JP2004257312A - Valve timing controller - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To obtain a timing controller which can surely lock a relative rotating phase with proper reliability when so called a stop lock is performed by transferring the relative rotary phase to a locking phase after an IG-OFF. <P>SOLUTION: A valve timing controller for realizing an intermediate lock includes a drive side rotary member rotating synchronously with a crankshaft 8, a driven side rotary member rotating together with a camshaft, a rotary phase regulating mechanism for regulating the relative rotation of both the rotary members, and a rotating phase restricting mechanism for restricting a rotating phase. The valve timing controller further includes a lock control means C1 which can operate to lock the rotating phase restricting mechanism and an engine control means C2 for controlling to reversely rotate an engine according to an engine stop command in an electronic control unit ECU. <P>COPYRIGHT: (C)2004,JPO&NCIPI

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention comprises a driving side rotating member that rotates synchronously with respect to the crankshaft, and a driven side rotating member that is disposed coaxially with the driving side rotating member and rotates together with the camshaft.
A rotation phase adjustment mechanism that adjusts a relative rotation phase between the drive side rotation member and the driven side rotation member by hydraulic control, and a rotation phase restriction mechanism that restricts the relative rotation phase at a lock phase;
The lock phase is set to an intermediate phase region between the most retarded angle phase and the most advanced angle phase,
The present invention relates to a valve opening / closing timing control device in which the rotational phase restricting mechanism can change its posture between a lock releasing posture in which relative rotation of the two rotating members is permitted by hydraulic control and a lock posture in which the rotational phase is restricted.
[0002]
[Prior art]
In this type of valve opening / closing timing control device, the relative rotational phase between the driving side rotating member and the driven side rotating member can be changed and set by controlling the rotational position of the vane provided in the fluid pressure chamber. A suitable operation state is achieved by appropriately setting the relative rotation phase corresponding to the operation state.
[0003]
The basic structure of this kind of opening / closing timing control device will be briefly described. As shown in FIGS. 2 and 3, the vane 5 partitions the fluid pressure chamber 40 into an advance chamber 43 and a retard chamber 42. Further, the vane 5 is housed in a vane groove 41 provided in the radial direction of the internal rotor 1 that is a driven side rotational member so as to be movable in and out, and is driven by a vane spring 51 accommodated in the internal rotor 1. It is urged | biased by the fluid pressure chamber inner wall surface w of the external rotor 2 which is.
[0004]
In this type of valve opening / closing timing control device, when the engine is stopped, the relative rotation phase of both rotors is guided to the lock phase, and control is performed so that the next engine start is started in the locked state.
In this type of control, the hydraulic pressure remains after the ignition switch is turned off (hereinafter referred to as IG-OFF) by the hydraulic control in the advance chamber and retard chamber provided in the valve timing control device. There are one that controls the relative rotational phase to the lock phase in a short time (the former technique below) and one that uses the engine reverse rotation when the engine is stopped (the latter technique below).
[0005]
The former technique is intended for intermediate locking, and detects the relative rotational phase by some means, and executes hydraulic control for the advance and retard chambers to bring the rotational phase closer to the lock phase. The lock phase is reached by hydraulic control.
(Patent Document 1).
[0006]
As the technology belonging to the latter, it is a relatively old technology that does not employ an intermediate lock structure, uses an electric motor connected to the crankshaft to cause reverse rotation of the engine (Patent Document 2), and is relatively new. Thus, there is an apparatus that increases the amount of intake air to the engine while adopting an intermediate lock structure and causes engine reverse rotation at the final stage when the engine is stopped (Patent Document 3).
[0007]
In the latter technique, the lock mechanism, which is a rotational phase restraint mechanism, needs to be set in a state where the lock can be applied after the engine is stopped (the lock mechanism is provided with a lock body, and in the lock posture, the lock body is In the case of a structure in which the lock enters the lock groove and is locked, it is necessary to establish a state in which the hydraulic pressure is released from the lock groove). The oil pressure supply system was common to the oil pressure system for causing the relative movement of the vanes.
[0008]
[Patent Document 1]
JP 2001-50063 A
[Patent Document 2]
JP 2002-266669 A
[Patent Document 3]
JP 2000-320356 A
[0009]
[Problems to be solved by the invention]
In the technology that applies the hydraulic control to the vane and locks the stop, even after IG-OFF, the relative rotation phase is detected, and a method to reliably control the lock phase at the stop is applied. It is necessary to execute a proper hydraulic pressure control so as to reliably reach the lock phase when stopped.
However, when using the oil pressure generated depending on this kind of engine rotation, from the relative rotation phase at the time of IG-OFF to the vicinity of the lock phase, using the oil pressure remaining in a short time after IG-OFF, Alternatively, since it is necessary to perform control up to the lock phase, it is not reliable in terms of obtaining a reliable lock guarantee.
[0010]
On the other hand, in the latter technique, conventionally, the hydraulic pressure is supplied to the lock groove from the hydraulic pressure supply system for the advance chamber or the retard chamber provided for adjusting the rotational phase. For this reason, when oil discharge from the lock groove is delayed, the lock mechanism itself cannot shift to the lock posture, which is problematic in this respect.
[0011]
An object of the present invention is to obtain an opening / closing timing control device that can reliably and reliably lock a so-called stop lock when the relative rotation phase is shifted to the lock phase after IG-OFF. There is.
[0012]
[Means for Solving the Problems]
In order to achieve the above object, according to the present application,
A driving-side rotating member that rotates synchronously with respect to the crankshaft; and a driven-side rotating member that is arranged coaxially with the driving-side rotating member and rotates together with the camshaft;
A rotation phase adjustment mechanism that adjusts a relative rotation phase between the drive side rotation member and the driven side rotation member by hydraulic control, and a rotation phase restriction mechanism that restricts the relative rotation phase at a lock phase;
The lock phase is set to an intermediate phase region between the most retarded angle phase and the most advanced angle phase,
A valve opening / closing timing control device in which the rotation phase restricting mechanism is changeable between a lock releasing posture in which relative rotation of the two rotating members is allowed by hydraulic control and a locking posture in which the rotation is restricted. As described in claim 1, the characteristic configuration has a configuration in which a hydraulic system for the rotational phase adjustment mechanism and a hydraulic system for the rotational phase constraint mechanism are independently supplied with hydraulic pressure,
In accordance with an engine stop command, the rotation phase restraint mechanism is provided with a lock control means for setting a lock standby state in which the transition operation from the unlocked posture to the locked posture can be performed, and an engine control means for performing reverse rotation control of the engine,
In the lock standby state realized by the lock control means, the lock posture of the rotational phase restraining mechanism is ensured by the reverse engine rotation realized by the engine control means.
[0013]
The valve opening / closing timing control device of this configuration is provided with a lock control means and an engine control means, and after the IG-OFF, the lock means can move the rotational phase restricting mechanism from the unlocked posture to the locked posture. Lock waiting state.
Therefore, the operation of this control means enables the rotational phase restraint mechanism to easily and reliably execute the posture change from the unlocked posture to the locked posture when the rotational phase reaches the lock phase.
In this state, in the valve opening / closing timing control device of the present application, the hydraulic system for the rotational phase adjustment mechanism and the hydraulic system for the rotational phase restraining mechanism are configured to receive hydraulic pressure independently. It is not affected by the adjustment mechanism. Therefore, the reliability with respect to the lock is increased.
[0014]
On the other hand, the engine control means can control the engine reverse rotation so that the rotation phase can be shifted to the lock phase side due to the reverse rotation. realizable.
[0015]
In the above configuration, as described in claim 2, after the engine stop command and before the reverse rotation of the engine, the rotational phase adjustment mechanism is operated to lock the relative rotational phase with the most retarded phase. It is preferable to provide a phase control means for setting a lock standby phase between the phases.
[0016]
As described above, when the engine is rotating normally, the engine stop operation basically works in a direction to advance the relative rotation phase to the retard side, and at the stage where engine reverse rotation occurs, the rotation phase reaches the maximum. Although there is a high possibility that the phase has reached between the retard angle phase and the lock phase, as in this configuration, the phase control means is provided, and at the IG-OFF stage, the retard angle side (the most retarded angle phase and The rotation phase is shifted between the lock phase and the engine is reversely rotated to move toward the lock phase (advance angle movement), whereby a reliable lock can be applied.
Since the lock phase is specified, this control can be controlled to move to the retard side for a predetermined time or a predetermined time less than that.
Here, when the engine is reversely rotated, the hydraulic pressure is also lowered, and the state where the unlocking cannot be maintained has been reached, so that the locking is surely performed.
[0017]
As control by the engine control means, increase control of the engine intake air amount as described in claim 3 and crankshaft for an electric motor capable of rotating the crankshaft reversely as described in claim 4 Can be controlled to reversely rotate.
This type of control can be easily realized by appropriately setting the control program in relation to the IG-OFF input in the conventional device configuration.
As a result, the stop lock can be reliably realized while following the conventional structure.
[0018]
In the configuration described so far, as described in claim 5, the rotational phase restraining mechanism is configured such that the rotation side of any one of the driving side rotation member and the driven side rotation member is the other side. A lock member that enters the rotary member and restrains the relative rotation of the two rotary members, and a lock groove that is provided on the other rotary member and engages with the lock member.
As the engine rotates backward, the lock body is moved close to the lock groove and enters the lock groove, so that the surface position of the other rotating member in the close movement path exceeds the lock groove. It is preferable that a guide path for the lock body is provided which is set on the inner side of the groove from the surface position of the other rotating member in the extension path of the proximity movement path on the other side.
[0019]
By adopting this configuration, when the lock body moves from the retard side to the lock groove while abutting against the surface of the other rotating member, the tip of the lock body hits the side wall of the lock groove, and the lock body is moved into the groove. A certain lock can be realized by directing the movement to.
[0020]
DETAILED DESCRIPTION OF THE INVENTION
An embodiment of the present invention will be described with reference to FIGS.
3, 4 and 7 are functional explanatory drawings partially using the outline of the AA cross section in FIG.
[0021]
[Schematic configuration of the engine control system of the present application]
This system includes an intake system that supplies fuel and combustion air to the engine 100 and an exhaust system that discharges exhaust from the engine, and a valve timing adjustment valve that is the subject of the present application. An opening / closing timing control device main body VVT is provided. The entire system is subjected to operation control by an electronic control unit ECU that also functions as a controller for the valve timing control device main body VVT.
[0022]
Referring to the mechanical configuration around the engine, as shown in FIG. 1, an air flow meter 103, a throttle valve 104, and a surge tank 105 that detects the intake air amount from the upstream side of the intake pipe 101 of the engine 100 that is an internal combustion engine. Are provided in the order of description, and the intake air is configured to be sent into the engine 100.
[0023]
A bypass passage 104a for bypassing the throttle valve 104 is provided for the throttle valve 104. An idle speed control valve (hereinafter referred to as ISC) is provided in the bypass passage 104a as a bypass air amount adjusting valve for adjusting the intake air amount for bypassing the throttle valve 104. Valve) 104b is provided.
Therefore, it is possible to reverse the engine 100 using the ISC valve 104b when the engine is stopped.
[0024]
Under the surge tank 105, an intake manifold 106 for introducing air into each cylinder of the engine 100 is provided, and a fuel injection valve 107 for injecting fuel is attached in the vicinity of the intake port of each cylinder.
A spark plug 108 is attached to the cylinder head of each cylinder.
[0025]
The valve opening / closing timing control device main body VVT receives an instruction from the electronic control unit ECU, the oil control valve OCV operates, and the operation of the valve opening / closing timing control device main body VVT is controlled.
The electronic control unit ECU has an ignition switch (IG / SW)
109, an operation command is input from the throttle opening sensor 110 or the like.
Furthermore, a cam angle sensor 111 that detects the phase of the camshaft, a crank angle sensor 112 that detects the phase of the crankshaft, an oil temperature sensor 113 that detects the temperature of the engine oil, and detects the rotation speed of the crankshaft (engine rotation speed). Detection signals from various sensors such as a rotation speed sensor 114, other vehicle speed sensors, an engine coolant temperature sensor, and a slot opening sensor are input.
The electronic control unit ECU outputs operation commands to the oil control valve OCV, the ISC valve 104b, the fuel injection valve 107, the spark plug 108, and the like. In another embodiment shown in FIGS. 9 and 10, an operation command for the electric motor 9 is also issued.
[0026]
[Basic configuration of the valve timing control device body]
As shown in FIGS. 1 and 2, the valve opening / closing timing control device main body VVT is coaxial with the external rotor 2 as a drive side rotating member that rotates synchronously with the crankshaft 8 of the automobile engine and the external rotor 2. And an internal rotor 1 as a driven side rotating member that rotates integrally with the camshaft.
[0027]
The internal rotor 1 is integrally assembled at the tip of the camshaft 3 supported by the cylinder head of the engine 100.
[0028]
The external rotor 2 is externally mounted so as to be relatively rotatable with respect to the internal rotor 1 within a range of a predetermined relative rotational phase. The timing sprocket is integrally provided on the outer periphery of the front plate 22, the rear plate 23, and the external rotor 2. 20.
[0029]
A power transmission member 24 such as a timing chain or a timing belt is installed between the timing sprocket 20 and a gear attached to the crankshaft 8 of the engine 100.
[0030]
When the crankshaft 8 of the engine 100 is rotationally driven, rotational power is transmitted to the timing sprocket 20 via the power transmission member 24, and the external rotor 2 provided with the timing sprocket 20 rotates along the rotational direction S shown in FIG. As a result, the internal rotor 1 is rotationally driven along the rotational direction S to rotate the camshaft 3, and the cam provided on the camshaft 3 pushes down the intake valve or exhaust valve of the engine to open the valve.
[0031]
[Rotation phase adjustment mechanism]
As shown in FIG. 3, the outer rotor 2 is provided with a plurality of protrusions 4 functioning as shoes that protrude in the radially inward direction and spaced apart from each other along the rotational direction.
A fluid pressure chamber 40 defined by the outer rotor 2 and the inner rotor 1 is formed between the adjacent protrusions 4 of the outer rotor 2. In the illustrated case, four chambers are provided.
[0032]
A vane groove 41 is formed in a portion of the outer peripheral portion of the inner rotor 1 facing each of the fluid pressure chambers 40. The vane groove 41 has the fluid pressure chamber 40 in a relative rotational direction (indicated by an arrow in FIG. 3). In the S1 and S2 directions, the vane 5 that partitions the advance chamber 43 and the retard chamber 42 is slidably inserted along the radial direction.
[0033]
As shown in FIG. 2, the vane 5 is urged toward the fluid pressure chamber wall surface w by a spring 51 provided on the inner diameter side thereof.
[0034]
The advance chamber 43 communicates with the advance passage 11 formed in the inner rotor 1, and the retard chamber 42 communicates with the retard passage 10 formed in the inner rotor 1. The passage 10 is connected to a hydraulic circuit 7 described later.
On the other hand, as shown in FIG. 2, a torsion coil spring 27 is provided between the inner rotor 1 and the front plate 22 to constantly bias the vane 5 in the advance direction.
[0035]
[Rotation phase constraint mechanism]
Between the inner rotor 1 and the outer rotor 2, when the relative rotational phase is at a predetermined lock phase (phase shown in FIGS. 3 and 4) set between the most advanced angle phase and the most retarded angle phase. A lock mechanism 6 is provided that can restrain relative rotation between the inner rotor 1 and the outer rotor 2.
[0036]
The lock mechanism 6 includes a retard lock portion 6A and an advance lock portion 6B provided in the outer rotor 2, and a pair of concave lock oil grooves 62 (explained so far) in a part of the outer peripheral portion of the inner rotor 1. The lock groove has been formed).
[0037]
The retard lock portion 6A and the advance lock portion 6B include a lock body 60 that is slidably provided in the outer rotor 2 in the radial direction, and a spring 61 that biases the lock body 60 in the radially inward direction. Configured. In addition, the shape of the lock body 60 can employ | adopt plate shape, pin shape, or another shape according to the use. An example of a specific configuration of the lock body 60 is shown in FIG.
[0038]
As shown in FIG. 3, the retardation locking portion 6 </ b> A causes the internal rotor 1 to rotate relative to the external rotor 2 in the retardation direction by causing the lock body 60 to enter the lock oil groove 62. The advance angle lock portion 6B prevents the internal rotor 1 from rotating relative to the external rotor 2 in the advance direction by causing the lock body 60 to enter the lock oil groove 62.
[0039]
With the lock bodies 60 of both the retard lock 6A and the advance lock 6B protruding into the lock oil groove 62, the relative rotational phase between the inner rotor 1 and the outer rotor 2 is the most advanced angle phase. And a so-called locked state in which a predetermined locking phase is set between the most retarded angle phase and the most retarded phase.
The lock phase is set so that the valve opening / closing timing of the engine 100 can obtain a smooth startability of the engine.
[0040]
Here, the rush of the lock body 60 into the lock oil groove 62 is generated by urging by the spring 61 in a state where the lock oil supplied via the hydraulic circuit 7 is drained into the lock oil groove 62. On the other hand, detachment of the lock body 60 from the lock oil groove 62 occurs when the lock oil is supplied to the lock oil groove 62 via the hydraulic circuit 7.
Accordingly, the supply and discharge of the lock oil dominates the operation of the lock mechanism 6.
However, in order to be locked, it is natural that the relative rotation phase between the external rotor 2 and the internal rotor 1 described above needs to be a lock phase.
[0041]
Now, as shown in FIG. 7, in a state where the relative rotational phase is between the most retarded phase and the lock phase, the lock body 60B provided for the advance angle regulation of the pair of lock bodies 60 is: It contacts the surface of the inner rotor 1 between the lock oil grooves 62 in the rotational direction.
This surface position is set slightly inward in the radial direction from the surface position of the other internal rotor 1 part. Accordingly, this surface portion functions as a guide path L1 for the advance lock body 60B, and when the lock body 60B reaches the advance lock oil groove 62B, the retard side end face of the advance lock body 60B. However, it is configured to abut against the groove wall surface and ensure the intrusion of the lock body 60B.
[0042]
[Fluid supply / discharge configuration]
The hydraulic circuit 7 basically supplies and discharges oil as hydraulic oil to or from one or both of the advance chamber 43 and the retard chamber 42 via the advance passage 11 and the retard passage 10. The relative position of the external rotor 2 and the internal rotor 1 is changed to the most advanced angle phase (relative rotation phase when the volume of the advance angle chamber 43 is maximized) and the maximum It functions as a part of the rotation phase adjustment mechanism that can be adjusted between the retardation angle (the relative rotation phase when the volume of the retardation chamber 42 is maximized).
Furthermore, the locking and unlocking operations by the lock mechanism 6 necessary for executing the relative rotational phase setting are also executed.
[0043]
Further details will be described individually below.
As shown in FIG. 3, the hydraulic circuit 7 is driven by the driving force of the engine, and supplies an oil pump 70 that supplies hydraulic oil or oil that will be described later as lock oil, and a spool position by power supply amount control by the electronic control unit ECU. And a solenoid type oil control valve OCV for supplying and discharging oil at a plurality of ports, and an oil pan 75 for storing oil.
[0044]
The advance passage 11 and the retard passage 10 are independently connected to a predetermined port of the oil control valve OCV.
[0045]
The lock oil groove 62 communicates with a lock oil passage 63 formed in the internal rotor 1, and the lock oil passage 63 is connected to a predetermined port in the oil control valve OCV of the hydraulic circuit 7 with the retard passage 10 and the advance angle. It is independently connected to the passage 11.
[0046]
That is, the hydraulic circuit 7 is configured to supply and discharge oil as lock oil to the lock oil groove 62 via the lock oil passage 63, and the lock oil is supplied to the lock oil groove 62 from the oil control valve OCV. Then, as shown in FIG. 4, the lock body 60 is retracted to the external rotor 2 side, and the locked state of the relative rotation between the external rotor 2 and the internal rotor 1 is released. This posture is called an unlocking posture, and a locked posture is called a locked posture. Furthermore, the state in which the relative rotation phase is not in the lock phase and the supply of lock oil is interrupted is referred to as a lock standby posture in the present application.
Further, in the present application, a phase in which the lock body is moved to the lock phase due to the reverse rotation of the engine is referred to as a lock standby phase. In this embodiment, the phase is from the most retarded phase to the lock phase.
[0047]
[Operation control of oil control valve]
As shown in FIG. 5, the oil control valve OCV of the hydraulic circuit 7 changes the spool position from the position W1 to the position W4 in proportion to the amount of power supplied from the electronic control unit ECU. The lock oil groove 62 is configured to switch between supply of hydraulic oil and oil serving as lock oil, drain, stop, and the like.
[0048]
That is, by setting the spool position of the oil control valve OCV to the position W1, a drain operation for draining the lock oil in the lock oil groove 62 to the oil pan 75 side together with the hydraulic oil in the advance chamber 43 and the retard chamber 42 is executed. be able to.
[0049]
By setting the spool position of the oil control valve OCV to the position W2, the lock oil is supplied to the lock oil groove 62 to release the locked state of the relative rotation between the external rotor 2 and the internal rotor 1, and further, the retard chamber 42 The hydraulic fluid is supplied to the advance chamber 43 while draining the hydraulic fluid, and the advance angle transition operation for moving the relative rotational phase between the external rotor 2 and the internal rotor 1 in the advance angle direction S2 can be executed. .
[0050]
By setting the spool position of the oil control valve OCV to the position W3, the supply of hydraulic oil to the advance chamber 43 and the retard chamber 42 is stopped while unlocking the relative rotation between the external rotor 2 and the internal rotor 1. Thus, a holding operation for holding the relative rotational phase between the external rotor 2 and the internal rotor 1 at the phase at that time can be executed.
[0051]
By setting the spool position of the oil control valve OCV to the position W4, the retardation chamber is released while unlocking the relative rotation between the outer rotor 2 and the inner rotor 1 and further draining the hydraulic oil in the advance chamber 43. The hydraulic oil is supplied to 42, and a retard transition operation for moving the relative rotational phase between the outer rotor 2 and the inner rotor 1 in the retard direction S1 can be executed.
The operation configuration of the oil control valve OCV is not limited to the above, and can be changed as appropriate.
[0052]
[Electronic control unit]
The electronic control unit ECU incorporates a memory storing a predetermined program, a CPU, an input / output interface, and the like. Various detection signals described above are input to this unit ECU.
[0053]
The electronic control unit ECU determines the relative rotational phase of the camshaft and the crankshaft, that is, the valve opening / closing timing from the phase of the camshaft 3 detected by the cam angle sensor 111 and the phase of the crankshaft 8 detected by the crank angle sensor 112. The relative rotation phase between the internal rotor 1 and the external rotor 2 in the control device main body VVT can be obtained. The relative rotational phase is derived by the relative rotational phase deriving means C4.
Therefore, when the IG-OFF command, which is a problem in the present application, is input, the relative rotational phase is known in the unit ECU.
[0054]
The electronic control unit ECU is provided with means for executing a unique operation in accordance with the IG-OFF command.
As shown in FIGS. 1 and 2, lock control means C <b> 1 is provided that executes control for draining hydraulic pressure from the lock oil groove 62 at a predetermined timing in accordance with an IG-OFF command that is an engine stop command. By the action of the means C1, the hydraulic pressure supplied to the lock oil groove 62 is released, and the lock body 60 is brought into a lock standby state in which the shift operation from the lock release posture to the lock posture can be performed. Therefore, when the relative rotation phase reaches the lock phase, the lock is automatically applied.
[0055]
Further, the electronic control unit ECU is provided with engine control means C2 that executes a predetermined operation for controlling the engine 100 to rotate in reverse.
The specific control by the engine control means C2 is an increase control of the engine intake air amount or a reverse rotation control of the engine 100 using an electric motor 9 that is originally provided integrally with the crankshaft 8 for power generation.
[0056]
Further, the electronic control unit ECU controls the oil control valve OCV after the IG-OFF command and before the reverse rotation of the engine to set the relative rotation phase to the lock standby phase between the most retarded phase and the lock phase. Phase control means C3 is provided.
The control by the phase control means C3 is performed when it is determined that the relative rotation phase recognized in the unit ECU is between the lock phase and the most advanced angle phase when the IG-OFF command is input. Configured to work.
[0057]
[Operation]
Hereinafter, the first embodiment and the second embodiment will be described with respect to the operation after the IG-OFF command input of the valve timing control device including the predetermined function of the electronic control unit ECU in the present application.
[0058]
1. First embodiment
In this embodiment, in accordance with the IG-OFF command input from the ignition switch 109, the engine intake air amount is increased, so that a reverse rotation of the engine is caused at the final stage of engine stop, and a so-called stop lock is applied. This is a configuration for realizing.
[0059]
FIG. 6 shows the ignition switch signal (IG / SW signal), crankshaft rotation speed, ISC valve opening, control valve spool position, relative rotation phase, and lock oil supply / exclusion state in this operation mode.
[0060]
The operation will follow the following order.
1. After the stop signal (IG-OFF) of the engine 100, the oil control valve OCV for moving the relative rotational phase to the retard side from the intermediate lock position is controlled (at this control, the relative rotational phase is detected). Do not control, and control in a certain time). However, this is limited to the case where the currently recognized relative rotational phase is between the lock phase and the most advanced angle phase.
This control is performed by the phase control means C3 described above. By performing the control for a predetermined time, the relative rotation phase is automatically set to the lock standby phase from the most retarded phase to the lock phase. Can be set.
2. Subsequently, control for releasing the hydraulic pressure of the lock oil groove 62 is performed. This control is control by the lock control means C1 described above. By performing this control, the lock is applied when the relative rotation phase reaches the lock phase.
Further, before the engine 100 is completely stopped, a command to open the ISC valve 104b is issued. This control is performed by the engine control means C2.
At the moment when the engine 100 is almost stopped, when the ISC valve 104b is opened, the generation of negative pressure of the intake is suppressed in the engine 100, and the force to turn the piston in the forward rotation direction becomes weak, and the compression of the cylinder of the compression flow The piston is pushed in the reverse rotation direction by the force, and the crankshaft 8 is rotated in the reverse direction.
[0061]
As a result, along with the reverse rotation of the crankshaft 8, the external rotor 2 that rotates synchronously with the crankshaft 8 rotates in the reverse direction, and the relative rotational phase shifts in the advance direction. When the relative rotation phase reaches the lock phase, so-called stop lock is applied.
[0062]
2. Second embodiment
In the above embodiment, in order to perform the control by the engine control means C2, the reverse rotation is generated by the increase control of the engine intake air amount, but the engine crankshaft 8 is provided with the electric motor 9. In this case, the electric motor 9 can be used for reverse rotation.
The configuration of an engine control system capable of this control is shown in FIG. The operation control of the electric motor 9 is performed by the engine control means C2 provided in the electronic control unit ECU, as in the example described above.
The operation in the case of adopting this embodiment is as follows when shown in the same manner as the description method of the embodiment described above.
[0063]
[Operation]
FIG. 10 shows the ignition switch signal (IG / SW signal), crankshaft rotation speed, motor rotation, control valve spool position, relative rotation phase, and lock oil supply / exclusion state in this operation mode.
1. After the stop signal (IG-OFF signal) of the engine 100, the oil control valve OCV for moving the relative rotational phase to the retard side from the intermediate lock position is controlled (at the time of this control, the same as in the previous embodiment) In addition, the relative rotation phase is not detected, and the control is performed at a certain time). However, this is limited to the case where the currently recognized relative rotational phase is between the lock phase and the most advanced angle phase.
This control is performed by the phase control means C3 described above. By performing the control for a predetermined time, the relative rotation phase is automatically set to the lock standby phase from the most retarded phase to the lock phase. Can be set.
2. Subsequently, control for releasing the hydraulic pressure of the lock oil groove 62 is performed. This control is control by the lock control means C1 described above. By performing this control, the lock is applied when the relative rotation phase reaches the lock phase.
Further, after the engine is completely stopped, reverse rotation control is performed by the engine control means C2, and the crankshaft 8 is reversely rotated by the electric motor 9. This reverse rotation amount is a rotation amount of the phase from the most retarded phase to the lock phase with respect to the maximum relative phase rotation.
By doing so, the relative rotational phase is returned to the lock phase side and can be locked well.
[0064]
[Another embodiment]
Another embodiment of the present application will be described.
(1) In the above embodiment, after the engine is stopped, the hydraulic control using the oil control valve OCV in the retarding direction is once performed, and then the lock oil is drained. With respect to the above, if the movement in the retarding direction and the drain operation of the lock oil can be performed simultaneously, these operations may be performed simultaneously.
(2) In the above embodiment, the lock body is moved in the radial direction of the rotor, so that the locking and unlocking operations are performed. This direction is along the axial direction of the rotor, It may be inclined with respect to this axis or radial direction.
(3) In the above embodiment, the lock mechanism is configured with a pair of lock bodies, but the lock body is single and the lock oil groove is narrower than the one shown above. Also good.
[Brief description of the drawings]
FIG. 1 is a diagram showing a system configuration around an engine provided with a valve timing control device of the present application.
FIG. 2 is a side sectional view showing a schematic configuration of the valve timing control device of the present application.
FIG. 3 is an elevational sectional view showing a locked state of a relative rotational phase by a lock mechanism.
FIG. 4 is an elevational sectional view showing an unlocked state at a lock phase by a lock mechanism.
FIG. 5 is a diagram showing an operation configuration of an oil control valve.
FIG. 6 is a timing chart showing the state of the valve opening / closing timing control device after the engine stop command in the first embodiment.
FIG. 7 is an elevational sectional view showing a state of the valve timing control device in the lock standby phase.
FIG. 8 is a perspective view of the lock body.
FIG. 9 is a diagram showing a system configuration around an engine in the second embodiment.
FIG. 10 is a timing chart showing the state of the valve opening / closing timing control device after the engine stop command in the second embodiment.
[Explanation of symbols]
1: Internal rotor
2: External rotor
3: Camshaft
4: Projection
5: Vane
6: Lock mechanism
6A: Delay angle lock section
6B: Advance lock section
7: Hydraulic circuit
8: Crankshaft
9: Electric motor
100: Engine
104b: ICS valve
ECU: Electronic control unit
OCV: Oil control valve
VVT: Valve opening / closing timing control device

Claims (5)

A driving-side rotating member that rotates synchronously with respect to the crankshaft; and a driven-side rotating member that is arranged coaxially with the driving-side rotating member and rotates together with the camshaft;
A rotation phase adjustment mechanism that adjusts a relative rotation phase between the drive side rotation member and the driven side rotation member by hydraulic control, and a rotation phase restriction mechanism that restricts the relative rotation phase at a lock phase;
The lock phase is set to an intermediate phase region between the most retarded angle phase and the most advanced angle phase,
The rotational phase restraining mechanism is a valve opening / closing timing control device capable of changing a posture between a lock releasing posture that allows relative rotation of the two rotating members by hydraulic control and a lock posture that restricts the rotational phase;
The hydraulic system for the rotational phase adjustment mechanism and the hydraulic system for the rotational phase restraint mechanism have a configuration that receives hydraulic pressure independently,
In accordance with an engine stop command, the rotation phase restraint mechanism is provided with a lock control means for setting a lock standby state in which the transition operation from the unlocked posture to the locked posture can be performed, and an engine control means for performing reverse rotation control of the engine,
A valve opening / closing timing control device in which the lock posture of the rotation phase restricting mechanism is secured by reverse engine rotation realized by the engine control means in the lock standby state realized by the lock control means. Phase control means for setting the relative rotation phase to a lock standby phase between the most retarded phase and the lock phase by operating the rotation phase adjustment mechanism after the engine stop command and before the reverse rotation of the engine. The valve opening / closing timing control device according to claim 1 provided. The valve opening / closing timing control device according to claim 1 or 2, wherein the control by the engine control means is an increase control of an engine intake air amount. 4. The valve opening / closing timing control device according to claim 1, further comprising an electric motor capable of rotating the crankshaft in reverse, wherein the control by the engine control means is control for rotating the crankshaft reversely by operating the electric motor. . A locking body that the rotational phase restraining mechanism enters into the other rotating member from either one of the driving side rotating member and the driven side rotating member, and restrains the relative rotation of both rotating members; A lock groove provided on the other rotating member and engaged with the lock body,
As the engine rotates backward, the lock body is moved close to the lock groove and enters the lock groove, so that the surface position of the other rotating member in the close movement path exceeds the lock groove. The valve according to any one of claims 1 to 4, wherein the valve is set on the inner side of the groove from the surface position of the other rotating member in the extension path of the proximity movement path on the other side, and a guide path for the lock body is provided. Open / close timing control device.

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