This invention relates to a rocker arm for use with a valve control apparatus for controlling the valve open/close operation of an automobile engine via a rocker arm rocked by the cam of a camshaft, the rocker arm providing an improved the fuel economy of the engine and enabling down sizing of the valve control apparatus
A rocker arm rocked by a cam driven by a camshaft of the engine for lifting and lowering an engine valve is disclosed in a patent document listed below. The rocker lever (rocker arm) 1 of Patent Document 1 has a semi-spherical recess 2 engaged with the semi-spherical end 4 of a support member 3 for rockably supporting the rocker lever 1 in contact with the base section (or valve stem) of a gas exchange valve (engine valve) urged by a valve spring for closing the valve (not shown). Provided at the center of the rocker lever (rocker arm) 1 is a roller 6 in contact with a camshaft (not shown). The rocker lever 1 opens the engine valve by pushing down the roller 6 (not shown) and allows the engine valve to be closed by means of a valve spring (not shown) urging the valve.
PATENT DOCUMENT: JPA Laid Open H10-37719
In general a camshaft is subjected to a force of a valve spring urging the valve stem to close the valve and a frictional torque generated between the rocker arm and the cam pushing down the rocker arm in opposition to the force of the valve spring during a valve opening period. This frictional torque impedes the rotation of the camshaft. Since this frictional torque lowers the fuel economy of the engine, the valve control apparatus of Patent Document 1 utilizes a rocker lever 1 having a roller 6 in contact with the cam so as to reduce the friction between the cam and the rocker arm, and hence the frictional torque acting on the camshaft.
However, although the roller 6 can reduce the friction between the cam and rocker lever 1, such roller 6 greatly increase the weight of the rocker lever 1, since the roller 6 requires needle bearings for example. An increase in weight of the rocker lever 1 entails an increase in the inertial moment of the rocker lever 1, which implies that a stronger valve spring is required to close the valve. However, a stronger valve spring will cause the roller 6 to exert a stronger force on the cam, thereby increasing the frictional torque acting on the camshaft.
As a consequence, in spite the roller 6 can reduce the frictional torque, the rocker lever 1 having such roller 6 suffers from an increment of the frictional torque due to the increased spring force of the valve spring. Hence, reduction of the frictional torque by the use of cam in rolling contact with the roller 6 is overwhelmed by an increment of the frictional torque due to an increment of the valve force of the valve spring. This is a serious problem from the point of the fuel economy of the engine. The use of a roller poses a further problem that it increases the dimensions of the rocker lever 1, making it difficult to downsize the valve control apparatus.
In view of the problems mentioned above, the present invention is directed to an improved rocker arm operably coupled to the camshaft, which enables not only reduction of the disadvantageous frictional torque that impedes the rotation of the camshaft but also enables downsizing of the valve control apparatus, thereby facilitating improvement of the fuel economy of the engine.
An inventive rocker arm for a valve control apparatus in accordance with claim 1 has a top plate and at least one upright wall section, wherein
In the rocker arm of claim 1, in order to reinforce the top plate subjected to the reactive force of the valve spring acting on the pad face and the cam force acting on the cam slide section, said at least one upright wall section is integrated with the top plate.
(Function) In the rocker arm of the valve control apparatus of claim 1, the top plate has a minimum possible thickness, yet it is reinforced by the upright wall having a thickness less than that of the top plate, so that the weight and inertial moment of the rocker arm are significantly reduced. As a consequence, the valve control apparatus equipped with the rocker arm of claim 1 can use an extremely light-weight valve spring, which in turn permits great reduction of the frictional torque arising from the force of the valve spring and applied to the camshaft. That is, a torque that would otherwise impede the rotation of the camshaft is greatly reduced.
As a result, in the rocker arm of claim 1, reduction of the frictional torque due to the elimination of a roller and reduction of the weight (or the urging force) of the valve spring outweighs generation of a minor frictional torque that takes place between the rocker arm and the cam sliding on the rocker arm.
In the rocker arm of the valve control apparatus of claim 1, at least one of the cam slide section and pad face of the rocker arm may be surface treated to reduce its frictional coefficient, as recited in claim 2.
(Function) In the rocker arm of claim 2, the frictional coefficient of the surface treated section is reduced, thereby reducing the friction generated between the cam and the cam slide section or between the valve stem and pad face, which in turn further reduces the frictional torque acting on the camshaft.
In the rocker arm for a valve control apparatus of claim 1 or 2, the top plate may have at least one hole in a region except for the cam slide section, as recited in claim 3.
(Function) In the rocker arm of claim 3, the weight of the rocker arm is further reduced by the formation of the hole. As a consequence the force of the valve spring transmitted to the cam, and hence the frictional torque applied to the camshaft, is further reduced.
In the rocker arm a valve control apparatus in accordance with any one of claims 1 through 3 may have at least one hole formed in the upright wall section, as recited in claim 4.
(Function) In the rocker arm of claim 4, the weight of the rocker arm is reduced still further that the frictional torque applied to the camshaft is reduced still further.
In the rocker arm for a valve control apparatus in accordance with claim 4, the hole formed in the upright wall section may be formed on the rocking trajectory of the cam slide section rocking about its rocking center, as recited in claim 5.
(Function) In the rocker arm of claim 5, the hole thus formed on the rocking trajectory of the cam slide section reduces the weight of that portion of the rocker arm in contact with the cam. Accordingly, the inertial moment of the cam pushing the rocker arm of claim 5 is reduced.
In the rocker arm for a valve control apparatus in accordance with any one of claims 1 through 5, the cam slide section may be provided with oil grooves, as recited in claim 6.
(Function) In the rocker arm of claim 6, oil fed to the cam slide section in contact with the cam stays in the oil grooves and forms an oil film between the cam and cam slide section. As a result, the friction between the cam and cam slide section is reduced, which improves the wear resistances of the cam and cam sliding section.
In the rocker arm for use with a valve control apparatus in accordance with any one of claims 1 through 6, at least one of the cam slide section and the pad face can be configured to have a convex transverse cross section, as recited in claim 7.
If both of the cam slide section and pad face have flat transverse cross sections, the pad face is likely to be inclined relative to the valve spring in the event that the cam slide section is inclined relative to the cam due to a backlash of the rocker arm. In this case, a corner of the cam slide section may come into contact with the cam and cause an unexpected frictional force, while the pad face may come into contact with a corner of the valve stem and cause an unexpected frictional force. Such frictional forces will impede the rotation of the camshaft.
(Function) If, on the other hand, at least one of the cam slide section and pad face has a convex transverse cross section, the corner of either the cam slide section or the valve stem is less likely to come into contact with the cam or pad face. As a consequence no corner-plane contact is less likely to take place between the cam and cam slide section or between the pad face and the valve stem. Thus, in the rocker arm of claim 7, the cam can push down the cam slide section of the rocker arm downward with a reduced inertial moment, thereby facilitating the stability of open/close operations of the engine valve.
The rocker arm for use with a valve control apparatus in accordance with any one of claims 1 through 7, wherein the upright wall section has a pair of inner walls each spaced apart from the periphery of the valve stem by a distance in the range from 0.1 mm to 1 mm.
(Function) Since in this case there is provided an adequate allowance between the valve stem and the upright walls, disadvantageous friction will not take place between them, thereby facilitating the stability of the open/close operations of the engine valve.
The rocker arm of claim 1 has a greatly reduced weight and hence gives rise to much less frictional torques, and hence it has greatly improved the fuel economy of an engine as compared with conventional rocker arms. Further, since the rocker arm has no rollers, it can be downsized with less components. It is not troubled with abnormal wear of needle bearings and/or shaft.
In the rocker arm according to any one of claims 2 through 4 a frictional torque acting on the camshaft is further reduced, thereby improving the fuel economy of the engine.
In the rocker arm of claim 5, the cam can push down the cam slide section of the rocker arm with a reduced torque, thereby reducing the frictional torque acting on the camshaft still further and improving the fuel economy of the engine still further.
In the rocker arm of claim 6, the frictional force that takes place between the cam and cam slide section is reduced, thereby further reducing the frictional torque acting on the camshaft and improving the fuel economy of the engine still further.
In the rocker arm of claim 7, at least one of the frictional force that takes place between the cam and cam slide section and the frictional force that takes place between the pad face and the valve stem is reduced, thereby reducing the frictional torque acting on the camshaft still further and hence improving the fuel economy of the engine.
With the rocker arm of claim 8, stability of the valve movement is facilitated by the fact that the friction between the valve and the upright walls is reduced.
a) is a schematic perspective view of a rocker arm for a valve control apparatus and
a) is a cross section of the rocker arm taken along line A-A of
FIG. 2A(a) is a cross section of a modified cam slide section whose transverse cross section is convex as shown in
a) is a perspective view of a rocker arm in accordance with a second embodiment of the invention; and
a) is a cross section of the second rocker arm of
The invention will now be described in detail by way of example with reference to a first embodiment shown in
A rocker arm 10 of a valve control apparatus of the first embodiment has a metal top panel 11 and a pair of upright wall section 12. The top panel 11 consists of a protrusion 13 projecting upward, a semi-spherical engaging section 14 of the supporting member 16 contiguous to the left end of the protrusion 13, and a section 15, contiguous to the right end of the protrusion 13, supported by the valve stem 17a of an engine valve 17. (The section 15 will be hereinafter referred to as valve stem support section 15)
The protrusion 13 includes a cam slide section 18 (shaded area in
On the other hand, the supporting section 15 has an arcuate section, contiguous to the right end of the cam slide section 18 and protruding downward. Formed below the supporting section 15 is a pad face 22 which abuts against the valve stem 17a. In order to reduce the friction coefficient, or enhance wear resistance and/or hardness, of at least one of the cam slide section 18 and the pad face 22, its surface is preferably surface treated with DLC coating for example. This surface treatment reduces friction between the cam (not shown) and the cam slide section 18, or friction between the pad face 22 and valve stem 17a, which in turn reduces a frictional torque that acts on the camshaft to impede its rotation, thereby improving the fuel economy of the engine.
Although the cam slide section 18 can be a simple flat surface, it is preferably provided with a multiplicity of oil grooves 25 as shown in
A pair of straight upright wall section 12 extend downward from the front and rear ends of the protrusion 13 and supporting section 15. The paired straight walls 12 are formed such that the total transverse thickness W2 of the upright walls is smaller than the transverse width W1 of the top panel 11. The rocker arm 10 has a generally inverted U-shape transverse cross section, so that it has a reduced weight because of a hollow section 24 under the U-shape section. Each of the paired upright wall section 12 is provided with a transverse through-hole 23. The through-holes 23 may be formed in a region of the top panel 11 excluding the planar section 19, cam slide section 18, and pad face 22. Thus, the rocker arm 10 is reduced in weight by the through-holes 23. Such trimming of weight of the rocker arm 10 helps reduce the friction between the cam and cam slide section 18, which in turn reduces the frictional torque that acts on the camshaft to impede the rotation of the camshaft, thereby improving the fuel economy of the engine.
Because of backlashes of the cam 9, cam slide section 18′, pad face 22′, and valve stem 17a′, it may happen that they incline in the transverse direction with respect to a vertical line L5 passing through the rocker arm. Should either one of the opposite corners 18a′ and 18b′ of the cam slide section 18′ touch the slide face 9a of the cam 9, or of the opposite corners 17b′ and 17c′ of the upper end 17e′ of the valve stem 17a′ touch the pad face 22′, frictional dragging forces would take place on the contact faces, which impedes smooth open/close operation of the engine valve.
In the example shown in
It is noted that the slide face 9a of the cam 9 and the upper section 17e′ of the valve stem 17a′ are also convex in the transverse direction as shown in
Incidentally, it is preferable to provide spaces C1 and C2, or allowances, between the paired inner walls 12a′ and 12b′ of the upright wall section 12′ of the rocker arm 10′ and the periphery 17d′ of a valve stem 17′ as shown in FIG. 2A(b). This is also the case with other embodiments. It is preferred that the spaces C1 and C2 have a total width (C1+C2) in the range from 0.1 mm to 1 mm. With the rocker arm 10′ having such appropriate spaces C1 and C2, open/close operation of the valve is stabilized.
With the engaging section 20 in engagement with the semi-spherical head 21, the rocker arm 10 is rockably supported by the supporting member 16 about a rocking center L0 of the semi-spherical head 21 as shown in
Thus, the cam slide section 18 (between line L1 and L2 of
Referring to
In addition to the upright wall section 31, the rocker arm 29 has a metallic top section 30. The top panel 30 is structurally the same as the top panel 11 of the first embodiment, and comprises a protruding portion 33, an engaging section 34 of a supporting member (not shown), and a section 35 supported by a valve stem (referred to as valve stem support section 35) of the valve stem (with reference numerals 13, 14, and 15 are renumbered as 33, 34, and 35, respectively, for the top panel 30). The protruding portion 33 has a cam slide section 36 and a planar section 37. The engaging section 34 is a substantial semi-sphere protruding upward, and contiguous to the left end of the planar section 37. Formed inside the engaging section 34 is a substantially semi-spherical engagement face 38 for engagement with the semi-spherical head of the supporting member (not shown). The valve stem support 35 is provided on the lower surface thereof with a pad face 39 for abutment with the valve stem (not shown) which is urged upward by a valve spring. To minimize friction between the cam slide section 36 and the pad face 39, at least one of the cam slide section 36 and the pad face 39 is preferably subjected to DLC coating, for example, for surface-treatment, as in the first embodiment. Also, as in the first embodiment, the cam slide section 36 is preferably provided with a multiplicity of oil grooves 42 to secure a lubricant film on the cam slide section 36.
In addition, a pair of upwardly projecting ribs 32 are formed on the top panel 30 integrally with the planar section 37 and engaging section 34. The ribs 32 reinforces the rocker arm 29 via the top panel 30, and adds more stiffness thereto, thereby improving the responsiveness of the valve control apparatus. These ribs 32 may be also provided between the planar section 19 and the semi-spherical engaging section 14 of the first embodiment.
The upright wall section 31 depends from the lower surface of the top panel 30. The upright wall section 31 shown in
The upright wall 40 has a transverse through-hole 44. The transverse through-hole 44 can be formed anywhere in the rocker arm 29 except for the cam slide section 36 and pad face 39. The rocker arm 29 is reduced in weight by the transverse through-hole 44. To effectively reduce the weight of the portion of the rocker arm pushed by the cam, the transverse through-hole 44 is preferably formed within the upright wall section 31 on the trajectory of the cam slide section 36, as are formed the holes 23 in the upright walls 23 of the first embodiment
9 cam of camshaft
10 rocker arm
11 top panel
12 and 12′ upright walls
12
a′ and 12b′ inner wall surface
16 supportive member (for pivot type lash adjuster)
17
a and 17a′ valve stem of engine valve
17
d′ periphery of valve stem
18, 18′, and 18″ cam slide sections
22 and 22′ pad faces
23 holes
25 oil grooves
29 rocker arm of valve control apparatus
30 top panel
31 upright walls
36 cam slide section
39 pad face
42 oil grooves
44 through-hole
50 rocker arm of valve control apparatus
51 oil grooves
L0 rocking center
Filing Document | Filing Date | Country | Kind | 371c Date |
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PCT/JP2011/072867 | 10/4/2011 | WO | 00 | 9/23/2013 |