EP2434111B1 - Valve timing changing device - Google Patents

Valve timing changing device Download PDF

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Publication number
EP2434111B1
EP2434111B1 EP11182341.5A EP11182341A EP2434111B1 EP 2434111 B1 EP2434111 B1 EP 2434111B1 EP 11182341 A EP11182341 A EP 11182341A EP 2434111 B1 EP2434111 B1 EP 2434111B1
Authority
EP
European Patent Office
Prior art keywords
lock
restraining
cam
advance
retard
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP11182341.5A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP2434111A1 (en
Inventor
Koji Sugano
Mitsuru Sekiya
Tetsuo Muraji
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mikuni Corp
Original Assignee
Mikuni Corp
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Filing date
Publication date
Application filed by Mikuni Corp filed Critical Mikuni Corp
Publication of EP2434111A1 publication Critical patent/EP2434111A1/en
Application granted granted Critical
Publication of EP2434111B1 publication Critical patent/EP2434111B1/en
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F01L2001/34423—Details relating to the hydraulic feeding circuit
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F01L2001/34423—Details relating to the hydraulic feeding circuit
    • F01L2001/34426—Oil control valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F01L2001/3445—Details relating to the hydraulic means for changing the angular relationship
    • F01L2001/34453—Locking means between driving and driven members
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F01L2001/3445—Details relating to the hydraulic means for changing the angular relationship
    • F01L2001/34453—Locking means between driving and driven members
    • F01L2001/34466—Locking means between driving and driven members with multiple locking devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2820/00—Details on specific features characterising valve gear arrangements
    • F01L2820/03—Auxiliary actuators
    • F01L2820/035—Centrifugal forces

Definitions

  • the present invention relates to a valve timing changing device which changes open-close timing (i.e., valve timing) of an intake valve or an exhaust valve of an internal combustion engine in accordance with drive conditions, and in particular, relates to a vane-type valve timing changing device which utilizes fluid pressure such as oil pressure as drive force.
  • a traditional valve timing changing device including a housing rotor (i. e. , a chain sprocket, a shoe housing and a front plate) which is rotated in synchronization with a crank shaft, a vane rotor which is rotated in synchronization with a cam shaft and which is accommodated in an accommodation room of the housing rotor as being relatively rotatable in a predetermined angle range (between the most-advanced position and the most-retarded position) while separating the accommodation room into an advancing chamber and a retarding chamber, a lock mechanism which locks the vane rotor against the housing rotor at the most-retarded position at the time of engine starting, a switching valve which controls supplying and discharging of operating oil against the advancing chamber and the retarding chamber, and the like.
  • a housing rotor i. e. , a chain sprocket, a shoe housing and a front plate
  • a vane rotor which is rotated
  • the lock mechanism includes a stopper pin being movable against the vane rotor in a direction of the axis line of the cam shaft, a stopper hole formed at the housing rotor (e.g., the front plate) to have the protruded stopper pin fitted thereto, and a spring which urges the stopper pin to be fitted to the stopper hole.
  • the vane rotor is locked to be rotated integrally with the housing rotor by having the stopper pin fitted to the stopper hole at the most-retarded position.
  • valve timing changing device including a housing rotor (e.g., an external rotor, a front plate, a rear plate and a timing sprocket) which is rotated in synchronization with a crank shaft, a vane rotor (e.g., an internal rotor) which is rotated in synchronization with a cam shaft and which is accommodated in an accommodation room of the housing rotor as being relatively rotatable in a predetermined angle range (between the most-advanced position and the most-retarded position) while separating the accommodation room into an advancing chamber and a retarding chamber, a lock mechanism which locks the vane rotor against the housing rotor at the most-retarded position at the time of engine starting, a switching valve which controls supplying and discharging of operating oil against the advancing chamber and the retarding chamber, and the like.
  • a housing rotor e.g., an external rotor, a front plate, a rear plate and a timing
  • the lock mechanism includes a lock plate capable of being protruded and retracted radially against the vane rotor, a receptive groove formed at the vane rotor to have the protruded lock plate fitted thereto, and a torsion spring which urges the lock plate to be fitted to the receptive groove).
  • the vane rotor is locked to be rotated integrally with the housing rotor by having the lock plate fitted to the receptive groove at the most-retarded position.
  • oil pressure in the retarding chamber is increased, the locking of the vane rotor against the housing rotor is released as the lock plate coming out from the receptive groove against urging force of the torsion spring (for example, see Patent document 2).
  • the lock mechanism e.g., the stopper pin or the lock plate, the spring exerting urging force, and the like
  • the lock mechanism which performs protruding and retracting at slide boundary faces of the vane rotor and the housing rotor
  • volume for arranging the lock mechanism is required for the vane rotor or the housing rotor. Therefore, it has been difficult to widely set a phase adjustment angle as satisfying requirements owing to limitation of a relatively rotatable angle of the both, that is, the phase adjustment angle between the most-advanced position and the most-retarded position by the amount of the volume for arranging the lock mechanism.
  • the vane rotor i.e., the cam shaft
  • the vane rotor is maintained at the most-retarded position in a range of the phase adjustment angle against the housing rotor at the time of engine starting.
  • Patent document 3 describes a valve timing controller.
  • the valve timing controller comprises a stopper mechanism and a lock mechanism including a lock member assembled with a housing member and a tip portion of which is always projecting towards a rotor member, a free recess portion formed on the rotor member and accommodating the tip portion of the lock member while allowing the relative rotation of the housing member and the rotor member, a stopper surface formed on one end surface in circumferential direction of the free recess portion and defining a initial phase by the contact with the tip portion of the lock member, a lock recess portion formed continuously along the stopper surface and being capable of accommodating the tip portion of the lock member with restricting the movement thereof in circumferential direction at the initial phase, and a lock spring; biasing the lock member towards the lock recess portion.
  • Patent document 4 relates to a lock mechanism for a valve timing regulation device which regulates the timing of the opening and closing of engine valves, the lock mechanism locks or releases a first rotating body and a second rotating body in response to the operational condition of an engine.
  • the lock mechanism includes a radial groove provided in either the first rotating body or the second rotating body and extending in a radial direction of the rotating body.
  • a locking member is slidably inserted into the radial groove, and the locking member is urged towards a center of the rotating body by an urging means.
  • An oil pressure is applied to the locking member in a direction opposite to the urging direction.
  • Patent document 5 relates to a variable valve timing control device.
  • the variable valve timing control device without using a return spring as self-reset driving force to an intermediate lock position, by converting a phase in both ignition timing advance and ignition timing delay directions from the intermediate lock position is described.
  • a phase variable control device controls phase conversion being a relative rotational position of a sprocket and a vane rotor, and is provided with a power transmission mechanism capable of selecting an ignition timing delay directional lock releasing state of allowing relative rotation of the sprocket and the vane rotor only in one direction, an ignition timing advance directional lock releasing state of allowing only the reverse rotation direction, a both directional lock state of not allowing both directions of one direction and the reverse rotation direction and a both directional lock release state of allowing both directions of the one direction and the reverse rotation direction.
  • a piston is also arranged for switching the both directional lock state and the both directional lock release state. Wedge engagement in the first circumferential direction and wedge engagement of the second circumferential direction are alternately released in a process of shifting to the both directional lock release state from the both directional lock state by driving of the piston.
  • the invention is defined by the subject-matter of independent claim 1.
  • the dependent claims are directed to advantageous embodiments.
  • a valve timing changing device capable of improving engine startability, preventing rattling etc. at the time of engine starting, and performing the phase control widely in accordance with engine drive conditions as the phase adjustment angle being set wider, while achieving structural simplification, reduction of part count, miniaturization of the entire device and the like.
  • a valve timing changing device advantageous includes a housing rotor which is rotated on an axis line of a cam shaft as being interlocked with rotation of a crank shaft, a vane rotor which is accommodated in an accommodation room of the housing rotor as being relatively rotatable in a predetermined angle range while separating the accommodation room into a advancing chamber and a retarding chamber and which is rotated integrally with the cam shaft, an advancing passage which passes fluid as being communicated with the advancing chamber, a retarding passage which passes fluid as being communicated with the retarding chamber, and a lock mechanism which locks the vane rotor against the housing rotor at a specified position in the predetermined angle range.
  • the housing rotor is formed to define an isolation room isolated from the accommodation room which accommodates the vane rotor, and the lock mechanism is arranged in the isolation room.
  • the lock mechanism which locks the vane rotor (i.e., the cam shaft) against the housing rotor at the specified position in the predetermined angle range is arranged in the isolation room isolated from the accommodation room which accommodates the vane rotor.
  • volume for arranging the lock mechanism becomes unnecessary and the phase adjustment angle between the most-advanced position and the most-retarded position can be set wider by the amount of the volume. Accordingly, it is possible to perform phase control widely if required.
  • a thick vane accommodating a pin for locking is to be maintained at an intermediate position in the accommodation room at the time of starting as in the related art, a sufficient control angle for phase adjustment from the starting position to the advance side cannot be ensured.
  • the angle of phase control i.e., the phase adjustment angle
  • the angle required for performing phase control i.e., the phase adjustment angle
  • the lock mechanism locks the vane rotor at the specified intermediate position in the predetermined angle range at the time of engine starting.
  • the vane rotor i.e., the cam shaft
  • the lock mechanism at the time of engine starting (i.e., cranking). Therefore, the engine can be smoothly started without unnecessary load while preventing occurrence of rattling.
  • phase control can be smoothly performed while preventing unnecessary load.
  • the housing rotor includes a housing member having an isolation wall which isolates the isolation room from the accommodation room, and a cover member formed as being detachably attachable to the housing member to define the isolation room in cooperation with the isolation wall. According to the structure, since the isolation room in which the lock mechanism is arranged is defined by the isolation wall of the housing member and the cover member which is detachably attachable to the housing member, assembling operation and disassembling operation of the lock mechanism can be easily performed in a state that the vane rotor is assembled in the accommodation room of the housing member.
  • the lock mechanism includes a lock cam connected to the vane rotor via a penetration hole which is formed at the isolation wall to be integrally rotated, and a lock bar which is movably arranged against the housing rotor and which is capable of being locked as being engaged with the lock cam owing to urging force and releasing the locking owing to fluid pressure.
  • the vane rotor can be locked against the housing rotor at the specified position (i.e., the intermediate position) as the lock cam being locked by the lock bar at the time of engine starting (i.e. cranking), and then, the locking due to the lock bar can be released owing to the fluid pressure after starting (i.e., complete combustion) of the engine.
  • the vane rotor since the vane rotor is surely maintained at the specified position (i.e., the intermediate position) by the lock mechanism, the engine can be started more surely.
  • vane portions of the vane rotor can be thinned and design flexibility and layout flexibility can be increased.
  • the valve timing changing device may be further provided with an urge spring which exerts urging force to lock the lock bar to be engaged with the lock cam.
  • the lock bar may include an advance-restraining lock bar which is engaged with the lock cam to restrain the vane rotor from being rotated to an advance side, and a retard-restraining lock bar which is engaged with the lock cam to restrain the vane rotor from being rotated to a retard side.
  • the urge spring may include an advance-restraining urge spring which urges to lock the advance-restraining lock bar as being engaged with the lock cam, and a retard-restraining urge spring which urges to lock the retard-restraining lock bar as being engaged with the lock cam.
  • the housing rotor may include an advance-restraining communication passage which guides fluid pressure to the advance-restraining lock bar in the isolation room to release locking as being communicated with the advancing chamber or the advancing passage, and a retard-restraining communication passage which guides fluid pressure to the retard-restraining lock bar in the isolation room to release locking as being communicated with the retarding chamber or the retarding passage.
  • the advance-restraining lock bar restrains the lock cam (i.e., the vane rotor) from being shifted to the advance side from the specified position (i.e., the intermediate position) as being urged by the advance-restraining urge spring and the retard-restraining lock bar restrains the lock cam (i.e., the vane rotor) from being shifted to the retard side from the specified position (i.e., the intermediate position) as being urged by the retard-restraining urge spring. Accordingly, the vane rotor is surely located at the specified position (i.e., the intermediate position).
  • the lock bar is supported as being swingable in a plane perpendicular to the axis line of the cam shaft. Accordingly, in an engine stopped state, for example, even when the lock bars (i.e., the advance-restraining lock bar and the retard-restraining lock bar) are in a state of being deviated from respective positions to lock the lock cam, the lock bars are rotated in the urged direction owing to torque fluctuation etc. of the cam shaft at the time of engine starting (i.e., at the time of cranking). Accordingly, the lock cam (i.e., the vane rotor) can be surely locked at the specified position (i.e., the intermediate position).
  • the lock cam i.e., the vane rotor
  • the lock bar is formed so that the barycenter thereof is located on a line connecting the swing center thereof and the axis line of the cam shaft or at the vicinity of the line in a locked state as being engaged with the lock cam to generate centrifugal force in a direction to maintain the locked state and is located at a position deviated from the line in a lock-released state as being disengaged from the lock cam owing to fluid pressure to generate centrifugal force in a direction to maintain the lock-released state.
  • the locked state when the lock bar is in the locked state as being engaged with the lock cam, the locked state is to be maintained owing to urging force without receiving centrifugal force due to rotation or owing to the urging force and centrifugal force due to the rotation.
  • the lock bar when the lock bar is in the lock-released state as being disengaged from the lock cam owing to fluid pressure, the lock-released state is surely maintained with centrifugal force due to the rotation exerted in addition to the fluid pressure.
  • valve timing changing device having the above structure, with phase control of a vane rotor (i.e., phase changing in a phase adjustment angle range between the most-advanced position and the most-retarded position), engine startability can be improved and rattling etc. at the time of engine starting can be prevented while achieving structural simplification, reduction of part count, miniaturization of the entire device and the like.
  • the phase adjustment angle can be set wider, so that phase control can be performed widely in accordance with engine drive conditions
  • the valve timing changing device is provided with a vane rotor 20 which is capable of being fixed to a cam shaft 10 in a detachably attachable manner, a housing rotor 30 (i.e., a housing member 31, a sprocket member 32 and a cover member 33) which accommodates the vane rotor 20 in a relatively rotatable manner as being rotated on an axis line S1 of the cam shaft 10 and which defines an advancing chamber 30a and a retarding chamber 30b in cooperation with the vane rotor 20, a lock cam 40 which is fixed to the vane rotor 20, an advance-restraining lock bar 50 and an advance-restraining urge spring 51 which are disposed to the housing rotor 30 to restrain the vane rotor 20 (i.e., the lock cam 40) from being shifted to the advance side, a retard-restraining lock bar 60 and
  • a center bolt 70 which fastens the vane rotor 20 to the cam shaft 10
  • an assist mechanism 80 which assists the lock cam 40 to return to a specified position (e.g., an intermediate position)
  • an operating oil control system 100 which includes operating oil passages and an operating oil control valve (OCV) 103 as a fluid control valve which controls flow of operating oil (i.e., engine lubricant oil) as fluid, and the like.
  • OCV operating oil control valve
  • the cam shaft 10 performs open-close driving of an intake valve or an exhaust valve of an engine with camming action.
  • the housing rotor 30 transmits rotational drive force of a crank shaft to the cam shaft 10 via the vane rotor 20 as being interlocked with rotation of the crank shaft via a chain and the like.
  • a lock mechanism to lock the vane rotor 20 at the specified position e.g., the intermediate position
  • a predetermined range of an angle i.e., a phase adjustment angle
  • the predetermined angle range i.e., the angle range from the most-retarded position to the most-advanced position
  • the specified position i.e., the intermediate position
  • the cam shaft 10 is supported by a bearing B formed at a cylinder head of the engine being rotatable about an axis line S1 (in FIG. 1 , as being rotated in a direction of arrow CR).
  • the cam shaft 10 includes a journal portion 11 which is supported by the bearing B, a cylinder portion 12 which rotatably supports the housing rotor 30, an advancing passage 13 and a retarding passage 14 through which operating oil is passed as being formed at the inside of the cam shaft 10, an internal thread portion 15 which fastens the center bolt 70, and the like.
  • the advancing passage 13 is formed to be communicated with the advancing chamber 30a so that operating oil is introduced to or discharged from the advancing chamber 30a in accordance with control of the operating oil control valve 103.
  • the retarding passage 14 is formed to be communicated with the retarding chamber 30b so that operating oil is introduced to or discharged from the retarding chamber 30b in accordance with control of the operating oil control valve 103.
  • the vane rotor 20 includes four vane portions 21, a hub portion 22 which integrally holds the four vane portions 21 spaced at regular intervals, an penetration hole 23 through which the center bolt 70 passes as being formed at the hub portion 22, an advancing passage 24 which is communicated with the advancing chamber 30a, a retarding passage 25 which is communicated with the retarding chamber 30b, four groove portions 26 to which a seal member S is respectively fitted as being formed at each distal end of the vane portion 21, and the like. Then, as illustrated in FIG. 2 , the vane rotor 20 is fastened to the cam shaft 10 along with the lock cam 40 by utilizing the center bolt 70 so as to be rotated integrally with the cam shaft 10.
  • the housing rotor 30 is supported rotatably on the axis line S1 of the cam shaft 10 as being interlocked with rotation of the crank shaft.
  • the housing rotor 30 is constituted with the housing member 31, the sprocket member 32 as being joined at a back face side of the housing member 31, and the cover member 33 as being connected to a front face side of the housing member 31.
  • the housing rotor 30 is formed to define an accommodation room A1 which accommodates the vane rotor 20 in a relatively rotatable manner in the predetermined range of the angle (i.e. the phase adjustment angle) and an isolation room A2 which accommodates the lock mechanism (40, 50, 51, 60 and 61) as being isolated from the accommodation room A1.
  • the accommodation room A1 is separated into the advancing chambers 30a and the retarding chambers 30b by the vane rotor 20 (i.e., the vane portions 21 thereof).
  • the housing member 31 includes a cylinder wall 31a, an isolation wall 31b, a penetration hole 31c formed at the center of the isolation wall 31b, four bearing portions 31d protruded toward the center at a back face side of the isolation wall 31b, a concave portion 31e which accommodates the vane rotor 20 as being defined at a center part and between the respective bearing portions 31d, a concave portion 31f which accommodate the lock mechanism as being formed at a front face side of the isolation wall 31b, an advance-restraining communication passage 31g which is disposed to the isolation wall 31b to be communicated with the advancing chamber 30a, a retard-restraining communication passage 31h which is disposed to the isolation wall 31b to be communicated with the retarding chamber 30b, support shafts 31i, 31j, engagement projections 31k, 31m, a stopper wall 31n which defines the most-retarded position, a stopper wall 31o which defines the most-advanced position
  • the isolation wall 31b is formed to isolate the accommodation room A1 from the isolation room A2 so that the lock mechanism (40, 50, 51, 60 and 61) is arranged to be isolated from the vane rotors 20.
  • the penetration hole 31c is formed in shape and size to ensure a sealing ability (i.e., to prevent leakage of operating oil) owing to intimate contact between the back face of the isolation wall 31b and a front face of the vane rotor 20 (i.e., the hub portion 22 thereof) while allowing integral connection of a back face of the lock cam 40 with the front face of the hub portion 22 of the vane rotor 20 by the center bolt 70.
  • the concave portion 31e functions as the accommodation room A1 when the sprocket member 32 is joined in a state that the vane rotor 20 is assembled as being rotatable in the predetermined angle range (i.e., an operating angle range).
  • the concave portion 31f is formed to accommodate respectively the lock cam 40 as being rotatable about the axis line S1, the advance-restraining lock bar 50 as being swingable about an axis line S2, the advance-restraining urge spring 51 as being extendable, the retard-restraining lock bar 60 as being swingable about an axis line S3, and the retard-restraining urge spring 61 as being extendable.
  • the concave portion 31f is formed so that oil pressure at a predetermined level or higher can be obtained in cooperation with a side face of the advance-restraining lock bar 50 as being filled with operating oil which is guided from the advance-restraining communication passage 31g and so that oil pressure at a predetermined level or higher can be obtained in cooperation with a side face of the retard-restraining lock bar 60 as being filled with operating oil which is introduced from the retard-restraining communication passage 31h. Then, the concave portion 31f functions as the isolation room A2 when the cover member 33 is joined in a state that the lock mechanism (40, 50, 51, 60 and 61) is assembled.
  • the isolation roomA2 in which the lock mechanism is arranged is defined by the isolation wall 31b of the housing member 31 and the cover member 33 which is detachably attachable to the housing member 31, assembling operation and disassembling operation of the lock mechanism can be easily performed in a state that the vane rotor 20 is assembled in the accommodation room A1 of the housing member 31.
  • the advance-restraining communication passage 31g is formed to introduce oil pressure to the side face of the advance-restraining lock bar 50 as being communicated with the advancing chamber 30a so that locking due to the advance-restraining lock bar 50 is released against urging force of the advance-restraining urge spring 51.
  • the retard-restraining communication passage 31h is formed to introduce oil pressure to the side face of the retard-restraining lock bar 60 as being communicated with the retarding chamber 30b so that locking due to the retard-restraining lock bar 60 is released against urging force of the retard-restraining urge spring 61.
  • the support shaft 31i is formed to support the advance-restraining lock bar 50 as being swingable in a plane perpendicular to the axis line S2.
  • the support shaft 31j is formed to support the retard-restraining lock bar 60 as being swingable in a plane perpendicular to the axis line S3.
  • the engagement projection 31k is formed to be engaged with one end of the advance-restraining urge spring 51.
  • the engagement projection 31m is formed to be engaged with one end of the retard-restraining urge spring 61. As illustrated in FIG.
  • the stopper wall 31n defines the most-retarded position as being contacted with a projection 41 of the lock cam 40 in the predetermined angle range of relative rotation of the vane rotor 20 against the housing rotor 30.
  • the stopper wall 31o defines the most-advanced position as being contacted with the projection 41 of the lock cam 40 in the predetermined angle range of relative rotation of the vane rotor 20 against the housing rotor 30.
  • the stopper wall 31p defines a rest position to possibly lock the lock cam 40 as the advance-restraining lock bar 50 being rotationally urged with urging force of the advance-restraining urge spring 51 in a state that oil pressure of operating oil is not applied.
  • the stopper wall 31q defines a rest position to possibly lock the lock cam 40 as the retard-restraining lock bar 60 being rotationally urged with urging force of the retard-restraining urge spring 61 in a state that oil pressure of operating oil is not applied.
  • the sprocket member 32 includes a sprocket 32a around which a chain for transmitting rotational drive force of the crank shaft is wound, an inner circumferential face 32b which is rotatably fitted to the cylinder portion 12 of the cam shaft 10, a front face 32c to which a back face of the vane rotor 20 is slidably contacted, screw holes 32d for being joined to the housing member 31 by utilizing the bolts, and the like.
  • the sprocket member 32 defines the accommodation room A1 in cooperation with the front face 32c thereof and the concave portion 31e by being joined to the housing member 31 in which the vane rotor 20 is accommodated by utilizing the bolts.
  • the cover member 33 is formed in a detachably attachable manner to the housing member 31 as including a circular hole 33a through which the center bolt 70 is passed, a back face 33b, screw holes 33c for being fastened to the housing member 31by utilizing the bolts, and the like.
  • the cover member 33 defines the isolation room A2 in cooperation with the back face 33b thereof and the concave portion 31f while sealing is performed not to generate leakage of operating oil as covering from the front side in a state that the lock mechanism (i.e., the lock cam 40, the advance-restraining lock bar 50, the advance-restraining urge spring 51, the retard-restraining lock bar 60 and the retard-restraining urge spring 61) is accommodated in the concave portion 31f.
  • the lock mechanism i.e., the lock cam 40, the advance-restraining lock bar 50, the advance-restraining urge spring 51, the retard-restraining lock bar 60 and the retard-restraining urge spring 61
  • the lock cam 40 is to be rotated integrally with the vane rotor 20 and the cam shaft 10 as being fastened to the cam shaft 10 along with the vane rotor 20 by the center bolt 70.
  • the lock cam 40 includes the projection 41 which is possibly contacted to a push rod 81 of the assist mechanism 80 as well as the stopper walls 31n, 31o, a cam face 42 which is possibly engaged with and disengaged from the advance-restraining lock bar 50, a cam face 43 which is possibly engaged with and disengaged from the retard-restraining lock bar 60, and a penetration hole 44 through which the center bolt 70 is passed.
  • the cam face 42 is formed so that rotation toward the advance side is restrained with contact of the advance-restraining lock bar 50 when the vane rotor 20 is at the intermediate position.
  • the cam face 43 is formed so that rotation toward the retard side is restrained with contact of the retard-restraining lock bar 60 when the vane rotor 20 is at the intermediate position.
  • the lock cam 40 is fixed to the cam shaft 10 so as to be located at the intermediate position as being locked by the advance-restraining lock bar 50 and the retard-restraining lock bar 60 in a state as illustrated in FIG. 5 , to define the most-retarded position in a state that the projection 41 is contacted to the stopper wall 31n as illustrated in FIG. 6 , and to define the most-advanced position in a state that the projection 41 is contacted to the stopper wall 31o as illustrated in FIG. 7 .
  • the advance-restraining lock bar 50 is swingable about the axis line S2 in the plane perpendicular to the axis line S1 as being supported by the support shaft 31i of the housing member 31 and is rotationally urged counterclockwise to be contacted to the stopper wall 31p as the other end of the advance-restraining urge spring 51 being engaged therewith. Then, the advance-restraining lock bar 50 restrains the lock cam 40 (i.e., the vane rotor 20) from being rotated to the advance side from the rest position as contacting the cam face 42 of the lock cam 40 in a state that counterclockwise rotation thereof is restrained owing to contact with the stopper wall 31p.
  • the lock cam 40 i.e., the vane rotor 20
  • the advance-restraining lock bar 50 is formed as follows. That is, in a state of a locked state as being engaged with the lock cam 40, the barycenter G1 thereof is located on a line L1 connecting the swing center S2 thereof and the axis line S1 of the cam shaft or at the vicinity of the line L1 (i.e., at a position deviated to the clockwise side from the line L1) so as to generate centrifugal force in a direction to maintain the locked state, as illustrated in FIG. 5 .
  • the barycenter G1 is located at a position deviated (to the counterclockwise side) against the line L1 so as to generate centrifugal force in a direction to maintain the lock-released state, as illustrated in FIG. 7 .
  • the advance-restraining lock bar 50 is formed so that thickness of a portion 50a at the swing center side is larger than the thickness of a portion 50b at a distal end side, for example, as illustrated in FIG. 8 when material having constant density is adopted.
  • the locked state is to be maintained owing to urging force of the advance-restraining urge spring 51 without receiving centrifugal force due to rotation or owing to the urging force and centrifugal force due to the rotation.
  • the advance-restraining lock bar 50 is in the lock-released state as being disengaged from the lock cam 40 owing to oil pressure of operating oil, the lock-released state is surely maintained with centrifugal force due to the rotation exerted in addition to the oil pressure of operating oil.
  • the retard-restraining lock bar 60 is swingable about the axis line S3 in the plane perpendicular to the axis line S1 as being supported by the support shaft 31j of the housing member 31 and is rotationally urged clockwise to be contacted to the stopper wall 31q as the other end of the retard-restraining urge spring 61 being engaged therewith. Then, the retard-restraining lock bar 60 restrains the lock cam 40 (i.e., the vane rotor 20) from being rotated to the retard side from the rest position as contacting the cam face 43 of the lock cam 40 in a state that clockwise rotation thereof is restrained owing to contact with the stopper wall 31q.
  • the lock cam 40 i.e., the vane rotor 20
  • the retard-restraining lock bar 60 is formed as follows. That is, in a locked state as being engaged with the lock cam 40, the barycenter G2 thereof is located on a line L2 connecting the swing center S3 thereof and the axis line S1 of the cam shaft or at the vicinity of the line L2 (i.e., at a position deviated to the counterclockwise side from the line L2) so as to generate centrifugal force in a direction to maintain the locked state, as illustrated in FIG. 5 .
  • the barycenter G2 is located at a position deviated (to the clockwise side) from the line L2 so as to generate centrifugal force in a direction to maintain the lock-released state, as illustrated in FIG. 6 .
  • the retard-restraining lock bar 60 is formed so that thickness of a portion 60a at the swing center side is larger than the thickness of a portion 60b at a distal end side, for example, as illustrated in FIG. 8 when material having constant density is adopted.
  • the locked state is to be maintained owing to urging force of the retard-restraining urge spring 61 without receiving centrifugal force due to rotation or owing to the urging force and centrifugal force due to the rotation.
  • the retard-restraining lock bar 60 is in the lock-released state as being disengaged from the lock cam 40 owing to oil pressure of operating oil, the lock-released state is surely maintained with centrifugal force due to the rotation exerted in addition to the oil pressure of operating oil.
  • the lock bars i.e., the advance-restraining lock bar 50 and the retard-restraining lock bar 60
  • the lock bars are supported as being swingable in the plane perpendicular to the axis line S1 of the cam shaft 10. Therefore, even in a case that the lock bars (i.e., the advance-restraining lock bar 50 and the retard-restraining lock bar 60) are in a state of being deviated from respective positions to lock the lock cam 40 when the engine is stopped, the lock bars (i.e., the advance-restraining lock bar 50 and the retard-restraining lock bar 60) are rotated in the urged direction owing to torque fluctuation etc. of the cam shaft 10 at the time of engine starting (i.e., at the time of cranking).
  • the lock cam 40 i.e., the vane rotor 20
  • the lock mechanism (40, 50, 51, 60 and 61) is arranged in the isolation room A2 isolated from the accommodation room A1 which accommodates the vane rotor 20.
  • the vane rotor 20 since the vane rotor 20 is not directly locked, the vane portions 21 of the vane rotor 20 can be thinned and design flexibility and layout flexibility can be increased.
  • volume for arranging the lock mechanism becomes unnecessary at the side of accommodation room A1 which accommodates the vane rotor 20, the phase adjustment angle between the most-advanced position and the most-retarded position can be set wider by the amount of the volume.
  • phase control it is possible to perform phase control widely if required.
  • a sufficient control angle for phase adjustment cannot be ensured to the advance side from the position at the time of starting.
  • the angle of phase control i.e., the phase adjustment angle
  • the center bolt 70 fastens the lock cam 40 and the vane rotor 29 to the cam shaft 10.
  • the center bolt 70 includes an external thread portion 72 which is screwed with the internal thread portion 15 of the cam shaft 10, a retarding passage 71 which causes communication between the retarding passage 14 and the retarding chamber 30b to supply operating oil to the retarding chamber 30b or to discharge operating oil from the retarding chamber 30b, and the like as being at the inside of the cam shaft 10.
  • the assist mechanism 80 exerts assist force to move the lock cam 40 (i.e., the vane rotor 20 and the cam shaft 10) from the most-retarded position to the intermediate position.
  • the assist mechanism 80 is constituted with the push rod 81 which is accommodated in the concave portion 31r of the housing member 31 and an urge spring 82 which urges the push rod 81 to be protruded into the isolation room A2.
  • the push rod 81 is urged by the urge spring 82 so that the distal end thereof is protruded and contacted to one side face of the projection 41 of the lock cam 40 for locating the lock cam 40 at the intermediate position by urging from the retard side to the advance side.
  • the operating oil control system 100 includes a pump 101 to feed operating oil, a drain passage 102, the operating oil control valve (OCV) 103, an advancing passage 104, a retarding passage 105, and the like. As illustrated in FIG. 2 , the operating oil control system 100 includes a pump 101 to feed operating oil, a drain passage 102, the operating oil control valve (OCV) 103, an advancing passage 104, a retarding passage 105, and the like. As illustrated in FIG. 2 , the operating oil control system 100 includes a pump 101 to feed operating oil, a drain passage 102, the operating oil control valve (OCV) 103, an advancing passage 104, a retarding passage 105, and the like. As illustrated in FIG.
  • OCV operating oil control valve
  • the operating oil control valve 103 includes a DD port 103a which discharges operating oil from the advancing passage 104 and the retarding passage 105, a DP port 103b which discharges operating oil from the advancing passage 104 and supplies operating oil to the retarding passage 105, a CC port 103c which blocks the advancing passage 104 and the retarding passage 105, and a PD port 103d which supplies operating oil to the advancing passage 104 and discharges operating oil from the retarding passage 105.
  • the DD port 103a is selected owing to urging force of a spring in a non-powered rest state, and then, the DP port 103b, the CC port 103c or the PD port 103d is selected by appropriately controlling electromagnetic drive force.
  • the advancing passage 104 and the retarding passage 105 are defined by operating oil passages (i.e., lubricant passages) formed in a cylinder block or a cylinder head of the engine or pipes etc. for operating oil passages arranged at the outside of the engine.
  • the DD port 103a is selected in the operating oil control valve 103 and the advancing chamber 30a and the retarding chamber 30b are in a state that operating oil is discharged respectively through the advancing passage 104 and the retarding passage 105, as illustrated in FIG. 9 .
  • the advance-restraining lock bar 50 and the retard-restraining lock bar 60 are in a state of locking the lock cam 40 (i.e., the locked state) and the push rod 81 of the assist mechanism 80 is in a state of being contacted to the projection 41.
  • the vane rotor 20 is located at the intermediate position in the predetermined angle range as illustrated in FIGS. 3 and 4 .
  • the intermediate position is set for the valve timing at which smooth starting can be performed. Accordingly, when starting (i.e., cranking) of the engine is initiated in the above state, the engine can be smoothly started.
  • the vane rotor 20 i.e., the cam shaft 10
  • the vane rotor 20 is to be located at the intermediate position owing to the lock mechanism at the time of engine starting (i.e., cranking)
  • the engine can be smoothly started without unnecessary load while preventing occurrence of rattling.
  • phase control can be smoothly performed while preventing unnecessary load.
  • the vane rotor 20 is to be stopped at an arbitrary position between the intermediate position and the most-advanced position.
  • the vane rotor 20 is to be stopped at an arbitrary position between the most-retarded position and the most-advanced position.
  • the vane rotor 20 is relatively rotatable against the housing rotor 30. Accordingly, when starting (i.e., cranking) of the engine is initiated, the advance-restraining lock bar 50 and the retard-restraining lock bar 60 operate to immediately lock the lock cam 40 at the intermediate position owing to torque fluctuation of the cam shaft 10, the advance-restraining urge spring 51, the retard-restraining urge spring 61 and the like. Accordingly, the vane rotor 20 is immediately located at the intermediate position and smooth starting (i.e. complete combustion) of the engine can be performed while preventing occurrence of rattling.
  • phase control is performed with appropriate switching of the operating oil control valve 103 so that the vane rotor 20 (i.e., the cam shaft 10) is moved from the intermediate position to the advance side or the retard side and is further maintained at a specified angle position.
  • the DP port 103b is selected with switching of the operating oil control valve 103, as illustrated in FIG. 10 .
  • operating oil is supplied to the retarding chamber 30b through the retarding passage 105 and oil pressure of the operating oil is supplied to the retard-restraining lock bar 60 from the retarding chamber 30b through the retard-restraining communication passage 31h. Meanwhile, operating oil is discharged from the advancing chamber 30a through the advancing passage 104. Then, as illustrated in FIG. 6 , the retard-restraining lock bar 60 is to be disengaged from the lock cam 40 owing to oil pressure of operating oil supplied through the retard-restraining communication passage 31h and the locking is released. Accordingly, the phase can be changed by moving the vane rotor 20 to the retard side.
  • the PD port 103d is selected with switching of the operating oil control valve 103, as illustrated in FIG. 11 . Accordingly, operating oil is supplied to the advancing chamber 30a through the advancing passage 104 and oil pressure of the operating oil is supplied to the advance-restraining lock bar 50 from the advancing chamber 30a through the advance-restraining communication passage 31g. Meanwhile, operating oil is discharged from the retarding chamber 30b through the retarding passage 105. Then, as illustrated in FIG. 7 , the advance-restraining lock bar 50 is to be disengaged from the lock cam 40 owing to oil pressure of operating oil supplied through the advance-restraining communication passage 31g and the locking is released. Accordingly, the phase can be changed by moving the vane rotor 20 to the advance side.
  • the vane rotor 20 is to be maintained at a specified angle position, the CC port 103c is selected with switching of the operating oil control valve 103, as illustrated in FIG. 12 . Accordingly, both of the advancing passage 104 and the retarding passage 105 are blocked and oil pressure of the operating oil in the advancing chamber 30a and the retarding chamber 30b is maintained without change. In this manner, the vane rotor 20 can be maintained at the specified angle while the advance-restraining lock bar 50, the retard-restraining lock bar 60 and the lock cam 40 are maintained in the state at that time.
  • the lock mechanism is arranged in the isolation room A2 isolated from the accommodation room A1 which accommodates the vane rotor 20. Therefore, compared to a traditional device with a lock mechanism being protruded and retracted against a slide boundary face in an accommodation room which accommodates a vane rotor, volume for arranging the lock mechanism becomes unnecessary and the phase adjustment angle between the most-advanced position and the most-retarded position can be set wider by the amount of the volume. Accordingly, it is possible to perform phase control widely if required.
  • FIG. 13 illustrates another embodiment of a lock mechanism which constitutes a part of the valve timing changing device according to the present invention.
  • an advance-restraining lock bar 50', a retard-restraining lock bar 60', an advance-restraining urge spring 51' and a retard-restraining urge spring 61' are adopted instead of the advance-restraining lock bar 50, the retard-restraining lock bar 60, the advance-restraining urge spring 51 and the retard-restraining urge spring 61 of the abovementioned embodiment.
  • the advance-restraining lock bar 50' includes a spring engaging portion 50c' at a distal end side being apart from the swing center S2. As illustrated in FIG.
  • the advance-restraining urge spring 51' being a compression type coil spring exerts urging force to press the advance-restraining lock bar 50' to the lock cam 40 (i.e., the cam face 42 thereof) as being engaged with the distal end side (i.e., the spring engaging portion 50c') of the advance-restraining lock bar 50' in a state of being compressed by a specified compression amount.
  • the retard-restraining lock bar 60' includes a spring engaging portion 60c' at a distal end side being apart from the swing center S3. As illustrated in FIG.
  • the retard-restraining urge spring 61' being a compression type coil spring exerts urging force to press the retard-restraining lock bar 60' to the lock cam 40 (i.e., the cam face 43 thereof) as being engaged with the distal end side (i.e., the spring engaging portion 60c') of the retard-restraining lock bar 60' in a state of being compressed by a specified compression amount.
  • the urging force of the spring i.e., the advance-restraining urge spring 51' and the retard-restraining urge spring 61'
  • the spring i.e., the advance-restraining urge spring 51' and the retard-restraining urge spring 61'
  • the spring can be downsized so as to contribute to miniaturization, weight reduction and simplification of the device.
  • the housing rotor 30 includes the sprocket 32a which transmits rotational drive force of the crank shaft.
  • a housing rotor with a component e.g., a toothed pulley
  • the lock mechanism is constituted with the lock cam 40, the advance-restraining lock bar 50, 50', the advance-restraining urge spring 51, 51', the retard-restraining lock bar 60, 60', and the retard-restraining urge spring 61, 61'.
  • a lock cam may be formed integrally with a vane rotor as long as a lock mechanism is arranged in the isolation room A2 which is isolated from the accommodation room A1. Further, it is also possible to adopt a structure that an advance-restraining lock bar and a retard-restraint lock bar are urged to a rest position (i.e., a position at which the lock cam 40 is locked) owing to own urging force respectively as eliminating the advance-restraining urge spring 51, 51' and the retard-restraining urge spring 61, 61'.
  • the advance-restraining communication passage 31g and the retard-restraining communication passage 31h are communicated respectively with the advancing chamber 30a and the retarding chamber 30b.
  • the advance-restraining lock bar 50, 50' and the retard-restraining lock bar 60, 60' are adopted as the lock bars.
  • lock bars may be structured in different numbers and shapes.
  • the intermediate position in a specified angle range is adopted as a specified position at which the vane rotor is locked by the lock mechanism.
  • any desired position may be adopted in accordance with engine characteristics such as being locked at the most-retarded position and being locked at the most-advanced position.
  • the valve timing changing device of the present invention improves engine startability while achieving structural simplification, reduction of part count, miniaturization of the entire device, and the like.
  • rattling etc. at the time of engine starting can be prevented and the phase adjustment angle can be set wider. Accordingly, since phase control can be performed widely in accordance with engine drive conditions, the valve timing changing device of the present invention is useful for a small engine etc. mounted on a motorcycle etc. as well as being adoptable for an internal combustion engine mounted on an automobile etc.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
EP11182341.5A 2010-09-22 2011-09-22 Valve timing changing device Not-in-force EP2434111B1 (en)

Applications Claiming Priority (1)

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JP2010211659A JP5615114B2 (ja) 2010-09-22 2010-09-22 バルブタイミング変更装置

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EP2434111A1 EP2434111A1 (en) 2012-03-28
EP2434111B1 true EP2434111B1 (en) 2013-08-07

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JP6093134B2 (ja) * 2012-09-24 2017-03-08 日立オートモティブシステムズ株式会社 内燃機関のバルブタイミング制御装置
CN104131853A (zh) * 2013-05-02 2014-11-05 谢夫勒科技股份两合公司 凸轮轴调节器
JP6721334B2 (ja) * 2015-12-28 2020-07-15 株式会社ミクニ バルブタイミング変更装置
JP7161917B2 (ja) * 2018-10-31 2022-10-27 株式会社ミクニ 位相変更ユニット及びバルブタイミング変更装置

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JP3146956B2 (ja) 1995-06-14 2001-03-19 株式会社デンソー 内燃機関用バルブタイミング調整装置
JPH11141313A (ja) * 1997-11-07 1999-05-25 Toyota Motor Corp 内燃機関のバルブタイミング変更装置
DE19755495A1 (de) * 1997-12-13 1999-06-17 Schaeffler Waelzlager Ohg Verriegelungseinrichtung für eine Vorrichtung zum Verändern der Steuerzeiten von Gaswechselventilen einer Brennkraftmaschine
JPH11229830A (ja) * 1998-02-13 1999-08-24 Mikuni Corp バルブタイミング調整装置
EP1108860A4 (en) * 1999-06-25 2007-01-17 Mitsubishi Electric Corp LOCK MECHANISM FOR VALVE ADJUSTING DEVICE
JP4440384B2 (ja) * 1999-09-24 2010-03-24 アイシン精機株式会社 弁開閉時期制御装置
DE10103876B4 (de) * 2000-01-31 2005-12-01 Aisin Seiki K.K., Kariya Ventilsteuerzeitverstellvorrichtung für Verbrennungsmotoren
JP2001214717A (ja) * 2000-02-01 2001-08-10 Aisin Seiki Co Ltd 弁開閉時期制御装置
JP4320903B2 (ja) 2000-02-28 2009-08-26 アイシン精機株式会社 弁開閉時期制御装置
JP4203703B2 (ja) * 2000-06-14 2009-01-07 アイシン精機株式会社 弁開閉時期制御装置
JP4465899B2 (ja) * 2001-02-22 2010-05-26 アイシン精機株式会社 弁開閉時期制御装置
JP2002371868A (ja) * 2001-06-19 2002-12-26 Unisia Jecs Corp 可変バルブタイミング機構のコントローラ
JP4046105B2 (ja) * 2004-06-11 2008-02-13 トヨタ自動車株式会社 エンジンの可変動弁機構
JP2006312888A (ja) * 2005-05-06 2006-11-16 Hitachi Ltd 位相可変装置および内燃機関用カム軸位相可変装置
JP4352338B2 (ja) * 2005-10-25 2009-10-28 アイシン精機株式会社 弁開閉時期制御装置
JP2007255258A (ja) * 2006-03-22 2007-10-04 Hitachi Ltd 可変バルブタイミング制御装置

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CN102410057A (zh) 2012-04-11
EP2434111A1 (en) 2012-03-28
JP2012067644A (ja) 2012-04-05
CN102410057B (zh) 2015-10-21
JP5615114B2 (ja) 2014-10-29

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