JP4687964B2 - Valve timing control device - Google Patents

Description

  The present invention relates to a valve opening / closing timing control device for adjusting the opening / closing timing of a valve of an internal combustion engine.

  Conventionally, there is a vehicle equipped with a valve opening / closing timing control device that adjusts the opening / closing timing of a valve of the internal combustion engine in accordance with the driving state of the internal combustion engine. The internal combustion engine is arranged coaxially so as to be rotatable relative to the drive side rotary member and a drive side rotary member for opening and closing the valve of the internal combustion engine, which rotates synchronously with the crankshaft, and rotates integrally with the camshaft. A driven-side rotating member, a fluid pressure chamber formed by the driving-side rotating member and the driven-side rotating member, and a relative rotation phase of the driven-side rotating member with respect to the driving-side rotating member are relative rotation directions. The vane that partitions the fluid pressure chamber into the retard chamber that moves in the retard direction and the advance chamber that moves the relative rotation phase in the advance direction out of the relative rotation directions, and maintains the relative rotation phase in the intermediate phase state And a fluid supply / discharge device capable of supplying and discharging fluid to and from the retard chamber and advance chamber by an electric pump capable of switching control between operation and stop. .

Vehicles equipped with the valve timing control device include vehicles that use only an engine as an internal combustion engine as drive means, and hybrid vehicles that use an internal combustion engine and an electric motor as drive means. Any vehicle may be equipped with an idling stop control function that automatically stops the operation of the internal combustion engine separately from the operation stop of the internal combustion engine in accordance with the operation stop command by the operator. .
For example, in a vehicle using only the internal combustion engine as a drive means, in order to save fuel consumption in the internal combustion engine of the vehicle, idle stop control is executed to stop the internal combustion engine when an idling state occurs at a stop by a signal or the like. In addition, in a hybrid vehicle using an internal combustion engine and an electric motor as drive means, the internal combustion engine has a low fuel efficiency efficiency and a low fuel efficiency efficiency rotation region, considering that the internal combustion engine has a high fuel efficiency rotation region and a low fuel efficiency efficiency rotation region. In the region, the driving force is supplemented by an electric motor, thereby controlling the fuel efficiency.

However, when the engine is started and stopped by the idle stop control, the operator knows in advance that the internal combustion engine starts and stops, unlike when the operation start command and the operation stop command are issued by himself. Can not. Therefore, in order to reduce the uncomfortable feeling given to the operator, it is preferable that the vibration generated at the start after the internal combustion engine is stopped in the idle stop control is as small as possible.
Generally, when the relative rotational phase of the driven side rotating member with respect to the driving side rotating member is controlled to an intermediate phase state, the startability of the internal combustion engine is good because the compression ratio of the air-fuel mixture supplied to the internal combustion engine is large. However, the vibration at the time of starting becomes large. On the other hand, when the relative rotational phase is controlled to the retarded phase state moved in the retarded direction relative to the intermediate phase state, the compression ratio becomes smaller than that in the intermediate phase state, so that vibration at the time of starting becomes relatively small. However, in the retarded phase state, the low vibration property is prioritized over the startability of the internal combustion engine, so that there is a problem that a reliable start cannot be performed in a start environment where the temperature in the combustion chamber is low.

  In the valve opening / closing timing control device described in Patent Document 1, either the intermediate phase state in which the startability of the internal combustion engine is prioritized or the retarded phase state in which the low vibration property of the internal combustion engine is prioritized is started. A method of selecting at times is adopted. That is, when the internal combustion engine is started, it is determined whether priority is given to the startability of the internal combustion engine or the low vibration property of the internal combustion engine, and at that time, the driven side rotation with respect to the drive side rotation member is determined. The relative rotational phase of the member is controlled to an intermediate phase state or a retarded phase state.

JP 2002-256910 A

In the valve opening / closing timing control device described in Patent Document 1, when the internal combustion engine is started, the relative rotational phase of the driven side rotating member with respect to the driving side rotating member is changed to the intermediate phase state or the retarded phase state at that time. I have control. However, at the stage of starting the internal combustion engine, a mechanical pump driven by transmission of the driving force of the crankshaft of the internal combustion engine cannot be used, and an electric pump having a smaller output than the mechanical pump is used as the fluid supply. Must be used as a drainage device.
In addition, when there is a long period from the stop to restart of the internal combustion engine, at the stage of starting the internal combustion engine, the temperature of the fluid decreases and its viscosity increases. Therefore, since the load of the fluid supply / discharge device becomes large, there is a problem that the fluid pressure necessary to control the relative rotation phase cannot be supplied unless the output of the fluid supply / discharge device is large.

  The present invention has been made in view of the above-mentioned problems, and its purpose is to set the relative rotational phase of the driven side rotating member with respect to the driving side rotating member in a state where priority is given to startability and a state where priority is given to low vibration properties. The valve opening / closing timing control device that can start the internal combustion engine by appropriately switching to the above is provided.

<1>
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 for opening and closing a valve of an internal combustion engine that rotates synchronously with respect to the crankshaft;
A driven-side rotating member that is coaxially disposed so as to be relatively rotatable with respect to the driving-side rotating member, and rotates integrally with the camshaft;
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 in an intermediate phase state;
A valve opening / closing timing control device comprising a pump driven by the internal combustion engine and an electric pump, and a fluid supply / discharge device capable of supplying and discharging fluid to and from the retard chamber and the advance chamber There,
State quantity detection means capable of detecting a state quantity relating to the internal combustion engine;
Command receiving means for receiving a driving permission command and a driving stop command from an operator for the driving means having at least the internal combustion engine of the internal combustion engine and the electric motor;
Control for controlling the operation of the drive unit based on the operation permission command and the operation stop command received by the command receiving unit, and performing an idle stop control for stopping the internal combustion engine when an idle stop condition is satisfied Means, and
The control means includes
When the idling stop control is performed, if the state quantity satisfies a set condition, the relative rotational phase is controlled to a retarded phase state that is moved more retarded than the intermediate phase state before the internal combustion engine is stopped. When the state quantity does not satisfy the set condition, the relative rotation phase is controlled to the intermediate phase state before the internal combustion engine is stopped, and the driving means is stopped based on the operation stop command. Controls the relative rotational phase to the intermediate phase state before stopping the internal combustion engine,
If the state quantity does not satisfy a set condition while the internal combustion engine is stopped by performing the idle stop control, the electric pump is operated to restart the relative rotation before the internal combustion engine is restarted. The point is to control the phase to the intermediate phase state.

According to the above characteristic configuration, when the control unit performs the idle stop control, the control unit controls the relative rotation phase to the retarded phase state before stopping the internal combustion engine, and stops the driving unit based on the operation stop command. The relative rotation phase is controlled to an intermediate phase state before the internal combustion engine is stopped. As described above, when the internal combustion engine is stopped by the idle stop control, the internal combustion engine is restarted for a relatively short period of time, that is, while the temperature in the combustion chamber is kept high. There is a high possibility that Therefore, according to this feature configuration, when performing the idle stop control, the relative rotational phase is controlled to the retarded phase state, so that the low vibration property is prioritized over the startability of the internal combustion engine, and the vibration at the time of restart is controlled. This can reduce the uncomfortable feeling given to the operator.
On the other hand, when the driving means is stopped based on the operation stop command received by the command receiving means, after that, after being not restarted over a long period of time, that is, after the temperature in the combustion chamber has decreased, There is a high possibility that the internal combustion engine will be restarted. Therefore, according to this characteristic configuration, when stopping the driving means based on the operation stop command, the relative rotational phase is controlled to the intermediate phase state, so that the startability is prioritized over the low vibration property of the internal combustion engine. Starting can be performed reliably.
If the fluid temperature is high and the viscosity is low (that is, the pump load is small) before the internal combustion engine is stopped, the relative rotational phase is controlled regardless of the pump output. The required fluid pressure can be supplied.
Therefore, a valve opening / closing timing control device that can start the internal combustion engine by appropriately switching the relative rotation phase of the driven side rotating member with respect to the driving side rotating member between a state giving priority to startability and a state giving priority to low vibration properties. Can be provided.

Further, according to the above characteristic configuration, when the state quantity related to the operation of the internal combustion engine does not satisfy the set condition after the control means performs idle stop control to stop the internal combustion engine, the startability of the internal combustion engine is good. It can be configured that the control means determines that the state has changed to a state with poor startability. Therefore, at that time, since the temperature of the fluid is still high and the viscosity is low (that is, the load of the electric pump is small), the relative rotation phase is controlled even if the output of the electric pump is small. The fluid pressure necessary to do this can be supplied.

Furthermore, if the state quantity does not satisfy the set condition after the internal combustion engine is stopped by performing idle stop control, the relative rotational phase is controlled to the intermediate phase state, so startability is prioritized over low vibration characteristics of the internal combustion engine. Thus, restart can be performed reliably.

<2>
Another characteristic configuration of the valve timing control device according to the present invention for achieving the above object is as follows:
A drive-side rotating member for opening and closing a valve of an internal combustion engine that rotates synchronously with respect to the crankshaft;
A driven-side rotating member that is coaxially disposed so as to be relatively rotatable with respect to the driving-side rotating member, and rotates integrally with the camshaft;
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 in an intermediate phase state;
A valve opening / closing timing control device comprising a pump driven by the internal combustion engine and an electric pump, and a fluid supply / discharge device capable of supplying and discharging fluid to and from the retard chamber and the advance chamber There,
State quantity detection means capable of detecting a state quantity relating to the internal combustion engine;
Control means for performing idle stop control for stopping the internal combustion engine when an idle stop condition is satisfied with respect to a drive means having at least the internal combustion engine of the internal combustion engine and the electric motor,
The control means includes
When the idle stop control is performed, if the state quantity satisfies a set condition, the relative rotational phase is shifted to a retarded phase state that is moved more retarded than the intermediate phase state before the internal combustion engine is stopped. And if the state quantity does not satisfy the set condition, the relative rotational phase is controlled to the intermediate phase state before the internal combustion engine is stopped, and
If the state quantity does not satisfy a set condition while the internal combustion engine is stopped by performing the idle stop control, the electric pump is operated to restart the relative rotation before the internal combustion engine is restarted. The point is to control the phase to the intermediate phase state.

According to the above characteristic configuration, the control means controls the relative rotational phase to the intermediate phase state or the retarded phase state before stopping the internal combustion engine when performing the idle stop control. As described above, when the internal combustion engine is stopped by the idle stop control, the internal combustion engine is likely to be restarted in a relatively short period of time, and therefore, while the good startability is maintained. There is a high possibility that the internal combustion engine will be restarted. Therefore, according to this characteristic configuration, when the state quantity satisfies the set condition when performing the idle stop control, the relative rotational phase is controlled to the retarded phase state, so that the vibration characteristics are lower than the startability of the internal combustion engine. Priority can be given to reduce the uncomfortable feeling given to the operator by vibration during restart.
On the other hand, if the state quantity relating to the operation of the internal combustion engine does not satisfy the set condition, the control means can determine that the startability of the internal combustion engine is not good. Then, when the internal combustion engine is stopped by the idle stop control, the internal combustion engine is likely to be restarted in a relatively short period of time, so that the internal combustion engine is maintained while the poor startability is maintained. There is a high possibility that the engine will be restarted. Therefore, according to this feature configuration, when the state quantity does not satisfy the set condition when performing the idle stop control, the relative rotational phase is controlled to the intermediate phase state. Prioritizing can be performed reliably.
If the fluid temperature is high and the viscosity is low (that is, the pump load is small) before the internal combustion engine is stopped, the relative rotational phase is controlled regardless of the pump output. The required fluid pressure can be supplied.

On the other hand, if the state quantity relating to the operation of the internal combustion engine does not satisfy the set condition, the control means can determine that the startability of the internal combustion engine is not good. Then, when the internal combustion engine is stopped by the idle stop control, the internal combustion engine is likely to be restarted in a relatively short period of time, so that the internal combustion engine is maintained while the poor startability is maintained. There is a high possibility that the engine will be restarted. Therefore, according to this feature configuration, when the state quantity does not satisfy the set condition when performing the idle stop control, the relative rotational phase is controlled to the intermediate phase state. Prioritizing can be performed reliably.
If the fluid temperature is high and the viscosity is low (that is, the pump load is small) before the internal combustion engine is stopped, the relative rotational phase is controlled regardless of the pump output. The required fluid pressure can be supplied.

Further, after the idle stop control is performed and the internal combustion engine is stopped, when the state quantity related to the operation of the internal combustion engine does not satisfy the set condition, the control means determines that the startability of the internal combustion engine has changed from a good state to a bad state. Can be configured to determine. Therefore, since the temperature of the fluid is still high and the viscosity is low (that is, the load of the electric pump is small) at the time when the startability of the internal combustion engine changes from a good state to a bad state, Even if the output of the pump is small, the fluid pressure necessary to control the relative rotational phase can be supplied.
In addition, when the state quantity does not satisfy the set condition after the internal combustion engine is stopped by performing the idle stop control , the relative rotational phase is controlled to the intermediate phase state, so the startability is prioritized over the low vibration characteristic of the internal combustion engine. Thus, restart can be performed reliably.

< 3 >
Another characteristic configuration of the valve timing control device according to the present invention is that the state quantity detection means uses at least one of a temperature of oil flowing through the internal combustion engine and a temperature of cooling water as the state quantity. And the control means determines that the state quantity satisfies the set condition when at least one of the oil temperature and the cooling water temperature is equal to or higher than a set temperature.

  According to the above characteristic configuration, the control means determines that the startability of the internal combustion engine is good when at least one of the temperature of the oil and the temperature of the cooling water is equal to or higher than a set temperature related thereto. The control means can be configured to determine that the startability of the internal combustion engine is not good when both the temperature of the oil and the temperature of the cooling water are lower than the set temperatures.

< 4 >
Another characterizing feature of the valve timing control apparatus according to the present invention, the state quantity detecting means detects the elapsed time from the stop of the internal combustion engine by performing the idle stop control as the state quantity, before The control means is such that when the elapsed time exceeds a set time , the electric pump is operated to control the relative rotational phase to the intermediate phase state .

With the above construction, the startability of the internal combustion engine when the elapsed time from the stop of the internal combustion engine by performing the idling stop control is equal to or less than the set time is in a good condition, performs an idle stop control internal combustion as the elapsed time from the stop of the engine is in a state poor startability of the internal combustion engine when the time exceeds, the control means actuates the electric pump controlling the relative rotational phase to the intermediate phase state To do .

<First Embodiment>
Below, 1st Embodiment of this invention is described based on drawing. FIG. 1 is a side sectional view showing the overall configuration of the valve timing control apparatus 1 according to the present embodiment. 2 to 5 correspond to the AA cross section of FIG. 1, and are diagrams showing each state of the valve opening / closing timing control device 1. FIG. 6 is an enlarged view of the lock mechanism 5 and the intermediate phase holding mechanism 6.

  Below, with reference to drawings, the structure of the valve timing control apparatus 1 of 1st Embodiment is demonstrated. In the present embodiment, the valve timing control apparatus 1 is mounted on a vehicle including only an engine as an internal combustion engine as a driving unit, or a hybrid vehicle including a driving unit including an engine and an electric motor. Therefore, the valve opening / closing timing control device 1 controls the valve opening / closing timing of the engine with respect to drive means having at least the engine of the engine and the electric motor. However, in the following embodiments, description will be made assuming that the valve opening / closing timing control device 1 is provided in a hybrid vehicle in which the drive means includes an engine and an electric motor.

  The valve opening / closing timing control device 1 according to the present embodiment is configured to rotate externally with respect to a crankshaft (not shown) of an engine as a drive side rotating member for valve opening / closing, and to the external rotor 2. The inner rotor 3 is provided as a driven side rotating member that is coaxially disposed so as to be relatively rotatable and rotates integrally with the camshaft 11.

  The internal rotor 3 is integrally assembled at the tip of a camshaft 11 that constitutes a rotating shaft of a cam that controls opening and closing of an intake valve or an exhaust valve of the engine. The camshaft 11 is rotatably assembled to a cylinder head of the engine.

  The inner rotor 3 is provided so as to be rotatable relative to the outer rotor 2 within a predetermined relative rotatable range. A rear plate 21 is integrally attached to the side to which the camshaft 11 is connected, and a front plate 22 is integrally attached to the side opposite to the side to which the camshaft 11 is connected. A timing sprocket 23 is formed on the outer periphery of the outer rotor 2. A power transmission member 12 such as a timing chain or a timing belt is installed between the timing sprocket 23 and a gear attached to the crankshaft of the engine.

  When the crankshaft of the engine is rotationally driven, rotational power is transmitted to the timing sprocket 23 via the power transmission member 12, and the external rotor 2 is rotationally driven along the rotational direction S shown in FIG. 3 is rotationally driven along the rotational direction S to rotate the camshaft 11, and the cam provided on the camshaft 11 pushes down the intake valve or exhaust valve of the engine to open it.

  As shown in FIG. 2, the outer rotor 2 is provided with a plurality of protrusions 24 that function as shoes protruding in the radially inward direction and spaced apart from each other along the rotational direction. A fluid pressure chamber 4 defined by the outer rotor 2 and the inner rotor 3 is formed between adjacent protrusions 24 of the outer rotor 2. In the illustrated case, four fluid pressure chambers 4 are provided.

A vane groove 31 is formed in a portion of the outer peripheral portion of the internal rotor 3 that faces each fluid pressure chamber 4. In the vane groove 31, a vane 32 that divides the fluid pressure chamber 4 into an advance chamber 41 and a retard chamber 42 in a relative rotation direction (arrows S1 and S2 in FIG. 2) is slidable along the radial direction. Has been inserted. When the hydraulic oil is injected into the advance chamber 41 and its volume is increased, the relative rotation phase of the inner rotor 2 with respect to the outer rotor 3 is changed to the advance direction (arrow S1 in FIG. 2) of the relative rotation directions. When the hydraulic oil is moved and the volume is increased by injecting the hydraulic oil into the retarding chamber 42, the relative rotational phase of the inner rotor 2 with respect to the outer rotor 3 becomes the retarded direction (arrow in FIG. 2) of the relative rotational directions. Move to S2).
As shown in FIG. 1, the vane 32 is urged outward in the radial direction by a spring 33 provided on the inner diameter side thereof.

The advance chamber 41 of the fluid pressure chamber 4 communicates with an advance passage 43 formed in the inner rotor 3, and the retard chamber 42 communicates with a retard passage 44 formed in the inner rotor 3. These advance passage 43 and retard passage 44 are connected to a hydraulic circuit 7 to be described later. As shown in FIG. 2, in the present embodiment, among the four advance chambers 41, the advance passage 43 of the advance chamber 41 at a position adjacent to the lock mechanism 5 is an engagement recess 51 of the lock mechanism 5. And the advance chamber 41, which is a flow path formed along the sliding surface of the internal rotor 3 with the external rotor 4, and is connected to the hydraulic circuit 7 via the lock passage 55. . Then, by supplying or discharging hydraulic oil from the hydraulic circuit 7 to one or both of the advance chamber 41 and the retard chamber 42, the relative rotation phase of the internal rotor 3 with respect to the external rotor 2 (hereinafter simply referred to as “ 2), the advance direction S1 (the displacement direction of the relative position of the vane 32 is indicated by the arrow S1 in FIG. 2) or the retard direction S2 (the displacement direction of the relative position of the vane 2 is shown in FIG. 2). In the direction indicated by the arrow S2), or an urging force that is held in an arbitrary phase is generated. The relative rotatable range in which the relative rotational phase of the inner rotor 3 with respect to the outer rotor 2 can be displaced is a range in which the vane 32 can be displaced in the fluid pressure chamber 4, that is, between the most retarded angle phase and the most advanced angle phase. It corresponds to the range.
As described above, the hydraulic oil in the present embodiment corresponds to “fluid” in the present invention, and the hydraulic circuit 7 in the present embodiment corresponds to the fluid supply / discharge device in the present invention. The “pump” in the present invention can be realized by the first pump 71 and the second pump 72.

  As shown in FIG. 1, a torsion spring 13 is provided between the inner rotor 3 and a front plate 22 fixed to the outer rotor 2. Both end portions of the torsion spring 13 are held by holding portions respectively formed on the inner rotor 3 and the front plate 22. The torsion spring 13 applies a torque that constantly urges the inner rotor 3 and the outer rotor 2 in a direction in which the relative rotational phase is displaced in the advance direction S1.

Next, the configuration of the lock mechanism 5 will be described.
Between the external rotor 2 and the internal rotor 3, there is provided a lock mechanism 5 capable of restraining the displacement of the relative rotational phase of the internal rotor 3 relative to the external rotor 2 with a predetermined lock phase. In this embodiment, as shown in FIG. 2, the lock phase is set to the most retarded phase on the most retarded side among the retarded phases whose relative rotational phase has moved in the retarded direction from the intermediate phase state. Yes. The lock mechanism 5 includes a sliding groove 52 provided in the external rotor 2, a lock member 53 provided so as to be slidable along the sliding groove 52, and urging the lock member 53 radially inward. And an engagement recess 51 provided in the inner rotor 3 and formed so that the lock member 53 can be engaged in a state where the relative rotation phase is the lock phase. In the present embodiment, the lock member 53 has a flat plate shape, and the shapes of the sliding groove 52 and the engagement recess 51 are formed to match the shape of the lock member 53. In addition, the shape of the lock member 53 can employ | adopt other shapes, such as a pin shape, according to the use.

  The engaging recess 51 is provided in the inner rotor 3 and is formed so that the radially inner end of the lock member 53 can be engaged. The engagement recess 51 is provided at a position where the lock member 53 can be engaged when the relative rotation phase of the inner rotor 3 with respect to the outer rotor 2 is in the lock phase state (in this embodiment, the most retarded phase state). Yes. Then, when the lock member 53 enters and engages in the engagement recess 51 by the urging force of the urging spring 54, the lock mechanism 5 enters the locked state, and the relative rotation phase becomes the lock phase (the most retarded angle phase). Be bound. The lock phase is set to the most retarded angle phase that is the limit angle at which the temperature of the combustion chamber can start the engine in all temperature ranges.

  The engaging recess 51 communicates with a lock passage 55 formed in the internal rotor 3. The lock passage 55 is connected to a hydraulic circuit 7 described later. In the present embodiment, the lock passage 55 communicates with the advance passage 43 and the advance chamber 41. Then, when the hydraulic oil from the hydraulic circuit 7 is supplied to the engagement recess 51 through the lock passage 55, the lock member 53 is retracted from the engagement recess 51 and the unlocked state is released. Become. That is, when hydraulic oil is supplied and filled in the engagement recess 51 and the force for biasing the lock member 53 radially outward by the pressure of the hydraulic oil is greater than the biasing force of the biasing spring 54, FIG. As shown in FIG. 6, the lock member 53 is retracted from the engagement recess 51 to be in a released state that allows displacement of the relative rotational phase of the inner rotor 3 with respect to the outer rotor 2. On the other hand, when the hydraulic oil in the engagement recess 51 is discharged, the lock member 53 enters the engagement recess 51 by the urging force of the urging spring 54 and is locked.

Next, the configuration of the intermediate phase holding mechanism 6 will be described.
Further, between the outer rotor 2 and the inner rotor 3, a restriction that allows the displacement of the relative rotation phase within the predetermined phase displacement allowable range R and restricts the displacement of the relative rotation phase that exceeds the phase displacement allowable range R. An intermediate phase holding mechanism 6 that can be in a state is provided. Here, the intermediate phase holding mechanism 6 is operable independently of the lock mechanism 5. The phase displacement allowable range R is set including the lock phase (the most retarded angle phase). In the present embodiment, the phase displacement allowable range R has one end as an intermediate restriction (intermediate lock) phase (phase shown in FIG. 4) described later and the other end as a lock phase (most retarded angle phase).

  The intermediate phase holding mechanism 6 includes a projecting member 63 that can project from the outer rotor 2 side to the inner rotor 3 side, and a regulation recess 61 that is provided on the inner rotor 3 and into which the projecting member 63 can enter. Here, the protruding member 63 has the same configuration as that of the lock member 53 of the lock mechanism 5, and is provided so as to be slidable along the slide groove 62 provided in the external rotor 2. The spring 64 is urged radially inward. In the present embodiment, the protruding member 63 has a flat plate shape, and the shapes of the sliding groove 62 and the regulating recess 61 are formed in a shape that matches the shape of the protruding member 63. In addition, the shape of the protrusion member 63 can employ | adopt other shapes, such as a pin shape, according to the use.

  The restricting recess 61 is formed such that the protruding member 63 can enter in a state where the relative rotational phase of the inner rotor 3 with respect to the outer rotor 2 is within the phase displacement allowable range R. Therefore, the restriction recess 61 has a length L in the displacement direction of the relative rotational phase corresponding to the phase displacement allowable range R. Here, the length L in the displacement direction of the relative rotational phase corresponding to the phase displacement allowable range R is the protruding member 63 when the relative rotational phase of the internal rotor 3 with respect to the external rotor 2 is displaced within the phase displacement allowable range R. This corresponds to the length in the displacement direction of the relative rotational phase corresponding to the range in which both side surfaces (sliding surface with the sliding groove 62) are relatively displaced. If the allowable phase displacement range R is too narrow, the angular range that allows displacement from the lock phase (the most retarded phase) is also narrowed, and the effectiveness of adjusting the valve opening / closing timing is reduced. It is preferable that the relative rotational phase displacement angle is set to have an angle range of 5 ° or more.

  Moreover, the regulation recessed part 61 is formed in the fixed depth from the outer peripheral surface of the internal rotor 3, and has the bottom face 61a (refer FIG. 6) which becomes circular arc shape in the cross section shown in FIG. As a result, the front end surface of the projecting member 63 that has entered can slide along the bottom surface 61 a, and the relative rotational phase can be displaced within the phase displacement allowable range R when the projecting member 63 enters the restricting recess 61. It has become. On the other hand, in the restricted state where the protruding member 63 has entered the restricting recess 61, the displacement of the relative rotational phase exceeding the phase displacement allowable range R causes the side surface of the protruding member 63 to abut the end surface 61b (see FIG. 6) of the restricting recess 61. It is regulated by.

  Further, the regulation recess 61 communicates with a regulation passage 65 formed in the internal rotor 3. The restriction passage 65 is connected to a hydraulic circuit 7 described later. In this embodiment, in order to enable the intermediate phase holding mechanism 6 to operate independently of the lock mechanism 5, the restriction passage 65 constitutes a hydraulic oil passage of a system different from the lock passage 55. Then, hydraulic oil from the hydraulic circuit 7 is supplied to the restriction recess 61 via the restriction passage 65, whereby the protruding member 63 is retracted from the restriction recess 61 and the restriction state is released. That is, when the hydraulic oil is supplied and filled in the regulating recess 61 and the force for biasing the protruding member 63 radially outward by the pressure of the hydraulic oil becomes larger than the biasing force of the biasing spring 64, the protruding member 63. Retreats from the restricting recess 61, and as shown in FIG. 5, a release state is made in which the displacement of the relative rotational phase exceeding the phase displacement allowable range R is allowed. On the other hand, when the hydraulic oil in the regulating recess 61 is discharged, the projecting member 63 enters the regulating recess 61 by the biasing force of the biasing spring 64 and enters the regulation state.

Hereinafter, operations of the lock mechanism 5 and the intermediate phase holding mechanism 6 will be described with reference to FIGS.
In FIG. 2, the relative rotational phase of the inner rotor 3 with respect to the outer rotor 2 is controlled to the most retarded phase state that moves in the retarded direction from the intermediate phase state. FIG. 3 shows the process of switching the relative rotational phase from the most retarded phase state to the intermediate phase state. In FIG. 4, the relative rotational phase is controlled to the intermediate phase state, and in FIG. 5, the relative rotational phase is controlled to the most advanced angle phase state moved in the advance direction from the intermediate phase state.

In the most retarded phase state shown in FIG. 2, the lock mechanism 5 is in a locked state in which the lock member 53 has entered the engaging recess 51, and the intermediate phase holding mechanism 6 has the protruding member 63 entered into the restricting recess 61. Is in a restricted state.
In this most retarded phase state, when hydraulic fluid is supplied from the hydraulic circuit 7 to the advance passage 43 and the lock passage 55 communicating therewith, the lock mechanism 5 is engaged with the lock member 53 as shown in FIG. Retracting from the concavity 51 results in a release state. At this time, since the hydraulic oil is also supplied to the advance chamber 41 via the advance passage 43, the relative rotational phase is displaced in the advance direction S1 after the lock mechanism 5 is released. However, since the intermediate phase holding mechanism 6 remains in the restricted state at this time, the displacement of the relative rotational phase exceeding the phase displacement allowable range R is restricted, and as shown in FIG. By contacting the end face 61b (see FIG. 6) of the 61, the relative rotational phase is constrained to the intermediate phase state (phase shown in FIG. 4) at one end of the phase displacement allowable range R.
In addition, when hydraulic fluid is supplied to the restriction passage 65 in the state shown in FIG. 4, the intermediate phase holding mechanism 6 enters the release state when the protruding member 63 is retracted from the restriction recess 61. As a result, as shown in FIG. 5, the relative rotational phase can be displaced to an arbitrary phase within the relative rotatable range, that is, within the range between the most retarded angle phase and the most advanced angle phase. In FIG. 5, the relative rotational phase is controlled to the most advanced angle phase state.

  In the most retarded phase state, the compression ratio of the air-fuel mixture in the combustion chamber is small, and a so-called decompression state is established. Therefore, since the compression ratio of the air-fuel mixture in the combustion chamber is reduced, there is an advantage that the vibration of the engine can be reduced. Further, in the intermediate phase state, the compression ratio of the air-fuel mixture in the combustion chamber becomes large, and there is an advantage that the engine startability is good even when the temperature of the combustion chamber is low.

Next, the configuration of the hydraulic circuit 7 according to the present embodiment will be described.
As shown in FIG. 7, the hydraulic circuit 7 is driven by an engine to supply hydraulic oil, and is provided downstream of the first pump 71. The hydraulic circuit 7 is driven by power different from that of the engine. The second pump 72 is configured to supply hydraulic oil, and the hydraulic oil reservoir 73 is provided between the first pump 71 and the second pump 72 and can store hydraulic oil. The hydraulic circuit 7 includes a first control valve 74 that controls the supply of hydraulic oil to the fluid pressure chamber 4 and the lock mechanism 5, and a second control valve 75 that controls the supply of hydraulic oil to the intermediate phase holding mechanism 6. And have.

The control means 80 controls the operation of the second pump 72, the first control valve 74, and the second control valve 75 to control the relative rotation phase. The control means 80 uses an arithmetic processing unit, and may be composed of a single control device or a plurality of control devices.
The command receiving means 81 is configured by using an ignition key or a system ready switch mounted on the vehicle, and a driving permission command and a driving stop command from the operator (on operation of the ignition key or the system ready switch) to the driving means. And an off operation). The control unit 80 controls the operation of the driving unit based on the operation permission command and the operation stop command received by the command receiving unit 81. That is, when the operation permission command is received, the control unit 80 makes the engine and the electric motor operable. Therefore, when a driving operation such as an accelerator operation is performed in a state where the engine and the electric motor can be operated, the control unit 80 controls the driving unit in accordance with the driving operation. In addition, when the operation stop command is received, the control unit 80 makes the engine and the electric motor inoperable.
The state quantity detection means 82 is configured to be able to detect a state quantity relating to engine operation. The state quantity related to engine operation includes, for example, the temperature of lubricating oil flowing through the engine and the temperature of cooling water flowing through the engine. Therefore, the state quantity detection means 82 can be realized by a thermometer.

In the present embodiment, the first pump 71 is a mechanical hydraulic pump that is driven by transmission of the driving force of the crankshaft of the engine. The first pump 71 sucks the hydraulic oil stored in the oil pan 76 from the suction port, and discharges the hydraulic oil from the discharge port to the downstream side. The discharge port of the first pump 71 communicates with the engine lubrication system 78 and the hydraulic oil reservoir 73 via the filter 77. Here, the engine lubrication system 78 includes all parts that require the supply of the engine and the surrounding hydraulic oil.
As described above, the hydraulic oil in the present embodiment corresponds to “oil flowing through the internal combustion engine” in the present invention.

The second pump 72 is a power different from that of the engine, here, an electric pump driven by an electric motor. As a result, the second pump 72 is operable in accordance with the operation signal from the control means 80 regardless of the operating state of the engine. The second pump 72 sucks the hydraulic oil stored in the hydraulic oil reservoir 73 from the suction port, and discharges the hydraulic oil from the discharge port to the downstream side. The discharge port of the second pump 72 communicates with the first control valve 74 and the second control valve 75. Specifically, the second pump 72 can supply and discharge hydraulic oil to and from the retard chamber 42 and the advance chamber 41, and thereby control the relative rotation phase.
The hydraulic circuit 7 has a bypass flow path 79 that communicates the upstream flow path and the downstream flow path of the second pump so as to be parallel to the second pump 72. The bypass channel 79 is provided with a check valve 79a.

  The hydraulic oil reservoir 73 is provided between the first pump 71 and the second pump 72 and has a reservoir chamber 73a capable of storing a certain amount of hydraulic oil. The hydraulic oil reservoir 73 is provided at a first communication port 73b that communicates the storage chamber 73a with the flow path on the downstream side of the first pump 71, at a position lower than the first communication port 73b. 2 has a second communication port 73c communicating with the upstream flow path of the pump 72 and a lubrication system communication port 73d provided at a position higher than the first communication port 73b and communicating the storage chamber 73a with the engine lubrication system 78. ing. And the capacity | capacitance of the storage chamber 73a of the hydraulic-oil storage part 73 needs to supply with the capacity | capacitance of the area | region lower than the 1st communication port 73b and higher than the 2nd communication port 73c by the 2nd pump 72 in the stop state of the 1st pump 71. Set so that there is more than the amount of hydraulic oil. As will be described later, in the present embodiment, the second pump 72 performs an operation of supplying hydraulic oil to the fluid pressure chamber 4 and the lock mechanism 5 when the engine is stopped, that is, when the first pump 71 is stopped. Do. Therefore, the capacity of the storage chamber 73a of the hydraulic oil storage section 73 is lower than the first communication port 73b and higher than the second communication port 73c, and the capacity of the fluid pressure chamber 4 and the engagement recess 51 of the lock mechanism 5 is the same. These are set so as to be equal to or greater than the combined capacity of the piping and the like between these and the second pump 72. As a result, only the second pump 72 is operated while the first pump 71 is stopped, and the relative rotational phase of the internal rotor 3 with respect to the external rotor 2 can be displaced to the target phase.

  The part of the engine lubrication system 78 that communicates with the lubrication system communication port 73d of the hydraulic oil reservoir 73 is a part that communicates with the outside air and has a flow resistance against the flow of the hydraulic oil. Here, the flow resistance by the engine lubrication system 78 is such that when the first pump 71 is in the operating state and the second pump 72 is in the stopped state, the hydraulic oil discharged from the first pump 71 is in the storage chamber 73a. It is desirable to set the flow resistance so that the hydraulic oil is filled with the hydraulic oil and sufficient hydraulic oil is supplied to the fluid pressure chamber 4 and the like via the bypass flow path 79. For example, when the second pump 72 is in a stopped state and the engine is operating at 2000 [rpm] or higher, the flow resistance is such that the pressure of the hydraulic oil in the storage chamber 73a is 100 to 400 [kPa]. It is appropriate to have Such engine lubrication system 78 includes, for example, an engine main gallery, a chain tensioner, a piston jet, and the like.

  FIG. 8 shows the state of the hydraulic oil in the hydraulic oil reservoir 73 that changes according to each state of the engine. FIG. 8A shows the state of the hydraulic oil in the hydraulic oil reservoir 73 when the engine is stopped. When the engine is stopped, no hydraulic oil is supplied from the first pump 71. Here, since the engine lubrication system 78 and the first pump 71 communicate with the outside air, hydraulic oil flows out from the lubrication system communication port 73d and the first communication port 73b, and air flows into the storage chamber 73a. . On the other hand, since the second pump 72 and the check valve 79a have a sealed structure, hydraulic oil in a region lower than the first communication port 73b does not flow out. Therefore, the effective capacity of the hydraulic oil reservoir 73 when the engine is stopped is a capacity in a region lower than the first communication port 73b and higher than the second communication port 73c.

  When the first pump 71 before and after the engine is started is stopped or not sufficiently operated, the second pump 72 is operated to supply the hydraulic oil to the fluid pressure chamber 4 and the like, as shown in FIG. As shown, the hydraulic oil in the storage chamber 73a of the hydraulic oil reservoir 73 is drawn into the second pump 72, and the amount of hydraulic oil decreases. At this time, since the portion of the engine lubrication system 78 that communicates with the lubrication system communication port 73d communicates with the outside air, air can flow from the lubrication system communication port 73d via the engine lubrication system 78. Therefore, the hydraulic oil suction resistance by the second pump 72 is small. Therefore, the second pump 72 can operate even when the viscosity of the hydraulic oil is high because the temperature of the hydraulic oil is low.

  On the other hand, after the engine is started, a sufficient amount of hydraulic oil is discharged by the first pump 71. Therefore, as shown in FIG. 8C, the hydraulic oil is filled in the storage chamber 73 a of the hydraulic oil reservoir 73. At this time, since the portion of the engine lubrication system 78 that communicates with the lubrication system communication port 73d communicates with the outside air, the air in the storage chamber 73a is released from the lubrication system communication port 73d through the engine lubrication system 78. The Further, since the engine lubrication system 78 has a flow path resistance against the flow of hydraulic oil, after the hydraulic oil is filled in the storage chamber 73a, the flow resistance of the engine lubrication system 78 causes the flow in the storage chamber 73a. The hydraulic oil is kept at a pressure within a certain range. Therefore, even when the second pump 72 is in a stopped state, hydraulic oil with sufficient pressure is supplied to the fluid pressure chamber 4, the lock mechanism 5, the intermediate phase holding mechanism 6, and the like via the bypass flow path 79. In addition, when the number of rotations of the engine becomes low and the first pump 71 cannot supply hydraulic oil with sufficient pressure, the second pump 72 can also be operated to supply hydraulic oil. It is. Thereafter, when the engine is stopped and the second pump 72 is also stopped, the hydraulic oil in the storage chamber 73a returns to the state shown in FIG.

  As the first control valve 74, for example, a variable electromagnetic spool valve that displaces a spool slidably disposed in the sleeve against the spring by energizing the solenoid from the control means 80 can be used. The first control valve 74 is connected to the advance port communicating with the advance passage 43 and the lock passage 55, the retard port communicating with the retard passage 44, and the supply downstream of the second pump 72. A port and a drain port communicating with the oil pan 76. The first control valve 74 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. The three-position control valve is capable of performing three state controls, namely, retard angle control that communicates and hold control that closes the advance port and the retard port. The first control valve 74 is controlled by the control means 80 to operate, thereby controlling the supply or discharge of hydraulic oil to or from the advance chamber 41 and the engagement recess 51 of the lock mechanism 5 or the retard chamber 42. Do. Accordingly, the first control valve 74 performs switching control of the lock mechanism 5 in the locked state or the released state, and control of the relative rotation phase of the inner rotor 3 with respect to the outer rotor 2.

  As the second control valve 75, similarly to the first control valve 74, a variable electromagnetic spool valve can be used. The second control valve 75 has a regulation port that communicates with the regulation passage 65, a supply port that communicates with a flow path on the downstream side of the second pump 72, and a drain port that communicates with the oil pan 76. The second control valve 75 is a two-position control valve capable of performing two state controls: a release control for communicating the restriction port with the supply port, and a restriction control for communicating the restriction port with the drain port. The second control valve 75 is controlled and operated by the control means 80 to control the supply or discharge of the hydraulic oil with respect to the restriction recess 61 of the intermediate phase holding mechanism 6. Thereby, the second control valve 75 performs switching control of the restricted state or the released state of the intermediate phase holding mechanism 6.

Below, operation | movement of the valve timing control apparatus 1 is demonstrated with reference to the flowchart shown in FIG.9 and FIG.10. However, it is assumed that the drive means is provided in the valve opening / closing timing control device 1 in a hybrid vehicle including an engine and an electric motor.
Since the engine has a rotational range where the fuel efficiency is high and a rotational range where the fuel efficiency is low, in a hybrid vehicle, the driving force is supplemented by an electric motor in a region where the fuel efficiency of the engine is low. Yes. That is, in general, in a hybrid vehicle using both an electric motor and an engine, the vehicle travels by an electric motor when traveling at a low vehicle speed where the fuel efficiency of the engine is low, and travels by an engine in a region where the fuel efficiency of the engine is high. Therefore, for example, when controlling drive means (engine and electric motor) in a hybrid vehicle, the control means 80 always determines whether or not to operate the engine. That is, although detailed description is omitted in the present embodiment, the control unit 80 is an idle that stops the engine when the engine stop condition (idle stop condition) is satisfied (that is, when the fuel efficiency of the engine is low). Stop control is performed, and when the engine start condition is satisfied (that is, when the fuel efficiency of the engine is high), the engine is started.

In step # 1 of FIG. 9, the control unit 80 monitors whether or not there is a driving start command for the driving unit, and when the command receiving unit 81 receives the driving start command (“Yes” in step # 1 of FIG. 2). Then, the process proceeds to step # 2 to control the driving means. On the other hand, the control unit 80 does not control the driving unit while the command receiving unit 81 does not receive the driving start command (“No” in Step # 1 in FIG. 2).
The subroutine for driving means operation control (step # 2) is the flowchart of FIG. In step # 21 of FIG. 10, the control means 80 determines whether or not the engine is in operation. Then, the control means 80 proceeds to step # 22 when the engine is in operation, and proceeds to step # 24 when the engine is not in operation. That is, in step # 21, the control means 80 determines whether only the electric motor is operating or whether the engine (or the engine and the electric motor) is operating.

  When it is determined in step # 21 that the engine is not operating, in step # 24, the control means 80 determines whether or not the engine start condition is satisfied. If the engine start condition is satisfied, the control means 80 proceeds to step # 25 and starts the engine. Thereafter, in step # 29, the control means 80 controls the drive means in accordance with a driving operation such as an accelerator operation in a state where the engine is operated (or a state where the engine and the electric motor are operated). On the other hand, in step # 24, if the engine start condition is not satisfied, the control means 80 proceeds to step # 29, and is driven only by the electric motor without starting the engine according to the driving operation such as the accelerator operation. Control means.

  When it is determined in step # 21 that the engine is in operation, in step # 22, the control means 80 determines whether or not the engine stop condition is satisfied. Then, when the engine stop condition is not satisfied, the control means 80 proceeds to step # 29, and controls the drive means in accordance with a driving operation such as an accelerator operation in a state where the engine operation is continued. On the other hand, if the engine stop condition is satisfied, the control means 80 proceeds to step # 23 and performs idle stop control for stopping the engine.

In the idling stop control in step # 23, the control means 80, when performing the idling stop control, causes the relative pressure of the inner rotor 3 to the outer rotor 2 by the hydraulic pressure from the pump (at least the first pump 71) before stopping the engine. The rotational phase is controlled to the most retarded phase state on the most retarded side among the retarded phase states moved in the retarded direction from the intermediate phase state. Thus, in this embodiment, the control means 80 always controls the relative rotation phase to the most retarded phase state when the engine is stopped by the idle stop control. When the engine is stopped by the idle stop control, the engine is likely to be restarted for a relatively short period of time, that is, while the temperature in the combustion chamber is maintained at a high level. Therefore, the control means 80 controls the relative rotational phase to the most retarded phase state (decompression state), giving priority to the low vibration property over the engine startability and giving the operator an uncomfortable feeling due to the vibration at the time of restart. Has been reduced. Further, if the engine is stopped for a relatively short period of time, the temperature in the combustion chamber is maintained at a high temperature, so that the startability of the engine can be ensured.
Before and after starting the engine, the second pump 72 is operated to supply the hydraulic oil stored in the hydraulic oil reservoir 73 to the fluid pressure chamber 4 and the like. The hydraulic oil needs to be stored in the hydraulic oil reservoir 73. In the present embodiment, since the first pump 71 is used without using the second pump 72 in the control of the relative rotation phase when the engine is stopped, the hydraulic oil reservoir is used until the next time the engine is started. In 73, a sufficient amount of hydraulic fluid can be stored.

  When the operation control shown in the flowchart of FIG. 10 ends, in step # 3 of FIG. 9, the control means 80 monitors whether there is an operation stop command for the drive means, and the command receiving means 81 receives the operation stop command. And it transfers to step # 4 and performs the driving | operation stop control of a drive means. The control means 80 controls the relative rotational phase of the internal rotor 3 with respect to the external rotor 2 to an intermediate phase state in the operation stop control of Step # 4. Thus, in the present embodiment, the control unit 80 always controls the relative rotation phase to the intermediate phase state by the hydraulic pressure from the pump when stopping the driving unit based on the operation command. When the driving unit is stopped based on the operation stop command received by the command receiving unit 81, there is a high possibility that it will not be restarted over a long period of time. Therefore, the control means 80 gives priority to the startability over the low vibration performance of the engine by controlling the relative rotational phase to the intermediate phase state, and then restarts the internal combustion engine after the temperature in the combustion chamber decreases. Even if it is done, it can be reliably restarted.

When the operation stop control in step # 4 is finished, this flowchart is finished, but the control means 80 repeatedly performs the flowchart shown in FIG. That is, the control means 80 monitors whether or not there is an operation start command for the drive means in step # 1, and can immediately shift to the operation control in step # 2 when the operation start command is issued. .
On the other hand, while the command receiving unit 81 does not receive the operation stop command, the control unit 80 proceeds to step # 2 and performs the operation control of the driving unit described with reference to FIG.

  As described above, when the control unit 80 automatically performs idle stop control, the valve opening / closing timing control device 1 according to the present embodiment uses the hydraulic pressure from the first pump 71 before the engine is stopped. 2 is controlled to the most retarded angle phase state moved in the retarded direction from the intermediate phase state, and driving means (engine and electric motor) are controlled based on the operation stop command from the operator. When the motor is stopped, the relative rotational phase is controlled to an intermediate phase state by the hydraulic pressure from the pump before the engine is stopped.

Second Embodiment
In the valve timing control apparatus of the second embodiment, when the control means 80 performs engine idle stop control, the relative rotation phase of the internal rotor 3 with respect to the external rotor 2 is retarded based on the state quantity relating to engine operation. The second embodiment is different from the first embodiment in that the switching control is performed to any one of the state and the intermediate phase state. That is, the valve opening / closing timing control device 1 of the present embodiment differs from the first embodiment in the content of the idle stop control in step # 23 shown in FIG. 10, and other device configurations and control details are the first embodiment. It is the same as the form.
Although the valve opening / closing timing control apparatus of 2nd Embodiment is demonstrated below, description is abbreviate | omitted about the apparatus structure and control content similar to 1st Embodiment.

FIG. 11 is a flowchart of idle stop control in the second embodiment corresponding to the idle step control of step # 23 shown in FIG. In step # 231 of FIG. 11, the control means 80 determines whether or not the state quantity relating to engine operation detected by the state quantity detection means 82 satisfies the set condition. If the control unit 80 determines in step # 231 that the state quantity satisfies the setting condition, the control unit 80 shifts to step # 233, and if it determines that the state quantity does not satisfy the setting condition, the control unit 80 shifts to step # 232.
In the present embodiment, the temperature of the lubricating system oil (operating oil in the present embodiment) flowing through the engine, the temperature of the cooling water flowing through the engine, and the like are used as state quantities relating to engine operation.

  The setting conditions in step # 231 in FIG. 11 are defined for each state quantity described above. For example, when the state quantity is the temperature of the lubricating oil flowing through the engine, the setting condition is that the oil temperature is equal to or higher than the set oil temperature. When the state quantity is the temperature of the cooling water flowing through the engine, the setting condition is that the temperature of the cooling water is equal to or higher than the set cooling water temperature. That is, as long as the state quantity satisfies the setting condition, the engine can be sufficiently started even if the relative rotational phase is set to the most retarded phase state, and low vibration may be prioritized over startability. Can be determined.

Accordingly, when the control means 80 determines that the state quantity satisfies the set condition, the control means 80 proceeds to step # 233, supplies hydraulic oil by the hydraulic pressure from the first pump 71, and makes the internal rotor 3 relative to the external rotor 2. The rotational phase is controlled to the most retarded phase state. Therefore, when restarting the engine, low vibration is prioritized over startability.
On the other hand, if the control means 80 determines that the state quantity does not satisfy the set condition, the control means 80 proceeds to step # 232, supplies hydraulic oil by the hydraulic pressure from the first pump 71, and the internal rotor 3 with respect to the external rotor 2 is supplied. The relative rotational phase is controlled to the intermediate phase state. Therefore, when restarting the engine, startability is given priority over low vibration.
Thereafter, in step # 234, the control means 80 stops the engine.

  As described above, the valve opening / closing timing control device 1 according to the present embodiment uses the hydraulic pressure from the first pump 71 before the engine is stopped if the state quantity satisfies the set condition when performing the idle stop control. When the relative rotation phase is controlled to the most retarded phase state and the above-mentioned state quantity does not satisfy the set condition when performing the idle stop control, the relative rotation is performed by the hydraulic pressure from the first pump 71 before the engine is stopped. Control the phase to an intermediate phase state.

<Third Embodiment>
In the valve timing control apparatus of the third embodiment, after the control means 80 performs engine idle stop control to stop the engine, the relative position of the internal rotor 3 with respect to the external rotor 2 is determined based on the state quantity related to engine operation. The second embodiment is different from the first embodiment and the second embodiment in that the rotation phase is controlled to be switched to either the retarded phase state or the intermediate phase state. That is, the valve opening / closing timing control device 1 of the present embodiment differs from the first and second embodiments in the operation control content of Step # 2 shown in FIG. Is the same as in the first embodiment or the second embodiment.

  FIG. 12 is a flowchart of a subroutine of operation control (step # 2) of the driving means in the present embodiment. In step # 21 of FIG. 12, the control means 80 determines whether or not the engine is in operation. Then, the control means 80 proceeds to step # 22 when the engine is in operation, and proceeds to step # 24 when the engine is not in operation. That is, in step # 21, the control means 80 determines whether only the electric motor is operating or whether the engine (or the engine and the electric motor) is operating.

  When it is determined in step # 21 that the engine is not operating, in step # 24, the control means 80 determines whether or not the engine start condition is satisfied. If the engine start condition is satisfied, the control means 80 proceeds to step # 25 and starts the engine. Thereafter, in step # 29, the control means 80 controls the drive means in accordance with a driving operation such as an accelerator operation in a state where the engine is operated (or a state where the engine and the electric motor are operated).

On the other hand, in step # 24, the control means 80 proceeds to step # 26 when the engine start condition is not satisfied. In step # 26, the control means 80 determines whether or not the state quantity relating to engine operation detected by the state quantity detection means 82 satisfies the set condition. In step # 26, the control unit 80 proceeds to step # 28 when determining that the state quantity satisfies the setting condition, and proceeds to step # 27 when determining that the state quantity does not satisfy the setting condition.
In the present embodiment, the temperature of the lubricating system oil (operating oil in the present embodiment) flowing through the engine, the temperature of the cooling water flowing through the engine, and the like are used as state quantities relating to engine operation.

  The setting conditions in step # 26 of FIG. 12 are defined for each state quantity described above. For example, when the state quantity is the temperature of the lubricating oil flowing through the engine, the setting condition is that the oil temperature is equal to or higher than the set oil temperature. When the state quantity is the temperature of the cooling water flowing through the engine, the setting condition is that the temperature of the cooling water is equal to or higher than the set cooling water temperature. That is, as long as the state quantity satisfies the setting condition, the engine can be sufficiently started even if the relative rotational phase is set to the most retarded phase state, and low vibration may be prioritized over startability. Can be determined.

Therefore, if the control means 80 determines that the state quantity satisfies the set condition, the control means 80 proceeds to step # 28, supplies hydraulic oil from the second pump 72 as an electric pump, and supplies the hydraulic oil to the external rotor 2. The relative rotational phase of the internal rotor 3 is controlled to the most retarded phase state. Therefore, when the engine is restarted next, low vibration is prioritized over startability.
On the other hand, if the control means 80 determines that the state quantity does not satisfy the set condition, the control means 80 proceeds to step # 27, supplies hydraulic oil by the hydraulic pressure from the second pump 72 as an electric pump, and the external rotor 2 The relative rotational phase of the internal rotor 3 with respect to is controlled to the intermediate phase state. Therefore, when the engine is restarted next, the startability is given priority over the low vibration property.
Thereafter, the control means 80 proceeds to step # 29 and controls the drive means according to the driving operation such as the accelerator operation with only the electric motor without starting the engine.

  If it is determined in step # 21 that the engine is in operation, the control means 80 determines in step # 22 whether the engine stop condition is satisfied. Then, when the engine stop condition is not satisfied, the control means 80 proceeds to step # 29, and controls the drive means in accordance with a driving operation such as an accelerator operation in a state where the engine operation is continued. On the other hand, if the engine stop condition is satisfied, the control means 80 proceeds to step # 23 and performs idle stop control for stopping the engine.

  In the idling stop control in step # 23, the control means 80, when performing the idling stop control, sets the relative rotation phase of the inner rotor 3 with respect to the outer rotor 2 by the hydraulic pressure from the first pump 71 before the engine stops. Control is performed to the most retarded phase state on the most retarded side among the retarded phase states moved in the retarded direction from the intermediate phase state.

  As described above, in this embodiment, after the engine is stopped by the idle stop control, the control unit 80 operates the second pump 72 when the state quantity does not satisfy the set condition, and sets the relative rotational phase to the intermediate phase state. It is configured to control.

<Fourth embodiment>
In the valve opening / closing timing control apparatus according to the fourth embodiment, the control unit 80 stops the drive unit and then sets the relative rotation phase to the latest based on the determination result of whether the state quantity satisfies the set condition. It differs from 1st Embodiment from 3rd Embodiment by the point comprised so that it may control to an angular phase state or an intermediate phase state.

FIG. 13 is a flowchart for explaining the operation of the valve timing control apparatus of the fourth embodiment. Steps # 1 to # 3 are the same as those described in the first to third embodiments.
Therefore, when the operation control in step # 2 is the same as that in the first embodiment, the control means 80 delays the relative rotational phase from the intermediate phase state before stopping the engine when performing the idle stop control. Control is made to the most retarded phase state on the most retarded side among the retarded phase states moved in the angular direction.
Further, when the operation control in step # 2 is the same as that in the second embodiment, the control means 80, when performing the idle stop control, if the state quantity satisfies the set condition, before the engine is stopped, The relative rotational phase is controlled to the most retarded phase state on the most retarded side among the retarded phase states moved in the retarded direction from the intermediate phase state, and the engine state quantity is set when performing idle stop control. If the condition is not satisfied, the relative rotational phase is controlled to an intermediate phase state before the engine is stopped.
Further, when the operation control in step # 2 is the same as that in the third embodiment, the control unit 80 stops the engine by the idle stop control, and then the second pump 72 when the state quantity does not satisfy the set condition. To control the relative rotational phase to an intermediate phase state.

  Thereafter, in the present embodiment, the control means 80 monitors whether or not there is an operation stop command for the drive means in step # 3, and if the command reception means 81 receives the operation stop instruction, the process proceeds to step # 5. To do. On the other hand, while the command receiving means 81 does not receive the operation stop command, the control means 80 moves to step # 2 and performs driving control of the driving means.

In step # 5, the control means 80 determines whether or not the state quantity relating to engine operation detected by the state quantity detection means 82 satisfies the set condition. When the control means 80 determines in step # 5 that the state quantity satisfies the set condition, the control means 80 proceeds to step # 7 and controls the relative rotational phase to the most retarded phase state by the hydraulic pressure from the first pump 71. If it is determined that the state quantity does not satisfy the set condition, the process proceeds to step # 6, and the relative rotational phase is controlled to the intermediate phase state by the hydraulic pressure from the first pump 71.
Thereafter, in step # 8, the control means 80 stops the driving means.
That is, in the fourth embodiment, even when the driving unit is stopped based on the operation stop command received by the command receiving unit 81, the state relating to engine operation is the same as in the case of the idle stop control in the second embodiment. The relative rotational phase is controlled to the most retarded phase state or the intermediate phase state based on whether or not the amount satisfies the setting condition.

  Further, the control means 80 continuously executes the flowchart shown in FIG. 13 to continuously monitor whether or not there is an operation start command for the drive means in step # 1. If there is no operation start command for the drive means (if “No” in Step # 1), the control means 80 executes the control of Step # 10 to Step # 12 during that time.

  For example, before stopping the driving means in the above step # 8, the temperature of the lubrication system oil is equal to or higher than the set oil temperature (the set condition is satisfied), so the determination in step # 5 becomes “Yes” Consider a case where the relative rotational phase of the internal rotor 3 with respect to the external rotor 2 is controlled to the most retarded phase state in step # 7. Thereafter, as the engine heat release proceeds, the oil temperature gradually decreases. When the oil temperature becomes lower than the set oil temperature at a certain point, the control means 80 makes a “No” determination at step # 10. Then, in step # 11, the control means 80 controls the relative rotation phase of the internal rotor 3 with respect to the external rotor 2 to an intermediate phase state by the hydraulic pressure from the second pump 72, and the next time the drive means starts operating. The valve opening / closing timing is controlled so that the startability of the engine is prioritized. On the other hand, if the control means 80 makes a “Yes” determination in step # 10, the process proceeds to step # 12 to control the relative rotational phase to the most retarded phase state.

  As described above, in the present embodiment, when the state quantity related to engine operation does not satisfy the set condition after the driving unit is stopped, the engine is controlled to be changed from a good startability state to a poor startability state. The means 80 can be configured to determine. Therefore, at that time, since the temperature of the fluid is still high and the viscosity is low (that is, the load of the second pump 72 is small), the relative rotational phase is maintained even if the output of the second pump 72 is small. The fluid pressure required to control the pressure can be supplied.

<Another embodiment>
<1>
The lock mechanism 6 and the intermediate phase holding mechanism 6 described in the above embodiment can be modified to various other configurations. For example, FIG. 14 is an enlarged view of the lock mechanism 5 and the intermediate phase holding mechanism 6 of the valve opening / closing timing control device 1 according to another embodiment. As shown in this figure, in the valve timing control device 1 according to this embodiment, the phase displacement allowable range R in which the displacement of the relative rotational phase is allowed by the intermediate phase holding mechanism 6 is such that the relative rotational phase is controlled by the lock mechanism 5. A lock phase that is constrained is included, and the first intermediate phase state set on the advance side and the second intermediate phase state set on the retard side with respect to this lock phase are set as a range having both ends. ing. According to such a configuration of the intermediate phase holding mechanism 6, the relative rotational phase is constrained to the lock phase by setting the lock mechanism 5 in the locked state, and the intermediate phase holding mechanism 6 is in the restricted state with the lock mechanism 5 in the released state. The relative rotational phase is restrained to the first intermediate phase state by displacing in the advance direction, and the relative rotational phase is restrained to the second intermediate phase state by displacing the relative rotational phase in the retard direction in this state. Therefore, according to the configuration of the intermediate phase holding mechanism 6, it is possible to select three phases so as to obtain an optimal valve opening / closing timing at the time of starting according to the state of the engine. Further, when the lock member 53 is retracted from the engaging recess 51 and the protruding member 63 is retracted from the restricting recess 61, a release state in which the displacement of the relative rotational phase exceeding the phase displacement allowable range R is allowed is obtained. The relative rotational phase can also be controlled to the most retarded angle phase state and the most advanced angle phase state similar to those of FIGS.

<2>
In the above embodiment, when determining whether or not the state quantity related to engine operation satisfies the set condition, the set condition is that the temperature of the lubricating oil flowing through the engine is equal to or higher than the lower limit temperature, Although the case where the temperature of the cooling water flowing through is equal to or higher than the lower limit temperature has been described, other setting conditions may be used. For example, FIG. 15 is a flowchart of a modification of the third embodiment, and in steps # 10 to # 12, an elapsed time from when the drive unit is stopped is used as a state quantity related to engine operation. The setting condition is that the elapsed time is equal to or shorter than the set time. In this case, the state quantity detection means 82 can be realized by the time measurement function of the control means 80.
Hereinafter, the flowchart of the present embodiment will be described with reference to FIG. 15, but step # 1 to step # 8 of FIG. 15 are the same as those of the third embodiment, and thus the description thereof is omitted.

  As shown in FIG. 15, in step # 9, the control means 80 starts measuring elapsed time after the drive means stops. The elapsed time since the driving means stopped is the elapsed time since the engine as the driving means was stopped based on the command received by the command receiving means 81 and the time since the electric motor as the driving means was stopped. At least one of the elapsed times.

  Accordingly, in step # 10, the control means 80 determines that the set condition is satisfied if the elapsed time is equal to or shorter than the set time, that is, if only a short time has elapsed since the drive means stopped. The process proceeds to step # 12. On the other hand, if the elapsed time exceeds the set time, that is, if a long time has passed since the drive means stopped, the control means 80 determines that the set condition is not satisfied, and step # 11

  The set time is set to a time during which it is ensured that the temperature of the hydraulic oil in the hydraulic circuit 7 is sufficiently high and the viscosity of the hydraulic oil is sufficiently low even if the engine starts to cool after the driving means is stopped. Therefore, if the elapsed time is less than or equal to the set time, the temperature of the combustion chamber is high, so the engine startability is good, and it is necessary to control the relative rotation phase even if the output of the second pump 72 is not large. Fluid pressure can be supplied. On the other hand, if the elapsed time exceeds the set time, the temperature of the combustion chamber is lowered and the engine startability is deteriorated, and the fluid pressure necessary for controlling the relative rotational phase is supplied from the second pump 72. It becomes difficult gradually.

<3>
In the above embodiment, the example in which the valve opening / closing timing control device is provided in the hybrid vehicle in which the driving means includes the engine and the electric motor has been described, but the valve opening / closing timing control device is provided in the vehicle in which the driving means includes only the engine. The same applies to the case where it is provided.
However, the idling stop control in the vehicle having only the engine as the driving means is such that the engine is stopped when the idling state occurs at the time of stopping by a signal or the like in order to reduce the fuel consumption in the engine of the vehicle. In this idle stop control, the control means 80, for example, accelerates until the vehicle speed exceeds the idle stop permission vehicle speed, turns off the accelerator, turns on the brake, and sets the vehicle speed below the set speed. When the engine stop condition is satisfied, the engine is automatically stopped. Thereafter, the control means 80 is configured to restart the engine when an engine start condition such as the accelerator being turned on or the brake being turned off is satisfied.

<4>
In the above embodiment, an example in which the second pump 72 that is an electric pump is used as the fluid supply / discharge device (hydraulic circuit 7) that can supply and discharge hydraulic oil to and from the retard chamber 42 and the advance chamber 41. However, other devices of the second pump 72 may be used. For example, a mechanism capable of storing high-pressure hydraulic oil generated when the first pump 71 as a mechanical pump is operating in a high-pressure state is provided in the hydraulic circuit 7 so that the first pump 71 is operating. The hydraulic oil in the high pressure state may be supplied to the retarding chamber 42 and the advance chamber 41 while it is not.

<5>
In the above embodiment, the temperature of the oil flowing through the engine, the temperature of the cooling water, the elapsed time after stopping the driving means, etc. are exemplified as the state quantities related to the operation of the engine, but the engine startability is good. Other state quantities may be adopted as long as it is possible to determine whether or not the hydraulic oil has a low viscosity.

<6>
When determining whether or not the engine state quantity satisfies the set condition during operation of the driving means (such as when stopping the engine in idle stop control and when stopping the engine in the operation stop command), and When determining whether or not the engine state quantity satisfies the set condition after the driving means is stopped, the set conditions may be the same or different. Taking the case where the state quantity is the temperature of the lubricating oil as an example, when stopping the engine in the idle stop control of step # 2 in FIG. 13 and when stopping the operation of the drive means in step # 5 of FIG. The setting condition is “the oil temperature is 80 ° C. or higher”, and the setting condition is “the oil temperature is 40 ° C. or higher” after the driving means is stopped in step # 10 of FIG. May be.

<7>
In the above embodiment and another embodiment, the control unit 80 controls the relative rotation phase by the hydraulic pressure from the first pump 71 before the engine is stopped in the idle stop control (that is, the retard chamber 42 or the advance chamber). However, it may be modified so that the relative rotational phase is controlled by the hydraulic pressure from the second pump 72 immediately after the first pump 71 is stopped.
However, since the second pump 72 supplies hydraulic oil using the hydraulic oil stored in the hydraulic oil reservoir 73, the engine is stopped (that is, the first pump 71 is stopped. If the hydraulic oil is not replenished to the hydraulic oil reservoir 73), the hydraulic oil storage amount in the hydraulic oil reservoir 73 is reduced. Further, since the first pump 71 cannot be used immediately before the engine is restarted, the hydraulic oil must be supplied from the second pump 72 to each part. At that time, the hydraulic oil storage amount in the hydraulic oil storage part 73 If this is insufficient, there is a possibility that the supply of hydraulic oil from the second pump 72 to each part may be hindered. Therefore, in the idle stop control, when the relative rotation phase is controlled by the hydraulic pressure from the second pump 72 immediately after the first pump 71 is stopped, the hydraulic oil storage amount in the hydraulic oil reservoir 73 is sufficiently increased. It is necessary to leave.

Side sectional view showing the overall configuration of the valve timing control device AA sectional view of FIG. AA sectional view of FIG. AA sectional view of FIG. AA sectional view of FIG. Enlarged view of locking mechanism and phase displacement regulating mechanism Explanatory drawing showing the configuration of the hydraulic circuit Explanatory drawing which shows the state of the hydraulic fluid in a hydraulic fluid storage part The flowchart explaining operation | movement of the valve timing control apparatus of 1st Embodiment. The flowchart explaining operation | movement of the valve timing control apparatus of 1st Embodiment. The flowchart explaining operation | movement of the valve timing control apparatus of 2nd Embodiment. The flowchart explaining operation | movement of the valve timing control apparatus of 3rd Embodiment. The flowchart explaining operation | movement of the valve timing control apparatus of 4th Embodiment. Enlarged view of another lock mechanism and phase displacement regulating mechanism The flowchart explaining operation | movement of the valve timing control apparatus of another embodiment.

Explanation of symbols

1 Valve opening / closing timing control device 2 External rotor (drive side rotating member)
3 Internal rotor (driven side rotating member)
4 Fluid pressure chamber 6 Intermediate phase holding mechanism 7 Hydraulic circuit (fluid supply / discharge device)
11 Camshaft 32 Vane 41 Advance chamber 42 Delay chamber 71 First pump (pump)
72 Second pump (pump, electric pump)
80 control means 81 command acceptance means 82 state quantity detection means

Claims (4)

A drive-side rotating member for opening and closing a valve of an internal combustion engine that rotates synchronously with respect to the crankshaft;
A driven-side rotating member that is coaxially disposed so as to be relatively rotatable with respect to the driving-side rotating member, and rotates integrally with the camshaft;
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 in an intermediate phase state;
A valve opening / closing timing control device comprising a pump driven by the internal combustion engine and an electric pump, and a fluid supply / discharge device capable of supplying and discharging fluid to and from the retard chamber and the advance chamber There,
State quantity detection means capable of detecting a state quantity relating to the internal combustion engine;
Command receiving means for receiving a driving permission command and a driving stop command from an operator for the driving means having at least the internal combustion engine of the internal combustion engine and the electric motor;
Control for controlling the operation of the drive unit based on the operation permission command and the operation stop command received by the command receiving unit, and performing an idle stop control for stopping the internal combustion engine when an idle stop condition is satisfied Means, and
The control means includes
When the idling stop control is performed, if the state quantity satisfies a set condition, the relative rotational phase is controlled to a retarded phase state that is moved more retarded than the intermediate phase state before the internal combustion engine is stopped. When the state quantity does not satisfy the set condition, the relative rotation phase is controlled to the intermediate phase state before the internal combustion engine is stopped, and the driving means is stopped based on the operation stop command. Controls the relative rotational phase to the intermediate phase state before stopping the internal combustion engine,
If the state quantity does not satisfy a set condition while the internal combustion engine is stopped by performing the idle stop control, the electric pump is operated to restart the relative rotation before the internal combustion engine is restarted. A valve opening / closing timing control device for controlling the phase to the intermediate phase state. A drive-side rotating member for opening and closing a valve of an internal combustion engine that rotates synchronously with respect to the crankshaft;
A driven-side rotating member that is coaxially disposed so as to be relatively rotatable with respect to the driving-side rotating member, and rotates integrally with the camshaft;
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 in an intermediate phase state;
A valve opening / closing timing control device comprising a pump driven by the internal combustion engine and an electric pump, and a fluid supply / discharge device capable of supplying and discharging fluid to and from the retard chamber and the advance chamber There,
State quantity detection means capable of detecting a state quantity relating to the internal combustion engine;
Control means for performing idle stop control for stopping the internal combustion engine when an idle stop condition is satisfied with respect to a drive means having at least the internal combustion engine of the internal combustion engine and the electric motor,
The control means includes
When the idle stop control is performed, if the state quantity satisfies a set condition, the relative rotational phase is shifted to a retarded phase state that is moved more retarded than the intermediate phase state before the internal combustion engine is stopped. And if the state quantity does not satisfy the set condition, the relative rotational phase is controlled to the intermediate phase state before the internal combustion engine is stopped, and
If the state quantity does not satisfy a set condition while the internal combustion engine is stopped by performing the idle stop control, the electric pump is operated to restart the relative rotation before the internal combustion engine is restarted. A valve opening / closing timing control device for controlling the phase to the intermediate phase state. The state quantity detection means detects at least one of the temperature of oil flowing through the internal combustion engine and the temperature of cooling water as the state quantity,
3. The control unit according to claim 1, wherein the control unit determines that the state quantity satisfies the set condition when at least one of the temperature of the oil and the temperature of the cooling water is equal to or higher than a set temperature related thereto. Valve timing control device.   The state quantity detection means detects an elapsed time from the stop of the internal combustion engine by performing the idle stop control as the state quantity, and the control means, when the elapsed time exceeds a set time, 4. The valve opening / closing timing control device according to claim 1, wherein an electric pump is operated to control the relative rotation phase to the intermediate phase state. 5.

Images