WO2019188479A1 - Dispositif de réglage de distribution variable - Google Patents

Dispositif de réglage de distribution variable Download PDF

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Publication number
WO2019188479A1
WO2019188479A1 PCT/JP2019/011099 JP2019011099W WO2019188479A1 WO 2019188479 A1 WO2019188479 A1 WO 2019188479A1 JP 2019011099 W JP2019011099 W JP 2019011099W WO 2019188479 A1 WO2019188479 A1 WO 2019188479A1
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WIPO (PCT)
Prior art keywords
cam
camshaft
valve
timing device
valve timing
Prior art date
Application number
PCT/JP2019/011099
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English (en)
Japanese (ja)
Inventor
島田　敦史
助川　義寛
俊亮 有冨
塚田　智哉
Original Assignee
日立オートモティブシステムズ株式会社
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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 WO2019188479A1 publication Critical patent/WO2019188479A1/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
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/14—Tappets; Push rods
    • 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
    • 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
    • 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
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations

Definitions

  • the present invention relates to a variable valve timing device used for an internal combustion engine or the like, and is particularly suitable for a device provided with a rotational phase difference variable mechanism.
  • a timing pulley, a sprocket, a gear, or the like exists as a driving force transmission mechanism for synchronously rotating an intake valve camshaft or an exhaust valve camshaft with respect to a crankshaft that is an output shaft of an internal combustion engine.
  • a variable valve timing device that is incorporated in these and adjusts the valve timing of the intake valve in accordance with the operating state of the internal combustion engine is known.
  • a camshaft is provided with a three-dimensional cam, and the cam profile is continuously changed by adjusting the position of the camshaft in the rotation axis direction. Therefore, it is adjusted to an appropriate working angle and lift amount.
  • One object of the present invention is to provide a variable valve timing that allows easy production of a cam profile, can be adjusted to an appropriate operating angle and lift amount over a wide range, and can easily perform positioning control of a camshaft stably. To get the device.
  • a variable valve timing device is provided on a camshaft rotatably supported on an engine, and a plurality of valves provided on a cylinder constituting the engine.
  • a cam unit that opens and closes one of the valves, the cam unit having a plurality of cams having different phases with respect to the one valve, and moving the cam unit in an axial direction to
  • a variable working angle mechanism for switching a plurality of cams to be opened and closed, wherein the variable working angle mechanism includes a position for opening and closing the valve using each of the plurality of cams, and a combination of the plurality of cams for controlling the valve.
  • the cam unit is moved to a position for opening and closing.
  • variable valve timing device that is easy to manufacture a cam profile and can be adjusted to an appropriate working angle and lift amount over a wide range.
  • Example 1 of the variable valve timing apparatus of this invention Sectional drawing explaining the structure of the rotation phase difference variable mechanism shown in FIG.
  • the principal part expansion perspective view which expands and shows the part of the cam of FIG. FIG. 3B is a cross-sectional view taken along line AA in FIG. 3A.
  • the schematic diagram explaining the working angle variable mechanism which moves a shaft to an axial direction and switches a cam.
  • FIG. 7 is a diagram for explaining a hydraulic pressure switching mechanism for supplying hydraulic pressure to the hydraulic chamber shown in FIG. 6.
  • FIG. 7 is an enlarged view of part B in FIG. 6, illustrating the operation of the working angle variable mechanism.
  • FIG. 7 is an enlarged view of part B in FIG. 6, illustrating the operation of the working angle variable mechanism.
  • FIG. 7 is an enlarged view of part B in FIG. 6, illustrating the operation of the working angle variable mechanism.
  • movement at the time of opening and closing an intake side valve using a large working angle cam The figure explaining the operation
  • variable valve timing device of the present invention will be described with reference to the drawings. Note that, in each drawing, the portions denoted by the same reference numerals indicate the same or corresponding portions.
  • a plurality of cylinders 3 are provided in the cylinder block 2 of the engine 1, and a piston 4 is disposed in each cylinder 3.
  • Each piston 4 is connected to a crankshaft 6 supported by a crankcase 5 by a connecting rod 7.
  • a crank pulley 8 is fixed to the crankshaft 6.
  • An intake camshaft (camshaft) 10 is rotatably supported by a plurality of journal bearings (not shown) on a cylinder head 9 provided on the upper side of the cylinder block 2.
  • An intake side cam 11 is integrally fixed to the intake side camshaft 10 so as to correspond to each cylinder 3.
  • Each cylinder head 9 also supports an exhaust side camshaft (camshaft) 12 rotatably by a plurality of journal bearings.
  • Exhaust side cams 13 corresponding to the respective cylinders 3 are integrally fixed to the exhaust side camshaft 12.
  • the intake camshaft 10 is integrally provided with a sprocket 14, and the exhaust camshaft 12 is also integrally provided with a sprocket 15.
  • Each of the sprockets 14 and 15 is connected to the crank pulley 8 by a timing belt 16.
  • Each cylinder 3 is provided with two intake side valves 17. These intake side valves 17 are drivingly connected to the intake side cam 11 via valve lifters 18, respectively.
  • Each cylinder 3 is also provided with two exhaust valves 19. Each exhaust side valve 19 is drivingly connected to the exhaust side cam 13 via a valve lifter 20.
  • 29 is an oil control valve (OCV)
  • 40 is a crank angle sensor
  • 41 is a cam angle sensor.
  • Embodiment 1 of the variable valve timing apparatus of the present invention will be described with reference to FIGS.
  • the overall structure and operation of the variable valve timing apparatus according to the first embodiment will be described with reference to FIGS.
  • a rotational phase difference variable mechanism (for example, referred to as “VTC”) 21 is provided in the sprocket 14 at one end of the intake side camshaft 10.
  • the rotational phase difference variable mechanism 21 is configured so that the rotational phase of the intake camshaft 10 can be continuously varied.
  • a sprocket 15 that does not change the rotational phase of the exhaust camshaft 12 is provided at one end of the exhaust camshaft 12. It may be provided on the camshaft 12 side so that its rotational phase can be continuously varied.
  • a crank pulley 8 is fixed to the crankshaft 6.
  • an oil pump 22 is connected to the crankshaft 6, and the oil pump 22 rotates in synchronization with the rotation of the crankshaft 6, thereby discharging oil and generating hydraulic pressure to lubricate the engine. Oil supply to hydraulic actuators.
  • the sprockets 14 and 15 are driven by a crank pulley 8 via a timing belt 16.
  • the rotational phase difference variable mechanism 21 provided in the sprocket 14 includes an actuator driven by hydraulic pressure.
  • 29 is an oil control valve
  • 40 is a crank angle sensor
  • 41 is a cam angle sensor.
  • the intake-side camshaft 10 is provided at one end with the intake-side sprocket 14, and the sprocket 14 has an inner peripheral side provided with a housing 23 for a rotational phase difference variable mechanism 21.
  • a vane 24 connected to the intake camshaft 10 is built in the housing 23, and a space in which the vane 24 can operate in the rotation direction is provided around the vane 24.
  • the space is divided into an advance chamber 25 and a retard chamber 26 by a vane 24.
  • the advance chamber 25 is connected to a phase advance hydraulic passage 27, and the retard chamber 26 is connected to a phase retard hydraulic passage 28. .
  • the oil control valve (OCV) 29 includes a solenoid 30, a plunger 31, a housing 32, a spool 33, and a spring 34. When no current is supplied to the solenoid 30, the spool 33 is pushed by the spring 34 and the right direction in FIG. Is located.
  • the plunger 31 pushes the spool 33 in the left direction in FIG. 2, so that the force of the spring 34 is overcome and the spool 33 moves in the left direction.
  • the amount of movement of the spool 33 in the left direction increases in proportion to the amount of current supplied to the solenoid 30.
  • the housing 32 includes a hydraulic pressure supply port 35, an advance angle port 36, a retard angle port 37, and a drain port 38.
  • the hydraulic pressure supply port 35 is provided in an oil passage 39
  • the advance angle port 36 is provided in a phase advance angle hydraulic passage 27
  • the retardation port 37 is connected to the phase retardation hydraulic passage 28, and the drain port 38 is connected to a drain passage (not shown).
  • 40 is a crank angle sensor
  • 41 is a cam angle sensor
  • signals detected by these sensors 40 and 41 are input to a control device 42.
  • the phase difference variable mechanism 21 and the like are controlled.
  • two suction side cams 11 and two exhaust side cams 13 are provided corresponding to the respective cylinders 3 in which the piston 4 slides and reciprocates. Are configured to open and close the intake side valve 17 or the exhaust side valve 19 by pushing the valve lifters 18 and 20 of the corresponding intake side valve 17 or the exhaust side valve 19.
  • the suction side cam (cam unit) 11 provided on the suction side camshaft 10 has two cams 11a and 11b (11a: small action) having different shapes (profiles).
  • the intake camshaft 10 is configured to be reciprocally movable in the axial direction by a shaft drive mechanism described later.
  • the intake side valve 17 can be opened and closed by the small working angle cam 11a.
  • the intermediate working angle cam 11b can be moved to a position corresponding to the valve lifter 18, the intake side valve 17 can be opened and closed by the intermediate working angle cam 11b.
  • the small working angle cam 11a and the intermediate working angle cam 11b by moving an intermediate position between the small working angle cam 11a and the intermediate working angle cam 11b to a position corresponding to the valve lifter 18, the small working angle cam 11a and the intermediate working angle cam 11b.
  • the intake side valve 17 can be opened and closed by using both of them.
  • FIG. 3A the intake side camshaft 10 is moved in the axial direction by a drive mechanism which will be described later, so that the intake side valve can be used by using the small operating angle cam 11a or the intermediate operating angle cam 11b independently. 17 can be opened or closed, or the intake side valve 17 can be opened and closed by using both the small operating angle cam 11a and the intermediate operating angle cam 11b.
  • both the cams 11a and 11b are arranged such that the small operating angle cam 11a is on the more advanced side than the intermediate operating angle cam 11b. The phase is shifted.
  • FIG. 4 shows the relationship between the crank angle and the lift amount in the small working angle cam 11a and the medium working angle cam 11b.
  • a solid line 11a ' shows the relationship between the crank angle and the lift amount in the small working angle cam 11a.
  • 11b ′ indicated by a one-dot chain line indicates the relationship between the crank angle and the lift amount in the medium operating angle cam 11b.
  • TDC indicates top dead center (position of 0 deg. ATDC or 360 deg. ATDC) and BDC bottom dead center (position of 180 deg. ATDC).
  • the small working angle cam 11a is configured to open the intake side valve 17 in a crank angle range of -20 to 100 deg. ATDC, and its working angle is 120 deg.
  • the intermediate working angle cam 11b is configured to open the intake side valve 17 in a crank angle range of 60 to 280 deg. ATDC, and its working angle is set to 220 deg.
  • the crank angle is about ⁇ 20 deg.
  • the lift of the valve 17 is started from the position, the lift amount gradually increases, and the crank angle reaches the maximum lift amount near 55 deg. ATDC (45 to 65 deg. ATDC), and then the lift amount decreases and the crank angle becomes 100 deg.
  • the valve 17 is closed near the ATDC.
  • the intake side camshaft 10 is moved in the axial direction so as to open and close the intake side valve 17 by the intermediate working angle cam 11b alone, as shown by a one-dot chain line 11b 'in FIG.
  • the lift of the valve 17 is started and the lift amount is gradually increased so that the crank angle reaches the maximum lift amount near 170 deg. ATDC (160 to 180 deg. ATDC), and then the lift amount is decreased and the crank angle becomes 280 deg. ATDC. In the vicinity, the valve 17 is closed.
  • the maximum lift amount of the medium operating angle cam 11b is configured to be about 1.5 to 2 times the maximum lift amount of the small operating angle cam 11a.
  • the intermediate position between the small operating angle cam 11a and the intermediate operating angle cam 11b is moved to a position corresponding to the valve lifter 18, whereby the small operating angle cam 11a and the intermediate operating angle cam.
  • the intake valve 17 can be opened and closed by using both the cams 11b, and as a result, a cam shape having a large working angle profile combining the small working angle cam 11a and the middle working angle cam 11b can be realized. .
  • the two cams (the small working angle cam 11a and the middle working angle cam 11b) are provided on the intake camshaft 10 with the phases shifted, and the small working angle cam 11a and the middle working angle cam 11 are provided.
  • the cam profile of the large working angle cam 11c can be realized by moving the intake side camshaft 10 so that the intermediate position with respect to the valve lifter 18 corresponds to the intermediate position with respect to the valve lifter 18, and it is compact and has operating efficiency according to a wide range of operating conditions. It is possible to control the opening and closing of the intake side valve 17 having a high value.
  • the profile of the small working angle cam 11a is formed so as to have the characteristics shown by the solid line 11a 'in FIG. 4, and the medium working angle cam 11b is made so as to have the characteristics shown by the alternate long and short dash line 11b'. Form a profile.
  • the phase difference between the small working angle cam 11a and the medium working angle cam 11b is 70 to 90 deg (preferably about 80 deg) when the valve 17 starts to lift, and 105 to 125 deg (preferably about 115 deg) when the valve 17 is fully lifted. It is comprised so that it may become a phase difference.
  • the phase difference of 160 to 200 deg (preferably about 180 deg) is formed at the end of lift of the valve 17.
  • the small working angle cam 11a is formed on the advance side with respect to the middle working angle cam 11b, and the maximum height is formed about half of the middle working angle cam 11b.
  • the apex of the small working angle cam 11a is formed to be deviated toward the retarded angle side, and the advanced angle side of the apex is configured to be more gently inclined than the retarded angle side.
  • the small working angle cam 11a is formed in a profile in which the lift curve composed of the working angle and the lift amount has a gentler slope on the advance side than on the retard side.
  • the apex of the intermediate working angle cam 11b is formed so as to be substantially in the center, and the inclination thereof is configured to be substantially the same on the advance side and the retard side.
  • the intake side valve 17 is opened and closed using both the small operating angle cam 11a and the intermediate operating angle cam 11b.
  • the contact of the cam to the valve lifter 18 can be smoothly shifted from the small operating angle cam 11a to the intermediate operating angle cam 11b, thereby suppressing the occurrence of vibration or the like.
  • a large operating angle cam 11c opening / closing the intake valve 17 using both the small operating angle cam 11a, the intermediate operating angle cam 11b, and the small operating angle cam 11a and the intermediate operating angle cam 11b.
  • the appropriate use of (see FIG. 4) will be described with reference to FIG.
  • the horizontal axis represents engine speed (rotation speed: rpm)
  • the vertical axis represents the indicated mean effective pressure IMEP (Indicated Mean Effective Pressure) (MPa).
  • IMEP is the pressure in the cylinder, which corresponds to the engine torque.
  • the small working angle cam 11a and the large working angle cam 11c are used when the engine torque is operated in a small range, and the large working angle cam 11c is used when the torque is small and the rotation speed is low. Good driving is possible. Further, when the torque is particularly small and when the rotational speed increases with a small torque, the small operation angle cam 11a is used, so that an efficient operation can be performed. Furthermore, when a large torque is required, efficient operation is possible by using the intermediate working angle cam 11b over the entire range of the rotational speed.
  • the minimum fuel consumption can be realized by properly using the small operating angle cam 11a, the intermediate operating angle cam 11b, and the large operating angle cam 11c according to the driving state.
  • reference numeral 10 denotes an intake side camshaft, and a small operating angle cam 11a and an intermediate operating angle cam 11b are attached to the intake side camshaft 10.
  • a rotation phase difference variable mechanism 21 is connected to one end of the intake camshaft 10.
  • Reference numeral 23 denotes a housing of the rotational phase difference variable mechanism 21, and a hydraulic chamber 44 is provided between the housing 23 and one end face of the intake side camshaft 10.
  • a pressing member 45 such as a spring for pressing the intake camshaft 10 toward the housing 23 is provided on the other end side of the intake camshaft 10.
  • the intake side camshaft 10 can be moved in the axial direction by supplying and discharging hydraulic pressure from a hydraulic source such as the oil pump 22 (see FIG. 1) to the hydraulic chamber 44, and the valve lifter 18 (see FIG. 1 and the like).
  • the cam acting on the reference can be changed to the small working angle cam 11a or the medium working angle cam 11b.
  • the intake-side camshaft 10 is moved so that the intermediate position between the small working angle cam 11a and the middle working angle cam 11b becomes a position corresponding to the valve lifter 18, the small working angle cam 11a and the middle working angle cam 11a.
  • the intake side valve 17 can be opened and closed as a large working angle cam 11c using both of the working angle cams 11b.
  • FIG. 7 is a diagram illustrating a hydraulic pressure switching mechanism for supplying hydraulic pressure to the hydraulic chamber 44.
  • 46 is a solenoid valve similar to the one described in FIG. 2, but in this embodiment, a phase advance hydraulic passage 27 which is a hydraulic passage for operating the rotational phase difference variable mechanism 21.
  • a shaft hydraulic passage 47 serving as a hydraulic source for moving the intake camshaft 10 is also provided. By switching these hydraulic passages by the solenoid valve 46, The rotational phase difference variable mechanism 21 can be operated, and the intake camshaft 10 can be moved in the axial direction.
  • 48 is an engine casing
  • 49 is high-pressure oil supplied from a hydraulic source such as the oil pump 22.
  • the shaft hydraulic passage 47 for the working angle variable mechanism 43 is also required.
  • This shaft hydraulic passage 47 is a hydraulic circuit for operating the rotational phase difference variable mechanism 21. Can be used together. That is, if one hydraulic port for the shaft hydraulic passage 47 is added to the solenoid valve shown in FIG. 2, the hydraulic circuit of the rotational phase difference variable mechanism 21 and the operating angle variable mechanism 43 can be shared, and the production is made. Cost can be reduced.
  • FIGS. 10A to 10C are enlarged views of a portion B in FIG.
  • reference numeral 51 denotes a first lock pin (phase lock pin) that locks between the housing 23 of the rotational phase difference variable mechanism 21 and the hub 24 a of the vane 24 and prevents them from rotating relatively.
  • a second lock pin shaft lock pin that locks between the intake camshaft 10 and the hub 24a of the vane 24 so that they do not move relative to each other in the axial direction.
  • the first lock pin 51 is biased in a direction in which the lock is released by a spring (not shown), and is moved to the lock position by supplying hydraulic pressure from a hydraulic source (not shown) so as to be locked. It is configured.
  • the second lock pin 52 is biased in a direction to be locked by a spring (not shown), and is moved in a direction to be unlocked by supplying hydraulic pressure from a hydraulic source (not shown) to be unlocked. It is comprised so that.
  • a lock pin hole 53 (53a to 53a to which the second lock pin 52 is inserted is formed in the outer peripheral surface of the intake camshaft 10 facing the second lock pin 52. 53c) are formed in the axial direction.
  • the small working angle cam 11a is moved to the position of the valve lifter 18, as shown in FIG. 10A.
  • the intake side valve 17 is configured to be opened and closed by the small operating angle cam 11a.
  • the intermediate working angle cam 11b moves to the position of the valve lifter 18 as shown in FIG. 10B.
  • the intake side valve 17 is opened and closed by the medium operating angle cam 11b.
  • the second lock pin (shaft lock pin) 52 and the plurality of lock pin holes 53 into which the second lock pin 52 is inserted constitute a lock mechanism for positioning the camshaft in the axial direction.
  • the lock pin hole 53 is a combination of the plurality of cams and the lock pin holes 53a and 53b for positioning the camshaft at a position for opening and closing the valve by using the plurality of cams 11a and 11b independently.
  • the lock shaft 53c is used to position the camshaft at a position where the valve is opened and closed.
  • the intermediate position between the small operating angle cam 11a and the intermediate operating angle cam 11b moves to the position of the valve lifter 18, and the intake side valve 17 is moved to the small operating angle cam 11a and the intermediate operating cam. It is opened and closed using a profile of a large working angle cam using both of the angle cams 11b. This operation will be described with reference to FIGS. 11A to 11C.
  • FIG. 11C When the rotation further proceeds, the intermediate working angle cam 11b pushes the valve lifter 18 this time, and the lift amount of the intake side valve 17 further increases (FIG. 11C).
  • the operations shown in FIG. 11A to FIG. 11C are such that the working angle and lift amount along the profile of the large working angle cam 11c described in FIG. 4 can be reduced without providing a third cam corresponding to the large working angle cam. This can be realized by two cams, the angle cam 11a and the medium action angle cam 11b.
  • the rotational phase difference variable mechanism 21 changes the rotational phase of the intake camshaft 10
  • the first lock pin 51 is released from the locked state while the second lock pin 52 is in the locked state, and the advancement is performed.
  • the rotation phase can be changed to the advance side.
  • the hydraulic pressure is supplied to the retard chamber 26, the rotation phase can be changed to the retard side.
  • the operation of the rotational phase difference variable mechanism 21 and the operation of the working angle variable mechanism 43 described above are configured to be performed by controlling the hydraulic circuit shown in FIG. 7 by the control device 42 shown in FIG.
  • FIG. 12A As shown in FIGS. 9A and 10A, the intake side camshaft 10 is moved to the left side to insert the second lock pin 52 into the lock pin hole 53a, and the intake side valve 17 is moved by the small operating angle cam 11a.
  • FIG. 5 is a diagram showing the relationship between the crank angle when opening and closing and the lift amount of the intake side valve 17.
  • the solid line shows the relationship between the crank angle and the lift amount when the rotational phase difference variable mechanism 21 is operated with the rotational phase set to the most retarded angle side as shown in FIG.
  • the broken line indicates the relationship between the crank angle and the lift amount when the rotational phase difference variable mechanism 21 is operated with the rotational phase set to the most advanced angle side.
  • FIG. 12B As shown in FIGS. 9B and 10B, the intake camshaft 10 is moved to the right to insert the second lock pin 52 into the lock pin hole 53b, and the intake valve 17 is moved by the intermediate working angle cam 11b.
  • the solid line indicates the relationship between the crank angle and the lift amount when the rotational phase is set to the most retarded angle side by the rotational phase difference variable mechanism 21, and the broken line indicates the rotational phase by the rotational phase difference variable mechanism 21.
  • the relationship between the crank angle and the lift amount when the engine is set to the most advanced angle side is shown.
  • FIGS. 9C and 10C the intake camshaft 10 is moved and locked so that the lock pin hole 53c is positioned at the position of the second lock pin 52, as shown in FIGS. 9C and 10C.
  • FIGS. 9C and 10C It is a figure which shows the relationship between the crank angle and lift amount when opening and closing the intake side valve 17 with the profile of the large working angle cam 11c using both the working angle cam 11a and the medium working angle cam 11b.
  • the solid line indicates the relationship between the crank angle and the lift amount when the rotational phase is set to the most retarded angle side by the rotational phase difference variable mechanism 21, and the broken line indicates the rotational phase by the rotational phase difference variable mechanism 21.
  • the relationship between the crank angle and the lift amount when the engine is set to the most advanced angle side is shown. As shown in this figure, when operating as the large working angle cam 11c, it is possible to operate more efficiently by adjusting the rotational phase according to the operating state.
  • the rotational phase difference variable mechanism 21 and the operating angle variable mechanism 43 are combined as described above, and the rotational phase difference variable mechanism 21 and the operating angle variable mechanism 43 are controlled according to the operating state of the engine.
  • the lift amount, the operating angle, and the rotation phase of the intake side valve 17 can be adjusted over a wide range.
  • the lift amount, the operating angle, and the rotation phase of the intake side valve 17 can be adjusted appropriately according to a wide range of operating conditions, it is possible to realize high engine performance with a simple configuration.
  • a valve timing device is obtained.
  • FIG. 13 shows an axial movement mechanism of the intake camshaft 10 different from the example shown in FIG.
  • 10 is an intake side camshaft
  • 14 is a sprocket
  • 14 a is a sprocket housing integrally formed with the sprocket
  • 23 a is a rotation phase difference variable mechanism 21 for changing the rotation phase of the intake side camshaft 10. It is a housing.
  • a sprocket housing 14a different from the housing 23a of the rotational phase difference variable mechanism 21 is provided, and the housing 23a is configured to be movable in the axial direction within the sprocket housing 14a.
  • a spline 56 is disposed between the housing 23a and the sprocket housing 14a, and the rotation of the sprocket 14 is transmitted to the housing 23a via the sprocket housing 14a and the spline 56.
  • the housing 23a The sprocket 14 rotates with the rotation. Further, the housing 23a is configured to be movable relative to the sprocket housing 14a in the axial direction by the spline 56.
  • a seal member 57 such as an O-ring is provided on the outer peripheral surface of the housing 23a to seal between the sprocket housing 14a, and a hydraulic chamber is provided between the outer end surface of the housing 23a and the sprocket housing 14a. 44a is formed. Further, a pressing member 45a such as a spring is provided between the inner end surface of the housing 23a and the sprocket housing 14a, and always presses the housing 23a outward with respect to the sprocket housing 14a.
  • a boss portion 14b is provided in a portion of the sprocket housing 14a through which the intake side camshaft 10 passes, and a second lock pin 52 is provided in the boss portion 14b so as to be freely inserted and removed as shown in FIG. 9A.
  • three lock pin holes 53a, 53b, 53c are provided on the outer peripheral surface of the intake side camshaft 10 facing the second lock pin 52 so as to be spaced apart from each other in the axial direction.
  • the intake side valve 17 can be opened and closed by the small operating angle cam 11a as shown in FIG. 10A.
  • the intake valve 17 is opened and closed by the intermediate working angle cam 11b as shown in FIG. 10B, and the second lock pin 52 is moved.
  • the intake side valve 17 can be opened and closed with the profile of the large operating angle cam 11c using both the small operating angle cam 11a and the intermediate operating angle cam 11b. Has been.
  • the intake-side camshaft 10 can be reciprocated in the axial direction by supplying and discharging hydraulic pressure to the hydraulic chamber 44a using a hydraulic circuit similar to that described with reference to FIGS.
  • Other configurations are the same as those of the first embodiment. Even if it is configured as in the second embodiment, the same effect as in the first embodiment can be obtained.
  • Example 3 of the variable valve timing apparatus of the present invention will be described with reference to FIG.
  • the valve opening and closing mechanism for opening and closing the intake side valve 17 is a system that opens and closes the intake side valve 17 by directly contacting the intake side cam 17 with the intake side valve 17 or the valve lifter 18, that is,
  • the case where the present invention is applied to a dynamic valve opening / closing mechanism has been described.
  • the present invention is applied to a rocker arm type in which a rocker arm 58 is provided between the intake side valve 17 or the valve lifter 18 and the intake side cam 11 to open and close the intake side valve 17. An example of the case will be described.
  • 10 is an intake side camshaft
  • 11a is a small operating angle cam fixedly provided on the intake side camshaft
  • 11b is a medium operating angle cam.
  • the rocker arm 58 is provided so as to be rotatable left and right with the rocker shaft 58a as a fulcrum.
  • a roller 58b is rotatably provided at one end (input portion) of the rocker arm 58, and the roller 58b and the intake side cam 11 are engaged with each other.
  • the other end side (output portion) of the rocker arm 58 is engaged with the intake side valve 17 or the valve lifter 18.
  • the intake side valve 17 is always urged by a valve spring 59 in a direction to close the intake opening 60 of the cylinder. Based on the engagement relationship between the roller 58b and the intake side cam 11, the rocker arm 58 pushes the valve lifter 18 (or the stem of the intake side valve 17) against the urging force of the valve spring 59, and the cylinder 58 The intake opening 60 is configured to open.
  • the intake side cam 11 is composed of a small operating angle cam 11a and an intermediate operating angle cam 11b as in the first embodiment, and the intake side camshaft 10 is connected to the first or second embodiment. It is configured to reciprocate using the same means as described above and to lock the axial position using the second lock pin. Therefore, also in the third embodiment, the intake side valve 17 can be opened and closed via the rocker arm 58 by pushing the roller 58b with the small working angle cam 11a alone or the intermediate working angle cam 11b alone. The intake side valve 17 can be opened and closed via the rocker arm 58 by pushing the roller 58b with the profile of the large working angle cam 11c using both the small working angle cam 11a and the medium working angle cam 11b. It is configured.
  • the same effect as in the first embodiment can be obtained only by changing the valve lifter 18 shown in FIGS. 10A to 10C to the roller 58b of the rocker arm 58.
  • Other configurations are the same as those of the first embodiment.
  • this invention is not limited to the above-mentioned Example, Various modifications are included.
  • the case where the present invention is applied to the intake camshaft has been described.
  • the present invention can be similarly applied to the exhaust camshaft.
  • a phase an action
  • Three or more cams having different angles and maximum lift amounts may be used, and each valve may be used alone or two adjacent cams may be used to open and close the valve.
  • first to third cams are constituted by three cams
  • a cam profile in which the first and second cams are combined in addition to the three cam profiles, a cam profile in which the first and second cams are combined, and a combination of the second and third cams.
  • the valve can be opened and closed using the cam profile of the five patterns of the cam profile.
  • the present invention is not limited to the one that moves the camshaft 10 in the axial direction, as described in the above-described embodiments.
  • the present invention can also be applied to a unit in which the unit) is separate from the camshaft and the cam moves in the axial direction with respect to the camshaft.
  • a part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of one embodiment.
  • the above-described embodiments have been described in detail for easy understanding of the present invention, and are not necessarily limited to those having all the configurations described.

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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 dispositif de réglage de distribution variable qui est pourvu d'un arbre à cames qui est supporté de manière rotative par un moteur, et d'une came qui est disposée sur l'arbre à cames et qui ouvre et ferme des soupapes disposées au niveau d'un cylindre constituant le moteur. La came est pourvue d'un mécanisme à angle d'actionnement variable qui comprend une pluralité de cames ayant différentes phases et des angles d'actionnement différents par rapport à une seule soupape, et qui déplace et positionne axialement l'arbre à cames pour commuter entre les cames qui ouvrent et ferment la soupape. Le mécanisme à angle d'actionnement variable est pourvu d'un mécanisme de verrouillage qui déplace l'arbre à cames pour positionner l'arbre à cames à une position au niveau de laquelle chaque came de la pluralité de cames est utilisée individuellement pour ouvrir et fermer la soupape, et à une position au niveau de laquelle la pluralité de cames sont utilisées en combinaison pour ouvrir et fermer la soupape. Par conséquent, un profil de came peut être fabriqué facilement, un angle d'actionnement et une quantité de levage peuvent être régulés de manière appropriée dans une large plage, et une commande de positionnement d'arbre à cames peut être réalisée de manière stable et aisée.
PCT/JP2019/011099 2018-03-26 2019-03-18 Dispositif de réglage de distribution variable WO2019188479A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2018058678A JP2019167942A (ja) 2018-03-26 2018-03-26 可変バルブタイミング装置
JP2018-058678 2018-03-26

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WO2019188479A1 true WO2019188479A1 (fr) 2019-10-03

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH06346710A (ja) * 1993-06-14 1994-12-20 Nissan Motor Co Ltd 内燃機関の動弁装置
DE102006014965A1 (de) * 2006-03-31 2007-10-11 Volkswagen Ag Brennkraftmaschine und Verfahren zum Betreiben dieser
WO2017028918A1 (fr) * 2015-08-19 2017-02-23 Volvo Truck Corporation Mécanisme d'actionnement de soupape variable, moteur à combustion interne et véhicule

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2013060858A (ja) * 2011-09-13 2013-04-04 Suzuki Motor Corp 内燃機関の可変動弁装置
JP6360513B2 (ja) * 2016-03-31 2018-07-18 本田技研工業株式会社 可変動弁装置の潤滑構造

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH06346710A (ja) * 1993-06-14 1994-12-20 Nissan Motor Co Ltd 内燃機関の動弁装置
DE102006014965A1 (de) * 2006-03-31 2007-10-11 Volkswagen Ag Brennkraftmaschine und Verfahren zum Betreiben dieser
WO2017028918A1 (fr) * 2015-08-19 2017-02-23 Volvo Truck Corporation Mécanisme d'actionnement de soupape variable, moteur à combustion interne et véhicule

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