JP2000045726A - Hydraulic valve timing adjusting device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To dissolve such a trouble as the staying state of a hydraulic fluid can not be held during stopping of an engine, and an abnormal sound therefore occurs when an engine is restarted or its starting ability becomes worse. SOLUTION: In order to hold a hydraulic fluid staying between an actuator 40, a first as a second conduits 89, 90, OCV 80 and an oil pump 92, in the the stopping of an engine, a solenoid valve device 1 which can be ON/OFF controlled by ECU 100 is arranged between the OCV 80 and the oil pump 92.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydraulic valve timing control apparatus that changes the opening / closing timing of one or both of an intake valve and an exhaust valve by an actuator in accordance with operating conditions of an engine.

[0002]

2. Description of the Related Art Conventionally, various hydraulic valve timing adjusting devices have been provided, and the present applicant also provides a hydraulic valve timing adjusting device in Japanese Patent Application No. 9-314069, for example. FIG. 10 is a sectional view showing a conventional hydraulic valve timing adjusting apparatus, which is related to Japanese Patent Application No. 9-314069 by the present applicant. FIG.
Is an enlarged sectional view of a plunger part which is a main part in FIG. 10,
FIG. 12 is a sectional view showing a state in which hydraulic pressure is applied to the plunger in FIG. In the figure, 19 is the intake side cam 1
9a having an intake-side camshaft (camshaft), 2
Reference numeral 1 denotes a timing pulley provided at one end of the intake side camshaft 19, and reference numeral 40 denotes an actuator for variable valve timing which is connected to the intake side camshaft 19 and disposed. The actuator 40 is driven by a lubricating oil of an engine (not shown) as hydraulic oil, thereby changing a displacement angle of the intake-side camshaft 19 and continuously changing an opening / closing timing (valve timing) of an intake valve (not shown). It is to let. Reference numeral 41 denotes a bearing of the intake-side camshaft 19, and reference numeral 42 denotes a housing of the actuator 40, which is rotatably attached to the intake-side camshaft 19.

Reference numeral 43 denotes a case fixed to the housing 42, and reference numeral 44 denotes a vane-type rotor which is connected and fixed to the intake-side camshaft 19 with bolts 45 and housed in the case 43. It is rotatable. Reference numeral 46 denotes a chip seal interposed between the case 43 and the rotor 44, which prevents movement of hydraulic oil between hydraulic chambers separated by the case 43 and the rotor 44. 47 is a back spring made of a leaf spring, 48 is a cover fixed to the case 43, and 49 is a housing 42.
For fixing the case 43 and the cover 48 together.
50 is an O-ring, 51 is a plate, and 52 is a bolt. 53 and 54 are O-rings, and 55 is a columnar holder provided on the rotor 44.
Is formed in the axial direction, and the engaging hole 55a is formed in a lateral hole shape parallel to the intake side camshaft 19.

Reference numeral 56 denotes a plunger slidably provided in the housing 42, and has an engagement shaft portion 56a for fitting into and engaging with an engagement hole 55a of the holder 55. The engaging shaft portion 56a is formed in a parallel pin shape having the same diameter as an engaging portion to be fitted into the engaging hole 55a. 57 is a spring for urging the plunger 56 toward the holder 55, 58 is a plunger oil passage for introducing hydraulic oil into the engagement hole 55 a of the holder 55, and is introduced from the plunger oil passage 58 into the engagement hole 55 a of the holder 55. The lock of the plunger 56 with respect to the holder 55 is released by moving the plunger 56 against the spring 57 with the used hydraulic oil. 59 is an air hole,
Reference numeral 60 denotes a shaft bolt that is rotatable with respect to the cover 48 and fixes the rotor 44 to the camshaft 19, and 61 denotes an air hole.

Reference numeral 62 denotes a first oil passage provided in the intake camshaft 19 and the rotor 44, and communicates with a later-described retard hydraulic chamber 73 for moving the rotor 44 in the retard direction. A second oil passage 63 is also provided in the intake camshaft 19 and the rotor 44 and communicates with a later-described advance hydraulic chamber 74 for moving the rotor 44 in the advance direction.

Reference numeral 80 denotes an oil control valve (hereinafter, referred to as OCV) as a fluid supply means for supplying hydraulic oil to the actuator 40 and adjusting the oil amount. 81
Is a housing of the OCV 80 (hereinafter referred to as a valve housing), 82 is a spool that slides in the valve housing 81, 83 is a spring that biases the spool 82 in one direction, and 84 is a spool that resists the biasing force of the spring 83. 85 is a supply port (primary port) formed in the valve housing 81, 85 a is a supply line for supplying hydraulic oil to the supply port 85, and 86 is formed in the valve housing 81. A port (secondary port) and 87 are B ports (secondary ports) formed in the valve housing 81.

Reference numeral 88 denotes a common drain line connected to drain ports 88a and 88b formed in the valve housing 81, 89 denotes a first line connecting the first oil passage 62 and the A port 86, and 90 denotes a first line. 2 is a second pipe connecting the oil passage 63 and the B port 87; 91 is an oil pan (hydraulic oil supply / recovery means); 92 is an oil pump (hydraulic oil supply / recovery means);
3 is an oil filter. Here, the oil pump 92
The suction side communicates with the inside of the oil pan 91, and the discharge side is connected to the supply port 85 via the oil filter 93. A drain line 88 is provided in the oil pan 91.
Are in communication. The oil pan 91, the oil pump 92, and the oil filter 93 constitute a lubricating device for lubricating each part of the engine (not shown).
Together with 80, a hydraulic oil supply device to the actuator 40 is configured.

Reference numeral 100 denotes an electronic control unit (hereinafter referred to as an ECU).
The injector, the igniter, and the OCV 80 (not shown) are driven based on signals from an intake air amount sensor, a throttle sensor, a water temperature sensor, a crank angle sensor, and a cam angle sensor (not shown) to obtain a fuel injection amount,
It controls the ignition timing and the valve timing, and also controls the valve closing timing of the OCV 80 after the ignition switch is turned off.

FIG. 13 is a sectional view taken along the line XX in FIG. 10, and FIG. 14 is a slide plate 77 in FIG.
15 is a partial cross-sectional view showing the moving state of FIG.
FIG. 16 is a cross-sectional view taken along the line ZZ of FIG. 10. In these figures, 64-6
Reference numeral 7 denotes first to fourth vanes protruding from the rotor 44 in the outer radial direction, and the tips of the vanes 64 to 67 come into sliding contact with the inner peripheral surface of the case 43. A tip seal 68 is provided at the tip sliding contact portion. 7
Reference numeral 1 denotes a shoe protruding from the inner peripheral surface of the case 43, and reference numeral 72 denotes a bolt hole provided in the shoe 71, into which a bolt 49 in FIG. 10 is inserted. 69 is a vane support on which the tip of the shoe 71 slides, 73 is the first to fourth vanes 64-67.
Retard hydraulic chamber for rotating the valve in the retard direction.
This is an advanced hydraulic chamber for rotating the fourth to fourth vanes 64 to 67 in the advanced direction. The retard hydraulic chamber 73 and the advance hydraulic chamber 74 are provided between the shoe 43 of the case 43 and the vanes 64 to 67 of the rotor 44 between the case 43 and the rotor 44.
Are formed in the shape of a fan.

Reference numeral 75 denotes a communication oil passage provided in the first vane 64 for communicating between the retard hydraulic chamber 73 and the advance hydraulic chamber 74 on both sides of the vane 64. The plunger oil passage 58 communicates in the middle of the moving groove 76. Reference numeral 77 denotes a slide plate which moves in the movement groove 76.
The communication oil passage 75 is divided by 7 so that oil leakage does not occur between the retard hydraulic chamber 73 and the advance hydraulic chamber 74. Further, the slide plate 77 moves toward the advance hydraulic chamber 74 when the hydraulic pressure in the retard hydraulic chamber 73 is high, as shown in FIG. 13, and when the hydraulic pressure in the advance hydraulic chamber 74 is high, as shown in FIG. Then, it moves to the retard hydraulic chamber 73 side. The arrows in FIGS. 13, 15, and 16 indicate the rotation direction of the entire actuator 40.

In the above, the retard hydraulic chamber 73 and the advance hydraulic chamber 74 are composed of the housing 42, the case 43 and the rotor 4.
4 and the cover 48, the retard hydraulic chamber 73 communicates with the first oil passage 62, and hydraulic oil is supplied from the first hydraulic passage 62, and the advance hydraulic chamber 74 is connected to the second hydraulic passage 74. Hydraulic oil is supplied from the second oil passage 63, and
The rotor 44 moves relative to the housing 42 in accordance with the amount of hydraulic oil supplied to the retard hydraulic chamber 73 and the advance hydraulic chamber 74, and each of the retard hydraulic chamber 73 and the advance hydraulic chamber 74 The volume changes.

Next, the actuator 40 and the OCV 8
The operation of 0 will be described. First, the rotor 44 in a state where the engine (not shown) is stopped is in the maximum retard position as shown in FIG.
2 is also stopped, and the first oil passage 62 and the second oil passage 6
Since no hydraulic oil is supplied to 3 and no hydraulic oil is supplied to the plunger oil passage 58, the hydraulic pressure accumulated inside the actuator 40 is low. For this reason, the plunger 5
6 is pressed against the holder 55 by the urging force of the spring 57, and the engagement shaft portion 56a of the plunger 56 is engaged with the engagement hole 55a of the holder 55 to lock the housing 42 and the rotor 44.

When an engine (not shown) is started from this state, the oil pump 92 is operated, and the pressure of the working oil supplied to the OCV 80 is increased. Hydraulic oil is supplied to the retard hydraulic chamber 73 in the actuator 40 via the passage 62. At this time, the slide plate 77 moves toward the advance hydraulic chamber 74 due to the hydraulic pressure of the retard hydraulic chamber 73, and the retard hydraulic chamber 73 communicates with the plunger oil passage 58,
The engagement hole 55a of the holder 55 extends from the plunger oil passage 58.
Hydraulic fluid is supplied to the plunger 56 and the spring 57
The plunger 5 is pressed against the urging force of
The engagement shaft portion 56a of 6 is disengaged from the engagement hole 55a of the holder 55, and the lock between the plunger 56 and the rotor 44 is released.

However, since hydraulic oil is supplied to the retard hydraulic chamber 73, each of the vanes 64 to 6 of the rotor 44 is provided.
7 is in a state of pressing against the shoe 71 in the retard direction,
Therefore, even if the engagement of the rotor 44 by the plunger 56 is released, the housing 42 and the rotor 44 are pressed against each other by the hydraulic pressure of the retard hydraulic chamber 73, and vibration and impact can be reduced or eliminated. As described above, since the plunger 56 can be moved by the hydraulic pressure of the retard hydraulic chamber 73, if a predetermined hydraulic pressure (a hydraulic pressure at which the slide plate 77 and the plunger 56 can move) is generated by starting an engine (not shown), When the engagement between the plunger 56 and the rotor 44 is released, when it is necessary to advance the rotor 44, it is possible to immediately respond.

Next, in order to advance the rotor 44, O
When the B port 87 of the CV 80 is opened, the second pipeline 90
Hydraulic fluid is supplied to the advance hydraulic chamber 74 through the second oil passage 63, and the hydraulic pressure is transmitted from the advance hydraulic chamber 74 to the communication oil passage 75 to press the slide plate 77,
The slide plate 77 moves to the retard hydraulic chamber 73 side.
By the movement of the slide plate 77, the plunger oil passage 58 communicates with the advance hydraulic chamber 74 side of the communication oil passage 75,
Hydraulic pressure is transmitted from the advance hydraulic chamber 74 to the plunger oil passage 58, and the plunger 56 is moved by the spring 57 by this hydraulic pressure.
Is moved toward the housing 42 side against the urging force, and the engagement between the plunger 56 and the holder 55 is released.

In the disengaged state, the differential pressure between the retard hydraulic chamber 73 and the advance hydraulic chamber 74 is adjusted by opening and closing the A port 86 and the B port 87 of the OCV 80 to adjust the oil supply amount. The rotation of the rotor 44 can be advanced or retarded with respect to the rotation of the housing 42. For example, the rotor 44
14, the vanes 64 to 67 of the rotor 44 rotate in contact with the shoes 71 on the retard hydraulic chamber 73 side, as shown in FIG. Also, the retard hydraulic chamber 73
If the hydraulic pressure of the lead hydraulic chamber 74 is set higher than the hydraulic pressure of
The rotor 44 rotates in the retard direction with respect to the housing 42. Thus, the retard hydraulic chamber 73 and the advance hydraulic chamber 74
By adjusting the oil pressure supplied to the housing 42, the retard angle and the advance angle of the rotor 44 with respect to the housing 42 can be adjusted. Where O
The supply hydraulic pressure of the CV 80 is calculated and feedback-controlled by the ECU 100 based on signals from a position sensor that detects the relative rotation angle of the rotor 44 with respect to the housing 42 and a crank angle sensor that determines the amount of pressurization by the oil pump 92. .

FIGS. 17A to 17C show OCV80.
It is explanatory drawing which shows the typical operation state of. FIG. 17 (a)
The spool 82 is urged to the left end of the valve housing 81 by the spring 83, and the supply port 85 and the A port 8
6 shows a state where the B port 87 and the drain port 88b communicate with each other. In this state, while the hydraulic oil is supplied to the retard hydraulic chamber 73, the hydraulic oil is discharged from the advance hydraulic chamber 74, so that the rotor 4 shown in FIG.
4 rotates counterclockwise in FIG. 5 with respect to the housing 42, and the phase of the intake side camshaft 19 with respect to the intake side timing pulley 21 is delayed, so that retard control is performed.

FIG. 17B shows a state in which the electromagnetic force of the opposing linear solenoid 84 and the urging force of the spring 83 are balanced, so that the spool 82 is maintained at a position where both the A port 86 and the B port 87 are closed, and the retard angle is retarded. This shows a state in which the supply and discharge of the hydraulic oil from the hydraulic chamber 73 and the advance hydraulic chamber 74 are not performed.

FIG. 17C shows that the spool 82 is driven to the right end of the valve housing 81 by the linear solenoid 84, so that the supply port 85 and the B port 87 and the A port 86 and the drain port 88a communicate with each other. The state is shown. In this state, hydraulic oil is supplied to the advance hydraulic chamber 74 through the second oil passage 63, while the retard hydraulic chamber 73 is supplied.
Drains the hydraulic oil. As a result, FIG.
Is rotated clockwise in FIG. 7 with respect to the housing 42, and the phase of the intake-side camshaft 19 is advanced to perform advanced angle control.

[0020]

Since the conventional hydraulic valve timing adjusting device is configured as described above,
When the engine (not shown) stops, the hydraulic oil remaining on the downstream side (the OCV 80, the actuator 40, the first and second pipelines 89 and 90, etc.) from the oil pump 92 escapes from the drain side, and the actuator 40 and the Air accumulates in the first and second conduits 89, 90 and the like. If the engine is started in this state, since the hydraulic pressure required for the operation of the actuator 40 is not applied until the stagnant air and the working oil are replaced, the rotor 44 hunts and abnormal noise such as a tapping sound is generated. And the startability of the engine deteriorates.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problems, and by increasing the hydraulic pressure supply speed at the time of engine restart by maintaining the stagnation state of hydraulic oil after the engine is stopped, the generation of abnormal noise is reduced. It is an object of the present invention to provide a hydraulic valve timing adjusting device capable of preventing the engine and improving the startability of an engine.

[0022]

A hydraulic valve timing adjusting apparatus according to the present invention comprises a hydraulic oil holding means for holding hydraulic oil which remains between an actuator and a hydraulic oil supply / recovery means when an engine is stopped. It is provided between the control valve and the hydraulic oil supply / recovery means or between the oil control valve and the actuator.

The hydraulic valve timing adjusting device according to the present invention uses an electromagnetic valve device as the hydraulic oil holding means.

The hydraulic valve timing adjusting device according to the present invention uses a pilot valve device as the hydraulic oil holding means.

In the hydraulic valve timing adjusting device according to the present invention, the hydraulic oil holding means is provided integrally with the oil control valve.

[0026]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below. Embodiment 1 FIG. FIG. 1 is a sectional view showing a hydraulic valve timing adjusting device according to Embodiment 1 of the present invention. In the following description, the same members as those described in the conventional example or corresponding members are denoted by the same reference numerals, and redundant description will be omitted. In the figure, reference numeral 1 denotes an ON / OFF type electromagnetic solenoid disposed in a supply pipe 85a and a drain pipe 88 between an oil pump 92 and an OCV (oil control valve) 80, and opening and closing these pipes 85a and 88. It is a valve device (hydraulic oil holding means), and is formed so that opening and closing control can be performed by the ECU 100 when an engine (not shown) is started and stopped. 2 is each pipeline 85a, 88
Reference numeral 3 designates a spool for opening and closing the pipes 85a, 88, 4 a spring for urging the spool 3 toward the linear solenoid 5, and 6 a bypass pipe communicating with the drain pipe 88.

Next, the operation will be described. Solenoid valve device 1
Since the current value of the linear solenoid 5 is controlled by the ECU 100, the arrangement position of the spool 3 is controlled by the magnitude relationship between the driving force of the linear solenoid 5 and the urging force of the spring 4. For example, when the engine (not shown) stops, the spool 3 is connected to each of the pipes 85 as shown in FIG.
a, 88 is closed, it is possible to prevent the hydraulic oil staying in the actuator 40, the first and second pipes 89, 90, etc. from leaking out from the drain side, and the actuator 40 and the first and second pipes 89 , 90 can be effectively prevented from accumulating in the air. Therefore, when the engine is restarted, the oil pressure required for the operation of the actuator 40 is immediately applied, and the occurrence of abnormal noise due to the hunting of the rotor 44 can be prevented. Further, since the solenoid valve device 1 is controlled by the ECU 100 with good responsiveness, the startability of the engine is improved.

As described above, according to the first embodiment, when the engine is stopped, the hydraulic oil remaining in the actuator 40, the first and second pipes 89, 90, etc., is prevented from leaking from the drain side. Thus, it is possible to effectively prevent air from accumulating in the actuator 40, the first and second conduits 89 and 90, and the like. Therefore, when the engine is restarted, the oil pressure required for the operation of the actuator 40 is immediately applied, so that the occurrence of abnormal noise due to the hunting of the rotor 44 can be prevented, and the effect of improving the startability of the engine can be obtained.

Embodiment 2 FIG. 2 is a sectional view showing a hydraulic valve timing adjusting apparatus according to Embodiment 2 of the present invention, in which 7 is an oil pump 92 and an OCV.
A pilot valve device (hydraulic oil holding means) disposed in a drain pipe 88 between the drain pipe 80 and the oil pump 92 to open and close the drain pipe 88 using the discharge pressure of the oil pump 92. Reference numeral 8 denotes a housing communicating with each of the conduits 85a and 88, and 9 denotes a drain conduit 8
8 is a bypass line for supplying pilot pressure from the supply line 85a to one end of the spool 9, and 10b is a bypass line for supplying pilot pressure from the drain line 88 to the other end of the spool 9. Pipeline, 1
1a and 11b are springs for urging the spool 9 in the axial direction.

Next, the operation will be described. The position of the spool 9 of the pilot valve device 7 is controlled by the magnitude relationship between the pilot pressure introduced from the bypass lines 10a and 10b and the urging force of the springs 11a and 11b against the pilot pressure. Is formed so as to open the drain line 88 by the discharge pressure. For example, when an engine (not shown) stops, the oil pump 9
2 are also stopped, and the pilot pressures respectively introduced from the bypass lines 10a and 10b become substantially equal. As shown in FIG. 2, the spool 9 is held at a predetermined position by the urging force of the springs 11a and 11b, and the drain line 88 is closed. This prevents the hydraulic oil staying in the actuator 40, the first and second pipes 89, 90, etc. from leaking from the drain side, and can be prevented from flowing into the actuator 40, the first and second pipes 89, 90, etc. The accumulation of air can be effectively prevented.

On the other hand, when the engine is restarted, the pilot pressure introduced from the bypass line 10a increases due to the discharge pressure of the oil pump 92.
The spool 9 is moved in the axial direction against the urging force of 1b,
The drain line 88 is opened. Therefore, when the engine is restarted, the hydraulic pressure required for the operation of the actuator 40 is immediately applied, so that the occurrence of abnormal noise due to the hunting of the rotor 44 can be prevented, and the startability of the engine is improved.

As described above, according to the second embodiment, when the engine is stopped, the hydraulic oil remaining in the actuator 40, the first and second pipes 89 and 90, etc., is prevented from leaking from the drain side. Thus, it is possible to effectively prevent air from accumulating in the actuator 40, the first and second conduits 89 and 90, and the like. Therefore, when the engine is restarted, the oil pressure required for the operation of the actuator 40 is immediately applied, so that the occurrence of abnormal noise due to the hunting of the rotor 44 can be prevented, and the effect of improving the startability of the engine can be obtained.

Embodiment 3 In the third embodiment, the pilot valve device 7 is disposed between the actuator 40 and the OCV 80, and the pilot valve device 7 is provided integrally with the OCV 80. FIG. 3 shows Embodiment 3 of the present invention.
FIG. 2 is a cross-sectional view of a main part of a hydraulic valve timing adjusting device according to the first embodiment, showing a state in which the A port 86 and the B port 87 are closed to keep the stagnation of hydraulic oil when the engine is stopped. FIG. 4 is a cross-sectional view of a main part of the hydraulic valve timing adjustment device during retard control, and FIG. 5 is a cross-sectional view of a main part of the hydraulic valve timing adjustment device during advance control. In the drawing, reference numeral 8 denotes a housing of the pilot valve device 7, and a valve housing 81 of the OCV 80.
Are provided integrally. 8a is an A port provided on the housing 8 so as to face the A port 86 of the OCV 80.
Ports 8b are B ports 81a and 81 provided on the housing 8 so as to face the B port 87 of the OCV 80.
b is a bypass pipe for supplying pilot pressure to both ends of the spool 9 respectively.

Next, the operation will be described. When the engine (not shown) stops, as shown in FIG. 3, the opposed linear solenoid 84 and the spring 83 are balanced, and the spool 82 is maintained at a position where both the A port 86 and the B port 87 are closed. Chamber 73, advance hydraulic chamber 74
Supply and discharge of hydraulic oil are not performed. At this time, the pilot pressures respectively supplied from the bypass lines 81a and 81b to both ends of the spool 9 are balanced, and the spool 9 closes the A port 8a and the B port 8b.
Hydraulic oil remaining in the actuator 40, the first and second conduits 89, 90, etc. can be prevented from leaking from the drain side, and the actuator 40 and the first and second conduits 89, 90 can be prevented.
It is possible to effectively prevent air from accumulating in the space 90 or the like.

Further, during the retard control, as shown in FIG. 4, the spool 82 is urged to the right end of the valve housing 81 by the spring 83, so that the spool 82 is located between the supply port 85 and the A port 86 and the B port 87. The communication with the drain port 88b is established. Then, the pilot pressure supplied to the end of the spool 9 on the side of the bypass pipe 81a increases due to the discharge pressure of the oil pump 92, so that the spool 9 moves to the left end in the figure and the A ports 86 and 8a communicate with each other. In addition, the B ports 87 and 8b communicate with each other. As a result, while hydraulic oil is supplied to the retard hydraulic chamber 73, hydraulic oil is discharged from the advance hydraulic chamber 74, so that the retard control is performed.

In advance control, as shown in FIG. 5, the spool 82 is driven by the linear solenoid 84 to the left end of the valve housing 81, and the supply port 85
And the B port 87, and between the A port 86 and the drain port 88a. Then, the oil pump 9
2, the spool 9 on the side of the bypass line 81b
The spool 9 moves to the right end in the figure against the spring 11a, the A ports 86 and 8a communicate with each other, and the B port 8
7, 8b will communicate. As a result, the hydraulic oil is supplied to the advance hydraulic chamber 74 through the second oil passage 63, while the hydraulic oil is discharged from the retard hydraulic chamber 73, so that the advance control is performed. Thus, when the engine restarts,
The hydraulic pressure required for the operation of the actuator 40 is immediately applied, and the occurrence of abnormal noise due to the hunting of the rotor 44 can be prevented.

As described above, according to the third embodiment, when the engine is stopped, the hydraulic oil staying in the actuator 40, the first and second pipes 89 and 90, etc. can be easily removed from the drain side. Can be prevented by a simple device configuration,
Air can be effectively prevented from accumulating in the actuator 40 and the first and second conduits 89 and 90. Therefore, when the engine is restarted, the oil pressure required for the operation of the actuator 40 is immediately applied, so that the occurrence of abnormal noise due to the hunting of the rotor 44 can be prevented, and the effect of improving the startability of the engine can be obtained. In addition, since the pilot valve device 7 is provided integrally with the OCV 80, the effect of reducing the size and weight of the entire device can be obtained.

Embodiment 4 FIG. In the fourth embodiment, a pilot pressure receiving portion is provided on the spool 9 of the pilot valve device 7 in the third embodiment. FIG. 6 is a sectional view of a main part of a hydraulic valve timing adjusting apparatus according to Embodiment 4 of the present invention. In the drawing, 9a and 9b are provided near both ends of a spool 9, and springs 11a and 1
1b and the pilot pressure from the bypass lines 81a and 81b, and the main flow and the bypass line 8 when the A ports 86 and 8a communicate with each other.
This is a pilot pressure receiving portion formed so as not to merge with the branch flow passing through 1a, and so that the main flow when the B ports 87 and 8b communicate with each other does not merge with the branch flow through the bypass pipe 81b.

Next, the operation will be described. Because the pilot pressure receiving portion 9a does not merge the main flow when the A ports 86 and 8a communicate with each other and the branch flow via the bypass pipe 81a, a constant pilot pressure always acts on the pilot pressure receiving portion 9a. Further, since the pilot pressure receiving portion 9b does not merge the main flow when the B ports 87 and 8b communicate with the branch flow via the bypass pipe 81b, a constant pilot pressure always acts on the pilot pressure receiving portion 9b. Therefore, the spool 9 operates stably, and the hydraulic pressure required for the operation of the actuator 40 can be stably obtained.

As described above, according to the fourth embodiment, the same effects as in the third embodiment can be obtained, and the operation of the spool 9 can be stabilized.
The effect that the operation of the actuator 40 can be further stabilized is obtained.

Embodiment 5 FIG. In the fifth embodiment, the pilot valve device 7 is disposed between the OCV 80 and the oil pump 92, and the pilot valve device 7 is provided integrally with the OCV 80, and the drain line 8 leading to the oil pan 91 is provided.
8 is composed of only one. FIG. 7 is a sectional view showing a main part of a hydraulic valve timing adjusting apparatus according to Embodiment 5 of the present invention. When the engine is stopped, supply pipe 85a and drain pipe 88 are closed, and hydraulic oil downstream of OCV 80 is closed. FIG. FIG. 8 is a sectional view of a main part of the hydraulic valve timing adjusting device when the engine is started and the oil pump 92 is operated, and FIG.
FIG. 3 is a sectional view of a main part of the hydraulic valve timing adjusting device when the engine 2 stops. In the figure, reference numerals 12a and 12b denote bypass pipes for supplying pilot pressure to the end of the spool 9, and reference numeral 82a denotes a communication hole in which the spool 82 is formed hollow, and two drain ports 88a and 88 shown in FIG.
b is formed to be integrated into one drain port 88c.

Next, the operation will be described. When the engine is stopped, as shown in FIG. 7, the discharge pressure of the oil pump 92 cannot be obtained, and the bypass pressure of the bypass pipe 12a decreases.
It is arranged at the right end in the drawing by the urging force of b. As a result, the communication between the supply port 85 and the supply pipe 85a is cut off, and the communication between the drain port 88c and the drain pipe 88 is cut off, so that the actuator 40, the first and second pipes 89, 90, etc. It is possible to prevent the staying hydraulic oil from leaking from the drain side, and the actuator 40 and the first
In addition, it is possible to effectively prevent air from accumulating in the second pipes 89 and 90.

After the engine is started, as shown in FIG. 8, the discharge pressure of the oil pump 92 increases the bypass pressure of the bypass line 12a, so that the spool 9 resists the urging force of the spring 11b. Move to the right of Thus, the supply port 85 and the supply pipe 85a communicate with each other to supply the hydraulic oil to the actuator 40, and the drain port 88c and the drain pipe 88 communicate with each other. Therefore, the hydraulic oil discharged from the actuator 40
The oil pan 91 flows from the B port 87 through the communication hole 82a of the spool 82, the drain port 88c, and the drain pipe 88.
(Not shown). Therefore, when the engine is restarted, the hydraulic pressure required for the operation of the actuator 40 is immediately applied, so that the occurrence of abnormal noise due to the hunting of the rotor 44 can be prevented, and the startability of the engine is improved.

Immediately after the engine is stopped, the discharge pressure of the oil pump 92 cannot be obtained as shown in FIG.
Since the bypass pressure of the bypass pipe 12a decreases, the spool 9 moves to the right in the figure by the urging force of the spring 11b, and thereafter, as shown in FIG. 7, the communication between the supply port 85 and the supply pipe 85a is established. At the same time, the communication between the drain port 88c and the drain pipe 88 is cut off.

As described above, according to the fifth embodiment, the same effect as that of the third embodiment can be obtained. In addition, the communication hole 82a is formed in the spool 82, and one drain port 88c and one drain port 88c are formed. Since the configuration is such that it can be accommodated by the conduit 88, an effect that the size and weight of the device can be further reduced can be obtained.

[0046]

As described above, according to the present invention, when the engine is stopped, the hydraulic oil holding means for holding the hydraulic oil staying between the actuator and the hydraulic oil supply / recovery means is provided by the oil control valve and the operating oil. Since it is arranged between the oil supply / recovery means or between the oil control valve and the actuator, it is possible to prevent hydraulic oil remaining in the actuator, pipes, etc. from draining from the drain side when the engine is stopped. Thus, it is possible to effectively prevent air from accumulating in the actuator or the pipeline. Therefore, when the engine is restarted, the oil pressure required for the operation of the actuator is immediately applied, so that the occurrence of abnormal noise due to the hunting of the rotor can be prevented, and the startability of the engine can be improved.

According to the present invention, since the hydraulic oil holding means is constituted by using the electromagnetic valve device, when the engine is restarted, the oil pressure required for the operation of the actuator is immediately applied, and the abnormal sound due to the hunting of the rotor is generated. This has the effect of preventing occurrence and improving the startability of the engine. In particular, since the electromagnetic valve device can be controlled with good responsiveness by electronic control, there is an effect that the startability of the engine can be further improved.

According to the present invention, since the pilot valve device is used as the hydraulic oil holding means, when the engine is restarted, the oil pressure required for the operation of the actuator is immediately applied, and the abnormal sound due to the hunting of the rotor is generated. This has the effect of preventing occurrence and improving the startability of the engine.

According to the present invention, the hydraulic oil holding means is provided integrally with the oil control valve.
This has the effect of reducing the size and weight of the entire device.

[Brief description of the drawings]

FIG. 1 is a sectional view showing a hydraulic valve timing adjusting device according to Embodiment 1 of the present invention.

FIG. 2 is a sectional view showing a hydraulic valve timing adjusting device according to Embodiment 2 of the present invention.

FIG. 3 is a sectional view of a main part showing a hydraulic valve timing adjusting device according to Embodiment 3 of the present invention;

FIG. 4 is a sectional view of a main part showing a hydraulic valve timing adjusting device at the time of retard control.

FIG. 5 is a cross-sectional view of a main part showing a hydraulic valve timing adjustment device during advance angle control.

FIG. 6 is a fragmentary sectional view showing a hydraulic valve timing adjusting apparatus according to Embodiment 4 of the present invention;

FIG. 7 is a sectional view of a main part showing a hydraulic valve timing adjusting apparatus according to Embodiment 5 of the present invention.

FIG. 8 is a sectional view of a main part of the hydraulic valve timing adjusting device when the engine is started and the oil pump is operated.

FIG. 9 is a sectional view of a main part of the hydraulic valve timing adjusting device when the oil pump stops immediately after the engine stops.

FIG. 10 is a sectional view showing a conventional hydraulic valve timing adjusting device.

FIG. 11 is an enlarged sectional view of a plunger portion which is a main part in FIG.

12 is a cross-sectional view showing a state in which hydraulic pressure is applied to the plunger in FIG.

FIG. 13 is a sectional view taken along line XX of FIG. 10;

FIG. 14 is a partial sectional view showing a moving state of the slide plate in FIG.

FIG. 15 is a sectional view taken along the line YY in FIG. 10;

FIG. 16 is a sectional view taken along the line ZZ in FIG. 10;

FIG. 17 is an explanatory diagram showing a typical operation state of the OCV.

[Explanation of symbols]

1 electromagnetic valve device (hydraulic oil holding means), 7 pilot valve device (hydraulic oil holding means), 19 intake side camshaft (camshaft), 40 actuator, 80 OCV
(Oil control valve), 91 oil pan (hydraulic oil supply / recovery means), 92 oil pump (hydraulic oil supply / recovery means).

Continued on front page F term (reference) 3G013 AA05 AA07 3G016 AA06 AA19 BA02 BA05 BA38 CA12 CA13 CA24 CA27 CA33 CA36 CA48 CA59 DA06 DA22 GA00 GA01 GA04 GA07 3G092 AA11 DA09 DF08 DF09 DG05 FA03 FA14 FA31 FA50 HA01Z HA06Z

Claims (4)

[Claims] A camshaft that is driven to rotate in synchronization with rotation of an engine; an actuator provided on the camshaft to control opening and closing timing of an intake valve or an exhaust valve of the engine by controlling hydraulic oil;
A hydraulic oil supply and recovery unit that supplies the hydraulic oil to the actuator and recovers the hydraulic oil discharged from the actuator, and is disposed between the hydraulic oil supply and recovery unit and the actuator and supplied to the actuator. A hydraulic valve timing control device having an oil control valve for controlling the pressure of the hydraulic oil, wherein the hydraulic oil retained between the actuator and the hydraulic oil supply / recovery means when the engine is stopped is retained. A hydraulic valve timing adjusting device, wherein a hydraulic oil holding means is disposed between the oil control valve and the hydraulic oil supply / recovery means or between the oil control valve and the actuator. 2. The hydraulic valve timing adjusting device according to claim 1, wherein an electromagnetic valve device is used as the hydraulic oil holding means. 3. The hydraulic valve timing adjusting device according to claim 1, wherein a pilot valve device is used as the hydraulic oil holding means. 4. The hydraulic valve timing adjusting device according to claim 2, wherein the hydraulic oil holding means is provided integrally with the oil control valve.