DE10162553C2 - Valve control device - Google Patents

Description

BACKGROUND OF THE INVENTION Field of the Invention

The present invention relates to a Valve control device for changing the time for shooting and opening an exhaust valve or Intake valve of an internal combustion engine (hereinafter referred to as the motor) in relation to any operating conditions.

State of the art

Conventional valve control devices, which are shown for example in FIGS. 1 to 5, are known. Fig. 1 is a sectional side view of the inner structure of a conventional winged valve control device. Fig. 2 is a longitudinal section along the lines AA in Fig. 1. Fig. 3 is a longitudinal section of a conventional lock / unlock mechanism shown in Fig. 2. FIG. 4 is an enlarged perspective view of an important part of a lock / unlock mechanism of the conventional valve control device shown in FIG. 1. Fig. 5 is a graph showing the relation between an operating stroke of a locking element of the conventional locking mechanism shown in Fig. 2 and 3 and a pressure exerted on the blocking element hydraulic pressure. In addition, the right side is defined in FIG. 2 as the front and the left side as the rear. In FIGS. 3 and 4, the lower side than the front and the upper side is defined as back.

In the drawings, reference numeral 1 denotes a first rotor coupled to a crankshaft (not shown) as an output shaft of the engine by means of chains (not shown), belts (not shown), etc. and in synchronization with the crankshaft (not shown) is rotatable. The first rotor 1 , a sprocket 2 , a housing 3 and a cover 4 are integrally attached using a threaded member 5 such as screws. The sprocket 2 is rotated integrally with the crankshaft (not shown). The housing 3 has a plurality of shoes 3 a, which protrude inward from an inner edge of the housing 3 to form a plurality of hydraulic chambers. The hydraulic chambers are covered with the cover 4 .

A rotor (second rotor) 6 is rotated relative to the first rotor 1 and is arranged in the housing. The rotor 6 is integrally attached to a camshaft 7 using a threaded element 8 such as screws, the camshaft 7 determining the timing for the closing and opening of the intake and exhaust valves. The rotor 6 has a plurality of blades 6 a, which all divide the hydraulic chambers and divide by the shoes 3 a of the housing 3 into a hydraulic chamber 9 on the leading side and a hydraulic chamber 10 on the deceleration side. A first oil path 11 (supply path for the hydraulic chamber 9 ) and a second oil path 12 (supply path for the hydraulic chamber 10 ) are arranged in the camshaft 7 . The first oil path 11 supplies a hydraulic pressure to the hydraulic chamber 9 on the leading side and derives the hydraulic pressure from the latter. The second oil path 12 supplies hydraulic pressure to the hydraulic chamber 10 on the deceleration side and discharges the hydraulic pressure from the latter.

Sealing devices 13 are arranged at the front ends of the shoes 3 a of the housing 3 and at the front ends of the wings 6 a of the rotor 6 . Each of the sealing devices 13 prevents oil leakage from the boundary between the hydraulic chamber 9 on the leading side and the hydraulic chamber 10 on the decelerating side. The sealing devices 13 have a sealing element 13 a, which slides along an inner wall of the hydraulic chamber 9 of the leading side or the hydraulic chamber 10 of the delay side, and a leaf spring 13 b, which presses the sealing element 13 a against the inner wall of the respective hydraulic chamber.

A receiving hole 14 , which receives a locking pin described later, is arranged on one of the wings 6 a of the second rotor 6 . The locking pin (locking element, locking mechanism) 15 , which controls a relative rotation of the first rotor 1 and the second rotor 2 and is defined as a straight pin with a cylindrical shape, is arranged in the receiving hole 14 . The lock pin 15 prevents the occurrence of a knocking noise (abnormal noise). The second rotor 6 vibrates in the direction of rotation due to the loads of the cams (not shown) which are integrally attached to the camshaft 7 when the engine is started in a state free of hydraulic pressure in the valve control device. The rotor 6 repeatedly comes into contact with the first rotor 1 due to the vibration and detaches from it. Therefore, the knocking noise occurs due to this repetition. The locking pin 15 is biased against the first rotor at all times using a biasing device (locking mechanism) 16 such as coil springs disposed between a rear wall of the receiving opening 14 and the locking pin 15 , and engages with an engagement opening described later. An outlet opening (unlocking mechanism) 17 that releases a rearward pressure exerted on the rear portion of the locking pin 15 of the device is formed in the receiving opening 14 .

On the other hand, an engagement opening 18 is formed at a position of the sprocket 2 defined as the first rotor. The position of the sprocket 2 allows the locking pin 15 to be inserted into the engagement opening 18 when the rotor 6 defined as the second rotor is arranged in the most decelerated position with respect to the first rotor 1 .

A shut-off valve (unlocking mechanism) 19 is arranged on the wing 6 a, which has the receiving opening 14 . The check valve 19 selects the higher pressure of the two different pressures in the hydraulic chambers 9 and 10 for the leading side and the delay side, and supplies the selected pressure to the engaging hole 18 into engagement with the lock pin 15 to release the engagement (hereinafter referred to as a lock relationship) designated). The check valve 19 is connected to the engagement opening 18 via a first supply path 20 for hydraulic pressure for unlocking (unlocking mechanism), which is formed in the wing 6 a of the rotor 6 , a second supply path 21 (unlocking mechanism) for hydraulic pressure for the Unlock is formed in the sprocket 2 . The check valve 19 communicates with the hydraulic chamber 9 for the leading-side (lock-out) by means of a divided print path (lock-out) 22 for the leading-side connection. The shut-off valve 19 is connected to the pressure chamber 10 for the delay side via a divided pressure path (blocking mechanism) 23 for the delay side.

An unlocking procedure is described below.

When the lockout relationship is unlocked, hydraulic pressure coming from an oil pump (not shown) enters the leading side hydraulic chamber 9 or the delay side hydraulic chamber 10 . The hydraulic pressure is then supplied through the shut-off valve 19 to the first and second divided pressure paths 20 and 21 for unlocking the engagement opening 18 . In the engagement opening 18 , an unlocking hydraulic pressure is supplied to the space between the inner wall of the engagement opening 18 and an outer wall of the locking pin 15 and presses the locking pin 15 against a biasing force of the biasing device 16 . In this way, the locking pin 15 is moved back into the depth of the receiving opening 14 and released from the engagement opening 18 . At this time, the rearward pressure of the lock pin 15 is released from the receiving opening 14 through the outlet opening 17 to the outside of the valve control device. If a front end of the lock pin 15 disengages from the engaging hole 18 and the entire locking pin 15 is returned to the receiving opening 14, it is possible to release the locking relationship, in order to allow free rotation of the first and second rotors.

In addition, since a pressure effective area of the lock pin 15 to which hydraulic pressure is applied is constant over a period of time during switching from a locked state due to the lock pin 15 to an unlocked state, the exit speed of the pressure to the rear becomes constant. The operating stroke of the locking pin 15 is determined depending on the biasing force of the biasing device 16 and the hydraulic pressure to establish the correspondence between the operating stroke of the locking pin 15 and an applied hydraulic pressure, as shown in Fig. 5. A hydraulic pressure for unlocking is the same as a hydraulic pressure that maintains the unlocking hydraulic pressure.

When the engine stops, oil flows down from the leading side hydraulic chamber 9 and the decelerating side hydraulic chamber 10 into an oil pan (not shown) by means of the first oil path 11 , the second oil path 12 , and so on. As a result, air remains in the corresponding hydraulic chambers and lines, such as oil paths. In such a state, when the engine is restarted, the hydraulic pressure increases due to the oil pump (not shown), and at the same time, the air remaining in the piping is immediately pressed to the valve control device. As a result, air-mixed oil is supplied to the engaging hole 18 in the valve controller to act on the lock pin 15 .

However, the conventional valve control device is designed as described above. When oil mixed with air acts on the lock pin 15 to release the lock relationship when the engine is started, the hydraulic pressure in the hydraulic chamber 9 on the leading side and the hydraulic chamber 10 on the decelerating side can hardly bear the loads of the cams. Therefore, since the second rotor repeatedly abuts or detaches from the first rotor 1 , it is difficult to avoid the occurrence of knocking noise (abnormal noise) due to the repetition.

In addition, others are conventional Valve control devices which, for. B. in the JP 10-159519 A are known. It is a job the conventional device, a device to that effect to ensure that oil mixed with air is prevented Locked relationship of a sectioned pin and unintentionally unlocked an engagement opening before the Hydraulic pressure adequately when starting the moor increases. The device is hydraulic Unlocking chamber equipped between one Shoulder section of the sectioned pen and a receiving opening is formed, and is with a Provide connection path between the hydraulic Unlocking chamber and a hydraulic chamber on the Delay side communicates. The facility is also provided with a pressure release path between one Drain port that is in the sectioned Pen receiving opening is formed, and the hydraulic unlocking chamber is present to only the air drain to the outside.

The conventional valve control device is like this designed to be oil and water (pressurized fluid) that the Pressure release path, passing through the hydraulic unlocking chamber allowed. Here, if that oil mixed with air in traces on the shoulder section of the sectioned pen that acts Pressure relief path with oily components of the air blended oil and consequently draining Air hardly carried. Therefore, there is a possibility that the interlocking relationship of the sectioned Pin is unlocked before hydraulic pressure is in  increases appropriately, and the conventional device cannot cope with the above difficulties.

On the other hand, JP 10-159514 A, to which the Japanese Patent No. 3,085,219, a Valve control device with a structure that the Block a connection path with a section provided pin, the connection path is a Connects between a hydraulic Unlocking chamber and a hydraulic chamber on the Delay page when unlocking a blocked relationship. at the conventional valve control device becomes a Hydraulic pressure on the leading side to a limit between a front end of the sectioned Pin and an engaging opening is exercised and therefore it is possible to unlock the blocking relationship. If the Blocking relationship is unlocked once and that with sections provided pin is moved back, is the connection path open. In this way it is possible to unlock the unlocked Condition not only using the hydraulic pressure the leading side, but also the hydraulic pressure to maintain on the delay side.

However, the conventional valve control unit is as above described. If the blocking relationship is due to the Applying hydraulic pressure to the leading one Side is unlocked and the hydraulic chamber on the Delay side with the hydraulic unlocking chamber is connected by means of the connection path is hydraulic unlocking chamber not yet filled with oil. If hence the application of hydraulic pressure to the leading side for applying hydraulic pressure the delay side is switched, the Hydraulic pressure is not adequately applied to the Sectioned pin. So there is the possibility  that the sectioned pin due to a Preload force of a pretensioner moved forward which will point the sectioned pin towards biased at an entrance opening at any time, and that the sectioned pin into the engagement opening engages.

Any of the devices disclosed in the above publications require the use of a sectioned pin, and it is difficult to use a straight pin used in the conventional valve control unit shown in Figs. 1-5 . The sectioned pin and an insertion opening that allows the locking pin to be inserted are made in more difficult processes compared to the straight pin. It is desirable that the valve control unit have a general applicability that allows the use of any type of locking pin.

SUMMARY OF THE INVENTION

Accordingly, the object of the present invention is a Valve control unit to provide the use of allowed any type of locking pin and the occurrence of Knocking noise prevents when mixed with air oil Locking relationship in the valve control unit when starting unlocked the motor.

The object of the present invention is achieved with the features of claim 1 solved. In this way, air or oil mixed with air with the possibility at the first Movement of the unlocking process when starting the engine to be used safely drained to the outside. It is therefore possible to unlock the blocked relationship,  after the applied hydraulic pressure reaches a level to to allow the regulation of the valve control device and to reliably prevent the occurrence of head noise.

The above arrangement may further include a shutoff valve with a divided print path for the leading page, the one with the hydraulic chamber for the leading side in Connection is established, and with a subdivided print path for the delay side that with the hydraulic chamber for the Delay side communicates, which is Shut-off valve due to the higher pressure of the two different pressures in the hydraulic chamber for the leading side and for the delay side is moved and the higher pressure the supply path for the hydraulic Unlocking chamber feeds, at least one of the chambers for the leading side or delay side, the divided print path for the leading page and the divided print path for the delay side with a Drain path that is in line with the environment in Connection is established. This way air or air mixed oil which is the first movement of the Unlocking procedure is used when starting the engine can be safely discharged to the outside. It is not necessary, the total pressure generated during the first movement To provide unlocking procedures. It is therefore possible to To release blocking relationship after the applied Hydraulic pressure reached a level to regulate the Allow valve control unit and the occurrence of To prevent knocking reliably.

With the above arrangement, the drain path may be one Section connected under counter pressure in the receiving opening be, the section under back pressure as a Counter pressure chamber for the locking element acts. In this way works a due to the oil mixed with air  Hydraulic pressure that corresponds to the section of the receiving opening Back pressure is supplied, using the drain path against an unlocking hydraulic pressure that the engagement opening by means of the supply path for unlocking hydraulic pressure is fed. Therefore, it is possible to unlock the process delay and accordingly the occurrence of knocking noise reliably prevent.

With the above arrangement, an exhaust path that the Connection between the drain path and the environment manufactures with the section with back pressure in the Be receiving opening connected, the section with Back pressure as a back pressure chamber for the locking element acts. This way it is possible to do that with air to drain mixed oil quickly due to the drain path, whereby the blocking relationship is unlocked.

With the above arrangement, the drain path can be at least the hydraulic chamber for the delay side, the Hydraulic chamber for the leading side, the divided one Print path for the delay page or the divided one Print path for the leading page and the surroundings in Connect. In this way, air is mixed Oil of the receiving opening by means of at least the hydraulic chamber for the delay side, the hydraulic chamber for the leading page, the divided print path for the Delay page or the divided print path for that leading page and the drain path to build a Hydraulic pressure supplied. The hydraulic pressure counteracts an unlocking hydraulic pressure that the engagement opening by means of the supply path for the unlocked hydraulic pressure is fed. Thus, it is possible to unlock the process low hydraulic pressure when starting the engine delay.  

With the above arrangement, the drain path can be made with the Back pressure section in the receiving opening, so that the drain path with the locking element in one State of unlocking the blocked relationship is blocked. On this way, when the blocking relationship is released, after the oil mixed with air is discharged to the outside was the supply of hydraulic pressure that is different from that Drain path is derived, cut off to the intake opening. Therefore it is possible to prevent remaining pressure in the receiving opening is generated.

With the above arrangement, the drain path can be made with the Back pressure section in the receiving opening, so that the drain path through the blocking element over a Is blocked from the state of the beginning of the period Locking process to the state of moving the Locking element by a required stroke. That way the supply of hydraulic pressure from the drain path to the Reception opening blocked for the above period. thats why it is possible to create the residual pressure in the Prevent opening.

With the above arrangement, at least part of the Drain path, the discharge opening, the discharge path, the divided pressure path of the shut-off valve on the Delay side or the feed path for the unlocked Hydraulic pressure with a throttle to narrow one Opening area of the same. In this way it is possible if the drain path with the throttle is equipped to the resistance generated in the drain path increase, and the passage of oil in the air-mixed oil, that is incompressible and highly viscous through the drain path to restrict. At the same time, it is possible to selectively air, which is compressible and low-viscosity through the drain path to let it pass through. If the drain hole or the  Discharge path equipped with the throttle, it is possible restrict the drainage of the oil. If a malfunction mechanically in the locking pin in the locked state occurs, so the drain path for some reason remains open, it is possible to repeat the amount of reduce used oil to a minimum. Therefore it is possible to avoid engine damage caused by due to a lack of lubricant. If the divided Delay side print path or feed path for it is the unlocking hydraulic pressure of the throttle possible the amount of oil mixed with air that is more than that of the divided print path on the delay side or the supply path for the unlocking hydraulic pressure is to point towards the drain path.

With the above arrangement, an opening area of the Drain path narrower than that of a feed path for those Pressure chamber, which is a hydraulic pressure to the hydraulic chamber the leading side or the delay side, can be set. This way it is possible to get one Hydraulic pressure in the hydraulic chamber on the leading Side and the hydraulic chamber on the deceleration side to maintain.

With the above arrangement, the opening area of the Drain path equal to or greater than that of the drain opening or the discharge path can be set. That way it is possible to apply a residual pressure in one direction of deceleration of the unlocking process when starting the engine. It is also possible to unlock the hydraulic pressure to set it to be higher than the hydraulic pressure that maintain and prevent the unlocked state, that the locking relationship accidentally occurs when the engine starts is unlocked. Consequently, it is possible to prevent the occurrence of To prevent knocking reliably.  

With the above arrangement, the opening area of the Drain path can be set larger than any of the divided print path on the leading page, the divided print path on the delay side and the Feed paths for the unlocking hydraulic pressure. To this It is possible to move air-mixed oil towards the To direct drain path with higher priority than the Feed path for the unlocking hydraulic pressure. It is possible the passage of oil that is incompressible and is highly viscous in the air-mixed oil through the Restrict drainage path and selectively air through the Let drain path pass through that is compressible and is low-viscosity. Consequently, it is possible to occur reliably prevent knocking noises.

With the above arrangement, the opening areas of the Feed path for the pressure chamber, the discharge path, the Discharge path and the feed path for the hydraulic Unlocking pressure can be set to the following To fulfill the inequality: supply path for the pressure chamber ≧ Drain path ≧ Drain path ≧ Feed path for the hydraulic Unlocking. This way it is possible to do that air mixed oil towards the drain path with higher Priority than on the feed path for the hydraulic Release pressure. It is possible that Passage of oil that is incompressible and highly viscous, in the oil mixed with air through the drain path prevent and selectively air with compressibility and low viscosity pass through the drain path to let.

With the above arrangement, the opening areas can be set to a pressure difference between the hydraulic release pressure and a hydraulic  Generate pressure to maintain unlocking. On in this way it is possible to hydraulic Set the release pressure so that it becomes greater than the hydraulic pressure for maintaining the Unlocking and preventing accidental when Starting the engine the lockout relationship is unlocked. As a result, it is possible to prevent knocking from occurring reliably prevent.

With the above arrangement, a biasing force of Biasing device can be set to a different pressure between an unlocked one hydraulic pressure and the unlocking upright generating hydraulic pressure. In this way it is possible to unlock the hydraulic pressure adjust it to be larger than the unlock maintaining hydraulic pressure and the locking relationship to prevent accidentally when starting the engine to be unlocked. Consequently, it is possible to occur reliably prevent head noises.

With the above arrangement, one is subjected to pressure Area of a sectioned locking element set to a pressure difference between one unlocking hydraulic pressure and one unlocking to maintain hydraulic pressure. On this way it is possible to unlock the hydraulic Adjust pressure so that it becomes higher than that Unlocking holding hydraulic pressure and the locked To prevent relationship from occurring when starting the engine Motor is unlocked accidentally. As a result, it is possible to reliably prevent the occurrence of knocking noise prevent.  

With the above arrangement, the unlocking hydraulic Print the blocking element using either the Hydraulic pressure on the deceleration side or Hydraulic pressure on the leading side greater than one maximum hydraulic pressure in the engine or a hydraulic pressure an expansion valve. In this way, however, increases a hydraulic pressure that either the hydraulic chamber on the Deceleration side or the hydraulic chamber on the leading side is supplied when starting the engine and the interlocking relationship of both rotors cannot unlocked due to the increased hydraulic pressure. Therefore, it is possible to prevent the locking Relationship is accidentally unlocked when the engine is started and reliably prevent knocking from occurring.

With the above arrangement, when the first and second Rotors are locked, a hydraulic chamber that the Hydraulic pressure allowed when starting the engine, with an unlocking hydraulic chamber and the Counter pressure section in the receiving opening in each case Connect. This will be an unlocking Hydraulic pressure and a back pressure against the fighting unlocking hydraulic pressure on the locking element exercised in both directions. Therefore, it is possible to prevent the blocked relationship due to the Hydraulic pressure of the hydraulic chamber releases and the entry of Hydraulic pressure allowed when starting the engine. It is also possible to prevent the Locking relationship happens and triggers when the engine is started Knocking noise occurs.

With the above arrangement, the locking member can be of the Engagement opening can be solved due to a hydraulic Pressure of a hydraulic chamber opposite the Hydraulic chamber that prevents hydraulic pressure from entering  Engine starting allowed, being when the first and second rotors are unlocked between the Hydraulic chamber that prevents hydraulic pressure from entering Engine start allowed, and the back pressure section in discharge path defined with the opening Locking element can be blocked. That way it is possible to allow the unlocking process only if a Hydraulic pressure of a hydraulic chamber opposite the Hydraulic chamber that prevents hydraulic pressure from entering Starting the engine allowed, acts on the locking element. If once the blocking relationship is unlocked, it is possible to unlocked state due to one of the hydraulic pressures sure.

With the above arrangement, the hydraulic chamber that the Hydraulic pressure allowed when starting the engine, the hydraulic chamber on the deceleration side. To this Way it is possible to generate the remaining pressure the on the locking element in a locking direction of the Locking element is exercised due to the hydraulic pressure Hydraulic chamber on the delay side, which is the entrance of hydraulic pressure. It is therefore possible to Blocking relationship reliably prevent them released due to the hydraulic pressure on the deceleration side becomes.

BRIEF DESCRIPTION OF THE DRAWINGS

Fig. 1 is a sectional side view of the internal structure of a conventional winged valve control device.

FIG. 2 is a longitudinal sectional view along line AA in FIG. 1.

FIG. 3 is a longitudinal sectional view of a conventional lock / unlock mechanism shown in FIG. 2.

FIG. 4 is an enlarged perspective view of an important part of a lock / unlock mechanism of the conventional valve control device shown in FIG. 1.

Fig. 5 is a graph showing the relation between an operating stroke of a locking element of the conventional locking mechanism shown in Fig. 2 and 3 and a pressure exerted on the blocking element hydraulic pressure.

Fig. 6 is a side sectional view of the internal structure of a valve control device as embodiment 1 according to the present invention.

FIG. 7 is a longitudinal sectional view taken along lines AA in FIG. 6.

Fig. 8 is an enlarged perspective view of a locking / unlocking mechanism of the valve control device shown in Fig. 6 and 7.

FIG. 9A and 9B are longitudinal sectional views of the locking / unlocking mechanism of the in Fig. Valve control device 6 shown to 8, Fig. 9A shows a locked state and Fig. 9B shows an unlocked state.

Fig. 10 is a graph showing the relation between an operating stroke of a locking element of the locking mechanism shown in Fig. 6 to 9B and valve control means illustrated being applied to the locking element hydraulic pressure.

Fig. 11 is a perspective view of an important part of a locking / unlocking mechanism of a valve control device as embodiment 2 of the present invention.

FIG. 12A and 12B are longitudinal sectional views of the operation of the locking / unlocking mechanism of the. In Fig. Valve control means, Fig 11 illustrated 12A shows a locked state and Fig. 12B shows an unlocked state.

Fig. 13 is a graph showing the relationship between the operating stroke of a locking element of the locking mechanism shown in Fig. Valve control device shown 12B to 11 and a pressure exerted on the blocking element hydraulic pressure.

Fig. 14 is a side sectional view of the internal structure of a valve control device as embodiment 3 according to the present invention.

Fig. 15 is a perspective view of an important part of the locking / unlocking mechanism of the valve control device according to Fig. 14.

FIG. 16A and 16B are longitudinal sectional views of the locking / unlocking mechanism of the valve control device, FIG shown in Fig. 14 and 15. 16A shows a locked state and Fig. 16B shows an unlocked state.

Fig. 17 is a side sectional view of the internal structure of a valve control device as embodiment 4 according to the present invention.

Fig. 18 is a longitudinal sectional view taken along lines AA in Fig. 17.

Fig. 19 is an enlarged perspective view of a locking / unlocking mechanism of the valve control device shown in Fig. 17 and 18.

FIG. 20A and 20B are longitudinal sectional views of the locking / unlocking mechanism of the in Fig. Valve control means 17 illustrated to 19, Fig. 20A shows a locked state and Fig. 20B shows an unlocked state.

DESCRIPTION OF THE PREFERRED EMBODIMENT OF THE INVENTION

Embodiments of the present invention are disclosed in Explained below.

Embodiment 1

Fig. 6 is a side sectional view of the internal structure of a valve control device as embodiment 1 of the present invention. FIG. 7 is a longitudinal sectional view taken along lines AA in FIG. 6. FIG. 8 is an enlarged perspective view of the lock / unlock mechanism of the valve control device shown in FIGS. 6 and 7. FIG. 9A and 9B are longitudinal sectional views of the operation of the locking / unlocking mechanism of the valve control device shown in Fig. 6 to 8, Fig. 9A shows a locked state and Fig. 9B shows an unlocked state. Fig. 10 is a graph showing the relationship between the operating stroke of the locking element of the locking mechanism shown in Fig. 6 valve control means and shown to 9B a pressure applied to the lock mechanism hydraulic pressure. Components of embodiment 1, which are the same as those of the conventional valve control device shown in FIGS. 1 to 5, are designated by the same reference numerals, so that a further description can be omitted.

The embodiment 1 is characterized in that the wing 6 a of the rotor 6 is provided with the shut-off valve 19 with a drain path 24 . The drain path 24 establishes a connection between that of the hydraulic chamber 10 on the deceleration side and the counter pressure section 14 a in the receiving opening 14 , as shown in FIGS. 6 to 9B. An opening of the discharge path 24 near the emptying of the discharge path 24 is connected to the counter pressure section 14 a in the receiving opening 14 by means of an inner peripheral wall of the receiving opening 14 . The opening of the drain path 24 is formed at a position in which the opening may be blocked by the peripheral wall of the lock pin 15 in an unlocked state and in which the opening may not be blocked in a locked state. In addition, in embodiment 1, the discharge opening 17 , which is arranged in the receiving opening 14 , also serves as a discharge path, which represents a connection between the discharge path 24 and the ambient atmosphere.

In the valve control device provided with the shut-off valve 19 , each oil path has different parameters such as the resistance generated in the oil path and the length of the oil path. In this way, a hydraulic pressure that acts on the hydraulic chamber 10 on the deceleration side when the engine is started is sequentially supplied to the drain path 24 and the check valve 19 . An opening area of the discharge path 24 is set equal to or larger than that of the first hydraulic pressure supply path 20 for unlocking, which is connected to the shutoff valve, the second hydraulic pressure supply path 21 for unlocking, and the divided pressure path 23 on the delay side. In this way, the resistance generated in the drain path 24 can be set to be equal to or relatively less than that of the other paths. In addition, the length of the drain path 24 is set to be equal to or shorter than that of the divided pressure path 22 , 23 for the delay side of the shutoff valve 19 . In this way, the direct supply of hydraulic pressure from the hydraulic chamber 10 on the delay side to the discharge path 24 can be simultaneous with or earlier than the indirect supply of the hydraulic pressure from the chamber 10 to this discharge path 24 by means of the shut-off valve 19 . Such a parameter is set in a suitable manner and it is consequently possible to regulate the sequence of the supply of the hydraulic pressure to the discharge path.

In order to maintain the hydraulic pressure in the hydraulic chamber 10 on the deceleration side, the opening area of the drain path 24 is set to be equal to or smaller than that of the second oil path 12 . The second oil path 12 supplies hydraulic pressure to the hydraulic chamber 10 on the deceleration side and discharges the hydraulic pressure from the latter. In addition, the opening area of the discharge path 24 is set to be equal to or larger than that of the discharge opening 17 formed in the receiving opening 14 . In this way, it is possible to generate the remaining pressure in the back pressure section 14 a in the receiving opening 14 using the hydraulic pressure supplied from the discharge path 24 .

A relationship of the opening areas of the oil lines is systematically provided and explained using the following inequality: The opening area of the second oil path 12 defines as the supply path for the pressure chamber ≧ that of the discharge path 24 ≧ that of the discharge opening 17 that serves as the discharge path ≧ that of the first divided Pressure path 22 for unlocking or the second divided pressure path 23 for unlocking, which is defined as a supply path for hydraulic pressure for unlocking.

An unlocking process is explained below. In addition, in Embodiment 1, the hydraulic chamber that allows hydraulic pressure to enter when the engine is started is set as the hydraulic chamber 10 on the deceleration side. When the second rotor 6 is in the most retarded position with respect to the first rotor when the engine is stopped, the lock pin 15 engages the engagement opening 18 due to the biasing force of the biasing device 16 . As a result, the lock pin 15 locks the first rotor and the second rotor to prevent the free rotation thereof.

First, as shown in FIG. 9A, when the engine is started, hydraulic pressure from the oil pump (not shown) is mainly supplied through the second oil path 12 to the hydraulic chamber 10 on the deceleration side. The hydraulic chamber 10 on the delay side communicates with both the hydraulic unlocking chamber 18 a and the counter-pressure section 14 a in the receiving opening 14 in the locked state. The hydraulic pressure (hereinafter referred to as the delay side hydraulic pressure) is supplied to the drain path 24 and the shutoff valve 19 in sequence due to the difference in the resistance generated in the oil path and the length of the oil path as described above. A hydraulic fluid, which mixes with remaining air in the hydraulic chamber 10 on the deceleration side and the pipelines on its way there, therefore acts on the counterpressure section 14 a in the receiving opening 14 by means of the discharge path 24 . In this way, air mixed in the oil is discharged from the discharge opening 17 to the outside of the device by means of the counterpressure section 14 a. In addition, in the embodiment 1, the opening area of the discharge opening 17 is set smaller than that of the discharge path 24 in order to increase the resistance generated in the discharge opening 17 . Therefore, it is possible to generate a residual pressure in the back pressure section 14 a in the receiving opening 14 due to the oil released by air. The residual pressure acts on a rear portion of the locking pin 15 in the same direction as the biasing force of the biasing device 16 .

At the same time, the deceleration side hydraulic pressure is supplied to the engaging hole 18 by means of the divided pressure path 23 for the deceleration side, the check valve 19 , the first supply path 20 for hydraulic pressure for unlocking, and the second supply path 21 for hydraulic pressure for unlocking. An unlocking hydraulic pressure is supplied to the hydraulic unlocking chamber 18 a, which is formed between the inner wall of the engagement opening 18 and the outer wall of the locking pin 15 . The unlocking hydraulic pressure acts on the front end of the locking pin 15 against the sum of the biasing force of the biasing device 16 and the remaining pressure which is generated in the counter pressure section 14 a in the receiving opening 14 . As a result, the lock pin 15 is pushed in a direction of unlocking the lock relationship (see A in FIG. 10).

The hydraulic pressure on the deceleration side is denoted by Pr, and the remaining pressure which is generated in the counterpressure section 14 a in the receiving opening 14 is denoted by P1. The area on the front circular portion of the locking pin 15 is denoted by S, and the biasing force of the biasing device 16 is denoted by F. In the engagement state of the locking pin with the engagement opening, ie in a locked state, the inequality S (Pr - P1) <F applies.

In addition, the residual pressure P1 is determined by the resistance R1, which is generated in the discharge path 24 , which establishes the connection between the hydraulic chamber 10 on the delay side and the receiving opening 14 , and the resistance R2, which is generated in the discharge opening 17 , which the Establishes connection between the receiving opening 14 and the environment. If e.g. For example, if the resistance R1 of the discharge path 24 and the resistance R2 of the discharge opening 17 satisfy the inequality R1 << R2, the residual pressure P1 is increased in order to increase the unlocking pressure on the deceleration side. Conversely, when the resistance R1 of the discharge path 24 and the resistance R2 of the discharge port 17 satisfy the inequality R1 << R2, the residual pressure P1 becomes small to reduce the unlocking hydraulic pressure on the deceleration side. Here, if the resistance R1 of the drain path 24 is not zero, the inequality P1 <Pr is formed. When the hydraulic pressure Pr on the deceleration side is raised, the inequality turns and reads as follows:

S (Pr - P1) <F

When the hydraulic pressure Pr on the deceleration side is further increased, the lock pin 15 starts to move backward (see B in Fig. 10). The residual pressure in the back pressure section 14 a of the receiving opening 14 is quickly released to the outside of the back pressure section 14 a of the discharge path 24 and to the discharge opening 17 when the locking pin 15 moves back due to the hydraulic pressure Pr on the deceleration side. Finally, the locking pin 15 is fully disengaged from the engaging opening 18 to complete the unlocking process (see point C in Fig. 10). In this way, it is possible to allow the first rotor 1 and the second rotor to rotate freely. In addition, due to the unlocking process, as shown in FIG. 9B, the opening of the drain path 24 , which is close to the drain, is blocked by the outer periphery of the lock pin 15 that moves back into the receiving opening 14 . In this way, in the unlocked state, the connection between the hydraulic chamber 10 on the deceleration side and the counter-pressure section 14 a in the receiving opening 14 is blocked and accordingly the supply of hydraulic pressure that comes from the hydraulic chamber 10 on the deceleration side is cut off. Consequently, it is possible to prevent the generation of residual pressure in the back pressure section 14 a. A pressure that maintains the unlocked state or a pressure that maintains the unlocking based on the hydraulic pressure Pr on the deceleration side must be of an appropriate magnitude to counter the biasing force of the biasing member 16 . In this way it is possible to limit the pressure maintaining the unlocking to a smaller value than the unlocking hydraulic pressure (see point D in FIG. 10). It is possible to ensure the unlocked state with the low hydraulic pressure.

In the state where the lock pin 15 is not locked, an OCV (oil control valve, not shown) is controlled with reference to any operating conditions to switch the hydraulic pressure from the oil pump (not shown) to the hydraulic chamber 9 on the leading side.

At this time, the hydraulic chamber 9 on the leading side is only connected to the unlocking hydraulic chamber 18 a by means of the divided pressure path 22 for the leading side, the first supply path 20 for hydraulic pressure for unlocking and the second supply path 21 for hydraulic pressure for unlocking. In contrast to the application of hydraulic pressure Pr on the deceleration side, the hydraulic chamber 9 on the leading side is not connected to the counterpressure section 14 a in the receiving opening 14 . Therefore, a hydraulic pressure (hereinafter referred to as hydraulic pressure Pa of the leading sides), which is applied to the hydraulic chamber 9 on the leading side, acts only on the front end of the locking pin 15 in the hydraulic unlocking chamber 18 a as in the case of the action of the hydraulic pressure Pr on the delay side. In the process of raising the hydraulic pressure Pa on the leading side, the pressure Pa becomes a hydraulic pressure (unlocking hydraulic pressure) that is appropriate to come against only the biasing force of the biasing device 16 . That is, when the hydraulic pressure Pa on the leading side meets the inequality SPa <F, the lock pin 15 starts to move backward. The residual pressure in the back pressure section 14 a of the receiving opening 14 is quickly released to the outside of the back pressure section 14 a through the discharge path 24 and the discharge opening 17 when the locking pin 15 moves back due to the hydraulic pressure Pa on the leading side. The area on which the unlocking hydraulic pressure acts when the hydraulic pressure Pr is applied on the deceleration side is the same as the area exposed to the pressure when the hydraulic pressure Pa is applied on the leading side. Therefore, it is possible to unlock the lock pin 15 at a hydraulic pressure lower than the unlocking hydraulic pressure based on the hydraulic pressure Pr on the deceleration side by the residual pressure. Thus, as in the case of the conventional device, the unlocking hydraulic behavior when applying hydraulic pressure Pa on the leading side shows no hysteresis as shown in FIG. 5. Finally, the locking pin 15 is completely released from the engagement opening 18 in order to end the unlocking process. In this way, the first rotor 1 and the second rotor can rotate freely. In addition, due to the unlocking process, as shown in FIG. 9B, the opening of the drain path 24 , which is close to the drain, is blocked by the outer periphery of the lock pin 15 which moves back into the receiving opening 14 . In this way, in the unlocked state, the connection between the hydraulic chamber 10 on the delay side and the counter-pressure section 14 a in the receiving opening 14 is blocked and accordingly the supply of hydraulic pressure, which comes from the hydraulic chamber 10 on the delay side, cut off. Consequently, it is possible to prevent the generation of residual pressure in the back pressure section 14 a. A pressure that maintains the unlocked condition or a hydraulic pressure that maintains the unlocking must be of an appropriate magnitude to counter the biasing force of the biasing device 16 . In this way it is possible to limit the hydraulic pressure maintaining the unlocking to a value less than the unlocking hydraulic pressure (see point D in FIG. 10). Even if the application of hydraulic pressure on the leading side is then switched back to the hydraulic pressure on the deceleration side, it is possible to ensure the unlocked state at a low hydraulic pressure once the locked state has been unlocked.

A locking process is described below.  

When the engine is stopped, the oil pump (not shown) also stops. The oil in the valve control device therefore comes down into the oil pan (not shown). The hydraulic pressure in the engagement opening 18 is reduced and the locking pin 15 moves forward due to the biasing force of the biasing device 16 to move into the hydraulic unlocking chamber 18 a (see point E in Fig. 10).

As described above, in the embodiment 1, the discharge path 24 , which communicates with the hydraulic chamber 10 on the deceleration side, is arranged at the back pressure section 14 a in the receiving opening 14 , which acts as a back pressure chamber for the locking element. In this way, the hydraulic pressure, which acts on the back pressure section 14 a by means of the drain path 24 , can generate the residual pressure in the back pressure section 14 a. Both the residual pressure and the biasing force of the biasing device 16 act on the rear portion of the locking pin 15 in the same direction. On the other hand, the hydraulic pressure Pr is supplied to the delay side of the hydraulic unlocking chamber 18 a by means of the shut-off valve 19 , etc. and acts on the front end of the lock pin 15 . If the locking relationship is released when hydraulic pressure Pr is applied on the deceleration side, it is necessary to generate a hydraulic pressure which acts against the sum of the residual pressure and the biasing force of the biasing element 16 . The unlocking process is therefore delayed. It is possible to delay the unlocking process until the hydraulic pressure applied reaches a level which allows the valve control unit to be regulated. Therefore, accidental release of the lockup relationship can be prevented before hydraulic pressure increases appropriately when the engine is started, and knocking noises can be surely prevented.

In embodiment 1, the opening of the drain path 24 near the drain is blocked with the outer periphery of the lock pin 15 in the unlocked state. The opening of the drain path 24 near the drain is released from the blocking of the locking pin 15 in the locked state. Therefore, it is possible to generate the residual pressure, which acts on the locking pin 15 in the same direction as the biasing force of the biasing device 16 , in the back pressure section 14 a of the receiving opening 14 using the hydraulic pressure Pr of the delay side when locking. No residual pressure is generated due to the hydraulic pressure Pa on the leading side or the hydraulic pressure Pr on the deceleration side when unlocking. In this way, when the hydraulic pressure Pr acts on the delay side in the locked state, it is possible to maintain a pressure difference between the unlocking hydraulic pressure acting on the locking pin 15 against the sum of the residual pressure and the biasing force of the biasing device 16 and the unlocking generate pressure that is appropriate to act only against the biasing force of the biasing means 16 . Therefore, it is possible to obtain the unlocking hydraulic behavior that shows hysteresis and satisfies the relation of the hydraulic pressure above as shown in FIG. 10. Because the hydraulic unlocking behavior shows the hysteresis, it is therefore possible to delay the unlocking process due to the hydraulic pressure Pr on the delay side. After the unlocking process is completed, it is possible to keep the unlocking hydraulic pressure at a low hydraulic pressure. It is possible to maintain a relative rotational state of the first rotor and the second rotor at any time under operating conditions without losing control properties of the valve control device.

In order to generate a pressure difference between the unlocking hydraulic pressure and the hydraulic pressure maintaining the unlocking in embodiment 1 and to produce the unlocking hydraulic properties with a hysteresis, a throttle can be formed for partially narrowing the opening area of the oil paths. Furthermore, the throttles can be adjusted with regard to the resistance distribution generated in the oil paths. In this case, since a resistance difference between oil paths equipped with throttles and oil paths without throttles is generated, it is possible to delay the sequence of supplying the hydraulic pressure to the oil paths equipped with throttles. In this way, it is possible to appropriately adjust the throttles in the oil paths in order to direct the unlocking hydraulic pressure in the direction of the drain path 24 , with priority over those in the direction of the hydraulic unlocking chamber 18 a. Alternatively, the pretensioning force of the pretensioning device 16 can be adjusted in order to generate a pressure difference between the unlocking hydraulic pressure and the hydraulic pressure maintaining the unlocking and to produce the hydraulic unlocking behavior with formation of the hysteresis.

In the embodiment 1, the drain path 24 is arranged so that it connects between the hydraulic chamber 10 on the deceleration side and the back pressure section 14 a in the receiving opening 14 , which acts as a back pressure chamber for the locking pin 15 . Alternatively, a drain path can be arranged to establish a connection between oil paths, which allow the supply of the hydraulic pressure from the hydraulic chamber 10 on the deceleration side, and the counterpressure section 14 a in the receiving opening 14 . The oil paths include the divided pressure path 23 for the delay side, which is connected to the shut-off valve 19 , the first supply path 20 for hydraulic pressure for unlocking or the second supply path 21 for hydraulic pressure for unlocking.

In embodiment 1, when the second rotor 6 is placed in the most retarded position with respect to the first rotor 1 when the rotor is stopped, the lock pin 15 is set to engage the engaging hole 18 due to the biasing force of the biasing device 16 to restrict the free rotation of the first and second rotors. Alternatively, the locking pin 15 can be adjusted to engage the engaging opening 18 formed at a position other than the most retarded position. If the engagement opening 18 is formed in the most leading position, the drain path may be arranged to make a connection between the hydraulic chamber 9 on the leading side and the back pressure portion 14 a in the receiving opening 14 . Alternatively, the drain path can be arranged to establish a connection between oil paths, which allow the supply of hydraulic pressure from the hydraulic chamber 9 on the leading side and the counter pressure section 14 a in the receiving opening 14 . The oil paths include the divided pressure path 22 on the leading side, which is connected to the shutoff valve 19 , the first supply path 20 for hydraulic pressure for unlocking or the second supply path 21 for hydraulic pressure for unlocking.

In embodiment 1, a single discharge path 24 is arranged, which establishes a connection between the hydraulic chamber 10 of the delay side and the counterpressure section 14 a in the receiving opening 14 , which is equipped with the outlet opening 17 . Alternatively, a bleed path can at least be arranged to establish a connection between any of the hydraulic chamber 9 on the leading side of the hydraulic chamber 10 on the deceleration side, the divided print path 22 or 23 of the leading side or the retard side, both with the shut-off valve 19 in connection stand, the first or second supply path 20 or 21 for hydraulic pressure to unlock and the environment. In this case, it is possible to release the locking relationship after the applied hydraulic pressure reaches a level to allow the control of the valve control device, because air or oil mixed with air used in the first movement of the unlocking method when the engine is started, can be safely discharged to the outside.

In embodiment 1, the discharge opening 17 serves as a discharge path. Alternatively, a different discharge path, which represents a connection between the discharge path 24 and the surroundings, can be arranged at the receiving opening 14 . As in the case of the discharge opening 17 , an opening area of the discharge path is smaller than that of the discharge path 24 or a throttle for narrowing the opening area of the discharge path may be formed therein. In this way, the resistance of the discharge path is increased compared to the discharge path 24 in order to generate a residual pressure in the counterpressure section 14 a in the receiving opening 14 . It is possible to delay the unlocking process and prevent knocking from occurring.

In Embodiment 1, the hydraulic chamber that allows hydraulic pressure to enter when the engine is started is set as the delay side hydraulic chamber 10 . Alternatively, the hydraulic chamber that allows hydraulic pressure to enter when the engine is started can be set as the leading side hydraulic chamber 9 . In this case, the first and second rotors may be in a position other than the most decelerated position including the most leading position or an intermediate position defined between the most decelerated position and the most leading position, e.g. B. be locked.

Embodiment 2

Fig. 11 is a perspective view of an important part of a locking / unlocking mechanism of a valve control device as embodiment 2 according to the present invention. FIG. 12A and 12B are longitudinal sectional views of the operation of the locking / unlocking mechanism of the. In Fig. Valve control means 11 shown Fig 12A shows a locked state and Fig. 12B shows an unlocked state. Fig. 13 is a graphical representation of the relationship between an operating stroke of a lock member of the lock mechanism of the valve control device shown in Figs. 11 to 12B and a hydraulic pressure acting on the lock member. Components of the embodiment 2 to those of the conventional valve control device which is shown in Fig. 1 to Fig. 5, or those of the embodiment 1 are collectively referred to by same reference numerals, will be omitted in further description.

Embodiment 2 is characterized in that a locking pin 25 defined as a sectioned pin is used, whereas in embodiment 1 the straight shaped locking pin 15 is used as the locking element with a constant diameter and an improved possibility of manufacture in comparison to the sectioned pin. The locking pin 25 has a portion 25 a with a smaller diameter, which is arranged at a front end thereof, and a portion 25 b with a larger diameter with an outer diameter larger than the outer diameter of the portion 25 a with a smaller diameter. Therefore, in the embodiment 2, the engagement opening 18 has an inner diameter corresponding to the outer diameter of the portion 25 a with a smaller diameter. The receiving opening 14 has an inner diameter corresponding to the outer diameter of the section 25 b with a larger diameter. A first hydraulic unlocking chamber 26 is formed between an outer wall of section 25 a with a smaller diameter of the locking pin 25 and an inner wall of the engagement opening 18 .

Here, as shown in FIGS. 12A and 12B, an area on which the hydraulic pressure for unlocking is applied in the first hydraulic unlocking chamber 26 (hereinafter referred to as an area on which the unlocking hydraulic pressure acts) of the portion 25 a with a smaller diameter of the locking pin 25 defined as S1. An area on which the back pressure in the back pressure section 14 a acts in the receiving opening 14 (hereinafter referred to as the area on which the back pressure acts) of the rear section of the locking pin 25 is defined as S2. The inequality S1 <S2 applies at all times.

An unlocking process is explained below.

First, when the engine is started, as shown in FIG. 12A, the hydraulic pressure from the oil pump (not shown) is mainly supplied through the second oil path 12 to the hydraulic chamber 10 on the deceleration side. The hydraulic chamber 10 on the delay side is in communication with the first hydraulic unlocking chamber 26 and the back pressure section 14 a in the receiving opening 14 in the locked state. The hydraulic pressure Pr on the deceleration side is supplied to the counterpressure section 14 a and then to the shut-off valve 19 in the receiving opening 14 by means of the discharge path 24 . In embodiment 2, because the opening area of the discharge opening 17 is narrower than that of the discharge path 24 , the resistance generated in the discharge opening 17 is higher than in the case of the embodiment 1. A hydraulic fluid that communicates with the remaining air in the hydraulic chamber 10 of the embodiment Delay side and the pipes mixed on the way to this, therefore acts on the back pressure section 14 a in the receiving opening 14 with the help of the drain path 24 . In this way, air mixed in the oil is discharged from the discharge opening 17 to the outside of the device with the aid of the counterpressure section 14 a. In addition, in Embodiment 2, as in the case of Embodiment 1, the opening area of the discharge opening 17 is set smaller than that of the discharge path 24 to increase the resistance generated in the discharge opening 17 . Therefore, it is possible to generate a residual pressure in the back pressure section 14 a in the receiving opening 14 due to air-free oil. The residual pressure acts on a rear portion of the locking pin 25 in the same direction as the biasing force of the biasing device 16 .

At the same time, the hydraulic pressure Pr of the delay side is supplied to the hydraulic unlocking chamber 26 by means of the divided pressure path 23 for the delay side, the shutoff valve 19 , the first supply path 20 for the hydraulic pressure for unlocking and the second supply path 21 for the hydraulic pressure for unlocking. An unlocking hydraulic pressure, which is supplied to the first hydraulic unlocking chamber 26 , acts on the front end of the locking pin 25 against the sum of the biasing force of the biasing device 16 and the residual pressure which is generated in the back pressure section 14 a in the receiving opening 14 . As a result, the lock pin 25 is pushed in a direction in which the lock relationship is unlocked (see A in Fig. 13).

In this context, the residual pressure, which is generated in the back pressure section 14 a, P1 and the biasing force of the biasing device 16 with F. If the following inequality

S1Pr - S2P1 <F

applies, the locked relationship is not resolved to maintain the locked state. Since the inequality S1 <S2 is satisfied at all times, the left side of the above inequality is zero or less when Pr is almost equal to P1. Therefore, even if the hydraulic pressure Pr on the deceleration side is further raised to a maximum hydraulic pressure in the engine or the hydraulic pressure for the relief valve as shown in Fig. 13, it is impossible to release the lockup relationship due to the hydraulic pressure Pr on the deceleration side.

Subsequently, in the locked state, with reference to any operating conditions, an OCV (oil control valve, not shown) is controlled to switch the hydraulic pressure from the oil pump (not shown) to the leading side hydraulic chamber 9 . At this time, the hydraulic chamber 9 on the leading side stands only with the first hydraulic unlocking chamber 26 by means of the divided pressure path 22 of the leading side, the shutoff valve 19 and the first and second supply paths 20 and 21 for hydraulic pressure for unlocking as shown in Fig. 12B in connection. In contrast to the application of hydraulic pressure Pr on the deceleration side, the hydraulic chamber 9 on the leading side is not connected to the counterpressure section 14 a in the receiving opening 14 . Therefore, the hydraulic pressure Pa on the leading side only presses the front end of the lock pin 25 in the first hydraulic unlocking chamber 26 . In the method of increasing the hydraulic pressure Pa on the leading side, the pressure Pa becomes a hydraulic pressure (unlocking hydraulic pressure) against the biasing force of the biasing device 16 . This means that the lock pin 25 starts moving backward when the hydraulic pressure Pa on the leading side is inequality

S1Pa <F

Fulfills. The remaining oil in the back pressure section 14 a of the receiving opening 14 is quickly discharged to the outside of the back pressure section 14 a through the drain path 24 and the discharge opening 17 when the locking pin 25 moves back due to the hydraulic pressure Pa on the leading side. Therefore, it is possible to release the lock pin 25 at a hydraulic pressure lower than the unlocking hydraulic pressure based on the hydraulic pressure Pr of the deceleration side by the residual pressure. Thus, when hydraulic pressure Pa is applied on the leading side, as in the case of the conventional solution, the unlocking hydraulic properties do not show any hysteresis, as shown in FIG. 5. Finally, the locking pin 25 is fully disengaged from the engaging opening 18 to complete the unlocking process. In this way, it is possible to allow the first rotor 1 and the second rotor to rotate freely.

In is also, as shown in Fig. 12B, due to the Entsperrvorganges the opening of the exhaust path 24 near the discharge opening through the outer periphery of the portion 25 b of larger diameter of the locking pin 25 blocked, the back moves in the receiving opening 14. In this way, in the unlocked state, the connection between the hydraulic chamber 10 on the connection side and the back pressure section 14 a in the receiving opening 14 is blocked, and accordingly the supply of hydraulic pressure, which comes from the hydraulic chamber 10 on the delay side, to the back pressure section 14 a cut off. Consequently, it is possible to prevent the residual pressure from being generated in the back pressure section 14 a. The hydraulic pressure maintaining the unlocking is of an appropriate size to act only against the biasing force of the biasing device 16 . In this way it is possible to limit the pressure maintaining the unlocking to a value less than the unlocking hydraulic pressure. Even if the application of hydraulic pressure on the leading side is then switched back to that of the hydraulic pressure on the deceleration side, it is possible to ensure the locked state at low hydraulic pressure once the locking relationship has been released.

A locking process is explained below.

When the engine is stopped, the oil pump (not shown) also stops. The oil in the valve control device can therefore flow down into the oil pan (not shown). The hydraulic pressure in the first hydraulic Entsperrkammer 26 is reduced, and the lock pin 25 moves forward due to the biasing force of the biasing means 16 in the engaging hole 18 (see point E in Fig. 13) engage. At this point the lockout process is complete.

As described above, in the embodiment 2, the sectioned pin, which is referred to as the locking pin 25 , is used, and the discharge path 24 , which establishes a connection between the back pressure section 14 a in the receiving opening 14 and the hydraulic chamber 10 of the deceleration side, is used in Contrary to the embodiment 1 arranged. In this way, it is possible to substantially prevent the lock relationship from being released when the hydraulic pressure Pr is applied on the deceleration side. Thus, it is possible to prevent the lockup relationship from accidentally coming off before hydraulic pressure increases appropriately when the engine is started to reliably prevent knocking from occurring. If the hydraulic pressure on the leading side is switched from the hydraulic pressure Pr on the deceleration side after the hydraulic pressure reaches a level to allow the control of the valve control device, it is possible to lock the relationship due to the hydraulic pressure Pa on the leading side to solve for the first time.

In embodiment 2, the area S2 on which the counterforce acts is larger than the area S1 on which the unlocking hydraulic pressure acts. Even if the residual pressure is restricted to a small value, it is impossible to release the lockup relationship due to the hydraulic pressure Pr on the deceleration side. The biasing force of the valve control device and the resistance distribution which is generated in oil paths can therefore be set differently from embodiment 1. Since the hydraulic pressure maintaining the unlocking can be set lower than the unlocking hydraulic pressure, e.g. B. as for the biasing force of the biasing device 16 , the embodiment 2 can be set smaller than the embodiment 1. In addition, the enlarged opening area of the discharge opening 17 or the discharge path (not shown) allows the control of the back pressure section 14 a to atmospheric pressure to facilitate the release of air. As a result, it is possible to improve the easy insertion of the lock pin 25 into the engaging hole 18 when the engine is stopped. In addition, the reduced opening area of the drain path 24 can lead to the reduction of the residual pressure that is generated in the counterpressure section 14 a and it can limit the amount of oil that is discharged to the outside of the device.

In embodiment 2, the area S1 on which the unlocking hydraulic pressure acts is different from the area S2 on which the counter pressure acts. Therefore, the setting of the ratio of the area S1 to which the unlocking hydraulic pressure acts and the area S2 to which the back pressure acts can be a choice for setting the hydraulic unlocking properties with a required hysteresis in addition to setting the resistance distribution used in the Oil paths is generated, or the biasing force of the biasing device 16 is defined.

Embodiment 3

Fig. 14 is a side sectional view of the internal structure of a valve control device as embodiment 3 according to the present invention. FIG. 15 is a perspective view of an important part of a lock / unlock mechanism of the valve control device shown in FIG. 14. FIG. 16A and 16B are longitudinal sectional views of the operation of the locking / unlocking mechanism of the valve controller in Fig. 14 and 15 shown, Fig. 16A shows a locked state and Fig. 16B shows an unlocked state. Components of the embodiment 3 common to those in FIG. 1 to FIG. 5 or conventional valve control device shown that are of embodiment 1 are denoted by the same reference numerals, will be omitted in further description.

In the embodiment 3, a third supply path 28 for hydraulic pressure for unlocking is arranged on the wing 6 a of the rotor 6 and a second supply path 29 for hydraulic pressure for the unlocking on the chain wheel 2 is arranged instead of the shut-off valve 19 used in the embodiment 1 and embodiment 2 , The third supply path 28 for hydraulic pressure for unlocking will make a connection between a second hydraulic Entsperrkammer 27, which is b between the front end of the portion 25 of larger diameter of the lock pin 25 and the inner wall of the receiving opening 14 is formed, and the hydraulic chamber 10 on the retard side. The second hydraulic pressure supply path 29 for unlocking connects between the first hydraulic unlocking chamber 26 and the hydraulic chamber 9 on the leading side.

The unlocking procedure is explained below.

First, as shown in FIG. 16A, when the engine is started, hydraulic pressure from the oil pump (not shown) is mainly supplied through the second oil path 12 to the hydraulic chamber 10 on the deceleration side. The hydraulic chamber 10 on the delay side establishes a connection to the second hydraulic unlocking chamber 27 and the counter pressure section 14 a in the receiving opening 14 in the locked state. The hydraulic pressure Pr on the deceleration side is supplied through the discharge path 24 to the counterpressure section 14 a in the receiving opening 14 . In embodiment 3, the opening area of the discharge opening 17 is narrower than that of the discharge path 24 as in the case of embodiment 1. A hydraulic fluid that mixes with remaining air in the hydraulic chamber 10 on the delay side and in pipes on its way to it acts on the counter pressure section 14 a in the receiving opening 14 by means of the discharge path 24 . In this way, the air mixed in the oil is discharged from the discharge opening 17 to the outside of the device with the help of the back pressure section 14 a. In addition, in the embodiment 3, as in the case of the embodiment 1, the opening area of the discharge opening 17 is set smaller than that of the discharge path 24 in order to increase the resistance generated in the discharge opening 17 . Therefore, it is possible to generate a residual pressure in the counterpressure section 14 a in the receiving opening 14 due to oil freed from air. The residual pressure acts on the rear portion of the locking pin 25 in the same direction as the biasing force of the biasing device 16 .

At the same time, the hydraulic pressure Pr on the deceleration side is supplied to the second hydraulic unlocking chamber 27 by means of the third supply path 28 for hydraulic pressure for unlocking. Here, the area of the lock pin 25 that is exposed to the unlocking hydraulic pressure in the second hydraulic unlocking chamber 27 is defined as (S2 - S1). The residual pressure generated in the back pressure section 14 a is designated P1 and the biasing force of the biasing device 16 is designated F. If the following inequality (S2 - S1) Pr - S2P1 <F is satisfied, the blocking relationship is not unlocked. Because the inequality

S1 <S2

is satisfied at all times, is the left side of the above Inequality zero or less if Pr is almost equal to P1. So it's impossible to break the locked relationship, even if the hydraulic pressure Pr on the deceleration side continue to the maximum hydraulic pressure in the engine or Hydraulic pressure of the expansion valve is raised.

Subsequently, an OCV (oil control valve, not shown) is controlled in the locked state with reference to any operating conditions to switch the hydraulic pressure from the oil pump (not shown) to the hydraulic chamber 9 on the leading side. At this time, the hydraulic chamber 9 on the leading side is only connected to the first hydraulic unlocking chamber 26 by means of the fourth hydraulic pressure supply path 29 for unlocking. In contrast to the application of hydraulic pressure Pr on the deceleration side, the hydraulic chamber 9 on the leading side is not connected to the counterpressure section 14 a in the receiving opening 14 . Therefore, the hydraulic pressure Pa on the leading side acts only on the front end (pressurized surface S1) of the lock pin 25 in the first hydraulic unlocking chamber 26 . In the method of increasing the hydraulic pressure Pa on the leading side, the pressure Pa becomes a hydraulic pressure (unlocking hydraulic pressure) that is appropriate to act against the biasing force of the biasing device 16 . This means that the lock pin 25 starts moving backward when the hydraulic pressure Pa on the leading side the inequality

S1Pa <F

Fulfills. The remaining oil in the counter pressure section 14 a of the receiving opening 14 is quickly discharged to the outside of the counter pressure section 14 a through the drain path 24 and the discharge opening 17 when the locking pin 25 moves back due to the hydraulic pressure Pa on the leading side. Therefore, it is possible to release the lock pin 25 at a hydraulic pressure smaller than the release hydraulic pressure based on the hydraulic pressure Pr on the deceleration side by means of the residual pressure. Therefore, the hydraulic release behavior when applying hydraulic pressure Pa on the leading side, as in the case of the conventional solution, shows no hysteresis, as shown in FIG. 5. Finally, the locking pin 25 is completely disengaged from the engaging opening 1 to complete the unlocking process. In this way, it is possible to allow the first rotor and the second rotor to rotate freely.

In addition, during the Entsperrvorganges, as shown in FIG. 16B, the opening of the drain path 24 close to the discharge opening through the outer periphery of the portion 25 b of larger diameter of the locking pin 25, which moves back in the receiving opening 14 is blocked. In this way, in the unlocked state, the connection between the hydraulic chamber on the deceleration side 10 and the counter pressure section 14 a in the receiving opening 14 is blocked and the supply of hydraulic pressure, which comes from the hydraulic chamber 10 on the deceleration side, to the counter pressure section 14 a is therefore interrupted , Consequently, it is possible to prevent the generation of residual pressure in the back pressure section 14 a. The hydraulic pressure maintaining the unlocking is of an appropriate size in order to act only against the biasing force of the biasing device 16 . In this way it is possible to limit the pressure maintaining the unlocking to a smaller value than the unlocking hydraulic pressure. Even if the application of hydraulic pressure on the leading side is then switched back to hydraulic pressure on the deceleration side, it is possible to ensure the locked state at a low hydraulic pressure once the locked relationship has been unlocked.

A locking process is explained below.

When the engine is stopped, the oil pump (not shown) is also stopped. The oil in the valve control device therefore flows down into the oil pan (not shown). The hydraulic pressure in the first hydraulic unlocking chamber 26 and the second hydraulic unlocking chamber 27 is reduced and the locking pin 25 moves forward due to the biasing force of the biasing device 16 to engage the engagement opening 18 . At this point the lockout process is complete.

In Embodiment 3, as used in the case of Embodiment 2, provided with portions pin as a blocking element and the discharge path 24, which connects between the counter-pressure section 14 is provided a in the receiving opening 14 and the hydraulic chamber 10 on the deceleration side, is. In this way, it is possible to remarkably prevent the releasing relationship from being released when hydraulic pressure Pr is applied on the deceleration side. Therefore, it is possible to prevent the locking relationship from accidentally coming off before the hydraulic pressure has increased appropriately when starting the engine, etc., to prevent knocking from occurring. If the hydraulic pressure on the leading side has been switched from the hydraulic pressure Pr on the deceleration side after the hydraulic pressure has reached a level to allow the control of the valve control device, it is possible for the first time to release the lockup relationship due to the hydraulic pressure Pa the leading side.

In the embodiment 3, the third hydraulic pressure supply path 28 for unlocking, which connects between the second hydraulic unlocking chamber 27 and the hydraulic chamber 10 on the delay side, is arranged. This is in contrast to the embodiment 2. In this way, it is possible to ensure the unlocked state due to the hydraulic pressure Pr on the deceleration side even if the hydraulic pressure Pr on the deceleration side acts in the unlocked state.

Embodiment 4

Fig. 17 is a side sectional view of the internal structure of a valve control device as embodiment 4 according to the present invention. Fig. 18 is a longitudinal sectional view taken along lines AA in Fig. 17. Fig. 19 is an enlarged perspective view of a locking / unlocking mechanism of the valve control device shown in Fig. 17 and 18. FIG. 20A and 20B are longitudinal sectional views of the operation of the locking / unlocking mechanism of the in Fig. Valve control means 17 illustrated to 19, Fig. 20A shows a locked state and Fig. 20B shows an unlocked state. Components of the embodiment 4 common to those of the conventional valve control device shown in FIGS. 1 to 5 or those of the embodiment 1 are designated by the same reference numerals, so that a further description can be omitted.

In the embodiment 1 to the embodiment 3 is the Engagement opening arranged on the first rotor and that  Locking element arranged on the second rotor. The embodiment 4, however, is characterized in that the locking element is arranged on the first rotor and the engagement opening on second rotor is arranged. In addition, at Embodiment 1 to embodiment 3, the locking element shifted in an axial direction of the device. The Embodiment 4, however, is characterized in that the locking element in a radial direction of the device is moved.

In embodiment 4, the engagement opening 18 is formed by the outer peripheral surface of a boss portion 6 b of the rotor 6 in the radial direction of the device. The receiving opening 14 is formed in one of the shoes 3 a of the housing 3 , the receiving opening 14 facing the outer peripheral surface of the shoulder portion 6 b, which is equipped with the engagement opening 18 in the radial direction of the device. The receiving opening 14 receives the locking pin 25 and allows a sliding movement in the radial direction. A stop 30 is pressed into the outermost portion of the receiving opening 14 and prevents the locking pin 25 and the valve control device, which is arranged between the locking pin 25 and the stop 30 , from jumping out of the receiving opening 14 . 10634 00070 552 001000280000000200012000285911052300040 0002010162553 00004 10515 The stop 30 is fastened with a pin 31 . The discharge opening 17 is formed on a central region of the stop 30 .

The shut-off valve 19 is arranged near the receiving opening 14 in the shoe 3 a above. The shut-off valve 19 communicates with both the leading side hydraulic chamber 9 through the divided leading path pressure path 22 and the delay side hydraulic chamber 10 through the divided pressure path 23 for the decelerating side. The drain path 24 in the embodiment 4 is branched off from the divided pressure path 23 for the delay side and establishes a connection between the hydraulic chamber 10 for the delay side and the counter-pressure section 14 a in the receiving opening 14 . In addition, the counter-pressure section 14 a in the receiving opening 14 of the embodiment 4 is a space which is limited between the locking pin 25 and the stop 30 . The third hydraulic pressure supply path 28 for unlocking is arranged between the shut-off valve 19 and the second hydraulic unlocking chamber 27 .

An unlocking process is explained below.

First, when the engine is started, as shown in FIG. 20A, the hydraulic pressure from the oil pump (not shown) is mainly supplied through the second oil path 12 to the hydraulic chamber 10 for the deceleration side. The hydraulic chamber 10 for the delay side is connected to the second hydraulic unlocking chamber 27 by means of the divided pressure path 23 for the delay side, the shut-off valve 19 and the third supply path 28 for hydraulic pressure for unlocking. The chamber 10 is connected to the counterpressure section 14 a in the receiving opening 14 by means of the divided pressure path 23 for the delay side and the discharge path 24 . A hydraulic fluid, which mixes with the remaining air in the hydraulic chamber 10 for the delay side and in the pipelines on its way to this, therefore acts with its pressure on the back pressure section 14 a in the receiving opening 14 and the second hydraulic unlocking chamber 27 by means of the drain path 24 when the hydraulic pressure acts on the chamber 10 . In this way, air mixed in the oil is discharged from the discharge opening 17 to the outside of the device with the aid of the counterpressure section 14 a. In addition, it is possible to generate a residual pressure in the back pressure section 14 a in the receiving opening 14 due to oil that is freed of air, and the back pressure section 14 a is supplied. The residual pressure P1 acts on the rear portion (pressurized surface S2) of the lock pin 25 to move the lock pin 25 forward. On the other hand, the hydraulic pressure Pr on the deceleration side, which acts on the second hydraulic unlocking chamber 27, acts on a shoulder portion (pressurized area S2-S1) of the lock pin 25 to move the lock pin 25 back.

The biasing force of the biasing device 16 is denoted by F. If the following inequality

(S2 - S1) Pr - S2P1 <F

is fulfilled, the blocking relationship is not resolved to the to maintain the locked state. Because the inequality S1 <S2 is satisfied at all times, is the left side the above inequality zero or less when Pr is close is equal to P1. Even if the hydraulic pressure Pr on the Deceleration side continues to a maximum hydraulic Pressure in the engine or the hydraulic pressure in the overload valve increases, it is impossible to cancel the blocked relationship due to the release hydraulic pressure Pr on the deceleration side. In this way air or oil mixed with air can be used the possibility of moving the first time Unlocking process used when starting the engine are safely led away to the outside. Therefore, it is possible to reliably prevent the occurrence of head noise prevent when the blocking relationship at low hydraulic pressure is released.  

In the locked state, an OCV (oil control valve, not shown) is controlled with reference to any operating conditions to switch the hydraulic pressure from the oil pump (not shown) to the hydraulic chamber 9 on the leading side. At this time, the hydraulic chamber 9 on the leading side communicates only with the second hydraulic unlocking chamber 27 by means of the divided leading path pressure path 22 , the control valve 19, and the third hydraulic pressure supply path 28 for unlocking. In contrast to the application of the hydraulic pressure Pr on the deceleration side, the hydraulic chamber 9 on the leading side is not connected to the counterpressure section 14 a in the receiving opening 14 . Therefore, the hydraulic pressure Pa on the leading side acts only on the shoulder portion (pressurized area S2 - S1) of the lock pin 25 in the second hydraulic unlocking chamber 27 . In the method of increasing the hydraulic pressure Pa on the leading side, the pressure Pa becomes a hydraulic pressure (unlocking hydraulic pressure) against the biasing force of the biasing device 16 . That is, when the hydraulic pressure Pa on the leading side is inequality

(S2 - S1) Pa <F

fulfilled, the locking pin 25 begins to move back. The residual oil in the back pressure section 14 a of the receiving opening 14 is quickly discharged to the outside of the back pressure section 14 a through the drain path 24 and the discharge opening 17 when the locking pin 25 moves back due to the hydraulic pressure Pa on the leading side. Therefore, it is possible to release the lock pin 25 at a hydraulic pressure lower than the hydraulic pressure based on the hydraulic pressure Pr on the deceleration side by means of the residual pressure. Thus, the hydraulic behavior when releasing when applying hydraulic pressure Pa on the leading side shows no hysteresis as in the case of the conventional device shown in FIG. 5. Finally, the locking pin 25 is completely out of the. Engagement opening 18 disengaged to complete the unlocking process. In this way, it is possible to allow the free rotation of the first rotor 1 and the second rotor.

In addition, due to the Entsperrverfahrens, as shown in Fig. 20B, the opening of the drain path 24 close to the discharge opening through the outer periphery of the portion 25 b of larger diameter of the locking pin 25, which moves back in the receiving opening 14 blocked. In this way, in the unlocked state, the connection between the hydraulic chamber 10 on the delay side and the back pressure section 14 a in the receiving opening 14 is blocked and accordingly the supply of hydraulic pressure, which comes from the hydraulic chamber 10 on the delay side, is interrupted to the back pressure section 14 a , Consequently, it is possible to prevent the residual pressure from being generated in the back pressure section 14 a. The hydraulic pressure maintaining the unlocking is of an adequate size to only act against the biasing force of the biasing device 16 . In this way it is possible to limit the hydraulic pressure maintaining the unlocking to a smaller value than the unlocking hydraulic pressure. Even if the application of the hydraulic pressure on the leading side is switched back to that of the hydraulic pressure on the deceleration side, it is possible to secure the locked state at a low hydraulic pressure once the locking relationship has been unlocked.

A locking process is explained below.

When the engine is stopped, the oil pump (not shown) is also stopped. The oil in the valve control device therefore flows into the oil pan (not shown). The hydraulic pressure in the second hydraulic unlocking chamber 27 is reduced and the locking pin 25 moves forward due to the biasing force of the biasing device 16 to engage the engagement opening 18 . At this point the lockout process is complete.

As described above, the components of Embodiment 4 are the same as those of Embodiment 1 to Embodiment 3 except that the lock pin 25 can move in the radial direction of the device and is disposed on the first rotor and the engaging hole 18 is disposed on the second rotor. In Embodiment 4, air or oil mixed with air, with the possibility of mainly being used in the unlocking operation when starting the engine, will surely be discharged to the outside as in the case of Embodiments 1 to 3. Therefore, it is possible to release the lock relationship, after the applied hydraulic pressure reaches a level that allows the control of the valve control device and reliably prevent the occurrence of knocking noise.

Claims (5)

1. A valve control device comprising:
a first rotor ( 1 ) which is rotatable synchronously with a crankshaft of an internal combustion engine and has a plurality of shoes ( 3 a) which are formed on an inner circumference of the first rotor;
a second rotor ( 6 ) which is attached to one end of an intake or exhaust camshaft of the internal combustion engine and is arranged in the first rotor and is rotatable relative to the first rotor ( 1 ), and has a plurality of vanes ( 6 a) formed on an outer periphery of the second rotor;
a leading side hydraulic chamber ( 9 ) and a decelerating side hydraulic chamber ( 10 ) formed between the blades of the second rotor and the shoes of the first rotor;
a locking element ( 15 ) which locks or locks either the first or second rotor with respect to the other at a required angle;
a receiving opening ( 14 ), which is arranged on either the first or second rotor and receives the locking element ( 15 ) and a biasing device ( 16 ), which biases the locking element, and a discharge opening ( 17 ), which one on a rear portion dissipates counter pressure acting on the blocking element to the outside; and
an engagement opening ( 18 ), which is arranged on the other of the first and second rotors and allows the insertion of the locking element ( 15 );
a hydraulic unlocking chamber ( 18 a, 26 , 27 ); and
a supply path ( 20 , 21 ) for hydraulic pressure to unlock the locking element ( 15 ) which supplies hydraulic pressure to the hydraulic unlocking chamber ( 18 a, 26 , 27 ); at least one of the hydraulic chambers ( 9 , 10 ) for the leading side or for the decelerating side being equipped with a discharge path ( 24 ) which creates a connection ( 17 ) to the atmosphere ( FIG. 9A). 2. The valve control device according to claim 1, comprising:
a shut-off valve ( 19 ) with a divided pressure path ( 22 ) for the leading side, which is in communication with the hydraulic chamber ( 9 ) for the leading side, and a divided pressure path ( 23 ) for the delay side, which is in communication with the hydraulic chamber ( 10 ) for the delay side, wherein the shut-off valve ( 19 ) is moved by the higher pressure of the two different pressures in the hydraulic chambers ( 9 , 10 ) for the leading side and the delay side, to the higher pressure the supply path ( 20 , 21 ) supply for hydraulic pressure to unlock,
the divided pressure path ( 22 ) for the leading side and the divided pressure path ( 23 ) for the deceleration side leading to the discharge path ( 24 ) communicating with the atmosphere ( 17 ) ( Fig. 9A). 3. Valve control device according to claim 2, wherein the drain path ( 24 ) is connected to a counter-pressure section ( 14 a) in the receiving opening ( 14 ), the counter-pressure section ( 14 a) acting as a counter-pressure chamber for the locking element ( 15 ) ( Fig. 9A) , 4. The valve control device according to claim 2, wherein at least a part of the discharge path ( 24 ), the discharge opening ( 17 ), the discharge path to the discharge opening ( 17 ), the divided pressure path ( 23 ) of the shut-off valve ( 19 ) for the delay side or the supply path ( 20 , 21 ) for hydraulic pressure for unlocking the blocking element ( 15 ) is provided with a throttle for reducing an opening area thereof ( FIG. 9A). 5. The valve control device according to claim 4, wherein the opening surfaces of a supply path ( 12 ) to one of the hydraulic chambers ( 10 ), the discharge path ( 24 ), the discharge path to the discharge opening ( 17 ) and the supply path ( 20 , 21 ) for hydraulic pressure to unlock the Locking element ( 15 ) are set so that they satisfy the following inequality:
Supply path ( 12 ) for the hydraulic chamber ( 10 ) ≧ discharge path ( 24 ) ≧ discharge path to the discharge opening ( 17 ) ≧ supply path ( 20 , 21 ) for hydraulic pressure to unlock the locking element ( 15 ).