JP2000027611A - Valve timing control device for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve control responsiveness by providing a restraining means for restraining discharge of lubricating oil from a first hydraulic chamber 26 during supply of lubricating oil to a second hydraulic chamber 27, in a device for changing actuation timing by supplying and discharging lubricating oil to the first and second hydraulic chambers. SOLUTION: When duty ratio of exciting voltage impressed on a solenoid 53 of an oil control valve 44, an exchange and restraining means, a spool 52 moves left against a spring 62, and a first delivery port 55 is moved to communicate with a supply port 54. Therefore, lubricating oil is supplied to a first hydraulic chamber 26 through oil passages 8, 28, and a ring gear 25 is pressed onto the axial direction. Because lapping widths δ2, δ3 between a sleeve 51 and valve elements 63, 64 are in the relation δ2>δ3, a second delivery port 56 is not yet opened and movement of the ring gear 25 is restrained. As the duty ratio is furthermore increased, the second delivery port 56 is set to communicate with a drain port 58, and angle of a valve timing proceeds through the movement of the ring gear 25.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an intake engine for an internal combustion engine.
The present invention relates to a valve timing control device for an internal combustion engine that makes opening and closing timing of an exhaust valve variable.

[0002]

2. Description of the Related Art Conventionally, as this kind of technology, for example, a technology disclosed in Japanese Patent Application Laid-Open No. 57-212310 is known.

In this valve timing control device, a relative rotation control device for controlling the rotation of the camshaft is provided between the input gear and the camshaft. In this relative rotation control device, a slider is interposed so as to reciprocate in the axial direction, and at least one of teeth provided on the inner and outer circumferences of the slider is formed in a spline shape. The rotation of the input gear is transmitted to the camshaft via this slider. A piston is connected to the slider, and pressure chambers are formed before and after the piston. Two hydraulic circuits for supplying hydraulic pressure to each pressure chamber are formed. When hydraulic pressure is supplied to the pressure chambers by the hydraulic circuit, the slider moves in the axial direction of the camshaft due to the pressure balance between the two pressure chambers. I do. Therefore, the camshaft rotates relative to the input gear, and the opening / closing timing of the intake / exhaust valves is controlled.

Here, when controlling the opening / closing timing of the intake / exhaust valve to the intermediate position, the position is controlled such that the hydraulic pressure is supplied to one pressure chamber and the hydraulic pressure of the other pressure chamber is released at the same time. For this reason, the slider starts to move suddenly, and there is a possibility that a hitting sound is generated by the teeth of the slider. Further, since the hydraulic pressure is released quickly, air is mixed into the pressure chamber on the side from which the hydraulic pressure is released, and there is a possibility that a hydraulic response delay may occur when the advance / retard angle control is performed next time. Further, if the cam torque fluctuates while being held at the intermediate position, there is a problem that the camshaft tries to rotate and a backlash generates a tapping sound.

Japanese Patent Laid-Open No. 4-183907 discloses a valve timing control device having a structure for generating drag between a timing pulley and a camshaft in order to solve the hitting sound caused by the backlash. The valve timing control device includes an elastic member that presses one end of a rotating body of a timing pulley driven by an engine to an end of a camshaft opposed to the one end in a thrust direction. Therefore, abrupt forward / reverse relative rotation between the camshaft and the timing pulley due to fluctuations in the rotational torque of the camshaft is suppressed, and it is possible to reduce the impact sound of each tooth of the ring gear and the timing pulley.

[0006]

However, in the above prior art, one end of the timing pulley is always pressed against the end of the camshaft by the elastic member, which causes a delay in valve timing control and lowers responsiveness. Will be. Further, since the elastic member is additionally provided, the structure becomes complicated, and there is a problem that downsizing of the valve timing control device is not easy.

The present invention has been made in view of the above-mentioned circumstances, and an object of the present invention is to provide a valve timing control device for an internal combustion engine capable of improving control responsiveness.

[0008]

According to the first aspect of the present invention, an oil pump (4) is provided.
The lubricating oil supplied from 1) is supplied to the first hydraulic chamber (26) and discharged from the second hydraulic chamber (27) to advance the operation timing, and the lubricating oil is supplied to the second hydraulic chamber (27). )
In the valve timing control device for an internal combustion engine that delays the operation timing by supplying the lubricating oil to the second hydraulic chamber (27), the first hydraulic chamber (27) supplies the lubricating oil to the first hydraulic chamber (27). There is provided a suppression means for suppressing discharge of lubricating oil from the hydraulic chamber (26).

According to the present invention, the lubricating oil supplied from the oil pump (41) is supplied to the first hydraulic chamber (2).
6) and is discharged from the second hydraulic chamber (27) to advance the operation timing, and lubricating oil is supplied to the second hydraulic chamber (27) and discharged from the first hydraulic chamber (26). In the valve timing control device for an internal combustion engine that delays the operation timing by this, when the lubricating oil is supplied to the first hydraulic chamber (26), the discharge of the lubricating oil from the second hydraulic chamber (27) is suppressed. In addition, when the lubricating oil is supplied to the second hydraulic chamber (27), there is provided a suppression means for suppressing discharge of the lubricating oil from the first hydraulic chamber (26).

According to a third aspect of the present invention, in the valve timing control apparatus for an internal combustion engine according to the first aspect, the suppression means includes a supply port (54) connected to an oil pump (41), A first discharge port (55) communicating with the hydraulic chamber (26), a second discharge port (56) communicating with the second hydraulic chamber (27), a first drain port (57), and a second A sleeve (51) having a drain port (58) formed thereon and a pair of valve bodies (63, 6);
4) and a spool (52) slidably disposed in a sleeve (51), and each of the valve bodies (63, 6).
4), one of the valve bodies (63) is connected to the first discharge port (5).
5) In order to close communication between the first discharge port (55) and the first drain port (57) in a state where the other valve body (64) closes the second discharge port (56) while closing the second discharge port (56). The wrap margin between the sleeve (51) and the one valve element (63) is δ1, and the sleeve (51) for interrupting the communication between the second discharge port (56) and the supply port (54) and the other valve are provided. When the wrap margin with the body (64) is δ4, the gist is that the relationship between δ1 and δ4 is set to be δ1> δ4.

According to a fourth aspect of the present invention, in the valve timing control apparatus for an internal combustion engine according to the second aspect, the suppression means includes a supply port (54) connected to an oil pump (41), A first discharge port (55) communicating with the hydraulic chamber (26), a second discharge port (56) communicating with the second hydraulic chamber (27), a first drain port (57), and a second A sleeve (51) having a drain port (58) formed thereon and a pair of valve bodies (63, 6);
4) and a spool (52) slidably disposed in a sleeve (51), and each of the valve bodies (63, 6).
4), one of the valve bodies (63) is connected to the first discharge port (5).
5) In order to close communication between the first discharge port (55) and the first drain port (57) in a state where the other valve body (64) closes the second discharge port (56) while closing the second discharge port (56). The sleeve (51) for blocking the communication between the second discharge port (56) and the second drain port (58) is defined as δ1, where the wrap margin between the sleeve (51) and the one valve element (63) is δ1. The lap margin with the other valve body (64) is set to δ2, and the sleeve (51) for cutting off the communication between the first discharge port (55) and the supply port (54) and the one valve body (63). When the wrap margin is δ3 and the wrap margin between the sleeve (51) for interrupting the communication between the second discharge port (56) and the supply port (54) and the other valve body (64) is δ4, δ1, δ2, δ3, δ
The point is that δ1 = δ2> δ3 = δ4 is set between them.

[0012]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS [First Embodiment] Hereinafter, a first embodiment of a valve timing control device according to the present invention will be described in detail with reference to the drawings.

FIG. 1 shows a variable valve timing actuator (VV) mounted on an engine in this embodiment.
FIG. 3 is a cross-sectional view mainly showing a valve timing control device including a (T actuator). Engine (not shown)
Is provided with a camshaft 1 for driving an intake valve or an exhaust valve. The journal 2 of the camshaft 1 is rotatably supported between a bearing 4 of the cylinder head 3 and a bearing cap 5. The journal 2 is formed with two journal grooves 6 and 7 extending along the outer periphery of the journal 2. Also,
A first head oil passage 8 and a second head oil passage 9 forming a control passage for supplying lubricating oil to each of the journal grooves 6 and 7 and the journal 2 are formed in the cylinder head 3. .

One end of each of the first head oil passage 8 and the second head oil passage 9 is connected to an oil control valve (hereinafter, simply referred to as OCV) 44 which constitutes switching means and suppression means. This OCV 44 is an oil filter 4
3. Oil pump 41 and oil strainer 45
Is connected to the oil pan 42 via the. Also, OC
V44 includes an electronic control unit (hereinafter referred to as an ECU) 71.
Is connected. Various sensors are connected to the ECU 71, and the OCV 44 is controlled by detecting the state of the engine at that time based on a detection signal from the sensor.

The oil pump 41 is drivingly connected to the engine, and pumps up and discharges lubricating oil in conjunction with the operation of the engine. When the oil pump 41 is driven, the oil strainer 45 is
The lubricating oil is pumped through. After the lubricating oil passes through the oil filter 43, the OCV 44 operates to
The head oil passages 8 and 9 are supplied with a predetermined pressure, and are supplied to the journal grooves 6 and 7 and the journal 2. Here, the supply of the lubricating oil to the head oil passages 8 and 9 can be arbitrarily adjusted by the OCV 44. The detailed configuration of the OCV 44 will be described later.

Next, a mechanism for adjusting the valve timing, that is, the VVT actuator 48 will be described. A timing pulley housing 10 forming a pulley is provided at a tip end of the camshaft 1. The timing pulley housing 10 includes a pulley body 11
And a cover 12 assembled so as to cover one side surface of the pulley body 11 and the tip of the camshaft 1. The pulley body 11 has a substantially disk shape, a plurality of external teeth 13 are formed on the outer periphery, and a boss 14 is formed in the center. The pulley body 11 is mounted by its boss 14 so as to be rotatable relative to the camshaft 1.
Further, a timing belt 15 is attached to the external teeth 13, and the timing pulley housing 10 is drivingly connected to a crankshaft (not shown) of the engine via the belt 15.

On the other hand, the cover 12 has a bottomed cylindrical shape, a flange 16 is formed on the outer periphery, and a communication hole 17 is formed in the center of the bottom. A plurality of internal teeth 12 a are formed on the inner periphery of the cover 12. The cover 12 is fixed to one side surface of the pulley main body 11 by a plurality of bolts 18 and pins 19 at its flange 16. Further, a lid 20 is detachably attached to the communication hole 17. The space surrounded by the pulley body 11 and the cover 12 is a housing space 21 formed inside the timing pulley housing 10.

In this housing space 21, a bottomed cylindrical inner cap 22 is fastened to the tip of the camshaft 1 by a hollow bolt 23 and is prevented from rotating by a pin 24. The peripheral wall 22a of the inner cap 22 is mounted so as to include the boss 14 of the pulley main body 11, and the two 11 and 12 are relatively rotatable. Further, the thrust surface 11a of the pulley body 11 and the end surface 22b of the inner cap 22 can slide with the relative rotation. Further, a plurality of external teeth 22b are formed on the outer periphery of the peripheral wall 22a of the inner cap 22.

A ring gear 25 is interposed between the timing pulley housing 10 and the camshaft 1, and the ring gear 25 connects the two 10, 10. That is, the ring gear 25 has an annular shape and is housed in the housing space 21 of the timing pulley housing 10 so as to be able to reciprocate along the axial direction of the camshaft 1. This ring gear 25 has a plurality of teeth 25 provided on its inner and outer circumferences.
Both a and 25b are helical teeth, and are rotatable relative to the camshaft 1 by moving in the axial direction. The inner teeth 25 a of the ring gear 25 mesh with the outer teeth 22 b of the inner cap 22, and the outer teeth 25 b of the ring gear 25 mesh with the inner teeth 12 a of the cover 12.

Therefore, the timing pulley housing 10
Is rotationally driven, the timing pulley housing 10 and the inner cap 22 connected by the ring gear 25 are integrally rotated, and the camshaft 1 is further rotationally driven integrally with the timing pulley housing 10.

In the housing space 21, a first hydraulic chamber 26 is formed between one end of the ring gear 25 in the axial direction and the bottom wall of the cover 12. Similarly, in the housing space 21, a second hydraulic chamber 27 is formed between the other end of the ring gear 25 in the axial direction and the pulley main body 11.

Here, in order to generate a hydraulic pressure by supplying lubricating oil to the first hydraulic chamber 26, a first shaft oil passage 28 extending along the center of the camshaft 1 is formed in the camshaft 1. The tip end of this shaft oil passage 28 is a hollow bolt 2
It communicates with the first hydraulic chamber 26 through the third central hole 23a. The proximal end of the shaft oil passage 28 communicates with the journal groove 6 through an oil hole 29 extending in the radial direction of the camshaft 1.

On the other hand, in order to supply a lubricating oil to the second hydraulic chamber 27 and generate a hydraulic pressure, the camshaft 1 has a second shaft oil passage 3 extending in parallel with the first shaft oil passage 28.
0 is formed. One circumferential groove 31 extending along the outer periphery of the camshaft 1 is formed near the tip of the camshaft 1. A part of the circumferential groove 31 communicates with the second shaft oil passage 30. Further, an oil hole 32 is formed in a part of the boss 14 of the pulley body 11 to allow the above-mentioned peripheral groove 31 to communicate with the second hydraulic chamber 27. The base end of the second shaft oil passage 30 is communicated with the other journal groove 7. In addition, between the ring gear 25 and the pulley main body 11 in the second hydraulic chamber 27, as an urging means for urging the ring gear 25 to return to the initial position (retard side position) shown in FIG. Spring 33 is mounted.

Next, the above-described OCV 44 will be described. The OCV 44 controls the stop position of the ring gear 25 by selectively opening and closing the first head oil passage 8 and the second head oil passage 9. As shown in FIG.
Reference numeral 4 denotes a sleeve 51, a spool 52, and a solenoid 53 as a driving unit for driving the spool 52. In the sleeve 51, a supply port 54, a first discharge port 55, a second discharge port 56, a first drain port 57, and a second drain port 58 are formed. The supply port 54 is connected to the oil pump 41. Further, the first discharge port 55 is connected to the first head oil passage 8, and the second discharge port 56 is connected to the second head oil passage 9. Further, the first drain port 57 and the second drain port 58 are connected to the oil pan 42.
It is connected to the.

Within the sleeve 51, a substantially cylindrical spool 52 is provided so as to be slidable in the left-right direction in the figure. A solenoid 53 is built in the rear half (the right side in the figure) of the OCV 44, and the spool 52 is connected to the solenoid 53. Solenoid 53 is E
The duty is controlled by the CU 71 and the spool 52
Moves in the sleeve 51 according to the duty ratio.

On the outer periphery of the spool 52, valve bodies 63, 64 are formed by three annular recesses 59, 60, 61. The axial length of the valve bodies 63 and 64 is set to be larger than the axial length of each opening of the first discharge port 55 and the second discharge port 56. Therefore, the openings of the first discharge port 55 and the second discharge port 56 can be closed by the valve bodies 63 and 64.

As shown in FIG. 2A, the spool 52 is disposed at the center of the sleeve 51, and the first discharge port 5
5. In a state where both openings of the second discharge port 56 are closed, a wrap margin δ between the sleeve 51 and the valve bodies 63 and 64 is set.
1, δ2, δ3, δ4 is δ1 = δ2> δ3 = δ
4, is represented. Therefore, when the spool 53 is moved to the left in the drawing by the solenoid 53, first, the first discharge port 55 is opened, and after a predetermined delay time, the second discharge port 56 is opened. Conversely, when the spool 52 is moved rightward in the figure by the solenoid 53, first, the second discharge port 56 is opened, and after a predetermined delay time,
The first discharge port 55 is opened. Thus, the wrap margins δ1, δ2, δ between the sleeve 51 and the valve bodies 63, 64
3, the spool 52 formed so that δ4 has a relationship of δ1 = δ2> δ3 = δ4 constitutes the suppression means.

Next, the operation of the valve timing control device configured as described above will be described in detail. As shown in FIG. 1, when the ring gear 25 is held to the left in the figure, the spool 52 of the OCV 44 is held in the state shown in FIG. In this case, the solenoid 53 is EC
U71 is energized with an excitation voltage of 50% duty ratio (indicating ON / OFF ratio of the excitation voltage), and both discharge ports 55 and 56 are closed.

When the duty ratio of the excitation voltage for exciting the solenoid 53 is increased from this state, the spool 52 moves to the left in the figure against the urging force of the spring 62, as shown in FIG. The first discharge port 55 and the supply port 54 communicate with each other, and lubricating oil is supplied to the first head oil passage 8. Lubricating oil is in the journal groove 6, oil hole 29, first
Shaft oil passage 28 and center hole 23a of hollow bolt 23
To the first hydraulic chamber 26. For this reason, the hydraulic pressure generated in the first hydraulic chamber 26 is applied to one end of the ring gear 25, and the ring gear 25 is axially opposed to the urging force of the spring 33 and the hydraulic pressure of the second hydraulic chamber 27. Is pressed. However, the sleeve 51 and the valve 6
In lap margins δ2 and δ3 with 3,64, δ2> δ3
Therefore, the second discharge port 56 has not been opened yet, and since the lubricating oil is not discharged, the movement of the ring gear 25 is suppressed.

When the duty ratio is further increased, the spool 52 is held at the position shown in FIG.
The discharge port 56 and the second drain port 58 communicate with each other. Then, the second head oil passage 9 is moved to the oil pan 42.
The lubricating oil is released from the second hydraulic chamber 27 to the oil hole 3
2, circumferential groove 31, second shaft oil passage 30, journal groove 7, second head oil passage 9, and second drain port 58
Through the oil pan. Accordingly, the hydraulic pressure in the second hydraulic chamber 27 decreases, and the ring gear 25 moves in the axial direction against the urging force of the spring 33 due to the hydraulic pressure in the first hydraulic chamber 26.

When the ring gear 25 moves in the axial direction, the helical teeth 25 provided on the inner and outer circumferences of the ring gear 25
The ring gear 25 is rotated by the engagement of the outer teeth 22 a of the inner cap 22 and the inner teeth 12 a of the cover 12, and the camshaft 1 is twisted. As a result, the camshaft 1 and the timing pulley housing 1
The relative position in the rotation direction with 0 is changed, and the operation timing of the intake valve or the exhaust valve is advanced.

When the ring gear 25 reaches the valve timing position of the intermediate phase, the duty ratio of the exciting voltage for exciting the solenoid 53 is returned to 50%.
Then, the spool 52 is moved to the spring 62 serving as the urging means.
2B to the position shown in FIG. 2B by the urging force of FIG. 2, and the communication between the second discharge port 56 and the second drain port 58 is cut off first. In this state, the first discharge port 55 is in communication with the supply port 54,
The hydraulic pressure in the hydraulic chamber 26 is rising. On the other hand, since the lubricating oil remains in the second hydraulic chamber 27, the second hydraulic chamber 2
The hydraulic pressure at 7 also rises with the first hydraulic chamber 26. Further, the spool 25 moves to the position shown in FIG. 2A, and both the discharge ports 55 and 56 are closed. Therefore, the hydraulic pressure in the first and second hydraulic chambers 26 and 27 is maintained at a high state. At this time, the force due to the hydraulic pressure in the first hydraulic chamber 26 (the product of the pressure in the first hydraulic chamber 26 and the pressure receiving area A1) is the force due to the hydraulic pressure in the second hydraulic chamber 27 (the second hydraulic chamber). Product of pressure 27 and pressure receiving area A1), spring 3
3 and the force obtained by adding the cam drive torque from the helical teeth 25a and 25b. Further, the communication between the second discharge port 56 and the second drain port 58 is cut off first, so that there is no possibility that air is mixed into the second hydraulic chamber 27.

On the other hand, when the duty ratio of the excitation voltage of the solenoid 53 is reduced when the ring gear 25 is in the most advanced state, the spool 52 is moved from the state shown in FIG. Move to the right in the figure. Then, the spool 52 moves to the position shown in FIG. 3B, and the second discharge port 56 and the supply port 54 are communicated. When lubricating oil is supplied to the second head oil passage 9,
The lubricating oil is supplied to the second hydraulic chamber 27 through the journal groove 7, the second shaft oil passage 30, the peripheral groove 31, and the oil hole 32. For this reason, the hydraulic pressure generated in the second hydraulic chamber 27 is applied to one end of the ring gear 25, and the ring gear 25 is pressed against the hydraulic pressure in the first hydraulic chamber 26 together with the urging force of the spring 33. Direction. However, the wrap margin δ1, between the sleeve 51 and the valve bodies 63, 64,
At δ4, since δ1> δ4, the first discharge port 55 has not been opened yet, and since the lubricating oil is not discharged, the movement of the ring gear 25 is suppressed.

When the duty ratio of the excitation voltage is further reduced, the spool 52 is held at the position shown in FIG. 3 (c), and the first discharge port 55 and the first drain port 5
7 is communicated. Then, the first head oil passage 8 is opened to the oil pan 42, and the lubricating oil flows from the first hydraulic chamber 26 to the center hole 23a of the hollow bolt 23, the first shaft oil passage 28, the oil hole 29, the journal. The oil is discharged to the oil pan through the groove 6, the first head oil passage 8, and the first drain port 57. Accordingly, the oil pressure in the first hydraulic chamber 26 decreases, and the ring gear 25 moves in the axial direction by the oil pressure in the second hydraulic chamber 27 and the urging force of the spring 33.

When the ring gear 25 moves in the axial direction, the helical teeth 25 provided on the inner and outer circumferences of the ring gear 25
The ring gear 25 is rotated by the engagement of the outer teeth 22 a of the inner cap 22 and the inner teeth 12 a of the cover 12, and the camshaft 1 is twisted. As a result, the camshaft 1 and the timing pulley housing 1
The relative position in the rotation direction with respect to 0 is changed, and the operation timing of the intake valve or the exhaust valve is retarded.

Further, when the ring gear 25 reaches the position of the intermediate phase, the duty ratio of the excitation voltage of the solenoid 53 is returned to 50%. Then, the spool 52 moves leftward in the figure against the urging force of the spring 62, as shown in FIG.
, And first the first discharge port 55 and the first
Communication with the drain port 57 is interrupted. In this state, the second discharge port 56 is in communication with the supply port 54, and the hydraulic pressure in the second hydraulic chamber 27 is rising. Further, since the lubricating oil remains in the first hydraulic chamber 26, the hydraulic pressure in the first hydraulic chamber 26 also rises together with the second hydraulic chamber 27. Thereafter, the spool 52 moves to the position shown in FIG. 3A, and both the discharge ports 55 and 56 are closed.
Therefore, the hydraulic pressure in the first and second hydraulic chambers 26 and 27 is maintained at a high state. At this time, first
Since the communication between the discharge port 55 and the first drain port 57 is interrupted, there is no possibility that air is mixed into the first hydraulic chamber 26.

As described above, in both cases where the ring gear 25 is moved in the advance and retard directions and controlled to the intermediate phase, the first and second hydraulic chambers 26,
The hydraulic pressure in 27 is kept high. At this time, FIG.
A thrust force is generated in the VVT actuator 48 shown in FIG. That is, a thrust force equal to the product of the pressure in the first hydraulic chamber 26 and the pressure receiving area A2 acts between the thrust surface 11a of the pulley body 11 and the end surface 22c of the inner cap 22. Since the pressure in the first hydraulic chamber 26 is high, the thrust force increases, and a relatively large sliding friction resistance occurs between the thrust surface 11a and the end surface 22c of the inner cap 22.

The camshaft 1 rapidly and reversely rotates with respect to the pulley body 11 due to the driving force of the engine and the spring reaction force of a valve spring (not shown), but the thrust surface 11a and the end surface 22c of the inner cap 22 are rotated. Abrupt forward / reverse rotation is sufficiently suppressed. For this reason, while the ring gear 25 is stopped, it is possible to reduce the hitting noise caused by backlash between the helical teeth 25a and 25b of the ring gear 25, the outer teeth 22b of the inner cap 22, and the inner teeth 12a of the cover 12.

Further, while the ring gear 25 is moving, one end of the ring gear 25 is pressed by the hydraulic pressure in the first or second hydraulic chambers 26, 27, so that the helical teeth 25a, 25b The outer teeth 22b of the cover 22 and the inner teeth 12a of the cover 12 are pressed, and no hitting sound due to backlash is generated.

As described in detail above, the wrap margins δ1, δ2, δ3, δ4 between the sleeve 51 and the valve bodies 63, 64 are δ1
= Δ2> δ3 = δ4, the spool 52 formed so as to satisfy the relationship of the first and second spools.
The hydraulic pressure in the hydraulic chambers 26 and 27 is maintained at a high level. For this reason, the thrust force increases, and a relatively large sliding friction resistance is generated between the thrust surface 11a and the end surface 22c of the inner cap 22. Therefore, it is possible to generate the rotational drag without making any change on the VVT actuator side, and it is possible to reduce the hitting sound caused by the backlash. Further, first, the communication between the first discharge port 55 and the first drain port 57 is cut off, that is, since the discharge side of the lubricating oil is cut off first, air is mixed into the first hydraulic chamber 26. There is no danger. Therefore, damping of the ring gear 25 is prevented and stabilization is possible, and a delay in hydraulic response at the next control is prevented, thereby improving control responsiveness.

[Second Embodiment] Next, a second embodiment which embodies a valve timing control device according to the present invention will be described. In the following, the same components as those in the first embodiment are indicated by the same reference numerals in the drawings, and description thereof is omitted.

As shown in FIG. 4, the first head oil passage 8 and the second head oil passage 9 of the VVT actuator 48 are
The solenoid valves are connected to the discharge ports of first and second three-way switching valves 65 and 66, respectively. Two-way switching valve 6
The supply ports 5 and 66 are connected to an oil pan 42 via an oil filter 43, an oil pump 41, and an oil strainer 45. Further, both three-way switching valves 65, 6
The drain port 6 is connected to the oil pan 42 via drain pipes 67 and 68.

The three-way switching valves 65 and 66 are connected to the ECU 72 and can be switched to respective positions a, b and c under the control of the ECU 72. Three-way switching valves 65, 6
When the position 6 is controlled to the position b shown in FIG. 4, the discharge port, the supply port, and the drain port are shut off. Also,
When the three-way switching valves 65 and 66 are controlled to the position a, the discharge port and the drain port are connected, and when the three-way switching valves 65 and 66 are controlled to the position c, the discharge port and the supply port are connected.

Next, the operation of the valve timing control device configured as described above will be described. The ring gear 2
5 is moved to control the valve timing to the advance side or the retard side, as in the first embodiment.
A description will be given based on the flowchart shown in FIG. 5 only when the movement of the ring gear 25 is started and stopped. The processing operation of this flowchart is executed by a program stored in the ECU 72.

When the ring gear 25 is moved from the state of being held at the most retarded position to the left (in FIG. 1) of the accommodation space 21 to the advanced side (a), first, the first three-way switching valve 65 is moved. Is c
The position is switched (step 100). Then, lubricating oil is supplied to the first hydraulic chamber 26, and the hydraulic pressure is applied to one end of the ring gear 25, and the ring gear 25 is pressed against the urging force of the spring 33 and the hydraulic pressure of the second hydraulic chamber 27. Direction. However, the second three-way switching valve 66 remains held at the position b, and the second hydraulic chamber 2
Since the lubricating oil of No. 7 is not discharged, the movement of the ring gear 25 is suppressed. After a predetermined delay time (step 101), the three-way switching valve 66 is switched to the position a (step 102), and the lubricating oil in the second hydraulic chamber 27 is discharged, whereby the ring gear 25 is advanced. Move to the side.

When the ring gear 25 reaches the intermediate phase position (step 103), the three-way switching valve 66 is switched to the position b (step 104). At this time, since the three-way switching valve 65 is held at the position c, the lubricating oil is continuously supplied to the first hydraulic chamber 26, and the internal pressure of the first and second hydraulic chambers 26 and 27 is increased. Further, after a predetermined delay time (step 105), when the three-way switching valve 65 is switched to the position b (step 106), the internal pressures of the first and second hydraulic chambers 26 and 27 are maintained at a high state. .

On the other hand, when moving the ring gear 25 to the retard side, first, the second three-way switching valve 66 is switched to the position c (step 200). Then, the second hydraulic chamber 27
Lubricating oil is supplied to one end of the ring gear 25, and the ring gear 25 is
Is pressed in the axial direction against the hydraulic pressure of the first hydraulic chamber 26. However, since the first three-way switching valve 65 is held at the position b and the lubricating oil in the first hydraulic chamber 26 is not discharged, the movement of the ring gear 25 is suppressed. Then, after a predetermined delay time (step 201),
The three-way switching valve 65 is switched to the position a (step 20).
2), the ring gear 25 moves to the retard side as the lubricating oil in the first hydraulic chamber 26 is discharged.

When the ring gear 25 reaches the intermediate phase position (step 203), the three-way switching valve 65 is switched to the position b (step 204). At this time, since the three-way switching valve 66 is held at the position c, the lubricating oil is continuously supplied to the second hydraulic chamber 27, and the internal pressure of the first and second hydraulic chambers 26, 27 is increased. Further, after a predetermined delay time (step 205), when the three-way switching valve 66 is switched to the position b (step 206), the internal pressures of the first and second hydraulic chambers 26 and 27 are maintained at a high state. .

In this processing operation, step 101,
By 201, the suppressing means at the time of starting the ring gear 25 is equivalently constituted, and at steps 106 and 206, the suppressing means at the time of stopping is equivalently constituted.

As described above, the first and second hydraulic chambers 2
Even when the hydraulic pressures of the valves 6 and 27 are controlled by the two three-way switching valves 65 and 66, the same effect as that of the first embodiment can be obtained because the ECU 72 constitutes the suppression means.

It should be noted that the present invention is not limited to the above-described embodiment, and may be implemented as follows by appropriately changing a part of the configuration without departing from the spirit of the invention. (1) In each of the above embodiments, the OCV 44 is used as the suppression means.
Alternatively, although the three-way switching valves 65 and 66 are used, a fluid resistance means such as an orifice or a fluid restriction means may be provided in the drain pipe instead.

(2) In the second embodiment, the ECU 7
2, the switching means may be replaced by a three-way switching valve having a characteristic in which the switching from the position b to the position a is slower than other operations.

The technical ideas other than the claims that can be grasped from the above embodiment will be described below together with their effects. 2. The valve timing control device according to claim 1, further comprising (i) another suppressing means for introducing a fluid into one of the pressure chambers and then discharging the fluid from the other pressure chamber by an opening / closing means instead of the suppressing means. According to this configuration, the start of movement of the ring gear 25 becomes gentle, and the hitting sound of the helical teeth is reduced.

(Ii) The switching means and the opening / closing means are constituted by a three-position switching valve in which a spool having a valve body moves in the sleeve to switch and open / close the passage, and the inhibiting means comprises a sleeve and a valve body. 2. The valve timing control device according to claim 1, wherein the valve timing control device is configured by a lap margin. According to this configuration, it is possible to configure a very simple restraining means by a wrap margin between the sleeve and the valve element, and it is possible to implement the method at a very low cost.

(Iii) A pulley provided on the outer circumference of a camshaft for driving a valve of an internal combustion engine, interposed between the camshaft and the pulley, and having teeth on inner and outer circumferences, at least one of which is helical. Fluid from a pressurized fluid supply source is guided to one of the pressure chambers provided at both ends of the ring gear, and the fluid is caused to act on one end of the ring gear and discharged from the other. And a switching means for switching the control passage so as to communicate with one of an introduction side where the fluid is introduced into the pressure chamber and a discharge side where the fluid is discharged from the pressure chamber. And opening and closing means for opening and closing the control passage. The urging force of the fluid pressure from the pressurized fluid supply source causes the ring gear to move in the axial direction of the camshaft, thereby reducing the driving force of the pulley. Transmitted to the camshaft at le teeth,
In the variable valve timing control device in which the opening / closing timing of the valve is adjusted by changing the rotation phase of the pulley and the camshaft, the opening / closing means closes the control passage communicating with the discharge side, and then closes the control side. A valve timing control device for an internal combustion engine, further comprising a suppression means for closing a control passage communicated with the control valve. With this configuration, it is possible to obtain the same effects as in the above embodiment.

In the above embodiment, the internal combustion engine includes a gasoline engine and a diesel engine.

[0057]

As described above in detail, according to the present invention, it is possible to provide a valve timing control device for an internal combustion engine which can enhance control responsiveness.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram showing a valve timing control device according to a first embodiment of the invention.

2A is a state in which both the first and second discharge ports are closed, FIG. 2B is a state in which the first discharge port is open and the second discharge port is closed, and FIG. FIG. 2 is a cross-sectional view showing the oil control valve in FIG. 1 in which both the first and second discharge ports are open.

3A is a state in which both the first and second discharge ports are closed, FIG. 3B is a state in which the second discharge port is open and the first discharge port is closed, and FIG. FIG. 2 is a cross-sectional view showing the oil control valve in FIG. 1 in which both the first and second discharge ports are open.

FIG. 4 is a schematic configuration diagram showing a valve timing control device according to a second embodiment of the invention.

FIG. 5 shows the valve timing control device of FIG.
(A) shows the case where the ring gear is moved to the advance side,
(B) is a flowchart showing a processing operation when the ring gear is moved to the retard side.

[Explanation of symbols]

1 ... camshaft, 8 ... (constituting control passage) 1st
9 (second control oil passage), 10 (a pulley) timing pulley housing, 25 ring gear, 26 first hydraulic chamber, 27 second Hydraulic chambers 28, a first shaft oil passage (constituting a control passage), 30 ... a second shaft oil passage (constituting a control passage) 44, O (switching means)
CV, 51 ... spool (constituting suppression means), 65,
66 ... (constituting switching means) 3-way switching valve, 72 ... (constituting suppressing means) ECU.

Claims (4)

[Claims] The lubricating oil supplied from an oil pump (41) is supplied to a first hydraulic chamber (26) and supplied to a second hydraulic chamber (2).
7), the operation timing is advanced by discharging the lubricating oil to the second hydraulic chamber (27), and the operation timing is retarded by discharging the lubricating oil from the first hydraulic chamber (26). An internal combustion engine, comprising: a valve timing control device that includes a suppression unit that suppresses discharge of lubricating oil from the first hydraulic chamber (26) when supplying lubricating oil to the second hydraulic chamber (27). Valve timing control device. 2. A lubricating oil supplied from an oil pump (41) is supplied to a first hydraulic chamber (26) and supplied to a second hydraulic chamber (2).
7), the operation timing is advanced by discharging the lubricating oil to the second hydraulic chamber (27), and the operation timing is retarded by discharging the lubricating oil from the first hydraulic chamber (26). In the valve timing control device, when lubricating oil is supplied to the first hydraulic chamber (26), discharge of lubricating oil from the second hydraulic chamber (27) is suppressed, and
A valve timing control device for an internal combustion engine, comprising: a suppression unit that suppresses discharge of lubricating oil from a first hydraulic chamber (26) when lubricating oil is supplied to a hydraulic chamber (27). 3. The valve timing control device for an internal combustion engine according to claim 1, wherein said suppression means includes a supply port (5) connected to an oil pump (41).
4), a first discharge port (55) communicating with the first hydraulic chamber (26), a second discharge port (56) communicating with the second hydraulic chamber (27), and a first drain port (57). ) And a spool (51) having a second drain port (58) formed therein, and a spool () slidably disposed in the sleeve (51) having a pair of valve bodies (63, 64). 52)
One of the valve bodies (63, 64) closes the first discharge port (55) and the other valve body (64).
Closes the second discharge port (56),
The wrap margin between the sleeve (51) for blocking the communication between the first discharge port (55) and the first drain port (57) and one of the valve bodies (63) is δ1, and the second discharge port ( 56) and the sleeve (51) for cutting off the communication between the supply port (54) and the other valve body (64), when the wrap margin is δ4, the distance between δ1 and δ4 is δ.
A valve timing control device for an internal combustion engine, wherein the relationship is set as 1> δ4. 4. The valve timing control device for an internal combustion engine according to claim 2, wherein the suppressing means includes a supply port (5) connected to an oil pump (41).
4), a first discharge port (55) communicating with the first hydraulic chamber (26), a second discharge port (56) communicating with the second hydraulic chamber (27), and a first drain port (57). ) And a spool (51) having a second drain port (58) formed therein, and a spool () slidably disposed in the sleeve (51) having a pair of valve bodies (63, 64). 52)
One of the valve bodies (63, 64) closes the first discharge port (55) and the other valve body (64).
Closes the second discharge port (56),
The wrap margin between the sleeve (51) for blocking the communication between the first discharge port (55) and the first drain port (57) and one of the valve bodies (63) is δ1, and the second discharge port ( 56) and the second drain port (58) to cut off the communication between the sleeve (51) and the other valve element (6).
4) and the lap margin is δ2, and the first discharge port (5
5) and the wrap margin between the sleeve (51) for interrupting the communication between the supply port (54) and one of the valve bodies (63) is δ.
3, the second discharge port (56) and the supply port (5
Assuming that the wrap margin between the sleeve (51) for interrupting the communication of 4) and the other valve body (64) is δ4, these δ
Δ1 = δ2> δ3 = δ4 between 1, δ2, δ3 and δ4
A valve timing control device for an internal combustion engine, wherein the valve timing control device is set in the following relationship.