JP2009024659A - Valve timing control device of internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To easily perform molding while securing easy self-restoration to an initial position at the engine start of a lock pin. <P>SOLUTION: A piston 29 is slidably housed in a housing 6 of a sprocket 1 in the internal axis direction. A lock pin 30 which is movable while being fit in a clearance groove 25 formed at the outer circumference of a vane rotor and a sliding groove 16 formed on the housing is coupled to the piston with an adaptor pin 31. A stepped mesh part 32 with which the tip 30a of the lock pin meshes engageably in the axial direction is disposed in a portion nearer to the posterior end of the clearance groove. The tip of the lock pin moves to contact surfaces 40b to 40e of the mesh part in a stepped manner via alternating torque, to thereby finally mesh with first and second mesh surfaces 39a, 40a. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a valve timing control device that makes opening / closing timings of an intake valve and an exhaust valve of an internal combustion engine variable according to an engine operating state.

  As is well known, in an internal combustion engine for an automobile, the relative rotational phase of a chain sprocket and a camshaft that are rotationally driven by the crankshaft of the engine is converted, and the intake valve and exhaust valve are changed according to the engine operating state. Various valve timing control devices that can improve the exhaust emission performance and fuel consumption of an engine and further improve the output by controlling the opening / closing timing to an optimal position are provided.

  As one of them, the vane type described in Patent Document 1 below is known.

  In brief, the valve timing control device includes a cylindrical housing having a sprocket on the outer periphery, and a vane member fixed to the end of the camshaft by a center bolt and rotatably accommodated in the housing. And. Further, four protrusions having a substantially trapezoidal cross section projecting inward from each other in the radial direction are integrally provided on the inner peripheral surface of the housing, whereas each protrusion is provided on the outer peripheral surface of the vane member. Four vanes arranged between the shaped portions are integrally provided. Further, four first hydraulic chambers and second hydraulic chambers are defined between each protrusion and each vane.

  Then, the hydraulic pressure is supplied to and discharged from the first and second hydraulic chambers according to the engine operating state, and the vane member is rotated forward and backward to change the relative rotational phase of the housing and the camshaft. The valve opening and closing timing is made variable.

  A lock mechanism for restricting or releasing the relative rotation between the housing and the vane member is provided between one of the four vanes and the side plate closing the one end opening of the housing.

  In this locking mechanism, a locking pin is slidably provided in a moving hole formed in one vane along the camshaft axial direction, and is continuous with the moving hole on the inner end surface of the side plate. A locking hole is formed. The lock pin is urged toward the locking hole by the spring force of a coil spring mounted on the outer end side, and is supplied to a pressure receiving chamber at the rear end portion of the moving hole. Thus, the engagement is released from the locking hole.

  A stopper pin having a step diameter is urged toward the first hydraulic chamber by a spring member in a through hole formed in the side plate on the first hydraulic chamber side along the axial direction.

When the hydraulic control is not started due to engine stop or the like and the hydraulic pressure in the first hydraulic chamber is not increased, the stopper pin moves to the first hydraulic chamber side and protrudes into the hydraulic chamber. For this reason, when the vane member tries to move in the protruding portion direction, the vane member comes into contact with the stopper pin and the relative rotation in the retarding direction is restricted, that is, the intermediate rotation position is restricted. The pin can be securely inserted into the locking hole. As a result, the relative rotation between the vane member and the housing is reliably regulated, and the optimum relative rotation position is set when the engine is started.
JP-A-11-182214

  However, in the conventional valve timing control device, as described above, when the engine is stopped, the vane member is temporarily held at the intermediate rotation position by the stopper pin, and then the lock pin is engaged with the locking hole. The rotation of the vane member is restricted by the engagement of the vane member, so that when the engine is stopped when the vane member is at the retarded position, the vane member does not return to the advance side by itself. It becomes difficult. As a result, the lock pin cannot be locked in the locking hole, and cannot be set to the optimum relative rotation position at the time of engine start.

  The present invention has been devised in view of the technical problem of the conventional valve timing control device, and the invention according to claim 1 includes a rotating body having a housing that is driven to rotate by a crankshaft of an engine, A vane member fixed to a camshaft rotatable relative to the rotating body and having a plurality of vanes that rotate and slide in the housing on the outer periphery of the vane rotor, and the camshaft axial direction between the housing and the vane rotor A phase angle restricting mechanism that is movably provided and restricts the relative rotational position of the housing and the vane member, and moves the phase angle restricting mechanism in the camshaft axial direction in accordance with the engine operating state. And a setting canceling mechanism for canceling the restriction.

  According to this invention, since the phase angle restriction mechanism is moved in the camshaft axial direction by the setting release mechanism, for example, when the engine is stopped, the setting release mechanism forces the phase angle restriction mechanism. In order to move in one direction, it is possible to restrict the housing and the vane member to a desired relative rotation position on the advance side or retard side by so-called self-return.

  In the invention according to claim 2, the phase angle regulating mechanism moves while the outer peripheral portion is fitted in the sliding groove formed in the housing, and the tip end portion of the inner peripheral portion is moved to the vane rotor. While having a lock pin that meshes with the meshing portion formed, the setting release mechanism is provided inside the housing so as to be movable in a movement hole formed along the camshaft axial direction, A piston connected to the lock pin, a spring member that urges the piston in a direction in which the tip of the lock pin meshes with the meshing portion, and the piston is moved backward against the spring urging force of the spring member. And a hydraulic circuit for releasing the engagement of the lock pin.

  In the present invention, for example, when the engine is stopped, when the supply of hydraulic pressure from the hydraulic circuit is stopped and the piston moves in one direction by the spring force of the spring member, the lock pin is also linked to this. Forcibly moving in the direction, the tip of the lock pin meshes with the meshing portion of the vane rotor. Therefore, the housing and the vane member can be reliably restricted to the initial desired relative rotation position by the self-return of the lock pin.

  In addition, since the vane rotor can be largely rotated along the outer periphery of the lock pin, the relative rotation range with respect to the housing can be set large.

  The invention according to claim 3 is characterized in that the meshing surface of the meshing portion is formed in an inclined shape on at least one side of the advance side or the retard side of the relative rotational position of the housing and the vane member.

  According to the present invention, since the meshing surface of the meshing portion is formed to be inclined toward the advance side or the retard side, the lock pin quickly converges to the initial position along the mesh surface, and the impact hitting sound, etc. It is possible to prevent the occurrence of abnormal noise.

  The invention according to claim 4 is characterized in that an advance side engaging surface and a retarded side engaging surface that engage with the meshing portion of the vane rotor are formed at the tip of the inner peripheral portion of the lock pin. Yes.

  According to the present invention, the engaging and engaging action with the meshing portion of the vane rotor is ensured by forming the advance side and retard side engagement surfaces at the tip of the lock pin.

  According to a fifth aspect of the present invention, there is provided a notch portion that constitutes an oil discharge passage between the meshing portion of the vane rotor between the advance side engagement surface and the retard side engagement surface of the lock pin. It is characterized by the formation.

  According to the present invention, the oil that has flowed into the meshing portion is discharged to the outside in advance from the oil discharge passage, so that when the lock pin is about to move in the meshing direction with the vane rotor, the oil is moved by the oil. Is no longer restricted, and smooth and quick mobility is always obtained.

  According to a sixth aspect of the present invention, the lock pin is brought into contact with a sliding contact surface formed on the outer periphery of the vane rotor at a portion that does not mesh with the meshing portion of the inner peripheral portion. It is characterized in that an abutment surface for regulating the radial position is formed.

  According to this invention, since the rolling of the lock pin in the circumferential direction is reliably regulated by the contact action between the contact surface of the lock pin and the sliding contact surface of the vane rotor, stable mobility is obtained. It is done.

  According to a seventh aspect of the present invention, the meshing portion of the vane rotor has a pair of meshing surfaces on the retard side and the advanced side that finally mesh with the engagement surface of the lock pin. .

  Since the engagement surface of the lock pin is engaged and held between the pair of meshing surfaces of the vane rotor, the lock pin can be reliably held with respect to the vane rotor.

  According to an eighth aspect of the present invention, the meshing portion of the vane rotor is formed to be continuous with the meshing surface and the meshing surface, and a plurality of stepped shapes in which the leading edge of the lock pin abuts in the axial direction. It is characterized by having a multistage surface.

  According to the present invention, when the engagement surface of the tip end portion of the lock pin comes into engagement contact with a part of the meshing multistage surface of the vane rotor when the engine is stopped, for example, the cranking initial stage when the engine is restarted Due to the alternating torque generated in the camshaft, the lock pin gradually moves in the multi-section in a stepwise manner, that is, in the ratchet state, and is engaged and held on the final meshing surface. For this reason, it becomes possible to hold | maintain in the relative rotation position suitable for an engine start etc. reliably, for example.

  The invention described in claim 9 is characterized in that each of the multistage surfaces is formed in a spiral shape.

  In the case of this invention as well, the lock pin is moved to the ratchet state by the alternating torque at the initial stage of cranking of the engine and moved into the ratchet state by the alternating torque in the initial stage of cranking of the engine, and is held in engagement with the final meshing surface. The In particular, since the multistage surface is formed in a spiral shape, the lock pin tip quickly moves on each multistage surface, and the mobility to the final meshing surface is improved.

  The invention according to claim 10 is characterized in that the multi-step surface is formed in different numbers of steps on the advance side and the retard side.

  According to the eleventh aspect of the present invention, when the lock pin moves backward on the outer periphery other than the meshing portion of the vane rotor, the vane member moves from the most advanced angle side to the most retarded angle side via the lock pin. In this range, an arc-shaped relief groove that allows relative rotation is formed.

  According to the present invention, the relief groove allows free relative rotation of the vane member with respect to the housing within the range, and the circumferential edge of the relief groove opposes the vane member via the vane rotor. The above rotation can be restricted.

  The invention according to claim 12 is a sprocket that is rotationally driven by a crankshaft of an engine, a housing to which the sprocket is fixed, a camshaft that can rotate relative to the housing, or another member that is coupled to the camshaft. A vane member fixed to the outer periphery of the vane rotor and having a plurality of vanes that rotate and slide in the housing, and a piston that is slidably provided in a movement hole formed in the housing in the camshaft axial direction. An engagement portion provided on the vane rotor, a lock pin that is slidably provided between the housing and the vane rotor, and that can be fitted to the engagement portion, and an adapter pin that connects the piston and the lock pin; And the lock pin slides in the same direction as the piston slides in one direction. By meshing with the saw fit portion, and characterized in that the vane member so as to regulate the intermediate rotational phase position of the most delayed angle and the most advanced angle relative to the housing.

  In this invention, the same effects as those of the inventions of claims 1 and 2 can be obtained.

  According to a thirteenth aspect of the present invention, when the piston is slid in the other direction by hydraulic pressure, the lock pin is slid in the same direction so that the tip portion on the inner peripheral side of the lock pin and the meshing portion It is characterized by being configured to release the meshing.

  In the invention according to claim 14, the meshing portion is formed with a step-like multi-section in addition to the final meshing surface, and the multi-step surfaces are arranged at a predetermined inclination angle pitch. It is characterized by.

  The invention according to claim 15 is characterized in that each of the multistage surfaces is displaced stepwise in the axial direction of the vane rotor.

  The invention according to claim 16 is characterized in that the inclination angle pitch of each multi-stage surface is an angular difference in the radial direction of the end portion of the multi-stage surface.

  The invention according to claim 17 is characterized in that pitches of the multi-step surfaces are unequal intervals.

  The invention according to claim 18 is a sprocket that is rotationally driven by a crankshaft of an engine, a housing to which the sprocket is fixed, a camshaft that can rotate relative to the housing, or another member that is coupled to the camshaft. A vane member fixed to the outer periphery of the vane rotor and having a plurality of vanes that rotate and slide in the housing, and a piston that is slidably provided in a movement hole formed in the housing in the camshaft axial direction. And a pair of opposing meshing surfaces provided on the vane rotor, or a meshing portion, one of which is a stepped meshing surface, and slidably provided between the housing and the vane rotor, and synchronized with the piston. The sliding lock pin and the lock pin slide in the same direction as the piston slides in one direction. By meshing engagement of the engagement surface formed on the lock pin to the engagement portion, it is characterized by restricting relative rotation of the housing and the vane member.

  According to a nineteenth aspect of the present invention, there is provided an advance side engaging surface having a predetermined inclination angle and a retarding side engaging surface having a predetermined inclination angle, which are engaged with a meshing portion of the vane rotor, at a tip portion of an inner peripheral portion of the lock pin. It is characterized by having formed.

  Embodiments of a valve timing control device according to the present invention will be described below with reference to the drawings. In each of the embodiments, the present invention is applied to the intake valve side of an automobile internal combustion engine.

  That is, as shown in FIGS. 1 to 6, this valve timing control device is a relative to the sprocket 1, which is a rotating body that is rotationally driven via a timing chain by a crankshaft outside the engine. A camshaft 2 provided rotatably, a vane member 3 fixed to the front end portion of the camshaft 2 and rotatably accommodated in the sprocket 1, and the vane member 3 rotated forward and backward by hydraulic pressure. A first hydraulic circuit 4 (see FIG. 6) and a lock mechanism 10 that locks or releases the relative rotation of the sprocket 1 and the vane member 3 at a predetermined position are provided.

  As shown in FIGS. 1 and 2, the sprocket 1 includes a rotating member 5 having a tooth portion 5a meshing with a timing chain on the outer periphery, a rear end opening closed by the rotating member 5, and a vane member 3 inside. A housing 6 rotatably accommodated and a disc-shaped front cover 7 that closes the front end opening of the housing 6, and the rotating member 5, the housing 6, and the front cover 7 are constituted by four small-diameter bolts 8. They are integrally connected from the axial direction.

  The rotating member 5 has a substantially annular shape, is formed with a relatively large thickness in order to ensure strength, and is provided with four screw screws to which each small-diameter bolt 8 is screwed at an equal interval of about 90 ° in the circumferential direction. A female screw hole 5b is formed penetrating in the front-rear direction. An annular hole 5c that is rotatably supported on the outer peripheral surface of the camshaft 2 is formed through the inner central position.

  The housing 6 is formed in a thick annular shape with openings at the front and rear ends, and three partition walls 11, 12, and 13 are projected at approximately 90 ° in the circumferential direction of the inner peripheral surface. The one first partition wall portion 11 is formed in a substantially arc shape along the circumferential direction, and the other two second and third partition wall portions 12 and 13 are formed in a trapezoidal shape in cross section. The four bolt insertion holes are provided along the axial direction of 6, each end edge is flush with the both end edges of the housing 6, and the small-diameter bolt 9 is inserted at approximately 90 ° in the circumferential direction. 11a to 13a are formed penetrating in the axial direction.

  The first partition wall 11 has a substantially cylindrical movement hole 14 through which a piston 30 described later slides and guides in an axial direction at a substantially central position in the circumferential direction. A guide hole 15 through which an adapter pin 31 (described later) is slidably guided is formed in the inner side of the hole 14 in parallel with the movement hole 14. Further, on the inner side of the guide hole 15, a substantially semi-circular sliding groove 16 is formed in parallel with the moving hole 14 and the guide hole 15 so that a lock pin 30 described later is slidably supported. Yes.

As shown in FIG. 1, the front cover 7 is formed relatively thin in order to reduce the weight and reduce the axial size, and has a relatively large-diameter insertion hole 7a in the center. At the same time, four bolt holes 7b are formed at positions corresponding to the bolt insertion holes 11a to 13a of the housing 6. In addition, a rectangular window portion 17 extending in the radial direction is formed at a position corresponding to the movement hole 15 of the housing 6, and a stopper piece 18 extends along the tangential direction at a substantially central position of the window portion 17. Are provided integrally. A guide hole 19 is formed along the radial direction at a position corresponding to the guide hole 15 of the housing 6, and one end portion of the lock pin 30 is inserted into a position corresponding to the sliding groove 16. A possible substantially circular insertion hole 20 is formed. The camshaft 2 is rotatably supported at the upper end of a cylinder head (not shown) via a cam bearing 21 and is provided at a predetermined position on the outer peripheral surface via a valve lifter. An unillustrated cam for opening the intake valve is integrally provided.

  The vane member 3 is integrally formed of a sintered alloy material and is provided integrally with the outer periphery of the vane rotor 22, and a substantially cylindrical vane rotor 22 fitted and arranged in the front end portion of the camshaft 2 from the axial direction. And three vanes 23a to 23c.

  The vane rotor 22 is fixed to the front end portion of the camshaft 2 by a fixing bolt 24 inserted from the axial direction, and a bolt insertion hole 22a through which the fixing bolt 24 is inserted is formed at the center. Further, the vane rotor 22 is formed with an arc-shaped escape groove 25 cut out along the circumferential direction on the outer peripheral surface facing the inner surface of the first partition wall 11. The clearance groove 25 allows the relative rotation of the vane member 3 freely in the direction of the most advanced angle and the most retarded angle with respect to the housing 6 via a lock pin 30 described later. In addition to being set to a size, the circumferentially opposing end faces 25a and 25b restrict the maximum rotational position of the vane member 3 in the circumferential direction through the lock pin 30.

  The three vanes 23 a to 23 c are formed in a substantially plate shape and are disposed between the partition walls 11 to 13, and are disposed on both sides of the first partition wall 11. 23b is provided at a substantially opposite position of 180 °, and the other vane 23c is provided at a position of approximately 90 ° from the two vanes 23a and 23b. A holding groove 26 is formed in the axial direction at substantially the center position of each outer end face of each vane 23 a to 23 c, and each holding groove 26 has a U-shaped sliding contact with the inner peripheral surface of the housing 6. A sealing member 26a and a leaf spring (not shown) that presses the sealing member 26a outward are fitted and held.

  Further, three advance-side hydraulic chambers 27 and retard-side hydraulic chambers 28 are defined between both sides of the vanes 23a to 23c and both side surfaces of the partition walls 11 to 13.

  As shown in FIGS. 3, 6, and 9, the first hydraulic circuit 4 is connected to the first hydraulic passage 41 that supplies and discharges hydraulic pressure to the advance side hydraulic chamber 27 and the retard side hydraulic chamber 28. There are two systems of hydraulic passages, a second hydraulic passage 42 for supplying and discharging hydraulic pressure, and in both of these hydraulic passages 41, 42, a supply passage 43 and a drain passage 44 are respectively an electromagnetic switching valve 45 for switching the passage. Connected through. The supply passage 43 is provided with an oil pump 47 that pumps the oil in the oil pan 46, while the downstream end of the drain passage 44 communicates with the oil pan 46.

  The first hydraulic passage 41 passes from the inside of the cylinder head to the inside of the cam bearing 21 and the outer periphery of the camshaft 2, and from the first annular groove 41 to the outer periphery of the fixing bolt 24. A first communication passage (not shown) communicating with an oil chamber 41b formed inside the central side of the vane rotor 22 and three branch paths 41c branched from the oil chamber 41b and communicating with each advance angle side hydraulic chamber 27. Etc.

  On the other hand, the second hydraulic passage 42 is formed along the inner axial direction of the camshaft 2 from the second annular groove 42a formed on the side of the first annular groove 41a and the second annular groove 42a. An outer second communication path and an oil groove 42b formed at a position of about 90 ° in the circumferential direction inside the rotating member 5 and communicating the second communication path and each retarded-side hydraulic chamber 28. Has been.

  The electromagnetic switching valve 45 is a four-port two-position type, and an internal valve element is configured to relatively switch and control each of the hydraulic passages 41, 42, the supply passage 43, and the drain passage 44, and The switching operation is performed by a control signal output from the controller. The controller detects the current operating state based on signals from a crank angle sensor that detects the engine speed and an air flow meter that detects the amount of intake air, and also detects sprockets 1 and camshafts 2 based on signals from the crank angle and cam angle sensors. And a control current is output to the electromagnetic switching valve 45 based on these detection signals.

  The locking mechanism 10 includes a piston 29 slidably provided in the movement hole 14 of the housing 6, a lock pin 30 slidably provided in the sliding groove 16 of the housing 6, A small-diameter adapter pin 31 that connects the piston 29 and the lock pin 30 from the respective rear ends (ends on the front plate 7 side) from the radial direction, and end portions on the rotating member 5 side of the relief grooves 25 of the vane rotor 22 The engagement pin 32 is configured to engage with and engage with the distal end portion of the lock pin 30, and the second hydraulic circuit 33 supplies and discharges hydraulic pressure to and from the distal end side of the piston 29.

  The piston 29 is formed in a cylindrical shape with a bottom, and is formed with notches 29a and 29a having a two-sided width at the front end, and the front end is an upper and lower protruding piece 29b. A fitting hole 29c into which the upper end portion of 31 is fitted with a predetermined gap is formed. The piston 29 is urged rearward (in the direction of the rotating member 5) by a spring force of a coil spring 34, which is a spring member elastically mounted between the inner bottom surface on the front end side and the stopper piece 18 of the front plate 7. ing. The piston 29, the adapter pin 31, the second hydraulic circuit 33, the coil spring 34, and the like constitute a setting release mechanism.

  As shown in FIGS. 7 and 9, the lock pin 30 is formed of a steel material in a solid columnar shape, and the upper half which is the outer peripheral portion is fitted in the sliding groove 16 of the housing 6. At the same time, the lower half, which is the inner periphery, is disposed in the relief groove 25 of the vane rotor 22 so as to slide in the camshaft axial direction while being fitted in the sliding groove 16 and the relief groove 25, respectively. It has become.

  Further, as shown in FIG. 10, a contact surface 30b is formed on the lower surface of the front end side of the lock pin 30 so as to come into surface contact with the bottom surface of the arcuate convex shape of the escape groove 25, and the tip portion 30a. A flat cut-out surface 36 constituting an oil discharge passage 35 is formed between the lower end of the side and the outer surface of the escape groove 25. Further, on both sides of the notch surface 36 on the front end side, an advance side engagement surface 37 and a retard side engagement surface 38 that engage with and engage with the meshing portion 32 are formed in a cutout direction along the tangential direction. . Therefore, the inclination angles of the engaging surfaces 37 and 38 are set to be substantially the same as the inclination angles of the first and second meshing surfaces 39a and 40a.

  In addition, a press-fit hole 30c through which the lower end of the adapter pin 31 is press-fitted and fixed is formed at the rear end of the lock pin 30 so as to penetrate vertically. The lock pin 30 and the meshing portion 32 constitute the phase angle regulating mechanism.

  As shown in FIG. 8, the meshing portion 32 of the vane rotor 22 is basically composed of a first meshing portion 39 that is convex on the advance side and a second meshing portion 40 that is on the retard side facing this. It is formed in a substantially V shape, and is disposed closer to the advance side. The first meshing portion 39 has a first meshing surface 39a in the circumferential direction formed in a downwardly inclined shape, while the second meshing portion 40 has a stepped surface facing the first meshing surface 39a. It is formed on a multistage surface.

  That is, the second meshing portion 40 is formed in four steps from the highest retarded side to the lowest advanced side, and the height of each multi-stepped surface is uniform and arbitrary. The evolution-side engagement surface 37 of the lock pin 30 is in contact with the first meshing portion surface 39a, and the retard-side engagement surface 38 is the end surface closest to the first meshing surface 39a. The final meshing engagement is performed in a state where the second meshing surface 40a is in contact with the second meshing surface 40a. Further, the four contact surfaces 40b to 40e bent substantially perpendicularly from the front end edges of the respective first meshing surfaces are caused by the spring force of the coil spring 34 when the vane member 3 stops on the retard side. The tip edge of the lock pin 30 is in elastic contact with the piston 29.

  On the other hand, as described above, the lock pin 30 finally has the first engagement surface 39a and the lowest engagement surface 38a on the advance engagement surface 38 and the retard engagement surface 37, respectively. While abutting in the V shape, the tip edge abuts on the inner end surface of the rotating member 5 and further advance movement is restricted, and finally meshing engagement is performed at an intermediate position closer to the advance side.

  As shown in FIGS. 1 and 3, the second hydraulic circuit 33 includes a pressure receiving chamber 50 formed on the inner end surface of the rotating member 5 facing the tip of the piston 29, and the oil receiving chamber 50 includes the oil receiving chamber 50. A supply / discharge passage 51 for supplying and discharging hydraulic oil in the pan 46, a delivery passage 52 for sending the hydraulic oil discharged from the oil pump 47 to the pressure receiving chamber 50 through the supply / discharge passage 51, and the pressure receiving chamber 50, a return passage 53 for returning the hydraulic oil in the oil pan 46 through the supply / discharge passage 51, and an electromagnetic switch provided between the supply / discharge passage 51, the delivery passage 52 and the return passage 53 to switch the flow passage. And a flow path switching valve 54 of the type.

  The supply / discharge passage 51 includes a third annular groove 51a formed on the outer periphery of the camshaft 2 from the inside of the cam bearing 21, and an oil passage hole formed from the third annular groove 51a toward the internal axis of the camshaft 2. 51 b and an oil hole 51 c that is inclined from the inner peripheral portion toward the outer peripheral portion of the rotating member 5 and communicates with the oil passage hole 51 b and the pressure receiving chamber 50.

  The flow path switching valve 54 is controlled to be switched by the same controller. When energized, the flow path 52 and the supply / discharge path 51 communicate with each other so that hydraulic fluid is sent to the pressure receiving chamber 50. On the other hand, when energization is interrupted, the delivery passage 52 is closed, and the supply / discharge passage 51 and the return passage 53 are communicated to return the hydraulic oil in the pressure receiving chamber 50 into the oil pan 46. Yes.

  The coil spring 34 is set in relation to the hydraulic pressure supplied to the pressure receiving chamber 50.

  Hereinafter, the operation of the present embodiment will be described. First, at the time of cranking at the time of engine start, no control signal is output from the controller 48 to the electromagnetic switching valve 45 and the flow path switching valve 54, and the first hydraulic passage 41, 2 The hydraulic oil is not supplied from the oil pump 47 to either the hydraulic passage 42 or the supply / discharge passage 51. Therefore, as shown in FIG. 2, the piston 29 is in contact with the inner end surface of the rotating member 5 by the spring force of the coil spring 34.

  Therefore, as shown in FIG. 6, the lock pin 30 has both the first and second engaging surfaces 39a and 40a of the vane rotor 22 with the engaging and trailing surfaces 38 and 37 through the adapter pin 31. And are engaged and engaged with each other. Therefore, the vane member 3 is stably and reliably held at the position closer to the advance side.

  Further, as described above, since the vane member 3 is held at the position closer to the advance side, a valve overlap between the intake valve and the exhaust valve at the time of the cranking is created, and the air-fuel mixture in the intake manifold is created. Is heated by the exhaust gas to improve the combustibility. As a result, the generation of hydrocarbon (HC) is suppressed, and the exhaust emission performance can be improved.

  Further, when the engine 48 is shifted from the idling operation to the low rotation / low load region, when the control signal is outputted from the controller 48 to the electromagnetic switching valve 45 and the flow path switching valve 54, the piston 29 is turned into a coil spring as shown in FIG. While 34 is compressed and deformed, it moves backward against the spring force. Then, in synchronization with the movement of the piston 29, the lock pin 30 also moves backward, and the tip portion 30a comes out from between the first meshing surface 39a and the second meshing surface 40a, and the engagement is released. For this reason, the vane member 3 is allowed to freely rotate. At this time, the electromagnetic switching valve 45 causes the supply passage 43 and the second hydraulic passage 42 to communicate with each other and the drain passage 44 and the first hydraulic passage 41 to communicate with each other. As a result, the hydraulic pressure pumped from the oil pump 47 is supplied to the retarded-side hydraulic chamber 28 and rotates clockwise in FIG. 6 and relatively rotates relative to the housing 6 toward the retarded side.

  As shown in FIG. 11, when the piston 29 moves backward, the inner end edges of both the notches 29a and 29a abut against the stopper piece 18 of the front plate 7, and the piston 29 moves further backward. Be regulated. As a result, the lock pin 30 is also moved backward to the state where the rear end protrudes from the fitting hole 20 of the front plate 7 and is held at this position.

  Thereafter, when the engine shifts to a middle-rotation load range, the electromagnetic switching valve 45 is actuated by a control signal from the controller 48 to connect the supply passage 43 and the first hydraulic passage 41, while the drain passage 44 and the second hydraulic passage. The passage 42 is communicated. Therefore, this time, the hydraulic pressure in the retarded hydraulic chamber 28 passes through the second hydraulic passage 42 and is returned from the drain passage 44 into the oil pan 46, and the retarded hydraulic chamber 28 becomes low pressure, while the advanced side The hydraulic pressure is supplied into the hydraulic chamber 27 via the first hydraulic passage 41 and becomes high pressure. For this reason, the vane member 3 is now rotated counterclockwise in FIG. 6 until the vanes 23a to 23c are in contact with the other side surfaces of the partition walls 11 on the opposite side (retarding side hydraulic chamber side). Rotate to.

  At this time, since the flow path switching valve 54 is also maintained in the ON state and the pressure receiving chamber 50 is also maintained at a high hydraulic pressure, the lock pin 30 receives the spring force of the coil spring 34 via the piston 29. It is held at the maximum retracted position. Therefore, the vane member 3 rotates rapidly in the direction of the retard side hydraulic chamber 28 without restricting free rotation.

  Accordingly, the sprocket 1 and the camshaft 2 are relatively rotated to the other side to control the opening / closing timing of the intake valve to the advance side. As a result, the pump loss of the engine is reduced and the output can be improved.

  Further, when the engine shifts to the high engine speed / high load range, the electromagnetic switching valve 45 is operated to connect the supply passage 43, the second hydraulic passage 42, the drain passage 44, and the first hydraulic passage 41, respectively, and advance the hydraulic pressure side hydraulic pressure. In order to set the chamber 27 at a low pressure and the retarded-side hydraulic chamber 28 at a high pressure, the vane member 3 rotates clockwise in FIG. 6 to relatively rotate the sprocket 1 and the camshaft 2 to one side, thereby The valve opening / closing timing is controlled to the retard side. As a result, the output can be improved by improving the intake charge efficiency.

  Further, when the engine is stopped, the vane member 3 rotates in the direction of the advance side hydraulic chamber 27 in order to undergo idling operation and the like, and enters the state shown in FIG. The piston 29 is moved to the rotating member 5 side by the spring force of the coil spring 34, and the lock pin 30 is also moved in the same direction so that the engaging surfaces 37, 38 of the tip 30a are first and second meshing surfaces 39a. , 40a from the axial direction to engage and engage. Therefore, free rotation of the vane member 3 can be reliably controlled.

  However, when the vane member 3 stops at such a position, for example, at the most retarded angle when the engine is stopped, the lock pin 30 is moved as shown in FIG. 12B. By the spring force F of the coil spring 34, the tip 30a elastically contacts the contact surface 40b at the highest position of the second meshing portion 40.

  Thereafter, when an alternating torque on the advance side and the retard side is generated in the camshaft 2 as shown in FIG. The contact surfaces 40b to 40e sequentially move from the highest portion to the lowest portion in a stepwise manner, and finally engage with both meshing surfaces 39a and 40a.

  That is, when the ignition key is turned on to start cranking and the advance side torque is applied, the tip 30a of the lock pin 30 is brought into contact with the highest position as shown in FIGS. 12B and 12C. It deviates from 40b and moves to the next lower contact surface 40c. Here, when the retard side torque is applied, as shown in FIG. 12D, it is once returned to the inside of the contact surface 40c. However, when the next advance side torque is applied, the lock pin 30 is moved to the contact surface 40c. And move stepwise to the next lower contact surface 40d. As described above, the lock pin 30 lowers each contact surface 40b-d to the ratchet state stepwise by repeating the advance side torque and the retard side torque, and finally, as shown in FIG. 12E. In addition, the lock pin tip portion 30a is engaged with the first and second meshing portions 39, 40 after approximately one second from the start of cranking. Therefore, the lock pin 30 can quickly regulate the housing 6 and the vane member 3 to a desired intermediate rotation position by self-return. And the first explosion of cranking becomes good.

  Further, since the respective engagement surfaces 37 and 38 are engaged with and engaged with the first engagement surface 39a and the second engagement surface 40a, the lock pin 30 can be reliably engaged with the engagement portion 32.

  In particular, the lock pin 30 utilizes the spring force of the coil spring 34 acting in the axial direction and the alternating contact torque on the advance side and retard side (positive and negative) when acting in the shear direction. Since it moves down to 40e stepwise and moves to each meshing part 39,40 side, it becomes possible to perform self-recovery promptly.

  Further, since the first engagement surface 39a is formed in an inclined shape, even if the distal end portion 30a of the lock pin 30 contacts the front end surface 39b of the first engagement portion 39, the distal end is generated by the alternating torque at the initial stage of cranking. The edge rides on the inclined surface of the first engagement surface b 39a while slidingly contacting the front end surface 39b, and is smoothly guided between the first engagement surface 39a and the second engagement surface 40a opposite to the first engagement surface 39a, and converges here. . Therefore, the vane member 3 can be quickly rotated to the intermediate rotation position.

  Further, since the oil flowing into the meshing portion 32 is discharged to the outside from the oil discharge passage 35, when the lock pin 30 tries to move in the meshing direction with the vane rotor 22 as described above. In addition, movement is not restricted by the oil, and smooth and quick mobility is always obtained.

  Further, the movement of the lock pin 30 in the left-right circumferential direction with the axis centered is reliably restricted by the familiar contact action of the contact surface 30b of the lock pin 30 and the sliding contact surface 25 of the vane rotor 22. Therefore, stable mobility can be obtained.

  13 to 17 show different shapes in the meshing portion 32 of the vane rotor 22.

  The meshing portion 32 shown in FIG. 13 which is the second embodiment is formed on the most retarded side in consideration of the optimum startability of the engine, and the first meshing surface 39a is formed in an inclined shape, On the second meshing portion 40 side, the step-like structure in the first embodiment is abolished, the same structure as the first meshing portion 39 is formed, the second meshing surface 40a is disposed opposite to the first meshing surface 39, and The whole is formed in a downwardly inclined shape and is substantially V-shaped.

  Therefore, the lock pin 30 is engaged with the engagement portion 32 in a stable and reliable manner, whereby the vane member 3 is stably held at the most retarded rotation position. Therefore, the startability can be improved by a good initial explosion at the time of restart.

  Further, when the vane member 3 stops rotating at, for example, a position on the advance side when the engine is stopped, the distal end portion 30 a of the lock pin 30 is placed on the front end surface 39 b of the first meshing portion 39 and the coil spring 34. Elastic contact with the spring force. When the engine is restarted in this state, the engagement edges 37 and 38 are engaged with each other while the distal end edge of the distal end portion 30a is in sliding contact with the front end surface 39b by the alternating torque of the camshaft 2 described above during cranking. The vane member 3 is quickly meshed and engaged with 39a, 40a, and the vane member 3 is stably held on the most retarded side.

  14 and 15 show a third embodiment, and the meshing portion 32 of the vane rotor 2 has a structure in which the first meshing portion 39 has the same structure as the second embodiment, and the second meshing portion is eliminated. Further, the vane member 3 is rotated and held to the most retarded angle side via the lock pin 30.

  According to this embodiment, when the engine is started, the lock pin 30 is engaged with only the engagement surface 38 of the first engagement portion 39 in contact with only one engagement surface 38 of the distal end portion 30 as shown in FIG. At the same time, the entire abutting surface 30b abuts on the upper surface of the escape groove 25 for stabilization, and the vane member 3 is held at the most retarded angle side.

  FIGS. 16 and 17 show a fourth embodiment, in which the first meshing portion of the vane rotor 22 is abolished, while the four contact surfaces 40b to 40e of the second meshing portion 40 are formed in a spiral shape.

  Also in this embodiment, the front end portion 30a of the lock pin 30 is moved to the ratchet state by the alternating torque at the initial stage of cranking of the engine to the ratchet state, and is engaged with the second meshing surface 40a. The In particular, since the contact surfaces 40b to 40e are formed in a spiral shape, the lock pin tip 30a quickly moves on each contact surface 40b to 40e, and the mobility to the meshing surface 40a is improved.

  The present invention is not limited to the configuration of each of the embodiments described above. For example, the multi-step contact surface of the meshing portion 32 can be formed with different numbers of steps on the advance side and the retard side. Further, the meshing portion 32 of the vane rotor 22 with the lock pin tip portion 30a can be arbitrarily set at any location from the most retarded angle to the most advanced angle.

  The contact surfaces 40b to 40e, which are multi-step surfaces of the meshing portion 32, can be arranged at a predetermined inclination angle pitch, and the inclination angle pitch of the contact surfaces 40b to 40e is the end of the contact surfaces 40b to 40e. It is also possible to form it so as to have an angular difference in the radial direction of the part. Furthermore, the pitch of the contact surfaces 40b to 40e can be set at unequal intervals.

1 is an exploded perspective view showing a first embodiment of a valve timing control device according to the present invention. AA line sectional view of Drawing 4. It is a whole block diagram of a present Example. FIG. 3 is a view taken in the direction of arrow B in FIG. It is CC sectional view taken on the line of FIG. The DD sectional view taken on the line of FIG. It is a principal part disassembled perspective view of a present Example. It is a perspective view of the vane rotor provided for a present Example. It is a perspective view of the vane rotor and lock pin which are provided to a present Example. It is a perspective view of the lock pin provided for a present Example. It is a longitudinal cross-sectional view which shows the effect | action of a present Example. It is an operation explanatory view of the lock pin at the time of cranking of the present embodiment, A is a relationship between the timing pulley and the camshaft, the relative rotation phase angle and time at the initial stage of cranking, B is in the vane rotor of the lock pin Schematic diagram showing the allowable movement range, C is an action explanatory diagram showing a state in which the lock pin is moved by the advance side torque, D is an action explanatory view showing a state in which the lock pin is moved by the retard side torque, and E is the lock pin It is the schematic which shows the state which finally engaged and engaged with the meshing part. It is a perspective view which shows the vane rotor in 2nd Example. It is a perspective view which shows the vane rotor in 3rd Example. It is a cross-sectional view which shows the state which the lock pin in a present Example meshed | engaged with the meshing part of the vane rotor. It is a perspective view which shows the vane rotor in 4th Example. It is a cross-sectional view which shows the state which the lock pin in a present Example meshed | engaged with the meshing part of the vane rotor.

Explanation of symbols

1. Timing pulley (rotating body)
DESCRIPTION OF SYMBOLS 2 ... Camshaft 3 ... Vane member 4 ... 1st hydraulic circuit 5 ... Rotating member 6 ... Housing 7 ... Front cover 10 ... Lock mechanism 22 ... Vane rotor 23a ... Vane 25 ... Escape groove 27 ... Advance side hydraulic chamber 28 ... Delay angle Side hydraulic chamber 29 ... Piston 30 ... Lock pin 30a ... Tip part 31 ... Adapter pin 32 ... Engagement part 34 ... Coil spring (spring member)
37, 38 ... Advance side / retard side engagement surface 39 ... 1st engagement part 39a ... 1st engagement surface 40 ... 2nd engagement part 40a ... 2nd engagement surface

Claims (19)

A rotating body having a housing that is rotationally driven by the crankshaft of the engine;
A vane member fixed to a camshaft rotatable relative to the rotating body, and having a plurality of vanes that rotate and slide in the housing on the outer periphery of the vane rotor;
A phase angle regulating mechanism provided between the housing and the vane rotor so as to be movable in the camshaft axial direction and regulating a relative rotational position of the housing and the vane member;
The phase angle restriction mechanism is moved in the camshaft axial direction according to the engine operating state to set the restriction positions of the housing and the vane member, and a setting release mechanism for releasing the restriction. A valve timing control device for an internal combustion engine. The phase angle regulating mechanism includes a lock pin that moves while an outer peripheral portion is fitted in a sliding groove formed in the housing, and a front end portion of the inner peripheral portion meshes with a meshing portion formed in the vane rotor. While
The setting release mechanism is provided inside the housing so as to be movable in a movement hole formed along the camshaft axial direction, and is connected to the piston connected to the lock pin, and the piston is connected to the tip of the lock pin. A spring member that biases the portion in a direction to mesh with the meshing portion, and a hydraulic circuit that releases the lock pin by retreating the piston against a spring biasing force of the spring member. The valve timing control apparatus for an internal combustion engine according to claim 1, wherein 3. The valve for an internal combustion engine according to claim 2, wherein the meshing surface of the meshing portion is formed in an inclined shape on at least one side of the advance side or the retard side of the relative rotational position of the housing and the vane member. Timing control device. 4. The advance angle side engagement surface and the retard angle side engagement surface that mesh with the meshing portion of the vane rotor are formed at the tip of the inner peripheral portion of the lock pin. 5. A valve timing control device for an internal combustion engine. The notch part which comprises the passage for oil discharge between the engaging part of the vane rotor was formed between the advance side engagement surface and the retard side engagement surface of the lock pin. The valve timing control device for an internal combustion engine according to any one of claims 2 to 4. The lock pin has a contact surface that restricts a radial position of the lock pin by contacting a sliding contact surface formed on the outer periphery of the vane rotor at a portion of the inner peripheral portion that does not mesh with the meshing portion. The valve timing control device for an internal combustion engine according to any one of claims 2 to 5, wherein: The meshing portion of the vane rotor has a pair of meshing surfaces of a retard angle side and an advance angle side that finally mesh with an engagement surface of the lock pin. The valve timing control device for an internal combustion engine. The meshing portion of the vane rotor includes the meshing surface, and a plurality of stepped multi-step surfaces formed continuously from the meshing surface, and a tip edge of the lock pin abuts in an axial direction. 8. A valve timing control device for an internal combustion engine according to claim 7. 9. The valve timing control device for an internal combustion engine according to claim 8, wherein each of the multistage surfaces is formed in a spiral shape. 10. The valve timing control device for an internal combustion engine according to claim 8, wherein the multi-stage surface is formed with different numbers of stages on the advance side and the retard side. A circle that allows relative rotation of the vane member within the range from the most advanced angle side to the most retarded angle side via the lock pin when the lock pin moves backward on the outer periphery other than the meshing portion of the vane rotor. The valve timing control device for an internal combustion engine according to any one of claims 2 to 9, wherein an arc-shaped escape groove is formed. A sprocket that is rotationally driven by the crankshaft of the engine;
A housing to which the sprocket is fixed;
A vane member having a plurality of vanes which are fixed to a camshaft rotatable relative to the housing or other members coupled to the camshaft and which rotate and slide in the housing on the outer periphery of the vane rotor;
A piston slidably provided in a movement hole formed in the housing in the camshaft axial direction;
A meshing portion provided on the vane rotor;
A lock pin which is slidably provided between the housing and the vane rotor and can be fitted into the meshing portion;
An adapter pin that connects the piston and the lock pin;
As the piston slides in one direction, the lock pin slides in the same direction and meshes with the meshing portion, thereby rotating the vane member relative to the housing between the most advanced angle and the most retarded angle. A valve timing control device for an internal combustion engine, characterized in that the position is restricted to a position. The piston is slid in the other direction by hydraulic pressure so that the lock pin slides in the same direction to release the engagement between the inner end of the lock pin and the engagement portion. The valve timing control apparatus for an internal combustion engine according to claim 12, wherein: The meshing portion is formed with a step-like multi-section in addition to the final meshing surface, and the multistage surfaces are arranged at a predetermined inclination angle pitch. A valve timing control device for an internal combustion engine. The valve timing control device for an internal combustion engine according to claim 14, wherein each of the multistage surfaces is displaced stepwise in the axial direction of the vane rotor. 15. The valve timing control device for an internal combustion engine according to claim 14, wherein the inclination angle pitch of each of the multistage surfaces is an angular difference in the radial direction between the end portions of the multistage surfaces. The valve timing control device for an internal combustion engine according to claim 15 or 16, wherein the pitches of the multistage surfaces are unequal intervals. A sprocket that is rotationally driven by the crankshaft of the engine;
A housing to which the sprocket is fixed;
A vane member having a plurality of vanes which are fixed to a camshaft rotatable relative to the housing or other members coupled to the camshaft and which rotate and slide in the housing on the outer periphery of the vane rotor;
A piston slidably provided in a movement hole formed in the housing in the camshaft axial direction;
A pair of opposing meshing surfaces provided on the vane rotor, or one meshing portion having one stepped meshing surface;
A lock pin which is slidably provided between the housing and the vane rotor and which slides in synchronization with the piston;
As the piston slides in one direction, the lock pin slides in the same direction, and the engagement surface formed on the lock pin is engaged with the engagement portion to engage and rotate the housing and the vane member relative to each other. A valve timing control device for an internal combustion engine, characterized in that An advance side engaging surface with a predetermined inclination angle and a retard side engaging surface with a predetermined inclination angle that engage with the meshing portion of the vane rotor are formed at the tip of the inner peripheral portion of the lock pin. The valve timing control apparatus for an internal combustion engine according to claim 18.

Images