WO2018168302A1 - Dispositif de soupape variable destine à un moteur à combustion interne - Google Patents

Dispositif de soupape variable destine à un moteur à combustion interne Download PDF

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Publication number
WO2018168302A1
WO2018168302A1 PCT/JP2018/004977 JP2018004977W WO2018168302A1 WO 2018168302 A1 WO2018168302 A1 WO 2018168302A1 JP 2018004977 W JP2018004977 W JP 2018004977W WO 2018168302 A1 WO2018168302 A1 WO 2018168302A1
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WO
WIPO (PCT)
Prior art keywords
variable valve
internal combustion
combustion engine
valve operating
operating apparatus
Prior art date
Application number
PCT/JP2018/004977
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English (en)
Japanese (ja)
Inventor
光澤 劉
Original Assignee
日立オートモティブシステムズ株式会社
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 日立オートモティブシステムズ株式会社 filed Critical 日立オートモティブシステムズ株式会社
Publication of WO2018168302A1 publication Critical patent/WO2018168302A1/fr

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    • 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
    • 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
    • F01L1/356—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 making the angular relationship oscillate, e.g. non-homokinetic drive

Definitions

  • the present invention relates to a variable valve operating apparatus for an internal combustion engine that variably controls the operation characteristics of the engine valve of the internal combustion engine.
  • the hydraulic actuator controls the operating angle and opening / closing timing of each intake valve by relatively rotating the inner cam shaft and the outer cam shaft by the supplied hydraulic pressure.
  • An object of the present invention is to provide a variable valve apparatus that can suppress the influence on the coaxiality of the first rotating body and the second rotating body.
  • a first shaft portion extending from one of the outer cam shaft and the inner cam shaft has a first fitting hole into which the first shaft portion is inserted and fitted, and is fixed to the outer cam shaft.
  • a rotating body, and a second rotating body that is disposed inside the first rotating body, has a second fitting hole into which the first shaft portion is inserted and fitted, and is fixed to the inner camshaft. It is characterized by having.
  • FIG. 7 is a cross-sectional view taken along line AA of FIG. 6 showing the present embodiment. It is a right view of the variable valve apparatus of this embodiment. It is a perspective view which shows the state which removed the sensor target of the variable valve apparatus of this embodiment. It is action
  • operation explanatory drawing which shows the state which rotated the vane rotor in the same embodiment to the maximum relative to one direction. It is an effect explanatory view showing the state where the vane rotor in the embodiment was relatively rotated to the maximum in the other direction.
  • FIG. 7 is a cross-sectional view taken along line BB of FIG.
  • FIG. 1 is an exploded perspective view showing an essential part of a first embodiment of a variable valve operating apparatus according to the present invention
  • FIG. 2 is a cross-sectional view taken along line AA of FIG. 6,
  • FIG. 4 is a perspective view showing a state in which the sensor target of the variable valve operating device is removed
  • FIGS. 5 and 6 are states in which the vane rotor in the embodiment is relatively rotated in one direction and the other direction to the maximum.
  • the internal combustion engine has two intake valves per cylinder, and at least one of the two intake valves is provided with a variable valve gear. That is, in this embodiment, the variable valve operating device variably controls the operating angle of the intake valve in accordance with the engine operating state.
  • the operating angle refers to the open period from when the intake valve is opened to when it is closed.
  • the variable valve operating apparatus includes a camshaft 1 having an inner and outer double outer camshaft 5 and an inner camshaft 6, and rotation of the camshaft 1.
  • a housing 2 that is a first rotating body provided at one end in the axial direction, a vane rotor 3 that is a second rotating body housed in the housing 2 so as to be relatively rotatable, and the housing 2 and the vane rotor 3
  • a hydraulic circuit 4 that controls the relative rotational positions of the camshafts 1 and 3.
  • valve timing control device (not shown) is provided on the other end portion side in the rotation axis direction of the camshaft 1 (the outer camshaft 5 and the inner camshaft 6).
  • the valve timing control device includes a sprocket that is rotationally driven via a timing chain by a crankshaft (not shown) of the engine, the camshaft 1 that is provided to be rotatable relative to the sprocket, and the sprocket and camshaft. 1 and a phase conversion mechanism that converts the relative rotational phase of the two and a hydraulic circuit that operates the phase conversion mechanism.
  • a specific description of this valve timing control device is omitted.
  • each intake valve per cylinder are designed so that each umbrella portion opens and closes the open ends on the cylinder side of the two intake ports (not shown). Further, each intake valve is urged in the closing direction by the spring force of the valve spring via a valve lifter disposed at the upper end of each intake valve.
  • outer camshaft 5 integrally has a first shaft portion 5a facing the inside of the housing 2 at one end portion in the rotation axis direction.
  • the outer camshaft 5 has a flange portion 8 integrally fixed to one end portion on the first shaft portion 5a side.
  • the flange portion 8 is formed in a disk shape from an iron-based metal that is a metal material, and is fixed to the outer peripheral surface of the outer camshaft 5 by shrink fitting through an insertion hole 8a penetratingly formed in the center. Further, in the outer peripheral portion of the flange portion 8, three bolt insertion holes 8 b into which a plurality of (three in the present embodiment) fastening bolts 9 as fixing means for the rear plate 15 described later are inserted are formed. Further, the flange portion 8 is formed to have an outer diameter substantially the same as that of the rear plate 15 and is thinner than the rear plate 15 in order to reduce the thickness.
  • a pin 8c for positioning in the circumferential direction with the rear plate 15 is provided on the outer peripheral portion of the flange portion 8 so as to protrude toward the rear plate 15 side.
  • the inner cam shaft 6 is basically formed in a solid shape, and is rotatably supported on the inner peripheral surface of the outer cam shaft 5. Further, the inner camshaft 6 integrally has a second shaft portion 6a facing the inside of the housing 2 at one end portion in the rotation axis direction. The second shaft portion 6 a slightly protrudes from one end opening of the first shaft portion 5 a of the outer cam shaft 5.
  • the inner camshaft 6 has an insertion hole into which the cam bolt 10 is inserted in the direction of the internal shaft on the second shaft portion 6a side.
  • a female screw hole (not shown) into which a male screw 10c formed on the outer peripheral tip side of the shaft portion 10b of the cam bolt 10 is screwed is formed on the inner tip side of the insertion hole.
  • the second drive cam 11 is an inner cam that opens the intake valve on one side through the same valve lifter while sliding on the outer peripheral surface of the outer camshaft 5. Is fixed.
  • the second drive cam 11 is fixed to the inner camshaft 6 by a connecting shaft 12 inserted through a through hole formed in a diameter direction passing through the center of the rotation axis of the inner camshaft 6.
  • the connecting shaft 12 is configured to fix the second drive cam 11 to the inner cam shaft 6 by press-fitting and fixing both ends 12 a and 12 b inside the second drive cam 11. Further, the connecting shaft 12 passes through a pair of insertion holes 12 c and 12 d formed so as to penetrate in the diameter direction of the outer camshaft 5. Both the insertion holes 12 c and 12 d are formed in a slit shape along the circumferential direction of the outer cam shaft 5, and the second drive cam 11 is connected to the first drive cam 7 through a predetermined angle range via the connecting shaft 12. It is designed to allow relative rotation.
  • the first drive cam 7 and the second drive cam 11 are arranged adjacent to each other with a slight gap between them. Further, the outer peripheral surfaces 7a and 11a are formed in the same egg-shaped cam profile so that one intake valve in one cylinder is opened and closed independently.
  • the housing 2 includes a cylindrical housing main body 13 that is open at both ends in the axial direction, a front plate 14 that closes the openings at the front and rear ends of the housing main body 13 in the axial direction, and a rear plate 15. Further, the front plate 14 and the rear plate 15 are integrally coupled to the housing body 13 from the axial direction by the axial force of a plurality (five in this embodiment) of bolts 16.
  • Each of the shoes 13a to 13e is formed in a substantially trapezoidal shape when viewed from the side, and is disposed at a position of approximately 180 ° in the circumferential direction of the housing body 13 and one at a position therebetween.
  • the substantially U-shaped seal members 19 are fitted and fixed in seal grooves formed along the axial direction.
  • the first shoe 13a has a flat first convex surface 13f formed on one side surface in the circumferential direction.
  • the second shoe 13b has a second convex surface 13g that is also flat on one side surface that faces the one side surface of the first shoe 13a in the circumferential direction.
  • the convex surfaces 13 f and 13 g are formed so that the respective side surfaces facing each other when the vane rotor 3 rotates counterclockwise (leftward in the figure) or clockwise (rightward in the figure). Abut.
  • the vane rotor 3 is restricted to the maximum rotational position in the left-right direction in the drawing.
  • the front plate 14 is formed into a relatively thin disk by pressing a metal plate.
  • a through hole 14a into which a shaft portion 10b of the cam bolt 10 and a target member 35 of a later-described rotation detection mechanism are inserted is formed in the center of the front plate 14.
  • five bolt insertion holes 14b through which the respective bolts 16 are inserted are formed in the circumferentially equidistant positions on the outer peripheral side.
  • the rear plate 15 is formed of a metal material formed by sintering as is the case with the housing body 13, and is formed in a thick disk shape also with the front plate 14.
  • the rear plate 15 has a first fitting hole 20 which is a first insertion hole into which the first shaft portion 5a of the outer camshaft 5 is inserted at the center.
  • a fixing hole 15c into which a lock hole constituting portion 31 that forms a lock hole 31a that is a lock recess of the lock mechanism 28 described later is press-fitted.
  • the lock hole 31a is adapted to engage with a lock pin 30 that is a lock member of the lock mechanism 28 at the maximum counterclockwise position of the vane rotor 3.
  • three female screw holes 15e into which three fastening bolts 9 are screwed are formed on the outer surface of the outer peripheral portion of the rear plate 15 on the flange portion 8 side.
  • the vane rotor 3 is integrally formed of a metal material formed by sintering. As shown in FIGS. 1 and 5, the rotor 17 on the center side and a plurality of protrusions projecting radially from the outer periphery of the rotor 17 are provided.
  • the first to fifth vanes 18a to 18e (five in this embodiment) are configured.
  • the passage constituting hole 17 a is formed with a larger inner diameter than the outer diameter of the shaft portion 10 b of the cam bolt 10 and constitutes a part of the hydraulic circuit 4.
  • the rotor 17 has a concave second fitting hole 21 as a second insertion hole formed in the center of the inner surface on the rear plate 15 side in the rotation axis direction.
  • the second fitting hole 21 is formed so that the inner diameter is slightly larger than the outer diameter of the first shaft portion 5a, and the outer peripheral surface of the first shaft portion 5a is fitted into the inner peripheral surface in a tight state from the rotation axis direction. It has become. Therefore, the first shaft portion 5 a is suppressed from generating radial play in the second fitting hole 21.
  • the inner diameter of the second fitting hole 21 is set slightly smaller than the inner diameter of the first fitting hole 20.
  • the first shaft portion 5a is fitted in the second fitting hole 21, but the outer cam shaft 5 and the vane rotor 3 are rotatable relative to each other. That is, the outer peripheral surface of the first shaft portion 5a and the inner peripheral surface of the second fitting hole 21 can slide with a minute gap.
  • the second fitting hole 21 is formed in the bottom surface 21a so that one end in the axial direction of the passage constituting hole 17a is opened, and is in communication with the passage constituting hole 17a.
  • the end face of the inner camshaft 6 abuts against the bottom surface 21a of the second fitting hole 21 from the axial direction via a thin annular spacer 22 after assembly.
  • the rotational position detection mechanism includes a detector that detects a rotational position from a plurality of protruding targets, and a target member 35 that is disposed in proximity to the detector.
  • the target member 35 is integrally formed of a ferrous metal material, and has a cylindrical base portion 35a and a plurality of (provided integrally from the outer periphery of the base portion 35a via flanges 35b).
  • the target projections 35c are three).
  • an insertion hole 35d of the cam bolt 10 is formed so as to penetrate in the inner axial direction, and the front end portion is pressed against the fitting groove 17b of the rotor 17 by the axial force of the cam bolt 10 through the through hole 14a.
  • Each target protrusion 35c is formed in an elongated rectangular shape, and is arranged so that the tip end surface is close to the detection portion of the detector in the radial direction.
  • the detector that detects the position of each target protrusion 35 c as the vane rotor 3 (inner cam shaft 6) rotates detects the rotational position of the inner cam shaft 6 via the vane rotor 3. This rotational position information is output to the control unit 41 described later.
  • the first to fifth vanes 18a to 18e provided integrally on the outer peripheral surface of the rotor 17 are disposed between the shoes 13a to 13e of the housing body 13.
  • the first hydraulic fluid chamber 23 and the second hydraulic fluid chamber 24, which are five working chambers, are formed between the first to fifth vanes 18a to 18e and the first to fifth shoes 13a to 13e, respectively. ing.
  • One of the first vanes 18a is formed so that the circumferential width and thickness are larger than those of the other second vanes 18b to 18e.
  • the other second to fifth vanes 18b to 18e are set to have substantially the same width and thickness in the circumferential direction.
  • Sealing members 27 that slide in contact with the inner peripheral surface of the housing body 13 and seal the first and second hydraulic oil chambers 23 and 24 are fitted in the fitting grooves formed at the tip portions of the vanes 18a to 18e, respectively. It is fixed.
  • the vane rotor 3 rotates relative to the clockwise direction or the counterclockwise direction
  • the first vane 18a comes into contact with the first convex surface 13f or the second convex surface 13g. That is, in the drawing of the first vane 18a, one side surface in the clockwise direction (the second hydraulic oil chamber 24 side) abuts on the second convex surface 13g, and the counterclockwise side (the first hydraulic oil chamber 23 in the first vane 18a).
  • the other side surface is in contact with the first convex surface 13f, and the maximum relative rotation of each is regulated.
  • the lock mechanism 28 is slidably accommodated in the sliding hole 29 formed in one vane 18a of the vane rotor 3, and is slidably accommodated in the sliding hole 29.
  • the lock pin 30 is provided so as to be capable of moving forward and backward, the lock hole component 31 is fixed to the fixing hole 15c formed in the rear plate 15, and the lock pin 30 is formed in the lock hole component 31.
  • the sliding hole 29 is formed in a substantially uniform diameter with a relatively large inner diameter, and is formed to penetrate in the axial direction.
  • the lock holes 31a are formed in a bottomed cylindrical shape and are formed at predetermined intervals in the circumferential direction of the inner peripheral surface of the rear plate 15, and when the vane rotor 3 rotates relative to the maximum left direction shown in FIG.
  • the lock pin 30 is formed at a position where the lock pin 30 is engaged from the axial direction.
  • the engagement / disengagement mechanism of the lock mechanism 28 supplies hydraulic pressure to the coil spring 32 that urges the lock pin 30 in the advancing direction (direction of the lock hole 31a), the first and second pressure receiving chambers 34a and 34b, and the lock hole 31a.
  • the lock pin 30 is made up of two first and second release oil passages 33a and 33b for releasing the lock by retracting the lock pin 30 from the lock hole 31a.
  • the first release oil passage 33 a is formed inside the rotor 17, and is branched from one first oil hole 25, so that one first hydraulic oil chamber 23 and the first release oil passage 23 are formed.
  • One pressure receiving chamber 34a is communicated.
  • the other second release oil passage 33b is formed on the inner side of the first vane 18a, and communicates one second hydraulic oil chamber 24 and the second pressure receiving chamber 34b. .
  • the sliding hole 29 communicates with the outside through a rectangular breathing groove 29 a formed on the outer surface of the rotor 17 on the first vane 18 a side and the through hole 14 a of the front plate 14. Thereby, the stable slidability of the lock pin 30 is ensured at all times.
  • the hydraulic circuit 4 selectively supplies or discharges hydraulic pressure to each first hydraulic fluid chamber 23 and each second hydraulic fluid chamber 24.
  • a first oil passage 36 communicating with each first hydraulic oil chamber 23, a second oil passage 37 communicating with each second hydraulic oil chamber 24, and each oil passage
  • An oil pump 39 that selectively supplies hydraulic pressure to the fluid passages 36 and 37 via the electromagnetic switching valve 38; and a drain passage 40 that selectively communicates with the oil passages 36 and 37 via the electromagnetic switching valve 38.
  • the first oil passage 36 is mainly formed between the inner peripheral surface of the outer cam shaft 5 and the outer peripheral surface of the inner cam shaft 6.
  • One end of the first oil passage 36 is connected to the supply / discharge port of the electromagnetic switching valve 38, and the other end communicates with each first hydraulic oil chamber 23 via the oil chamber 21 b and each first oil hole 25. ing.
  • the second oil passage 37 is mainly formed between the outer peripheral surface of the cam bolt 10 and the inner peripheral surface of the inner camshaft 6.
  • the second oil passage 37 has one end connected to the supply / discharge port of the electromagnetic switching valve 38 and the other end connected to each second hydraulic oil chamber 24 via the passage constituting hole 17a and each second oil hole 26. Communicating with
  • the electromagnetic switching valve 38 is a four-port two-position valve, and is an unillustrated spool provided inside by a change in the amount of control current (pulse current) applied from the control unit (ECU) 41 to an unillustrated electromagnetic coil.
  • the valve moves in the axial direction.
  • the discharge passage 39a of the oil pump 39 and the drain passage 40 are selectively switched and controlled for the oil passages 36 and 37, respectively. That is, when energized from the control unit 41, the discharge passage 39a and the first oil passage 36 are communicated, and at the same time, the drain passage 40 and the second oil passage 37 are communicated.
  • the discharge passage 39a and the second oil passage 37 are communicated, and at the same time, the drain passage 40 and the first oil passage 36 are communicated.
  • the spool valve moves forward and backward in accordance with the amount of current supplied from the control unit 41, so that the opening area of the supply / discharge port communicating with each of the oil passages 36 and 37 is continuously variable.
  • an internal computer inputs information signals from various sensors such as a crank angle sensor, an air flow meter, a water temperature sensor, a throttle valve opening sensor, etc. (not shown) to detect the current engine operating state. Yes.
  • a control current (pulse current) is output to the electromagnetic coil of the electromagnetic switching valve 38 based on the engine operating state and the rotational position information of the inner camshaft 6 detected by the rotational position detection mechanism.
  • FIG. 8 shows the first and second drive cams 7 and 11 used in this embodiment, A shows the state where both drive cams 7 and 11 are in the same rotational phase, and B shows the first drive cam 7. A state in which the second drive cam 11 changes the rotation phase is shown.
  • FIG. 9 shows a lift characteristic diagram of the intake valve in the present embodiment
  • A is a lift characteristic diagram in the case of relative rotation in the maximum one direction shown in FIG. 6, and B is a case of relative rotation in the maximum other direction shown in FIG. It is a lift characteristic figure.
  • the tip 30a of the lock pin 30 is engaged with the lock hole 31a in advance by the spring force of the coil spring 32 of the lock mechanism 28. For this reason, the vane rotor 3 is locked in a relative rotational position on the advance side, which is optimal for starting, for example, relative to the housing 2.
  • the two drive cams 7 and 11 are in the same rotational phase via the outer cam shaft 5 and the inner cam shaft 6 as shown in FIG. Therefore, the opening / closing timing characteristic of one intake valve is maintained at the initial retarded phase as shown in FIG. 9A.
  • the vane rotor 3 rotates relative to the housing 2 in the clockwise direction from the position shown in FIG. 6 as the pressure of each first hydraulic oil chamber 23 increases. Due to this relative rotation, the other side surface of the first vane 18a comes into contact with the second convex surface 13g and the maximum clockwise rotation position is regulated (see FIG. 5). Accordingly, the inner cam shaft 6 rotates relative to the outer cam shaft 5 in the clockwise direction.
  • the first drive cam 7 on the outer camshaft 5 side is held at the rotational position on the retard side.
  • the second drive cam 11 on the inner camshaft 6 side rotates relative to the rotation position further on the retard side (clockwise) with respect to the rotation direction indicated by the arrow, and the second drive cam 11 performs the first drive.
  • the cam 7 is opened to the retard side (open angle state).
  • one intake valve has a characteristic that its opening / closing timing characteristic is further retarded as shown in FIG. 9B.
  • the two drive cams 7 and 11 push the valve lifter for a longer time than the time when the valve lifter is pushed in the initial phase. That is, the time during which one intake valve is open (operating angle) becomes longer, and the amount of intake air into the combustion chamber increases continuously. Thereby, for example, it becomes possible to improve the output torque at the time of high engine rotation or sudden acceleration.
  • each first hydraulic oil chamber 23 has a low pressure
  • each second hydraulic oil chamber 24 has a high pressure
  • the vane rotor 3 rotates relative to the housing 2 counterclockwise from the rotational position of FIG.
  • the inner camshaft 6 is controlled to rotate relative to the outer camshaft 6 counterclockwise so that the operating angle of one intake valve is reduced.
  • the amount of intake air is reduced, and for example, fuel efficiency can be improved in the low engine speed range.
  • the outer camshaft 5 is tightly fitted to the rear plate 15 of the housing 2 via the first fitting hole 20 and is relatively rotatable to the second fitting hole 21 of the rotor 17 of the vane rotor 3. It fits tightly in the state.
  • both the housing 2 and the vane rotor 3 are coaxial by a single outer camshaft 5.
  • the outer camshaft 5 is coupled to the rear plate 15 (housing 2) via the flange portion 8, the outer camshaft 5 can be integrated with the housing 2. Thereby, the influence on the coaxiality between the housing 2 and the vane rotor 3 is further reduced.
  • the coaxiality of the housing 2 and the vane rotor 3 can be ensured with a simple structure using the outer camshaft 5, the manufacturing operation is facilitated and the cost can be reduced.
  • the oil chamber 21b is configured as an oil path in the second fitting hole 21, it is not necessary to form an oil path separately. Therefore, also in this respect, the manufacturing operation is facilitated, and the cost can be reduced. Further, by using the second fitting hole 21 as a part of the oil passage, the apparatus can be reduced in size.
  • FIG. 10 shows the second embodiment, and the basic configuration is the same as that of the first embodiment, except that the tip portion 5b of the first shaft portion 5a of the outer camshaft 5 is formed in a stepped small diameter shape. ing. On the other hand, the rotor 17 is formed so that the inner diameter of the second fitting hole 21 is small in accordance with the outer diameter of the tip portion 5b of the first shaft portion 5a.
  • the coaxiality between the housing 2 and the vane rotor 3 can be ensured only by the outer cam shaft 5. For this reason, even if backlash occurs between both axial centers of the outer cam shaft 5 and the inner cam shaft 6, the influence on the coaxiality of the housing 2 and the vane rotor 3 can be sufficiently suppressed.
  • FIG. 11 shows the third embodiment, and the basic configuration is the same as that of the first embodiment, except that the inner surface of the first fitting hole 20 of the rear plate 15 is a part of the inner surface of the vane rotor 3 side.
  • annular third fitting hole 43 is formed.
  • the rotor 17 is integrally provided with an annular cylindrical portion 44 fitted into the third fitting hole 43 from the axial direction on the outer peripheral surface of the end portion on the rear plate 15 side in the rotation axis direction.
  • the cylindrical portion 44 and the third fitting hole 43 are tightly fitted in a relatively rotatable state.
  • first fitting hole 20 of the rear plate 15 and the first shaft portion 5a of the outer camshaft 5 inserted into the first fitting hole 20 do not necessarily need to be tightly fitted. It may be fitted with a small gap.
  • the first shaft portion 5a of the outer camshaft 5 is tightly fitted into the second fitting hole 21 of the rotor 17 from the direction of the rotation axis when assembled to each component.
  • the cylindrical portion 44 is tightly fitted into the third fitting hole 43 from the direction of the rotation axis.
  • the coaxiality of the housing 2 and the vane rotor 3 can be obtained via the vane rotor 3 and the outer camshaft 5.

Abstract

L'invention concerne un dispositif de soupape variable comprenant : un arbre à cames externe creux 5 ayant une première came d'entraînement 7 sur sa périphérie extérieure ; et un arbre à cames interne 6 disposé de manière relativement rotative à l'intérieur de l'arbre à cames externe et ayant une seconde came d'entraînement 11 sur sa périphérie externe. La plaque arrière 15 d'un boîtier 2 comprend un premier trou d'ajustement 20 dans lequel une première section d'arbre 5a de l'arbre à cames externe est insérée et ajustée. Un rotor à aubes 3 comprend un second trou d'ajustement 21 dans un rotor 17, le second trou d'ajustement 21 permettant à la première section d'arbre d'être insérée et ajustée à l'intérieur de celui-ci. L'arbre à cames externe maintient le boîtier 2 et le rotor à aubes 3 de telle sorte que le boîtier 2 et le rotor à aubes 3 sont coaxiaux l'un avec l'autre. Par conséquent, l'arbre à cames externe, par exemple, est capable de centrer seul le boîtier et le rotor à aubes, de telle sorte que la relation coaxiale entre le boîtier et le rotor à aubes n'est pas affectée.
PCT/JP2018/004977 2017-03-15 2018-02-14 Dispositif de soupape variable destine à un moteur à combustion interne WO2018168302A1 (fr)

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JP2017049462A JP2020076319A (ja) 2017-03-15 2017-03-15 内燃機関の可変動弁装置
JP2017-049462 2017-03-15

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010502884A (ja) * 2006-09-07 2010-01-28 マーレ インターナショナル ゲゼルシャフト ミット ベシュレンクテル ハフツング 可変カムシャフト
JP2013256899A (ja) * 2012-06-13 2013-12-26 Hitachi Automotive Systems Ltd 内燃機関の可変動弁装置
JP2013256898A (ja) * 2012-06-13 2013-12-26 Hitachi Automotive Systems Ltd 内燃機関の可変動弁装置

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010502884A (ja) * 2006-09-07 2010-01-28 マーレ インターナショナル ゲゼルシャフト ミット ベシュレンクテル ハフツング 可変カムシャフト
JP2013256899A (ja) * 2012-06-13 2013-12-26 Hitachi Automotive Systems Ltd 内燃機関の可変動弁装置
JP2013256898A (ja) * 2012-06-13 2013-12-26 Hitachi Automotive Systems Ltd 内燃機関の可変動弁装置

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