JP2011179334A - Valve timing adjustment device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a valve timing adjustment device promptly and surely regulating relative rotation between a housing and a vane rotor and immediately stopping an engine. <P>SOLUTION: A first locking hole 140 includes a first fitting hole 141, and a first guide hole 142 extending in a retard direction from the opening end of the first fitting hole 141 on the side of the vane rotor 16 and shallower than the first fitting hole 141. The phase of the vane rotor 16 when both the relative rotation of the vane rotor 16 in the retard direction with respect to the housing 11 and the relative rotation thereof in an advance direction with respect thereto are regulated by fitting a stopper pin 30 into the first fitting hole 141 is regarded as a lock phase. When an ECU determines that "the engine is in an idle state", the ECU controls the operation of a selector valve, thereby maintaining the phase of the vane rotor 16 so that the position of the stopper pin 30 is located on "a retard side" in comparison with the position of the stopper pin 30 when located in the lock phase. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a valve timing adjusting device that adjusts the opening / closing timing of at least one of an intake valve and an exhaust valve of an internal combustion engine (hereinafter referred to as “engine”).

  2. Description of the Related Art Conventionally, a hydraulically driven valve timing adjusting device that adjusts the opening / closing timing of an intake valve or an exhaust valve of an engine is known. As such a valve timing adjustment device, for example, when starting the engine, a regulating member is inserted into a locking hole formed in the housing or the vane rotor, and the relative rotation between the vane rotor and the housing is regulated, Some hold the phase difference with the housing, that is, the phase difference between the driven shaft and the drive shaft so that the phase difference can start the engine (see Patent Document 1).

  In the valve timing adjusting device disclosed in Patent Document 1, the locking hole is formed with a large diameter portion that is formed larger than the cross-sectional area of the regulating member, and a fitting portion in which the regulating member is fitted with a step in the depth. It consists of. According to Patent Document 1, “the regulating member is easily fitted into the large diameter portion first and then reliably fitted into the fitting portion by relative swinging of the vane rotor and the housing due to cam torque fluctuation or the like”. .

Japanese Patent No. 3385929 Japanese Patent No. 4000522

  In the valve timing adjusting device of Patent Literature 1, the large diameter portion is formed so as to extend in the retard direction from the fitting portion (see FIGS. 4 to 6 of Patent Literature 1). Therefore, for example, when the cam member in the positive direction (retard direction) acts on the vane rotor in a state where the regulating member is on the advance side with respect to the fitting portion, the regulating member does not fit into the fitting portion, and the large diameter portion It is thought that it fits in or is on the retard side of the large diameter part beyond the large diameter part. When the vane rotor is rotated so that the restricting member exceeds the large diameter portion and comes to the retarded side of the large diameter portion, the restricting member is not inserted into the locking hole, and the relative rotation between the housing and the vane rotor can be restricted. There is a risk of disappearing.

  On the other hand, Patent Document 2 discloses a valve timing adjusting device including two regulating members. In this valve timing adjusting device, for example, even if one regulating member does not fit into the locking hole, if the other regulating member fits into another locking hole, the relative rotation between the housing and the vane rotor is regulated. . However, in this valve timing adjusting device, since the restricting member is provided so as to be reciprocally movable in the radial direction of the housing, the restricting member comes out of the locking hole formed in the vane rotor by centrifugal force when the device rotates. There is a fear. When the restricting member is pulled out of the locking hole, the relative rotation between the housing and the vane rotor cannot be restricted.

  The present invention has been made in view of the above-described problems, and an object of the present invention is to provide a valve timing adjusting device capable of quickly and surely regulating the relative rotation between the housing and the vane rotor and quickly stopping the engine. There is.

  According to the first aspect of the present invention, the intake valve and the exhaust valve are changed by changing the phases of the engine drive shaft and the driven shaft that is rotationally driven by the drive force of the drive shaft to open and close the intake valve and the exhaust valve. Is a valve timing adjusting device that adjusts at least one of the opening and closing timings, and includes a housing, a vane rotor, a first regulating member, a switching valve, a rotational speed detection means, and a control unit. The housing has a plurality of storage chambers that rotate with one of the drive shaft and the driven shaft and are formed in a predetermined angle range in the rotation direction. The vane rotor rotates together with the other of the drive shaft and the driven shaft, and partitions each of the storage chambers into a retard chamber and an advance chamber by a plurality of vanes provided on the outer periphery. Further, the vane rotor is driven to rotate relative to the housing in the retarding direction or the advancement direction by the pressure of the working fluid supplied to the retarding chamber and the advance chamber. The first hole formed in the vane is reciprocally movable in the direction of the rotation axis of the vane rotor, and the first restricting member is formed in a substantially cylindrical shape and is formed to open to the inner wall of the housing. The relative rotation of the vane rotor with respect to the housing can be restricted by entering and locking the hole. The switching valve switches between supply of the working fluid to the retard chamber or the advance chamber and discharge of the working fluid from the retard chamber or the advance chamber. The rotational speed detection means can detect the rotational speed of the engine. The control unit can adjust the phase of the vane rotor with respect to the housing by controlling the operation of the switching valve. Thereby, the phase difference between the drive shaft and the driven shaft can be adjusted, and the opening / closing timing of the intake valve and the exhaust valve can be adjusted.

  In the present invention, the first locking hole extends from the first insertion hole and the opening end of the first insertion hole on the vane rotor side in the retard direction or the advance direction and is formed shallower than the first insertion hole. A first guide hole. Here, the phase of the vane rotor when the first restricting member is inserted into the first fitting hole to restrict both the relative rotation in the retard angle direction and the relative rotation in the advance angle direction with respect to the housing is locked. Then, the control unit determines whether or not the engine is in an idle state based on the engine speed detected by the speed detection means, and determines that the engine is in an idle state. By controlling the position of the vane rotor, the position of the first restricting member is on the “side in the direction in which the first guide hole extends from the first insertion hole” with respect to the position of the first restricting member at the lock phase. Hold. Normally, when stopping the engine, when the engine is in an idle state (the engine is in a low load or no load state), the engine is stopped, for example, by turning off an ignition key.

  According to the present invention, when the engine is instructed to stop (when the engine is in an idle state), the first restricting member has a “first insertion hole through the first insertion hole” relative to the position of the first restricting member at the lock phase. One guide hole is on the side in the extending direction. Therefore, when a positive or negative cam torque acts on the vane rotor, the first restricting member is first inserted into the first guide hole, and then the movement is guided by the first guide hole, and then inserted into the first insertion hole.

  As described above, in the present invention, the first guide hole is formed so as to extend from the first insertion hole in the retarding direction or the advancing direction, and in the state immediately before the engine is stopped (idle state), Since the phase of the vane rotor is maintained so that the position is “on the side in which the first guide hole extends from the first insertion hole” relative to the position of the first restricting member at the lock phase, an instruction to stop the engine Thereafter, the first restricting member can be easily inserted into the first guide hole first, and then securely inserted into the first insertion hole. Accordingly, relative rotation between the housing and the vane rotor can be regulated quickly and reliably. Therefore, the engine can be stopped after restricting the relative rotation between the housing and the vane rotor immediately after the instruction to stop the engine.

  The invention according to claim 2 further includes a second restricting member. The second restricting member is accommodated in a second hole formed in a vane different from the vane in which the first hole is formed among the plurality of vanes so as to be capable of reciprocating in the direction of the rotation axis of the vane rotor. The second restricting member can restrict the relative rotation of the vane rotor with respect to the housing by entering and engaging with a second engaging hole formed to open on the inner wall of the housing.

The second locking hole extends from the second insertion hole and the opening end of the second insertion hole on the vane rotor side in the same direction as “the direction in which the first guide hole extends from the first insertion hole” and the second insertion hole. And a second guide hole formed shallower.
In the present invention, even if one of the first restricting member and the second restricting member does not fit into the locking hole for some reason, if the other fits into the locking hole, the relative rotation between the housing and the vane rotor is achieved. Can be regulated. Therefore, certainty can be improved with respect to the restriction of the relative rotation between the housing and the vane rotor by the restriction member.

  In the invention according to claim 3, the first insertion hole and the second insertion hole are such that the distance between the first insertion hole and the second insertion hole in the circumferential direction of the housing is the first restriction member in the circumferential direction of the vane rotor. It is formed so as to be substantially the same as the distance between the one locking hole side end and the second locking hole side end of the second restricting member. With this configuration, in the state where the first restriction member and the second restriction member are fitted in the first insertion hole and the second insertion hole, the relative rotation between the housing and the vane rotor is performed by the first restriction member and the second restriction member. It is regulated by these two members. Therefore, relative rotation between the housing and the vane rotor can be more reliably regulated. In the present invention, the circumferential width of the housing of the first insertion hole and the second insertion hole can be set larger than the outer diameters of the first restriction member and the second restriction member, respectively. The first restricting member and the second restricting member can be “fitted easily into the first fitting hole and the second fitting hole” and “extracted easily from the first fitting hole and the second fitting hole”.

  In the invention according to claim 4, the first insertion hole is formed in a substantially cylindrical shape, and is formed so that the diameter is substantially the same as the outer diameter of the first locking hole side end portion of the first regulating member. . In this configuration, the relative rotation between the housing and the vane rotor is restricted by fitting and locking the first restricting member in the first fitting hole. In the case of the above-described invention according to claim 3, the distance between the first insertion hole and the second insertion hole in the circumferential direction of the housing is the first insertion hole and the second insertion hole in the circumferential direction of the vane rotor. Since the distance between the first locking hole side end of the restricting member and the second locking hole side end of the second restricting member needs to be substantially the same, relatively high processing accuracy is required. The On the other hand, in the invention described in claim 4, it is only necessary to process the diameter of the first insertion hole so as to be substantially the same as the outer diameter of the first restricting member, and high processing accuracy is not required for this processing. Therefore, the processing cost can be reduced.

It is a figure which shows the valve timing adjustment apparatus of 1st Embodiment of this invention, Comprising: (A) is the II sectional view taken on the line of FIG. 2, (B) is the BB sectional drawing of (A), (C ) Is a cross-sectional view taken along line CC of (A). Sectional drawing which shows the valve timing adjustment apparatus of 1st Embodiment of this invention. The schematic diagram which shows the valve timing adjustment apparatus of 1st Embodiment of this invention, and its vicinity. (A) is a figure which shows the state when the vane rotor of the valve timing adjustment apparatus of 1st Embodiment of this invention is an "idle phase", (B) is a BB sectional drawing of (A), (C) is CC sectional view taken on the line of (A). The figure for demonstrating the action | operation at the time of an engine stop of the valve timing adjustment apparatus of 1st Embodiment of this invention. It is a figure which shows a part of valve timing adjustment apparatus of 2nd Embodiment of this invention, Comprising: (A) is sectional drawing which shows a state when a vane rotor is a "lock phase", (B) is a vane rotor "idle phase. Sectional drawing which shows the state at the time of ". The figure for demonstrating the action | operation at the time of an engine stop of the valve timing adjustment apparatus of 2nd Embodiment of this invention. It is a figure which shows a part of valve timing adjustment apparatus of the comparative example of this invention, Comprising: (A) is sectional drawing which shows a state when a vane rotor is a "lock phase", (B) is a vane rotor being an "idle phase" Sectional drawing which shows the state of time. The figure for demonstrating the action | operation at the time of an engine stop of the valve timing adjustment apparatus of the comparative example of this invention. Sectional drawing which shows a part of valve timing adjustment apparatus of other embodiment of this invention.

Hereinafter, a plurality of embodiments of the present invention will be described with reference to the drawings. Note that, in a plurality of embodiments, substantially the same components are denoted by the same reference numerals, and description thereof is omitted.
(First embodiment)
A valve timing adjusting device according to a first embodiment of the present invention is shown in FIGS.

  As shown in FIG. 3, in the driving force transmission system in which the valve timing adjusting device 10 of this embodiment is installed, a chain sprocket 81 fixed to a crankshaft 8 as a driving shaft of an internal combustion engine (“engine”) 6 The chain 5 is wound around a chain sprocket 12 provided coaxially with the camshaft 7 as a driven shaft and a chain sprocket 91 fixed to the camshaft 9, and a driving force is applied from the crankshaft 8 to the camshafts 7 and 9. Communicated. The above-described chain sprocket 12 and a later-described vane rotor 16 each constitute a part of the valve timing adjusting device 10. The camshaft 7 drives the intake valve 71 to open and close, and the camshaft 9 drives the exhaust valve 92 to open and close. The valve timing adjusting device 10 of this embodiment is a hydraulic control type that uses hydraulic oil as a working fluid, and connects the chain sprocket 12 to the chain 5 and the vane rotor 16 to the camshaft 7 to adjust the opening / closing timing of the intake valve 71. To do.

  As shown in FIGS. 1 to 3, the valve timing adjusting device 10 includes a housing 11, a vane rotor 16, a stopper pin 30 as a first restriction member, a stopper pin 40 as a second restriction member, a switching valve 3, and a control unit. An electronic control unit (hereinafter referred to as “ECU”) 4 is provided. As shown in FIG. 2, the housing 11 includes a chain sprocket 12, a shoe housing 13, and a front plate 14. The chain sprocket 12, the shoe housing 13, and the front plate 14 are each formed by, for example, iron sintering or forging. The bolt 20 passes through the bolt hole 147 of the front plate 14 and the bolt hole 137 of the shoe housing 13 and is screwed and fixed to the chain sprocket 12 in which the bolt hole 127 is formed. Thereby, the chain sprocket 12, the shoe housing 13, and the front plate 14 are fixed coaxially. The chain sprocket 12 constitutes one side wall of the housing 11, and the front plate 14 constitutes the other side wall of the housing 11. The chain sprocket 12 has a gear 120 on the outer periphery. The housing 11 accommodates the vane rotor 16 so as to be relatively rotatable.

  The vane rotor 16 is fixed to the camshaft 7 by passing the bolt 21 through the bolt hole 168 and rotates together with the camshaft 7. The housing 11, the vane rotor 16 and the camshaft 7 rotate in the clockwise direction when viewed from the arrow X direction shown in FIG. Hereinafter, this rotational direction is referred to as an advance direction.

  As shown in FIG. 1, the shoe housing 13 has three shoes 131, 132, 133 protruding from the substantially cylindrical peripheral wall 130 toward the inner peripheral side at substantially equal intervals in the circumferential direction. Three fan-shaped storage chambers 50 are formed in the gap between the shoes adjacent in the rotation direction.

  The vane rotor 16 is formed by sintering or forging with iron, for example. The vane rotor 16 includes a boss portion 160 that abuts between the cam shaft 7 and the end surfaces in the rotation axis direction, and three vanes 161 and 162 that are installed at substantially equal intervals in the circumferential direction and project radially outward from the boss portion 160. 163. Positioning of the vane rotor 16 and the camshaft 7 in the rotational direction is performed by fitting positioning pins into pin holes (not shown) provided in the boss portion 160 and pin holes (not shown) provided in the camshaft 7.

  The outer diameter of each vane of the vane rotor 16 is set smaller than the inner diameter of the peripheral wall 130 of the shoe housing 13. Further, the outer diameter of the boss portion 160 of the vane rotor 16 is set to be smaller than the inner diameter of each shoe of the shoe housing 13. As a result, a clearance having a predetermined width is formed between the vane rotor 16 and the shoe housing 13.

  Each vane is accommodated in each accommodating chamber 50 so as to be relatively rotatable, and each accommodating chamber 50 is divided into a retarded hydraulic chamber as a retarded chamber and an advanced hydraulic chamber as an advanced chamber. Yes. The arrows representing the retard direction and the advance direction shown in FIG. 1 represent the retard direction and the advance direction of the vane rotor 16 with respect to the housing 11. The camshaft 7 and the vane rotor 16 are rotatable relative to the housing 11 coaxially.

  A retard hydraulic chamber 51 is formed between the shoe 131 and the vane 161, a retard hydraulic chamber 52 is formed between the shoe 132 and the vane 162, and a retard hydraulic chamber 53 is formed between the shoe 133 and the vane 163. Is formed. Further, an advance hydraulic chamber 55 is formed between the shoe 133 and the vane 161, an advance hydraulic chamber 56 is formed between the shoe 131 and the vane 162, and an advance hydraulic chamber is formed between the shoe 132 and the vane 163. 57 is formed.

  As shown in FIG. 2, a retard oil passage 100 and an advance oil passage 110 are formed inside the camshaft 7 and the vane rotor 16. The hydraulic oil is supplied from the retard oil passage 100 to each retard hydraulic chamber, and the hydraulic oil is supplied from the advance oil passage 110 to each advance hydraulic chamber. By switching between supply of hydraulic oil to both oil passages 100 and 110 and discharge of hydraulic oil from both oil passages 100 and 110, the vane rotor 16 is rotated relative to the housing 11, and the camshaft is connected to the crankshaft 8. 7 phase difference is adjusted.

  The vane rotor 16 has a recess 165 that is recessed in a substantially annular shape toward the camshaft 7 on the end surface of the boss 160 on the side opposite to the camshaft 7. A substantially bottomed cylindrical bush 22 is press-fitted into the recess 165. The bush 22 is formed with a hole penetrating the bottom 221, and the bolt 21 is passed through the hole. The bush 22 is fixed by the bottom portion 221 being sandwiched between the head 210 of the bolt 21 and the vane rotor 16.

  A spiral assist spring 26 is provided on the outer periphery of the bush 22. A spring pin 24 is press-fitted and fixed in a press-fitting hole 25 formed in the front plate 14. The assist spring 26 is configured such that one end 261 is locked to the spring pin 24 and the other end (not shown) is locked to the bush 22. Thereby, the assist spring 26 can generate torque (biasing force) that rotates the vane rotor 16 in the advance direction with respect to the housing 11 when the vane rotor 16 is within a predetermined phase range with respect to the housing 11.

  Here, the cam torque received from the intake valve 71 when the camshaft 7 drives the intake valve 71 fluctuates positively and negatively. The positive direction of the cam torque represents the retard direction of the vane rotor 16 with respect to the housing 11, and the negative direction of the cam torque represents the advance direction of the vane rotor 16 with respect to the housing 11. The average cam torque (“average cam torque”) works in the positive direction, that is, in the retard direction.

  As shown in FIG. 1, a seal member 28 is fitted into the outer peripheral wall of each vane and the outer peripheral wall of each shoe. The seal member 28 is formed of resin, for example, and is pressed toward the inner peripheral wall of the shoe housing 13 or the outer peripheral wall of the boss portion 160 of the vane rotor 16 by the urging force of the leaf spring. This prevents the hydraulic oil from leaking between the hydraulic chambers between the outer peripheral wall of each vane and the inner peripheral wall of the shoe housing 13 or between the outer peripheral wall of each shoe and the outer peripheral wall of the boss portion 160.

  As shown in FIGS. 1A and 1B, the stopper pin 30 as the first restricting member is formed in a substantially cylindrical shape. The stopper pin 30 is accommodated in a hole 17 as a first hole formed through the vane 161 in the rotation axis direction so as to be reciprocally movable in the rotation axis direction. The stopper pin 30 includes a substantially cylindrical small-diameter portion 31 and a large-diameter portion 32 that is connected to the chain sprocket 12 side of the small-diameter portion 31 and has a larger outer diameter than the small-diameter portion 31. An accommodation hole 33 is formed inside the large diameter portion 32, and a spring 34 is accommodated in the accommodation hole 33.

  A ring member 35 is press-fitted and fixed to the end portion of the hole 17 on the front plate 14 side. On the other hand, a lid member 36 is press-fitted and fixed to the end of the hole 17 on the chain sprocket 12 side. The stopper pin 30 is provided such that the large diameter portion 32 is positioned between the ring member 35 and the lid member 36 so that the small diameter portion 31 is inserted into the hole 351 of the ring member 35. The outer diameter of the small diameter portion 31 is set slightly smaller than the diameter of the hole 351. The outer diameter of the large diameter portion 32 is set slightly smaller than the diameter of the hole 17. Thus, the stopper pin 30 can reciprocate in the axial direction while the small diameter portion 31 slides with the ring member 35 and the large diameter portion 32 slides with the vane 161.

  One end of the spring 34 is locked to the bottom of the accommodation hole 33 of the stopper pin 30, and the other end is locked to the lid member 36. The spring 34 has a force extending in the axial direction. Accordingly, the stopper pin 30 is urged toward the front plate 14 side.

  As shown in FIGS. 1A and 1C, the stopper pin 40 as the second restricting member is formed in a substantially cylindrical shape. The stopper pin 40 is accommodated in a hole 18 as a second hole formed through the vane 162 in the rotation axis direction so as to be reciprocally movable in the rotation axis direction. The stopper pin 40 includes a substantially cylindrical small-diameter portion 41 and a large-diameter portion 42 that is connected to the chain sprocket 12 side of the small-diameter portion 41 and has a larger outer diameter than the small-diameter portion 41. An accommodation hole 43 is formed inside the large diameter portion 42, and a spring 44 is accommodated in the accommodation hole 43.

  A ring member 45 is press-fitted and fixed to the end of the hole 18 on the front plate 14 side. On the other hand, a lid member 46 is press-fitted and fixed to the end portion of the hole 18 on the chain sprocket 12 side. The stopper pin 40 is provided so that the large diameter portion 42 is positioned between the ring member 45 and the lid member 46 so that the small diameter portion 41 is inserted into the hole 451 of the ring member 45. The outer diameter of the small diameter portion 41 is set slightly smaller than the diameter of the hole 451. The outer diameter of the large diameter portion 42 is set slightly smaller than the diameter of the hole 18. Thus, the stopper pin 40 can reciprocate in the axial direction while the small diameter portion 41 slides with the ring member 45 and the large diameter portion 42 slides with the vane 162.

  One end of the spring 44 is locked to the bottom of the accommodation hole 43 of the stopper pin 40, and the other end is locked to the lid member 46. The spring 44 has a force extending in the axial direction. Accordingly, the stopper pin 40 is urged toward the front plate 14 side.

  As shown in FIGS. 1A to 1C, a first locking hole 140 into which the stopper pin 30 can be fitted and a second pin into which the stopper pin 40 can be fitted into the surface of the front plate 14 on the vane rotor 16 side. A locking hole 150 is formed. That is, the first locking hole 140 and the second locking hole 150 are formed so as to open on the inner wall of the housing 11.

  As shown in FIGS. 1A and 1B, the first locking hole 140 extends in a retarded direction from the first insertion hole 141 and the opening end of the first insertion hole 141 on the vane rotor 16 side. A first guide hole 142 formed shallower than the first insertion hole 141. The first insertion hole 141 is formed in a substantially oval shape when viewed from the rotation axis direction of the housing 11. The first guide hole 142 is formed in a substantially crescent shape when viewed from the rotation axis direction of the housing 11.

  As shown in FIGS. 1A and 1C, the second locking hole 150 extends in a retarded direction from the second insertion hole 151 and the opening end of the second insertion hole 151 on the vane rotor 16 side. A second guide hole 152 formed shallower than the second insertion hole 151. The second insertion hole 151 is formed in a substantially oval shape when viewed from the rotation axis direction of the housing 11. The second guide hole 152 is formed in a substantially crescent shape when viewed from the rotation axis direction of the housing 11.

  1A to 1C show a state in which the stopper pin 30 and the stopper pin 40 are completely inserted into the first insertion hole 141 and the second insertion hole 151, respectively. As shown in FIGS. 1B and 1C, the first insertion hole 141 and the second insertion hole 151 have a distance d1 between the first insertion hole 141 and the second insertion hole 151 in the circumferential direction of the housing 11. The distance d2 between the end portion (small diameter portion 31) of the stopper pin 30 in the circumferential direction of the vane rotor 16 and the end portion (small diameter portion 41) of the stopper pin 40 on the second locking hole 150 side is substantially the same. It is formed to become. Thus, in a state where the stopper pin 30 and the stopper pin 40 are completely inserted into the first insertion hole 141 and the second insertion hole 151, the stopper pin 30 and the stopper pin 40 are connected to the first insertion hole 141 and the second insertion hole, respectively. Therefore, relative rotation between the housing 11 and the vane rotor 16 (relative rotation in the retarded angle direction and the advanced angle direction) is restricted.

  The circumferential width of the housing 11 of the first insertion hole 141 is set to be larger than the diameter of the small diameter portion 31 of the stopper pin 30. The width of the second insertion hole 151 in the circumferential direction of the housing 11 is set larger than the diameter of the small diameter portion 41 of the stopper pin 40. Therefore, in a state where the stopper pin 30 and the stopper pin 40 are completely inserted into the first insertion hole 141 and the second insertion hole 151, the advance side wall surface of the small diameter portion 31 has the first insertion hole 141 of the front plate 14. A gap is formed on the retard side of the small-diameter portion 31 while abutting on the wall surface to be formed, and the retard-side wall surface of the small-diameter portion 41 abuts on the wall surface forming the second insertion hole 151 of the front plate 14 and the small-diameter portion A clearance is formed on the advance side of 41.

As described above, when the stopper pin 30 and the stopper pin 40 shown in FIG. 1 are completely inserted into the first insertion hole 141 and the second insertion hole 151, the relative rotation of the vane rotor 16 with respect to the housing 11 is restricted. The That is, the vane rotor 16 is restricted from both the relative rotation in the retard direction and the relative rotation in the advance direction with respect to the housing 11. The phase of the vane rotor 16 with respect to the housing 11 at this time is a start phase suitable for starting the engine 6 with the phase of the camshaft 7 with respect to the crankshaft 8, and in the valve timing adjusting device 10 of this embodiment, the most advanced position And the most retarded angle position. Hereinafter, this phase is referred to as “lock phase”.
In the present embodiment, the assist spring 26 advances the vane rotor 16 relative to the housing 11 when the vane rotor 16 is within the phase range from the “most retarded angle position (phase)” to the “lock phase” relative to the housing 11. It is possible to generate torque (biasing force) that rotates in the angular direction.

  Between the ring member 35 and the large diameter portion 32 of the stopper pin 30, a substantially annular first pressure chamber 37 having a variable volume is formed. Further, between the ring member 45 and the large-diameter portion 42 of the stopper pin 40, a substantially annular second pressure chamber 47 having a variable volume is formed. The first pressure chamber 37 and the second pressure chamber 47 communicate with the pin control oil passage 115 formed inside the vane rotor 16 and the camshaft 7 (see FIGS. 1 and 2). The hydraulic pressure in the first pressure chamber 37 and the second pressure chamber 47 acts in a direction in which the stopper pin 30 and the stopper pin 40 are respectively removed from the first insertion hole 141 and the second insertion hole 151.

  As shown in FIG. 2, the switching valve 3 is provided between the camshaft 7, the hydraulic pump 1 and the oil pan 2. That is, the switching valve 3 is connected to the advance oil passage 110, the retard oil passage 100, and the pin control oil passage 115. The switching valve 3 is connected to the hydraulic pump 1 and the oil pan 2. In the present embodiment, the switching valve 3 is a so-called electromagnetic valve, and has a spool (not shown) inside. An ECU 4 is connected to the switching valve 3. The ECU 4 can reciprocate the spool inside the switching valve 3 by adjusting the power supplied to the switching valve 3. The switching valve 3 switches connection between the advance oil passage 110, the retard oil passage 100, the pin control oil passage 115, the hydraulic pump 1, and the oil pan 2 by reciprocating the spool.

In the present embodiment, the ECU 4 can change the position of the spool inside the switching valve 3 to change the switching valve 3 to one of the following four modes (connected states).
First mode:
The advance oil passage 110 and the hydraulic pump 1 are connected. The retard oil passage 100, the pin control oil passage 115, and the oil pan 2 are connected.
Second mode:
The advance oil passage 110 and the pin control oil passage 115 are connected to the hydraulic pump 1. The retarded oil passage 100 and the oil pan 2 are connected.
Third mode:
The pin control oil passage 115 and the hydraulic pump 1 are connected. The advance oil passage 110 and the retard oil passage 100 are not connected to either the hydraulic pump 1 or the oil pan 2.
Fourth mode:
The retard oil passage 100 and the pin control oil passage 115 are connected to the hydraulic pump 1. The advance oil passage 110 and the oil pan 2 are connected.

  Therefore, when the switching valve 3 is in the first mode, the hydraulic oil is supplied to each advance hydraulic chamber, and the hydraulic oil is discharged from each retard hydraulic chamber, the first pressure chamber 37 and the second pressure chamber 47 to the oil pan 2. Is done. When the switching valve 3 is in the second mode, the hydraulic oil is supplied to each advance hydraulic chamber, the first pressure chamber 37, and the second pressure chamber 47, and the hydraulic oil is discharged from each retard hydraulic chamber to the oil pan 2. The When the switching valve 3 is in the third mode, the hydraulic oil is supplied only to the first pressure chamber 37 and the second pressure chamber 47, the hydraulic oil is supplied to each advance hydraulic chamber and each retard hydraulic chamber, The discharge of hydraulic oil from the advance hydraulic chamber and each retard hydraulic chamber to the oil pan 2 is stopped. When the switching valve 3 is in the fourth mode, the hydraulic oil is supplied to each retarded hydraulic chamber, the first pressure chamber 37, and the second pressure chamber 47, and the hydraulic oil is discharged from each advanced hydraulic chamber to the oil pan 2. The

  As shown in FIG. 3, the valve timing adjusting device 10 includes a crank angle sensor 65 in the vicinity of the crankshaft 8. The crank angle sensor 65 is connected to the ECU 4. The crank angle sensor 65 detects the rotation angle of the crankshaft 8 and outputs an electrical signal related to the detected value to the ECU 4. Thus, the ECU 4 can detect the rotation angle of the crankshaft 8 and can calculate the rotation speed of the crankshaft 8, that is, the rotation speed of the engine 6 based on the rotation angle. That is, the ECU 4 can detect the rotational speed of the engine 6 based on the signal from the crank angle sensor 65. Here, the crank angle sensor 65 and the ECU 4 constitute “rotational speed detection means” in claims.

  The ECU 4 determines “whether the engine 6 is in an idle state” based on the detected rotational speed of the engine 6. That is, the ECU 4 determines that “the engine 6 is in an idle state” when, for example, the detected rotational speed is equal to or less than a predetermined value. On the other hand, when the detected rotational speed is greater than the predetermined value, it is determined that “the engine 6 is not in an idle state”.

The present embodiment is characterized by the control method of the valve timing adjusting device 10 (switching valve 3) when the engine 6 is in an idle state.
In this embodiment, when the ECU 4 determines that “the engine 6 is in an idle state”, the ECU 4 controls the operation of the switching valve 3 so that the stopper pin 30 is in the “lock phase” position. The phase of the vane rotor 16 is maintained so that it is on the “side in the direction in which the first guide hole 142 extends from the first insertion hole 141”, that is, the “retard angle side”. The phase (position) of the vane rotor 16 with respect to the housing 11 at this time is shown in FIG. Further, the positions of the stopper pin 30 and the stopper pin 40 at this time are shown in FIGS. Hereinafter, the phase of the vane rotor 16 with respect to the housing 11 at this time is referred to as an “idle phase”. Note that, in FIG. 4, reference numerals attached to members are appropriately omitted in order to avoid complicated description.

  Next, the operation of the valve timing adjusting device 10 will be described. 1 and 2 show a state of the valve timing adjusting device 10 before the engine is started, that is, when the engine 6 is stopped.

<When starting the engine>
When the engine 6 is stopped, the stopper pin 30 and the stopper pin 40 are completely fitted into the first fitting hole 141 and the second fitting hole 151. At this time, the vane rotor 16 is in a state where the relative rotation in the retarding direction and the relative rotation in the advance direction are restricted with respect to the housing 11 (“lock phase”).

  When the ignition key is turned on, the ECU 4 rotates the crankshaft 8 by rotating a starter motor (not shown). As a result, the camshafts 9 and 7 connected to the crankshaft 8 rotate, and the intake valve 92 and the exhaust valve 71 are driven to open and close. At this time, the phase of the vane rotor 16 is the “lock phase”, and the phase of the camshaft 7 with respect to the crankshaft 8 is maintained at a phase suitable for engine start, so the engine 6 starts easily.

  In the state immediately after starting the engine 6, the switching valve 3 is controlled to be in the first mode. Therefore, although the hydraulic oil is supplied from the hydraulic pump 1 to each advance hydraulic chamber, the hydraulic oil is not supplied to the first pressure chamber 37 and the second pressure chamber 47. Therefore, the stopper pin 30 and the stopper pin 40 are It is pressed toward the front plate 14 by the urging force of the spring 34 and the spring 44, and maintains the state of being inserted into the first insertion hole 141 and the second insertion hole 151, respectively. As a result, the housing 11 and the vane rotor 16 are prevented from swinging and colliding with each other due to the cam torque received by the camshaft 7 to generate a hitting sound.

<After starting the engine>
After the engine is started, the ECU 4 calculates the target phase of the vane rotor 16 with respect to the housing 11 based on the rotational speed of the engine 6 detected by, for example, the “rotational speed detection means”. Then, the ECU 4 controls the operation of the switching valve 3 to rotate the vane rotor 16 relative to the housing 11 so that the phase of the vane rotor 16 becomes the target phase. At this time, the ECU 4 controls the switching valve 3 so as to be in any of the second to fourth modes. When the switching valve 3 is in any of the second to fourth modes, hydraulic oil is supplied from the hydraulic pump 1 to the first pressure chamber 37 and the second pressure chamber 47 via the pin control oil passage 115. Therefore, the stopper pin 30 and the stopper pin 40 resist the urging force of the spring 34 and the spring 44, move to the side opposite to the front plate 14, and come out of the first insertion hole 141 and the second insertion hole 151, respectively. As a result, the vane rotor 16 is rotatable relative to the housing 11.

<Advance angle operation>
When the valve timing adjusting device 10 is advanced, the ECU 4 controls the drive current supplied to the switching valve 3 to place the switching valve 3 in the second mode. Thereby, the switching valve 3 connects the hydraulic pump 1 to the advance oil passage 110 and the pin control oil passage 115, and connects the retard oil passage 100 and the oil pan 2. The hydraulic oil discharged from the hydraulic pump 1 is supplied to the advance hydraulic chambers 55, 56, and 57 via the advance oil passage 110. The hydraulic pressures in the advance hydraulic chambers 55, 56, and 57 act on the vanes 161, 162, and 163, and generate torque that urges the vane rotor 16 in the advance direction. At this time, the hydraulic oil in the retarded hydraulic chambers 51, 52, 53 is discharged to the oil pan 2 via the retarded oil passage 100. The vane rotor 16 rotates in the advance direction with respect to the housing 11 by the torque generated by the hydraulic pressure in the advance hydraulic chambers 55, 56, and 57. When the vane rotor 16 is within the phase range from the “most retarded position (phase)” to the “lock phase” with respect to the housing 11, the vane rotor 16 generates hydraulic pressure in the advance hydraulic chambers 55, 56, 57. And the restoring force of the assist spring 26 rotate in the advance direction relative to the housing 11 by the resultant force of the torque that rotates the vane rotor 16 in the advance direction.

<At retarded angle operation>
When the valve timing adjusting device 10 operates at a retarded angle, the ECU 4 controls the drive current supplied to the switching valve 3 to place the switching valve 3 in the fourth mode. Thereby, the switching valve 3 connects the hydraulic pump 1 to the retard oil passage 100 and the pin control oil passage 115, and connects the advance oil passage 110 and the oil pan 2. The hydraulic oil discharged from the hydraulic pump 1 is supplied to the retarded hydraulic chambers 51, 52, 53 via the retarded oil passage 100. The hydraulic pressure in the retarded hydraulic chambers 51, 52, 53 acts on the vanes 161, 162, 163, and generates torque that biases the vane rotor 16 in the retarded direction. At this time, the hydraulic oil in the advance hydraulic chambers 55, 56 and 57 is discharged to the oil pan 2 via the advance oil passage 110. The vane rotor 16 is rotated in the retarding direction with respect to the housing 11 by the torque generated by the hydraulic pressure in the retarding hydraulic chambers 51, 52, 53. When the vane rotor 16 is in the phase range from the “most retarded position (phase)” to the “lock phase” with respect to the housing 11, the vane rotor 16 generates hydraulic pressure in the retarded hydraulic chambers 51, 52, 53. Due to the torque to be rotated, it is counteracted against the torque in the advance direction generated by the assist spring 26 and rotates in the retard direction with respect to the housing 11.

<When phase is maintained>
When the vane rotor 16 reaches the target phase, the ECU 4 controls the drive current supplied to the switching valve 3 to place the switching valve 3 in the third mode. Thereby, although the switching valve 3 maintains the connection between the hydraulic pump 1 and the pin control oil passage 115, the connection between the hydraulic pump 1 and the retard oil passage 100 and the advance oil passage 110 is cut off. This restricts the hydraulic oil from being discharged to the oil pan 2 from the retard hydraulic chambers 51, 52, 53 and the advance hydraulic chambers 55, 56, 57. For this reason, the vane rotor 16 is held at the target phase.
In this embodiment, when the ECU 4 determines that “the engine 6 is in an idle state”, the ECU 4 controls the operation of the switching valve 3 so that the phase of the vane rotor 16 is maintained at the “idle phase”.

<When the engine is stopped>
When the engine stop is instructed while the valve timing adjusting device 10 is operating, the ECU 4 controls the drive current supplied to the switching valve 3 to place the switching valve 3 in the first mode. As a result, hydraulic oil is supplied from the hydraulic pump 1 to the advance hydraulic chambers 55, 56, 57, and hydraulic oil is supplied from the retard hydraulic chambers 51, 52, 53, the first pressure chamber 37 and the second pressure chamber 47. Discharged.

  Normally, when the engine 6 is stopped, when the engine 6 is in an idle state (the engine 6 is in a low load or no load state), for example, the engine 6 is stopped by turning off an ignition key. Therefore, when instructing to stop the engine, the vane rotor 16 is in the “idle phase” (see FIG. 4). When the engine stop is instructed, the switching valve 3 is in the first mode, so that the vane rotor 16 has the hydraulic pressure in the advance hydraulic chambers 55, 56, 57, the advance torque in the assist spring 26, and the negative direction. It turns in the advance direction by the resultant force of the cam torque in the advance direction. The stopper pin 30 and the stopper pin 40 are pressed toward the front plate 14 by the urging force of the spring 34 and the spring 44. The subsequent states of the vane rotor 16, the stopper pin 30, and the stopper pin 40 are shown in time series in FIGS. Note that in FIGS. 5A to 5C, reference numerals attached to members are omitted as appropriate in order to avoid complicated description.

  As shown in FIG. 5A, at this time, the stopper pin 30 and the stopper pin 40 are fitted in the first guide hole 142 and the second guide hole 152, respectively. The two insertion holes 151 are not completely inserted. In this state, when a force in the advance direction is continuously applied to the vane rotor 16, the vane rotor 16, the stopper pin 30, and the stopper pin 40 are in the state shown in FIG.

  As shown in FIG. 5B, at this time, the stopper pin 30 is completely inserted into the first insertion hole 141. In this state, when a force in the advance direction is continuously applied to the vane rotor 16, the vane rotor 16, the stopper pin 30, and the stopper pin 40 are in the state shown in FIG.

  As shown in FIG. 5C, at this time, the stopper pin 30 and the stopper pin 40 are completely inserted into the first insertion hole 141 and the second insertion hole 151, respectively. In the present embodiment, since the distance d1 and the distance d2 are set to be substantially the same (see FIGS. 1B and 1C), the stopper pin 30 and the stopper pin 40 have the first insertion hole 141 and The second engagement hole 151 is locked. Therefore, in this state, relative rotation (relative rotation in the retard direction and advance direction) between the housing 11 and the vane rotor 16 is restricted. In this state, the operation of the valve timing adjusting device 10 is stopped, and then the engine 6 is stopped. In this way, the engine 6 is stopped in a state where the relative rotation between the housing 11 and the vane rotor 16 is restricted, thereby preparing for the next engine start.

In the present embodiment, the stopper pin 30 and the stopper pin 40 can be inserted into the first insertion hole 141 and the second insertion hole 151 within one cycle of cam torque (one cam torque in the negative direction) after an instruction to stop the engine.
When the vane rotor 16, the stopper pin 30, and the stopper pin 40 are in the state shown in FIG. 5A or FIG. 5B, even if a retarding force is applied to the vane rotor 16, the stopper pin 30 Is locked in the first guide hole 142 or the first insertion hole 141, and therefore, the rotation of the vane rotor 16 in the retarding direction can be restricted.

  As described above, in the present embodiment, the first locking hole 140 extends in the retard direction from the first insertion hole 141 and the opening end of the first insertion hole 141 on the vane rotor 16 side, and is the first insertion. A first guide hole 142 formed shallower than the hole 141. Further, when the ECU 4 determines that “the engine 6 is in an idle state”, the ECU 4 controls the operation of the switching valve 3 so that the position of the stopper pin 30 is greater than the position of the stopper pin 30 in the “lock phase”. Also, the phase of the vane rotor 16 is maintained so as to be on the “side in the direction in which the first guide hole 142 extends from the first insertion hole 141”, that is, the “retard angle side”.

  With this configuration, when the engine stop is instructed (when the engine 6 is in an idle state), the stopper pin 30 is on the “retard side” with respect to the position of the stopper pin 30 in the “lock phase”. Therefore, when the cam torque in the negative direction (advancing direction) acts on the vane rotor 16, the stopper pin 30 is first inserted into the first guide hole 142, and then the movement is guided by the first guide hole 142, and the first insertion hole 141.

  As described above, in the present embodiment, the first guide hole 142 is formed so as to extend in the retarded direction from the first insertion hole 141, and the position of the stopper pin 30 is in a state immediately before the engine is stopped (idle state). Since the phase of the vane rotor 16 is maintained so that it is on the “retard side” with respect to the position of the stopper pin 30 at the time of the “locking phase”, the stopper pin 30 is first inserted into the first guide hole after the engine stop instruction. 142 can be easily inserted, and then can be securely inserted into the first insertion hole 141. Accordingly, relative rotation between the housing 11 and the vane rotor 16 can be regulated quickly and reliably. Therefore, after the instruction to stop the engine, the engine 6 can be stopped after the relative rotation between the housing 11 and the vane rotor 16 is quickly regulated.

  Moreover, in this embodiment, the substantially cylindrical stopper pin 40 is further provided. The stopper pin 40 can restrict the relative rotation of the vane rotor 16 with respect to the housing 11 by entering and locking in the second locking hole 150 formed to open on the inner wall of the housing 11. Therefore, even if one of the stopper pin 30 and the stopper pin 40 does not fit into the locking hole (the first locking hole 140 or the second locking hole 150) for some reason, the other fits into the locking hole. Then, relative rotation between the housing 11 and the vane rotor 16 can be restricted. Therefore, certainty can be improved regarding the restriction of relative rotation between the housing 11 and the vane rotor 16 by the stopper pin 30 and the stopper pin 40.

  In the present embodiment, the first insertion hole 141 and the second insertion hole 151 are configured such that the distance d1 between the first insertion hole 141 and the second insertion hole 151 in the circumferential direction of the housing 11 is the stopper in the circumferential direction of the vane rotor 16. The pin 30 is formed so as to be substantially the same as the distance d2 between the first locking hole 141 side end portion (small diameter portion 31) of the pin 30 and the second locking hole 151 side end portion (small diameter portion 41) of the stopper pin 40. . With this configuration, when the stopper pin 30 and the stopper pin 40 are respectively inserted into the first insertion hole 141 and the second insertion hole 151, the relative rotation between the housing 11 and the vane rotor 16 is caused by the stopper pin 30 and the stopper pin 40. It is regulated by these two members. Therefore, relative rotation between the housing 11 and the vane rotor 16 can be more reliably regulated. In the present embodiment, the circumferential width of the housing 11 of the first insertion hole 141 and the second insertion hole 151 is set larger than the outer diameters of the stopper pin 30 and the stopper pin 40, respectively. The stopper pin 40 can be “fitted easily into the first fitting hole 141 and the second fitting hole 151” and “easily pulled out from the first fitting hole 141 and the second fitting hole 151”.

  Furthermore, in this embodiment, the stopper pin 30 and the stopper pin 40 are provided so as to be reciprocally movable in the direction of the rotation axis of the vane rotor 16, so that even if a centrifugal force acts on the stopper pin 30 and the stopper pin 40, the stopper pin 30. And the stopper pin 40 does not come out of the first locking hole 140 and the second locking hole 150.

(Second Embodiment)
A part of the valve timing adjusting apparatus according to the second embodiment of the present invention is shown in FIG. In the second embodiment, the size and the like of the first fitting hole of the first locking hole are different from the first embodiment.

As shown in FIG. 6A, in the second embodiment, the first insertion hole 141 is formed in a substantially cylindrical shape, and the diameter d3 is the first locking hole 140 side end portion (small diameter portion 31) of the stopper pin 30. ) To be substantially the same as the outer diameter d4. In the state where the stopper pin 30 and the stopper pin 40 shown in FIG. 6A are completely inserted into the first insertion hole 141 and the second insertion hole 151, the relative rotation of the vane rotor 16 with respect to the housing 11 is restricted. That is, in the vane rotor 16, both the relative rotation in the retarding direction and the relative rotation in the advance direction are restricted with respect to the housing 11 by the stopper pin 30 being locked in the first insertion hole 141. Therefore, in this embodiment, the phase of the vane rotor 16 at this time is the “lock phase”.
In the present embodiment, as shown in FIG. 6A, the width of the second insertion hole 151 in the circumferential direction of the housing 11 is set to be larger than the outer diameter of the stopper pin 40.

  In this embodiment, when the ECU 4 determines that “the engine 6 is in an idle state”, the ECU 4 controls the operation of the switching valve 3 so that the stopper pin 30 is in the “lock phase” position. The phase of the vane rotor 16 is maintained so that it is on the “side in the direction in which the first guide hole 142 extends from the first insertion hole 141”, that is, the “retard angle side”. The positions of the stopper pin 30 and the stopper pin 40 at this time are shown in FIG. Therefore, in this embodiment, the phase of the vane rotor 16 at this time is an “idle phase”. Note that in FIG. 6B, reference numerals attached to members are appropriately omitted in order to avoid complicated description.

Next, among the operations of the valve timing adjusting device of the present embodiment, the operation at the time of “engine stop” will be described with reference to FIGS. 6B and 7A to 7C.
<When the engine is stopped>
When the engine stop is instructed during the operation of the valve timing adjusting device, the ECU 4 controls the drive current supplied to the switching valve 3 to place the switching valve 3 in the first mode. As a result, hydraulic oil is supplied from the hydraulic pump 1 to the advance hydraulic chambers 55, 56, 57, and hydraulic oil is supplied from the retard hydraulic chambers 51, 52, 53, the first pressure chamber 37 and the second pressure chamber 47. Discharged.

  When instructing to stop the engine, the vane rotor 16 is in the “idle phase” (see FIG. 6B). When the engine stop is instructed, the switching valve 3 is in the first mode, so that the vane rotor 16 has the hydraulic pressure in the advance hydraulic chambers 55, 56, 57, the advance torque in the assist spring 26, and the negative direction. It turns in the advance direction by the resultant force of the cam torque in the advance direction. The stopper pin 30 and the stopper pin 40 are pressed toward the front plate 14 by the urging force of the spring 34 and the spring 44. The subsequent states of the vane rotor 16, the stopper pin 30, and the stopper pin 40 are shown in time series in FIGS. 7 (A) to (C). In FIGS. 7A to 7C, reference numerals attached to members are omitted as appropriate in order to avoid complicated description.

  As shown in FIG. 7A, at this time, the stopper pin 30 and the stopper pin 40 are fitted in the first guide hole 142 and the second guide hole 152, respectively. The two insertion holes 151 are not completely inserted. In this state, when the force in the advance direction is continuously applied to the vane rotor 16, the vane rotor 16, the stopper pin 30, and the stopper pin 40 are in the state shown in FIG. 7B.

  As shown in FIG. 7B, at this time, the stopper pin 40 is completely inserted into the second insertion hole 151. When the advance angle force is continuously applied to the vane rotor 16 in this state, the vane rotor 16, the stopper pin 30, and the stopper pin 40 are in the state shown in FIG. 7C.

  As shown in FIG. 7C, at this time, the stopper pin 30 and the stopper pin 40 are completely inserted into the first insertion hole 141 and the second insertion hole 151, respectively. In the present embodiment, the diameter d3 of the first insertion hole 141 and the outer diameter d4 of the end portion (small diameter portion 31) on the first locking hole 140 side of the stopper pin 30 are substantially the same. (See FIG. 6 (A)), the stopper pin 30 is locked in the first insertion hole 141. Therefore, in this state, relative rotation (relative rotation in the retard direction and advance direction) between the housing 11 and the vane rotor 16 is restricted. In this state, the operation of the valve timing adjusting device is stopped, and then the engine 6 is stopped. In this way, the engine 6 is stopped in a state where the relative rotation between the housing 11 and the vane rotor 16 is restricted, thereby preparing for the next engine start.

In the present embodiment, as in the first embodiment, after the instruction to stop the engine, the stopper pin 30 and the stopper pin 40 are inserted into the first insertion hole 141 and the second insertion hole 151 within one cycle of the cam torque (one cam torque in the negative direction). It can be inserted into.
When the vane rotor 16, the stopper pin 30, and the stopper pin 40 are in the state shown in FIG. 7A, even if a retarding force is applied to the vane rotor 16, the stopper pin 30 is in the first guide hole 142. Therefore, the rotation of the vane rotor 16 in the retard direction can be restricted. When the vane rotor 16, the stopper pin 30, and the stopper pin 40 are in the state shown in FIG. 7B, even if a retarding force is applied to the vane rotor 16, the stopper pin 40 is not inserted into the second insertion hole 151. Therefore, the rotation of the vane rotor 16 in the retard direction can be restricted.

  As described above, in this embodiment, when the ECU 4 determines that “the engine 6 is in an idle state”, the operation of the switching valve 3 is controlled so that the position of the stopper pin 30 is “lock phase”. At this time, the phase of the vane rotor 16 is maintained so that it is on the “side in the direction in which the first guide hole 142 extends from the first insertion hole 141”, that is, the “retard side” from the position of the stopper pin 30. Therefore, as in the first embodiment, the relative rotation between the housing 11 and the vane rotor 16 can be regulated quickly and reliably. Therefore, after the instruction to stop the engine, the engine 6 can be stopped after the relative rotation between the housing 11 and the vane rotor 16 is quickly regulated.

  In the present embodiment, the first insertion hole 141 is formed in a substantially cylindrical shape, and the diameter d3 is substantially the same as the outer diameter d4 of the end portion (small diameter portion 31) of the stopper pin 30 on the first locking hole 140 side. It is formed to become. In this configuration, the relative rotation between the housing 11 and the vane rotor 16 is restricted by fitting and locking the stopper pin 30 in the first insertion hole 141. In the first embodiment described above, “the distance d1 between the first insertion hole 141 and the second insertion hole 151 in the circumferential direction of the housing 11 is equal to the circumferential direction of the vane rotor 16. The distance between the first locking hole 140 side end portion (small diameter portion 31) of the stopper pin 30 and the second locking hole 150 side end portion (small diameter portion 41) of the stopper pin 40 in FIG. Therefore, relatively high machining accuracy is required. On the other hand, in the second embodiment, the diameter d3 of the first insertion hole 141 may be processed so as to be substantially the same as the outer diameter d4 of the stopper pin 30, and high processing accuracy is not required for this processing. Therefore, the processing cost can be reduced.

(Comparative example)
A part of a valve timing adjusting device according to a comparative example of the present invention is shown in FIG. In the comparative example, the physical configuration is the same as that of the second embodiment, but the position of the vane rotor 16 in the “idle phase” is different from that of the second embodiment.

  When the stopper pin 30 and the stopper pin 40 shown in FIG. 8A are completely inserted into the first insertion hole 141 and the second insertion hole 151, the relative rotation of the vane rotor 16 with respect to the housing 11 is restricted. That is, in the vane rotor 16, both the relative rotation in the retarding direction and the relative rotation in the advance direction are restricted with respect to the housing 11 by the stopper pin 30 being locked in the first insertion hole 141. Therefore, in the comparative example, as in the second embodiment, the phase of the vane rotor 16 at this time is the “lock phase”.

  In the comparative example, when the ECU 4 determines that “the engine 6 is in the idle state”, the operation of the switching valve 3 is controlled so that the stopper pin 30 is in the “lock phase” position. The phase of the vane rotor 16 is maintained so that it is “on the side opposite to the direction in which the first guide hole 142 extends from the first insertion hole 141”, that is, the “advance side”. The positions of the stopper pin 30 and the stopper pin 40 at this time are shown in FIG. Therefore, in the comparative example, the phase of the vane rotor 16 at this time is the “idle phase”. Note that in FIG. 8B, reference numerals attached to members are appropriately omitted in order to avoid complicated description.

Next, among the operations of the valve timing adjustment device of the comparative example, the operation at the time of “engine stop” will be described based on FIG. 8B and FIGS. 9A to 9C.
<When the engine is stopped>
When the engine stop is instructed during the operation of the valve timing adjusting device, the ECU 4 controls the drive current supplied to the switching valve 3 to place the switching valve 3 in the first mode. As a result, hydraulic oil is supplied from the hydraulic pump 1 to the advance hydraulic chambers 55, 56, 57, and hydraulic oil is supplied from the retard hydraulic chambers 51, 52, 53, the first pressure chamber 37 and the second pressure chamber 47. Discharged.

  When instructing to stop the engine, the vane rotor 16 is in the “idle phase” (see FIG. 8B). When the engine stop is instructed, the switching valve 3 is in the first mode, so that the vane rotor 16 tries to rotate in the advance direction by the hydraulic pressure of the advance hydraulic chambers 55, 56, 57. However, when cam torque in the positive direction (retard direction) of the cam torque pulsating positively or negatively acts on the vane rotor 16, the vane rotor 16 rotates in the retard direction. The stopper pin 30 and the stopper pin 40 are pressed toward the front plate 14 by the urging force of the spring 34 and the spring 44. The subsequent states of the vane rotor 16, the stopper pin 30, and the stopper pin 40 are shown in time series in FIGS. Note that in FIGS. 9A to 9C, reference numerals attached to members are appropriately omitted in order to avoid complicated description.

  As shown in FIG. 9A, after this point, the stopper pin 30 can be fitted into the first locking hole 140. If a force in the retarding direction is continuously applied to the vane rotor 16 in this state, the vane rotor 16, the stopper pin 30, and the stopper pin 40 are in the state shown in FIG. 9B.

As shown in FIG. 9B, at this time, the stopper pin 30 and the stopper pin 40 are fitted in the first guide hole 142 and the second guide hole 152, respectively. The two insertion holes 151 are not inserted. In this state, if a force in the retarding direction is continuously applied to the vane rotor 16, the stopper pin 30 is locked in the first guide hole 142, so that the vane rotor 16 is restricted from rotating in the retarding direction.
Thereafter, when the direction of the cam torque is reversed and a force in the negative direction (advance angle direction) acts on the vane rotor 16, the vane rotor 16 rotates in the advance angle direction. Thereby, the vane rotor 16, the stopper pin 30, and the stopper pin 40 will be in the state shown in FIG.9 (C).

As shown in FIG. 9C, at this time, the stopper pin 30 and the stopper pin 40 are completely inserted into the first insertion hole 141 and the second insertion hole 151, respectively.
As described above, in the comparative example, after the instruction to stop the engine, the cam pin 2 and the stopper pin 40 are inserted into the first insertion hole 141 and the second insertion hole 151 until two cam torques (positive cam torque once and negative). Direction cam torque once). Further, in the comparative example, since the time until the state of FIG. 9 (A) is changed to the state of FIG. 9 (B) is short, the stopper pin 30 is not inserted into the first guide hole 142 in some cases. There is a risk of moving beyond the one guide hole 142 to the retard side of the first guide hole 142. In this case, since it takes more time to completely insert the stopper pin 30 and the stopper pin 40 into the first insertion hole 141 and the second insertion hole 151, there is a concern that the time until the engine stops becomes longer. .
As described above, in the first and second embodiments of the present invention, the stopper pin 30 and the stopper pin 40 can be inserted into the first insertion hole 141 and the second insertion hole 151 in a shorter time than the comparative example. I understand.

(Other embodiments)
In another embodiment of the present invention, as shown in FIG. 10, the first insertion hole 141 and the second insertion hole 151 have a distance d5 between the first insertion hole 141 and the second insertion hole 151 in the circumferential direction of the housing 11. Is the distance d6 between the first locking hole 140 side end portion (small diameter portion 31) of the stopper pin 30 and the second locking hole 150 side end portion (small diameter portion 41) of the stopper pin 40 in the circumferential direction of the vane rotor 16. It is good also as a structure formed so that it may become substantially the same.

  In the above-described embodiment, an example in which the first guide hole is formed to extend toward the retard side with respect to the first insertion hole is shown. On the other hand, in another embodiment of the present invention, the first guide hole may be formed to extend toward the advance side with respect to the first insertion hole. In this case, when the engine is in an idle state, the phase of the vane rotor may be maintained so that the first restricting member is on the “advance side” relative to the position of the first restricting member in the “lock phase”.

In another embodiment of the present invention, the second restriction member may not be provided, and only the first restriction member may be provided.
In another embodiment of the present invention, the vane rotor may not include an assist spring that can urge the vane rotor in the advance direction.
The present invention can also be applied to a valve timing adjusting device that adjusts the opening / closing timing of an exhaust valve.
Thus, the present invention is not limited to the above-described embodiments, and can be applied to various forms without departing from the gist thereof.

  3: switching valve, 4: ECU (control unit, rotation speed detection means), 6: engine (internal combustion engine), 8: crankshaft (drive shaft), 7, 9: camshaft (driven shaft), 10: valve timing Adjustment device, 11: housing, 16: vane rotor, 17: hole (first hole), 30: stopper pin (first regulating member), 50: accommodating chamber, 51, 52, 53: retarded hydraulic chamber (retarded chamber) ), 55, 56, 57: Advance hydraulic chamber (advance chamber), 65: Crank angle sensor (rotational speed detection means), 71: Intake valve, 92: Exhaust valve, 140: First locking hole, 141: 1st insertion hole, 142: 1st guide hole, 161, 162, 163: Vane

Claims (4)

The opening / closing timing of at least one of the intake valve and the exhaust valve is adjusted by changing the phase between the drive shaft of the internal combustion engine and a driven shaft that is rotationally driven by the drive force of the drive shaft to open and close the intake valve and the exhaust valve. A valve timing adjusting device for
A housing that rotates with one of the drive shaft or the driven shaft and has a plurality of storage chambers formed in a predetermined angle range in the rotation direction;
It rotates together with the other of the drive shaft or the driven shaft, and each of the storage chambers is divided into a retard chamber and an advance chamber by a plurality of vanes provided on the outer periphery, and supplied to the retard chamber and the advance chamber. A vane rotor driven to rotate relative to the housing in a retarding direction or an advancing direction by the pressure of the working fluid.
The first hole formed in the vane is accommodated so as to be reciprocally movable in the rotation axis direction of the vane rotor, and is inserted into the first locking hole formed to open on the inner wall of the housing to be locked. A substantially cylindrical first regulating member capable of regulating relative rotation of the vane rotor with respect to the housing;
A switching valve for switching between supply of the working fluid to the retard chamber or the advance chamber and discharge of the working fluid from the retard chamber or the advance chamber;
A rotational speed detection means capable of detecting the rotational speed of the internal combustion engine;
A control unit capable of adjusting the phase of the vane rotor with respect to the housing by controlling the operation of the switching valve;
The first locking hole extends from the opening end of the first insertion hole and the vane rotor side of the first insertion hole in the retard direction or the advance direction, and is formed shallower than the first insertion hole. It consists of one guide hole,
The phase of the vane rotor when both the relative rotation in the retarding direction and the relative rotation in the advance direction of the vane rotor with respect to the housing is regulated by fitting the first restricting member into the first insertion hole. If it is a lock phase,
The control unit determines “whether the internal combustion engine is in an idle state” based on the rotational speed of the internal combustion engine detected by the rotational speed detection unit, and determines that “the internal combustion engine is in an idle state” By controlling the operation of the switching valve, the position of the first restricting member is “the first guide hole extends from the first fitting hole than the position of the first restricting member at the lock phase”. The valve timing adjusting device is characterized in that the phase of the vane rotor is maintained so as to be on the “direction side”. Of the plurality of vanes, a second hole formed in a vane different from the vane in which the first hole is formed is accommodated so as to be capable of reciprocating in the rotation axis direction of the vane rotor, and is formed to open to the inner wall of the housing. A second restricting member capable of restricting relative rotation of the vane rotor with respect to the housing by entering and being engaged with the second retaining hole,
The second locking hole extends from the second insertion hole and the opening end of the second insertion hole on the vane rotor side in the same direction as the “direction in which the first guide hole extends from the first insertion hole”. The valve timing adjusting device according to claim 1, further comprising a second guide hole formed shallower than the second insertion hole.   In the first insertion hole and the second insertion hole, the distance between the first insertion hole and the second insertion hole in the circumferential direction of the housing is such that the distance between the first insertion hole and the second insertion hole in the circumferential direction of the vane rotor is the first. 3. The valve timing adjusting device according to claim 2, wherein the valve timing adjusting device is formed so as to be substantially the same as a distance between a locking hole side end and the second locking hole side end of the second restricting member. .   The first insertion hole is formed in a substantially cylindrical shape, and has a diameter that is substantially the same as an outer diameter of the first locking hole side end portion of the first regulating member. Item 4. The valve timing adjustment device according to any one of Items 1 to 3.

Images