As a result, the valve timing of the engine 7 changes stably without being affected by the elastic force of the valve springs 335 and 345.
  • the first rotation speed and the second rotation speed are realized by setting the constituent members of the valve timing control device 200.
  • the elastic forces of the spring S1 and the spring S2 are set to be different from each other.
  • the force acting on the high-speed lock pin 214 held by the weight 213 is different from the force acting on the low-speed lock pin 217 held by the weight 216.
  • the rotational speed at which the valve timing changes differs between when the rotational speed of the engine 7 increases and when the rotational speed decreases. Therefore, hunting in which the valve behavior becomes unstable due to the elastic force of the valve springs 335 and 345 when the valve timing changes is sufficiently prevented. As a result, cam profile changes due to hunting are prevented, and degradation of engine performance and durability is prevented.
  • the intake cam for the exhaust camshaft 240 is changed by changing the rotational speed of the engine 7 from a low rotational speed to a high rotational speed or a high rotational speed force to a low rotational speed.
  • the phase of shaft 230 changes.
  • the valve timings of the exhaust valve 344 and the intake valve 334 are controlled in accordance with the rotational speed of the engine 7.
  • the phase of intake camshaft 230 with respect to exhaust camshaft 240 is switched without using friction force between the constituent members, and low-speed lock pin 217, low-speed pin introduction hole 233d, and high-speed lock This is based on mutually complementary movement of the pin 214 and the high-speed pin introduction hole 233c.
  • the lifetime of the valve timing control device 200 can be extended without using wear-resistant components, and low cost can be realized.
  • the high-speed lock pin 214 and the high-speed pin introduction hole 233c and the high-speed lock pin 214 and the high-speed pin introduction hole 233c can be moved in a complementary manner with only a mechanical structure without requiring high machining accuracy. Therefore, manufacture becomes easy.
  • the valve timing control device 200 can be downsized.
  • the phase of the intake camshaft 230 with respect to the exhaust camshaft 240 at the first rotational speed is controlled by the lock pin holding mechanism 210. Be changed. In this state, the opening / closing timing of the exhaust valve 344 and the intake valve 334 is controlled.
  • the rotational speed of the engine 7 is the first or second rotational speed.
  • the phase of the intake camshaft 230 with respect to the exhaust camshaft 240 does not change repeatedly when continued in several regions. Thereby, hunting in which the behavior of the exhaust valve 344 and the intake valve 334 becomes unstable is sufficiently prevented.
  • the nove timing control device 200 is provided in the engine 7 having the SOHC (single over one head camshaft) structure.
  • the engine 7 provided with the norebu timing control device 200 is The configuration is not limited as long as the camshaft is provided.
  • the engine 7 may be an SV (side valve) engine, an OHV (overhead valve) engine, or a DOHC (double overhead camshaft) engine.
  • SV side valve
  • OHV overhead valve
  • DOHC double overhead camshaft
  • the noble timing control device 200 is the force valve timing control device 200 provided in the engine 7 including the single rocker arms 330 and 340. It may be provided in a hitting engine.
  • the valve timing control device 200 includes the weight body 2 Springs SI and S2 are used to bias 13a and 216a in a predetermined direction.
  • rubber or the like may be used instead of the springs S1, S2 as long as it is an elastic body that biases the weight bodies 213a, 216a in a predetermined direction.
  • the force described for the motorcycle as the vehicle is not limited to this, and the valve timing control device 200 is also provided in a small vehicle with a small displacement such as a tractor and a cart and an engine of a small vessel. be able to.
  • the engine 7 corresponds to the engine
  • the exhaust valve 344 corresponds to the first valve
  • the intake valve 334 corresponds to the second valve
  • the valve timing control device 200 corresponds to the valve timing control device
  • the cam driven sprocket 220 corresponds to the rotating member
  • the exhaust camshaft 240 corresponds to the first camshaft
  • the intake force shaft 230 corresponds to the second camshaft
  • the lock pin holding mechanism 210 corresponds to the phase change mechanism
  • the low speed lock pin 217 and the low speed pin introduction hole 233d correspond to the first locking mechanism
  • the high speed lock pin 214 and the high speed pin introduction hole 233c correspond to the second lock mechanism.
  • the low-speed pin introduction hole 233d corresponds to the first locking portion
  • the low-speed lock pin 217 corresponds to the first locked member
  • the spring S2 corresponds to the first biasing member
  • the weight body 216a corresponds to the first weight
  • the high-speed pin introduction hole 233c corresponds to the second locking portion
  • the high-speed lock pin 214 corresponds to the second locked member
  • the spring S1 is the second locking member. It corresponds to a biasing member
  • the weight body 213a corresponds to a second weight.
  • the low speed pin introduction hole 233d corresponds to the first hole
  • the low speed lock pin 217 corresponds to the first pin member
  • the high speed pin introduction hole 233c corresponds to the second hole
  • the fixing pin 230A, 230B and the pin floating grooves 233a, 233b correspond to the restricting mechanism or blocking mechanism.
  • the pin floating grooves 233a and 233b correspond to the groove portions
  • the low speed groove end portion LP and the high speed groove end portion HP correspond to both end faces in the groove portion
  • the fixing pins 230A and 230B correspond to the contact members.
  • Engine 7 corresponds to the engine device
  • motorcycle 100 corresponds to the vehicle.
  • the phase of the intake cam 231 indicated by a solid line with respect to the exhaust cam 241 corresponds to the first phase
  • the intake cam 231 indicated by a two-dot chain line with respect to the exhaust cam 241 Phase Corresponds to the second phase.
  • the present invention can be used for various vehicles and ships equipped with engines such as motorcycles and four-wheeled automobiles.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Abstract

L'invention concerne un régulateur automatique du réglage de distribution, un dispositif de moteur ayant ce régulateur automatique du réglage de distribution et un véhicule. Dans le régulateur automatique du réglage de distribution, quand le régime du moteur est bas, une force exercée par un ressort propulsant un ergot d'arrêt de bas régime dans une direction permettant l'introduction de l'ergot d'arrêt de bas régime dans un trou d'entrée de l'ergot de bas régime devient supérieure à une force centrifuge agissant sur un poids. En conséquence, l'ergot d'arrêt de bas régime est introduit dans le trou d'entrée de l'ergot de bas régime, ce qui fixe le calage de l'arbre à cames d'admission par rapport à l'arbre à cames d'échappement. Quand le régime du moteur est élevé, une force exercée par la force centrifuge agissant sur le poids propulsant l'ergot d'arrêt de haut régime dans une direction permettant l'introduction de l'ergot d'arrêt de haut régime dans un trou d'entrée de l'ergot de haut régime devient supérieure à une force exercée par le ressort propulsant l'ergot d'arrêt de haut régime dans une direction permettant l'extraction de l'ergot d'arrêt de haut régime du trou d'entrée de l'ergot de haut régime. Ainsi, l'ergot d'arrêt de haut régime peut être introduit dans le trou d'entrée de l'ergot de haut régime, ce qui fixe le calage de l'arbre à cames d'admission par rapport à l'arbre à cames d'échappement.
PCT/JP2005/022484 2004-12-17 2005-12-07 Régulateur automatique du réglage de distribution, dispositif de moteur ayant celui-ci et véhicule WO2006064707A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
BRPI0519514-4A BRPI0519514A2 (pt) 2004-12-17 2005-12-07 dispositivo de controle de regulaÇço de vÁlvula dispositivo de motor, e veÍculo incluindo o mesmo
EP05814483A EP1835133A4 (fr) 2004-12-17 2005-12-07 Régulateur automatique du réglage de distribution, dispositif de moteur ayant celui-ci et véhicule
US11/721,895 US20090272348A1 (en) 2004-12-17 2005-12-07 Valve timing control device and engine device and vehicle including the same

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2004365549A JP2006170117A (ja) 2004-12-17 2004-12-17 バルブタイミング制御装置ならびにそれを備えるエンジン装置および車両
JP2004-365549 2004-12-17

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WO2006064707A1 true WO2006064707A1 (fr) 2006-06-22

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PCT/JP2005/022484 WO2006064707A1 (fr) 2004-12-17 2005-12-07 Régulateur automatique du réglage de distribution, dispositif de moteur ayant celui-ci et véhicule

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JP2008082189A (ja) * 2006-09-26 2008-04-10 Honda Motor Co Ltd 内燃機関の動弁装置
JP2008157129A (ja) * 2006-12-25 2008-07-10 Yamaha Motor Co Ltd 可変動弁装置、それを備えたエンジン装置および車両
DE102008039038B4 (de) * 2008-08-21 2021-01-28 Schaeffler Technologies AG & Co. KG Nockenwellenversteller

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JP4948831B2 (ja) * 2005-12-13 2012-06-06 ヤマハ発動機株式会社 可変動弁装置ならびにそれを備えるエンジンシステムおよび乗り物
JP5353465B2 (ja) * 2009-06-18 2013-11-27 スズキ株式会社 エンジンの動弁装置
EP2479388B1 (fr) * 2009-09-14 2014-07-09 Honda Motor Co., Ltd. Commande variable des soupapes pour moteur à combustion interne
JP6248876B2 (ja) * 2014-09-17 2017-12-20 スズキ株式会社 エンジンの動弁装置
JP6702038B2 (ja) * 2016-07-05 2020-05-27 スズキ株式会社 可変動弁機構、エンジン及び自動二輪車
JP6457577B2 (ja) * 2017-03-27 2019-01-23 本田技研工業株式会社 バルブタイミング制御装置
RU2684856C1 (ru) * 2018-06-25 2019-04-15 Общество с ограниченной ответственностью "Челябинский компрессорный завод" (ООО "ЧКЗ") Устройство коррекции углового положения кулачкового вала двигателя внутреннего сгорания

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008082189A (ja) * 2006-09-26 2008-04-10 Honda Motor Co Ltd 内燃機関の動弁装置
JP2008157129A (ja) * 2006-12-25 2008-07-10 Yamaha Motor Co Ltd 可変動弁装置、それを備えたエンジン装置および車両
DE102008039038B4 (de) * 2008-08-21 2021-01-28 Schaeffler Technologies AG & Co. KG Nockenwellenversteller

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BRPI0519514A2 (pt) 2009-02-25
CN100455774C (zh) 2009-01-28
CN101080552A (zh) 2007-11-28
EP1835133A4 (fr) 2009-08-26
EP1835133A1 (fr) 2007-09-19
US20090272348A1 (en) 2009-11-05
TW200624657A (en) 2006-07-16
JP2006170117A (ja) 2006-06-29

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