Information
-
Patent Grant
-
6568361
-
Patent Number
6,568,361
-
Date Filed
Monday, August 13, 200123 years ago
-
Date Issued
Tuesday, May 27, 200321 years ago
-
Inventors
-
Original Assignees
-
Examiners
- Denion; Thomas
- Corrigan; Jaimie
Agents
-
CPC
-
US Classifications
Field of Search
US
- 123 9016
- 123 9015
- 123 9017
-
International Classifications
-
Abstract
A valve operating device for an internal combustion engine enabling both valve timing and valve lift characteristic to be varied depending on engine operating conditions includes intake and exhaust camshafts, an eccentric cam fixed to a first one of the intake and exhaust camshafts so that an axis of the eccentric cam is eccentric to an axis of the first camshaft. A rockable cam is supported on the first camshaft so that the rockable cam rotates or oscillates about the axis of the first camshaft. A rocker arm is oscillatingly supported on an outer periphery of the eccentric cam so that a center of an oscillating motion of the rocker arm revolves around the axis of the first camshaft. Also provided is a control shaft variably controlling the center of the oscillating motion of the rocker arm.
Description
TECHNICAL FIELD
The present invention relates to a valve operating device for an internal combustion engine enabling valve timing and valve lift characteristic (valve lift and working angle or valve open period) of intake and/or exhaust valves to be varied depending upon engine operating conditions, and specifically to a variable valve timing and variable valve lift characteristic device applicable to an internal combustion engine equipped with an intake camshaft and an exhaust camshaft.
BACKGROUND ART
In recent years, there have been proposed and developed various variable valve timing and lift control devices each of which enables engine valve timing and valve lift characteristic of engine valves to be varied depending upon engine operating conditions, so as to reconcile improved fuel economy and enhanced combustion stability and driveability during low-speed low-load operation and enhanced intake-air charging efficiency and increased engine power during high-speed high-load operation. On such variable valve timing and lift control mechanism has been disclosed in Japanese Patent Provisional Publication No. 55-137305 (hereinafter is referred to as “JP55-137305”).
FIG. 21
shows the variable valve timing and lift device disclosed in JP55-137305. In the device shown in
FIG. 21
, a camshaft
2
is provided nearby an upper middle position of the upper deck of a cylinder head
1
. Camshaft
2
is integrally formed on its outer periphery with a cam
2
a
. A control shaft
3
whose axis is parallel to the axis of camshaft
2
is provided nearby the right-hand side of the camshaft (viewing FIG.
21
). An eccentric cam
4
whose axis is eccentric to the axis of control shaft
3
is fixed to the control shaft. A rocker arm
5
is oscillatingly or rockably supported on the eccentric cam of control shaft
3
. An intake valve
6
is slidably provided in cylinder head
1
. A rockable cam
8
is located at the upper end of intake valve
6
through a valve lifter
7
. Rockable cam
8
is oscillatingly or rockably supported by a pivot shaft
9
whose axis is laid out above valve lifter
7
in parallel with the axis of camshaft
2
. The lower cam surface
8
a
of rockable cam
8
is in abutted-engagement with the upper surface of valve lifter
7
. One end
5
a
of rocker arm
5
is in abutted-engagement with the cam contour surface of cam
2
a
, while the other end
5
b
of rocker arm
5
is in abutted-engagement with the upper end face
8
b
of rockable cam
8
, so as to transmit cam action (lift) of cam
2
a
through rockable cam
8
and valve lifter
7
to intake valve
6
, so that the intake valve is opened and closed. Control shaft
3
is rotatable within a predetermined angular range by means of an actuator (not shown). A spring
10
is provided to permanently bias the rockable cam
8
clockwise in such a manner as to force the upper end face
8
b
of rockable cam
8
into contact with the other end
5
b
of rocker arm
5
. By energizing the actuator in response to a control signal from a controller (not shown), control shaft
3
is adjusted to a desired angular position based on engine operating conditions such as engine speed and load, so that the center of eccentric cam shifts and thus the center of oscillating motion of rocker arm
5
also changes. As a result, the abutted position between the other rocker-arm end
5
b
and the rockable-cam upper end face
8
b
shifts in the vertical direction (viewing FIG.
21
), and thus the abutted position between the cam surface
8
a
of rockable cam
8
and the valve-lifter upper surface shifts. In this manner, a locus of oscillating motion of rockable cam
8
also changes, with the result that the valve timing of intake valve
6
, that is, both intake-valve open timing (IVO) and intake-valve closure timing (IVC), and the valve lift of intake valve
6
can be variably controlled. Furthermore, there is a possibility of a slight change in the distance between the axis of camshaft
2
and the axis of pivot shaft
9
during operation of the engine. This may deteriorates the accuracy of variable valve timing and lift characteristic control.
SUMMARY OF THE INVENTION
It is, therefore in view of the above disadvantages, an object of the invention to provide an improved valve operating device for an internal combustion engine enabling valve timing and valve lift characteristic to be varied depending on engine operating conditions.
In order to accomplish the aforementioned and other objects of the present invention, a valve operating device for an internal combustion engine enabling both valve timing and valve lift characteristic to be varied depending on engine operating conditions comprises intake and exhaust camshafts, an eccentric cam fixedly connected to a first one of the intake and exhaust camshafts so that an axis of the eccentric cam is eccentric to an axis of the first camshaft, a rockable cam supported on the first camshaft so that the rockable cam rotates or oscillates about the axis of the first camshaft, a rocker arm oscillatingly supported on an outer periphery of the eccentric cam so that a center of an oscillating motion of the rocker arm revolves around the axis of the first camshaft, and a control shaft that variably controls the center of the oscillating motion of the rocker arm.
According to another aspect of the invention, a valve operating device for an internal combustion engine enabling both valve timing and valve lift characteristic to be varied depending on engine operating conditions comprises intake and exhaust camshafts, a rockable cam oscillatingly supported on a first one of the intake and exhaust camshafts for operating an engine valve associated with the first camshaft by an oscillating motion of the rockable cam, a drive cam fixedly connected to an outer periphery of the second camshaft adapted to be driven by an engine crankshaft for operating an engine valve associated with the second camshaft, a power-transmission mechanism that produces the oscillating motion of the rockable cam by converting a rotary motion of the second camshaft into an oscillating motion, and a control mechanism that variably controls a valve lift characteristic of the engine valve associated with the first camshaft by controlling an angular position of the first camshaft and thus changing a sliding-contact position of the rockable cam with respect to the engine valve associated with the first camshaft.
According to a still further aspect of the invention, a valve operating device for an internal combustion engine enabling both valve timing and valve lift characteristic to be varied depending on engine operating conditions comprises intake and exhaust camshafts, both adapted to be driven by an engine crankshaft, a rockable cam oscillatingly supported on a first one of the intake and exhaust camshafts for operating an engine valve associated with the first camshaft by an oscillating motion of the rockable cam, a drive cam fixedly connected to an outer periphery of the second camshaft for operating an engine valve associated with the second camshaft, a power-transmission mechanism that produces the oscillating motion of the rockable cam by converting a rotary motion of the first camshaft into an oscillating motion, and a control mechanism that variably controls a valve lift characteristic of the engine valve associated with the first camshaft by controlling an attitude of the power-transmission mechanism and thus changing a sliding-contact position of the rockable cam with respect to the engine valve associated with the first camshaft.
The other objects and features of this invention will become understood from the following description with reference to the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1
is a cross-sectional view showing the essential part of a first embodiment of a valve operating device.
FIG. 2
is a plan view showing the essential part of the valve operating device of the first embodiment.
FIGS. 3 through 5
are explanatory views of the operation of the valve operating device of the first embodiment.
FIG. 6
is a graph illustrating valve timing and valve lift characteristic curves of intake and exhaust valves, in the valve operating device of the invention.
FIG. 7
is a cross-sectional view showing the essential part of a second embodiment of a valve operating device.
FIG. 8
is a cross-sectional view showing the essential part of a third embodiment of a valve operating device.
FIG. 9
is a plan view showing the essential part of the valve operating device of the third embodiment.
FIGS. 10 through 12
are explanatory views of the operation of the valve operating device of the third embodiment.
FIG. 13
is a cross-sectional view showing the essential part of a fourth embodiment of a valve operating device.
FIG. 14
is an explanatory view showing the operation of the valve operating device of the fourth embodiment, during low valve lift.
FIGS. 15 and 16
are explanatory views showing the operation of the valve operating device of the fourth embodiment, during high valve lift.
FIG. 17
is a cross-sectional view of the essential part of a fifth embodiment of a valve operating device.
FIG. 18
is an explanatory view showing the operation of the valve operating device of the fifth embodiment.
FIG. 19
is a cross-sectional view of the essential part of a sixth embodiment of a valve operating device.
FIG. 20
is an explanatory view showing the operation of the valve operating device of the sixth embodiment.
FIG. 21
is a cross-sectional view of the essential part of the conventional variable valve timing and lift control device.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
However, in the variable valve timing and lift control device disclosed in JP55-137305, camshaft
2
and control shaft
3
are constructed as two separate component parts, and additionally the control shaft is located above camshaft
2
. This undesirably increases the overall height of cylinder head
1
. Such a device requires a comparatively large installation space for control shaft
3
. Additionally, control shaft
3
is provided separately from camshaft
2
, and therefore the device of
FIG. 21
requires a supporting structure needed to rotatably support the control shaft on the cylinder head. In such a case, a great alteration in the upper structure of cylinder head
1
must be made. This results in complicated manufacturing processes, and thus increases total production costs. In addition to the two separate shafts, namely camshaft
2
and control shaft
3
, the device of
FIG. 21
requires pivot shaft
9
, thereby increasing the number of component parts.
Referring now to the drawings, particularly to
FIGS. 1 through 5
, the valve operating device of the first embodiment is exemplified in an internal combustion engine with a pair of intake valves (
12
,
12
) and a pair of exhaust valves (
13
,
13
) for each engine cylinder. The valve operating device of the first embodiment is mounted on a cylinder head
11
. As can be seen from the circles indicated by the one-dotted line of
FIG. 2
, a pair of intake valves (
12
,
12
) and a pair of exhaust valves (
13
,
13
) are provided for each engine cylinder. Valve lifters (
16
,
16
) for intake valves (
12
,
12
) and valve lifters (
17
,
17
) for exhaust valves (
13
,
13
) are provided on upper ends of valve stems (not numbered) of the intake and exhaust valves. The valve stems are integrally formed with respective valve heads or valve fillet portions (not shown) of the intake and exhaust valves. Each of valve lifters (
16
,
16
;
17
,
17
) is constructed as a direct-operated valve lifter or a direct-operated cam follower which is directly operated by means of a cam (that is, a drive cam
18
for the valve lifter
17
of the exhaust-valve side and a rockable cam
22
for the valve lifter
16
of the intake-valve side). Each of the valve lifters has a cylindrical bore closed at its upper end. Valve lifters (
16
,
16
;
17
,
17
) are slidably accommodated in respective cylindrical valve-lifter supporting bores formed in cylinder head
11
. Intake valves (
12
,
12
) and exhaust valves (
13
,
13
) are supported or guided by means of respective valve guides (not numbered) located on both sides of cylinder head
11
. An intake camshaft
14
and an exhaust camshaft
15
are laid out at the upper portion of cylinder head
11
. In the shown embodiment, intake camshaft
14
and exhaust camshaft
15
are arranged parallel to each other so that axes of the intake and exhaust camshafts extend in the longitudinal direction of the engine. A first eccentric cam
19
, which will be fully described later, is provided on exhaust camshaft
15
so that the axis of first eccentric cam
19
is eccentric to the axis of exhaust camshaft
15
. On the other hand, a rockable cam
22
is provided on intake camshaft
14
. A power-transmission mechanism (simply, a converter)
20
is provided to transmit an input motion (rotary motion) of first eccentric cam
19
to rockable cam
22
, while converting the rotary motion of first eccentric cam
19
to linear motion (output motion). A control mechanism
21
is provided for variably controlling a valve lift of each of the intake valves by controlling the angular position (the angular phase) of intake camshaft
14
, thus shifting or changing the sliding-contact position of rockable cam
22
relative to the associated intake valve
12
(exactly, the associated intake-valve lifter
16
). The valve operating mechanism of the first embodiment is comprised of the intake valve pair (
12
,
12
), exhaust valve pair (
13
,
13
), intake camshaft
14
, exhaust camshaft
15
, power-transmission mechanism (rotary-to-linear motion converter)
20
, and control mechanism
21
. A rotational force (torque) of an engine crankshaft is transmitted through a driven sprocket (not shown) and a timing chain (not shown) located at the front end of the engine to exhaust camshaft
15
. Exhaust-cam bearing caps
25
are bolted to the upper end of cylinder head
11
by means of bolts
25
a
, and thus the upper bearing halves of exhaust-cam bearing caps
25
are fitted to half-round sections of cylinder head
11
. Then, the bores in the cylinder head and caps
25
are bored to take the exhaust-cam bearings. In this manner, exhaust camshaft
15
is rotatably supported by way of the exhaust-cam bearings. Exhaust camshaft
15
is crank-shaped and integrally formed with drive cams (
18
,
18
) by which exhaust valves (
13
,
13
) are opened or closed via the respective exhaust-valve lifters (
17
,
17
). Exhaust camshaft
15
is also formed integral with the previously-noted first eccentric cam
19
(serving as a journal) outside of two adjacent drive cams (
18
,
18
) or between two adjacent engine cylinders (see FIG.
2
). Each of the drive cams is formed as a substantially raindrop-shaped circular cam (often called as a “convex cam”) in which a top circle and a base circle are joined by a third circular arc. Drive cams
18
have the same cam profile. As clearly shown in
FIG. 1
, the outer peripheral surface (cam contour surface) of drive cam
18
is in sliding-contact with the upper surface of the associated exhaust valve lifter. First eccentric cam
19
is crank-shaped so that the axis X
1
of first eccentric cam
19
is offset from the axis X of exhaust camshaft
15
by a predetermined distance (eccentricity) ε. The first eccentric cam is located outside of the two adjacent drive cams (
18
,
18
) or between two adjacent engine cylinders, in such a manner as to be axially spaced apart from the outside of two adjacent exhaust valve lifters (
17
,
17
).
On the other hand, intake camshaft
14
serves as a control shaft for control mechanism
21
. Each of intake-cam bearing brackets or each of intake-cam bearing caps
40
is bolted on both ends to the upper end of cylinder head
11
by means of bolts
40
a
, and thus the upper bearing halves of intake-cam bearing caps
40
are fitted to half-round sections of cylinder head
11
. Then, the bores in the cylinder head and caps
40
are bored to take the intake-cam bearings. In this manner, intake camshaft
14
is rotatably supported by way of the intake-cam bearings. Intake camshaft
14
rotatably or oscillatingly supports rockable cams (
22
,
22
) by which intake valves (
12
,
12
) are opened or closed via the respective intake-valve lifters (
16
,
16
). As shown in
FIGS. 1 and 2
, in particular as viewed from the axial direction in
FIG. 2
, cam profiles of rockable cams (
22
,
22
) are the same. Also, each of rockable cams (
22
,
22
) is formed into a substantially U shape (in side view). As best seen in
FIG. 2
, the rockable cam pair, namely the two adjacent rockable cams (
22
,
22
) are integrally connected to each other through a substantially cylindrical rockable-cam base portion
22
a
. Base portion
22
a
defines therein an axially-extending supporting bore in which intake camshaft
14
is rotatably supported. Base portion
22
a
is also formed with a pair of axially-spaced flanged portions (
22
b
,
22
b
). An intermediate portion of the outer peripheral surface of base portion
22
a
situated between the two flanged portions (
22
b
,
22
b
) serves as a journal. A rockable-cam bracket
23
for the rockable cam pair (
22
,
22
) is bolted on both ends to the upper end of cylinder head
11
by means of bolts
23
b
, and thus upper bearing halves of rockable-cam brackets
23
are fitted to half-round sections of cylinder head
11
. Then, the bores in the cylinder head and brackets
23
are bored to take the rockable-cam bearings. In this manner, the intermediate portion of base portion
22
a
of the rockable cam pair (
22
,
22
) is rotatably supported by way of the associated rockable-cam bearing. A cam nose portion
22
c
extends obliquely upwards from base portion
22
a
. Cam nose portion
22
c
is formed with a connecting-pin hole (simply, a pin hole). As can be seen from the cross-sectional view of
FIG. 1
, each of the two adjacent rockable cams (
22
,
22
) is formed on its lower surface with a base circle portion
24
a
, an intermediate cam surface portion
24
b
(simply, a cam surface portion), and a top circle portion
24
c
. A cam-contour surface
24
is constructed by these three portions
24
a
,
24
b
and
24
c
. Cam surface portion
24
b
is circular-arc shaped and extends from base circle portion
24
a
to top circle portion
24
c
. The cam profiles for base circle portion
24
a
and cam surface portion
24
b
are the same in the two adjacent rockable cams (
22
,
22
). Rockable cam
22
is designed to be brought into abutted-contact (sliding-contact) with a designated point or a designated position of the upper surface of the associated intake-valve lifter
16
depending on an angular position of rockable cam
22
oscillating. As can be appreciated from the cross sections shown in
FIGS. 1
,
3
,
4
and
5
, a predetermined angular range of base circle portion
24
a
functions as a base circle section. A predetermined angular range of the cam surface portion
24
b
being continuous with the base circle portion
24
a
functions as a ramp section. A predetermined angular range of the top circle portion
24
c
(or the cam nose portion
22
c
) being continuous with the ramp section of cam surface portion
24
b
functions as a lift section. Power-transmission mechanism
20
of the device of the first embodiment is comprised of the first eccentric cam
19
, a rocker arm
27
, a link arm
28
, and a link rod
29
. Rocker arm
27
is oscillatingly or rockably supported on intake camshaft
14
through a second eccentric cam
26
(described later) serving as a control cam included in control mechanism
21
. Link arm
28
mechanically links the first eccentric cam
19
to one end (a first end)
27
a
of rocker arm
27
. Link rod
29
is provided to mechanically link the other end (a second end)
27
b
of rocker arm
27
to the cam nose portion
22
c
of one of the two rockable cams (
22
,
22
). As shown in
FIG. 1
, rocker arm
27
is formed into a substantially boomerang shape. Rocker arm
27
has almost the same width dimension as the cam bracket
23
. In other words, rocker arm
27
is comparatively short and as wide as the cam bracket. A substantially central portion of rocker arm
27
is bored as a cam hole
27
c
, and thus rocker arm
27
is oscillatingly or rockably supported on second eccentric cam
26
rotatably fitted into the cam hole
27
c
. Rocker arm
27
is formed at its first end
27
a
with a connecting pin hole into which a tip end (or a front end) of a connecting pin
30
is loosely rotatably fitted. The first end
27
a
of rocker arm
27
is connected to link arm
28
by means of the connecting pin
30
. Additionally, rocker arm
27
is formed at its second end
27
b
with a connecting pin hole into which a connecting pin
31
is press-fitted. The second end
27
b
of rocker arm
27
is connected to link rod
29
by means of the connecting pin
31
. Link arm
28
is formed as a substantially straight link extending in the lateral direction of the engine (exactly, in a direction perpendicular to the axial direction of either one of intake and exhaust camshafts
14
and
15
). Link arm
28
is comprised of a comparatively large-diameter annular base portion
28
a
and a protruding end
28
b
extending from a predetermined angular position of the outer periphery of base portion
28
a
in the direction perpendicular to the axial direction of either one of intake and exhaust camshafts
14
and
15
. Base portion
28
a
of link arm
28
has a half-split structure. That is, base portion
28
a
is split into a first half-round section (i.e., a half-round bracket or a half-round cap
28
c
) and a second half-round section (a main link-arm base portion). When installing link arm
28
on first eccentric cam
19
, firstly, the first and second half-round sections are fitted onto the outer peripheral surface of first eccentric cam
19
, and then the first half-round section (half-round cap)
28
c
is bolted to the second half-round section of base portion
28
a
by means of bolts (
36
,
36
), and thus the first and second half-round sections are fitted to each other. At this time, a first fit groove
28
d
is defined between the first half-round section and the outer peripheral surface of first eccentric cam
19
, whereas a second fit groove
28
e
is defined between the second half-round section and the outer peripheral surface of first eccentric cam
19
, so as to permit first eccentric cam
19
to be rotatably fitted into the base portion
28
a
of link arm
28
. On the other hand, the protruding end
28
b
of link arm
28
has a connecting-pin hole into which the other end (or a rear end) of the previously-noted connecting pin
30
is press-fitted. Link rod
29
is formed as a comparatively short, straight link. Link rod
29
is formed on its both ends with a pair of circular portions
29
a
and
29
b
. A pair of connecting-pin holes are bored in the respective circular portions
29
a
and
29
b
. Pin
31
, press-fitted into the other end
27
b
of rocker arm
27
, is rotatably inserted into the connecting-pin hole of circular portion
29
a
. On the other hand, pin
32
, press-fitted into the cam nose portion
22
c
of rockable cam
22
, is rotatably inserted into the connecting-pin hole of circular portion
29
b
. Snap rings are fitted to the respective tip ends of pins
30
,
31
and
32
, to prevent these pins from falling out of the respective connecting-pin holes. A plug post
33
is provided at the transversely central position of cylinder head
11
. Control mechanism
21
is comprised of intake camshaft
14
(serving as a control shaft) and second eccentric cam
26
fixed to the intake camshaft. Control mechanism
21
also includes an actuator
34
by which the angular phase of intake camshaft
14
is varied. Second eccentric cam
26
is annular in shape. The axis P
1
of second eccentric cam
26
is eccentric to the axis X
2
of intake camshaft
14
(the axis P
2
of control shaft
14
) by a distance α. In the first embodiment of
FIGS. 1-5
, as the actuator for intake camshaft
14
, an electric actuator
34
is provided at the rear end of cylinder head
11
. In the shown embodiment, although the electric actuator is used as an actuator for intake camshaft
14
, in lieu thereof a hydraulic actuator may be used as the intake-camshaft actuator. In such a case, the hydraulic actuator is generally mounted directly on the cylinder head so as to simplify a hydraulic circuit and to reduce a fluid-flow resistance. This ensures a superior response for operation of the hydraulic actuator. Intake camshaft
14
is driven by actuator
34
so that the intake camshaft can be rotated within a predetermined angular range. Actuator
34
is driven in response to a control signal from a controller (not shown) or an electronic engine control unit (ECU). The controller generally comprises a microcomputer. The controller includes an input/output interface (I/O), memories (RAM, ROM), and a microprocessor or a central processing unit (CPU). The input/output interface (I/O) of the controller receives input information from various engine/vehicle switches and sensors, namely a crank angle sensor, an airflow meter, an engine coolant temperature sensor, and the like. Within the controller, the central processing unit (CPU) allows the access by the I/O interface of input informational data signals from the previously-discussed engine/vehicle sensors. The CPU of the controller determines the current engine operating condition based on the input information, and is responsible for carrying the variable valve timing and valve lift characteristic control program stored in memories and is capable of performing necessary arithmetic and logic operations. Computational results (arithmetic calculation results), that is, calculated output signals (containing an electric actuator drive current) are relayed via the output interface circuitry of the controller to output stages (containing the actuator
34
).
The valve operating device of the first embodiment shown in
FIG. 1
operates as follows.
Each of drive cams (
18
,
18
) is driven by exhaust camshaft
15
. As each of the drive cams revolves, the associated valve lifter
17
follows the cam surface of drive cam
18
by moving up and down. By virtue of the valve spring bias, during rotation of each of drive cams (
18
,
18
), each of exhaust valves (
13
,
13
) is opened and closed. As regards the exhaust valve lift characteristic, the valve operating device of the embodiment exhibits a fixed valve lift characteristic determined by the cam profile of each of the drive cams (see the exhaust valve lift characteristic indicated by the broken line in FIG.
6
), irrespective of the engine operating conditions.
On the other hand, each of intake valves (
12
,
12
) is driven as follows. As exhaust camshaft
15
rotates about its axis, first eccentric cam
19
revolves in a circle around the axis of exhaust camshaft
15
. Rotary motion (revolution) of first eccentric cam
19
is converted into linear motion of link arm
28
. The linear motion of link arm
28
is transmitted via connecting pin
30
to rocker arm
27
, and thus rocker arm
27
swings or oscillates around second eccentric cam
26
. The oscillating motion of rocker arm
27
is transmitted via link rod
29
to the rockable cam pair (
22
,
22
), so as to produce oscillating motion of the rockable cam pair. By way of the oscillating motion of the rockable cam pair (
22
,
22
), each of intake valves (
12
,
12
) is opened and closed through the respective intake-valve lifters (
16
,
16
). As discussed above, the axis P
1
of second eccentric cam
26
eccentrically fixed to intake camshaft
14
, that is, the center P
1
of oscillating motion of rocker arm
27
is shifted or displaced by controlling the angular position (phase angle) of intake camshaft (control shaft)
14
through actuator
34
. By virtue of control mechanism
21
, the intake valve lift characteristic can be changed depending on engine operating conditions (see the two different intake valve lift characteristics indicated by the one-dotted line and solid line in FIG.
6
). During low-speed and low-load operation, intake camshaft (serving as a control shaft)
14
is driven in its one rotational direction through actuator
34
, in response to a control signal from the controller. Then, as shown in
FIGS. 1 and 3
, the axis P
1
of second eccentric cam (control cam)
26
is held at an upper right angular position with respect to the axis P
2
(X
2
) of intake camshaft
14
. A radially-thick-walled portion
26
a
of second eccentric cam
26
is shifted or displaced or rotated to the upper right of intake camshaft
14
. Owing to the displacement of thick-walled portion
26
a
of second eccentric cam
26
, the rocker arm
27
itself is shifted upwards relative to intake camshaft
14
. At this time, the cam nose portion
22
c
of rockable cam
22
is slightly displaced or shifted downwards forcibly via link rod
29
, and thus the rockable cam pair (
22
,
22
) also rotates leftwards, that is, clockwise (viewing FIGS.
1
and
3
). As a result, the abutted area (sliding-contact area) between the upper surface of each intake valve lifter
16
and the lower cam surface of the associated rockable cam
22
and ranging from the base circle portion
24
a
via the intermediate cam surface portion
24
b
to the top circle portion
24
c
forcibly shifts towards the base circle portion
24
a
. In other words, regarding the abutted area (sliding-contact area), the ratio of base circle portion
24
a
to cam surface portion
24
b
tends to increase during low-speed low-load operation. With the rocker arm
27
forcibly shifted upwards, during the low-speed low-load operation, when first eccentric cam
19
revolves by rotation of exhaust camshaft
15
and then the first end
27
a
of rocker arm
27
is pushed through the link arm
28
moving rightwards, the upward displacement (or upward lifting-up force or counterclockwise motion) of first end
27
a
(or pin
30
) is transmitted via link rod
29
to rockable cam pair (
22
,
22
), that is, intake-valve lifters (
16
,
16
). In this case, as shown in
FIG. 1
, a valve lift becomes a comparatively low valve lift L
1
. As discussed above, during the low-speed low-load operation, as can be seen from the low valve lift characteristic indicated by the one-dotted line in
FIG. 6
, the valve lift of each of intake valves (
12
,
12
) can be controlled to a comparatively low valve lift. Additionally, the intake valve open timing (IVO) tends to be retarded. The valve overlap (overlapping) of the intake-valve open period and the exhaust-valve open period tends to be decreased. This improves fuel economy and enhances combustion stability of the engine, during low-speed and low-load conditions.
In contrast to the above, when shifting from the low-speed low-load operation to high-speed high-load operation, intake camshaft
14
is driven in the opposite rotational direction through actuator
34
, in response to a control signal from the controller. As shown in
FIGS. 4 and 5
, actually, second eccentric cam
26
is rotated clockwise from the angular position shown in
FIG. 1
by the rotary motion of intake camshaft
14
. Thus, the axis P
1
of second eccentric cam
26
or the thick-walled portion
26
a
of second eccentric cam
26
shifts to the underside of the axis P
2
of intake camshaft
14
. Thus, the rocker arm
27
itself shifts downwards relative to intake camshaft
14
. At this time, the second end
27
b
of rocker arm
27
pushes down the cam nose portion
22
c
of rockable cam
22
via link rod
29
, and thus the rockable cam pair (
22
,
22
) also rotates counterclockwise (viewing
FIGS. 4 and 5
) by a predetermined displacement. As a result, the abutted-position (sliding-contact position) between the upper surface of each intake valve lifter
16
and the lower cam surface of the associated rockable cam
22
shifts rightwards (viewing FIGS.
4
and
5
). With the rocker arm
27
shifted downwards, during the high-speed high-load operation, when first eccentric cam
19
revolves by rotation of exhaust camshaft
15
and then the first end
27
a
is pushed through the link arm
28
moving rightwards, the upward displacement (or counterclockwise motion) of first end
27
a
(or pin
30
) is transmitted via link rod
29
to rockable cam pair (
22
,
22
), that is, intake-valve lifters (
16
,
16
). In this case, as shown in
FIG. 4
, a valve lift becomes a comparatively high valve lift L
2
. As discussed above, during the high-speed high-load operation, as can be seen from the high valve lift characteristic indicated by the solid line in
FIG. 6
, the valve lift of each of intake valves (
12
,
12
) is controlled to a comparatively high valve lift. Additionally, the intake valve open timing (IVO) tends to be advanced, while the intake valve closure timing (IVC) tends to be retarded. This enhances a charging efficiency of intake air entering the engine cylinders, and thus increases engine power, during high-speed high-load conditions.
As set forth above, in the valve operating device of the first embodiment shown in
FIGS. 1-5
, the intake valve open timing (IVO) and intake valve closure timing (IVC), and the intake valve lift characteristic (working angle as well as intake valve lift) can be variably controlled. In addition to the above, first eccentric cam
19
is formed as an integral section of exhaust camshaft
15
, whereas rockable cam pairs (
22
,
22
;
22
,
22
; . . . ) and rocker arms (
27
,
27
, . . . ) are oscillatingly provided on intake camshaft
14
. As a result of this, it is possible to effectively reduce the height of the valve operating device having the variable valve timing and valve lift characteristic control system, in other words, the overall height of cylinder head
11
. Hitherto, an additional cam shaft peculiar to first eccentric cam
19
was required, but in the device of the first embodiment the first eccentric cam can be driven by means of exhaust camshaft
15
generally used as one of engine parts. In addition, intake camshaft
14
is utilized as a control shaft included in a control mechanism as used in the conventional device, and all of the rockable cams (
22
,
22
) and rocker arm
27
are oscillatingly supported on the common intake camshaft. Therefore, it is possible to reduce the height of the valve train installed above cylinder head
11
, thus ensuring easier mounting of the valve operating device on internal combustion engines. The engine-hood height can also be reduced. Furthermore, it is possible to reduce the number of component parts of the valve operating device as much as possible. As a consequence, it is possible to enhance a manufacturing efficiency and to reduce total production costs. As can be appreciated from the above, in the device of the first embodiment, the construction of each of intake camshaft
14
, exhaust camshaft
15
, and their bearing sections (namely, rockable cam brackets
23
and intake-cam bearing caps
40
) is not changed. This eliminates the necessity of a design change in cylinder head
11
. Thus, the device of the embodiment can be easily mounted on the existing internal combustion engine, thus effectively suppressing an increase in manufacturing costs. Moreover, the second eccentric cam
26
and rocker arm
27
are axially offset from the rockable cam pair (
22
,
22
). The linkage composed of second eccentric cam
26
, rocker arm
27
and link arm
28
can be efficiently laid out within a dead space (simply, a space) defined outside of two adjacent drive cams (
18
,
18
) or between two adjacent engine cylinders. Additionally, first eccentric cam
19
is also laid out within the space defined outside of the two adjacent drive cams or between the two adjacent engine cylinders. Thus, it is possible to set the eccentricity E between the axis X
1
of first eccentric cam
19
and the axis X of exhaust camshaft
15
to a greater value. In the device of the embodiment, first eccentric cam
19
is mechanically linked to rocker arm
27
through link arm
28
, while rocker arm
27
is mechanically linked to rockable cam pair (
22
,
22
) through link rod
29
, so as to create a so-called six link structure. Therefore, it is possible to provide an increased rocker arm ratio (an increased leverage) of rocker arm
27
, and thus the motion of the input linkage (first eccentric cam
19
) can be converted through link arm
28
, rocker arm
27
and link rod
29
into a designated output oscillation (a desired oscillation angle) of rockable cam pair (
22
,
22
) without considerably increasing the eccentricity ε of first eccentric cam
19
to exhaust cam
15
, in other words, without setting the outside diameter of first eccentric cam
19
to an undesirably great value. As a result, it is possible to easily realize a considerably high valve lift characteristic and also to effectively downsize the device. As discussed above, there is no necessity to set the outside diameter of first eccentric cam
19
to a great value, and therefore it is possible to reduce a sliding-contact surface area between the inner peripheral surface of the annular base portion
28
a
of link arm
28
and the outer peripheral surface of first eccentric cam
19
. This contributes to a reduction in frictional resistance at the sliding-contact portion between annular base portion
28
a
and first eccentric cam
19
. Also, as described previously, first eccentric cam
19
is formed as an integral section of exhaust camshaft
15
. Suppose that first eccentric cam
19
is formed as a separate part. In this case, in order to integrally connect or fit the first eccentric cam to the exhaust camshaft, the mechanical strength of a portion of the first eccentric cam having a minimum wall thickness must be considered sufficiently. In case of first eccentric cam
19
formed as an integral section of exhaust cam
15
, it is possible to provide a comparatively great eccentricity without remarkably increasing the outside diameter of first eccentric cam
19
. This also contributes to the oscillation-angle enlarging effect of rockable cam pair (
22
,
22
). As set forth above, according to the linkage arrangement of the first embodiment, it is possible to provide the increased oscillation angle of rockable cam pair (
22
,
22
) and thus to effectively increase the ramp section of rockable cam
22
. Such an increased ramp section effectively lessens the collision velocity between valve lifter
16
and rockable cam
22
, thereby reducing noise and vibrations. Also, rockable cam
22
is oscillated or swung rightwards and leftwards forcibly by rocker arm
27
through link rod
29
. There is no necessity of a return spring used in the conventional device. Thus, it is possible to prevent an increase in friction created by a reaction force of the return spring. By driving only the exhaust camshaft by means of the engine crankshaft, exhaust valves
13
and intake valves
12
can be opened and closed. A structure of a wrapping power-transmission member such as a drive chain wound on the crankshaft and exhaust camshaft
15
can be simplified. This enhances a manufacturing efficient of the device, thus lowering production costs.
Referring now to
FIG. 7
, there is shown the valve operating device of the second embodiment. The device of the second embodiment of
FIG. 7
is different from that of the first embodiment of
FIG. 1
, in that a protruded portion (or a driving pin or a sliding pin)
35
having width across flats (two parallel flat faces) is provided at the other end
27
b
of rocker arm
27
and a cam slot (or a slit)
42
is provided at a boss-shaped portion
41
formed at the rightmost end (the upper end in
FIG. 7
) of base circle portion
24
a
of rockable cam
22
, instead of using the link rod
29
. With the linkage arrangement (the pin-slot engagement) shown in the right-hand side of
FIG. 7
, during the oscillating motion of rocker arm
27
, the protruded portion
35
serves to directly drive or oscillate rockable cam
22
, while sliding in the cam slot
42
. This enhances a power-transmission efficiency, reduces the number of component parts, and also simplifies the linkage structure.
Referring now to
FIGS. 8-12
, there is shown the valve operating device of the third embodiment. Exhaust camshaft
15
to which the rotational force (torque) of the engine crankshaft is transmitted through a sprocket
50
, is not crank-shaped, but formed rectilinearly. First eccentric cam
19
is circle in shape, and located outside of the two adjacent drive cams (
18
,
18
) or between two adjacent engine cylinders, in such a manner as to be axially space apart from the outside of two adjacent exhaust valve lifters (
17
,
17
). First eccentric cam
19
is fixed to the exhaust camshaft. The device of the third embodiment of
FIGS. 8-11
is different from that of the first or second embodiments, in that rocker arm
27
is located at a side of the exhaust camshaft. As shown in
FIG. 8
, rocker arm
27
is oscillatingly supported on the outer peripheral surface of first eccentric cam
19
through the cam hole
27
c
formed in rocker arm
27
. The first end
27
a
of rocker arm
27
is mechanically linked via link arm
28
to second eccentric cam
26
fixed to the intake camshaft
14
. On the other hand, the second end
27
b
of rocker arm
27
is mechanically linked via link rod
29
to one of the rockable cam pair (
22
,
22
). As best seen in
FIGS. 8
,
10
and
11
, link rod
29
extends transversely substantially in parallel with link arm
28
. The other end or right-hand end
29
b
(viewing
FIG. 8
) of link rod
29
has a substantially inverted L shape such that the right-hand side link-rod end
29
b
is moderately curved downwards or bent towards the rockable cam
22
. As can be appreciated from comparison between the linkage arrangements shown in
FIGS. 1 and 8
, the rockable cam
22
of the device of
FIG. 8
is different from that of
FIG. 1
, in layout and shape. As clearly shown in
FIG. 8
, cam nose portion
22
c
of the device of the third embodiment is directed transversely outwards and faced apart from the central plug post. Conversely, cam nose portion
22
c
of the device of the first (see
FIG. 1
) or second (see
FIG. 7
) embodiments is directed transversely inwards and faced to the central plug post. Rockable cam
22
is formed at its upper end with a boss-shaped portion
43
. The other end
29
b
of link rod is linked and pined to the boss-shaped portion
43
of rockable cam
22
by means of a connecting pin
32
. In the first, second and third embodiments, the basic structural design that the angular position of intake camshaft
14
is adjusted or controlled by actuator
34
is the same.
The valve operating device of the third embodiment shown in
FIG. 8
operates as follows.
During low-speed low-load operation, intake camshaft
14
is driven in its one rotational direction through actuator
34
, in response to a control signal from the controller. Then, as shown in
FIGS. 8 and 10
, the axis P
1
of second eccentric cam
26
is held at an upper right angular position with respect to the axis P
2
of intake camshaft
14
. Therefore, the thick-walled portion
26
a
of second eccentric cam
26
is upwardly rightwards spaced apart from intake camshaft
14
. At this time, rocker arm
27
itself is rotated counterclockwise through the link rod
28
, and held at a counterclockwise position, and thus rockable cam pair (
22
,
22
) is rotated to a predetermined counterclockwise position (see
FIGS. 8 and 10
) through link rod
29
. As a result, the abutted area (sliding-contact area) between the upper surface of each intake valve lifter
16
and the lower cam surface of the associated rockable cam
22
and ranging from the base circle portion
24
a
via the intermediate cam surface portion
24
b
to the top circle portion
24
c
slightly shifts towards the base circle portion
24
a
. In other words, regarding the abutted area (sliding-contact area), the ratio of base circle portion
24
a
to cam surface portion
24
b
tends to increase during low-speed low-load operation. As set forth above, during the low-speed low-load operation, when first eccentric cam
19
revolves by rotation of exhaust camshaft
15
and then rocker arm
27
oscillates, the displacement or oscillating motion of rocker arm
27
is transmitted via link rod
29
to rockable cam pair (
22
,
22
), that is, intake-valve lifters (
16
,
16
). In this case, as shown in
FIG. 8
, a valve lift becomes a comparatively low valve lift L
1
. For the reasons set out above, in the same manner as the device of the first embodiment, in the device of the third embodiment, during the low-speed low-load operation, as can be seen from the low valve lift characteristic indicated by the one-dotted line in
FIG. 6
, the valve lift of each of intake valves (
12
,
12
) can be controlled to a comparatively low valve lift. Also, the intake valve open timing (IVO) tends to be retarded. The valve overlap of the intake-valve open period and the exhaust-valve open period tends to be reduced. This improves fuel economy and enhances combustion stability, during low-speed and low-load conditions.
When shifting from the low-speed low-load operation to high-speed high-load operation, intake camshaft
14
is driven in the opposite rotational direction through actuator
34
, in response to a control signal from the controller. As shown in
FIGS. 11 and 12
, actually, second eccentric cam
26
is rotated counterclockwise from the angular position shown in
FIG. 8
by the rotary motion of intake camshaft
14
. Thus, the axis P
1
of second eccentric cam
26
or the thick-walled portion
26
a
of second eccentric cam
26
shifts to the upper left angular position with respect to the axis P
2
of intake camshaft
14
. Thus, the first end
27
a
of rocker arm
27
is slightly pushed out by link arm
28
, and as a result rocker arm
27
itself is rotated clockwise through the link rod
28
, and held at a clockwise position. Rockable cam pair (
22
,
22
) is thus rotated to a predetermined clockwise position (see
FIGS. 11 and 12
) through link rod
29
. As a result, the abutted area (sliding-contact area) between the upper surface of each intake valve lifter
16
and the lower cam surface of the associated rockable cam
22
and ranging from the base circle portion
24
a
via cam surface portion
24
b
to top circle portion
24
c
slightly shifts towards the cam nose portion
24
c
. In other words, regarding the abutted area (sliding-contact area), the ratio of base circle portion
24
a
to cam surface portion
24
b
tends to decrease during high-speed high-load operation. As set forth above, during the high-speed high-load operation, when first eccentric cam
19
revolves by rotation of exhaust camshaft
15
and then the first end
27
a
of rocker arm
27
is pushed out through link arm
28
, as shown in
FIG. 11
, a valve lift becomes a comparatively high valve lift L
2
. Therefore, during the high-speed high-load operation, as can be seen from the high valve lift characteristic indicated by the solid line in
FIG. 6
, the valve lift of each of intake valves (
12
,
12
) is controlled to a comparatively high valve lift. Additionally, the intake valve open timing (IVO) tends to be advanced, while the intake valve closure timing (IVC) tends to be retarded. This enhances a charging efficiency of intake air entering the engine cylinders, and thus increases engine power. As discussed above, the device of the third embodiment shown in
FIGS. 8-12
can provide the same effects (that is, good engine performance suited to various engine operating conditions, such as low-speed low-load operation, high-speed high-load operation and the like, and reduced height of the valve operating device or reduced overall height of cylinder head
1
) as the device of the first embodiment shown in
FIGS. 1-5
.
In the first, second and third embodiments described previously, although the cam profiles of two adjacent rockable cams (
22
,
22
) for the intake valve pair (
12
,
12
) are the same, a cam profile of one of the rockable cams (
22
,
22
) may be different from a cam profile of the other, so as to provide a valve-lift difference between the two intake valves (
12
,
12
) for each engine cylinder. Due to the valve-lift difference, swirl flow in each engine cylinder can be effectively strengthened, thereby improving the combustibility of the engine. In the first, second and third embodiments discussed above, as can be appreciated from the characteristic curves shown in
FIG. 6
, in order to mainly vary valve timing and valve lift characteristics of intake valves (
12
,
12
), the second camshaft to which at least first eccentric cams
19
are attached is set or used as an exhaust camshaft
15
, whereas the first camshaft to which at least rockable cams
22
and rocker arms
27
are attached is set or used as an intake camshaft
14
. Alternatively, in order to mainly vary valve timing and valve lift characteristics of exhaust valves (
13
,
13
), the second camshaft to which at least first eccentric cams
19
are attached may be set or used as an intake camshaft
14
, whereas the first camshaft to which at least rockable cams
22
and rocker arms
27
are attached may be set or used as an exhaust camshaft
15
.
Referring now to
FIGS. 13 through 16
, there is shown the valve operating device of the fourth embodiment. The device of the fourth embodiment is exemplified in an internal combustion engine with one intake valve
12
and one exhaust valve
13
for each engine cylinder. The device of the fourth embodiment of
FIGS. 13-16
is similar to the device of the first embodiment of
FIGS. 1-5
. Thus, the same reference signs used to designate elements in the first embodiment shown in
FIGS. 1-5
will be applied to the corresponding reference signs used in the device of the fourth embodiment in
FIGS. 13-16
, for the purpose of comparison of the first and fourth embodiments. The valve operating device of the fourth embodiment is mounted on cylinder head
11
. An intake-valve lifter
16
and an exhaust-valve lifter
17
are provided on upper ends of valve stems of intake and exhaust valves
12
and
13
. Each of valve lifters (
16
,
17
) is constructed as a direct-operated valve lifter which is directly operated by means of a cam (that is, drive cam
18
for exhaust-valve lifter
17
and rockable cam
22
for intake-valve lifter
16
). Each of the valve lifters has a cylindrical bore closed at its upper end. Valve lifters (
16
,
17
) are slidably accommodated in respective cylindrical valve-lifter supporting bores formed in cylinder head
11
. Intake valve
12
and exhaust valve
13
are supported or guided by means of respective valve guides located on both sides of cylinder head
11
. Intake camshaft
14
and exhaust camshaft
15
are laid out at the upper portion of cylinder head
11
. Inlet and outlet camshafts
14
and
15
are arranged parallel to each other so that their axes extend in the longitudinal direction of the engine. Drive cam
18
is fixed to the exhaust camshaft
15
for opening exhaust valve
13
against the exhaust valve spring bias. Rockable cam
22
is oscillatingly supported on the intake camshaft
14
for opening intake valve
12
against the intake valve spring bias. Power-transmission mechanism (simply, a converter)
20
is provided to transmit an input motion (rotary motion) of second eccentric cam
26
to rockable cam
22
, while converting the rotary motion of second eccentric cam
26
to oscillating motion (output motion). Control mechanism
21
is provided for variably controlling a valve lift of intake valve
12
by controlling the attitude of power-transmission mechanism
20
, thus shifting or changing the sliding-contact position of rockable cam
22
relative to the associated intake valve
12
(exactly, the associated intake-valve lifter
16
). The valve operating device of the fourth embodiment is comprised of the intake valve
12
, exhaust valve
13
, intake camshaft
14
, exhaust camshaft
15
, drive cam
18
, rockable cam
22
, power-transmission mechanism (rotary-to-oscillating motion converter)
20
, and control mechanism
21
. A rotational force (torque) of the engine crankshaft is transmitted through driven sprockets (not shown) and a timing chain (not shown) located at the front end of the engine to intake and exhaust camshafts
14
and
15
. Exhaust-cam bearing caps
25
are bolted to the upper end of cylinder head
11
, and thus the upper bearing halves of exhaust-cam bearing caps
25
are fitted to half-round sections of cylinder head
11
. Then, the bores in the cylinder head and caps
25
are bored to take the exhaust-cam bearings. In this manner, exhaust camshaft
15
is rotatably supported by way of the exhaust-cam bearings. In a similar manner, intake-cam bearing caps
40
are bolted to the upper end of cylinder head
11
, and thus the upper bearing halves of intake-cam bearing caps
40
are fitted to half-round sections of cylinder head
11
. Then, the bores in the cylinder head and caps
40
are bored to take the intake-cam bearings. In this manner, intake camshaft
14
is rotatably supported by way of the intake-cam bearings. Exhaust camshaft
15
is integrally formed with drive cam
18
by which exhaust valve
13
is opened or closed via exhaust-valve lifter
17
(see the left-hand side of FIG.
13
). The drive cam is formed as a substantially raindrop-shaped circular cam (often called as a “convex cam”) in which a top circle and a base circle are joined by a third circular arc. The outer peripheral surface (cam contour surface) of drive cam
18
is in sliding-contact with the upper surface of the associated exhaust valve lifter. Second eccentric cam
26
is fixed to the outer periphery of intake camshaft
14
(see the right-hand side of FIG.
13
). In the device of the fourth embodiment, second eccentric cam
26
constructs part of power-transmission mechanism
20
. Second eccentric cam
26
is located between two adjacent engine cylinders. Intake camshaft
14
rotatably or oscillatingly supports rockable cam
22
by which intake valve
12
is opened or closed via the intake-valve lifter
16
. As shown in
FIGS. 13 and 14
, rockable cam
22
is formed into a substantially U shape (in side view). Rockable cam
22
is formed at its substantially cylindrical base portion
22
a
with an axially-extending supporting bore into which intake camshaft
14
is rotatably inserted and fitted. A cam nose portion
22
c
extends obliquely upwards from base portion
22
a
. Cam nose portion
22
c
is formed with a connecting-pin hole (simply, a pin hole). As can be seen from the cross-sectional view of
FIG. 13
, rockable cam
22
is formed on its lower surface with a base circle portion
24
a
, an intermediate cam surface portion
24
b
(simply, a cam surface portion), and a top circle portion. Cam surface portion
24
b
is circular-arc shaped and extends from base circle portion
24
a
to top circle portion. Rockable cam
22
is designed to be brought into abutted-contact with a designated point or a designated position of the upper surface of the associated intake-valve lifter
16
depending on an angular position of rockable cam
22
oscillating. As can be appreciated from the cross sections shown in
FIGS. 13-16
, a predetermined angular range of base circle portion
24
a
functions as a base circle section. A predetermined angular range of the cam surface portion
24
b
being continuous with the base circle portion
24
a
functions as a ramp section. A predetermined angular range of the top circle portion or the cam nose portion
22
c
being continuous with the ramp section of cam surface portion
24
b
functions as a lift section. Power-transmission mechanism
20
of the device of the fourth embodiment is comprised of the second eccentric cam
26
, rocker arm
27
oscillatingly supported on the outer periphery of the second eccentric cam, and link rod
29
mechanically linking the second end
27
b
of rocker arm
27
and the cam nose portion
22
c
of rockable cam
22
. Second eccentric cam
26
is substantially disc-shaped. As shown in
FIG. 13
, second eccentric cam
26
is offset from intake camshaft
14
, so that the axis X
1
of second eccentric cam
26
is eccentric to the axis X
2
of intake camshaft
14
by an eccentricity ε. On the other hand, as shown in
FIG. 13
, rocker arm
27
is formed into a substantially boomerang shape in such a manner as to extend in the transverse direction of the engine. Rocker arm
27
is dimensioned to be comparatively short in length. A substantially central portion of rocker arm
27
is bored as a cam hole
27
c
, and thus rocker arm
27
is oscillatingly or rockably supported on second eccentric cam
26
rotatably fitted into the cam hole
27
c
. Rocker arm
27
is formed at its first end
27
a
with a connecting pin hole into which a tip end (or a front end) of a connecting pin
30
is loosely rotatably fitted. The first end
27
a
of rocker arm
27
is connected to a control arm
62
(described later) by means of the connecting pin
30
. Additionally, rocker arm
27
is formed at its second end
27
b
with a connecting pin hole into which a connecting pin
31
is press-fitted. The second end
27
b
of rocker arm
27
is connected to link rod
28
by means of the connecting pin
31
. Link rod
29
is formed as a comparatively short, boomerang-shaped link. Link rod
29
is formed on its both ends with a pair of circular portions each having a connecting-pin hole. Pin
31
, press-fitted into the connecting-pin hole formed in the second end
27
b
of rocker arm
27
, and pin
32
, press-fitted into the connecting-pin hole formed in the first end
27
a
, are rotatably inserted into the respective connecting-pin holes of both ends of link rod
29
. Snap rings are fitted to the respective tip ends of pins
30
,
31
and
32
, to prevent these pins from falling out of the respective connecting-pin holes. Control mechanism
21
is comprised of a control shaft
61
, a third eccentric cam
70
(serving as a control cam), a control arm
62
, and the same actuator as denoted by reference sign
34
in the first embodiment). Control shaft
61
is rotatably supported on the exhaust-cam bearing
25
. Third eccentric cam
70
is fixed to control shaft
61
. Control arm
62
is provided to mechanically link the third eccentric cam
70
to the first end
27
a
of rocker arm
27
. Control shaft
61
is located between intake and exhaust camshafts
14
and
15
, and situated close to the exhaust camshaft. Control shaft
61
extends in the longitudinal direction of the engine. Control shaft
61
is driven by the actuator provided at the rear end of cylinder head
11
, so that control shaft
61
is rotated within a predetermined angular range. Third eccentric cam
70
is annular in shape. The axis P
1
of third eccentric cam
70
is eccentric to the axis P
2
of control shaft
61
by a distance α. Control arm
62
is formed as a substantially straight link and has a relatively large-diameter portion
62
a
at its one end and a relatively small-diameter portion
62
b
at the other end. The large-diameter portion
62
a
is formed therein a cam hole
62
c
in which third eccentric cam
70
is slidably fitted. On the other hand, the small-diameter portion
62
b
is rotatably connected to the first end
27
a
of rocker arm
27
by means of pin
30
.
The valve operating device of the fourth embodiment shown in
FIG. 13
operates as follows.
Drive cam is driven by exhaust camshaft
15
. As the drive cam revolves, the associated valve lifter
17
follows the cam surface of drive cam
18
by moving up and down. By virtue of the valve spring bias, during rotation of drive cam
18
, the exhaust valve is opened and closed. As regards the exhaust valve lift characteristic, the valve operating device of the fourth embodiment exhibits a fixed valve lift characteristic determined by the cam profile of drive cam
18
(see the exhaust valve lift characteristic indicated by the broken line in FIG.
6
.), irrespective of the engine operating conditions.
On the other hand, intake valve
12
is driven as follows. As intake camshaft
14
rotates about its axis, second eccentric cam
26
revolves in a circle around the axis of intake camshaft
14
. Rotary motion of second eccentric cam
26
is converted into oscillating motion of rocker arm
27
. The oscillating motion of rocker arm
27
is transmitted via link rod
29
to rockable cam
22
, and thus the rockable cam swings or oscillates around intake camshaft
14
. By way of the oscillating motion of rockable cam
22
, intake valve
12
is opened and closed through the intake-valve lifter
16
. As discussed above, the axis P
1
of third eccentric cam
70
eccentrically fixed to control shaft
61
is shifted or displaced by controlling the angular position (phase angle) of control shaft
61
through actuator
34
, and as a result the attitude of power-transmission mechanism
20
can be changed. In other words, by changing the angular phase of the axis P
1
of third eccentric cam
70
relative to the axis P
2
of control shaft
61
, the attitude of power-transmission mechanism
20
can be changed and therefore the center of oscillating motion of rocker arm
27
, which is rockably or oscillatingly supported on the outer periphery of second eccentric cam
26
so that the center of oscillating motion of rocker arm
27
is capable of revolving in a circle around the axis X
2
of intake camshaft
14
, is variably controlled by the control shaft
61
. By virtue of control mechanism
21
, the intake valve lift characteristic can be changed depending on engine operating conditions (see the two different intake valve lift characteristics indicated by the one-dotted line and solid line in FIG.
6
). During low-speed and low-load operation, control shaft
61
is driven in its one rotational direction through actuator
34
, in response to a control signal from the controller. Then, as shown in
FIGS. 13 and 14
, the axis P
1
of third eccentric cam (control cam)
70
is held at a lower right angular position with respect to the axis P
2
of control shaft
61
. A radially-thick-walled portion
70
a
of third eccentric cam
70
is shifted or displaced or rotated to the lower right of control shaft
61
. Owing to the displacement of thick-walled portion
70
a
of second eccentric cam
70
, the first portion
27
a
of rocker arm
27
is pulled down and as a result the rocker arm itself is rotated counterclockwise. At this time, the cam nose portion
22
c
of rockable cam
22
is forcibly pulled upwards via the link rod
29
by the second end
27
b
of rocker arm
27
. In this manner, as a whole the right-hand linkage section comprised of rocker arm
27
, link rod
29
, and rockable cam
22
shifts counterclockwise. As a result, the abutted area (sliding-contact area) between the upper surface of intake-valve lifter
16
and the lower cam surface of the associated rockable cam
22
and ranging from the base circle portion
24
a
via the intermediate cam surface portion
24
b
to the top circle portion slightly shifts towards the base circle portion
24
a
(see FIGS.
13
and
14
). In other words, regarding the abutted area (sliding-contact area), the ratio of base circle portion
24
a
to cam surface portion
24
b
tends to increase during low-speed low-load operation. With the rocker arm
27
forcibly shifted counterclockwise, during the low-speed low-load operation, when second eccentric cam
26
revolves by rotation of intake camshaft
14
and thus rocker arm
27
swings or oscillates, the oscillating motion of rocker arm
27
(or upward lifting-up force of second end
27
b
of rocker arm
27
) is transmitted via the link rod
29
through rockable cam
22
to intake-valve lifter
16
. In this case, as shown in
FIG. 14
, a valve lift becomes a comparatively low valve lift L
1
. Therefore, during the low-speed low-load operation, as can be seen from the low valve lift characteristic indicated by the one-dotted line in
FIG. 6
, the valve lift of intake valve
12
can be controlled to a comparatively low valve lift. Additionally, the intake valve open timing (IVO) tends to be retarded. The valve overlap of the intake-valve open period and the exhaust-valve open period tends to be decreased. This improves fuel economy and enhances combustion stability of the engine, during low-speed and low-load conditions.
Contrary, when shifting from the low-speed low-load operation to high-speed high-load operation, control shaft
61
is driven in the opposite rotational direction through actuator
34
, in response to a control signal from the controller. As shown in
FIGS. 15 and 16
, actually, control shaft
61
is rotated clockwise and thus third eccentric cam (control cam)
70
is rotated clockwise from the angular position shown in
FIGS. 13 and 14
. Thus, the axis P
1
of third eccentric cam (control cam)
70
or the thick-walled portion
70
a
of third eccentric cam
70
shifts to the upper left (almost to the left) of the axis P
2
of control shaft
61
. Thus, rocker arm
27
itself rotates clockwise. At this time, the cam nose portion
22
c
of rockable cam
22
is forcibly pulled down via the link rod
29
by the second portion
27
b
of rocker arm
27
. In this manner, as a whole, the right-hand linkage section comprised of rocker arm
27
, link rod
29
, and rockable cam
22
shifts clockwise (note a relatively greater angle between the neutral axis of control arm
62
indicated by the one-dotted line in
FIGS. 15 and 16
and the neutral axis of rocker arm
27
indicated by the one-dotted line in
FIGS. 15 and 16
as compared to an angle between the neutral axis of control arm
62
indicated by the one-dotted line in
FIGS. 13 and 14
and the neutral axis of rocker arm
27
indicated by the one-dotted line in FIGS.
13
and
14
). As a result, the abutted area (sliding-contact area) between the upper surface of intake-valve lifter
16
and the lower cam surface of the associated rockable cam
22
and ranging from the base circle portion
24
a
via the intermediate cam surface portion
24
b
to the top circle portion slightly shifts towards the cam surface portion
24
b
(see FIGS.
15
and
16
). In otherwords, regarding the abutted area (sliding-contact area), the ratio of base circle portion
24
a
to cam surface portion
24
b
tends to decrease during high-speed high-load operation. With the rocker arm
27
forcibly shifted clockwise, during the high-speed high-load operation, when second eccentric cam
26
revolves by rotation of intake camshaft
14
and thus the second end
27
b
of rocker arm
27
is pushed down via the link rod
29
, as shown in
FIG. 16
, a valve lift becomes a comparatively high valve lift L
2
. Therefore, during the high-speed high-load operation, as can be seen from the high valve lift characteristic indicated by the one-dotted line in
FIG. 6
, the valve lift of intake valve
12
can be controlled to a comparatively high valve lift. Additionally, the intake valve open timing (IVO) tends to be advanced, while the intake valve closure timing (IVC) tends to be retarded. This enhances a charging efficiency of intake air entering the engine cylinders, and thus increases engine power, during high-speed high-load conditions.
As discussed above, in the valve operating device of the fourth embodiment shown in
FIGS. 13-16
, the intake valve open timing (IVO) and intake valve closure timing (IVC), and the intake valve lift characteristic (working angle as well as intake valve lift) can be variably controlled. In addition to the above, second eccentric cam
26
is formed as an integral section of intake camshaft
14
, whereas rockable cam
22
and rocker arm
27
are oscillatingly provided on intake camshaft
14
. As a result of this, it is possible to effectively reduce the height of the valve operating device having the variable valve timing and valve lift characteristic control system, in other words, the overall height of cylinder head
11
. Hitherto, an additional cam shaft peculiar to second eccentric cam
26
was required, but in the device of the fourth embodiment the second eccentric cam can be driven by means of intake camshaft
14
generally used as one of engine parts. In addition, rockable cam
22
and rocker arm
27
are both oscillatingly supported on the common intake camshaft. Therefore, it is possible to reduce the height of the valve train installed above cylinder head
11
, thus ensuring easier mounting of the valve operating device on internal combustion engines (including various types of engines, such as V-type engines and in-line engines). The engine-hood height can also be reduced. Furthermore, it is possible to reduce the number of component parts of the valve operating device as much as possible. As a consequence, it is possible to enhance a manufacturing efficiency and to reduce total production costs. Additionally, as can be appreciated from the layout of rocker arm
27
mounted on intake camshaft
14
via second eccentric cam
26
(see FIG.
13
), it is possible to arrange control shaft
61
within a space defined between intake and exhaust camshafts
14
and
15
and to locate control shaft
61
closer to the exhaust camshaft, utilizing the exhaust-cam bearings
25
. Thus, it is possible to set the installation height of control shaft
61
to a properly low level, and as a result it is possible to adequately reduce the height of the valve train installed above cylinder head
11
. Also, in the device of the fourth embodiment, control shaft
61
, third eccentric cam (control cam)
70
, and control arm
62
are laid out within a dead space (a space) defined between intake and exhaust camshafts
14
and
15
, and thus it is possible to efficiently use the dead space. Within the dead space, there are less obstacles that prevent rotary motion (pivotal motion) of each of control shaft
61
, third eccentric cam (control cam)
70
, and control arm
62
. This ensures the enhanced design flexibility (increased operating angle of each of the control shaft
61
, control cam
70
, and control arm
62
, increased eccentricity a between the two axes P
1
and P
2
, and the like). The increased eccentricity a acts to increase or amplify the oscillating motion of rocker arm
27
. The increased oscillating motion of rocker arm
27
contributes to a remarkable change in valve lift characteristic. In the same manner as the device of first embodiment, in the device of the fourth embodiment, the construction of each of intake camshaft
14
, exhaust camshaft
15
, and their bearing sections (namely, rockable cam brackets
23
and intake-cam bearing caps
40
) is not changed. This eliminates the necessity of a design change in cylinder head
11
. Thus, the device of the embodiment can be easily mounted on the existing internal combustion engine, thus effectively suppressing an increase in manufacturing costs. As set forth above, according to the linkage arrangement of the fourth embodiment, owing to the increased eccentricity α, it is possible to provide the increased oscillation angle of rockable cam
22
and thus to effectively increase the ramp section of rockable cam
22
. Such an increased ramp section effectively lessens the collision velocity between valve lifter
16
and rockable cam
22
, thereby reducing noise and vibrations. Also, rockable cam
22
is oscillated or swung rightwards and leftwards forcibly by rocker arm
27
through link rod
29
. There is no necessity of a return spring used in the conventional device. Thus, it is possible to prevent an increase in friction created by a reaction force of the return spring.
Referring now to
FIGS. 17 and 18
, there is shown the valve operating device of the fifth embodiment. The device of the fifth embodiment of
FIGS. 17 and 18
is different from that of the fourth embodiment of
FIGS. 13-16
, in that the previously-noted control cam (third eccentric cam)
70
is eliminated and in lieu thereof the large-diameter portion
62
a
of control arm
62
(formed as a comparatively short straight link), is directly fixed to the control shaft
61
(formed as a cylindrical hollow shaft), while the small-diameter portion
62
b
of control arm
62
is mechanically linked via a straight link arm
63
to the first end
27
a
of rocker arm
27
. In case of the linkage layout of
FIGS. 17 and 18
, the amount of rotary motion of the small-diameter portion
62
b
of control arm
62
tends to increase, and thus the operating angle of control shaft
61
can be set to a relatively small operating angle. This contributes to the reduced load of actuator
34
. Thus, it is possible to downsize the actuator, thereby reducing the total size of the device, and consequently reducing power consumption.
Referring now to
FIGS. 19 and 20
, there is shown the valve operating device of the sixth embodiment. The device of the sixth embodiment of
FIGS. 19 and 20
is different from the fourth (
FIGS. 13-16
) and fifth (
FIGS. 17-18
) embodiments, in that the control cam (third eccentric cam)
70
and link arm
63
are eliminated and in lieu thereof a cam slot (or a slit)
64
is provided at the first end of rocker arm
27
so that the cam slot
64
is partly formed along the rocker-arm neutral axis indicated by the one-dotted line in
FIG. 19
, and a sliding pin
65
is attached to the small-diameter portion of control arm
62
so that the sliding pin
65
is slidably engaged with the cam slot
64
. The root portion of sliding pin
65
is rotatably supported in a pin holding hole
66
bored in the small-diameter portion of control arm
62
. Sliding pin
65
has width across flats (two parallel flat faces) formed at its tip end. The two parallel flat faces formed at the tip of sliding pin
65
are in sliding-contact with the respective opposing inner peripheral wall surfaces of cam slot
64
. Actually, a snap ring (not shown) is fitted to the root portion of sliding pin
65
, to prevent the sliding pin from falling out of the pin holding hole
66
. According to the device of the sixth embodiment shown in
FIGS. 19 and 20
, the two parallel flat-faced portion of the tip end of sliding pin
65
variably controls the center of oscillating motion of rocker arm
27
, while sliding in the cam slot
64
owing to rotation of control shaft
61
. The linkage arrangement (the sliding-pin-slot engagement) shown in
FIGS. 19 and 20
enhances the accuracy of variable control for the center of oscillating motion of rocker arm
27
. Due to the pin-slot engagement, the number of parts of the device can be decreased, and the linkage structure can be simplified, thereby reducing production costs.
In the fourth, fifth and sixth embodiments described previously, although the improved valve operating device is applied to an internal combustion engine with one intake valve
12
and one exhaust valve
13
for each engine cylinder, it will be appreciated that the device of the fourth, fifth and sixth embodiments can be applied to an internal combustion engine with a pair of intake valves (
12
,
12
) and a pair of exhaust valves (
13
,
13
) for each engine cylinder. In this case, the cam profiles of two adjacent rockable cams (
22
,
22
) for the intake valve pair (
12
,
12
) may be the same. Alternatively, a cam profile of one of the rockable cams (
22
,
22
) may be different from a cam profile of the other, so as to provide a valve-lift difference between the two intake valves (
12
,
12
) for each engine cylinder. Due to the valve-lift difference, swirl flow in each engine cylinder can be effectively strengthened, thereby improving the combustibility of the engine. In the fourth, fifth and sixth embodiments discussed above, as can be appreciated from the characteristic curves shown in
FIG. 6
, in order to mainly vary valve timing and valve lift characteristic of intake valve
12
, the first camshaft to which at least second eccentric cams
26
, rocker arms
27
and rockable cams
22
are attached is set or used as an intake camshaft
14
, whereas the second camshaft to which at least drive cams
18
are attached is set or used as an exhaust camshaft
15
. Alternatively, in order to mainly vary valve timing and valve lift characteristics of exhaust valves (
13
,
13
), the second camshaft to which at least drive cams
18
are attached may be set or used as an intake camshaft
14
, whereas the first camshaft to which at least second eccentric cams
26
, rocker arms
27
and rockable cams
22
are attached may be set or used as an exhaust camshaft
15
.
The entire contents of Japanese Patent Application Nos. P2000-286341 (filed Sep. 21, 2000) and P2000-293573 (filed Sep. 27, 2000) are incorporated herein by reference.
While the foregoing is a description of the preferred embodiments carried out the invention, it will be understood that the invention is not limited to the particular embodiments shown and described herein, but that various changes and modifications may be made without departing from the scope or spirit of this invention as defined by the following claims.
Claims
- 1. A valve operating device for an internal combustion engine enabling both valve timing and valve lift characteristic to be varied depending on engine operating conditions, comprising:intake and exhaust camshafts; an eccentric cam fixedly connected to a first one of the intake and exhaust camshafts so that an axis of the eccentric cam is eccentric to an axis of the first camshaft; a rockable cam supported on the first camshaft so that the rockable cam rotates or oscillates about the axis of the first camshaft; a rocker arm oscillatingly supported on an outer periphery of the eccentric cam so that a center of an oscillating motion of the rocker arm revolves around the axis of the first camshaft; and a control shaft that variably controls the center of the oscillating motion of the rocker arm.
- 2. A valve operating device for an internal combustion engine enabling both valve timing and valve lift characteristic to be varied depending on engine operating conditions, comprising:intake and exhaust camshafts; a rockable cam oscillatingly supported on a first one of the intake and exhaust camshafts for operating an engine valve associated with the first camshaft by an oscillating motion of the rockable cam; a drive cam fixedly connected to an outer periphery of the second camshaft adapted to be driven by an engine crankshaft for operating an engine valve associated with the second camshaft; a power-transmission mechanism that produces the oscillating motion of the rockable cam by converting a rotary motion of the second camshaft into an oscillating motion; and a control mechanism that variably controls a valve lift characteristic of the engine valve associated with the first camshaft by controlling an angular position of the first camshaft and thus changing a sliding-contact position of the rockable cam with respect to the engine valve associated with the first camshaft.
- 3. The valve operating device as claimed in claim 2, wherein:the power-transmission mechanism comprises a first eccentric cam fixedly connected to the second camshaft so that an axis of the first eccentric cam is eccentric to an axis of the second camshaft and a rocker arm oscillatingly supported on the first camshaft, the rocker arm mechanically linked at its first end to the first eccentric cam and at the second end to the rockable cam; and the control mechanism comprises the first camshaft serving as a control shaft, an actuator driving the first camshaft to control the angular position of the first camshaft depending on the engine operating conditions, and a second eccentric cam fixedly connected to an outer periphery of the first camshaft so that an axis of the second eccentric cam is eccentric to an axis of the first camshaft, the second eccentric cam serving as a control cam on which the rocker arm is oscillatingly supported.
- 4. The valve operating device as claimed in claim 3, wherein the power-transmission mechanism comprises a link arm extending in a transverse direction of the engine and mechanically linking the first eccentric cam to the first end of the rocker arm, and a link rod mechanically linking the second end of the rocker arm to the rockable cam.
- 5. The valve operating device as claimed in claim 3, wherein the power-transmission mechanism comprises a link arm extending in a transverse direction of the engine and mechanically linking the first eccentric cam to the first end of the rocker arm, and a cam slot formed in the rockable cam and a sliding pin provided at the second end of the rocker arm and slidably engaged with the cam slot to mechanically linking the second end of the rocker arm to the rockable cam by pin-slot engagement of the pin with the cam slot.
- 6. The valve operating device as claimed in claim 3, wherein the first eccentric cam and the rocker arm, both included in the power-transmission mechanism, and the second eccentric cam included in the control mechanism are laid out within a space defined between two adjacent engine cylinders.
- 7. The valve operating device as claimed in claim 2, wherein:the power-transmission mechanism comprises a first eccentric cam fixedly connected to the second camshaft so that an axis of the first eccentric cam is eccentric to an axis of the second camshaft and a rocker arm oscillatingly supported on an outer periphery of the first eccentric cam, the rocker arm mechanically linked at its first end to the control mechanism and at the second end to the rockable cam; and the control mechanism comprises the first camshaft serving as a control shaft, an actuator driving the first camshaft to control the angular position of the first camshaft depending on the engine operating conditions, and a second eccentric cam fixedly connected to an outer periphery of the first camshaft so that an axis of the second eccentric cam is eccentric to an axis of the first camshaft, the second eccentric cam serving as a control cam that controls a center of an oscillating motion of the rocker arm.
- 8. The valve operating device as claimed in claim 7, wherein the power-transmission mechanism comprises a link arm extending in a transverse direction of the engine and mechanically linking the first end of the rocker arm to the second eccentric cam, and a link rod mechanically linking the second end of the rocker arm to the rockable cam.
Priority Claims (2)
| Number |
Date |
Country |
Kind |
| 2000-286341 |
Sep 2000 |
JP |
|
| 2000-293573 |
Sep 2000 |
JP |
|
US Referenced Citations (2)
| Number |
Name |
Date |
Kind |
|
4397270 |
Aoyama |
Aug 1983 |
A |
|
6311659 |
Pierik |
Nov 2001 |
B1 |
Foreign Referenced Citations (1)
| Number |
Date |
Country |
| 55-137305 |
Oct 1980 |
JP |
