JP2004308480A - Variable valve system for internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a technique enabling transmission such that a transmission state from a camshaft to part of a plurality of valves varies with that to the other valves, in an internal combustion engine having a variable valve system. <P>SOLUTION: This variable valve system for the internal combustion engine can vary opening and closing characteristics of specified valves out of at least one of a plurality of intake valves and a plurality of exhaust valves of the internal combustion engine. This variable valve system is a mechanical transmission mechanism having an input part and an output part swingably supported by a shaft that is different from the camshaft, and is provided with a drive transmission mechanism capable of transmitting drive by a rotating cam to the specified valves at predetermined transmission ratios, a first transmission adjusting mechanism capable of uniformly changing the predetermined transmission ratios regarding all of the specified valves, and a second transmission adjusting mechanism capable of changing the predetermined transmission ratios regarding only part of the specified valves. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a variable valve mechanism for an internal combustion engine that changes valve characteristics of an intake valve and an exhaust valve of the internal combustion engine.
[0002]
[Prior art]
2. Description of the Related Art There is known a technique for changing the opening / closing characteristics of an intake / exhaust valve (hereinafter, referred to as valve opening / closing characteristics) in accordance with the operation state of an internal combustion engine. As such a technique, Patent Literature 1 discloses a technique related to a transmission mechanism that is swingably supported on a shaft different from a camshaft and that drives a valve in a variable transmission state by driving a rotary cam. . In this technique, the link mechanism is short and simple by making the transmission mechanism between the cam and the valve a mechanism that can swing about an axis different from the camshaft. As a result, high reliability of the transmission mechanism is realized.
[0003]
Patent Literature 2 discloses a technique in which transmission between a cam and a valve is disengaged for some of a plurality of cylinders. In this technique, a pumping loss in an idling operation state and a smooth start-up operation of an engine are realized by stopping an intake valve and an exhaust valve in a part of the plurality of cylinders.
[0004]
It is theoretically possible to simply combine the techniques disclosed in Patent Documents 1 and 2 for the purpose of changing the opening / closing characteristics of the intake / exhaust valves and reducing the pumping loss in the idle operation state.
[0005]
[Patent Document 1]
JP 2001-263015 A
[Patent Document 2]
JP 2001-152821 A
[0006]
[Problems to be solved by the invention]
However, a simple combination has a problem that the mechanism becomes complicated. In addition, the technique of setting the transmission between the cam and the valve to the disengaged state has inherent problems such as a decrease in reliability when returning from the disengaged state to the engaged state and a torque shock. Furthermore, in order to improve the control performance of the internal combustion engine as well as to change the opening and closing characteristics of the intake and exhaust valves and reduce pumping loss, the transmission state from the camshaft to each valve must be uniform. Rather, a variety of technologies were desired.
[0007]
The present invention has been made in order to solve the above problems, and in an internal combustion engine having a variable valve operating mechanism, a state of transmission from a camshaft to some of a plurality of valves is transmitted to other valves. It is an object of the present invention to provide a technique capable of transmitting a state different from the state of transmission.
[0008]
[Means for Solving the Problems and Their Functions and Effects]
In order to solve the above-mentioned problem, the present invention provides a variable valve mechanism for an internal combustion engine capable of changing the opening / closing characteristics of at least one of a plurality of intake valves and a plurality of exhaust valves of the internal combustion engine. So,
A camshaft rotationally driven by a crankshaft of an internal combustion engine,
A rotating cam provided on the camshaft;
A mechanical transmission mechanism having an input portion and an output portion swingably supported on an axis different from the axis of the camshaft, wherein the drive by the rotary cam is transmitted to the specific valve at a predetermined transmission ratio. A drive transmission mechanism capable of
A first transmission adjustment mechanism capable of uniformly changing the predetermined transmission ratio for all of the specific valves;
A second transmission adjustment mechanism capable of changing the predetermined transmission ratio for only a part of the specific valve;
It is characterized by having.
[0009]
In the variable valve mechanism according to the present invention, the transmission ratio can be changed for only a part of at least one of the plurality of intake valves and the exhaust valve. The characteristics can be controlled so as to be different from the opening / closing characteristics of other specific valves. As a result, control of the internal combustion engine with a high degree of freedom by diversifying the opening and closing characteristics of the valve can be realized.
[0010]
In the above variable valve mechanism, the first transmission adjustment mechanism may include:
A slider gear having two types of splines having different angles and movable in the axial direction of the drive transmission mechanism;
An input that is provided on the input unit and engages with one type of spline of the slider gear to swing the input unit relative to the slider gear in accordance with the axial movement of the slider gear. Gear section,
An output gear unit that is provided at the output unit and engages with the other type of spline of the slider gear to relatively swing the output unit relative to the slider gear in accordance with the axial movement of the slider gear; When,
An axial displacement adjustment unit that adjusts the displacement of the slider gear in the axial direction,
With
The second transmission adjustment mechanism may be configured to be capable of adjusting the displacement of the input gear section and the output gear section in the axial direction.
[0011]
This makes it possible to realize a simple and highly reliable mechanism. The slider gear does not necessarily need to be provided for each cylinder, but may be provided only for some cylinders.
[0012]
In the above variable valve mechanism,
The internal combustion engine has a plurality of cylinders,
The second transmission adjustment mechanism can set the predetermined transmission ratio to zero for a part of the plurality of cylinders and stop driving both the intake valve and the exhaust valve for the part of the cylinders. It may be configured as such.
[0013]
In this way, it is possible to reduce the pumping loss when stopping some of the cylinders in the idle or other low-load operation state.
[0014]
In the variable valve mechanism, each of the plurality of cylinders has a plurality of intake valves,
The second transmission adjustment mechanism is configured such that the predetermined transmission ratio can be set to zero for a part of the plurality of intake valves and the driving of the part of the intake valves can be stopped. Is also good. In this way, swirl can be effectively created in the combustion chamber in a cylinder in which the operation of some of the plurality of intake valves has been stopped.
[0015]
In the variable valve mechanism, the internal combustion engine may be a direct injection type that directly injects fuel into the plurality of cylinders. This is because swirl generated in the combustion chamber can exert a remarkable effect in a direct injection type engine.
[0016]
BEST MODE FOR CARRYING OUT THE INVENTION
Embodiments of the present invention will be described in the following order based on examples.
A. First embodiment of the present invention:
B. Second embodiment of the present invention:
C. Modification:
[0017]
A. First embodiment of the present invention:
FIG. 1 is a block diagram showing a configuration of a gasoline engine 100 as an internal combustion engine as one embodiment of the present invention. The gasoline engine 100 controls the intake pipe 150, the air cleaner 151, the electric throttle valve 111, the intake manifold 101, the exhaust manifold 103, the four combustion chambers 102, the four injectors 141, and the internal combustion engine. Hydraulic system and control system. The hydraulic system includes a reservoir 322, an oil pump 319, a hydraulic circuit 351 and an oil control valve 280.
[0018]
The control system includes an electronic control unit 200 (hereinafter referred to as an ECU), an electric throttle motor 203 for adjusting the opening of the electric throttle valve 111, and an electric throttle opening sensor 201 for measuring the opening of the electric throttle valve 111. A valve lift actuator 208 for uniformly adjusting the valve lift, four sub-actuators 202 for adjusting the valve lift for each cylinder, a lift sensor 205 for measuring the valve lift, and an accelerator An accelerator sensor 216 for detecting an opening degree, an air flow meter 204 for measuring an intake air flow rate, an AD conversion input port 214, an output port 215, an intake air temperature sensor 231, ₂ A sensor 232 and an oil control valve 280 for supplying hydraulic oil to the hydraulic circuit 351 are provided. The oil control valve 280 can independently supply hydraulic oil to the four sub-actuators 202a, 202b, 202c, 202d. The valve lift actuator 208 corresponds to a “first transmission adjustment mechanism” in the claims, and the sub-actuator 202 corresponds to a “second transmission adjustment mechanism” in the claims.
[0019]
The control system is connected as follows. Electric throttle opening sensor 201, lift sensor 205, intake air temperature sensor 231, O ₂ The sensor 232, the air flow meter 204, and the accelerator sensor 216 are connected to the ECU 200 via an AD conversion input port 214 that converts an analog signal into a digital signal. The electric throttle motor 203, the valve lift actuator 208, and the oil control valve 280 are connected to the ECU 200 via an output port 215 that converts a digital signal into drive power.
[0020]
Gasoline engine 100 operates as follows. Gasoline engine 100 draws air from intake pipe 150. The sucked air is purified by the air cleaner 151 and sent to the intake manifold 101 via the electric throttle valve 111. In the intake manifold 101, the four injectors 141 spray gasoline on the purified air to form a mixture. This air-fuel mixture is sucked into each combustion chamber 102a, 102b, 102c, 102d from an intake valve described later.
[0021]
In each of the combustion chambers 102a, 102b, 102c, 102d, an ignition plug described later ignites and burns the air-fuel mixture. The combustion gas is discharged outside via an exhaust valve and an exhaust manifold 103 described later.
[0022]
The gasoline engine 100 is controlled by the ECU 200. The ECU 200 is configured as a microcomputer including a CPU, a RAM, and a ROM inside. The ECU 200 is supplied with signals from the various sensors described above. In a memory (not shown) of the ECU 200, a map (not shown) for setting a working angle of an intake valve and an amount of air-fuel mixture flowing into each combustion chamber, which will be described later, is stored. Using this map, the ECU 200 adjusts elements such as the electric throttle motor 203, the valve lift actuator 208, and the sub-actuator 202, thereby adjusting the amount of air-fuel mixture flowing into the combustion chamber.
[0023]
FIG. 2 is a longitudinal sectional view of the gasoline engine 100. This figure shows a section taken along line S1-S1 in FIG. The engine 100 includes a cylinder block 174, a piston 176a reciprocating inside a recess of the cylinder block 174, an intake valve 112a, an exhaust valve 116a, an intake camshaft 245, an exhaust camshaft 246, and an intake side rocker arm. 247, an exhaust-side rocker arm 248, a spark plug 110, and a drive transmission mechanism 220.
[0024]
The drive transmission mechanism 220 is swingably supported about a shaft 270 c different from the shaft of the intake camshaft 245. The input cam 225 of the drive transmission mechanism 220 inputs mechanical driving force from a cam 245a mounted on the intake camshaft 245 via a rotatable roller 222f. The output cam 226 of the drive transmission mechanism 220 outputs the mechanical driving force input from the cam 245a to the intake valve 112a via the intake rocker arm 247. On the other hand, the exhaust valve 116a is driven by a cam 246a mounted on an exhaust camshaft 246 via an exhaust-side rocker arm 248.
[0025]
FIG. 3 is a perspective view of the drive transmission mechanism 220 according to the embodiment of the present invention. The drive transmission mechanism 220 transmits the mechanical drive force input to the input cam 225 provided at the center of the drive transmission mechanism 220 to two output cams 224 and 226 provided at both ends of the drive transmission mechanism 220, which will be described later. It can be transmitted with a phase difference. The drive transmission mechanism 220 further includes a support pipe 227 for supporting these cams, and a control shaft 228 for adjusting a phase difference described later. The control shaft 228 can be moved axially by the valve lift actuator 208. In the present embodiment, an intake valve whose opening / closing characteristics can be changed by the valve lift actuator 208 corresponds to a “specific valve” in the claims.
[0026]
FIG. 4 is an explanatory diagram showing the internal structure of the drive transmission mechanism 220. In this figure, the input cam 225 and the two output cams 224, 226 are cut horizontally at the axial position, and the upper half is removed to show the inside. FIG. 5 is an explanatory view showing each component by disassembling the drive transmission mechanism 220. The drive transmission mechanism 220 includes a slider gear 230, an input cam 225, two output cams 224 and 226, a support pipe 227, and a control shaft 228 inserted into the support pipe 227 and slidable in the direction of a shaft 270c. ing.
[0027]
The drive transmission mechanism 220 can be assembled as follows.
(1) The support pipe 227 is inserted into the through hole 230j formed in the slider gear 230 (FIG. 5A).
(2) The control shaft 228 is inserted into a through hole formed in the support pipe 227 (FIG. 5C) in the axial direction.
(3) The locking pin 228a is fixed to the control shaft 228 so as to pass through the two long holes 227h and 230h. Thus, a state in which the three cams 224, 225, and 226 are removed from the internal structure of the drive transmission mechanism 220 (FIG. 4) is realized.
(4) The input cam 225 (FIG. 5B) is mounted so that the helical spline 225a of the input cam 225 meshes with the helical spline 230b of the slider gear 230.
(5) The two output cams 224, 226 are mounted so that the helical splines 224a, 226a mesh with the two helical splines 230a, 230c, respectively. In this manner, all of the internal structure of the drive transmission mechanism 220 shown in FIG. 4 is realized.
[0028]
The slider gear 230 includes a helical spline 230b that meshes with the helical spline 225a of the input cam 225, and two helical splines 230a and 230c that mesh with helical splines 224a and 226a of the two output cams. The helical spline 230b meshing with the helical spline 225a of the input cam 225 is twisted in the opposite direction to the two helical splines 230a and 230c meshing with the helical splines 224a and 226a of the output cam.
[0029]
The three cams 224, 225, and 226 are urged by a coil spring (not shown) so that the three cams 224, 225, and 226 are bottomed on a wall described below of the shaft 270c in the B direction. This urging force is sufficient to prevent the slider gear 230 from being inadvertently displaced by the sliding friction force between the three cams 224, 225, and 226. Further, the control shaft 228 is urged by a coil spring (not shown) so as to bottom out in the direction B of the shaft 270c as an initial position.
[0030]
In such a configuration, the slider gear 230 can operate as follows in accordance with the axial movement of the control shaft 228.
(1) When the valve lift actuator 208 (FIG. 1) moves the control shaft 228 in the direction A of the shaft 270c, the slider gear 230 is pushed by the locking pin 228a and also moves in the direction A of the shaft 270c.
(2) The slider gear 230 is rotatable in the circumferential direction within a certain range. That is, the slider gear 230 is rotatable with respect to the support pipe 227 within a range where the locking pin 228a exists in the elongated hole 230h.
On the other hand, the support pipe 227 is fixed to the engine 100, and the movement of the input cam 225 and the output cams 224, 226 in the direction of the shaft 270c is restricted as described later.
[0031]
As the slider gear 230 moves in the axial direction, the phase difference P (FIG. 6) between the input cam 225 and the output cams 224, 226 fluctuates. This is because the directions of the helical splines 225a formed on the input cam 225 and the helical splines 224a, 226a formed on the output cams 224, 226 are twisted in the opposite manner as described above. For example, when the slider gear 230 is moved in the direction A as shown in FIG. 4, the input cam 225 rotates in the L direction, and the two output cams 224 and 226 rotate in the R direction. As a result, the phase difference P becomes smaller.
[0032]
When the phase difference P between the input cam 225 and the output cams 224, 226 decreases, as can be seen from FIG. 2, the mechanical driving force input to the input cam 225 from the intake camshaft 245 and the output cams 224, 226 The ratio (transmission ratio) of the mechanical driving force output to the intake side rocker arm 247 decreases. The transmission ratio decreases because the clearance between the intake side rocker arm 247 and the output cams 224 and 226 increases in accordance with the variation of the phase difference P. Such a ratio of the mechanical driving force corresponds to a “predetermined transmission ratio” in the claims.
[0033]
As can be seen from FIG. 2, as the phase difference P increases, the transmission ratio increases and the valve lift also increases. Conversely, as the phase difference P decreases, the transmission ratio decreases and the valve lift decreases. On the other hand, all four drive transmission mechanisms 220a, 220b, 220c, 220d have the same structure. As a result, it can be seen that when the control shaft 228 is moved in the direction of the axis 270c, the phase difference P fluctuates, whereby the valve lift amount fluctuates uniformly for all the intake valves. Thus, the gasoline engine 100 is configured such that the characteristics of the intake valves of all the cylinders can be uniformly adjusted by operating the control shaft 228.
[0034]
FIG. 7 is an explanatory diagram showing the camshaft 245 and the sub-actuator 202 on the cylinder head 108 according to the embodiment of the present invention. This figure is a view of the gasoline engine 100 viewed from the same direction as FIG. 1, and shows a state in which four drive transmission mechanisms 220a, 220b, 220c, 220d are mounted on the cylinder head 108. The drive transmission mechanism 220a is constrained in the direction of the shaft 270c of the support pipe 227 by two upright walls 251a, 252a, and the drive transmission mechanisms 220b, 220c, 220d are respectively provided with two upright walls 251b, 251b, 2b. The two standing wall portions 251c, 251c and the two standing wall portions 251d, 251d are constrained in the direction of the axis 270c of the support pipe 227.
[0035]
Four sub-actuators 202a, 202b, 202c, 202d are connected to the four drive transmission mechanisms 220a, 220b, 220c, 220d, respectively. As described above, the four sub-actuators 202 are independently supplied with hydraulic oil from the oil control valve 280. The ECU 200 controls the oil control valve 280 via the output port 215, and can independently adjust the operation of each of the four sub-actuators 202. On the other hand, ECU 200 can estimate the amount of intake air for each cylinder according to the amount of air that has passed through electric throttle valve 111, for example.
[0036]
The ECU 200 adjusts each of the four sub-actuators 202 as follows, for example.
(1) The ECU 200 receives information indicating the amount of intake air that has passed through the electric throttle valve 111 from the air flow meter 204 via the AD conversion input port 214.
(2) The ECU 200 determines the optimal valve lift for each cylinder based on the amount of air to be taken in based on an intake system model that simulates the behavior of intake air until the air that has passed through the electric throttle valve 111 flows into each cylinder. Calculate the amount. This calculation can be performed using, for example, a method disclosed in JP-A-2002-130042.
(3) The ECU 200 controls the oil control valve 280 to adjust the four sub-actuators 202a, 202b, 202c, and 202d so that the valve lift of each intake valve approaches the optimum valve lift for each combustion chamber.
In this way, the gasoline engine 100 can perform optimal valve lift control for each cylinder.
[0037]
FIG. 8 is an explanatory diagram showing a state of valve lift control by the sub-actuator 202. This figure shows a section taken along line S2-S2 in FIG. FIGS. 8A and 8B show a state in which hydraulic pressure is not applied to the sub-actuator 202a and a state in which hydraulic pressure is applied to the sub-actuator 202a, respectively.
[0038]
The drive transmission mechanism 220a is attached to the two upright walls 251a and 252a as follows. An attachment 256a is mounted on one of the drive transmission mechanisms 220a. The attachment 256a is urged rightward in the figure by a spring 258a that is grounded in the recess of the upright wall 251a. A piston 212a is mounted on the other side of the drive transmission mechanism 220a via an attachment 255a. The hydraulic pressure from the oil pump 319 can be applied to the piston 212a. As described above, the piston 212a, the spring 258a, the upright wall cylinder 251h, and the spring 258a function as the sub-actuator 202a.
[0039]
The sub-actuator 202a moves the input cam 225 and the two output cams 224 and 226 of the drive transmission mechanism 220a with respect to the slider gear 230 to thereby generate a phase difference between the input cam 225 and the output cams 224 and 226. P (FIG. 6) can be varied. Specifically, the operation can be performed as follows.
(1) When hydraulic pressure is applied to the piston 212a, the input cam 225 and the two output cams 224 and 226 move integrally to the left, and a state as shown in FIG.
(2) When the input cam 225 and other cams move, the directions of the helical splines 224a formed on the input cam 225 and the helical splines 224a and 226a formed on the output cams 224 and 226 are reversed. The phase difference P (FIG. 6) between the cam 225 and the output cams 224, 226 varies.
[0040]
As described above, the above-described valve lift actuator 208 can adjust the phase difference P uniformly for all cylinders by moving the slider gear 230 side via the control shaft 228, whereas the valve lift actuator 208 is provided for each combustion chamber. It can be seen that the sub-actuator 202a can adjust the phase difference P for each cylinder by moving the three cams 224, 225, 336.
[0041]
As described above, the gasoline engine 100 of the first embodiment is provided with the sub-actuator that can be independently adjusted for each combustion chamber, so that optimal valve lift control can be performed for each cylinder.
[0042]
B. Second embodiment of the present invention:
FIG. 9 is an explanatory diagram showing a drive transmission mechanism 290a according to the second embodiment of the present invention. The drive transmission mechanism 290a differs from the drive transmission mechanism 220a in that an output cam 296a and a spring 298a are provided instead of the output cam 226 and the spring 258a of the drive transmission mechanism 220a. However, other parts are common. The drive transmission mechanism 290a thus configured may be configured to independently adjust only the opening and closing characteristics of the output cam 296a.
[0043]
As described above, when each cylinder has a plurality of intake valves, it is also possible to configure such that driving of a part of the plurality of intake valves is stopped. Such a configuration has an advantage that swirl can be effectively generated inside the combustion chamber. Such swirl generation has a particularly remarkable effect particularly in a direct injection type internal combustion engine in which fuel is directly injected into a cylinder.
[0044]
C. Modification:
The present invention is not limited to the above-described examples and embodiments, but can be implemented in various modes without departing from the gist of the invention, and for example, the following modifications are possible.
[0045]
C-1. In the above embodiment, a hydraulic actuator is used as the valve lift actuator and the sub-actuator, but an electric actuator may be used, for example.
[0046]
C-2. In the above-described embodiment, the sub-actuator that can be independently adjusted for each combustion chamber is provided only for the intake valve, but the sub-actuator may be provided only for the exhaust valve, A sub-actuator may be provided for both the exhaust valve and the exhaust valve. In this case, both the intake valve and the exhaust valve correspond to “specific valves” in the claims.
[0047]
When sub-actuators are provided for both the intake valve and the exhaust valve, it is preferable to provide a control mode in which both the intake valve and the exhaust valve are stopped for some of the cylinders. In this way, it is possible to reduce the pumping loss when stopping some of the cylinders in the idle or other low output operation state. The sub-actuator does not necessarily need to be provided for each cylinder, but may be provided only for some cylinders.
[0048]
FIG. 10 is an explanatory diagram showing the relationship between the relative position of the cam and the slider gear and the valve lift when the sub-actuator in the above embodiment is used as a valve stop actuator for reducing pumping loss. In this case, the state in FIG. 8A corresponds to the relative position A1, and the state in FIG. 8A corresponds to the relative position 0. In FIG. 8, the state corresponding to the relative position of A2 is a state in which the locking pin 228a is bottomed on the left side of the long hole 227h of the support pipe 227. Here, the valve lift amount is set to “0” at the relative position A0 before the sub-actuator bottoms out to ensure that the valve can be stopped.
[0049]
When the valve stop control mode is provided, the valve lift actuator and the sub-actuator preferably have a function of detecting a load such as a current value or a hydraulic pressure holding duty. This is because the driving load of the valve spring is reduced by stopping the valve, so that the stop of the valve can be reliably fed back to the ECU 200.
[0050]
C-3. In the above embodiment, the drive transmission mechanism is configured using the slider gear, but may be configured using, for example, a cylindrical groove cam. Generally, the drive transmission mechanism used in the present invention is a mechanical transmission mechanism having an input portion and an output portion that are swingably supported on an axis different from the axis of the camshaft, and is driven by a rotating cam. May be transmitted to a plurality of intake valves and exhaust valves at a predetermined transmission ratio. However, the drive transmission mechanism configured using the slider gear has an advantage that it is simple and has high reliability.
[Brief description of the drawings]
FIG. 1 is a block diagram showing a configuration of a gasoline engine 100 as an internal combustion engine as one embodiment of the present invention.
FIG. 2 is a longitudinal sectional view of the gasoline engine 100.
FIG. 3 is a perspective view of a drive transmission mechanism 220 according to the embodiment of the present invention.
FIG. 4 is an explanatory diagram showing an internal structure of a drive transmission mechanism 220.
FIG. 5 is an explanatory view showing each component part by disassembling the drive transmission mechanism 220.
FIG. 6 is an explanatory diagram showing a phase difference P between an input cam 225 and output cams 224, 226.
FIG. 7 is an explanatory diagram showing a camshaft and a sub-actuator on a cylinder head according to the embodiment of the present invention.
FIG. 8 is an explanatory diagram showing a state of valve lift control by a sub-actuator 202.
FIG. 9 is an explanatory diagram showing a drive transmission mechanism 290a according to a second embodiment of the present invention.
FIG. 10 is an explanatory diagram showing a relationship between a relative position of a cam and a slider gear and a valve lift amount.
[Explanation of symbols]
100 ... gasoline engine
101 ... intake manifold
102: Combustion chamber
103… Exhaust manifold
108 ... Cylinder head
110 ... spark plug
111 ... Electric throttle valve
112a ... intake valve
116a ... Exhaust valve
141 ... Injector
150 ... intake pipe
151 ... Air cleaner
174 ... Cylinder block
176a ... Piston
200 ... ECU
200 ... Electronic control unit
201 ... Electric throttle opening sensor
202 ... Sub actuator
203 ... Electric throttle motor
205 ... lift sensor
208: Valve lift actuator
212a ... piston
214 ... AD conversion input port
215… Output port
216 ... Accelerator sensor
220 ... Drive transmission mechanism
222f ... roller
224 ... Output cam
224a, 225a, 226a ... helical spline
225, 226 ... Input cam
227 ... Support pipe
227h ... Long hole
228 ... Control shaft
228a: Locking pin
230 ... Slider gear
230a, 230b ... helical spline
230h ... Long hole
230j ... through-hole
231 intake air temperature sensor
237a: combustion chamber sensor
245 ... intake camshaft
246 ... Exhaust camshaft
247: Rocker arm on intake side
248 ... Rocker arm on exhaust side
251a, 251b, 251c, 251d ... standing wall
251h: Vertical wall cylinder
255a, 256a ... Attachment
258a ... Spring
270c ... axis
280 ... Oil control valve
290a... Drive transmission mechanism
298a ... Spring
319 ... oil pump
322 ... Reservoir
351 ... Hydraulic circuit

Claims (5)

A variable valve mechanism of an internal combustion engine capable of changing the opening and closing characteristics of at least one specific valve among a plurality of intake valves and a plurality of exhaust valves of the internal combustion engine,
A camshaft rotationally driven by a crankshaft of an internal combustion engine,
A rotating cam provided on the camshaft;
A mechanical transmission mechanism having an input portion and an output portion swingably supported on an axis different from the axis of the camshaft, wherein the drive by the rotary cam is transmitted to the specific valve at a predetermined transmission ratio. A drive transmission mechanism capable of
A first transmission adjustment mechanism capable of uniformly changing the predetermined transmission ratio for all of the specific valves;
A second transmission adjustment mechanism capable of changing the predetermined transmission ratio for only a part of the specific valve;
A variable valve operating mechanism comprising: The variable valve mechanism for an internal combustion engine according to claim 1, wherein
The first transmission adjustment mechanism includes:
A slider gear having two types of splines having different angles and movable in the axial direction of the drive transmission mechanism;
An input that is provided on the input unit and engages with one type of spline of the slider gear to swing the input unit relative to the slider gear in accordance with the axial movement of the slider gear. Gear section,
An output gear unit that is provided at the output unit and engages with the other type of spline of the slider gear to relatively swing the output unit relative to the slider gear in accordance with the axial movement of the slider gear; When,
An axial displacement adjustment unit that adjusts the displacement of the slider gear in the axial direction,
With
The variable transmission mechanism, wherein the second transmission adjustment mechanism is capable of adjusting an axial displacement of the input gear unit and the output gear unit. The variable valve mechanism for an internal combustion engine according to claim 1 or 2, further comprising:
The internal combustion engine has a plurality of cylinders,
The second transmission adjustment mechanism can set the predetermined transmission ratio to zero for a part of the plurality of cylinders and stop driving both the intake valve and the exhaust valve for the part of the cylinders. There is a variable valve mechanism. The variable valve mechanism for an internal combustion engine according to claim 1, wherein:
Each of the plurality of cylinders has a plurality of intake valves,
The second transmission adjustment mechanism is capable of setting the predetermined transmission ratio to zero for a part of the plurality of intake valves and stopping driving of the part of the intake valves. . The variable valve mechanism for an internal combustion engine according to claim 4, wherein
A variable valve mechanism, wherein the internal combustion engine is an in-cylinder injection type that injects fuel directly into the plurality of cylinders.

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