JP2009299643A

JP2009299643A - Valve timing controller of internal combustion engine

Info

Publication number: JP2009299643A
Application number: JP2008157622A
Authority: JP
Inventors: Toshiyuki Kaneko; 敏之金子; Takanori Ichinosawa; 厳典市野沢
Original assignee: Hitachi Automotive Systems Ltd
Current assignee: Hitachi Astemo Ltd
Priority date: 2008-06-17
Filing date: 2008-06-17
Publication date: 2009-12-24
Anticipated expiration: 2028-06-17
Also published as: JP4997182B2

Abstract

<P>PROBLEM TO BE SOLVED: To provide a valve timing device capable of preventing an unwanted locking operation caused by each engaging pin. <P>SOLUTION: A relative turning position of a vane member 9 to a sprocket 1 is controlled to a retard angle side or an advance angle side by hydraulic supply or hydraulic discharge to a retard angle and advance angle hydraulic chamber. An opening 45a at one end of a low-pressure passage 45 is arranged and formed in a supporting hole 15c, inserted by and fixed by a passage structure 37, and between a groove 18c of an advance-side passage 18a opened inward and a groove 34c of supplying and discharging passage 34a provided adjacently to the groove 18c. Then, oil pressure leaked from the groove is allowed to inflow into the low-pressure passage 45 to restrain the leaked oil from flowing into the supplying and discharging passage 34a. As a result, the unwanted movement of each of engaging pins 26, 27 in the locking direction is restrained. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

本発明は、内燃機関の吸気弁や排気弁である機関弁の開閉時期を運転状態に応じて可変制御する内燃機関のバルブタイミング制御装置に関する。 The present invention relates to a valve timing control device for an internal combustion engine that variably controls the opening / closing timing of an engine valve, which is an intake valve or an exhaust valve of the internal combustion engine, according to an operating state.

従来の内燃機関のバルブタイミング制御装置としては種々提供されており、その一つとして、例えば以下の特許文献１に記載されたものが知られている。 Various conventional valve timing control devices for internal combustion engines are provided, and one of them is, for example, one described in Patent Document 1 below.

このバルブタイミング制御装置は、機関のクランクシャフトあるいはカムシャフトの一方側と一体的に回転するハウジングと、前記ハウジング内に回転自在に収容され、前記クランクシャフトとカムシャフトの他方側と一体的に回転するベーン部材と、前記ベーン部材の径方向へ延びるベーンを介して前記ハウジング内に隔成された遅角油圧室及び進角油圧室と、を備えている。 This valve timing control device is a housing that rotates integrally with one side of the crankshaft or camshaft of the engine, and is rotatably accommodated within the housing, and rotates integrally with the crankshaft and the other side of the camshaft. And a retard hydraulic chamber and an advanced hydraulic chamber separated in the housing via vanes extending in the radial direction of the vane member.

前記ハウジングには、ロックピンの頭部がベーンから突出した状態で移動できるように進角制限溝が設けられており、この進角制限溝は、遅角側の端部がエンジンを始動可能な始動可能位相に設定されている。前記ロックピンは、アイドリング時に第２の油圧制御弁をオフにしてロックピンに対する油圧を解除することにより、ロックピンがベーン部材から押し出されて、ロックピンの頭部が進角制限溝に嵌合している。 The housing is provided with an advance angle limiting groove so that the head of the lock pin protrudes from the vane, and the advance angle limiting groove can start the engine at the retard side. The startable phase is set. When the lock pin is idling, the second hydraulic control valve is turned off to release the hydraulic pressure to the lock pin, so that the lock pin is pushed out of the vane member, and the head of the lock pin is fitted in the advance angle limiting groove. is doing.

したがって、アイドリング時にエンストなどによりエンジンが異常停止しても、進角制限溝の遅角側端部である始動可能位相より遅角側(最遅角側)へベーン部材が回転するのを阻止できるので、再始動時の始動性を極端に悪化させることがなくなる。
特開２００３−２１４１２３号公報 Therefore, even when the engine stops abnormally due to an engine stall or the like during idling, the vane member can be prevented from rotating to the retard side (the most retarded angle side) from the startable phase that is the retard side end portion of the advance angle limiting groove. Therefore, the startability at the time of restart is not extremely deteriorated.
JP 2003-214123 A

前記従来のバルブタイミング制御装置にあっては、ハウジングに対するベーン部材の回転位相を変更するために、前記進角油圧室と遅角油圧室とに選択的に油圧を給排する位相制御用の第１、第２油通路と、前記ロックピン解除用の第３油通路とが、これらの経路途中で互いに近接して配置されていることから、場合によっては、第１，第２油通路からリークした油圧が第３油通路内に流入して、意に反して前記ロックピンをロック解除方向へ移動させてしてしまうとか、あるいはロックピンをロック方向へ移動させてしまうおそれがある。 In the conventional valve timing control device, in order to change the rotation phase of the vane member with respect to the housing, the phase control second control unit selectively supplies and discharges hydraulic pressure to and from the advance hydraulic chamber and the retard hydraulic chamber. Since the first and second oil passages and the third oil passage for releasing the lock pin are arranged close to each other in the course of these passages, in some cases, the first and second oil passages may leak. The hydraulic pressure that has flown into the third oil passage may cause the lock pin to move in the unlocking direction or move the lock pin in the locking direction.

本発明は、前記従来装置の技術的課題に鑑みて案出されたもので、請求項１記載の発明は、とりわけ、第１制御弁と進角室とを連通する第１通路と、第１制御弁と遅角室とを連通する第２通路と、第２制御弁と突出部材とを連通する第３通路と、を備え、前記第１通路と第２通路及び第３通路は、非回転部に一部が設けられていると共に、該非回転部と、回転する前記ハウジング及びベーン部材とを連通する部位において、前記第３通路と第１通路もしくは第２通路とを隣接して配置すると共に、該隣接する前記第３通路と第１通路もしくは第２通路との間に低圧部を設けたことを特徴としている。 The present invention has been devised in view of the technical problem of the conventional device, and the invention according to claim 1, in particular, includes a first passage communicating the first control valve and the advance chamber, and a first passage. A second passage communicating the control valve and the retard chamber, and a third passage communicating the second control valve and the protruding member, wherein the first passage, the second passage, and the third passage are non-rotating A part is provided in the part, and the third passage and the first passage or the second passage are disposed adjacent to each other in a portion where the non-rotating portion communicates with the rotating housing and the vane member. A low pressure portion is provided between the adjacent third passage and the first passage or the second passage.

本発明によれば、前記遅角油圧室と進角油圧室とに油圧を選択的に供給する第１、第２通路の少なくともいずれかと隣接して配置された第３通路との該隣接箇所に低圧部を設けたことによって、前記第１通路あるいは第２通路からリークした流体圧は前記低圧部に流入して、第３通路には流入しなくなることから、突出部材に対する前記流体圧の影響を回避することが可能になる。この結果、意に反した前記突出部材の凹部からの抜け出しや凹部への嵌入が抑制できる。 According to the present invention, at a position adjacent to the third passage disposed adjacent to at least one of the first and second passages for selectively supplying the hydraulic pressure to the retard hydraulic chamber and the advance hydraulic chamber. By providing the low pressure portion, the fluid pressure leaking from the first passage or the second passage flows into the low pressure portion and does not flow into the third passage. It can be avoided. As a result, it is possible to suppress unintentional withdrawal of the protruding member from the recess and insertion into the recess.

以下、本発明に係る内燃機関のバルブタイミング制御装置を吸気側に適用した実施形態を図面に基づいて説明する。 Hereinafter, an embodiment in which a valve timing control device for an internal combustion engine according to the present invention is applied to an intake side will be described with reference to the drawings.

図１〜図３は本発明の一実施形態を示し、機関のクランクシャフトによりタイミングチェーンを介して回転駆動されるスプロケット１と、機関前後方向に沿って配置されて、前記スプロケット１に対して相対回動可能に設けられた吸気側のカムシャフト２と、前記スプロケット１とカムシャフト２との間に配置されて、該両者の相対回動位相を変換する位相変換機構３と、該位相変換機構３を作動させる第１油圧回路４と、を備えている。 1 to 3 show an embodiment of the present invention, and a sprocket 1 that is rotationally driven by a crankshaft of an engine via a timing chain, and is disposed along the longitudinal direction of the engine and is relative to the sprocket 1. An intake-side camshaft 2 that is rotatably provided, a phase conversion mechanism 3 that is disposed between the sprocket 1 and the camshaft 2 and converts the relative rotation phase between the two, and the phase conversion mechanism And a first hydraulic circuit 4 that operates 3.

前記スプロケット１は、ほぼ肉厚円板状の本体５と、該本体５の外周一端部に一体に設けられて、前記タイミングチェーンが巻回された歯車部６を有している。前記本体５は、後述するハウジングの後端開口を閉塞するリアカバーとして構成され、外周部の円周方向所定位置に貫通孔５ａが形成されている。 The sprocket 1 has a substantially thick disk-shaped main body 5 and a gear portion 6 that is integrally provided at one end of the outer periphery of the main body 5 and around which the timing chain is wound. The main body 5 is configured as a rear cover that closes a rear end opening of a housing, which will be described later, and a through hole 5a is formed at a predetermined position in the circumferential direction of the outer peripheral portion.

前記カムシャフト２は、図外のシリンダヘッドにカム軸受を介して回転自在に支持され、外周面には機関弁である吸気弁を開作動させる複数のカムが軸方向の位置に一体に固定されていると共に、一端部の内部軸心方向に雌ねじ孔２ａが形成されている。 The camshaft 2 is rotatably supported by a cylinder head (not shown) via a cam bearing, and a plurality of cams for opening an intake valve, which is an engine valve, are integrally fixed to an axial position on the outer peripheral surface. In addition, a female screw hole 2a is formed in the inner axial direction of one end.

前記位相変換機構３は、図１及び図３に示すように、前記スプロケット１と一体に設けられたハウジング７と、前記カムシャフト２の一端部の雌ねじ孔２ａに螺着するカムボルト８を介して固定されて、前記ハウジング７内に回転自在に収容されたベーン部材９と、前記ハウジング７内に形成されて、該ハウジング７の内周面に有する３つの隔壁部１０とベーン部材９とによって隔成されたそれぞれ３つの遅角油圧室１１及び進角油圧室１２と、を備えている。 As shown in FIGS. 1 and 3, the phase conversion mechanism 3 includes a housing 7 provided integrally with the sprocket 1 and a cam bolt 8 that is screwed into a female screw hole 2 a at one end of the camshaft 2. The vane member 9 is fixed and rotatably accommodated in the housing 7, and the three partition walls 10 formed on the inner peripheral surface of the housing 7 and the vane member 9 are separated by the vane member 9. Each of the three retarded hydraulic chambers 11 and the advanced hydraulic chamber 12 is provided.

前記ハウジング７は、円筒状のハウジング本体と、該ハウジング本体の前端開口を閉塞するフロントカバー１３と、後端開口を閉塞する前記スプロケット本体５とからなり、ハウジング本体とフロントカバー１３及びスプロケット本体５とは、前記隔壁部１０を貫通する３本のボルト１４によって共締め固定されている。前記フロントカバー１３は、中央の外面に円筒部１３ａが一体に設けられている。 The housing 7 includes a cylindrical housing body, a front cover 13 that closes a front end opening of the housing body, and the sprocket body 5 that closes a rear end opening. The housing body, the front cover 13, and the sprocket body 5 Are fixed together by three bolts 14 penetrating the partition wall 10. The front cover 13 is integrally provided with a cylindrical portion 13a on a central outer surface.

前記ベーン部材９は、図１及び図３に示すように金属材によって一体に形成され、カムシャフト２の一端部にカムボルト８によって固定されたベーンロータ１５と、該ベーンロータ１５の外周面に円周方向のほぼ１２０°等間隔位置に放射状に突設された３つのベーン１６とから構成されている。 The vane member 9 is integrally formed of a metal material as shown in FIGS. 1 and 3, and the vane rotor 15 is fixed to one end portion of the camshaft 2 by a cam bolt 8. The vane member 9 is circumferentially disposed on the outer peripheral surface of the vane rotor 15. And three vanes 16 projecting radially at approximately 120 ° equidistant positions.

前記ベーンロータ１５は、ほぼ円筒状に形成され、前端面１５ｂのほぼ中央位置に薄肉な段差小径な円筒状の支持部１５ａが一体に設けられており、この支持部１５ａの外面と前端面１５ｂとによって前記フロントカバー１３を回転自在に支持している。一方、前記ベーン１６は、それぞれが各隔壁部１０の間に配置されていると共に、外周面にハウジング本体の内面との間をシールするシール部材１７がそれぞれ設けられている。 The vane rotor 15 is formed in a substantially cylindrical shape, and a thin cylindrical step portion 15a having a small step is provided at a substantially central position of the front end surface 15b. The outer surface of the support portion 15a and the front end surface 15b Thus, the front cover 13 is rotatably supported. On the other hand, each of the vanes 16 is disposed between the partition walls 10, and a seal member 17 is provided on the outer peripheral surface for sealing between the inner surface of the housing body.

また、前記各ベーン１６の正逆回転方向の両側面と各隔壁部１３の両側面との間に、前述した各遅角油圧室１１と各進角油圧室１２が隔成されており、各遅角油圧室１１と各進角油圧室１２とは、前記ベーンロータ１５の内部にほぼ放射状に形成された第１連通孔１１ａと第２連通孔１２ａによって同じ油圧室同士がそれぞれ連通されている。 Further, the retard hydraulic chambers 11 and the advance hydraulic chambers 12 described above are defined between both side surfaces of the vanes 16 in the forward / reverse rotation direction and both side surfaces of the partition walls 13, respectively. The retarded hydraulic chamber 11 and each advanced hydraulic chamber 12 are in communication with each other through the first communicating hole 11a and the second communicating hole 12a formed substantially radially inside the vane rotor 15, respectively.

前記第１油圧回路４は、前記各遅角、進角油圧室１１，１２に対して油圧を選択的に供給あるいは排出するもので、図１に示すように、各遅角油圧室１１に対して第１連通路１１ａを介して油圧を給排する第２通路である遅角油通路１８と、各進角油圧室１２に対して第２連通路１２ａを介して油圧を給排する第１通路である進角油通路１９と、該各通路１８，１９に作動油（油圧）を選択的に供給する流体圧供給源であるオイルポンプ２０と、機関運転状態に応じて前記遅角油通路１８と進角油通路１９の流路を切り換える第１制御弁である第１電磁切換弁２１とを備えている。前記オイルポンプ２０は、機関のクランクシャフトによって回転駆動するトロコイドポンプなどの一般的なものである。 The first hydraulic circuit 4 selectively supplies or discharges hydraulic pressure to or from each of the retard angle and advance angle hydraulic chambers 11 and 12, and as shown in FIG. A retard oil passage 18 that is a second passage for supplying and discharging hydraulic pressure via the first communication passage 11a, and a first oil supply and discharge for each advance angle hydraulic chamber 12 via the second communication passage 12a. An advance oil passage 19 that is a passage, an oil pump 20 that is a fluid pressure supply source that selectively supplies hydraulic oil (hydraulic pressure) to the passages 18 and 19, and the retard oil passage according to the engine operating state. 18 and a first electromagnetic switching valve 21 that is a first control valve for switching the flow path of the advance oil passage 19. The oil pump 20 is a general one such as a trochoid pump that is rotationally driven by an engine crankshaft.

前記遅角油通路１８と進角油通路１９とは、それぞれの一端部が前記第１電磁切換弁２１に接続されている一方、他端側が前記ベーン部材９のベーンロータ１５の内部及び支持部１５ａ内に挿通保持されたほぼ円柱状の通路構成部３７内に軸方向に沿って平行に形成された通路部１８ａ、１９ａと前記第１，第２連通路１１ａ、１２ａとを介して前記各遅角油圧室１１と各進角油圧室１２にそれぞれ連通している。 Each of the retard oil passage 18 and the advance oil passage 19 has one end connected to the first electromagnetic switching valve 21 and the other end inside the vane rotor 15 of the vane member 9 and a support portion 15a. Each of the slow passages is formed through passage portions 18a and 19a formed in parallel in the axial direction in a substantially cylindrical passage constitution portion 37 inserted and held therein and the first and second communication passages 11a and 12a. The angular hydraulic chamber 11 and each advance hydraulic chamber 12 communicate with each other.

前記通路構成部３７は、外側の端部が図外のチェーンカバーに固定されて非回転部として構成されており、その内部軸方向には、前記各通路部１８ａ、１９ａの他に、後述する第３通路である第１給排通路３４の一部を構成する第１給排通路部３４ａが形成されている。 The passage constituting portion 37 is configured as a non-rotating portion with an outer end fixed to a chain cover (not shown), and in addition to the passage portions 18a and 19a, the inner axial direction will be described later. A first supply / discharge passage portion 34a constituting a part of the first supply / discharge passage 34, which is the third passage, is formed.

前記第１電磁切換弁２１は、図１に示すように、４ポート３位置の比例型弁であって、図外の電子コントローラによって、バルブボディ内に軸方向へ摺動自在に設けられたスプール弁体を前後方向に移動させて、オイルポンプ２０の吐出通路２０ａと前記いずれかの油通路１８，１９と連通させると同時に、該他方の油通路１８，１９とドレン通路２２とを連通させるようになっている。なお、オイルポンプ２０の吸入通路とドレン通路２２とはオイルパン２３内に連通している。 As shown in FIG. 1, the first electromagnetic switching valve 21 is a 4-port 3-position proportional valve, and is a spool that is slidable in the axial direction in the valve body by an electronic controller (not shown). The valve body is moved in the front-rear direction so that the discharge passage 20a of the oil pump 20 communicates with one of the oil passages 18 and 19, and at the same time the other oil passage 18 and 19 and the drain passage 22 communicate with each other. It has become. The suction passage and the drain passage 22 of the oil pump 20 communicate with the oil pan 23.

前記コントローラは、内部のコンピュータが図外のクランク角センサ（機関回転数検出）やエアーフローメータ、水温センサ、スロットルバルブ開度センサおよびカムシャフト２の現在の回転位相を検出するカム角センサなどの各種センサ類からの情報信号を入力して現在の機関運転状態を検出すると共に、第１電磁切換弁２１や後述する第２電磁切換弁３６の各電磁コイルに制御パルス電流を出力するようになっている。 The controller includes a crank angle sensor (engine speed detection), an air flow meter, a water temperature sensor, a throttle valve opening sensor, and a cam angle sensor that detects the current rotation phase of the camshaft 2. Information signals from various sensors are input to detect the current engine operating state, and a control pulse current is output to each electromagnetic coil of the first electromagnetic switching valve 21 and a second electromagnetic switching valve 36 described later. ing.

そして、この実施形態では、図１、図３に示すように、ハウジング７に対してベーン部材９を最遅角側と最進角側の中間回転位相位置に保持する保持機構が設けられている。この保持機構は、模式的な図６に示すように、前記スプロケット本体５の内側面の円周方向の所定位置に形成された第１、第２凹部である第１、第２係合溝２４，２５と、前記ベーン部材９の２つのベーン１６，１６の内部に設けられて、前記各係合溝２４，２５にそれぞれ係脱する第１、第２突出部材である第１、第２係合ピン２６，２７と、該各係合ピン２６，２７を各係合溝２４，２５に対して係合あるいは係合を解除する第２油圧回路２８と、を備えている。 In this embodiment, as shown in FIGS. 1 and 3, a holding mechanism that holds the vane member 9 at the intermediate rotational phase position between the most retarded angle side and the most advanced angle side with respect to the housing 7 is provided. . As schematically shown in FIG. 6, the holding mechanism includes first and second engagement grooves 24 that are first and second recesses formed at predetermined positions in the circumferential direction of the inner surface of the sprocket body 5. , 25, and first and second engagement members which are provided in the two vanes 16 and 16 of the vane member 9 and are first and second projecting members which engage and disengage with the engagement grooves 24 and 25, respectively. And a second hydraulic circuit 28 that engages or disengages the engaging pins 26 and 27 with respect to the engaging grooves 24 and 25.

前記第１係合溝２４は、スプロケット本体５の内側面の前記ベーン部材９の最遅角側の回転位置よりも進角側に寄った位置に対応した位置に形成されて、その内径が図６に示すように、前記第１係合ピン２６の先端部２６ｂの外径よりも大きく形成されて、ここに係合された第１係合ピン２６が円周方向へ僅かに移動可能になっている。 The first engagement groove 24 is formed at a position corresponding to a position closer to the advance side than the rotation position of the vane member 9 on the inner surface of the sprocket body 5 with respect to the most retarded angle side. As shown in FIG. 6, the first engagement pin 26 is formed larger than the outer diameter of the distal end portion 26b of the first engagement pin 26, and the first engagement pin 26 engaged therewith is slightly movable in the circumferential direction. ing.

前記第２係合溝２５は、その形成位置が同じくベーン部材９の最遅角側の回転位置よりも進角側に寄った位置、つまり第１係合ピン２６が第１係合溝２４に係合された位置で第２係合ピン２７が係合される位置に形成され、内周面２５ａが断面ほぼ台形状のテーパ面に形成されている。また、この第２係合溝２５は、内部が前記溝形成部の底壁に穿設された油孔２５ｂと分岐路１９ｂとを介して前記進角油通路１９に連通している。 The second engagement groove 25 is formed at a position where the formation position is closer to the advance side than the most retarded rotation position of the vane member 9, that is, the first engagement pin 26 is formed in the first engagement groove 24. The second engaging pin 27 is formed at a position where the second engaging pin 27 is engaged, and the inner peripheral surface 25a is formed in a tapered surface having a substantially trapezoidal cross section. The second engagement groove 25 communicates with the advance oil passage 19 through an oil hole 25b formed in the bottom wall of the groove forming portion and a branch passage 19b.

前記第１係合ピン２６は、一つのベーン１６の内部軸方向に貫通形成された第１ピン孔１６ａ内に摺動自在に配置され、基端部の外周面に受圧部となる第１大径部２６ａが一体に形成されていると共に、ほぼ円柱状の先端部２６ｂの外周面が該第１係合ピン２６の摺動方向と平行な平行面に形成され、その先端面が平坦に形成されている。また、この第１係合ピン２６は、基端部側の凹溝底面とフロントカバー１３の内面との間に弾装された付勢手段である第１スプリング２９のばね力によって第１係合溝２４に係合する方向へ付勢されている。 The first engagement pin 26 is slidably disposed in a first pin hole 16a formed so as to penetrate in the inner axial direction of one vane 16, and a first large pin serving as a pressure receiving portion on the outer peripheral surface of the base end portion. The diameter portion 26a is integrally formed, and the outer peripheral surface of the substantially cylindrical tip portion 26b is formed in a parallel plane parallel to the sliding direction of the first engagement pin 26, and the tip surface is formed flat. Has been. Further, the first engagement pin 26 is first engaged by the spring force of the first spring 29 which is an urging means elastically mounted between the bottom surface of the groove on the base end side and the inner surface of the front cover 13. It is biased in a direction to engage with the groove 24.

前記第２係合ピン２７は、他のベーン１６の内部軸方向に貫通形成された第２ピン孔１６ｂ内に摺動自在に配置され、基端部の外周面に受圧部となる第２大径部２７ａが一体に形成されていると共に、先端部２７ｂが前記第２係合溝２５とほぼ同形の断面ほぼ台形状のテーパ面に形成されている。また、この先端部２７ｂの外径は、第２係合溝２５の内径よりも小さく形成されて遊嵌状態に係合して、ベーン部材９が僅かに回転可能になっている。また、この第２係合ピン２７は、基端部側の凹溝底面とフロントカバー１３の内面との間に弾装された付勢手段である第２スプリング３０のばね力によって第２係合溝２５に係合する方向へ付勢されている。 The second engagement pin 27 is slidably disposed in a second pin hole 16b formed penetrating in the direction of the internal axis of the other vane 16, and a second large pin serving as a pressure receiving portion on the outer peripheral surface of the base end portion. The diameter portion 27 a is integrally formed, and the tip end portion 27 b is formed on a tapered surface having a substantially trapezoidal cross section substantially the same shape as the second engagement groove 25. Further, the outer diameter of the distal end portion 27b is formed smaller than the inner diameter of the second engagement groove 25 and is engaged in a loosely fitted state, so that the vane member 9 can be slightly rotated. The second engagement pin 27 is engaged with the second engagement pin 27 by the spring force of the second spring 30 which is an urging means elastically mounted between the bottom surface of the groove on the base end side and the inner surface of the front cover 13. It is biased in a direction to engage with the groove 25.

前記第２油圧回路２８は、図１及び図６に記載されているように、前記第１、第２ピン孔１６ａ、１６ｂの前記第１、第２スプリング２９、３０が収容された空間部に形成された第１押込用受圧室３１ａ及び第２押込用受圧室３１ｂと、第１ピン孔１６ａの段差部と第１係合ピン２６の第１大径部２６ａとの間に形成された第１解除用受圧室３２と、第２ピン孔１６ｂの段差部と第２係合ピン２７の第２大径部２７ａとの間に形成された第２解除用受圧室３３と、第１、第２押込用受圧室３１ａ、３１ｂと第２解除用受圧室３３に対して前記オイルポンプ２０から吐出通路２０ａの分岐通路２０ｂから油圧を選択的に供給、あるいはドレン通路２２を介して排出する第１、第２給排通路３４，３５と、機関の状態に応じて前記第１、第２給排通路３４，３５を切り換える第２制御弁である第２電磁切換弁３６とを備えている。 As shown in FIGS. 1 and 6, the second hydraulic circuit 28 is formed in a space portion in which the first and second springs 29 and 30 of the first and second pin holes 16 a and 16 b are accommodated. The first pressing pressure receiving chamber 31a and the second pressing pressure receiving chamber 31b that are formed, and a step formed between the stepped portion of the first pin hole 16a and the first large diameter portion 26a of the first engaging pin 26 are provided. A first release pressure receiving chamber 32; a second release pressure receiving chamber 33 formed between the step portion of the second pin hole 16b and the second large diameter portion 27a of the second engagement pin 27; The hydraulic pressure is selectively supplied from the oil pump 20 through the branch passage 20b of the discharge passage 20a to the two-pressing pressure receiving chambers 31a, 31b and the second release pressure receiving chamber 33, or is discharged through the drain passage 22. , The second supply / discharge passages 34 and 35 and the first and second supply / discharge passages according to the state of the engine. And a second electromagnetic switching valve 36 is a second control valve for switching the road 34, 35.

前記第１押込用受圧室３１ａは、第２電磁切換弁３６を介して吐出通路２０ａから後述する第１油通路孔３８ａを介して内部に供給された油圧と第１スプリング２９のばね力との合成力により前記第１係合ピン２６を第１係合溝２４方向へ押し込むようになっている。前記第２押込用受圧室３１ｂは、前記吐出通路２０ａから後述の第２油通路孔３８ｂを介して内部に供給された油圧と第２スプリング３０のばね力との合成力により第２係合ピン２７を第２係合溝２５方向へ押し込むようになっている。 The first pushing pressure receiving chamber 31 a is formed by the hydraulic pressure supplied from the discharge passage 20 a through the second electromagnetic switching valve 36 through the first oil passage hole 38 a described later and the spring force of the first spring 29. The first engaging pin 26 is pushed in the direction of the first engaging groove 24 by the combined force. The second pushing pressure receiving chamber 31b has a second engagement pin by a combined force of the hydraulic pressure supplied from the discharge passage 20a through a second oil passage hole 38b described later and the spring force of the second spring 30. 27 is pushed in the direction of the second engagement groove 25.

一方、第１解除用受圧室３２と前記第２解除用受圧室３３は、遅角油圧室１１や進角油圧室１２への供給油圧と一緒に内部にそれぞれ供給された油圧によって、第１、第２係合ピン２６，２７を各スプリング２９，３０のばね力に抗して第１、第２係合溝２４，２５から後退させてそれぞれの係合を解除するようになっている。 On the other hand, the first release pressure receiving chamber 32 and the second release pressure receiving chamber 33 are provided with the first and second release pressure receiving chambers 33 by the hydraulic pressure supplied to the retard hydraulic chamber 11 and the advanced hydraulic chamber 12 respectively. The second engagement pins 26 and 27 are retracted from the first and second engagement grooves 24 and 25 against the spring force of the springs 29 and 30 to release the respective engagements.

前記第１、第２給排通路３４，３５は、各一端側が前記第２電磁切換弁３６の対応する通路孔に接続されている一方、他端側の第１給排通路部３４ａが前記通路構成部３７の内部軸方向に前記各通路部１８ａ、１９ａとほぼ平行に配置形成されていると共に、進角側の通路部１９ａに隣接状態に配置され、また、前記第２給排通路部３５ａは、前記カムシャフト２の一端部の内部軸方向に平行に形成されている。 Each of the first and second supply / discharge passages 34 and 35 is connected at one end side to a corresponding passage hole of the second electromagnetic switching valve 36, while the first supply / discharge passage portion 34 a on the other end side is connected to the passage. It is formed so as to be substantially parallel to each of the passage portions 18a and 19a in the direction of the internal axis of the component portion 37, and is disposed adjacent to the advance-side passage portion 19a, and the second supply / discharge passage portion 35a. Is formed in parallel with the internal axial direction of one end of the camshaft 2.

前記ベーンロータ１５の内部には、前記第１給排通路部３４ａと前記第１押込用受圧室３１ａとを連通する前記第１油通路孔３８ａが形成されていると共に、第１給排通路部３４ａと第２押込用受圧室３１ｂとを連通する前記第２油通路孔３８ｂが形成されている。 The vane rotor 15 has a first oil passage hole 38a communicating with the first supply / discharge passage portion 34a and the first pressure receiving chamber 31a, and the first supply / discharge passage portion 34a. The second oil passage hole 38b is formed to communicate with the second pushing pressure receiving chamber 31b.

一方、前記第２給排通路部３５ａと第２解除用受圧室３３とを連通する第３油通路孔３９が形成されている。また、前記第１解除用受圧室３２には、前記遅角油圧室１１に給排される油圧がベーン部材９の内部に形成された油孔４０を介して給排されるようになっている。 On the other hand, a third oil passage hole 39 that connects the second supply / discharge passage portion 35a and the second release pressure receiving chamber 33 is formed. The first release pressure receiving chamber 32 is configured to supply and discharge hydraulic pressure supplied to and discharged from the retard hydraulic chamber 11 through an oil hole 40 formed in the vane member 9. .

また、前記通路構成部３７の内部軸方向には、前記進角側の通路部１９ａと第１給排通路部３４ａとの間に配置された低圧部である低圧通路４５が形成されている。この低圧通路４５は、一端開口４５ａが前記通路構成部３７の外周面と支持部１５ａの支持孔１５ｃの内周面との間、つまり、前記第１給排通路部３４ａの支持孔１５ｃ側に開口したグルーブ溝３４ｃと遅角側の通路部１８ａの支持孔１５ｃ側に開口したグルーブ溝１８ｃとの間に配置されていると共に、他端開口が通路構成部３７の外端部から大気に開放されている。なお、前記低圧通路４５は、流動遮断手段として構成されている。 Further, a low pressure passage 45 that is a low pressure portion disposed between the advance side passage portion 19a and the first supply / discharge passage portion 34a is formed in the internal axial direction of the passage constituting portion 37. The low-pressure passage 45 has one end opening 45a between the outer peripheral surface of the passage constituting portion 37 and the inner peripheral surface of the support hole 15c of the support portion 15a, that is, on the support hole 15c side of the first supply / discharge passage portion 34a. It is disposed between the opened groove groove 34c and the groove groove 18c opened to the support hole 15c side of the retarded passage portion 18a, and the other end opening is opened to the atmosphere from the outer end portion of the passage constituting portion 37. Has been. The low-pressure passage 45 is configured as a flow blocking means.

さらに、前記通路構成部３７の外周面の軸方向の前後位置には、円環状の複数の嵌着溝が形成されていると共に、該各嵌着溝に、前記各通路部１８ａ、１９ａと第１給排通路部３４ａの支持孔１５ｃ側のそれぞれの開口端間の間などをシールする複数のシール部材４１が嵌着固定されている。 Further, a plurality of annular fitting grooves are formed in the axial front and rear positions of the outer peripheral surface of the passage constituting portion 37, and the passage portions 18a and 19a and the first fitting grooves are formed in the fitting grooves. A plurality of seal members 41 for sealing between the open ends of the one supply / discharge passage portion 34a on the support hole 15c side are fitted and fixed.

前記第２電磁切換弁３６は、４ポート３位置の比例型弁であって、前記電子コントローラから出力された制御電流（オン−オフ）や内部のバルブスプリングのばね力によってスプール弁体により、前記第１，第２給排通路３４，３５と前記吐出通路２０ａ及びドレン通路２２とを適宜選択的に連通させるようになっている。 The second electromagnetic switching valve 36 is a four-port, three-position proportional valve, and is controlled by a spool valve body by a control current (on-off) output from the electronic controller or a spring force of an internal valve spring. The first and second supply / discharge passages 34 and 35 are connected to the discharge passage 20a and the drain passage 22 selectively as appropriate.

また、第１係合溝２４は、図６に示すように、ベーン部材９の内部に形成された導入孔４２を介して前記進角油圧室１２と連通しており、前記導入孔４２は、第１係合溝２４に対して円周方向に沿って開口形成され、ここに供給された油圧によって係合状態にある第１係合ピンの先端部２６ｂの外面を第１係合溝２４の内面に円周方向から押し付ける押圧機構として機能するようになっている。 Further, as shown in FIG. 6, the first engagement groove 24 communicates with the advance hydraulic chamber 12 via an introduction hole 42 formed inside the vane member 9, An opening is formed along the circumferential direction with respect to the first engagement groove 24, and the outer surface of the distal end portion 26 b of the first engagement pin that is engaged by the hydraulic pressure supplied thereto is formed on the first engagement groove 24. It functions as a pressing mechanism that presses against the inner surface from the circumferential direction.

さらに、前記ベーン部材９の支持部１５ａの外周側には、図１に示すように、ベーン部材９を遅角側から中間位相方向へ回転付勢する捩りばね４３が装着されており、この捩りばね４３は、一端４３ａが前記フロントカバー１３の円筒部１３ａに形成された係止孔に係止され、他端４３ｂがベーンロータ１５に形成された円周方向の長孔１５ｃに係止されている（図３参照）。 Further, on the outer peripheral side of the support portion 15a of the vane member 9, as shown in FIG. 1, a torsion spring 43 that urges the vane member 9 to rotate in the intermediate phase direction from the retard side is mounted. One end 43 a of the spring 43 is locked in a locking hole formed in the cylindrical portion 13 a of the front cover 13, and the other end 43 b is locked in a circumferential long hole 15 c formed in the vane rotor 15. (See FIG. 3).

なお、前記フロントカバー１３の円筒部１３ａの開口端側の内周には、前記捩りばね４３の一端側を保持するリング部材４４が嵌着固定されている。 A ring member 44 that holds one end of the torsion spring 43 is fitted and fixed to the inner periphery of the cylindrical portion 13a of the front cover 13 on the opening end side.

以下、本実施形態の作用を図３〜図５及び図６〜１３に基づいて説明する。 Hereinafter, the operation of the present embodiment will be described with reference to FIGS. 3 to 5 and FIGS.

まず、機関が停止している状態では、オイルポンプ２０が駆動していないので、図６に示すように、各油圧室１１，１２や第１係合溝２４及び各受圧室３１〜３３内には油圧が供給されることなく、したがって、第１、第２係合ピン２６，２７は、各スプリング２９，３０のばね力によってその先端部２６ｂ、２７ｂがそれぞれ第１、第２係合溝２４，２５内に係合状態になっている。 First, in a state where the engine is stopped, the oil pump 20 is not driven. Therefore, as shown in FIG. 6, the oil pumps 11 and 12, the first engagement grooves 24, and the pressure receiving chambers 31 to 33 are placed in the respective hydraulic chambers. No hydraulic pressure is supplied to the first and second engagement pins 26 and 27. Therefore, the distal ends 26b and 27b of the first and second engagement pins 26 and 27 are respectively brought into the first and second engagement grooves 24 by the spring force of the springs 29 and 30, respectively. , 25 are engaged.

また、この状態における第１電磁切換弁２１は、スプール弁体がスプリングのばね力で最大一方向の摺動位置に保持されて吐出通路２０ａと進角油通路１９とを連通させ、遅角油通路１８とドレン通路２２とを連通している。一方、第２電磁切換弁３６は、スプール弁体がスプリングのばね力で最大一方向の摺動位置に保持されて吐出通路２０ａと第１給排通路３４を連通し、第２給排通路３５とドレン通路２を連通している。 Further, in this state, the first electromagnetic switching valve 21 is such that the spool valve body is held at the sliding position in the maximum one direction by the spring force of the spring, and the discharge passage 20a and the advance oil passage 19 are communicated with each other. The passage 18 and the drain passage 22 communicate with each other. On the other hand, in the second electromagnetic switching valve 36, the spool valve body is held in the sliding position in the maximum one direction by the spring force of the spring, and the discharge passage 20a and the first supply / discharge passage 34 are communicated with each other. And the drain passage 2 communicate with each other.

したがって、機関始動する際に、イグニッションスイッチをオン操作すると、図７に示すように、その直後の機関の初爆（クランキング開始）によってオイルポンプ２０が駆動してその吐出油圧が、第１給排通路３４などを介して第１、第２押込用受圧室３１ａ、３１ｂと進角油圧室１２及び導入孔４２を介して第１係合溝２４内に供給される。このため、第１係合ピン２６と第２係合ピン２７は、第１、第２押込用受圧室３１ａ、３１ｂ内の油圧と第１，第２スプリング２９、３０のばね力との合成力によって第１、第２係合溝２４、２５内で係合状態が維持されている。 Therefore, when the ignition switch is turned on when the engine is started, as shown in FIG. 7, the oil pump 20 is driven by the first explosion (start of cranking) immediately after that, and the discharge hydraulic pressure is changed to the first supply pressure. The first and second pressure receiving chambers 31a and 31b, the advance hydraulic chamber 12 and the introduction hole 42 are supplied into the first engagement groove 24 through the discharge passage 34 and the like. For this reason, the first engagement pin 26 and the second engagement pin 27 are combined force of the hydraulic pressure in the first and second pressure receiving chambers 31a and 31b and the spring force of the first and second springs 29 and 30. Thus, the engaged state is maintained in the first and second engaging grooves 24 and 25.

続いて、クランキングが完了してアイドリング運転が開始される直前では、図８に示すように、今度は第２電磁切換弁３６に電子コントローラから制御電流が出力されて、スプール弁体が他方向に摺動して第１給排通路３４をドレン通路２２と連通させ、第２給排通路３５と吐出通路２０ａとを連通路させる。このため、第１、第２押込用受圧室３１ａ、３１ｂ内が低圧になる一方、第２解除用受圧室３３が高圧になると共に、進角油圧室１９の油圧が分岐路１９ｂを介して第２係合溝２５内に供給されて高圧になり、これにより、第２係合ピン２７が第２係合溝２５からスムーズに退出して係合が解除される。 Subsequently, immediately before the cranking is completed and the idling operation is started, as shown in FIG. 8, the control current is output from the electronic controller to the second electromagnetic switching valve 36, and the spool valve body is moved in the other direction. The first supply / discharge passage 34 communicates with the drain passage 22 and the second supply / discharge passage 35 communicates with the discharge passage 20a. For this reason, while the pressure in the first and second pressure receiving chambers 31a and 31b becomes low, the pressure in the second release pressure receiving chamber 33 becomes high, and the hydraulic pressure in the advance hydraulic chamber 19 passes through the branch path 19b. 2 is supplied into the engagement groove 25 and becomes a high pressure, whereby the second engagement pin 27 smoothly retracts from the second engagement groove 25 and the engagement is released.

一方、第１係合ピン２６は、導入孔４２からの油圧によって先端部２６ｂの外面の一部が、矢印で示すように、第１係合溝２４の内面に径方向(スプロケット本体５の円周方向）から強く圧接し、その摩擦抵抗によって第１係合溝２４内に強固に係合保持される。 On the other hand, the first engagement pin 26 has a portion of the outer surface of the tip end portion 26b radiated in the radial direction (circular shape of the sprocket body 5) by the hydraulic pressure from the introduction hole 42 as indicated by an arrow. The first engagement groove 24 is firmly engaged and held by the frictional resistance.

このとき、第１係合ピン２６は、平坦な先端面が第１係合溝２４の底面に密着状態に当接していることから、導入孔４２から導入された油圧は、第１係合ピン２６を解除させる方向へは力が働かない。 At this time, since the flat front end surface of the first engagement pin 26 is in close contact with the bottom surface of the first engagement groove 24, the hydraulic pressure introduced from the introduction hole 42 is No force acts in the direction to release 26.

また、この機関始動時は、前述のように、両方あるいは一方の係合ピン２６，２７が各係合溝２４，２５に係合していることから、ベーン部材９は、図３に示すように、最遅角位相と最進角位相の中間位相位置に確実に保持されている。したがって、かかる機関の始動性が良好になる。 Further, at the time of starting the engine, as described above, both or one of the engaging pins 26 and 27 are engaged with the engaging grooves 24 and 25, so that the vane member 9 is as shown in FIG. In addition, the intermediate phase position between the most retarded angle phase and the most advanced angle phase is reliably held. Therefore, the startability of such an engine is improved.

次に、アイドリング運転に移行した場合は、図９に示すように、第２電磁切換弁３６はそのままであるが、今度は電子コントローラから第１電磁切換弁２１に制御電流が出力されてスプール弁体を他方側へ僅かに移動させて、進角油通路１９を閉止して進角油圧室１２内に油圧を保持すると共に、吐出通路２０ａと遅角油通路１８とを連通する。 Next, in the case of shifting to idling operation, as shown in FIG. 9, the second electromagnetic switching valve 36 remains as it is, but this time, a control current is output from the electronic controller to the first electromagnetic switching valve 21, and the spool valve The body is moved slightly to the other side, the advance oil passage 19 is closed to hold the oil pressure in the advance oil pressure chamber 12, and the discharge passage 20a and the retard oil passage 18 are communicated.

このため、遅角油圧室１１に油圧が供給されて高圧になり、ベーン部材９が遅角位相側へ僅かに回転し、これによって、第１係合ピン２６が第１係合溝２４内で同方向に移動して先端部２６ｂの外面と第１係合溝２４の内面と圧接が解除される。 For this reason, the hydraulic pressure is supplied to the retarded hydraulic chamber 11 to increase the pressure, and the vane member 9 slightly rotates to the retarded phase side, whereby the first engagement pin 26 is moved in the first engagement groove 24. Moving in the same direction, the pressure contact between the outer surface of the tip end portion 26b and the inner surface of the first engagement groove 24 is released.

同時に、第１解除用受圧室３２に油孔４０を介して油圧が供給されて、該受圧室３２が高圧になり、これによって、第１係合ピン２６は、第１係合溝２４からスムーズに退出して係合が解除される。このため、ベーン部材９は、正逆方向の自由な回転が可能になる。 At the same time, the hydraulic pressure is supplied to the first release pressure receiving chamber 32 through the oil hole 40, and the pressure receiving chamber 32 becomes high pressure. As a result, the first engagement pin 26 smoothly moves from the first engagement groove 24. And the engagement is released. For this reason, the vane member 9 can freely rotate in the forward and reverse directions.

その後、例えば機関低回転低負荷域に移行した場合は、図１０に示すように、第１電磁切換弁２１にさらに大きな制御電流が出力されて、スプール弁体が進角油通路１９とドレン通路２２が連通され、遅角油通路１８と吐出通路２０ａが連通状態を維持する。これによって、図４に示すように、進角油圧室１２内の油圧が排出されて低圧になる一方、遅角油圧室１１が高圧になって、ハウジング７に対してベーン部材９を最遅角側に回転させる。したがって、スプロケット１に対してカムシャフト２が最遅角側の回転位相に変換される。 Thereafter, for example, when the engine shifts to a low engine speed and low load range, as shown in FIG. 10, a larger control current is output to the first electromagnetic switching valve 21, and the spool valve body is moved to the advance oil passage 19 and the drain passage. 22, the retarded oil passage 18 and the discharge passage 20a maintain the communication state. As a result, as shown in FIG. 4, the hydraulic pressure in the advance hydraulic chamber 12 is discharged and becomes low pressure, while the retard hydraulic chamber 11 becomes high pressure, and the vane member 9 is moved to the most retarded angle with respect to the housing 7. Rotate to the side. Therefore, the camshaft 2 is converted into the most retarded rotational phase with respect to the sprocket 1.

これにより、吸排気弁のバルブオーバーラップが小さくなり、シリンダ内での残留ガスが減少して燃焼効率が向上し、機関回転の安定化と燃費の向上が図れる。 As a result, the valve overlap of the intake and exhaust valves is reduced, the residual gas in the cylinder is reduced, the combustion efficiency is improved, the engine rotation is stabilized, and the fuel efficiency is improved.

また、例えば機関高回転高負荷域に移行すると、図１１に示すように、第１電磁切換弁２１により遅角油通路１８とドレン通路２２が連通されて遅角油圧室１１が低圧になる一方、吐出通路２０ａと進角油通路１９及び第２係合溝２５が連通されて進角油圧室１２と第２係合溝２５が高圧になる。このため、第２係合ピン２７は、第２スプリング３０のばね力に抗して後退位置を維持していると共に、ベーン部材９は、図５に示すように、ハウジング７に対して最進角側に回転してさせる。これにより、カムシャフト２が最進角側の回転位相に変換される。 Further, for example, when the engine shifts to a high engine speed and high load range, as shown in FIG. 11, the retarded oil passage 18 and the drain passage 22 are communicated with each other by the first electromagnetic switching valve 21, and the retarded hydraulic chamber 11 becomes low pressure. The discharge passage 20a, the advance oil passage 19 and the second engagement groove 25 communicate with each other, and the advance hydraulic chamber 12 and the second engagement groove 25 become high pressure. Therefore, the second engagement pin 27 maintains the retracted position against the spring force of the second spring 30, and the vane member 9 is most advanced with respect to the housing 7 as shown in FIG. Rotate to the corner side. Thereby, the camshaft 2 is converted into the rotational phase on the most advanced angle side.

したがって、バルブオーバーラップが大きくなって、吸気の充填効率が高くなり、機関の出力トルクの向上が図れる。 Therefore, the valve overlap is increased, the intake charging efficiency is increased, and the output torque of the engine can be improved.

このように、カムシャフト２の遅角、進角位相への変換は、機関運転状態に応じて任意に設定することが可能になる。 As described above, the conversion of the camshaft 2 into the retard angle and advance angle phase can be arbitrarily set according to the engine operating state.

さらに、機関を停止する際には、停止前の時点では、通常はアイドリング状態になるから、ベーン部材９が、図９に示すほぼ中間回転位置に戻されている。この状態でイグニッションスイッチをオフ操作すると、図１２に示すように、機関の回転が完全に停止する前のいまだ僅かに回転している段階で、第１電磁切換弁２１のスプール弁体を中間位置に保持して遅角油通路１８と進角油通路１９とを閉止すると共に、第２電磁切換弁３６が第２給排通路３５と吐出通路２０ａを連通させる。 Further, when the engine is stopped, the vane member 9 is returned to the substantially intermediate rotational position shown in FIG. When the ignition switch is turned off in this state, as shown in FIG. 12, the spool valve body of the first electromagnetic switching valve 21 is moved to the intermediate position at a stage where the rotation of the engine is still slightly before completely stopping. The retard oil passage 18 and the advance oil passage 19 are closed while the second electromagnetic switching valve 36 connects the second supply / discharge passage 35 and the discharge passage 20a.

したがって、第１，第２係合ピン２６、２７は、第１、第２押込用受圧室３１ａ、３１ｂ内の油圧と第１，第２スプリング２９、３０との合成力で係合方向に付勢されて、第１係合ピン２６側は第１係合溝２４内に係合するが、第２係合ピン２７側は、いまだ第２係合溝２５に係合していない。つまり、この時点では、ベーン部材９が、カムシャフト２に発生していた交番トルクによって遅角側へ僅かに回転した状態に位置している（図６参照）。したがって、第１係合ピン２６も第１係合溝２４内で遅角側に位置した状態で係合していると共に、第２係合ピン２７は、第２係合溝２５に係合していない状態になっている。 Therefore, the first and second engagement pins 26 and 27 are attached in the engagement direction by the combined force of the hydraulic pressure in the first and second pressing pressure receiving chambers 31a and 31b and the first and second springs 29 and 30. The first engagement pin 26 side is engaged with the first engagement groove 24, but the second engagement pin 27 side is not yet engaged with the second engagement groove 25. That is, at this time, the vane member 9 is positioned in a state where it is slightly rotated to the retard side by the alternating torque generated in the camshaft 2 (see FIG. 6). Accordingly, the first engagement pin 26 is also engaged with the first engagement groove 24 in the state of being retarded in the first engagement groove 24, and the second engagement pin 27 is engaged with the second engagement groove 25. It is not in a state.

その後、機関が完全に停止する直前では、図１３に示すように、第１電磁切換弁２１によって進角油圧室１２に油圧が供給されて高圧になり、これによって、ベーン部材９は、第１係合ピン２６の第１係合溝２４での移動範囲内において進角側へ回転する。したがって、第２係合ピン２７は、先端部２７ｂが第２係合溝２５と合致した時点で第２スプリング３０のばね力によって該第２係合溝２５内に係合して、初期の移動位置（図６の中間位置）に保持される。 Thereafter, immediately before the engine is completely stopped, as shown in FIG. 13, the hydraulic pressure is supplied to the advance hydraulic chamber 12 by the first electromagnetic switching valve 21 to increase the pressure, whereby the vane member 9 is Within the range of movement of the engagement pin 26 in the first engagement groove 24, it rotates to the advance side. Therefore, the second engagement pin 27 is engaged with the second engagement groove 25 by the spring force of the second spring 30 when the tip end portion 27b matches the second engagement groove 25, and the initial movement is performed. It is held at the position (intermediate position in FIG. 6).

以上のように、本実施形態では、機関の始動時において両係合ピン２６，２７を解除する際には、両方を同時にではなく、クランキング開始からアイドリング運転直前までの間に、前述したように、第２係合ピン２７を第２係合溝２５から解除しても、第１係合ピン２６の先端部２６ｂ外面が第１係合溝２４の内面に径方向(スプロケット本体５の円周方向)から押付けられてその摩擦抵抗により、係合状態が維持され、その後、油圧室１１，２に油圧が供給された段階で第１係合ピン２６を解除するようになっているため、ベーン部材９は、かかる始動時における各油圧室１１，１２に供給された油圧や交番トルクによるばたつきの発生を十分に抑制することができる。この結果、異音の発生を防止できる。 As described above, in the present embodiment, when releasing both the engagement pins 26 and 27 at the time of starting the engine, not both at the same time but between the start of cranking and immediately before the idling operation, as described above. Even if the second engagement pin 27 is released from the second engagement groove 25, the outer surface of the tip end portion 26 b of the first engagement pin 26 is radially directed to the inner surface of the first engagement groove 24 (the circle of the sprocket body 5 Since the engagement state is maintained by the frictional resistance that is pressed from the (circumferential direction), and then the hydraulic pressure is supplied to the hydraulic chambers 11 and 2, the first engagement pin 26 is released. The vane member 9 can sufficiently suppress the occurrence of fluttering due to the hydraulic pressure and alternating torque supplied to the hydraulic chambers 11 and 12 at the time of starting. As a result, the generation of abnormal noise can be prevented.

また、第２係合ピン２７が第２解除用受圧室３３内の油圧によって第２係合溝２５から解除された後に、第１係合ピン２６を解除するようにし、この解除までの間では第１係合ピン２６が第１係合溝２４に径方向から確実に押付けられているため、第１係合ピン２６が誤って解除されてしまうことがない。 Further, after the second engagement pin 27 is released from the second engagement groove 25 by the hydraulic pressure in the second release pressure receiving chamber 33, the first engagement pin 26 is released. Since the first engagement pin 26 is reliably pressed against the first engagement groove 24 from the radial direction, the first engagement pin 26 is not accidentally released.

一方、イグニッションスイッチをオフ操作して機関が完全に停止されるまでの間では、先に第１係合ピン２６が第１係合溝２４内に係合され、その後に第２係合ピン２７を係合するようになっているため、カムの交番トルクに起因したベーン部材９のばたつきの発生を十分に防止できる。 On the other hand, until the engine is completely stopped after the ignition switch is turned off, the first engagement pin 26 is first engaged in the first engagement groove 24 and then the second engagement pin 27 is engaged. Therefore, the occurrence of flapping of the vane member 9 due to the alternating torque of the cam can be sufficiently prevented.

また、機関再始動時は、前記両係合ピン２６，２７が両係合溝２４，２５に係合した状態ではベーン部材９が中間回転位相位置に保持されていることから、始動性が良好になる。 Further, when the engine is restarted, the vane member 9 is held at the intermediate rotational phase position when both the engagement pins 26 and 27 are engaged with both the engagement grooves 24 and 25, so that the startability is good. become.

さらに、この実施形態では、第２係合ピン２７の先端部２７ｂの外周面及び第２係合溝２５の内周面がテーパ面に形成されていることから、係脱性が良好になる。 Furthermore, in this embodiment, since the outer peripheral surface of the front end portion 27b of the second engagement pin 27 and the inner peripheral surface of the second engagement groove 25 are formed as tapered surfaces, the engagement / disengagement property is improved.

そして、本実施例では、前記通路構成部３７内に形成された遅角側、進角側の各通路部１８ａ、１９ａと前記第１給排通路部３４ａとの間に、大気開放された低圧通路４５を形成したことから、前記遅角側の通路部１８ａの支持孔１５ｃ側のグルーブ溝１８ｃから油圧がリークすると、このリークした油圧が低圧通路４５の支持孔１５ｃ側の一端開口４５ａから低圧通路４５内に流入して第１給排通路部３４ａへの流入を阻止することができる。 In this embodiment, the low pressure released to the atmosphere between each of the retard-side and advance-angle-side passage portions 18a and 19a formed in the passage constituting portion 37 and the first supply / discharge passage portion 34a. Since the passage 45 is formed, if the hydraulic pressure leaks from the groove groove 18c on the support hole 15c side of the retard-side passage portion 18a, the leaked hydraulic pressure is reduced from the one end opening 45a on the support hole 15c side of the low-pressure passage 45. It can flow into the passage 45 and be prevented from flowing into the first supply / discharge passage portion 34a.

したがって、前記通路部１８ａから各押込用受圧室３１ａ、３１ｂへの意に反した油圧の供給が抑制されて、各係合ピン２６，２７に対する前記油圧の影響を回避することが可能になる。この結果、前記係合ピン２６，２７の各係合溝２４，２５への不用意な嵌入によるロック作用を防止することができる。 Accordingly, the supply of the hydraulic pressure against the pushing pressure receiving chambers 31a and 31b from the passage portion 18a is suppressed, and the influence of the hydraulic pressure on the engagement pins 26 and 27 can be avoided. As a result, it is possible to prevent a locking action due to inadvertent insertion of the engaging pins 26 and 27 into the engaging grooves 24 and 25.

しかも、シール部材４１によっても通路部１８ａのグルーブ溝１８ｃから第１給排通路部３４ａのグルーブ溝３４ｃへの油圧の流入を阻止できるので、さらに各係合ピン２６，２７に対する通路部１８ａ側の油圧の影響を回避することが可能になる。 In addition, the sealing member 41 can also block the flow of hydraulic pressure from the groove groove 18c of the passage portion 18a to the groove groove 34c of the first supply / discharge passage portion 34a. It becomes possible to avoid the influence of hydraulic pressure.

また、前記複数のシール部材４１によって通路構成部３７から外部への油圧のリークを十分に防止することができるので、前記各油圧室１１，１２への油圧の供給応答性の低下を抑制でき、この結果、前記ベーン部材９の相対回転位相変換の応答性が向上して、機関運転状態の変化に即応することができる。 Moreover, since the leakage of the hydraulic pressure from the passage component 37 to the outside can be sufficiently prevented by the plurality of seal members 41, it is possible to suppress a decrease in the response of the hydraulic pressure to the hydraulic chambers 11 and 12, As a result, the responsiveness of the relative rotational phase conversion of the vane member 9 is improved, and it is possible to immediately respond to changes in the engine operating state.

また、この実施例では、前述のように、イグニッションスイッチをオン操作すると、その直後の機関の初爆（クランキング開始）によってオイルポンプ２０が駆動してその吐出油圧が、第１給排通路３４などを介して第１、第２押込用受圧室３１ａ、３１ｂの両方に供給されることから、第１係合ピン２６と第２係合ピン２７は、第１、第２押込用受圧室３１ａ、３１ｂ内の油圧と第１，第２スプリング２９、３０のばね力との合成力によって第１、第２係合溝２４、２５内で係合状態を確実に維持することが可能になる。 Further, in this embodiment, as described above, when the ignition switch is turned on, the oil pump 20 is driven by the first explosion (start of cranking) immediately after that and the discharge hydraulic pressure is changed to the first supply / discharge passage 34. The first engagement pin 26 and the second engagement pin 27 are supplied to both the first and second pressing pressure receiving chambers 31a and 31b through the first and second pressing pressure receiving chambers 31a. , 31b and the spring force of the first and second springs 29, 30 make it possible to reliably maintain the engagement state in the first and second engagement grooves 24, 25.

また、例えばクランキングが完了してアイドリング運転が開始される直前では、図８に示すように、第２解除用受圧室３３が高圧になると共に、前記第２係合溝２５も分岐路１９ｂを介して進角油通路１９の油圧が供給されて高圧になることから、第２係合ピン２７の第２係合溝２５からの退出作動が一層良好になって第２係合ピン２７による係合を速やかに解除することができる。 Further, for example, immediately before the cranking is completed and the idling operation is started, as shown in FIG. 8, the second release pressure receiving chamber 33 becomes high pressure, and the second engagement groove 25 also passes through the branch path 19b. Since the hydraulic pressure of the advance oil passage 19 is supplied to the high pressure via the second engagement pin 27, the retraction operation of the second engagement pin 27 from the second engagement groove 25 is further improved. The match can be canceled promptly.

本発明は、前記実施形態の構成に限定されるものではなく、バルブタイミング制御装置を吸気側ばかりか排気側に適用することも可能である。 The present invention is not limited to the configuration of the above embodiment, and the valve timing control device can be applied not only to the intake side but also to the exhaust side.

本発明のバルブタイミング制御装置の一実施形態を示す要部縦断面図である。It is a principal part longitudinal cross-sectional view which shows one Embodiment of the valve timing control apparatus of this invention. 同バルブタイミング制御装置の斜視図である。It is a perspective view of the valve timing control device. 本実施形態によるバルブタイミングを中間制御位置に保持した状態を示す作用説明図である。It is an effect explanatory view showing the state where valve timing by this embodiment was held in the middle control position. 本実施形態によるバルブタイミングを遅角側に制御した状態を示す作用説明図である。It is an operation explanatory view showing the state where valve timing by this embodiment was controlled to the retard side. 本実施形態によるバルブタイミングを進角側に制御した状態を示す作用説明図である。It is effect | action explanatory drawing which shows the state which controlled the valve timing by this embodiment to the advance side. 機関停止時におけるバルブタイミング制御装置の両係合ピンの係脱作用状態を模式的に示す断面図である。It is sectional drawing which shows typically the engagement / disengagement state of both the engagement pins of the valve timing control apparatus at the time of an engine stop. 機関始動直後における両係合ピンの係脱作用状態を模式的に示す断面図である。It is sectional drawing which shows typically the engagement / disengagement state of both engagement pins immediately after engine starting. 機関始動時における両係合ピンの係脱作用状態を模式的に示す断面図である。It is sectional drawing which shows typically the engagement / disengagement state of both engagement pins at the time of engine starting. 機関アイドリング運転時における両係合ピンの係脱作用状態を模式的に示す断面図である。It is sectional drawing which shows typically the engagement / disengagement state of both the engagement pins at the time of engine idling operation. 遅角制御時における両係合ピンの係脱作用状態を模式的に示す断面図である。It is sectional drawing which shows typically the engagement / disengagement state of both the engagement pins at the time of retardation control. 進角制御時における両係合ピンの係脱作用状態を模式的に示す断面図である。It is sectional drawing which shows typically the engagement / disengagement state of both the engagement pins at the time of advance angle control. 機関停止準備中における両係合ピンの係脱作用状態を模式的に示す断面図である。It is sectional drawing which shows typically the engagement / disengagement state of both engagement pins in preparation for an engine stop. 機関停止時における両係合ピンの係脱作用状態を模式的に示す断面図である。It is sectional drawing which shows typically the engagement / disengagement state of both engagement pins at the time of an engine stop.

Explanation of symbols

１…スプロケット
２…カムシャフト
３…位相変換機構
４…第１油圧回路
７…ハウジング
９…ベーン部材
１０…隔壁部
１１…遅角油圧室
１２…進角油圧室
１６…ベーン
１８…遅角油通路(第２通路)
１９…進角油通路(第１通路)
２０…オイルポンプ
２０ａ…吐出通路
２１…第１電磁切換弁
２２…ドレン通路
２４…第１係合溝
２５…第２係合溝
２６…第１係合ピン(突出部材)
２７…第２係合ピン(突出部材)
２８…第２油圧回路
３１ａ、３１ｂ…第１、第２押込用受圧室
３２・３３…第１、第２解除用受圧室
３４・３５…第１、第２給排通路(第３通路)
３６…第２電磁切換弁
３７…通路構成部
４１…シール部材 DESCRIPTION OF SYMBOLS 1 ... Sprocket 2 ... Camshaft 3 ... Phase conversion mechanism 4 ... 1st hydraulic circuit 7 ... Housing 9 ... Vane member 10 ... Bulkhead part 11 ... Delay angle hydraulic chamber 12 ... Advance hydraulic chamber 16 ... Vane 18 ... Delay angle oil passage (Second passage)
19 ... Advance oil passage (first passage)
DESCRIPTION OF SYMBOLS 20 ... Oil pump 20a ... Discharge passage 21 ... 1st electromagnetic switching valve 22 ... Drain passage 24 ... 1st engagement groove 25 ... 2nd engagement groove 26 ... 1st engagement pin (projection member)
27 ... Second engaging pin (protruding member)
28 ... 2nd hydraulic circuit 31a, 31b ... 1st, 2nd pressure receiving chamber 32 * 33 ... 1st, 2nd pressure receiving chamber 34 * 35 ... 1st, 2nd supply / discharge passage (3rd path)
36 ... Second electromagnetic switching valve 37 ... Passage component 41 ... Seal member

Claims

A rotational force is transmitted from the crankshaft, and a housing having a partition wall on the inner peripheral surface;
A vane member that is rotatably accommodated in the housing and separates an advance chamber and a retard chamber from the partition wall, and transmits a rotational force to the camshaft;
A protruding member that is provided on one side of the vane member or the housing and moves freely in the direction of the member on the other side;
A recess provided in the vane member or a member on the other side of the housing, into which a tip of the protruding member can be fitted;
A first control valve that changes a relative rotation phase of the vane member with respect to the housing by selectively supplying and discharging the fluid pressure flowing out from the fluid pressure supply source to the advance chamber and the retard chamber;
A second control valve for moving the projecting member by causing the fluid pressure from the fluid pressure supply source to act on the projecting member as required;
A first passage communicating the first control valve and the advance chamber;
A second passage communicating the first control valve and the retard chamber;
A third passage communicating the second control valve and the protruding member;
With
The first passage, the second passage, and the third passage are partially provided in the non-rotating portion, and the third passage is provided at a portion that communicates the non-rotating portion with the rotating housing and vane member. And a first passage or a second passage adjacent to each other, and a low pressure portion is provided between the third passage and the first passage or the second passage adjacent to each other. Timing control device.

The valve timing control apparatus for an internal combustion engine according to claim 1,
A valve timing control device for an internal combustion engine, wherein a sealing member is provided between the adjacent portions of the first passage, the second passage, and the third passage.

The valve timing control apparatus for an internal combustion engine according to claim 1,
The valve timing control device for an internal combustion engine, wherein the low-pressure portion is atmospheric pressure.

A rotational force is transmitted from the crankshaft, and a housing having a partition wall on the inner peripheral surface;
A vane member that is rotatably accommodated in the housing and separates an advance chamber and a retard chamber from the partition wall, and transmits a rotational force to the camshaft;
A protruding member that is provided on one side of the vane member or the housing and moves freely in the direction of the member on the other side;
A recess provided in the vane member or a member on the other side of the housing, into which a tip of the protruding member can be fitted;
A first control valve that changes a relative rotation phase of the vane member with respect to the housing by selectively supplying and discharging the fluid pressure flowing out from the fluid pressure supply source to the advance chamber and the retard chamber;
A second control valve for moving the projecting member by causing the fluid pressure from the fluid pressure supply source to act on the projecting member as required;
A first passage communicating the first control valve and the advance chamber;
A second passage communicating the first control valve and the retard chamber;
A third passage communicating the second control valve and the protruding member;
With
The third passage and the first passage or the second passage are adjacent to each other, and the third passage and the first passage are between the first passage and the second passage adjacent to the third passage. A valve timing control device for an internal combustion engine, characterized in that a flow blocking means is provided for restricting the displacement of the mutual fluid pressure between the passages or the second passages.

A rotational force is transmitted from the crankshaft, and a housing having a partition wall on the inner peripheral surface;
A vane member that is rotatably accommodated in the housing and separates an advance chamber and a retard chamber from the partition wall, and transmits a rotational force to the camshaft;
A protruding member that is provided on one side of the vane member or the housing and moves freely in the direction of the member on the other side;
A recess provided in the vane member or a member on the other side of the housing, into which a tip of the protruding member can be fitted;
A first control valve that changes a relative rotation phase of the vane member with respect to the housing by selectively supplying and discharging the fluid pressure flowing out from the fluid pressure supply source to the advance chamber and the retard chamber;
A second control valve for moving the projecting member by causing the fluid pressure from the fluid pressure supply source to act on the projecting member as required;
A first passage communicating the first control valve and the advance chamber;
A second passage communicating the first control valve and the retard chamber;
A third passage communicating the second control valve and the protruding member;
With
At least a part of the first passage and the second passage are arranged adjacent to each other, and the third passage has a portion adjacent to the first passage or the second passage, and the third passage and the first passage or A valve timing control device for an internal combustion engine, wherein the space between the adjacent portions of the second passage is opened to atmospheric pressure.