CN105422205A - Engine valve mechanism - Google Patents
Engine valve mechanism Download PDFInfo
- Publication number
- CN105422205A CN105422205A CN201510594564.7A CN201510594564A CN105422205A CN 105422205 A CN105422205 A CN 105422205A CN 201510594564 A CN201510594564 A CN 201510594564A CN 105422205 A CN105422205 A CN 105422205A
- Authority
- CN
- China
- Prior art keywords
- cam shaft
- camshaft
- exhaust cam
- exhaust
- engine
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Landscapes
- Valve Device For Special Equipments (AREA)
Abstract
The invention provides an engine valve mechanism. The engine valve mechanism comprises an intake valve and an exhaust valve of an engine, a camshaft provided with an intake cam and an exhaust cam, wherein the intake cam and the exhaust cam are rotated by the crankshaft of the engine so as to respectively open and close the intake valve and the exhaust valve; and a phase variable mechanism. The phase variable mechanism enables the rotation phase of the intake cam/exhaust cam to vary relative to the camshaft. The camshaft comprises an intake camshaft provided with the intake cam; and an exhaust camshaft provided with the exhaust cam. The intake camshaft and the exhaust camshaft are configured to move relative to each other in the rotation direction. The phase variable mechanism comprises a driven member rotated by the camshaft; a guiding member that is rotating along with the intake camshaft or the exhaust camshaft and is capable of moving relative to the driven member in both the rotation direction and the axis direction; a centrifugal weight configured between the driven member and the guiding member; and a pushing member for pushing the driven member and the guiding member to approach each other. The centrifugal weight is pushed to move under the pushing force of the pushing member against the centrifugal force. Therefore, the guiding member is driven to move relative to the driven member in both the rotation direction and the axis direction, so that the phase of the intake cam/exhaust cam relative to the camshaft in the rotation direction is changed.
Description
Technical field
The present invention relates to the valve mechanism of the engine of a kind of Single Over Head Camshaft (SOHC) type, the valve mechanism of this engine comprises phase variable mechanism, this phase variable mechanism changes relative to bent axle for the phase place of the sense of rotation making intake cam or exhaust cam, thus can change the valve timing of intake valve and exhaust valve.
Background technique
In recent years, provide the valve mechanism comprising valve timing variset, this valve timing variset is used for the valve timing changing intake valve and exhaust valve according to the serviceability etc. of engine, such as, disclose at patent documentation 1 (Japan Patent is flat opens No.2013-7293) and patent documentation 2 (Japan Patent is flat opens No.2010-31855).
In patent documentation 1 and 2 describe engine valve mechanism each comprise camshaft phase changeable mechanism, this camshaft phase changeable mechanism changes relative to bent axle for the phase place of the sense of rotation making camshaft, thus can change the intake valve of engine and the valve timing of exhaust valve.
But, regrettably, the camshaft phase change mechanism described in above-mentioned prior art file is applied to the valve mechanism of Dual Over Head Camshaft (DOHC) type, wherein, camshaft comprises intake cam and another camshaft comprises exhaust cam, and therefore, this DOHC type is not suitable for the valve mechanism of SOHC type.
Summary of the invention
Present invention contemplates said circumstances, and the object of this invention is to provide a kind of valve mechanism of engine, even if in the valve mechanism of SOHC type, this valve mechanism can be stable at the During improving SNR of valve timing, and obtain the response of the improvement for change.
Above and other objects can according to the present invention by arrange engine valve mechanism realize, the valve mechanism of this engine comprises: the suction valve of engine and outlet valve; Camshaft, this camshaft is provided with intake cam and exhaust cam, and intake cam and exhaust cam are by the crankshaft rotating of engine, thus open and close suction valve and outlet valve respectively; And phase variable mechanism, this phase variable mechanism makes the phase place of the sense of rotation of intake cam or exhaust cam change relative to bent axle; The feature of the valve mechanism of engine is, camshaft comprises: admission cam shaft, and admission cam shaft is provided with intake cam; And exhaust cam shaft, exhaust cam shaft is provided with exhaust cam, and admission cam shaft and exhaust cam shaft are configured to relative displacement in a rotational direction; And wherein, phase variable mechanism comprises: driven member, driven member to be fixed on exhaust cam shaft or admission cam shaft and by crankshaft rotating; Guiding elements, guiding elements is configured to rotate together with admission cam shaft or exhaust cam shaft, and can relative to driven member relative displacement in sense of rotation and axial direction; Governor weight, governor weight is arranged between driven member and guiding elements; With promotion component, promote component to be formed at and to make driven member and guiding elements side upwardly driven member and guiding elements close to each other, and the Driving force promoting component due to centrifugal force opposing causes governor weight to move, there is relative displacement relative to driven member in guiding elements thus in sense of rotation and axial direction, thus intake cam or exhaust cam phase place is in a rotational direction changed relative to bent axle.
Of the present invention above-mentioned in preferred in, following theme feature can be adopted.
It is desirable that, cam shaft arrangement is in the outside of a part for admission cam shaft, and coaxial with exhaust cam shaft.
It is desirable that, be provided with intake cam, exhaust cam and phase variable mechanism in order on camshaft.
It is desirable that, one in admission cam shaft and exhaust cam shaft is provided with stop pin, and another is formed with the latch recess for locking stop pin; Wherein, latch recess is sized to allow admission cam shaft and exhaust cam shaft relative displacement in predetermined range in a rotational direction.
It is further desirable that admission cam shaft is formed with oily groove, and the relief opening of oily groove be arranged on exhaust cam shaft with the slidingsurface of admission cam shaft sliding contact.
According to the present invention of feature described above, the Driving force promoting component due to centrifugal force opposing causes the governor weight be arranged between driven member and guiding elements to move, and therefore, guiding elements can relative to driven member at sense of rotation and axial direction top offset, thus make the phase place in the sense of rotation of intake cam or exhaust cam, relative to bent axle, change relatively occur.Therefore, even if in the valve mechanism of SOHC type being provided with the camshaft comprising intake cam and exhaust cam, simple structure can be utilized reliably to change valve timing, therefore allow operating characteristics during change valve timing to be stable, therefore improve the reliability of valve mechanism and improve the response performance changed.
Accompanying drawing explanation
In accompanying drawing:
Fig. 1 is the direction along the axis perpendicular to camshaft, the sectional view of valve mechanism of the SOHC type engine of application one embodiment of the present of invention, and the cylinder head etc. of display engine together.
Fig. 2 is the stereogram of the valve mechanism of the engine of explanatory drawing 1, and Fig. 2 comprises suction valve, outlet valve and rocking arm, is communicated with cylinder head etc.;
Fig. 3 is the planimetric map of the part of valve mechanism of display Fig. 2 and cylinder head etc.;
Fig. 4 is along the sectional view of the line IV-IV in Fig. 3;
Fig. 5 is along the sectional view of the line V-V in Fig. 3;
Fig. 6 is the stereogram of the camshaft of display shown in Fig. 2 to Fig. 4 and phase variable mechanism;
Fig. 7 is the display camshaft of Fig. 6 and the exploded perspective view of phase variable mechanism;
Fig. 8 is the display camshaft of Fig. 6 and the decomposition side view of phase variable mechanism;
Fig. 9 is the display camshaft of Fig. 6 and the side view of phase variable mechanism;
Figure 10 is the sectional view along the line X-X in Fig. 9;
Figure 11 is the schematic sectional view along the line XI-XI in Fig. 9, shows the position relationship between the latch recess of the exhaust cam shaft shown in Fig. 9 and 10 and the stop pin of admission cam shaft;
Figure 12 A and 12B shows exhaust cam shaft and the driven member of the phase variable mechanism in Fig. 9 and 10, and wherein Figure 12 A is the stereogram of display exhaust cam shaft, and Figure 12 B is the front elevation of display driven member;
Figure 13 A is the front elevation of the driven member shown in figures 9 and 10, and Figure 13 B is the partial enlarged drawing of the part of XIII display in Figure 13 A;
Figure 14 A shows the front elevation of the guiding elements of Fig. 9 and 10, and Figure 14 B is the sectional view along the XIV-XIV line in Figure 14 A, and Figure 14 C is the partial enlarged drawing of Figure 14 B;
Figure 15 A to 15C is the schematic diagram of description operation position, and each to be presented within the scope of low engine revolution the position of the governor weight in phase variable mechanism in figures 9 and 10; With
Figure 16 A to 16C is the schematic diagram of description operation position, and each to be presented within the scope of high engine revolutions the position of the governor weight in phase variable mechanism in figures 9 and 10.
Embodiment
Hereinafter, embodiments of the invention will be described with reference to the drawings.Notice further and use the term of " upper and lower ", " left and right " etc. display direction at this with reference to state shown in accompanying drawing.
As mentioned above, Fig. 1 is the direction along the axis perpendicular to camshaft, the sectional view of the valve mechanism of the SOHC type of the engine of application one embodiment of the present of invention, and shows cylinder head etc. together.In addition, Fig. 2 is the stereogram of the valve mechanism of display Fig. 1, and Fig. 3 is the planimetric map of a part for the valve mechanism of display Fig. 2.
With reference to figure 1, four-cycle, single-cylinder engine 10 is provided with the valve mechanism 12 of single overhead camshaft (SOHC) type (system) in the cylinder head 11 being attached to cylinder block 1.Valve mechanism 12 comprises such as, suction valve 13 and outlet valve 14, is provided with the camshaft 17 of intake cam 15 and exhaust cam 16, and intake rocker 18 and exhaust rocker arm 19, and phase variable mechanism 44, describe these below with reference to Fig. 2 and 3.
Camshaft 17 comprises phase variable unit 44, and this phase variable unit 44 has the driven member 45 of the cam driven sprocket wheel 20 be provided with as shown in Figures 2 and 3.Cam driven sprocket wheel 20 power is dynamically connected to not shown in the figures (with reference to figure 1) actuated by cams sprocket wheel be formed in bent axle 5 by cam chain not shown in the figures.Therefore, the cam chain that is rotated through of bent axle 5 is transferred to camshaft 17 with rotating cam axle 17.Camshaft 17 is provided with intake cam 15 and exhaust cam 16, and intake cam 15 and exhaust cam 16 are with the mode parallel configuration in the axial direction such as making exhaust cam 16 be arranged on close cam driven sprocket wheel 20 side.
At this, the cylinder block 1 is in FIG formed with cylinder-bore 3, and piston 2 is to-and-fro motion slidably in cylinder-bore 3.The connecting rod 4 that reciprocates through of piston 2 is transferred to bent axle 5 to be converted into rotation.
Intake rocker 18 and exhaust rocker arm 19 are supported swingably by rocker shaft 24 respectively, and each of these arms is arranged on rocker shaft 24 has the other end that one end of roller 22 and rocker shaft 24 have adjustment screw 23.Intake rocker 18 is arranged to roll by making roller 22 contact with intake cam 15, and adjusts screw 23 and contact with suction valve 13.Similarly, meanwhile, exhaust rocker arm 19 is arranged to roll by making roller 22 contact with exhaust cam 16, and adjusts screw 23 and contact with outlet valve 14.
Therefore, when intake cam 15 and exhaust cam 16 rotate according to the rotation of camshaft 17, the roller 22 of intake rocker 18 rolls along the cam profile of intake cam 15, to allow intake rocker 18 to swing, therefore by the adjustment screw 23 opened/closed suction valve 13 of intake rocker 18.Meanwhile, the roller 22 of exhaust rocker arm 19 rolls along the cam profile of exhaust cam 16, to allow exhaust rocker arm 19 to swing, therefore by the adjustment screw 23 opened/closed outlet valve 14 of exhaust rocker arm 19.
In FIG, reference number 25 and 26 indicates adjusting nut and valve spring respectively.Further, reference number 21 indicates the bar guiding attaching to cylinder head 11, to guide the movement of each bar of suction valve 13 and outlet valve 14.
As shown in Figure 4, in the camshaft 17 of the such as valve mechanism 12 of above-mentioned structure, the first ball bearing 27 is arranged on exhaust cam shaft 32, and the second ball bearing 28 is also arranged on admission cam shaft 31.First ball bearing 27 and the second ball bearing 28 remain in camshaft case 29, thus rotatably supporting cam wheel axle 17, camshaft case 29 forms with the upper part of cylinder head 11.
As shown in figs. 4 and 6, the camshaft 17 being provided with intake cam 15 and exhaust cam 16 comprises admission cam shaft 31, and admission cam shaft 31 and intake cam 15 are integrally arranged, and as shown in FIG. 7 and 8, exhaust cam shaft 32 and exhaust cam 16 are integrally arranged, as shown in FIG. 7 and 8.
In addition, as shown in Figures 9 and 10, the axle portion 31A of admission cam shaft 31 inserts exhaust cam shaft 32, thus exhaust cam shaft 32 is arranged in coaxially the outside of axle portion 31A.By this way, admission cam shaft 31 and exhaust cam shaft 32 are configured to relative displacement in a rotational direction.
The relative displacement of admission cam shaft 31 and exhaust cam shaft 32 position in a rotational direction is only allowed in predetermined range.That is, as Fig. 6 and 9, in admission cam shaft 31, axle portion 31A and diameter are greater than axle portion 31A and the cam forming portion 31B being provided with intake cam 15 is molded integral with one anotherly.The cam forming portion 31B of admission cam shaft 31 is provided with the axes O being parallel to admission cam shaft 31, the stop pin 33 given prominence to towards axle portion 31A.In addition, in exhaust cam shaft 32, exhaust cam 16 is formed with the latch recess 34 of its side surface, and latch recess 34 for locking stop pin 33 under the state of admission cam shaft 31 and exhaust cam shaft 32 assembling.
As shown in figure 11, when with its be arranged in coaxially admission cam shaft 31 in exhaust cam shaft 32 relative to exhaust cam shaft 32 in a rotational direction relative movement time, the stop pin 33 of admission cam shaft 31 contacts with the both ends of the surface 35 of the latch recess 34 of exhaust cam shaft 32, therefore regulates the relative displacement of admission cam shaft 31 in a rotational direction relative to exhaust cam shaft 32.Therefore, the size between two opposing end surfaces 35 of latch recess 34 is set to that admission cam shaft 31 allows in the predetermined range of angle δ relative to exhaust cam shaft 32 relative displacement in a rotational direction.
Meanwhile, as shown in Figures 3 and 5, multiple bolt-inserting hole 36, such as four holes, are formed in camshaft case 29, thus run through camshaft case 29 and cylinder head 11.When in head clamping bolt not shown in the figures respectively inserting bolt patchhole 36, fastened and be fixed to crankcase together with cylinder block 1 with the Unitarily molded cylinder head 11 of camshaft case 29.
As shown in Figures 4 and 5, camshaft case 29 is formed with the oil be communicated with at least one bolt-inserting hole 36 and is fed to groove 37.In addition, as shown in figures 4 and 10, admission cam shaft 31 is formed with main oily groove 38 and secondary oily groove 39, and main oily groove 38 extends along axes O, and secondary oily groove 39 is communicated with main oily groove 38 and in the extension in the radial direction of admission cam shaft 31.Main oily groove 38 is fed to groove 37 with oil and is communicated with.Further, the relief opening 40 of secondary oily groove 39 is communicated with the outer surface of the axle portion 31A of admission cam shaft 31, that is, annular groove 42 is formed in the slidingsurface 41 contacted with exhaust cam shaft 32.
Therefore, the lubricant oil that the direction of arrow Q (with reference to figure 5) rises through bolt-inserting hole 36 is fed to the main oily groove 38 of admission cam shaft 31 by the oil feeding groove 37 of camshaft case 29, and also enter annular groove 42 from the supply of the pair of admission cam shaft 31 oil groove 39, thus lubrication can admission cam shaft 31 and exhaust cam shaft 32 in relative rotation.
As Fig. 4,6, shown in 9 and 10, camshaft 17 is provided with intake cam 15, exhaust cam 16 and phase variable mechanism 44 continuously.Phase variable mechanism 44 act as and changes intake cam 15 or exhaust cam 16 (being intake cam 15 in the present embodiment) phase place in a rotational direction relative to bent axle 5, and phase variable mechanism comprises driven member 45, guiding elements 46, governor weight 47, promotes component 48 and circlip 49.
In the present embodiment, exhaust cam 16 is driven in rotation with identical phase place with bent axle 5 in a rotational direction, thus open and/or closed outlet valve 14.In contrast, intake cam 15 in a rotational direction with the phase place identical or different from bent axle 5 by phase variable mechanism 44 rotary actuation, thus open and/or closed suction valve 13.Phase variable mechanism 44 controls the valve timing of suction valve 13 according to the serviceability of engine 10, thus the overlap condition opening timing opening timing and outlet valve 14 of adjustment suction valve 13.
Such as, phase variable mechanism 44 sets, and in the high engine speed range of engine 10, the valve overlap of suction valve 13 and outlet valve 14 is little, thus prevents inlet air to be blown, and therefore, improves and exports and fuel consumption and reduce the harmful matter in being vented.In addition, phase variable mechanism 44 also sets, and in the low engine speed range of engine 10, the valve overlap of suction valve 13 and outlet valve 14 is large, thus by utilizing the inertia of air inlet to improve intake efficiency, to improve the moment of torsion of engine 10.
As shown in Figure 10 and 13, driven member 45 is provided with cam driven sprocket wheel 20 at its outer surface, and by the rotary actuation of the bent axle 5 transmitted by cam chain, thus provide lasting (or identical) phase place in a rotational direction relative to bent axle.
In addition, equally as shown in figure 12, driven member 45 within it perimeter surface is provided with adaptive groove 53, and exhaust cam shaft 32 is provided with adaptive protuberance 54 in its one end.Adaptive groove 53 and adaptive protuberance 54 fit each other, and are fixed to exhaust cam shaft 32 to allow driven member 45.
As shown in Fig. 4,7 and 8, guiding elements 46 is arranged to integrally to be rotated by engages axle 55 and admission cam shaft 31.That is, the axle portion 31A of admission cam shaft 31 is formed with the through hole 56 along its axes O through-shaft portion 31A in radial directions.
In addition, engages axle 55 is provided with projection 57 in its opposite end, and inserts the through hole 56 of admission cam shaft 31.In insert state, two projections 57 of engages axle 55 give prominence to (protrusion) from the axle portion 31A of admission cam shaft 31.Projection 57 engages with pair of engaging groove 58 respectively, and is arranged to the inner peripheral surface in the face of guiding elements 46.
In aforesaid way, the projection 57 of engages axle 55 of through hole 56 inserting admission cam shaft 31 engages with the engagement grooves 58 of guiding elements 46, thus is arranged to by guiding elements 46 can to rotate together with admission cam shaft 31 and can at the square upward sliding of the axes O of admission cam shaft 31.Further, guiding elements 46 be arranged to can relative to driven member 45 in a rotational direction with relative displacement on axial direction.
As shown in figures 4 and 10, governor weight 47 remains between the guide recess 51 and 52 that is respectively formed in driven member 45 and guiding elements 46, with by the rotary transfer of driven member 45 to guiding elements 46.
Further, promote component 48 and will be used at least one (being guiding elements 46 in the present embodiment) of being applied in the Driving force of driven member 45 and guiding elements 46 side upwardly driven member 45 and guiding elements 46 close to each other in driven member 45 and guiding elements 46.In addition, circlip 49 attaches to the end of the axle portion 31A of admission cam shaft 31, to keep promoting component 48 by packing ring 50.
In more detail, as shown in Fig. 4,10 and 13, driven member 45 has multiple radial directed groove 51, this radial directed groove 51 be formed in cam driven sprocket wheel 20 in the face of guiding elements 46 internal surface on.Guide recess 51 act as and guides governor weight 47, and side is in a circumferential direction formed as uniform thickness in the mode of the inclined angle θ relative to driven member 45.
As shown in Fig. 4,10 and 14, guiding elements 46 is formed with multiple radial directed groove 52 on its surface in the face of driven member 45.Guide recess 52 act as and guides governor weight 47 and radial direction along guiding elements 46 is arranged.In addition, each in guide recess 52 has inclined-plane, and in inclined-plane, depth of groove radially outward in guiding elements 46 reduces, and inclined-plane radially outward in guiding elements 46 is more precipitous.That is, the inclined-plane of the depth of groove of guide recess 52 is arranged to meet following relation: β > α,, wherein α is the radially inner inclined-plane (inclination) of guiding elements 46, and β is the radially outer inclined-plane (inclination) of guiding elements 46.Inclined-plane α and β changes smoothly in the part of a point (the some X of Figure 14 B) of the bottom of close control groove 52.Inclined-plane α and β of guide recess 52 allows the bottom radially outward of the guide recess 51 of driven member 45 and the guide recess 52 of guiding elements 46 close to each other.
More specifically, in the guide recess 52 of guiding elements 46, the radially-inwardly surface of inclined-plane α extends to the radially outer surface of inclined-plane β by the curved surface with regulation curvature P.As shown in Figure 14 C, through the curved surface of an X to specify that curvature P is formed, and the opposite side of curved surface (radially-inwardly and radially outward) is by the surface composition of inclined-plane α and β.
Governor weight 47 shown in Fig. 4 and 10 is formed as spherical by the material with large proportion, such as iron and tungsten.In addition, although disc spring is used as promoting component 48 in the present embodiment, wavy leaf spring, helical spring (volute spring) etc. can be used.Further, as shown in figures 4 and 10, circlip 49 is connected to the end of the axle portion 31A of admission cam shaft 31, promotes component 48 to be supported by packing ring 50, thus be maintained between circlip 49 and guiding elements 46, thus the Driving force promoting component 48 is applied to guiding elements 46.
In the phase variable mechanism 44 with said structure and structure, when centrifugal action is on governor weight 47, as shown in Figure 10, governor weight 47 radially outward in the guide recess 51 and 52 be respectively formed in driven member 45 and guiding elements 46 moves.Therefore, guiding elements 46 is resisted the axes O of the admission cam shaft 31 of Driving force along camshaft 17 on the direction away from driven member 45 promoting component 48 and is moved, and by the tilt angle (angle θ) of the guide recess 51 of driven member 45 relative to driven member 45 relative displacement in a rotational direction.Therefore, the phase place of the sense of rotation of intake cam 15 changes relative to bent axle 5, thus changes the valve timing of suction valve 13 by intake cam 15.
Function and/or the operation of the present embodiment will be described below.
As shown in Figure 15 A to 15C, when engine 10 is in low engine speed range, the centrifugal force acted on governor weight 47 is little.Therefore, governor weight 47 rests on initial position, that is, the radially-inwardly end of guide recess 51 and 52 by the inclined-plane α of the guide recess 52 of guiding elements 46 and the Driving force of promotion component 48.Therefore, it is identical that the phase place of the sense of rotation of the admission cam shaft 31 of camshaft 17 becomes with cam driven sprocket wheel 20 (or bent axle 5), and the intake cam 15 be integrally arranged in admission cam shaft 31 utilizes the phase driven suction valve 13 had during assembling.In this way, suction valve 13 and outlet valve 14 have for low and middling speed and with the valve timing of large valve overlap, and therefore, the moment of torsion of middling speed increases.
As shown in figure 16, when engine 10 arrives high engine speed range, the centrifugal force be applied on governor weight 47 increases, thus governor weight 47 radially outward in the guide recess 51 of driven member 45 and the guide recess 52 of guiding elements 46 is moved.Therefore, the Driving force of guiding elements 46 opposing promotion component 48 is moved to axially outside (direction of arrow A) of camshaft 17 by the position of inclined-plane α and β of guide recess 52.
Now, in the guide recess 51 of driven member 45, relative to the side be obliquely installed in a circumferential direction of the angle θ (with reference to Figure 13) of radial direction, thus guiding elements 46 relative to driven member 45 on the true dip direction of guide recess 51 relatively steering angle θ on (direction of the arrow B in Figure 16 B and 16C).With the sense of rotation R that the side of the arrow B of Figure 16 B and 16C is the camshaft 17 rotated by the driving force of bent axle 5 in the opposite direction.
In aforesaid way, the phase place in the sense of rotation of the admission cam shaft 31 of camshaft 17 connects with guiding elements 46 by using engages axle 55 and engagement grooves 58 and changes relative to bent axle 5.Now, the phase change of admission cam shaft 31 is to the direction (spark retard side) contrary with the sense of rotation R of camshaft 17.Therefore, in admission cam shaft 31, the intake cam 15 of whole installation drives the suction valve 13 be in from the phase place working as the phase change being assembled to spark retard side.
Therefore, suction valve 13 and outlet valve 14 have at a high speed and along with the valve timing of little valve overlap, to increase the output of engine 10 and to improve fuel consumption, therefore reduce the discharge of harmful matter.
If the rotational speed of engine 10 reduces, the centrifugal force acted on governor weight 47 diminishes.Therefore, promote the Driving force of component 48 and become the centrifugal force being greater than and making guiding elements 46 movement in the direction of arrow, and therefore, guiding elements 46 moves to driven member side by the effect of the Driving force promoting component 48, and governor weight 47 radial direction in guide recess 51 and 52 moves inward.Then, each in guiding elements 46 and governor weight 47 turns back to the initial position shown in Figure 15.
When governor weight 47 turns back to initial position, guiding elements 46 relative to driven member 45 premature ignition side (with the side of the arrow B of Figure 16 B and 16C in the opposite direction) relatively turn to, and the phase place of the admission cam shaft 31 of camshaft 17 changes to premature ignition side by the effect of engages axle 55 and engagement groove 58 relative to bent axle 5.Therefore, suction valve 13 and outlet valve 14 have for low and middling speed and with the valve timing of large valve overlap, therefore increase the moment of torsion in middling speed described above.
According to the present embodiment of structure described above and structure, following beneficial effect (1) can be obtained to (4).
(1) as shown in figures 4 and 10, in phase variable mechanism 44, because the effect of the centrifugal force being promoted the Driving force of component by opposing causes governor weight 47 to move, guiding elements 46 at sense of rotation and axial direction top offset, therefore relatively changes the phase place in the sense of rotation of intake cam 15 relative to driven member 45 relative to bent axle 5.Therefore, even if in the valve mechanism 12 of SOHC type comprising the camshaft 17 being provided with admission cam shaft 31 and exhaust cam shaft 32 discretely, also can simple structure be utilized reliably to change the valve timing of suction valve 13 or outlet valve 14 during the rotation process of intake cam 15 and exhaust cam 16.Therefore, it is possible to the operating characteristics allowing the change of the valve timing relative to suction valve 13 and outlet valve 14 is stable, thus improve the reliability and response performance that change.
(2) projection 57 is arranged on the end opposite of engages axle 55, and projection 57 inserts the through hole 56 of the admission cam shaft 31 of camshaft 17, and engage with the engagement grooves 58 in the inner peripheral surface being formed in guiding elements 46, and therefore, guiding elements 46 integrally can rotate with admission cam shaft 31.Therefore, link connected to each other situation with guiding elements 46 by keyway with admission cam shaft 31 to compare, link between admission cam shaft 31 and guiding elements 46 can be realized by simple structure, and therefore, the manufacture cost of phase variable mechanism 44 (that is, valve mechanism 12) can be reduced.In addition, because engages axle 55 is formed by the material different from admission cam shaft 31, engages axle 55 can be formed by the material with fabulous wear resistance.Therefore, it is possible to improve wear resistance and the sliding of link (connection) part between the admission cam shaft 31 and guiding elements 46 of camshaft 17.
(3) as shown in Fig. 7,9 and 11, outstanding on the admission cam shaft 31 of stop pin 33 in camshaft 17, and exhaust cam shaft 32 is formed with the latch recess 34 for locking this stop pin 33.Latch recess 34 is to allow to arrange along the size of sense of rotation relative displacement in the predetermined range of angle δ between admission cam shaft 31 and exhaust cam shaft 32.Therefore, it is possible to easily assemble admission cam shaft 31 and exhaust cam shaft 32.In addition, even if apply excessive moment of torsion, the governor weight 47 of phase variable mechanism 44 is removed from the guide recess 51 of driven member 45 and the guide recess 52 of guiding elements 46, the relative rotation between admission cam shaft 31 and exhaust cam shaft 32 is regulated by stop pin 33 and latch recess 34.Therefore, it is possible to prevented the large difference of the valve timing between suction valve 13 and outlet valve 14 by intake cam 15 and exhaust cam 16.
(4) as shown in figures 4 and 10, the axle portion 31A of the admission cam shaft 31 of camshaft 17 is formed with the main oily groove 38 and pair oil groove 39 that communicate with each other, and the exhaust port 40 of secondary oily groove 39 is communicated with the annular groove 42 in the slidingsurface 41 in axle portion 31A relative to exhaust cam shaft 32.Therefore, it is possible to prevent from wearing and tearing occurring between the axle portion 31A and exhaust cam shaft 32 of admission cam shaft 31 and fraying, therefore, it is possible to perform the relative rotation between admission cam shaft 31 and exhaust cam shaft 32 smoothly.
Further, as above describe the present invention with reference to the preferred embodiments of the present invention although it should be noted that, embodiment is rendered as an example, and the present invention is not limited to this embodiment.When not departing from the scope of purport of the present invention and claim, the present invention can make various change and amendment.
Such as, in the above-described embodiments, although stop pin 33 is arranged to give prominence to from the cam forming portion 31B of admission cam shaft 31, and latch recess 34 is formed on the side surface of exhaust cam 16 of exhaust cam shaft 32, stop pin 33 can be arranged to give prominence to from the side surface of the exhaust cam 16 of exhaust cam shaft 32, and latch recess 34 can be formed in the cam forming portion 31B of admission cam shaft 31.
In addition, following structure or structure can adopt, parts 31 are formed as the exhaust cam shaft with exhaust cam whole installation, and parts 32 are formed as the admission cam shaft as integrally being formed with intake cam, thus exhaust cam shaft is arranged through engages axle 55 and guiding elements 46 integrally rotates, and admission cam shaft is fixed to driven member 45.Therefore, such as, during the high speed operation of engine 10, phase variable mechanism 44 makes the phase place in the sense of rotation of exhaust cam change to premature ignition side relative to bent axle 5, and the valve timing of suction valve 13 and outlet valve 14 changes to the valve timing for high speed for having little valve overlap.
Claims (5)
1. a valve mechanism for engine, comprises:
The suction valve of engine and outlet valve;
Camshaft, described camshaft is provided with intake cam and exhaust cam, and described intake cam and described exhaust cam are by the crankshaft rotating of described engine, thus suction valve and described outlet valve described in open and close respectively; With
Phase variable mechanism, described phase variable mechanism makes the phase place of the sense of rotation of described intake cam or described exhaust cam change relative to described bent axle;
The feature of the valve mechanism of described engine is,
Described camshaft comprises: admission cam shaft, and described admission cam shaft is provided with described intake cam; And exhaust cam shaft, described exhaust cam shaft is provided with described exhaust cam, and described admission cam shaft and described exhaust cam shaft are configured to relative displacement in described sense of rotation; And
Wherein, described phase variable mechanism comprises: driven member, and described driven member to be fixed on described exhaust cam shaft or described admission cam shaft and by described crankshaft rotating; Guiding elements, described guiding elements is configured to rotate together with described admission cam shaft or described exhaust cam shaft, and can relative to the relative displacement in sense of rotation and axial direction of described driven member; Governor weight, described governor weight is arranged between described driven member and described guiding elements; With promotion component, described promotion component is formed at and makes described driven member and described guiding elements side upwardly described driven member and described guiding elements close to each other, and
The Driving force of resisting described promotion component due to centrifugal force causes described governor weight to move, there is relative displacement relative to described driven member in described guiding elements thus in sense of rotation and axial direction, thus described intake cam or described exhaust cam phase place are in a rotational direction changed relative to described bent axle.
2. the valve mechanism of described engine as claimed in claim 1, is characterized in that, wherein, described cam shaft arrangement is in the outside of a part for described admission cam shaft, and coaxial with described exhaust cam shaft.
3. the valve mechanism of engine as claimed in claim 1 or 2, is characterized in that, wherein, described camshaft is provided with described intake cam, described exhaust cam and described phase variable mechanism in order.
4. the valve mechanism of the engine as described in any one in claims 1 to 3, it is characterized in that, wherein, one in described admission cam shaft and described exhaust cam shaft is provided with stop pin, and another is formed with the latch recess for locking described stop pin; Wherein, described latch recess is sized to allow described admission cam shaft and the relative displacement in predetermined range in a rotational direction of described exhaust cam shaft.
5. the valve mechanism of engine as claimed in claim 2, it is characterized in that, wherein, described admission cam shaft is formed with oily groove, and the relief opening of described oily groove be arranged on described exhaust cam shaft with the slidingsurface of described admission cam shaft sliding contact.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2014189040A JP6248876B2 (en) | 2014-09-17 | 2014-09-17 | Engine valve gear |
| JP2014-189040 | 2014-09-17 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN105422205A true CN105422205A (en) | 2016-03-23 |
| CN105422205B CN105422205B (en) | 2018-04-17 |
Family
ID=55500692
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201510594564.7A Active CN105422205B (en) | 2014-09-17 | 2015-09-17 | The valve mechanism of engine |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JP6248876B2 (en) |
| CN (1) | CN105422205B (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN107575273A (en) * | 2016-07-05 | 2018-01-12 | 铃木株式会社 | Variable valve actuator for air, engine and automatic two-wheeled cycle |
| CN108443456A (en) * | 2017-02-16 | 2018-08-24 | 博格华纳公司 | Pressure extrusion molding pulley |
| CN110173319A (en) * | 2019-05-21 | 2019-08-27 | 金华市隆泰动力有限公司 | It is centrifuged the variable exhaust valve mechanism automatically controlled |
| CN113518853A (en) * | 2019-03-13 | 2021-10-19 | Tvs电机股份有限公司 | Internal combustion engine |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| AT523276B1 (en) * | 2019-12-20 | 2021-07-15 | Avl List Gmbh | Camshaft adjusting device |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1789674A (en) * | 2004-12-15 | 2006-06-21 | 奇瑞汽车有限公司 | Engine camshaft |
| JP2010031855A (en) * | 2008-06-27 | 2010-02-12 | Suzuki Motor Corp | Valve gear for engine |
| JP2013007293A (en) * | 2011-06-23 | 2013-01-10 | Suzuki Motor Corp | Valve mechanism of engine |
| CN202768093U (en) * | 2012-08-24 | 2013-03-06 | 重庆大学 | Air intake phase continuous adjustable mechanism of single-cylinder single overhead camshaft engine |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE4331977A1 (en) * | 1993-09-21 | 1995-03-23 | Porsche Ag | Variable valve timing |
| JP2006170117A (en) * | 2004-12-17 | 2006-06-29 | Yamaha Motor Co Ltd | Valve timing control device, engine device and vehicle having this control device |
| JP2009185656A (en) * | 2008-02-05 | 2009-08-20 | Suzuki Motor Corp | Valve gear for engine |
-
2014
- 2014-09-17 JP JP2014189040A patent/JP6248876B2/en active Active
-
2015
- 2015-09-17 CN CN201510594564.7A patent/CN105422205B/en active Active
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1789674A (en) * | 2004-12-15 | 2006-06-21 | 奇瑞汽车有限公司 | Engine camshaft |
| JP2010031855A (en) * | 2008-06-27 | 2010-02-12 | Suzuki Motor Corp | Valve gear for engine |
| JP2013007293A (en) * | 2011-06-23 | 2013-01-10 | Suzuki Motor Corp | Valve mechanism of engine |
| CN202768093U (en) * | 2012-08-24 | 2013-03-06 | 重庆大学 | Air intake phase continuous adjustable mechanism of single-cylinder single overhead camshaft engine |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN107575273A (en) * | 2016-07-05 | 2018-01-12 | 铃木株式会社 | Variable valve actuator for air, engine and automatic two-wheeled cycle |
| CN108443456A (en) * | 2017-02-16 | 2018-08-24 | 博格华纳公司 | Pressure extrusion molding pulley |
| CN113518853A (en) * | 2019-03-13 | 2021-10-19 | Tvs电机股份有限公司 | Internal combustion engine |
| CN113518853B (en) * | 2019-03-13 | 2023-10-24 | Tvs电机股份有限公司 | Internal combustion engine |
| CN110173319A (en) * | 2019-05-21 | 2019-08-27 | 金华市隆泰动力有限公司 | It is centrifuged the variable exhaust valve mechanism automatically controlled |
| CN110173319B (en) * | 2019-05-21 | 2024-03-22 | 金华市隆泰动力有限公司 | Centrifugal automatic control variable exhaust valve structure |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2016061207A (en) | 2016-04-25 |
| CN105422205B (en) | 2018-04-17 |
| JP6248876B2 (en) | 2017-12-20 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US3496922A (en) | Compression relief mechanism | |
| US6041746A (en) | Variable valve actuation apparatus | |
| US6598569B2 (en) | Variable valve timing device of internal combustion engine | |
| US7469669B2 (en) | Variable valve train mechanism of internal combustion engine | |
| CN105422205A (en) | Engine valve mechanism | |
| JP4827865B2 (en) | Variable valve operating device for internal combustion engine | |
| US6382151B2 (en) | Ring gear variable valve train device | |
| US7913658B2 (en) | Valve actuating mechanism for an internal combustion engine, and cylinder head incorporating same | |
| CN103038458A (en) | Variable valve device of internal combustion engine | |
| US6684832B1 (en) | Oscillating camshaft controlled valve operating device | |
| US20130213329A1 (en) | Variable valve apparatus for internal combustion engine | |
| US8061315B2 (en) | Variable valve actuating apparatus for internal combustion engine and control shaft for variable valve actuating apparatus | |
| JP4024121B2 (en) | Valve operating device for internal combustion engine | |
| US7401581B2 (en) | Variable valve apparatus for internal combustion engine | |
| EP1337742B1 (en) | Variable duration camshaft | |
| US5957097A (en) | Internal combustion engine with automatic compression release | |
| JP2011127457A (en) | Variable valve gear for internal combustion engine | |
| US7942123B2 (en) | Variable valve system for internal combustion engine | |
| US20080087242A1 (en) | Valve mechanism for multi-cylinder internal combustion engine and assembling method of valve mechanism therefor | |
| US7938089B2 (en) | Valve actuating mechanism for an internal combustion engine, and cylinder head incorporating same | |
| EP1697619B1 (en) | Variable valve gear | |
| CN105484821B (en) | The valve mechanism of engine | |
| JP2007205299A (en) | Cylinder head of internal combustion engine | |
| JP2006220121A (en) | Cylinder head of internal combustion engine | |
| JP6368375B2 (en) | Valve mechanism of internal combustion engine |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C06 | Publication | ||
| PB01 | Publication | ||
| C10 | Entry into substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |