TECHNICAL FIELD
[0001] The present invention is related to variable valve train systems for use on internal
combustion engines; more particularly, to devices for controllably varying the lift
of valves in such engines; and most particularly, to a variable valve train device
driven by an engine camshaft and employing a command link pivotably mounted on the
engine head and not on the camshaft that controllably varies the lift of the intake
valves to control engine load.
BACKGROUND OF THE INVENTION
[0002] Internal combustion engine performance has progressed considerably in the past century.
Inventions have yielded cleaner exhaust and enhanced durability, fuel efficiency,
and power. Systems for varying the lift and timing of intake valves can further refine
and enhance the performance of the internal combustion engine by controllably varying
the volume of fuel mix supplied to the combustion chambers as a function of engine
load and rotational speed. Fuel economy at part load operation can be increased by
promoting more thorough combustion, reducing pumping work done by the pistons, which
saps energy, deactivating cylinders, and/or by implementing a lean air/fuel ratio
scheme. Matching the intake valve closing time more closely to the engine's need can
enhance driveability of a vehicle by improving engine breathing at full engine load.
Moreover, if intake and exhaust events can be controlled sufficiently to vary engine
load, speed, and fuel dilution over the entire spectrum of required engine operating
conditions, a controllable variable valve train can obviate the need for a throttle
valve and EGR valve in a gas or diesel internal combustion engine.
[0003] A range of variable valve train (VVT) actuation devices and valve timing mechanisms
for enhancing engine performance are known in the automotive art, but commercial use
of such devices generally has been impractical because of cost, size, and/or operating
limitations which have limited their true value and practicality. For example, variable
valve actuation mechanisms, as disclosed in US Patent No. 5,937,809 issued August
17, 1999 to Pierik et al. and US Patent No. 6,019,076 issued February 1, 2000 to Pierik
et al., the relevant disclosures of both patents being incorporated herein by reference,
employ a segmented single shaft crank rocker (SSCR) for operating individual or multiple
engine valves by engaging a linkage with a rotary eccentric, preferably a rotary cam,
to drive an oscillatable rocker cam. The disclosed SSCR mechanism has four moving
components (two arms, a rocker, and a cam) and thus can be expensive to manufacture
and subject to premature wear at a plurality of joints. In addition, in typical prior
art VVT devices, springs are required to maintain contact between an input cam and
a roller follower, which springs tend to increase friction and limit maximum operating
speed. Further, the coordinating frames of these devices are rotatably mounted on
the camshaft itself, thus creating unavoidable and undesirable frictional losses therebetween.
[0004] It is a principal object of the present invention to provide a variable valve actuation
device having reduced frictional losses when compared to prior art devices.
[0005] It is a further object of the invention to provide a variable valve train device
without the need for return springs to assist the device in returning to a valve-closed
position.
[0006] It is a still further object of the invention to improve peak engine torque and fuel
economy.
[0007] It is a still further object of the invention to controllably vary the engine load
directly at the engine cylinder, thereby potentially eliminating the need for prior
art throttle body and idle air control devices.
[0008] It is a still further object of the invention to provide a variable valve train device
which can be economically mass-produced for commercial use in vehicles powered by
internal combustion engines.
SUMMARY OF THE INVENTION
[0009] Briefly described, a variable valve train device in accordance with the invention
is provided for installation on an internal combustion engine having a rotary camshaft.
In a preferred embodiment, the device is capable of interfacing with a camshaft having
adjacent valve-opening and valve-closing lobes for each valve. The variable valve
train device is mounted on the engine head and is pivotable about the camshaft without
bearing upon the camshaft to alter the timing and lift of an engine valve, typically
a fuel intake valve. A command link controlling the rotational position of the apparatus
with respect to the camshaft is rotationally disposed on its outer surface in a cylindrical
shell bearing mounted on the engine head coaxial with the camshaft. The shell bearing
is variably supported by an hydraulic lash adjuster (HLA) or an adjustable ball joint
mount, or the like, such that mechanical lash in the system may be minimized. The
command link includes an arcuate ring gear portion which meshes with a control shaft
gear of the engine for advancing or retarding the valve timing. The command link pivotably
supports a rocker assembly having first and second rollers, or sliding pad cam followers,
for following the rotary motion of valve-opening and valve-closing cam lobes. The
rocker assembly is pivotably linked via an output link to an output cam element, preferably
a partial cam having minimal friction dependence on the camshaft, disposed between
the camshaft and a conventional roller finger follower for actuating the valve. In
a preferred embodiment for controlling the motion of two parallel valves at a single
engine cylinder, the output link and output cam are doubled symmetrically about the
command link, and a dual rocker arm cooperates with both output links for simultaneous
and identical actuation of both output cams and valves. Preferably, a plurality of
cylinders in an internal combustion engine are provided with an individual device
in accordance with the present invention. The disclosed invention is thus capable
of controlling engine load and peak engine torque directly at the cylinder head without
resort to a conventional throttle and exhaust gas recirculation (EGR) valve. The invention
is also useful for variably controlling the valves of other apparatus incorporating
poppet-type valves, for example, compressors for air and other gases.
BRIEF DESCRIPTION OF THE DRAWINGS
[0010] These and other features and advantages of the invention will be more fully understood
and appreciated from the following description of certain exemplary embodiments of
the invention taken together with the accompanying drawings, in which:
FIG. 1 is an end view of a prior art variable valve actuation device, shown directly
actuating a single engine valve, showing the mechanism in valve-closed position;
FIG. 2 is a view like FIG. 1, showing the mechanism in valve-open position;
FIG. 3 is an elevational view of a first side of a VVT device in accordance with the
invention directly actuating a single engine valve, showing the mechanism in a valve-closed
position, comparable to the view of the prior art VVT mechanism shown in FIG. 1;
FIG. 4 is an isometric view from above of the VVT device first side shown in FIG.
3;
FIG. 5 is an isometric view, with some elements omitted for clarity of presentation,
of the second side of the VVT device shown in FIG. 3;
FIG. 6 is an isometric view of a rocker assembly for use in the embodiment shown in
FIGS. 3 through 5;
FIG. 7 is an elevational view of the rocker assembly shown in FIG. 6;
FIG.8 is an isometric view of a second embodiment of a VVT device in accordance with
the invention; and
FIG. 9 is an elevational view, with some elements omitted for clarity of presentation,
of the embodiment shown in FIG. 8.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0011] The novelty and benefits of a variable valve train device in accordance with the
invention may be better appreciated by first considering an analogous prior art variable
valve train device as shown in FIGS. 1 and 2.
[0012] Referring to FIG. 1, numeral 10 generally indicates a prior art embodiment of a VVT
device which is operable to vary valve timing and lift in an operating engine 12 having
a valve 14 actuated through a follower 16. VVT device 10 includes a rotary input cam
lobe 18 carried, for example, on a camshaft 19 and rotatable on a rotational primary
axis 20.
[0013] Device 10 further includes a control frame 22 including a carrier link or lever 23
which is pivotable about the primary axis 20. Frame 22 is externally drivable by teeth
24 that are engaged by mating teeth 26 formed on a control gear 28 that may be oscillated
about an axis 30 parallel to the primary axis. A rocker 32 is pivotably connected
at one end with frame 22 at a pivot axis 34 spaced from the primary axis 20. Rocker
32 has a distal end 36 and an eccentric follower 38 in the form of a roller or other
suitable means for engaging cam lobe 18 and acting as a cam follower.
[0014] A secondary lever 40 has one end mounted on and pivotable about the primary axis
20. Secondary lever 40 has a distal end 44 spaced from the axis 20 and operatively
connected with the distal end 36 of rocker 32. This operative connection is made by
link 46 pivotably interconnecting the two distal ends 44,36. Secondary lever 40 also
includes at said one end an oscillating cam 48 having a base circle portion 50 centered
on the primary axis 20 and a valve lift portion 52 extending eccentrically outward
from the base circle portion. Cam 48 engages a cam follower 16, which may be a known
roller finger follower, in a reciprocating motion directly acting upon valve 14 for
opening and closing the valve.
[0015] Referring to FIGS. 1 and 2, in operation, the rotary cam lobe 18 is driven in timed
relation with the engine crankshaft by any suitable means, such as a camshaft drive.
The control member 22 is positioned in a predetermined orientation which is angularly
adjustable to vary valve lift and timing but remains fixed when no change is desired.
When the eccentric portion of the cam lobe 18 engages the roller follower 38, the
rocker 32 is pivoted outward (up) about the pivot axis 34 located on the control member
22. This raises link 46, causing the secondary lever 40 to rotate clockwise about
the primary axis 20 to slide or rock the oscillating cam 48 against the direct acting
follower 16.
[0016] If the control member 22 is in a first position as shown in FIGS. 1 and 2, the clockwise
lever motion causes the valve lift portion 52 of the oscillating cam 48 to actuate
the follower 16 downward, opening the valve 14 to its full open position as shown
in FIG. 2. Upon further rotation of the rotary cam 18, the roller follower 38 rides
back down the cam 18 to its base circle. Secondary lever 40 with oscillating cam 48
pivots counterclockwise, allowing valve 14 to close as the follower 16 is again engaged
by the oscillating cam base circle portion 50.
[0017] Referring to FIGS. 3 through 7, a first exemplary embodiment 110 of an improved variable
valve train device is shown. Numeral 110 generally indicates an embodiment of a VVT
device in accordance with the invention which is operable to vary valve timing and
lift in an operating engine 12 having a valve 14 actuated by a roller finger follower
116. Engine 12 includes a valve-opening eccentric lobe 18 and an adjacent valve-closing
lobe 21 fixedly disposed on a camshaft 19 which is rotatable on a rotational primary
axis 20.
[0018] Device 110 further includes a command link 122, analogous to prior art control frame
22. It is a feature of the invention that command link 122, unlike prior art control
frame 22, does not bear in any way upon the camshaft and thus reduces frictional operating
losses in the engine. Command link 122 is generally cylindrically arcuate about an
axis coincident with primary axis 20 and has an outer bearing surface 124 which is
received in a cylindrical shell bearing 126 mounted on the engine head. Bearing 126
preferably is supported adjustably to the head so that lash among the various components
of VVT device 110 may be minimized. For example, bearing 126 may be supported by an
hydraulic lash adjuster 128 (HLA), itself mounted in the head and drawing oil from
a known gallery in the engine head. Alternatively, bearing 126 may be supported by
an adjustable mount 130, as shown in FIGS. 8 and 9, wherein a ball end 131 is adjustably
threaded onto bearing 126 and mates with a ball socket (not shown) in the engine head.
[0019] It is an important feature of the invention that the shell bearing 126 is adjustable
radially from camshaft 19. This relaxes the manufacturing tolerances of various components
of the device and permits lash between the components to be eliminated after assembly
by adjustment of the support for the shell bearing. Such adjustment occurs either
automatically via an hydraulic lash adjuster 128 or mechanically by screw adjustment
of mount 130. Such adjustment effectively removes mechanical lash between the control
shaft gear and the ring gear on the command link; between the ring gear and the rocker
pin; between the rocker pin and the rocker assembly; between the valve-opening cam
and its follower; and between the valve-closing cam and its follower.
[0020] A rocker assembly 132 is pivotably connected at a proximal end 133 with command link
122 at a pivot axis 134 spaced from and parallel to primary axis 20. A distal end
136 of rocker 132 is pivotably connected to link 138 which in turn is pivotably connected
to a novel partial output cam 140 disposed between camshaft 19 and roller finger follower
116.
[0021] As shown in FIGS. 6 and 7, rocker assembly 132 includes a first follower, for example,
first roller 142, for following valve-opening cam lobe 18; and a second follower,
for example, second roller 144, for following valve-closing cam lobe 21. Preferably,
each roller is supported on an outer surface thereof, rather than being axially supported,
in a cylindrical bearing mount 146,148, respectively, formed in rocker assembly 132.
Each roller is axially retained by a roller retainer 150,152, respectively. Referring
to FIG. 3, rollers 142 and 144 are disposed on opposite sides of pivot axis 134 such
that the eccentric of lobe 18 drives roller 142 away from primary axis 20, thus opening
the engine valve 14, and the eccentric of lobe 21 drives roller 144 away from axis
20, thus returning the VVT linkages to the valve closed position without resort to
energy-consuming return springs. The two lobes and followers thus cooperate to control
at all times the action of rocker assembly 132 without springs.
[0022] Partial output cam 140 is an arcuate wedge rotationally displaceable between camshaft
19 and roller finger follower 116 to vary the spacing therebetween, and thus to control
the opening and closing of valve 14, by being rotated about camshaft 19. Because cam
140 makes limited angular contact with camshaft 19, in contrast with prior art oscillating
cam 48 which makes 360° contact, cam 140 can provide a significant reduction in frictional
drag of apparatus 110 as compared to prior art apparatus 10. In addition, use of cam
140 reduces the number of parts and hence the cost of the device. It also enhances
ease of assembly by allowing use of a one-piece camshaft because it is not required
to be fitted to the camshaft itself.
[0023] In operation, camshaft 19 is driven in timed relation with the engine crankshaft
by any suitable means, such as a conventional camshaft drive. Command link 122 is
positioned in a predetermined orientation which is angularly adjustable by rotation
of control gear 28 which meshes with ring gear portion 123 of the command link to
vary valve lift and timing but remains fixed when no change is desired. As cam lobe
18 drives roller 142 outwards, the rocker assembly 132 is pivoted about the pivot
axis 134 on command link 122. This causes partial output cam 140 to rotate counterclockwise
(in FIGS. 3 and 4) about the primary axis 20 to displace the roller finger follower
116 away from axis 20, thus opening valve 14. Upon further rotation of camshaft 19
past the maximum eccentricity of lobe 18, roller 142 is retracted towards primary
axis 20 as roller 144 is urged away from axis 20 by lobe 21. Rocker assembly 132 and
link 138 urge partial output cam 140 to rotate clockwise, allowing valve 14 to close
against seat 15. To reduce and control valve lift and valve open time, the control
frame 122 is rotated counterclockwise, analogous to the actuation described hereinabove
for prior art VVT device 10.
[0024] As shown in FIGS. 4 and 5, a preferred embodiment 110' of the invention is adapted
for actuating two valves 14,14' acting in parallel. A second link 138' is connected
to rocker assembly 132 and to a second partial output cam 140' which actuates valve
14' in parallel with valve 14.
[0025] Referring to FIG. 8, partial output cam(s) 140 may be replaced alternatively by full-fitting
cam(s) 140a connected to link(s) 138 and actuated thereby identically to cam(s) 140.
Cam 140a is preferably formed as two portions joined around camshaft 19 as by bolts
141: a linking portion 143 and an eccentric portion 145.
[0026] While the invention has been described by reference to various specific embodiments,
it should be understood that numerous changes may be made within the spirit and scope
of the inventive concepts described. Accordingly, it is intended that the invention
not be limited to the described embodiments, but will have full scope defined by the
language of the following claims.
1. A variable valve train device (110) for cooperating with an input camshaft (19) to
vary the action of a cylinder valve (14) in the head of an internal combustion engine
(12),
characterized by:
a command link (122) partially surrounding said camshaft and rotatably supported on
an outer surface (124) for rotation about said camshaft; and
a bearing surface (126) on the head for supporting said outer surface (124), wherein
said command link (122) and said bearing surface (126) are cylindrically arcuate and
the axis of said rotation is coincident with the rotation axis of said camshaft (19).
2. A device in accordance with Claim 1 wherein said command link includes an arcuate
gear portion (123).
3. A device in accordance with Claim 2 wherein said engine (12) is provided with a control
gear (28) and wherein said arcuate gear portion (123) is actuable by said control
gear to vary the rotational position of said device about said camshaft (19) to vary
the action of said cylinder valve (14).
4. A device in accordance with Claim 1 wherein said bearing surface (126) is supported
on said engine head by a support selected from the group consisting of hydraulic lash
adjuster (128) and adjustable ball-joint mount (130).
5. A device in accordance with Claim 1 wherein said camshaft (19) is provided with a
valve-opening lobe (18) and a valve-closing lobe (21), said device further comprising:
a) a rocker assembly (132) pivotably connected to said command link (122) and supportive
of a first follower (142) for following said valve-opening lobe (18) and a second
follower (144) for following said valve-closing lobe (21);
b) a connecting link (138) pivotably connected to said rocker assembly; and
c) an output cam element (140) pivotably connected to said connecting link (138) and
disposed against said camshaft (19), said output cam element being rotatable about
said camshaft in response to motions of said first and second cam followers (142,
144).
6. A device in accordance with Claim 5 wherein said output cam element is selected from
the group consisting of cam (140) partially surrounding said camshaft (19) and full-fitting
cam (140a).
7. A device in accordance with Claim 5 wherein at least one of said first and second
followers is a roller.
8. A device in accordance with Claim 7 wherein said roller is supported for rotation
on an outer surface thereof.
9. A device in accordance with Claim 5 wherein said engine (12) is provided with a second
valve (14') and second roller finger follower (116) for actuation in parallel with
the first valve, said device further comprising:
a) a second connecting link (138') pivotably connected to said rocker assembly; and
b) a second output cam element (140') pivotably connected to said second connecting
link and disposed between said camshaft and said second roller finger follower, said
second cam element being rotatable about said camshaft and responsive to motions of
said first and second cam followers.
10. A device in accordance with Claim 9 wherein said second output cam element is selected
from the group consisting of cam (140) partially surrounding said camshaft (19) and
full-fitting cam (140a).