JP2014051919A - Valve opening-closing timing control apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a valve opening-closing timing control apparatus capable of restraining pre-ignition from occurring.SOLUTION: A valve opening-closing timing control apparatus 1, comprises: a driving-side rotational member 12 configured to synchronously rotate with a crankshaft 110 of an internal combustion engine E; a driven-side rotational member 2 configured to integrally rotate with a camshaft 101 of the internal combustion engine E and be rotatable relative to the driving-side rotational member 12; an intermediate phase retaining mechanism 6 for retaining a relative rotational phase of the driven-side rotational member 2 relative to the driving-side rotational member 12 at an intermediate phase that is a phase between the most retarded angle phase and the most advanced angle phase; a state variable acquisition unit 182 for acquiring state variables of the internal combustion engine E; and a phase controller 180 for transferring the relative rotational phase to the intermediate phase when the relative rotational phase is at a retarded angle phase relative to the intermediate phase and the state variables satisfy a predetermined condition.

Description

  The present invention relates to a valve opening / closing timing control device that controls the relative rotation phase of a driven side rotating member that rotates integrally with a cam shaft of an internal combustion engine with respect to a driving side rotating member that rotates synchronously with a crankshaft of the internal combustion engine.

  Conventionally, a valve opening / closing timing control device for controlling the opening / closing timing of one or both of an intake valve and an exhaust valve of an internal combustion engine has been used in order to improve fuel consumption of the internal combustion engine. This type of valve opening / closing timing control device controls the opening / closing timing by changing the relative rotation phase between a driving side rotating member that rotates synchronously with the crankshaft and a driven side rotating member that rotates integrally with the camshaft.

  On the other hand, in recent years, in order to meet the demand for further improvement in fuel consumption, higher compression of the air-fuel mixture introduced into the internal combustion engine has been studied. In this type of internal combustion engine, the compression ratio increases when the timing at which the intake valve is closed coincides with the timing at which the piston reaches near bottom dead center. In such a case, if the temperature of the air-fuel mixture is high, preignition that self-ignites before ignition by the spark plug may occur. The occurrence of such pre-ignition causes the wall surface temperature of the cylinder to rapidly increase, causing a decrease in the output of the internal combustion engine and a rotation failure. Then, the technique which suppresses generation | occurrence | production of such preignition has also been examined (for example, patent document 1).

  In the valve opening / closing timing control device described in Patent Document 1, the relative rotation phase between the drive side rotation member and the driven side rotation member (hereinafter referred to as “relative rotation phase”) is between the most retarded angle phase and the most advanced angle phase. An intermediate phase holding mechanism for holding the intermediate phase is provided. This valve opening / closing timing control device controls the relative rotational phase to a phase on the retarded side with respect to the intermediate phase before stopping if the state quantity related to the internal combustion engine satisfies the set condition when the internal combustion engine is stopped. If the state quantity related to the internal combustion engine does not satisfy the set condition when the internal combustion engine is stopped, the relative rotation phase is controlled to the intermediate phase before the stop. Further, after the operation of the internal combustion engine is stopped, when the state quantity related to the internal combustion engine does not satisfy the set condition, the relative rotational phase is controlled to the intermediate phase.

Japanese Patent No. 4687964

  The control described in Patent Document 1 is performed when the internal combustion engine is stopped for a short time such as an idle stop, for example. Therefore, it is not assumed that the control is performed when the operation of the internal combustion engine is stopped by operating the ignition key instead of the idle stop. For this reason, if the internal combustion engine is stopped in a high temperature state and then restarted before the temperature decreases, preignition may occur.

  In view of the above problems, an object of the present invention is to provide a valve opening / closing timing control device capable of reliably suppressing the occurrence of pre-ignition.

The characteristic configuration of the valve timing control apparatus according to the present invention for achieving the above object is as follows:
A drive-side rotating member that rotates synchronously with the crankshaft of the internal combustion engine;
A driven side rotating member that rotates integrally with the cam shaft of the internal combustion engine and is rotatable relative to the driving side rotating member;
A fluid pressure chamber formed by the driving side rotating member and the driven side rotating member;
A retard chamber disposed in the fluid pressure chamber and moving the relative rotation phase of the driven side rotation member with respect to the drive side rotation member in the retardation direction of the relative rotation direction, and the relative rotation phase of the relative rotation phase. A vane that partitions the fluid pressure chamber into an advance chamber that is moved in an advance direction among the directions;
An intermediate phase holding mechanism for holding the relative rotational phase at an intermediate phase between the most retarded angle phase and the most advanced angle phase;
A state quantity obtaining unit for obtaining a state quantity relating to the internal combustion engine;
When the internal combustion engine is stopped, the relative rotational phase is a phase that is more retarded than the intermediate phase, and the relative rotational phase is set to the intermediate phase when the state quantity satisfies a preset setting condition. A phase control unit for shifting to a phase;
It is in the point equipped with.

  With such a characteristic configuration, when the intermediate phase is suitable as the relative rotational phase between the driving side rotational member and the driven side rotational member when starting the internal combustion engine, the phase control unit converts the relative rotational phase to the intermediate phase. Can be migrated to. Therefore, the internal combustion engine can be restarted smoothly. On the other hand, when there is a possibility that pre-ignition may occur when the internal combustion engine is restarted, the occurrence of pre-ignition can be reliably suppressed by preventing the transition to the intermediate phase.

  In addition, the state quantity acquisition unit sets at least one of the temperature of the oil flowing through the internal combustion engine, the temperature of the refrigerant that cools the internal combustion engine, and the temperature of the air introduced into the internal combustion engine as the state. It is preferable that the phase control unit shifts the relative rotational phase to the intermediate phase when the temperature as the state quantity is equal to or less than a predetermined set temperature.

  With such a configuration, for example, when performing a warm restart that restarts after the idling stop and the internal combustion engine is not cooled, or when performing a warm restart without taking time after stopping the operation Since it is possible to start with the relative rotational phase being the retarded phase, it is possible to reliably suppress the occurrence of pre-ignition. On the other hand, when restarting the internal combustion engine, when the internal combustion engine is in a cold state, the engine can be started at an intermediate phase that is a relative rotational phase suitable for such a state.

  Further, the state quantity acquisition unit acquires an elapsed time since the internal combustion engine stopped as the state quantity, and the phase control unit acquires the progress as the state quantity acquired by the state quantity acquisition unit. When the time exceeds the set time, it is preferable to shift the relative rotation phase to the intermediate phase.

  With such a configuration, when the internal combustion engine is started in a state in which the internal combustion engine is cooled after the internal combustion engine is stopped, the driving side rotating member and the driven side rotating member are used. Can be started with a retarded phase, so that the occurrence of pre-ignition can be reliably suppressed. On the other hand, when restarting the internal combustion engine, when the internal combustion engine is in a cold state, the engine can be started at an intermediate phase that is a relative rotational phase suitable for such a state.

  Further, it is preferable that the phase control unit shifts the relative rotation phase to the intermediate phase while the internal combustion engine is stopped.

  With such a configuration, the relative rotational phase can be changed in advance while the internal combustion engine is stopped. Therefore, the next time the internal combustion engine is started, since the setting to the intermediate phase is completed, the internal combustion engine can be started smoothly.

It is side sectional drawing which shows the whole structure of a valve timing control apparatus. It is the figure which showed the cross section of the intermediate | middle locked state in the II-II line | wire of FIG. It is the figure which showed the cross section of the intermediate | middle unlocking state in the II-II line | wire of FIG. It is the figure which showed the cross section of the most retarded phase state in the II-II line | wire of FIG. It is a flowchart which shows the control by a phase control part. It is sectional drawing of the valve timing control apparatus which concerns on other embodiment.

  Hereinafter, embodiments of the present invention will be described in detail. FIG. 1 is a side sectional view showing an overall configuration of a valve opening / closing timing control device 1 according to the present embodiment. 2 to 4 are cross-sectional views of various states taken along line II-II in FIG. The valve opening / closing timing control device 1 is mounted on a vehicle including an engine E as an internal combustion engine as a drive source, or a hybrid vehicle including a drive source including the engine E and an electric motor. Therefore, the valve opening / closing timing control device 1 controls the valve opening / closing timing of the engine E with respect to a drive source having at least the engine E of the engine E and the electric motor. The valve opening / closing timing control device 1 according to the present invention is configured to be able to suppress the occurrence of pre-ignition. Hereinafter, the valve timing control apparatus 1 will be described with reference to the drawings. In the following description, reference numeral E is given to the internal combustion engine.

  The valve timing control apparatus 1 includes an external rotor 12 as a driving side rotating member and an internal rotor 2 as a driven side rotating member. The external rotor 12 rotates synchronously with the crankshaft 110 of the internal combustion engine E. The internal rotor 2 is arranged coaxially so as to rotate integrally with the cam shaft 101 of the internal combustion engine E and to be relatively rotatable with respect to the external rotor 12. In the present embodiment, the valve opening / closing timing control device 1 controls the opening / closing timing of the intake valve 115 by setting the relative rotation phase (relative rotation angle) about the axis X of the external rotor 12 and the internal rotor 2. .

  The internal rotor 2 is assembled integrally with the tip of the cam shaft 101. Specifically, the inner rotor 2 is fastened and fixed to the tip end portion of the camshaft 101 by fastening bolts 20.

  The valve timing control device 1 includes a front plate 11, an external rotor 12 that is integrally provided with a timing sprocket 15, and a cam shaft 101 on the side opposite to the side to which the cam shaft 101 is connected. And a rear plate 13. The outer rotor 12 is externally mounted on the inner rotor 2 and is sandwiched between the front plate 11 and the rear plate 13 from both sides in the axial direction. In this state, the front plate 11, the external rotor 12, and the rear plate 13 are fastened and fixed by the fastening bolt 20 described above.

  When the crankshaft 110 is rotationally driven, a rotational driving force is transmitted to the timing sprocket 15 via the power transmission member 102, and the external rotor 12 is rotationally driven in the rotational direction S shown in FIG. As the external rotor 12 is driven to rotate, the internal rotor 2 is rotationally driven in the rotational direction S to rotate the camshaft 101, and the cam 116 provided on the camshaft 101 pushes down the intake valve 115 of the internal combustion engine to open it. .

  As shown in FIG. 2, the outer rotor 12 is formed with a plurality of projecting portions 14 projecting radially inward and spaced apart from each other along the rotational direction S. A pressure chamber 4 is formed. The protruding portion 14 functions as a shoe for the outer peripheral surface 2 a of the inner rotor 2. In the present embodiment, an example in which four fluid pressure chambers 4 are formed is described, but the present invention is not limited to this.

  A vane groove 21 having a radial direction of the inner rotor 2 as a depth direction is formed in a portion of the outer peripheral surface 2a facing the fluid pressure chamber 4. A part of the vane 22 is inserted into the vane groove 21 and is erected on the radially outer side. Accordingly, the vane 22 is disposed in the fluid pressure chamber 4.

  Further, the fluid pressure chamber 4 is divided into an advance chamber 41 and a retard chamber 42 along the rotation direction S by the vanes 22. When oil is supplied to the retarding chamber 42, the relative rotational phase of the inner rotor 2 with respect to the outer rotor 12 is moved (displaced) in the retarding direction S2 of the relative rotational direction. The retarding direction S2 is a direction in which the volume of the retarding chamber 42 is increased, and is a direction indicated by reference sign S2 in FIG. When oil is supplied to the advance chamber 41, the relative rotation phase is moved (displaced) in the advance angle direction S1 in the relative rotation direction. The advance angle direction S1 is a direction in which the vane 22 rotates and moves relative to the external rotor 12, and the volume of the advance angle chamber 41 increases, and is a direction indicated by reference sign S1 in FIG. A spring 23 is disposed between the vane groove 21 and the vane 22, and the vane 22 is biased radially outward. As a result, oil leakage between the advance chamber 41 and the retard chamber 42 is prevented.

  As shown in FIGS. 1 and 2, an advance passage 43 is formed in the internal rotor 2 and the cam shaft 101 so as to communicate with each advance chamber 41. A retard passage 44 is formed in the internal rotor 2 and the cam shaft 101 so as to communicate with each retard chamber 42. The advance passage 43 and the retard passage 44 are connected to a predetermined port of a first control valve 174 described later.

  By controlling the first control valve 174, the oil is supplied to, discharged from, or held in the advance angle chamber 41 and the retard angle chamber 42, and the fluid pressure of the oil is applied to the vane 22. In this way, the relative rotational phase is displaced in the advance angle direction S1 or the retard angle direction S2, or is held at an arbitrary phase.

  In addition, as shown in FIG. 1, a torsion spring 3 is provided across the inner rotor 2 and the front plate 11. The torsion spring 3 biases the internal rotor 2 toward the advance side so as to resist the average displacement force in the retard direction S2 based on the torque fluctuation of the cam shaft 101. As a result, the relative rotational phase can be displaced smoothly and quickly in the advance angle direction S1.

  With such a configuration, the inner rotor 2 can smoothly rotate relative to the outer rotor 12 around the axis X within a certain range. A certain range in which the outer rotor 12 and the inner rotor 2 can move relative to each other, that is, the phase difference between the most advanced angle phase and the most retarded angle phase corresponds to the range in which the vane 22 can be displaced inside the fluid pressure chamber 4. To do. It is the most retarded phase that the volume of the retard chamber 42 is maximized, and the most advanced angle phase that the volume of the advance chamber 41 is maximized.

  The intermediate phase holding mechanism 6 holds the external rotor 12 and the internal rotor 2 at a predetermined relative position in a situation where the fluid pressure of oil is not stable, such as immediately after the start of the internal combustion engine E, so that the external rotor 12 and the internal rotor 2 is held at an intermediate phase between the most retarded angle phase and the most advanced angle phase. By maintaining the intermediate phase in this way, the rotational phase of the camshaft 101 with respect to the rotational phase of the crankshaft 110 is properly maintained, and stable rotation of the internal combustion engine E is realized. In the present embodiment, the intermediate phase is a phase in which the opening timings of the intake valve 115 and the exhaust valve partially overlap (overlap), or the exhaust valve closing timing and the intake valve 115 opening timing. And are almost equal to each other (zero lap). As a result, if the opening timings of the intake valve 115 and the exhaust valve partially overlap, the hydrocarbon (HC) at the start of the internal combustion engine E is reduced, and the low emission internal combustion engine E is obtained. be able to. Further, if the timing at which the exhaust valve is closed and the timing at which the intake valve 115 is opened are substantially the same, the internal combustion engine E having good startability and idling stability in the cold region can be obtained. .

  As shown in FIGS. 1 and 2, the intermediate phase holding mechanism 6 includes an intermediate lock passage 61, two intermediate lock grooves 62, a housing portion 63, a plate-like intermediate lock member 64, a spring 65, It is configured with.

  The intermediate lock passage 61 is formed in the inner rotor 2 and the camshaft 101 and connects the intermediate lock groove 62 and a second control valve 175 described later. By controlling the second control valve 175, the supply and discharge of oil to and from the intermediate lock groove 62 can be switched independently. The intermediate lock groove 62 is formed on the outer peripheral surface 2a of the inner rotor 2, and has a certain width in the relative rotational direction. The accommodating part 63 is formed in two places of the external rotor 12. The two intermediate lock members 64 are disposed in the respective accommodating portions 63 and can be withdrawn and retracted from the accommodating portions 63 in the radial direction. The spring 65 is disposed in the accommodating portion 63 and biases each intermediate lock member 64 radially inward, that is, toward the intermediate lock groove 62 side.

  When oil is discharged from the intermediate lock groove 62, each intermediate lock member 64 protrudes into the intermediate lock groove 62. As shown in FIG. 2, when both the intermediate lock members 64 enter the intermediate lock groove 62, the intermediate lock members 64 are simultaneously locked to both ends in the circumferential direction of the intermediate lock groove 62. As a result, the relative rotational movement of the inner rotor 2 with respect to the outer rotor 12 is restricted, and the relative rotational phase is held at the intermediate lock phase. When oil is supplied to the intermediate lock groove 62 by controlling the second control valve 175, as shown in FIG. 3, both intermediate lock members 64 are retracted from the intermediate lock groove 62 to the accommodating portion 63, and the relative rotation phase is reached. The inner rotor 2 becomes relatively rotatable. Hereinafter, a state in which the intermediate phase holding mechanism 6 restrains the relative rotational phase to the intermediate phase is referred to as an “intermediate lock state”. A state in which the intermediate lock state is released is referred to as an “intermediate lock release state”.

  As the shape of the intermediate lock member 64, a pin shape or the like can be appropriately adopted in addition to the plate shape shown in the present embodiment.

  Of the two intermediate lock grooves 62, the intermediate lock groove 62 on the side of the retarding direction S2 (groove that restricts the displacement of the relative rotational phase in the advance direction S1) is a radial direction stepwise along the retard direction S2. It has a ratchet structure with a deep depth. As a result, the intermediate lock member 64 is regulated in stages, and the intermediate lock member 64 can easily enter the intermediate lock groove 62. The intermediate lock passage 61 is bifurcated in the middle of the inner rotor 2 and connected to each intermediate lock groove 62.

  The most retarded angle locking mechanism 7 holds the outer rotor 12 and the inner rotor 2 at a predetermined relative position during low speed rotation such as idling operation, thereby restraining the relative rotation phase to the most retarded angle phase. That is, since the internal rotor 2 does not move relative to each other regardless of the displacement force in the retard direction S2 and the advance direction S1 based on the torque fluctuation of the cam shaft 101, a stable idling operation state can be realized. In the present embodiment, the most retarded angle phase is a phase that opens at a timing later than the closing timing of the exhaust valve, and avoids pre-ignition in the warm region of the internal combustion engine E while avoiding preignition. This is a phase that can ensure startability.

  As shown in FIG. 2, the most retarded angle locking mechanism 7 includes a most retarded angle lock passage 71, a most retarded angle lock groove 72, a housing portion 73, a plate-shaped most retarded angle lock member 74, and a spring 75. And. The most retarded angle lock passage 71 is branched from the advance angle passage 43. The most retarded angle lock member 74 is the same member as the intermediate lock member 64 on the advance angle direction S1 side of the two intermediate lock members 64 (a member that restricts displacement of the relative rotation phase in the retard angle direction S2). . Similarly, the accommodation portion 73 is the same as the accommodation portion 63 on the side of the advance direction S <b> 1 among the two accommodation portions 63, and the spring 75 is the same as the spring 65 disposed in the accommodation portion 63.

  In such a configuration, when oil is discharged from the most retarded angle lock groove 72, the most retarded angle lock member 74 projects into the most retarded angle lock groove 72. As shown in FIG. 4, when the most retarded angle lock member 74 enters the most retarded angle lock groove 72, the most retarded angle lock member 74 is engaged with the most retarded angle lock groove 72, and the outer rotor 12 of the inner rotor 2. The relative rotational movement with respect to is restricted, and the relative rotational phase is held at the most retarded phase. When the first control valve 174 is controlled to shift the relative rotational phase to the advance side, oil is supplied to the most retarded angle lock groove 72 and the most retarded angle lock member 74 is received from the most retarded angle lock groove 72. Retire to part 73. That is, the constraint on the relative rotational phase is released. Hereinafter, the state in which the most retarded angle locking mechanism 7 restrains the relative rotational phase to the most retarded angle phase is referred to as a “most retarded angle locked state”. The state in which the most retarded lock state is released is referred to as a “most retarded lock release state”.

  When the relative rotational phase is a phase other than the most retarded angle phase, the most retarded angle lock member 74 is displaced with respect to the most retarded angle lock groove 72 and therefore only makes sliding contact with the outer peripheral surface 2 a of the inner rotor 2. . As the shape of the most retarded angle locking member 74, a pin shape or the like can be appropriately employed in addition to the plate shape shown in the present embodiment.

  In such a configuration, if the power supply to the second control valve 175 is stopped in the intermediate lock state as shown in FIG. 2, the intermediate lock release state is obtained as shown in FIG. After that, as long as the power supply to the second control valve 175 continues to be stopped, the oil is continuously supplied to the intermediate lock groove 62, so that the intermediate lock member 64 does not enter the intermediate lock groove 62.

  As shown in FIG. 4, when the relative rotation phase is displaced to the most retarded phase and the most retarded lock member 74 faces the most retarded lock groove 72, the most retarded lock member 74 (64) is the most retarded. It enters into the lock groove 72 and becomes the most retarded lock state.

  Thus, with the configuration of the present embodiment, the configuration can be simplified, the number of parts can be reduced, and the manufacturing cost can be reduced. Further, since the intermediate lock member 64 and the most retarded angle lock member 74 are shared, there is a space in the outer rotor 12 in the circumferential direction, and four fluid pressure chambers 4 are provided as shown in FIG. it can. As a result, the force for displacing the relative rotational phase is increased, and a rapid phase displacement can be realized. It is also possible to widen the circumferential range of the fluid pressure chamber 4 to widen the range in which the relative rotational phase can be displaced.

  Next, the configuration of the hydraulic circuit according to the present embodiment will be described. As shown in FIG. 1, the hydraulic circuit is provided by a first pump 171 that is driven by the internal combustion engine E to supply oil, and is provided downstream of the first pump 171, and is different from the internal combustion engine E. A second pump 172 that is driven by power to supply oil and an oil reservoir 173 that is provided between the first pump 171 and the second pump 172 and can store oil are configured. The hydraulic circuit also includes a first control valve 174 that controls the supply of oil to the fluid pressure chamber 4 and the intermediate phase holding mechanism 6, and a second control valve 175 that controls the supply of oil to the intermediate phase holding mechanism 6. Have.

  The phase control unit 180 controls the operation of the second pump 172, the first control valve 174, and the second control valve 175 to control the above-described relative rotation phase. The phase control unit 180 uses an arithmetic processing unit, and may be composed of a single control device or a plurality of control devices.

  The command receiving unit 181 is configured by using an ignition key or a system ready switch mounted on the vehicle, and receives a driving permission command and a driving stop command (an ignition key or a system ready switch on / off operation) from an operator. It is configured as follows. The phase control unit 180 controls the operation based on the operation permission command and the operation stop command received by the command receiving unit 181. That is, when the operation permission command is received, the phase control unit 180 makes the internal combustion engine E and the electric motor operable. Therefore, when a driving operation such as an accelerator operation is performed in a state where the internal combustion engine E and the electric motor can be operated, the phase control unit 180 controls each functional unit in accordance with the driving operation. Further, when the operation stop command is received, the phase control unit 180 makes the internal combustion engine E and the electric motor inoperable.

  The state quantity acquisition unit 182 acquires a state quantity related to the operation of the internal combustion engine E. The state quantities relating to the operation of the internal combustion engine E are, for example, the temperature of the oil in the lubrication system 178 that flows through the internal combustion engine E, the temperature of the refrigerant that cools the internal combustion engine E, and the temperature of the air that is introduced into the internal combustion engine E. . The oil flowing through the internal combustion engine E includes oil that lubricates the internal combustion engine E (engine oil) and oil that operates the valve timing control device 1. The refrigerant corresponds to a so-called “coolant”. The air introduced into the internal combustion engine E corresponds to the air introduced into the intake port for use in generating an air-fuel mixture. In the present embodiment, the state quantity acquisition unit 182 acquires at least one of these as a state quantity. Such a state quantity acquisition unit 182 can be realized by a thermometer.

  In the present embodiment, the first pump 171 is a mechanical hydraulic pump that is driven by the rotational force transmitted from the crankshaft 110 of the internal combustion engine E. The first pump 171 sucks oil stored in the oil pan 176 from the suction port, and discharges the oil downstream from the discharge port. The discharge port of the first pump 171 communicates with the lubrication system 178 and the oil reservoir 173 of the internal combustion engine E via the filter 177. The lubrication system 178 includes all parts that require the supply of the internal combustion engine E and the surrounding oil.

  The second pump 172 is a power different from that of the internal combustion engine E, for example, an electric pump driven by an electric motor. As a result, the second pump 172 can be operated according to the operation signal from the phase control unit 180 regardless of the operation state of the internal combustion engine E. The second pump 172 sucks the oil stored in the oil reservoir 173 from the suction port, and discharges the oil from the discharge port to the downstream side. The discharge port of the second pump 172 communicates with the first control valve 174 and the second control valve 175. Specifically, the second pump 172 can supply and discharge oil to and from the retard chamber 42 and the advance chamber 41, thereby controlling the relative rotation phase. In parallel with the second pump 172, a bypass flow path 179 that connects the upstream flow path and the downstream flow path of the second pump 172 is also provided. The bypass channel 179 is provided with a check valve 179A.

  The oil reservoir 173 is provided between the first pump 171 and the second pump 172, and has a reservoir 173A that can store a certain amount of oil. The oil reservoir 173 is provided at a position that is lower than the first communication port 173B that connects the storage chamber 173A to the flow path on the downstream side of the first pump 171 and the first communication port 173B. A second communication port 173C that communicates with the flow path on the upstream side of the pump 172 and a lubrication system communication port 173D that is provided at a position higher than the first communication port 173B and communicates the storage chamber 173A with the lubrication system 178 are provided. . And the capacity | capacitance of the storage chamber 173A of the oil storage part 173 needs to supply the capacity | capacitance of the area | region lower than the 1st communication port 173B and higher than the 2nd communication port 173C by the 2nd pump 172 in the stop state of the 1st pump 171. Set to be more than a certain amount of oil.

  In the present embodiment, when the internal combustion engine E is stopped, that is, when the first pump 171 is stopped, the second pump 172 performs an operation of supplying oil to the fluid pressure chamber 4 and the intermediate phase holding mechanism 6. Therefore, the capacity of the reservoir chamber 173A of the oil reservoir 173 includes the capacity of the most retarded angle lock passage 71 of the fluid pressure chamber 4 and the intermediate phase holding mechanism 6, the piping between the reservoir chamber 173A and the second pump 172, etc. Set the capacity so that it is equal to or greater than the combined capacity. Accordingly, even when the first pump 171 is stopped, the relative rotational phase of the internal rotor 2 with respect to the external rotor 12 can be displaced to the intended phase by operating only the second pump 172. Become.

  The portion of the lubrication system 178 with which the lubrication system communication port 173D of the oil reservoir 173 communicates has a predetermined flow path resistance against the oil flow. Here, the flow resistance by the lubrication system 178 is such that the oil discharged from the first pump 171 fills the storage chamber 173A when the first pump 171 is in the operating state and the second pump 172 is in the stopped state. Furthermore, it is desirable that the flow path resistance is such that sufficient oil is supplied to the fluid pressure chamber 4 and the like via the bypass flow path 179. Such a part of the lubrication system 178 corresponds to, for example, a main gallery part, a chain tensioner part, a piston jet part or the like of the internal combustion engine E.

  Here, the amount of oil in the oil reservoir 173 changes according to the state of the internal combustion engine E. When the internal combustion engine E is stopped, no oil is supplied from the first pump 171. Here, since the lubrication system 178 and the first pump 171 communicate with the outside air, oil flows out from the lubrication system communication port 173D and the first communication port 173B, and air flows into the storage chamber 173A. On the other hand, since the second pump 172 and the check valve 179A have a sealed structure, oil in a region lower than the first communication port 173B does not flow out. Therefore, the effective capacity of the oil reservoir 173 when the internal combustion engine E is stopped is a capacity in a region lower than the first communication port 173B and higher than the second communication port 173C.

  When the first pump 171 before and after the start of the internal combustion engine E is stopped or not sufficiently operated, the second pump 172 is operated to supply oil to the fluid pressure chamber 4 or the like. The oil in 173A is sucked into the second pump 172, and the amount of oil decreases. At this time, since the portion of the lubrication system 178 that communicates with the lubrication system communication port 173D communicates with the outside air, air can flow from the lubrication system communication port 173D through the lubrication system 178. Therefore, the oil suction resistance by the second pump 172 is small. Therefore, the second pump 172 can operate even when the viscosity of the oil is high because the temperature of the oil is low.

  On the other hand, after the internal combustion engine E is started, a sufficient amount of oil is discharged by the first pump 171. Therefore, the oil is filled in the storage chamber 173A of the oil storage unit 173. At this time, since the portion of the lubrication system 178 that communicates with the lubrication system communication port 173D communicates with the outside air, the air in the storage chamber 173A is discharged from the lubrication system communication port 173D through the lubrication system 178. Further, since the lubrication system 178 has a flow path resistance against the oil flow, after the oil is filled in the storage chamber 173A, the oil in the storage chamber 173A is within a certain range due to the flow path resistance of the lubrication system 178. Kept within the pressure. Therefore, even when the second pump 172 is stopped, sufficient pressure of oil is supplied to the fluid pressure chamber 4, the intermediate phase holding mechanism 6, and the like via the bypass flow path 179. In addition, when the rotational speed of the internal combustion engine E becomes low and the oil of sufficient pressure cannot be supplied by the first pump 171, the second pump 172 can also be operated to supply oil. It is. Thereafter, when the internal combustion engine E is stopped and the second pump 172 is also stopped, the oil in the storage chamber 173A returns to the same state as the stop state of the internal combustion engine E described above.

  As the first control valve 174, for example, a variable electromagnetic spool valve that displaces a spool that is slidable in the sleeve by energization of the solenoid from the phase control unit 180 against the spring can be used. . The first control valve 174 includes an advance port that communicates with the advance passage 43, a retard port that communicates with the retard passage 44, a supply port that communicates with a flow path downstream of the second pump 172, and an oil A drain port communicating with the pan 176.

  The first control valve 174 communicates the advance port with the supply port, advances the retard port with the drain port, communicates the retard port with the supply port, and connects the advance port with the drain port. It is composed of a three-position control valve capable of performing three state controls of angle control and hold control for closing the advance port and the retard port. By performing the advance angle control, the vane 22 moves relative to the external rotor 12 in the advance angle direction S1, and the relative rotation phase is displaced toward the advance angle side. When the retard control is performed, the vane 22 relatively rotates in the retard direction S2 with respect to the external rotor 12, and the relative rotation phase is displaced to the retard side. When the hold control is performed, the vane 22 does not move relative to the rotation, and the relative rotation phase can be held at an arbitrary phase.

  When the advance angle control is performed, oil is supplied to the advance angle passage 43 and the most retarded angle lock passage 71. In the most retarded angle lock state, the most retarded angle lock passage 71 is closed by the most retarded angle lock member 74. When the most retarded angle lock member 74 is retracted from the most retarded angle lock groove 72 by the advance angle control and is in the most retarded angle unlocked state, oil is supplied to the advance angle chamber 41 via the advance angle passage 43 and the internal rotor 2. Moves relative to the advance side.

  The first control valve 174 operates under the control of the phase control unit 180 and controls the supply or discharge of oil to the advance chamber 41 and the most retarded angle lock passage 71 or the retard chamber 42. As a result, the first control valve 174 performs switching control of the locked state or the released state of the intermediate phase holding mechanism 6 and control of the relative rotational phase of the internal rotor 2 with respect to the external rotor 12. In this embodiment, when the first control valve 174 is energized, the retard control can be performed, and when the power supply to the first control valve 174 is stopped, the advance control can be performed. The first control valve 174 sets the opening degree by adjusting the duty ratio of the power supplied to the electromagnetic solenoid. Thereby, fine adjustment of the supply and discharge amount of oil is possible.

  Similarly to the first control valve 174, the second control valve 175 is configured using a variable electromagnetic spool valve. The second control valve 175 has a restriction port that communicates with the intermediate lock passage 61, a supply port that communicates with the flow path on the downstream side of the second pump 172, and a drain port that communicates with the oil pan 176. In addition, the second control valve 175 is configured as a two-position control valve capable of performing two state controls: a release control that communicates the restriction port with the supply port, and a restriction control that communicates the restriction port with the drain port. . The second control valve 175 operates under the control of the phase control unit 180 and controls the supply or discharge of oil to the intermediate lock groove 62 of the intermediate phase holding mechanism 6. In this manner, the second control valve 175 performs switching control of the restricted state or the released state of the intermediate phase holding mechanism 6.

  The second control valve 175 can switch between oil supply to the intermediate lock groove 62 and oil discharge from the intermediate lock groove 62. In the present embodiment, the second control valve 175 can discharge oil from the intermediate lock groove 62 when power is supplied, and can supply oil to the intermediate lock groove 62 when power supply is stopped. It is comprised so that it may be in a state.

  Here, in the vicinity of the crankshaft 110 of the internal combustion engine E, a crank angle sensor for detecting the rotation angle of the crankshaft 110 is provided. Further, a cam shaft angle sensor that detects the rotation angle of the cam shaft 101 is provided in the vicinity of the cam shaft 101. The phase control unit 180 detects the relative rotation phase from the detection results of the crank angle sensor and the cam shaft angle sensor, and determines which phase the relative rotation phase is in. Further, the ignition controller ON / OFF information, information indicating the temperature of each part acquired by the state quantity acquisition unit 182, and the like are transmitted to the phase control unit 180. In addition, in the memory of the phase control unit 180, optimal relative rotational phase control information corresponding to the operating state of the internal combustion engine E is stored. The phase control unit 180 controls the relative rotation phase according to the operating state of the internal combustion engine E.

  In the present embodiment, when the relative rotational phase when the internal combustion engine E is stopped is a phase that is more retarded than the intermediate phase, and the state quantity satisfies a preset setting condition, the phase control unit 180 shifts the relative rotational phase to an intermediate phase. The relative rotational phase is a rotational phase between the external rotor 12 and the internal rotor 2. The intermediate phase is a phase that is in an intermediate locked state in the present embodiment. The relative rotational phase can be detected from the detection results of the crank angle sensor and the cam shaft angle sensor as described above. In this embodiment, the state quantity is at least one of oil temperature, refrigerant temperature, and air temperature.

  In the present embodiment, the preset condition means that the temperature of the oil, the temperature of the refrigerant, and the temperature of the air are each equal to or lower than the specified set temperatures. The phase control unit 180 drives the second pump 172 and outputs the first control valve when at least one of the temperature of the oil, the temperature of the refrigerant, and the temperature of the air is equal to or lower than a predetermined set temperature. 174 and the second control valve 175 are used to shift the relative rotational phase between the outer rotor 12 and the inner rotor 2 to an intermediate phase. Thereby, even if it is a case where the internal combustion engine E cools down and it will be in a cold state after the internal combustion engine E stops, generation | occurrence | production of a pre-ignition can be suppressed reliably.

  Here, such control by the phase control unit 180 (control for shifting the relative rotational phase to the intermediate phase) is performed while the internal combustion engine E is stopped (while it is stopped). Therefore, the second pump 172, the first control valve 174, and the second control valve 175 are controlled using the electric energy from the battery, particularly the second pump 172 using an electric pump.

  Next, processing performed by the phase control unit 180 will be described with reference to the flowchart of FIG. When the operation of the internal combustion engine E is stopped (step # 01: Yes), the phase control unit 180 determines whether or not the relative rotational phase between the external rotor 12 and the internal rotor 2 is a phase retarded from the intermediate phase. Determine. This determination is made based on detection results of the crank angle sensor and the cam shaft angle sensor. When the relative rotational phase is on the retard side with respect to the intermediate phase (step # 02: Yes), it is further determined whether or not a preset setting condition is satisfied.

  When the setting condition is satisfied (step # 03: Yes), the phase control unit 180 shifts the relative rotational phase to the intermediate phase (step # 04). Then, the process ends. On the other hand, in step # 03, when the setting condition is not satisfied (step # 03: No), the phase control unit 180 maintains the current relative rotational phase (step # 05) and ends the process.

  In step # 02, when the relative rotational phase is not retarded from the intermediate phase (step # 02: No), the process is terminated as it is. In this way, the phase control unit 180 controls the relative rotation phase between the external rotor 12 and the internal rotor 2 after the operation of the internal combustion engine E is stopped.

[Other Embodiments]
In the above embodiment, the state quantity has been described as being at least one of the temperature of the oil flowing through the internal combustion engine E, the temperature of the refrigerant that cools the internal combustion engine E, and the temperature of the air introduced into the internal combustion engine E. . However, the scope of application of the present invention is not limited to this. It is also possible to make the state quantity the elapsed time after the internal combustion engine E stops. In such a case, the state quantity acquisition unit 182 can count and acquire the elapsed time, or can acquire a result counted by a separately provided counter.

  Further, when the elapsed time after the stop of the internal combustion engine E is used as the state quantity in this way, the phase control unit 180 shifts the relative rotational phase to the intermediate phase when the elapsed time exceeds the set time. It is possible. Even in such a configuration, even when the internal combustion engine E is cooled and is in a cold state after the internal combustion engine E is stopped, it is possible to reliably suppress the occurrence of pre-ignition.

  In the above embodiment, the phase control unit 180 is a case where the relative rotational phase when the internal combustion engine E is stopped is a phase on the retarded phase side with respect to the intermediate phase, and the state quantity satisfies a preset setting condition. As described above, the relative rotational phase is shifted to the intermediate phase. That is, it has been described that the outer rotor 12 and the inner rotor 2 are in an intermediate locked state. However, the scope of application of the present invention is not limited to this. When the relative rotational phase when the internal combustion engine E is stopped is a phase on the retarded phase side with respect to the intermediate phase, and the state quantity satisfies a preset setting condition, the relative rotational phase is set to the most retarded phase. Of course, it is also possible to make a transition between the phase and the intermediate lock state.

  In this case, as shown in FIG. 6, the most retarded angle lock groove 72 in the above embodiment is used as the start position lock groove 92, the most retarded angle lock member 74 is used as the start position lock member 94, and the start position lock groove 92 is used. It is preferable to communicate with the intermediate lock passage 61. With such a configuration, it is possible to control each of the most retarded angle phase, the most advanced angle phase, and the intermediate lock phase, and properly accommodates the start position lock member 94 in the start position lock groove 92. The starting position can be set. Therefore, even when the internal combustion engine E is cooled and becomes cold after the internal combustion engine E is stopped, it is possible to reliably suppress the occurrence of pre-ignition.

  INDUSTRIAL APPLICABILITY The present invention is used for a valve opening / closing timing control device that controls a relative rotation phase of a driven side rotating member that rotates integrally with a cam shaft of an internal combustion engine with respect to a driving side rotating member that rotates synchronously with a crankshaft of the internal combustion engine. Is possible.

1: Valve opening / closing timing control device 2: Internal rotor (driven rotation member)
4: Fluid pressure chamber 6: Intermediate phase holding mechanism 12: External rotor (drive side rotating member)
22: vane 41: advance chamber 42: retard chamber 101: camshaft 110: crankshaft 180: phase control unit 182: state quantity acquisition unit E: internal combustion engine (engine)
S1: Advance direction S2: Delay direction

Claims (4)

A drive-side rotating member that rotates synchronously with the crankshaft of the internal combustion engine;
A driven side rotating member that rotates integrally with the cam shaft of the internal combustion engine and is rotatable relative to the driving side rotating member;
A fluid pressure chamber formed by the driving side rotating member and the driven side rotating member;
A retard chamber disposed in the fluid pressure chamber and moving the relative rotation phase of the driven side rotation member with respect to the drive side rotation member in the retardation direction of the relative rotation direction, and the relative rotation phase of the relative rotation phase. A vane that partitions the fluid pressure chamber into an advance chamber that is moved in an advance direction among the directions;
An intermediate phase holding mechanism for holding the relative rotational phase at an intermediate phase between the most retarded angle phase and the most advanced angle phase;
A state quantity obtaining unit for obtaining a state quantity relating to the internal combustion engine;
When the internal combustion engine is stopped, the relative rotational phase is a phase that is more retarded than the intermediate phase, and the relative rotational phase is set to the intermediate phase when the state quantity satisfies a preset setting condition. A phase control unit for shifting to a phase;
A valve opening / closing timing control device comprising: The state quantity acquisition unit uses, as the state quantity, at least one of a temperature of oil flowing through the internal combustion engine, a temperature of a refrigerant that cools the internal combustion engine, and a temperature of air introduced into the internal combustion engine. Acquired,
2. The valve opening / closing timing control device according to claim 1, wherein the phase control unit shifts the relative rotation phase to the intermediate phase when the temperature as the state quantity is equal to or less than a predetermined set temperature. 3. The state quantity acquisition unit acquires an elapsed time since the internal combustion engine stopped as the state quantity,
The valve according to claim 1, wherein the phase control unit shifts the relative rotational phase to the intermediate phase when the elapsed time as the state quantity acquired by the state quantity acquisition unit exceeds a set time. Open / close timing control device.   4. The valve opening / closing timing control device according to claim 1, wherein the phase control unit shifts the relative rotational phase to the intermediate phase while the internal combustion engine is stopped. 5.

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