JP2013234677A - Valve opening-closing timing control apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a valve opening-closing timing control apparatus capable of improving startability, by quickly and surely making a lock mechanism function, when restarting an internal combustion engine.SOLUTION: A valve opening-closing timing control apparatus includes a driving side rotary body 1, a driven side rotary body 2, a retarded angle chamber 42 for moving a relative rotational phase in the retarded angle direction by the volumetric expansion and an advanced angle chamber 43 for moving the relative rotational phase in the advanced angle direction by the volumetric expansion, the both chambers being formed by the driving side rotary body 1 and the driven side rotary body 2, a lock mechanism 6 capable of restraining the relative rotational phase in a predetermined phase between the most advanced angle phase and the most retarded angle phase, an operation fluid supply-and-discharge mechanism 176 supplying/discharging an operation fluid to/from the advanced angle chamber 43, the retarded angle chamber 42 and the lock mechanism 6, and a first air inlet mechanism A1 for connecting the retarded angle chamber 42 or the advanced angle chamber 43 to the atmosphere in order to allow air to flow into the retarded angle chamber 42 or the advanced angle chamber 43 while electric power of a control system is shut off, and capable of discharging the operation fluid to the outside.

Description

  The present invention relates to a valve opening / closing timing control device that adjusts the opening / closing timing of an intake valve and an exhaust valve of an internal combustion engine used in an automobile, and more specifically, a drive side rotating body that rotates synchronously with a crankshaft, A driven-side rotator that is coaxially disposed so as to be rotatable relative to the drive-side rotator and rotates integrally with a camshaft for opening / closing the valve of the internal combustion engine, and is formed by the drive-side rotator and the driven-side rotator. A retard chamber that moves the relative rotational phase of the driven rotor relative to the drive-side rotor in the retard direction, an advance chamber that moves the relative rotational phase of both in the advance direction, and the relative rotational phase A lock mechanism that can be restrained by a predetermined phase between the most retarded angle phase and the most advanced angle phase, and a working fluid supply / discharge mechanism that supplies / discharges working fluid to / from the advance chamber, the retard chamber, and the lock mechanism And with About valve timing control apparatus.

  Conventionally, taking an engine such as a passenger car as an example of an internal combustion engine provided with a lock mechanism, the phase of the driven-side rotator and the drive-side rotator is set to an optimum initial phase when the engine is started. As a result, it is possible to optimize the intake timing and ignition timing of the engine and obtain a low emission engine with good startability and less harmful combustion exhaust.

  An internal combustion engine provided with such a locking mechanism is described in Patent Document 1, for example. According to Patent Document 1, the inertial rotation when the internal combustion engine is stopped is used to set the driven-side rotator and the drive-side rotator to the phase when the internal combustion engine is restarted (paragraph number “ 0003 ").

  Specifically, when the internal combustion engine is stopped, both the retard chamber and the advance chamber formed by the driven-side rotator and the drive-side rotator are supplied to and discharged from both chambers. Communicate with. Thereby, when the internal combustion engine is stopped, the working fluid is discharged from both the retard chamber and the advance chamber through the flow path. As a result, while the operation of the internal combustion engine is stopped and rotating by inertia, the driven-side rotator easily rotates relative to the drive-side rotator to the retard side due to the reaction force received by the camshaft, and the lock mechanism is (See description of paragraph number “0005” in the same publication).

  That is, this technique aims at the inertial rotation of the driven-side rotator when the internal combustion engine is stopped, and the driven-side rotator smoothly moves to the retarded side by the reaction force received by the camshaft. The driven-side rotator and the drive-side rotator rotate inertially by inertia, while the driven-side rotator is intermittently inhibited from rotating by the reaction force received by the camshaft. Therefore, the vane provided in the driven side rotating body moves to the retard side while repeating the movement / deceleration in the retard chamber or the advance chamber. At this time, since both the chambers communicate with the outside, the working fluid existing in the retard chamber and the advance chamber sandwiching the vane flows relatively easily. The prior art is a technique for facilitating the phase displacement to the lock position and improving the startability of the engine by smoothing the movement of the vane, that is, the movement of the driven side rotating body.

JP-A-11-173119

  However, there is a limit in discharging the working fluid from both chambers when the internal combustion engine is stopped only by connecting the retard chamber and the advance chamber to the working fluid supply / discharge flow path as in the above-described conventional apparatus. is there. For example, even when the flow of the working fluid in the advance chamber and the retard chamber is made free, the working fluid remains in the retard chamber and the advance chamber with the internal combustion engine completely stopped. Thus, for example, when the engine is cold and the working fluid temperature has not yet risen sufficiently, the operating resistance of the vane increases due to the high viscosity of the working fluid in both chambers. To do. For this reason, a situation may occur in which the lock mechanism does not act until the inertial rotation of the driven-side rotator is completed.

  Further, in the conventional apparatus, there is a possibility that the lock mechanism malfunctions even when the driven side rotator and the drive side rotator are in the initial lockable phase. That is, although both rotating bodies are in the initial phase, both rotating bodies are rotating relative to each other, and therefore the time for both to be in the initial phase is short. In this case, in the conventional apparatus, since the working fluid is accumulated in the locking groove of the locking mechanism, there is a case where the locking piece cannot be engaged due to the resistance. This was particularly noticeable during cold weather when the viscosity of the working fluid increased.

  As described above, in view of various environments, the conventional valve timing control apparatus has many points to be improved in order to improve the startability of the internal combustion engine.

  An object of the present invention is to obtain a valve opening / closing timing control device that can make a lock mechanism function quickly and surely when restarting an internal combustion engine and improve startability.

  The valve opening / closing timing control device according to the present invention is characterized by a drive-side rotator that rotates synchronously with respect to a crankshaft of an internal combustion engine, and a coaxial arrangement disposed so as to be rotatable relative to the drive-side rotator, The driven side rotating body is formed by a driven side rotating body that rotates integrally with a camshaft for opening and closing a valve of an internal combustion engine, the driving side rotating body, and the driven side rotating body, and the driven side rotation with respect to the driving side rotating body by volume expansion. A retard chamber that moves the relative rotation phase of the body in the retard direction, an advance chamber that moves the relative rotation phase in the advance direction by volume expansion, and the relative rotation phase as the most retarded phase and the most advanced angle. The lock mechanism that can be constrained to a predetermined phase between the phase, the working fluid supply / discharge mechanism that supplies / discharges the working fluid to / from the advance chamber, the retard chamber, and the lock mechanism, and the power of the control system are cut off When the state is A first air inflow mechanism capable of communicating the corner chamber or the advance chamber with the atmosphere to allow air to flow into the retard chamber or the advance chamber and to discharge the working fluid to the outside; It is in the point prepared.

  As in this configuration, the provision of the first air inflow mechanism allows air to flow into the retarding chamber or the advance chamber, so that when the control system power is cut off, the retarding chamber or the advance chamber is turned off. The discharge of the working fluid in the corner chamber can be promoted. Therefore, it is possible to set the relative rotation phase to a predetermined phase promptly when the engine is started.

  Note that the predetermined phase is a phase on the more advanced side than the most retarded angle phase and a phase on the more retarded side than the most advanced angle phase, and is the most retarded phase and the most advanced angle phase. Absent. The same applies to the following configurations.

  Another characteristic configuration of the valve timing control apparatus according to the present invention is that the first air inflow mechanism is configured to supply air to the retard chamber or the advance chamber in a state where the rotational speed of the drive side rotating body is reduced. The point is that it is configured to flow in.

  According to this configuration, in a state where the rotational speed of the drive-side rotating body is reduced, for example, immediately after the engine is abnormally stopped, the air is allowed to flow into the retard chamber or the advance chamber, and the retard chamber or the advance chamber is The discharge of the working fluid can be promoted. Therefore, even if the engine is restarted immediately after the engine is stopped, the driven-side rotator easily rotates relative to the drive-side rotator, and the relative rotation phase can be quickly set to a predetermined phase. It becomes.

  According to another characteristic configuration of the valve timing control device according to the present invention, the first air inflow mechanism communicates with the retard chamber when the relative rotational phase is the predetermined phase in the driving side rotator. It is in the point provided in the position to do.

  When the outside air temperature is low, the engine may be stalled on the low speed rotation side where the operating state of the engine is unstable. When the engine is rotating at a low speed, the phase of the driven rotor is often in the vicinity of the most retarded phase. In this case, at the next engine start, it is necessary to move the phase of the driven-side rotator to a predetermined phase set on the advance side with respect to the most retarded phase. However, in a low temperature state, the working fluid (generally engine oil is used) has a high viscosity, so the working fluid tends to remain in the retarding chamber or the advance chamber. In this case, a large phase displacement is required from the most retarded phase when the engine is stopped to a predetermined phase, but the return operation of the driven rotor is hindered by the working fluid remaining in the retard chamber. Therefore, the relative rotational phase cannot be quickly displaced to the predetermined phase, and the restartability of the engine is deteriorated.

  With this configuration, the first air inflow mechanism communicates with the retardation chamber at least as long as the relative rotational phase is in the range from the most retarded phase including the most retarded phase and the predetermined phase to the predetermined phase. Become. Therefore, while the relative rotational phase is in the range from the most retarded phase including the most retarded phase and the predetermined phase to the predetermined phase, it is possible to flow air into the retarded chamber and discharge the working fluid in the retarded chamber. It is. As a result, the operating resistance of the driven rotating body is reduced, the relative rotational phase can be quickly displaced to a predetermined phase, and the restartability of the engine is enhanced.

  In another characteristic configuration of the valve timing control apparatus according to the present invention, the first air inflow mechanism includes an atmosphere communication path that communicates an external atmosphere opening portion and the retardation chamber or the advance chamber, and the atmosphere A valve guide path formed along the radial direction of the drive-side rotator so as to intersect the communication path, and is slidably accommodated in the valve guide path, and moves in the radial direction according to the rotational speed. And an on-off valve capable of closing and opening the atmosphere communication path.

  In this configuration, a centrifugal force corresponding to the rotational speed of the driving side rotating body acts on the on-off valve. Therefore, if the rotational speed of the drive-side rotator increases, the centrifugal force acting on the on-off valve increases, and the on-off valve moves radially outward to close the atmosphere communication path. Further, when the rotational speed of the driving side rotating body is lowered, the centrifugal force acting on the on-off valve is reduced, and the on-off valve moves radially inward to open the atmosphere communication path. That is, with such a simple configuration, the outside air is allowed to flow into the retard chamber or the advance chamber in a state where the rotational speed of the driving side rotating body is reduced, such as when the engine is stopped, and the retard angle is retarded. The discharge of the working fluid from the chamber or the advance chamber can be facilitated.

  Another characteristic configuration of the valve opening / closing timing control device according to the present invention is that the first air inflow mechanism includes an urging unit that urges the on-off valve inward in the radial direction.

  As in this configuration, when the urging means is provided, when the rotational speed of the driving side rotating body decreases and the centrifugal force acting on the on / off valve decreases, the on / off valve is moved radially inward by the urging force of the urging means. Move quickly. Therefore, when the engine is stopped, the working fluid can be quickly discharged from the retard chamber or the advance chamber.

  Another characteristic configuration of the valve timing control apparatus according to the present invention is that the atmosphere communication path is formed linearly along the direction of the rotation axis of the drive side rotator.

  With this configuration, it is only necessary to form a hole penetrating the drive side rotator as the atmospheric communication path, so that processing is easy. In addition, since the atmosphere communication path and the valve guide path are orthogonal to each other, when the opening / closing valve closes the atmosphere communication path, a gap is not easily formed between the opening / closing valve and the atmosphere communication path, and the atmosphere communication path is securely connected. Can be occluded.

  Another characteristic configuration of the valve timing control device according to the present invention is that the lock mechanism includes a locking groove formed in one of the driven side rotating body and the driving side rotating body, and the locking groove. A locking piece provided on the other of the driven side rotating body and the driving side rotating body so as to be able to be engaged and disengaged with respect to the driving groove. The relative rotational phase is constrained to the predetermined phase, and the relative rotational phase is within a range from the most retarded phase including the most retarded phase and the prescribed phase to the prescribed phase, and the drive side rotation. In the state where the rotational speed of the body is lowered, a second air inflow mechanism is provided which can communicate the locking groove and the atmosphere to allow air to flow into the locking groove.

  In order to quickly set the relative rotation phase to the intermediate lock phase when the engine is restarted, in addition to discharging the working fluid in the retard chamber or advance chamber, the lock mechanism must operate quickly and reliably. is there. Furthermore, it is conceivable that the driven-side rotator and the drive-side rotator are violently rotating relative to each other when they are fixed to a predetermined phase. In order for the locking mechanism to work reliably in such a state, the locking piece needs to be quickly engaged in the locking groove.

  In this configuration, the relative rotational phase is within the range from the most retarded phase including the most retarded phase and the prescribed phase to the prescribed phase so that the working fluid accumulated in the locking groove can be positively discharged, and the drive side rotation A second air inflow mechanism is provided that allows air to flow into the locking groove in a state where the rotational speed of the body is reduced. Therefore, the locking piece can be quickly and surely engaged with the locking groove, and the relative rotation phase can be quickly and reliably restricted to the predetermined phase. As a result, the restartability of the engine is further improved.

  Another characteristic configuration of the valve opening / closing timing control device according to the present invention is that the first air inflow mechanism has the retard chamber or the advance angle in a state where the supply pressure of the working fluid by the working fluid supply / discharge mechanism is lowered. The point is that air is introduced into the chamber.

  According to this configuration, in a state where the fluid supply pressure is lowered, that is, in a state where the control system power is cut off and the hydraulic pressure supply to the valve timing control device is stopped, air is allowed to flow into the retard chamber or the advance chamber. The discharge of the working fluid in the retard chamber or the advance chamber can be promoted. Therefore, even if the engine restart is performed immediately after the control system power is cut off, the driven-side rotator easily rotates relative to the drive-side rotator, and the relative rotation phase is quickly set to the predetermined phase. Can be set to

  Another characteristic configuration of the valve opening / closing timing control device according to the present invention is that the first air inflow mechanism has a range from the most retarded angle phase including the most retarded phase and the predetermined phase to the predetermined phase. In this case, the retard chamber is communicated with the atmosphere.

  When the outside air temperature is low, the engine may be stalled on the low speed rotation side where the operating state of the engine is unstable. When the engine is rotating at a low speed, the phase of the driven rotor is often in the vicinity of the most retarded phase. In this case, at the next engine start, it is necessary to move the phase of the driven-side rotator to a predetermined phase set on the advance side with respect to the most retarded phase. However, in a low temperature state, the working fluid (generally engine oil is used) has a high viscosity, so the working fluid tends to remain in the retarding chamber or the advance chamber. In this case, a large phase displacement is required from the most retarded phase at which the engine is stopped to a predetermined phase, but the return operation of the driven-side rotator is hindered by the remaining working fluid. Therefore, the relative rotational phase cannot be quickly displaced to the predetermined phase, and the restartability of the engine is deteriorated.

  With this configuration, while the relative rotational phase is in the range from the most retarded phase including the most retarded phase and the predetermined phase to the predetermined phase, air is introduced into the retarded chamber, and the working fluid in the retarded chamber is allowed to flow. It is possible to discharge. As a result, the operating resistance of the driven rotating body is reduced, the relative rotational phase can be quickly displaced to a predetermined phase, and the restartability of the engine is enhanced.

  Another characteristic configuration of the valve timing control apparatus according to the present invention is that the first air inflow mechanism is provided at a position adjacent to the retard chamber in the drive side rotor, and the relative rotation phase is the latest. A communication path that communicates the retard chamber and the first air inflow mechanism when the angular phase and the most retarded phase including the predetermined phase are within a range from the predetermined phase to the predetermined phase. It is in the point formed in.

  As in this configuration, the communication path is provided in the outer peripheral portion of the driven-side rotator, so that the communication function when the driven-side rotator is in the range from the most retarded phase including the most retarded phase and the prescribed phase to the prescribed phase. Is surely demonstrated. Moreover, in order to form a communicating path in the outer peripheral part of a driven side rotary body, it is easy by forming a groove | channel in the outer peripheral part of a driven side rotary body, or chamfering an outer peripheral corner | angular part along the circumferential direction, for example. The first air inflow mechanism can be configured easily.

  In another characteristic configuration of the valve timing control device according to the present invention, the first air inflow mechanism communicates with a mechanism space in which a working fluid can be filled, and the mechanism space and the retard chamber or the advance chamber. A first communication port, a second communication port that communicates the mechanism space with an external atmosphere opening portion, and a ball that is provided inside the mechanism space and that can close and open the second communication port. It is in the point prepared.

  As in this configuration, by configuring the member that closes / opens the second communication port in the first air inflow mechanism with a ball, the ease of movement of the ball that functions as a valve element is increased. This ball can be contacted with the working fluid flowing in through the first communication port and in contact with the air flowing in through the second communication port when installed in the mechanism space. It is. That is, it moves easily according to the magnitude relationship between the pressure of the working fluid and the pressure of air. As a result, in a state where the pressure of the working fluid is increased, the ball is pressed against the second communication port, and the second communication port is blocked. On the other hand, when the pressure of the working fluid decreases or when the working fluid flows out of the mechanism space, it moves in a direction away from the second communication port, and allows air to flow into the mechanism space from the outside.

  Therefore, when the control system power is cut off and the pressure of the working fluid is reduced, the outside air is allowed to flow into the mechanism space, and the discharge of the working fluid from the retard chamber and the advance chamber is promoted. can do.

  Another characteristic configuration of the valve timing control apparatus according to the present invention is that the first air inflow mechanism includes an urging unit that urges the ball in a direction away from the second communication port.

  By providing the urging means as in this configuration, the ball can be quickly separated from the second communication port when the pressure of the working fluid decreases. Therefore, when the electric power of the control system is interrupted, the working fluid can be quickly discharged from the retard chamber or the advance chamber.

  According to another characteristic configuration of the valve timing control device according to the present invention, the locking mechanism includes a locking groove formed in one of the driven side rotating body and the driving side rotating body, and the locking groove. A locking piece provided on either one of the driven-side rotating body and the driving-side rotating body so that the locking-side can be engaged and disengaged with respect to the locking groove. The relative rotational phase is constrained to the predetermined phase, the relative rotational phase is in the range from the most retarded phase including the most retarded phase and the prescribed phase to the prescribed phase, and the supply pressure is It is in the point provided with the 2nd air inflow mechanism which can make air flow in into the above-mentioned stop slot in the state where it lowered.

  In order to quickly set the relative rotation phase to the intermediate lock phase when the engine is restarted, in addition to discharging the working fluid in the retard chamber or advance chamber, the lock mechanism must operate quickly and reliably. is there. Furthermore, it is conceivable that the driven-side rotator and the drive-side rotator are violently rotating relative to each other when they are fixed to a predetermined phase. In order for the locking mechanism to work reliably in such a state, the locking piece needs to be quickly engaged in the locking groove.

  In this configuration, the relative rotational phase is within the range from the most retarded phase including the most retarded phase and the predetermined phase to the predetermined phase so that the working fluid accumulated in the locking groove can be positively discharged. A second air inflow mechanism is provided that allows air to flow into the locking groove in a state where the supply pressure is lowered. Therefore, the locking piece can be quickly and surely engaged with the locking groove, and the relative rotation phase can be quickly and reliably restricted to the predetermined phase. As a result, the restartability of the engine is further improved.

It is a figure which shows the whole structure of the valve timing control apparatus which concerns on this invention. It is II-II sectional drawing of FIG. 1, Comprising: It is a figure which shows a locked state. It is sectional drawing of the valve timing control apparatus when a lock | rock is cancelled | released. It is sectional drawing of the valve timing control apparatus figure in an operation state. It is sectional drawing of the valve opening / closing timing control apparatus figure when a relative rotational phase reaches | attains a super retard angle area | region. It is sectional drawing which shows operation | movement of a 1st air inflow mechanism. It is a disassembled perspective view which shows the structure of a 1st air inflow mechanism. It is a fragmentary sectional view showing the relation between the 2nd air inflow mechanism at the time of a lock state, and a lock mechanism. It is IX-IX sectional drawing of FIG. It is a figure which shows the whole structure of the valve timing control apparatus which concerns on another embodiment. It is the figure which combined XI-XI sectional drawing and oil path system of FIG. It is an expanded sectional view of the part of the lock mechanism concerning another embodiment. It is sectional drawing of the valve timing control apparatus which concerns on another embodiment in an operation state. It is sectional drawing of the valve opening / closing timing control apparatus which concerns on another embodiment when a relative rotational phase reaches | attains a super retard angle area | region. It is a schematic diagram which shows arrangement | positioning of the check valve which concerns on another embodiment. It is sectional drawing which shows the structure of the check valve which concerns on another embodiment.

  An embodiment in which the present invention is applied to an automobile engine as a valve opening / closing timing control device on an intake valve side will be described with reference to FIGS. 2 to 5 are cross-sectional views taken along the line II-II of FIG. 1 and are viewed from the side of the rear plate, which will be described later, from the side of the front plate 22, which will be described later.

〔overall structure〕
As shown in FIGS. 1 and 2, the valve timing control apparatus according to the present embodiment includes an external rotor 1 as a drive side rotating body that rotates synchronously with a crankshaft (not shown) of an engine (internal combustion mechanism), and an engine. And a camshaft 3 that opens and closes an intake valve or an exhaust valve of the combustion chamber and an internal rotor 2 as a driven side rotating body that rotates coaxially and integrally.

  The outer rotor 1 and the inner rotor 2 are configured to be relatively rotatable around a common relative rotation axis X, and a fluid pressure chamber 40 is formed between the outer rotor 1 and the inner rotor 2. The fluid pressure chamber 40 is divided into a retard chamber 42 and an advance chamber 43 by a vane 5 disposed inside. The relative rotation axis X corresponds to the rotation axis in the present invention. The vanes 5 project from the outer periphery of the internal rotor 2, and when the volume of the retard chamber 42 is increased by supplying hydraulic oil (an example of a working fluid), the relative rotation phase of the internal rotor 2 with respect to the external rotor 1 is retarded. It is displaced to. On the contrary, when the volume of the advance chamber 43 is increased by supplying hydraulic oil, the relative rotational phase is displaced to the advance side. Thereby, the rotation phase of the camshaft 3 with respect to the rotation phase of the crankshaft is changed to realize control of the opening / closing timing of the intake valve or the exhaust valve.

  A camshaft 3 is disposed coaxially with the relative rotation axis X and this camshaft 3 is connected to the internal rotor 2. The internal rotor 2 is fitted to the external rotor 1 so as to be capable of relative rotation within a predetermined relative rotational phase range. A front plate 22 is disposed on one surface of the external rotor 1, and a rear plate 23 is disposed on the other surface of the external rotor 1, and these are fixed to the external rotor 1 via bolts 25. Due to such a structure, the inner rotor 2 is disposed at a position sandwiched between the front plate 22 and the rear plate 23.

  A timing sprocket 20 is integrally formed on the outer periphery of the rear plate 23. A power transmission member 24 such as a timing chain and a timing belt is installed between the timing sprocket 20 and a gear attached to the crankshaft of the engine.

  When the engine is in operation, the rotational driving force of the crankshaft is transmitted to the timing sprocket 20 via the power transmission member 24, and the external rotor 1 is rotationally driven in the rotational direction S shown in FIG. In conjunction with this rotation, the internal rotor 2 rotates in the rotational direction S to rotate the camshaft 3, and the drive rotation of a cam (not shown) provided on the camshaft 3 causes the intake valve or exhaust valve of the engine to rotate. Opening and closing operations are performed.

  Engine oil is used as the working oil (working fluid), and the valve timing control device sets the relative rotational phase of the external rotor 1 and the internal rotor 2 to a lock phase between the most retarded angle phase and the most advanced angle phase. A locking mechanism 6 for restraining is provided. The lock phase corresponds to the predetermined phase according to the present invention. The lock mechanism 6 holds (locks) the outer rotor 1 and the inner rotor 2 at a set relative rotational position in a situation where the hydraulic oil pressure is not stable immediately after the engine is started. The rotation phase of the shaft 3 is properly maintained, and stable rotation of the engine appears.

  Although not shown in the drawing, a crank angle sensor for detecting the rotation angle of the crankshaft of the engine and a camshaft triangle sensor for detecting the rotation angle of the camshaft 3 are provided. The ECU 9 (electronic control unit) that controls the valve timing control apparatus according to the present invention detects the relative phase between the external rotor 1 and the internal rotor 2 from the detection results of the crank angle sensor and the camshaft triangular sensor. Then, it is determined whether the relative rotational phase is on the advance side or the retard side with respect to the lock phase.

  Although not shown in the drawing, the ECU 9 forms a signal system for acquiring information such as ignition key ON / OFF information and information from an oil temperature sensor for detecting the oil temperature of the engine oil. The control information of the optimal relative rotation phase according to the state is stored. The ECU 9 controls the relative rotational phase between the external rotor 1 and the internal rotor 2 from information on the operating state (engine speed, cooling water temperature, etc.) and the control information described above.

  Hereinafter, the structure of the valve timing control apparatus according to the present invention will be described in detail.

(Fluid pressure chamber)
As shown in FIG. 2, the outer rotor 1 is provided with a plurality of protrusions 4 functioning as shoes that protrude in the radially inward direction and spaced apart from each other along the rotational direction. The inner rotor 2 is fitted in a state where the outer periphery of the inner rotor 2 is in contact with the inner peripheral surfaces of the plurality of protrusions 4 formed in this way. Further, a fluid pressure chamber 40 is formed in a space between adjacent ones of the plurality of protrusions 4.

  A vane 5 groove 41 is formed in a portion of the outer peripheral portion of the inner rotor 2 facing each fluid pressure chamber 40, and a plate-like vane 5 is fitted and fixed in the vane 5 groove 41. The vane 5 is slidably disposed on the inner peripheral surface of the fluid pressure chamber 40, the inner surface of the front plate 22, and the inner surface of the rear plate 23, and the vane 5 is disposed in the fluid pressure chamber 40 as described above. The interior is arranged at a position that partitions the advance chamber 43 and the retard chamber 42 adjacent to each other along the relative rotational direction (the directions of the arrows S1 and S2 in FIG. 2).

  The advance chamber 43 communicates with the advance passage 11 formed in the inner rotor 2, and the retard chamber 42 communicates with the retard passage 10 formed in the inner rotor 2. The retard passage 10 and the advance passage 11 are connected to a hydraulic circuit 7 connected to an oil pan 75 of the engine.

  In this valve opening / closing timing control device, gaps are formed between the inner rotor 2 and the front plate 22 and between the inner rotor 2 and the rear plate 23 so that the hydraulic oil slightly leaks. The hydraulic oil leaks slightly even through the movable part. Further, the leaked hydraulic oil is collected by the oil pan 75.

[Hydraulic circuit]
The hydraulic circuit 7 is driven by the driving force of the engine, and as shown in FIG. 1, as shown in FIG. OCV 176 also functions as a lock control valve. A predetermined port of the OCV 176 communicates with each of the advance passage 11, the retard passage 10, and the lock piece hydraulic fluid passage 63 communicating with the lock recesses 162A and 162B serving as locking grooves. The OCV 176 is controlled by the ECU 9.

  By controlling the OCV 176, the ECU 9 is supplied to the advance chamber 43, the retard chamber 42, and the lock recesses 162A and 162B via the advance passage 11, the retard passage 10, and the lock piece hydraulic fluid passage 63. Control hydraulic fluid. As a result, between the most advanced angle phase (relative rotation phase when the volume of the advance chamber 43 is maximized) and the most retarded phase (relative rotation phase when the volume of the retard chamber 42 is maximized). While performing phase control, the lock piece is operated in the unlocking direction. A description of the operation of the OCV 176 is omitted here.

  The OCV 176 is configured as a spool type, and is configured to be able to finely adjust the supply / discharge amount of hydraulic oil by setting the opening degree by adjusting the duty ratio of the power supplied to the electromagnetic solenoid. .

[Torsion spring]
As shown in FIG. 1, a torsion spring 8 that biases the relative rotational phase of the internal rotor 2 toward the advance side is provided between the front plate 22 and the internal rotor 2. The torsion spring 8 urges the inner rotor 2 in the direction indicated by the arrow S2 (advance angle side) with respect to the outer rotor 1 in FIG. This eliminates a phenomenon in which the relative phase of the internal rotor 2 that rotates integrally with the camshaft 3 tends to lag behind the rotation of the external rotor 1 due to the resistance that the camshaft 3 receives from the valve spring.

[Lock mechanism]
As shown in FIGS. 2 and 8, the lock mechanism 6 is related to a retard angle lock portion 6 </ b> A and an advance angle lock portion 6 </ b> B provided in the outer rotor 1, and a part of the sliding outer peripheral surface 2 </ b> A of the inner rotor 2. A lock recess 162A and a lock recess 162B formed as stop grooves are provided. The retard lock portion 6A and the advance lock portion 6B are plate-like retard lock pieces 60A and advance lock pieces 60B that are supported so as to be slidable in the radial direction with respect to the external rotor 1. An example of a stop piece) and a spring 61 that projects and urges each lock piece 60A, 60B in the direction of the lock recess 162A, 162B. As the shape of each lock piece 60A, 60B, a pin shape or the like can be appropriately employed in addition to the plate shape shown in the present embodiment.

  The retard lock portion 6A reaches the lock position where the retard lock piece 60A engages with the lock recess 162A, so that the inner rotor 2 is retarded with respect to the outer rotor 1 (the direction indicated by S1 in FIG. 2). ) To prevent relative rotation. The advance angle lock portion 6B reaches the lock position where the advance angle lock piece 60B engages with the lock recess 162B, so that the internal rotor 2 is advanced with respect to the external rotor 1 (the direction indicated by S2 in FIG. 2). ) To prevent relative rotation.

  From such a configuration, when the retard lock portion 6A is engaged in the lock recess 162A, or the advance lock portion 6B is engaged in the lock recess 162B, The phase change to either the retard side or the advance side is restricted, and the phase change to the other is allowed.

  As shown in FIG. 2, the relative rotation phase of both rotors 1 and 2 is locked by simultaneously engaging both the retard lock piece 60A and the advance lock piece 60B into the lock recess 162A and the lock recess 162B, respectively. Lock to the phase.

  The lock recess 162 </ b> B communicates with a lock piece hydraulic oil passage 63 formed in the internal rotor 2, and the lock piece hydraulic oil passage 63 is connected to a predetermined port in the OCV 76 of the hydraulic circuit 7. The lock recess 162A and the lock recess 162B communicate with each other via a communication groove 162C formed along the circumferential direction. As a result, when the hydraulic oil is supplied from the OCV 176 to the lock piece hydraulic oil passage 63, the retard lock piece 60A and the advance lock piece 60B are resisted against the biasing force of the spring 61 as shown in FIG. For example, as shown in FIG. 4, the external rotor 1 and the internal rotor 2 can be rotated relative to each other to release the lock.

  162 A of lock recessed parts are formed in the level | step difference shape in the circumferential direction. The shallow portion of the lock recess 162A is formed on the advance side of the deep portion of the lock recess 162A. The lock recess 162B is formed in the same manner. The circumferential length of the deep portion of the locking recess 162A is shorter than the circumferential length of the deep portion of the locking recess 162B. In addition, the circumferential length of the shallow portion of the lock recess 162A is longer than the circumferential length of the shallow portion of the lock recess 162B.

  With this configuration, the timing at which the lock piece 60A is engaged with the shallow portion of the lock recess 162A and the timing at which the lock piece 60B is engaged with the shallow portion of the lock recess 162B can be made different. Also, the timing at which the lock piece 60A engages with the deep portion of the lock recess 162A and the timing at which the lock piece 60B engages with the deep portion of the lock recess 162B can be different. Therefore, it is possible to change the relative rotation phase to the lock phase while regulating the relative rotation phase in a certain range step by step. As a result, the certainty of the restriction of the relative rotational phase to the lock phase by the lock mechanism 6 is increased.

[First air inflow mechanism and second air inflow mechanism]
In this valve opening / closing timing control device, when the engine speed is low, the internal rotor 2 is relatively rotated relative to the external rotor 1 in the retarding direction, and conversely, the engine speed is high. In some cases, the control mode of the ECU 9 is set so that the internal rotor 2 is rotated relative to the external rotor 1 in the advance direction.

  Therefore, when the engine is stopped, the stopped state is reached at a relative rotation angle at which the inner rotor 2 reaches the retarding direction with respect to the outer rotor 1. Thereafter, when the engine is started, the relative rotational phase of the inner rotor 2 with respect to the outer rotor 1 is changed by the biasing force of the torsion spring 8 and the supply of hydraulic oil to the advance chamber 43 under the control of the OCV 176 as shown in FIG. The engine is started by being displaced to the lock phase and set in the locked state by the lock mechanism 6.

  However, when the load increases and the engine stops abnormally, as shown in FIG. 5, the internal rotor 2 stops in a state where it reaches the most retarded angle phase that is most rotated in the retarded direction. Generally, the phase on the retard side with respect to the lock phase is referred to as a super retard region. Further, when the engine is started in a state where the relative rotational phase is in the super retard angle region, it takes time until the relative rotational phase of the internal rotor 2 reaches the lock phase, and the engine is smoothly started. Absent.

  Thus, the phenomenon that takes time until the relative rotational phase of the internal rotor 2 reaches the lock phase with respect to the external rotor 1 occurs in a state where the hydraulic oil remains in the retard chamber 42. In particular, when the engine oil is started after a long time has passed since the engine stop in a cold region, when the hydraulic oil is low temperature and the viscosity is high and the discharge from the retard chamber 42 is not smoothly performed, Not only will it take time to start the engine, but the battery will be exhausted.

  In order to eliminate this inconvenience, the valve opening / closing timing control device of the present invention includes a mechanism for discharging the hydraulic oil in the retarded angle chamber 42 from the OCV 176 when the engine is stopped or when the power of the control system is cut off. The first air inflow mechanism A1 capable of positively draining oil by allowing the outside air to enter the retarding chamber 42 or discharging the working oil directly from the retarding chamber 42 is provided. I have. Further, in order to securely engage the lock pieces 60A and 60B into the lock recesses 162A and 162B (an example of a locking groove), air is allowed to flow into the lock recesses 162A and 162B to be discharged from the lock recesses 162A and 162B. A second air inflow mechanism A2 that promotes oil is provided.

  Description of the mechanism for discharging the hydraulic oil in the retard chamber 42 from the OCV 176 is omitted here.

  As shown in FIG. 5, the first air inflow mechanism A1 is provided on the front plate 22 so as to face the most retarded portion of the retard chamber 42 from the direction of the relative rotational axis X. As shown in FIGS. 6 and 7, the first air inflow mechanism A <b> 1 includes an atmosphere communication path 151, a valve guide path 152, an on-off valve 153, and a spring 154 as an urging means. The atmosphere communication path 151 is a straight hole that penetrates the front plate 22 along the direction of the relative rotation axis X, and can communicate with the outside atmosphere opening portion 26 and the retard chamber 42 during assembly. is there. The valve guide path 152 is a hole drilled radially inward from the peripheral side surface of the front plate 22 so as to be orthogonal to the atmosphere communication path 151. The on-off valve 153 is a member having a shape corresponding to the inner peripheral shape of the valve guide path 152 and has a bottomed hollow portion. The on-off valve 153 is disposed in the valve guide path 152 so as to be slidable inward and outward in the radial direction along the inner peripheral surface of the valve guide path 152. The spring 154 is disposed in the hollow portion of the on-off valve 153 so as to urge the on-off valve 153 radially inward.

  When the valve opening / closing timing control device operates, a centrifugal force corresponding to the rotational speed of the external rotor 1 (front plate 22) acts on the opening / closing valve 153. When the rotational speed of the external rotor 1 increases and the centrifugal force becomes larger than the urging force of the spring 154, the on-off valve 153 moves radially outward against the urging force of the spring 154 as shown in FIG. . When the on-off valve 153 is positioned on the radially outermost side of the valve guide path 152, the atmosphere communication path 151 is blocked by the outer peripheral surface of the on-off valve 153. As a result, the communication between the atmosphere opening portion 26 and the retard chamber 42 is blocked, and the air flows into the retard chamber 42 or the working oil in the retard chamber 42 is discharged from the atmosphere opening portion 26 to the outside. Nor. The inner diameter of the valve guide path 152, that is, the outer diameter of the on-off valve 153 is set larger than the inner diameter of the atmosphere communication path 151 so that the atmosphere communication path 151 can be reliably closed by the on-off valve 153.

  A vent hole 160 is formed in the radially inner portion of the valve guide path 152, and the space between the bottom of the valve guide path 152 and the tip of the on-off valve 153 is always open to the outside. Therefore, the on-off valve 153 operates smoothly without being affected by the atmospheric pressure in the space when moving in the radial direction.

  When the rotational speed of the external rotor 1 decreases and the centrifugal force becomes smaller than the urging force of the spring 154, the on-off valve 153 moves radially inward by the urging force of the spring 154 as shown in FIG. When the on-off valve 153 is positioned on the radially innermost side of the valve guide path 152, the atmosphere communication path 151 is opened. As a result, the atmosphere opening portion 26 and the retarding chamber 42 communicate with each other so that air can flow into the retarding chamber 42 and the hydraulic oil in the retarding chamber 42 can be discharged to the outside. It becomes.

  As shown in FIG. 7, a pin hole 159 b is formed in the front plate 22 on the radially outer side of the air communication path 151 so as to be orthogonal to the valve guide path 152. After the on-off valve 153 and the spring 154 are disposed in the valve guide path 152, the retaining pin 159a is fitted into the pin hole 159b. As a result, as shown in FIG. 6B, the on-off valve 153 can abut against the pin 159 and hold its position when the atmospheric communication path 151 is closed. Further, the inner diameter of the pin hole 159b is set smaller than the inner diameter of the valve guide path 152a. Therefore, as shown in FIG. 6A, when the open / close valve 153 is positioned radially inward and the atmospheric communication passage 151 is opened, the retard chamber 42 is interposed through the gap between the valve guide passage 152 and the pin 159a. Communicates with the atmosphere. That is, more air can flow into the retarding chamber 42.

  The front plate 22 is assembled to the external rotor 1 so that the atmosphere communication path 151 communicates with the position on the most retarded side of the retard chamber 42. Thus, when at least the relative rotational phase is in the range from the most retarded phase including the most retarded phase and the predetermined phase to the lock phase, the first air inflow mechanism A1 communicates with the retarded chamber 42, and the retarded chamber It is possible to promote the discharge of the hydraulic oil 42. However, the arrangement of the first air inflow mechanism A1 is merely an example, and the first air inflow mechanism A1 communicates with the retard chamber 42 in the state where the relative rotational phase is the lock phase. What is necessary is just to be arrange | positioned.

  Hereinafter, when “range from the most retarded phase to the lock phase” is described, the most retarded phase and the lock phase are included in the range.

  The first air inflow mechanism A1 performs air inflow into the retard chamber 42, but may be configured such that air flows into the advance chamber 43 by the first air inflow mechanism A1. The first air inflow mechanism A1 is ideally provided with the same number as the number of retarding chambers 42, but may be provided with a number smaller than the number of retarding chambers 42.

  The second air inflow mechanism A2 is basically the same as the configuration of the first air inflow mechanism A1, and is formed on the front plate 22 along the relative rotational axis X direction as shown in FIGS. , An atmosphere communication path 155 capable of communicating with the atmosphere opening portion 26 and the lock recess 162B, a valve guide path 156 formed along the radial direction so as to be orthogonal to the atmosphere communication path 155, and slidable in the valve guide path 156 An on-off valve 157 is provided, and a spring 158 that biases the on-off valve 157 radially inward. The on-off valve 157 closes the atmospheric communication passage 155 when the rotation speed of the external rotor 1 is high, and opens the atmospheric communication passage 155 when the rotation speed of the external rotor 1 is reduced, thereby opening the lock recess 162A and the lock. The recess 162B and the air release part 26 are communicated to realize air feeding.

  However, the second air inflow mechanism A2 is different from the first air inflow mechanism A1 in the following points. As shown in FIG. 8, the atmosphere communication path 155 is formed in the front plate 22 so as to communicate with the end portion on the most retarded side of the lock recess 162B when the relative rotation phase is the lock phase. That is, in the state where the relative rotation phase is in the range from the most retarded phase to the lock phase, the atmosphere communication path 155 communicates with the lock recess 162A as shown in FIGS. On the other hand, in a state where the relative rotational phase is a phase advanced from the lock phase, as shown in FIG. 4, the lock concave portion 162 </ b> B is displaced from the atmospheric communication passage 155 toward the advance side, and the atmospheric communication passage 155. And the lock recess 162A do not communicate with each other.

  From such a configuration, as shown in FIG. 5, when the engine is stopped in a state where the relative rotation phase is in the range from the most retarded phase to the lock phase, the rotation speed of the external rotor 1 is stopped by stopping the engine. Decreases. Due to the decrease in the rotational speed, the on-off valve of the first air inflow mechanism A1 reaches the innermost side in the radial direction by the urging force of the spring 154, as shown in FIG. 6A, and the atmosphere communication path 151 is opened. As a result, the outside air can be sucked from the atmosphere opening portion 26 of the front plate 22. The sucked outside air is guided to the retarding chamber 42 and promotes the discharge of the working oil by the OCV 176, and at the same time promotes the discharging of the working oil from the retarding chamber 42 due to the leakage of the working oil as described above.

  Further, in the present embodiment, since the first air inflow mechanism A1 is provided at a plurality of locations, air is sucked from the atmosphere communication passage 151 of the air inflow mechanism at the high position, and the first air inflow mechanism A1 at the low position. It is also possible to discharge the hydraulic oil directly from the atmosphere communication passage 151 to the outside. Further, in the present embodiment, as shown in FIGS. 1 to 5, in the internal rotor 2, the retarding passage 10 from the OCV 176 is branched into three around the relative rotational axis X. Therefore, compared with the configuration in which each retarding passage 10 is branched in the camshaft 3, the air that has flowed into the retarding chamber 42 from the atmosphere communication passage 151 of the first air inflow mechanism at a higher position is the retarding passage 10, The length of the flow passage is short when it flows through the branch portion 10A of the retard passage 10, the retard passage 10, and the retard chamber 42 facing the lower first air inflow mechanism. Accordingly, the hydraulic oil is discharged more quickly.

  Further, as described above, the opening / closing valve of the second air inflow mechanism A2 reaches the radially innermost side by the urging force of the spring 158 due to the decrease in the rotational speed of the external rotor 1, and the atmospheric communication passage 155 is opened. Therefore, the outside air can be sucked from the atmosphere opening portion 26. The sucked outside air is guided to the lock recess 162B and the lock recess 162A to promote the discharge of the hydraulic oil by the OCV 176, and at the same time, the discharge of the hydraulic oil from the lock recess 162A and the lock recess 162B is promoted by the leak of the hydraulic oil as described above. To do. Furthermore, the hydraulic oil in the lock recess 162A and the lock recess 162B can be directly discharged from the atmosphere communication path 155 to the outside.

  As a result, when the relative rotational phase reaches the super retard angle region when the engine is stopped, the working oil in the retard chamber 42 is actively sent by guiding the external air to the retard chamber 42. It becomes possible to discharge. Further, by allowing air to flow into the lock recess 162A and the lock recess 162B, the hydraulic oil in the lock recess 162A and the lock recess 162B is discharged to the outside.

  As described above, even when the relative rotation phase reaches the super retard angle region when the engine is stopped, the retard chamber 42 is positively discharged immediately after the engine is stopped, so that the retard chamber 42 is discharged. When the engine is started after a lapse of time from the stop, the relative rotational phase of the internal rotor 2 is quickly changed to the lock phase, and the lock mechanism 6 is locked early. It is done smoothly and the engine starts properly.

[Another embodiment]
Another embodiment of the valve timing control apparatus according to the present invention will be described with reference to FIGS. The same configuration as that of the above-described embodiment, in particular, the overall configuration (described in paragraph numbers “0044” to “0051”), the fluid pressure chamber (described in “0053” to “0056”), the torsion spring (“ Description of “0060” is omitted. In addition, the same reference numerals are assigned to the same components. FIG. 10 is a side sectional view showing the overall configuration of the valve timing control apparatus according to the present embodiment. FIG. 11 is a combination of the sectional view taken along line XI-XI in FIG. 10 and the oil passage system. FIG. 13 and FIG. 14 are cross-sectional views in each operating state of the valve opening / closing timing control device.

[Hydraulic circuit]
The hydraulic circuit 7 is driven by the driving force of the engine, and as shown in FIG. 10, as shown in FIG. 10, a hydraulic pump 70 that sends engine oil as hydraulic oil, and an electromagnetically controlled OCV 76 (an example of hydraulic oil supply / discharge mechanism that functions as a phase control valve). ) And an electromagnetically controlled OSV 77 that functions as a lock control valve. A predetermined port of the OCV 76 communicates with the advance passage 11 and the retard passage 10, and a predetermined port of the OSV 77 communicates with a lock piece hydraulic fluid passage 63 that communicates with a lock recess 62 serving as a locking groove. Yes. The OCV 76 and the OSV 77 are controlled by the ECU 9.

  The ECU 9 controls the hydraulic oil supplied to the advance chamber 43 and the retard chamber 42 via the advance passage 11 and the retard passage 10 by controlling the OCV 76, and as a result, the most advanced phase (advance chamber) The phase control is performed between the relative rotation phase when the volume of 43 is maximized and the most retarded phase (relative rotation phase when the volume of the retard chamber 42 is maximized).

  The OCV 76 is configured as a spool type, supplies the working oil to the advance chamber 43 and discharges the working oil from the retard chamber 42, supplies the working oil to the advance chamber 43, and A second state W2 in which the retard passage is closed, a third state W3 in which both the advance passage and the retard passage are closed to stop the supply and discharge of hydraulic oil, the advance passage is closed, and the delay passage is closed. It is configured to be switchable between a fourth state W4 for supplying hydraulic oil to the corner chamber 42 and a fifth state W5 for discharging hydraulic oil from the advance chamber 43 and supplying hydraulic oil to the retard chamber 42. Yes.

  The OCV 76 is configured such that the opening degree is set by adjusting the duty ratio of the electric power supplied to the electromagnetic solenoid, thereby finely adjusting the supply / discharge amount of the hydraulic oil.

  The ECU 9 operates the lock piece in the unlocking direction by controlling the OSV 77. That is, the lock mechanism 6 has a function of restricting the relative rotation phase between the external rotor 1 and the internal rotor 2 to a lock phase suitable for starting the engine.

[Lock mechanism]
As shown in FIGS. 11 and 12, the lock mechanism 6 is related to a retard angle lock portion 6 </ b> A and an advance angle lock portion 6 </ b> B provided in the external rotor 1, and a part of the sliding contact outer peripheral surface 2 </ b> A of the internal rotor 2. And a lock recess 62 formed as a stop groove. The retard lock portion 6A and the advance lock portion 6B are plate-like retard lock pieces 60A and advance lock pieces 60B that are supported so as to be slidable in the radial direction with respect to the external rotor 1. An example of a stop piece), and a spring 61 that projects and urges each lock piece 60A (an example of a locking piece) and 60B in the direction of the lock recess 62. As the shape of each lock piece 60A, 60B, a pin shape or the like can be appropriately employed in addition to the plate shape shown in the present embodiment.

  The retard lock portion 6A reaches the lock position where the retard lock piece 60A engages with the lock recess 62, so that the inner rotor 2 is retarded with respect to the outer rotor 1 (the direction indicated by S1 in FIG. 12). ) To prevent relative rotation. The advance angle lock portion 6B reaches the lock position where the advance angle lock piece 60B engages with the lock recess 62, so that the inner rotor 2 is advanced with respect to the outer rotor 1 (S2 in FIGS. 11 and 13). Relative rotation in the direction indicated by

  From such a configuration, when the retard lock portion 6A or the advance lock portion 6B is engaged in the lock recess 62, either the retard side or the advance side is set. Phase change is regulated and phase change to the other is allowed.

  As shown in FIGS. 11 and 12, both the retard lock piece 60A and the advance lock piece 60B are simultaneously engaged with the lock recess 62, thereby restricting the relative rotational phase of the rotors 1 and 2 to the lock phase. To lock.

  The lock recess 62 communicates with a lock piece hydraulic oil passage 63 formed in the internal rotor 2, and the lock piece hydraulic oil passage 63 is connected to a predetermined port in the OSV 77 of the hydraulic circuit 7. Further, a notch is formed at the projecting ends of the retard lock piece 60A and the advance lock piece 60B, and an operated surface 60F is formed on a surface of the notch facing the relative rotation axis X. Thus, when hydraulic fluid is supplied from the OSV 77, the retard lock piece 60A and the advance lock piece 60B are resisted against the biasing force of the spring 61 via the operated surface 60F as shown in FIG. The lock is released by pushing up to allow relative rotation between the outer rotor 1 and the inner rotor 2.

[First air inflow mechanism and second air inflow mechanism]
In the present embodiment, a mechanism for discharging the hydraulic oil in the retarded angle chamber 42 from the OCV 76 is provided when the engine is stopped or when the control system power is cut off, and the retarded angle chamber 42 is allowed to enter outside air. Thus, the first oil inflow mechanism A1 that discharges the hydraulic oil directly from the retard chamber 42 is provided. Further, in order to surely engage the lock pieces 60A and 60B into the lock recess 62 (an example of a locking groove), the second air inflow that promotes oil drainage of the lock recess 62 by inflowing the air of the lock recess 62. A mechanism A2 is provided.

  The mechanism that discharges the hydraulic oil in the retard chamber 42 from the OCV 76 includes a spring (not shown) that operates the spool of the OCV 76 to the first state W1 when not controlled. By setting the OCV 76 in the first state W1 in this way, the hydraulic oil is discharged from the retard chamber 42 to the oil pan 75 as described above.

  As this mechanism, in addition to the OCV 76, a dedicated valve for discharging oil when the engine is stopped may be provided, and the OCV 76 is configured to discharge oil from the retard chamber 42 and the advance chamber 43 when the engine is stopped. You may do it.

  As shown in FIGS. 15 and 16, the first air inflow mechanism A1 includes a communication space 51 as a mechanism space formed in the front plate 22, a ball 52A provided in the communication space 51, and a spring as a biasing means. 52B, a check valve 52, and a communication passage 53 formed in a groove shape on the outer peripheral portion of the inner rotor 2 so as to allow air to flow into the retard chamber 42 in a range where the relative rotational phase is from the most retarded phase to the locked phase. And. The first air inflow mechanism A1 may be configured to allow the inflow of air into the retard chamber 42 only when the relative rotational phase is in the ultra retard region.

  In the check valve 52 that constitutes the first air inflow mechanism A1, the ball 52A has a first communication port L1 that communicates with the retard chamber 42 and a second communication port L2 that communicates with the external atmosphere opening portion 26. It is arranged at an intermediate position. By this ball 52A, closing and communication (opening) between the first communication port L1 and the second communication port L2 are realized. The communication space 51 is disposed at a position adjacent to the retard chamber 42 so that external air can be sent to the retard chamber 42 at a short distance.

  The first air inflow mechanism A1 performs air inflow into the retard chamber 42, but may be configured such that air flows into the advance chamber 43 by the first air inflow mechanism A1. The first air inflow mechanism A1 is ideally provided with the same number as the number of retarding chambers 42, but may be provided with a number smaller than the number of retarding chambers 42. The check valve 52 is kept closed when the hydraulic oil pressure in the retard chamber 42 is high, and is opened when the hydraulic oil pressure in the retard chamber 42 decreases.

  The second air inflow mechanism A2 includes a communication space 51 formed in the front plate 22, a check valve 57 including a ball 57A and a spring 57B provided in the communication space 51, and a relative rotation phase from the most retarded phase to the lock phase. In this range, a communication passage 54 formed in a groove shape on the outer periphery of the inner rotor 2 so as to allow air to flow into the lock recess 62 is formed. Note that the check valve 57 communicates with the lock recess 62 by maintaining a closed state when the hydraulic oil pressure in the lock recess 62 is high, and opening when the hydraulic oil pressure in the lock recess 62 decreases. The first communication port L1 that communicates with the second communication port L2 that communicates with the atmosphere opening portion 26 realizes air feeding. Although the detailed structure of the check valve 57 is not shown in the drawings, there is basically no difference from the check valve 52 of the first air inflow mechanism A1 described above. The second air inflow mechanism A2 may be configured to allow the inflow of air into the lock recess 62 only when the relative rotational phase is in the super retard angle region.

  From such a configuration, as shown in FIG. 14, when the engine is stopped in a state where the relative rotational phase is in the rotational phase ranging from the most retarded phase to the locked phase, the retarded chamber 42 and the communication space 51 Has reached a state of communicating through the communication passage 53, and the pressure acting on the retard chamber 42 from the hydraulic oil is reduced by stopping the engine. Due to this pressure drop, the ball 52A of the check valve 52 reaches a position where the first communication port L1 and the second communication port L2 communicate with each other by the urging force of the spring 52B, opens the communication space 51, and releases the front plate 22 to the atmosphere. The outside air can be sucked from the portion 26. The sucked outside air is guided to the retarding chamber 42 and promotes the discharge of the working oil by the OCV 76, and at the same time promotes the discharging of the working oil from the retarding chamber 42 due to the leakage of the working oil as described above. In particular, the hydraulic oil in the retard chamber 42 can be discharged to the outside from the opening of the front plate 22.

  Further, as described above, when the engine is stopped in a state where the relative rotation phase is in the rotation phase in the range from the most retarded phase to the lock phase, the pressure of the lock recess 62 decreases due to the engine stop. Due to the pressure drop, the ball 57A of the check valve 57 reaches the position where the first communication port L1 and the second communication port L2 communicate with each other by the urging force of the spring 57B, and the outside air can be sucked from the outside of the front plate 22. . The sucked outside air is guided to the lock recess 62 to promote the discharge of the hydraulic oil, and at the same time, the discharge of the hydraulic oil from the lock recess 62 is promoted by the leak of the hydraulic oil as described above. In particular, the hydraulic oil in the lock recess 62 can be discharged from the opening of the front plate 22 to the outside.

[Other alternative embodiments]
(1) In the above-described embodiment, even if the relative rotation phase is any phase from the most retarded phase to the locked phase, the retarded angle chamber or the advanced angle chamber is controlled by the first air inflow mechanism and the second air inflow mechanism. In addition, although air is configured to flow into the lock recess, it is not necessarily limited thereto. The first air inflow mechanism and the second air inflow mechanism allow air to flow into the retard chamber or the advance chamber and the lock recess when the relative rotational phase is in the range from the most retarded phase to the lock phase. If possible. For example, in the range from the most retarded phase to the lock phase, there may be a configuration in which there is a range in which air does not flow into the retard chamber or advance chamber and the lock recess.

  (2) In the above-described another embodiment, a structure including a ball and a spring is shown as a check valve. However, in a situation where pressure is applied by using a flexible resin plate or the like, the resin plate is oil. It is not limited to the one using a ball and a spring, such as a check valve configured to close the passage and open the oil passage by the resin plate being freely deformed when the pressure drops.

  (3) When a check valve using a ball or poppet is configured, a spring is not always necessary, and the check valve can be configured without using a spring.

  (4) As a locking mechanism, a lock recess (an example of a locking groove) is formed in the external rotor 1 (an example of a driving side rotating body), and a locking piece is formed in the internal rotor 2 (an example of a driven side rotating body). (An example of a locking piece) may be provided.

  The present invention can be used for a valve opening / closing timing control device of an automobile or other internal combustion engine.

1 External rotor (drive side rotating body)
2 Internal rotor (driven rotor)
3 Camshaft 6 Locking Mechanism 26 Atmospheric Release Portion 42 Retarding Chamber 43 Advancement Chamber 151 Atmospheric Communication Path 152 Valve Guide Path 153 On-off Valve 154 Spring (Biasing Means)
60A Lock piece (locking piece)
60B Lock piece (locking piece)
162A Lock recess (locking groove)
162B Lock recess (locking groove)
176 OCV (Working fluid supply / discharge mechanism)
51 Communication space (mechanism space)
52A Ball 52B Spring (biasing means)
53 Communication path 62 Lock recess (locking groove)
76 OCV (Working fluid supply / discharge mechanism)
77 OSV (Working fluid supply / discharge mechanism)
A1 1st air inflow mechanism A2 2nd air inflow mechanism L1 1st series opening L2 2nd opening

Claims (13)

A drive side rotating body that rotates synchronously with the crankshaft of the internal combustion engine;
A driven-side rotating body that is coaxially disposed so as to be relatively rotatable with respect to the driving-side rotating body, and rotates integrally with a camshaft for opening and closing the valve of the internal combustion engine;
A retarding chamber formed by the drive-side rotator and the driven-side rotator and moving a relative rotation phase of the driven-side rotator with respect to the drive-side rotator in a retarded direction by volume expansion, and by volume expansion. An advance chamber that moves the relative rotational phase in an advance direction;
A lock mechanism capable of constraining the relative rotational phase to a predetermined phase between a most advanced angle phase and a most retarded angle phase;
A working fluid supply / discharge mechanism for supplying and discharging the working fluid to and from the advance chamber, the retard chamber, and the lock mechanism;
When the electric power of the control system is cut off, the retard chamber or the advance chamber is communicated with the atmosphere to allow air to flow into the retard chamber or the advance chamber, and the working fluid to the outside. A valve opening / closing timing control device comprising a first air inflow mechanism capable of being discharged.   2. The valve opening / closing timing according to claim 1, wherein the first air inflow mechanism is configured to allow air to flow into the retard chamber or the advance chamber in a state in which the rotational speed of the drive-side rotor is reduced. Control device.   3. The valve opening / closing timing control according to claim 2, wherein the first air inflow mechanism is provided at a position communicating with the retard chamber when the relative rotational phase is the predetermined phase in the driving-side rotator. apparatus. The first air inflow mechanism is
An atmosphere communication passage that communicates the outside atmosphere opening part with the retard chamber or the advance chamber;
A valve guide path formed along the radial direction of the drive-side rotator so as to intersect the atmosphere communication path;
4. The open / close valve according to claim 2, further comprising: an on-off valve that is slidably accommodated in the valve guide path, and that moves in the radial direction according to the rotational speed to close and open the atmosphere communication path. Valve opening / closing timing control device.   The valve opening / closing timing control device according to claim 4, wherein the first air inflow mechanism includes an urging unit that urges the opening / closing valve inward in the radial direction.   The valve opening / closing timing control device according to claim 4 or 5, wherein the atmosphere communication path is formed linearly along the direction of the rotational axis of the drive side rotor. The locking mechanism includes a locking groove formed in one of the driven-side rotating body and the driving-side rotating body, and the driven-side rotating body so as to be able to engage and disengage from the locking groove. And a locking piece provided on the other of the drive side rotators, and the locking piece engages with the locking groove to constrain the relative rotational phase to the predetermined phase,
In the state where the relative rotational phase is within the range from the most retarded phase including the most retarded phase and the predetermined phase to the predetermined phase, and the rotational speed of the driving side rotating body is reduced, the locking groove and the atmosphere The valve opening / closing timing control device according to any one of claims 2 to 6, further comprising a second air inflow mechanism capable of communicating air and allowing air to flow into the locking groove.   2. The first air inflow mechanism is configured to allow air to flow into the retard chamber or the advance chamber in a state where the supply pressure of the working fluid by the working fluid supply / discharge mechanism is lowered. Valve timing control device.   The first air inflow mechanism is configured to communicate the retard chamber and the atmosphere when the relative rotation phase is in a range from the most retarded phase including the most retarded phase and the predetermined phase to the predetermined phase. The valve opening / closing timing control device according to claim 8. The first air inflow mechanism is provided at a position adjacent to the retardation chamber in the driving side rotator,
A communication path that communicates the retard chamber and the first air inflow mechanism when the relative rotational phase is in the range from the most retarded phase including the most retarded phase and the predetermined phase to the predetermined phase; The valve opening / closing timing control device according to claim 9, wherein the valve opening / closing timing control device is formed on an outer peripheral portion of the driven side rotating body. The first air inflow mechanism is
A mechanism space that can be filled with a working fluid; and
A first series of openings communicating with the mechanism space and the retard chamber or the advance chamber;
A second communication port that communicates the mechanism space with an external atmosphere opening;
The valve opening / closing timing control device according to any one of claims 8 to 10, further comprising a ball provided inside the mechanism space and capable of closing and opening the second communication port.   The valve opening / closing timing control device according to claim 11, wherein the first air inflow mechanism includes a biasing unit that biases the ball in a direction away from the second communication port. The locking mechanism includes a locking groove formed in one of the driven-side rotating body and the driving-side rotating body, and the driven-side rotating body so that the locking mechanism can be engaged and disengaged from the locking groove. And a locking piece provided on either one of the driving side rotating bodies,
When the locking piece is engaged with the locking groove, the relative rotation phase is constrained to the predetermined phase,
The relative rotational phase is in a range from the most retarded phase including the most retarded phase and the predetermined phase to the predetermined phase, and air is allowed to flow into the locking groove in a state where the supply pressure is lowered. The valve opening / closing timing control device according to any one of claims 8 to 12, further comprising a possible second air inflow mechanism.

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