JP5310218B2 - Variable valve operating device for internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a variable valve gear for an internal combustion engine for compatibly controlling a variable valve train and a phase fixing mechanism with a single control valve and accurately fixing a valve timing with the fixing mechanism. <P>SOLUTION: A hydraulic pressure supply device as part of the variable valve gear uses a single oil control valve for controlling the state of supplying/discharging lubricating oil to/from a timing advance chamber 35 and a timing delay chamber 36, and an intermediate chamber of an intermediate lock mechanism 40. The oil control valve has first-fifth modes. In the third mode, it advances a timing and drives the intermediate lock mechanism 40 to be protruded. In the fourth mode, it advances a timing and drives the intermediate lock mechanism 40 to be canceled in the state of setting the amount of supplying the lubricating oil to the valve timing varying mechanism 30 to be smaller than in the third mode. In the fifth mode, it advances a timing and drives the intermediate lock mechanism 40 to be canceled in the state of setting the amount of supplying/discharging the lubricating oil to/from the valve timing varying mechanism 30 to be smaller than in the third mode. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention relates to a variable valve mechanism for changing valve timing, a phase lock mechanism for fixing the valve timing to an intermediate angle between the most advanced angle and the most retarded angle, and these variable valve mechanism and phase lock mechanism. The present invention relates to a variable valve operating apparatus for an internal combustion engine including a hydraulic control mechanism driven by hydraulic pressure.

As the variable valve operating device, for example, the one described in Patent Document 1 is known.
In this variable valve operating apparatus, the valve timing of the intake valve is changed between the most advanced angle and the most retarded angle, as described in paragraphs [0035] to [0043] and FIGS. A variable valve mechanism that rotates, a phase lock mechanism that fixes the valve timing of the intake valve to an intermediate angle between the most advanced angle and the most retarded angle, and a hydraulic pressure that drives the variable valve mechanism and the phase lock mechanism by hydraulic pressure And a control mechanism.

  The phase locking mechanism includes an intermediate chamber that communicates with the retarded angle chamber of the variable valve mechanism, a regulating body that is provided on the output-side rotator and moves between a fixed position and a release position with respect to the rotator. A restriction hole is provided in the input side rotating body and into which the restriction body is fitted. The hydraulic control mechanism includes a single control valve that controls the supply / discharge state of the lubricating oil (operating oil) to each of the variable valve mechanism and the phase locking mechanism.

  The relative rotational phase between the input side rotating body and the output side rotating body of the variable valve mechanism corresponds to the intermediate angle of the valve timing, and the control valve lubricates the intermediate chamber via the retarded angle chamber. When oil is supplied, the restricting body protrudes from the output-side rotator and moves to a fixed position, thereby restricting relative rotation between the input-side rotator and the output-side rotator and fixing the valve timing to an intermediate angle. On the other hand, the relative rotational phase between the input side rotating body and the output side rotating body of the variable valve mechanism corresponds to the intermediate angle of the valve timing, and the control valve performs lubrication from the intermediate chamber through the retarded angle chamber. When the oil is discharged, the restriction body is pulled out of the restriction hole and moved to the release position, thereby releasing the restriction on the relative rotation between the input-side rotating body and the output-side rotating body and allowing the change in valve timing.

JP 2001-50064 A

  By the way, in the above variable valve system, the valve timing is fixed by the phase fixing mechanism only when the engine is stopped. However, in order to more effectively utilize the function of the fixing mechanism, the valve timing can be adjusted even during engine operation. It can be said that fixing is desirable. However, since the variable valve device has a configuration in which the retard chamber and the intermediate chamber communicate with each other, when the valve timing is fixed, the lubricating oil is discharged from the retard chamber, that is, the control valve operates as an operation mode. It is necessary to set the mode for corners. On the other hand, since this mode is based on the premise that the normal valve timing control responds to the advance angle request based on the engine operating state, the change speed of the valve timing when the mode is selected is relatively large. It becomes. For this reason, when the valve timing is fixed by the phase fixing mechanism, when the advance angle mode is selected as the control valve mode, the regulating body passes through the regulating hole without being fitted into the regulating hole, thereby fixing the phase. The valve timing may not be properly fixed by the mechanism.

  Therefore, in order to solve these problems, it is possible to provide a control valve for the variable valve mechanism and a control valve for the phase locking mechanism and control them separately. Since a control valve is required, it is difficult to say that it is preferable in terms of practicality.

  The present invention has been made in view of such circumstances, and its purpose is to control the variable valve mechanism and the phase locking mechanism with a single control valve and to accurately fix the valve timing with the fixing mechanism. It is an object of the present invention to provide a variable valve operating device for an internal combustion engine that can satisfy both requirements.

In the following, means for achieving the above object and its effects are described.
(1) The invention according to claim 1 is a variable valve mechanism for changing a valve timing of an intake valve or an exhaust valve as an engine valve between a most advanced angle and a most retarded angle, and a valve timing of the engine valve. Including a phase locking mechanism that fixes an intermediate angle between the most advanced angle and the most retarded angle, and a hydraulic control mechanism that hydraulically drives these variable valve mechanism and phase locking mechanism. When the valve timing is at the intermediate angle and the hydraulic oil supply / discharge state by the hydraulic control mechanism is in the first supply / discharge state, the valve timing is released and the valve timing is released. A variable valve operating apparatus for an internal combustion engine that moves to a fixed position and fixes the valve timing at the intermediate angle when the hydraulic oil supply mechanism is in the second supply / discharge state at the intermediate angle. In The hydraulic control mechanism controls a supply / discharge state of hydraulic oil for each of the advance chamber, the retard chamber, and the phase lock mechanism of the variable valve mechanism by a single control valve. , and the said single control valve is driven state to maintain the supply and discharge state of the hydraulic oil for the previous SL-friendly driving the variable valve mechanism in the advance direction and the phase locking mechanism to the first supply-discharge state MA The variable valve mechanism is driven in the advance direction and the phase locking mechanism is operated in a state in which the amount of hydraulic oil discharged from the retard chamber of the variable valve mechanism is less than the drive state MA. The hydraulic valve has another drive state X1 different from the drive state MA that maintains the supply / discharge state of the hydraulic oil in the second supply / discharge state , and the variable valve gear fixes the valve timing to the intermediate angle. There is a request and the valve timing at that time When grayed is on the retard side than the intermediate angle, and summarized in that the advance of the valve timing to maintain the driving state of the control valve to the other driving state X1.

According to the present invention, since the drive state MA and the other drive state X1 are set as the drive state of the control valve, the control valve is moved to another drive state when there is a request to fix the valve timing to an intermediate angle. By maintaining X1 , it is possible to suppress a situation in which the valve timing is not fixed by the phase fixing mechanism due to the advance angle speed of the variable valve mechanism. That is, both the variable valve mechanism and the phase lock mechanism can be controlled by a single control valve, and the valve timing can be accurately fixed by the lock mechanism.

(2) an invention according to claim 2, in the variable valve device for an internal combustion engine according to claim 1, wherein the single control valve, as one drive mode of the other driving state X1, pre hear The variable valve mechanism is disposed under a state in which the amount of hydraulic oil discharged from the retard chamber of the variable valve mechanism and the amount of hydraulic oil supplied to the advance chamber of the variable valve mechanism are less than the drive state MA. The gist of the invention is to have a drive state MC that is driven in the advance direction and maintains the supply / discharge state of the hydraulic oil for the phase fixing mechanism in the second supply / discharge state .

  According to this invention, as the drive state of the control valve, the advance direction in the state where both the discharge amount of the hydraulic oil from the retard chamber and the supply amount of the hydraulic oil to the advance chamber are smaller than the drive state MA. Since the driving state MC to be driven is set, it is possible to more accurately suppress the situation where the valve timing is not fixed by the phase fixing mechanism due to the advance speed of the variable valve mechanism. become.

(3) A third aspect of the present invention is the variable valve operating apparatus for an internal combustion engine according to the first aspect , wherein the single control valve is further configured to supply hydraulic oil to an advance chamber of the variable valve mechanism. Under the state where the supply amount is smaller than that in the driving state MA, the variable valve mechanism is driven in the advance direction, and the hydraulic oil supply / discharge state for the phase locking mechanism is maintained in the second supply / discharge state . The variable valve operating apparatus has a request to fix the valve timing at the intermediate angle, and the valve timing at that time is on the retard side with respect to the intermediate angle, The gist is to advance the valve timing while maintaining the drive state of the control valve at the other drive state X1 or the drive state MD .

  According to the present invention, since the drive state MD is set as the drive state of the control valve, it is possible to maintain the control valve in the same drive state when there is a request to fix the valve timing to the intermediate angle. It is possible to suppress a situation in which the valve timing is not fixed by the phase fixing mechanism due to the advance angle speed of the variable valve mechanism.

(4) The invention according to claim 4 is the variable valve operating apparatus for an internal combustion engine according to any one of claims 1 to 3, wherein the single control valve is the drive state MA or the other When in the drive state X1 , a retard chamber flow passage for discharging hydraulic oil from the retard chamber of the variable valve mechanism is formed in the control valve, and is formed when in the drive state MA. When the flow rate of the hydraulic oil in the retarded chamber flow channel is compared with the flow rate of the hydraulic fluid in the retarded chamber flow channel formed when in the other driving state X1 , the latter is smaller. The gist is that there is a difference in the amount of hydraulic oil discharged from the retard chamber of the variable valve mechanism between the state MA and the other drive state X1 .

(5) The invention according to claim 5 is the variable valve operating apparatus for an internal combustion engine according to any one of claims 1 to 4, wherein the single control valve includes a sleeve provided with a plurality of ports. Including a spool provided with a plurality of valve bodies, and the opening area of each of the plurality of ports is changed by the corresponding valve body among the plurality of valve bodies in accordance with the relative movement of the sleeve and the spool. When in the driving state MA or the other driving state X1 , the retarding port connected to the retarding chamber of the variable valve mechanism and the hydraulic oil discharge port among the plurality of ports are mutually connected. is intended to be communicated, the retard port or the exhaust port when in said retard port or opening area of the exhaust port when in the driven state MA to the other driving state X1 When comparing the opening area, is summarized in that by the latter is small in which a difference in the flow rate of the hydraulic oil between said driving state MA other driving states X1 occurs.

(6) The invention according to claim 6 is the variable valve apparatus of an internal combustion engine according to any one of claims 1 to 5, wherein the single control valve is retarded pre Symbol variable valve mechanism A driving state ME that drives in an angular direction and maintains the supply / discharge state of the hydraulic oil for the phase locking mechanism in the first supply / discharge state; and the variable valve operating apparatus sets the valve timing to the intermediate angle. When there is a request to fix and the valve timing at that time is on the more advanced side than the intermediate angle, the drive state of the control valve is maintained in the drive state ME, and the valve timing is set to be higher than the intermediate angle. Change to the retarded side, and then advance the valve timing while maintaining the drive state of the control valve in any of the other drive state X1, the drive state MC, and the drive state MD. It is a summary

(7) The invention according to claim 7 is a variable valve mechanism for changing a valve timing of an intake valve or an exhaust valve as an engine valve between a most advanced angle and a most retarded angle, and a valve timing of the engine valve. Including a phase locking mechanism that fixes an intermediate angle between the most advanced angle and the most retarded angle, and a hydraulic control mechanism that hydraulically drives these variable valve mechanism and phase locking mechanism. When the valve timing is at the intermediate angle and the hydraulic oil supply / discharge state by the hydraulic control mechanism is in the first supply / discharge state, the valve timing is released and the valve timing is released. A variable valve operating apparatus for an internal combustion engine that moves to a fixed position and fixes the valve timing at the intermediate angle when the hydraulic oil supply mechanism is in the second supply / discharge state at the intermediate angle. In The hydraulic control mechanism controls a supply / discharge state of hydraulic oil for each of the advance chamber, the retard chamber, and the phase lock mechanism of the variable valve mechanism by a single control valve. , and the said single control valve is driven state to maintain the supply and discharge state of the hydraulic oil for the previous SL variable valve mechanism driving the retard direction and the phase locking mechanism to the first supply-discharge state NA And driving the variable valve mechanism in the retarding direction and reducing the amount of hydraulic oil discharged from the advance chamber of the variable valve mechanism less than the drive state NA and The hydraulic valve has another drive state X2 different from the drive state NA that maintains the supply / discharge state of the hydraulic oil in the second supply / discharge state , and the variable valve gear fixes the valve timing to the intermediate angle. There is a request and the valve timing at that time When grayed is on the advance side than the intermediate angle, and summarized in that to maintain the driving state of the control valve to the other driving state X2 is intended to retard the valve timing.

According to this invention, since the above-mentioned drive state NA and other drive state X2 are set as the drive state of the control valve, the control valve is moved to another drive state when there is a request to fix the valve timing to an intermediate angle. By maintaining X2 , it is possible to suppress a situation in which the valve timing is not fixed by the phase fixing mechanism due to the retarded angular velocity of the variable valve mechanism. That is, both the variable valve mechanism and the phase lock mechanism can be controlled by a single control valve, and the valve timing can be accurately fixed by the lock mechanism.

(8) According to an eighth aspect of the present invention, in the variable valve operating apparatus for an internal combustion engine according to the seventh aspect , the single control valve has the variable motion as one drive mode of the other drive state X2. The variable valve mechanism is retarded in a state where the amount of hydraulic oil discharged from the advance chamber of the valve mechanism and the amount of hydraulic oil supplied to the retard chamber of the variable valve mechanism are less than the drive state NA. The gist of the invention is that it has a driving state NC that is driven in an angular direction and maintains the supply / discharge state of the hydraulic oil for the phase fixing mechanism in the second supply / discharge state .

  According to this invention, as the drive state of the control valve, the retarded direction is obtained under the state where both the discharge amount of the hydraulic oil from the advance chamber and the supply amount of the hydraulic oil to the retard chamber are smaller than the drive state NA. Since the drive state NC to be driven is set, it is possible to more accurately suppress the situation where the valve timing is not fixed by the phase fixing mechanism due to the retarded speed of the variable valve mechanism. become.

(9) The invention according to claim 9 is the variable valve operating apparatus for the internal combustion engine according to claim 7 , wherein the single control valve is further configured to supply the hydraulic oil to the retard chamber of the variable valve mechanism. The variable valve mechanism is driven in the retarding direction and the hydraulic oil supply / discharge state for the phase locking mechanism is maintained in the second supply / discharge state under a state where the supply amount is less than the drive state NA. The variable valve operating apparatus has a request to fix the valve timing at the intermediate angle, and when the valve timing at that time is on the more advanced side than the intermediate angle, The gist is that the valve timing is retarded by maintaining the drive state of the control valve at the other drive state X2 or the drive state ND .

  According to the present invention, since the above-mentioned drive state ND is set as the drive state of the control valve, it is possible to maintain the control valve in the same drive state when there is a request to fix the valve timing to the intermediate angle. It is possible to suppress the occurrence of a situation in which the valve timing is not fixed by the phase fixing mechanism due to the retarded speed of the variable valve mechanism.

(10) The invention according to claim 10 is the variable valve operating apparatus for an internal combustion engine according to any one of claims 7 to 9 , wherein the single control valve is the drive state NA or the other When in the drive state X2 , an advance chamber passage for discharging hydraulic oil from the advance chamber of the variable valve mechanism is formed in the control valve, and is formed when in the drive state NA. When the flow rate of the hydraulic fluid in the advance chamber flow path is compared with the flow rate of the hydraulic oil in the advance chamber flow path formed when in the other drive state X2 , the latter is smaller and the drive The gist is that there is a difference in the amount of hydraulic oil discharged from the advance chamber of the variable valve mechanism between the state NA and the other drive state X2 .

(11) The invention according to claim 11 is the variable valve operating apparatus for an internal combustion engine according to any one of claims 7 to 10 , wherein the single control valve includes a sleeve provided with a plurality of ports. Including a spool provided with a plurality of valve bodies, and the opening area of each of the plurality of ports is changed by the corresponding valve body among the plurality of valve bodies in accordance with the relative movement of the sleeve and the spool. When in the driving state NA or the other driving state X2 , the advance port connected to the advance chamber of the variable valve mechanism and the hydraulic oil discharge port among the plurality of ports are mutually connected. is intended to be communicated, the advance port or the discharge of when in the said advance port or the opening area of the discharge ports other drive state X2 when in the driven state NA When comparing the opening area of over bets, and summarized in that by the latter is small in which a difference in the flow rate of the hydraulic oil between said driving state NA other drive state X2 occurs.

(12) The invention according to claim 12, in the variable valve system for an internal combustion engine according to any one of claims 7 to 11, wherein the single control valve, the pre-Symbol variable valve mechanism proceeds The variable valve operating apparatus has a drive state NE that is driven in an angular direction and maintains the supply / discharge state of the hydraulic oil for the phase fixing mechanism in the first supply / discharge state. When there is a request to fix and the valve timing at that time is on the retard side with respect to the intermediate angle, the drive state of the control valve is maintained at the drive state NE, and the valve timing is set to be higher than the intermediate angle. It changes to the advance side, and then the valve timing is retarded by maintaining the drive state of the control valve in any of the other drive state X2, the drive state NC, and the drive state ND. A summary There.

(13) The invention according to claim 13 is the variable valve operating apparatus for an internal combustion engine according to any one of claims 1 to 12 , wherein the variable valve mechanism is an input that rotates in conjunction with a crankshaft. The valve timing is changed by changing a relative phase that is a relative rotation phase between a side rotating body and an output side rotating body that rotates in conjunction with a camshaft of the engine valve, and the phase fixing mechanism. Is a regulating body that is provided on an accommodation-side rotating body that is one of the input-side rotating body and the output-side rotating body and moves between the fixed position and the release position with respect to the rotating body, and the input And a restriction hole provided in the engagement-side rotator that is the other of the output-side rotator and the output-side rotator, and the relative phase corresponds to the intermediate angle. In the middle phase and before The valve timing by said regulating member is fitted into the restriction hole by moving to the fixed position when the supply and discharge state of the hydraulic oil by the hydraulic control mechanism is in the second supply and discharge state is fixed to the intermediate angle When the relative phase is in an intermediate phase corresponding to the intermediate angle and the hydraulic oil supply / discharge state by the hydraulic control mechanism is in the first supply / discharge state , the regulating body moves to the release position and The gist is that the valve timing is fixed to the intermediate angle by being pulled out from the restriction hole.

The schematic diagram which shows typically the structure of the internal combustion engine about 1st Embodiment which actualized the variable valve operating apparatus of the internal combustion engine of this invention. About the valve timing variable mechanism which comprises the variable valve apparatus of the embodiment, (a) The top view which shows the planar structure, (b) The sectional view which shows the cross-sectional structure which followed the A1-A1 line of Fig.2 (a) . FIG. 3 is a schematic diagram schematically showing a sectional structure taken along line A2-A2 of FIG. 2A on a plane with respect to the valve timing variable mechanism of the same embodiment. The schematic diagram which shows the structure of a lubricating oil path about the valve timing variable mechanism of the embodiment. Sectional drawing which shows the cross-sectional structure when it exists in the internal structure and the 1st mode and 2nd mode about the oil control valve which comprises the hydraulic pressure supply apparatus of the embodiment. Sectional drawing which shows the cross-section when the oil control valve which comprises the hydraulic pressure supply apparatus of the embodiment exists in the 3rd mode thru | or 5th mode. The graph which shows the relationship of the lubricating oil flow rate of each port with respect to a spool position about the oil control valve of the embodiment. Regarding the oil control valve of the same embodiment, (a) a table showing the relationship between the operation mode and the lubricant supply mode for the variable valve timing mechanism, and (b) the operation mode, the variable valve timing mechanism and the operation of the intermediate lock pin. And a table showing the relationship between the operation mode and the engine operating state. The flowchart which shows the process sequence about "the intermediate | middle lock process at the time of a normal stop" performed by the electronic controller of the embodiment. FIG. 3 is a schematic diagram schematically showing a sectional structure taken along line A2-A2 of FIG. 2A on a plane with respect to the valve timing variable mechanism of the same embodiment. The flowchart which shows the process sequence about the "intermediate lock process at the time of an emergency stop" performed by the electronic controller of the embodiment. Sectional drawing which shows the cross-section when the oil control valve of 2nd Embodiment which actualized the variable valve apparatus of the internal combustion engine of this invention is in a 1st mode and a 2nd mode. Sectional drawing which shows sectional structure when it is in the 3rd mode thru | or 5th mode about the oil control valve which comprises the hydraulic pressure supply apparatus of the embodiment. Sectional drawing which shows the cross-section when the oil control valve of 3rd Embodiment which actualized the variable valve apparatus of the internal combustion engine of this invention in a 1st mode and a 2nd mode in the cross-section. Sectional drawing which shows sectional structure when it is in the 3rd mode thru | or 5th mode about the oil control valve which comprises the hydraulic pressure supply apparatus of the embodiment. About the valve timing variable mechanism of 4th Embodiment which actualized the variable valve operating apparatus of the internal combustion engine of this invention, the cross-sectional structure which follows the A2-A2 line of Fig.2 (a) is expand | deployed on a plane, and is shown typically. Pattern diagram. Sectional drawing which shows the cross-sectional structure when it exists in the cross-sectional structure and 6th mode and 7th mode about the oil control valve of 5th Embodiment which actualized the variable valve operating apparatus of the internal combustion engine of this invention. Sectional drawing which shows the cross-sectional structure when it exists in the 8th mode thru | or 10th mode about the oil control valve which comprises the hydraulic pressure supply apparatus of the embodiment. Regarding the oil control valve of the same embodiment, (a) a table showing the relationship between the operation mode and the lubricant supply mode for the variable valve timing mechanism, and (b) the operation mode, the variable valve timing mechanism and the operation of the intermediate lock pin. And a table showing the relationship between the operation mode and the engine operating state. FIG. 3 is a schematic diagram schematically showing a sectional structure taken along line A2-A2 of FIG. 2A on a plane with respect to the valve timing variable mechanism of the same embodiment.

(First embodiment)
With reference to FIGS. 1 to 11, a first embodiment in which the variable valve operating apparatus for an internal combustion engine of the present invention is embodied as a variable valve operating apparatus for changing the valve timing of an intake valve will be described. In the present embodiment, a variable valve mechanism is configured including the variable valve timing mechanism 30, the hydraulic pressure supply device 50, and the electronic control device 100.

  As shown in FIG. 1, the internal combustion engine 1 includes an engine body 10 that obtains power through combustion of an air-fuel mixture, a valve timing variable mechanism 30 that changes the valve timing of the intake valve 21, and the engine body 10. Also, a hydraulic pressure supply device 50 that supplies lubricating oil to the variable valve timing mechanism 30 and an electronic control device 100 that comprehensively controls these devices are provided.

  In the engine body 10, an air-fuel mixture of fuel injected through the injector 17 and air flowing through the intake passage is combusted in the combustion chamber 14, and the linear motion of the piston 15 associated therewith is converted into rotational motion of the crankshaft 16. A cylinder block 11 is provided. An oil pan 12 for storing lubricating oil supplied to each part of the internal combustion engine 1 is attached to the lower part of the cylinder block 11. A cylinder head 13 on which valve-operated parts are arranged is attached to the upper part of the cylinder block 11.

  The cylinder head 13 includes an intake valve 21 that opens and closes the combustion chamber 14 with respect to the intake passage, an intake camshaft 22 that opens and closes the intake valve 21, and an exhaust valve 23 that opens and closes the combustion chamber 14 with respect to the exhaust passage. A driving exhaust camshaft 24 is provided.

  An oil pump 18 that pumps up and discharges the lubricating oil of the oil pan 12 is connected to the crankshaft 16. The lubricating oil discharged by the oil pump 18 passes through the lubricating oil passage 52 and is supplied to each part of the internal combustion engine 1, and a part thereof is supplied to the variable valve timing mechanism 30 through the oil control valve 51. The lubricating oil after flowing through each part of the internal combustion engine 1 and the lubricating oil discharged from the variable valve timing mechanism 30 are returned to the oil pan 12 again.

  A crank position sensor 101, a cam position sensor 102, and the like are connected to the electronic control device 100 as various sensors for assisting the control. The crank position sensor 101 is provided in the vicinity of the crankshaft 16 and outputs a signal corresponding to the rotation angle of the shaft. The cam position sensor 102 is provided in the vicinity of the intake camshaft 22 and outputs a signal corresponding to the rotation angle of the shaft. The electronic control unit 100 calculates the valve timing of the intake valve 21 (hereinafter “valve timing INVT”) based on the outputs of the crank position sensor 101 and the cam position sensor 102.

  The electronic control unit 100 performs various types of fuel injection control for adjusting the fuel injection amount through the control of the injector 17 and the valve timing control for adjusting the valve timing INVT through the control of the oil control valve 51 based on the outputs of these sensors. Take control.

  The configuration of the variable valve timing mechanism 30 will be described with reference to FIG. FIG. 2A shows a planar structure of the variable mechanism in a state where the cover 34 is removed from the housing 31. In the same figure, an arrow A indicates the rotation direction of the intake camshaft 22 and the variable valve timing mechanism 30.

  The variable valve timing mechanism 30 is connected to the crankshaft 16 via a timing chain, and is synchronized with the sprocket 32 that rotates in synchronization with the shaft and is fixed to the end of the intake camshaft 22. And the rotating vane rotor 33. The sprocket 32 is provided with a housing 31 that rotates in an integrated manner. The vane rotor 33 is accommodated in the space by being disposed in the space in the housing 31 and attaching the cover 34 to the housing 31.

  The housing 31 is provided with three partition walls 31A that protrude toward the vane rotor 33 in the radial direction. The vane rotor 33 is provided with three vanes 33 </ b> A that protrude toward the housing 31. A space between adjacent partition walls 31A is partitioned into an advance chamber 35 and a retard chamber 36 by a corresponding vane 33A.

  The advance chamber 35 is located further to the rear side in the rotation direction of the intake camshaft 22 when the vane 33A is used as a reference, and the supply / discharge state of the lubricating oil with respect to the variable valve timing mechanism 30 by the hydraulic supply device 50 The volume changes according to One retarding chamber 36 is located on the front side in the rotational direction of the intake camshaft 22 when the vane 33A is used as a reference, and the valve timing variable mechanism by the hydraulic pressure supply device 50 is the same as the advance chamber 35. The volume changes according to the supply / discharge state of the lubricating oil with respect to 30.

  The variable valve timing mechanism 30 changes the valve timing INVT by changing the relative rotational phase of the vane rotor 33 with respect to the housing 31 and the sprocket 32 based on the above configuration. Specifically, the valve timing INVT is changed by the variable valve timing mechanism 30 as follows.

  When the vane rotor 33 rotates to the advance side, that is, the front side in the rotation direction of the intake camshaft 22 with respect to the housing 31 by supplying the lubricant oil to the advance chamber 35 and discharging the lubricant oil from the retard chamber 36, the valve The timing INVT changes to the advance side. When the vane rotor 33 is rotated to the maximum advance side with respect to the housing 31, the valve timing INVT is set to the most advance side timing (hereinafter, “most advance angle INVTmax”). Hereinafter, the rotational phase of the vane rotor 33 with respect to the housing 31 at this time is referred to as a most advanced angle phase PH. As the most advanced angle phase PH, the phase when the vane 33A is abutted against the partition wall 31A as the vane rotor 33 rotates to the advance side, or the phase when the vane rotor 33 is in the vicinity of this phase is set. The

  When the vane rotor 33 rotates to the retard side, that is, the rear side in the rotational direction of the intake camshaft 22 with respect to the housing 31 by discharging the lubricant from the advance chamber 35 and supplying the lubricant to the retard chamber 36, the valve The timing INVT changes to the retard side. When the vane rotor 33 rotates to the maximum retard side with respect to the housing 31, the valve timing INVT is set to the most retarded timing (hereinafter, “most retarded INVTmin”). Hereinafter, the rotational phase of the vane rotor 33 with respect to the housing 31 at this time is referred to as the most retarded phase PL. As the most retarded phase PL, a phase when the vane 33A is abutted against the partition wall 31A as the vane rotor 33 rotates toward the retard side, or a phase when the vane rotor 33 is in the vicinity of this phase is set. The

  The flow of the lubricating oil between each of the advance chamber 35 and the retard chamber 36 and the hydraulic pressure supply device 50 is blocked, that is, the lubricant oil is held in each of the advance chamber 35 and the retard chamber 36. As a result, relative rotation between the housing 31 and the vane rotor 33 becomes impossible, and the valve timing INVT is maintained at the timing at that time.

  The variable valve timing mechanism 30 regulates the rotation of the vane rotor 33 relative to the housing 31 regardless of the hydraulic pressure of the advance chamber 35 and the retard chamber 36, and sets the valve timing INVT between the most advanced angle INVTmax and the most retarded angle INVTmin. Is provided with an intermediate locking mechanism 40 for fixing at a specific timing (hereinafter referred to as “intermediate angle INVTmdl”). The intermediate angle INVTmdl is set to a timing suitable for starting the engine. That is, when the valve timing INVT is set to the intermediate angle INVTmdl at the time of engine start, and the case where the valve timing INVT is set to a timing more retarded than this, the former has higher startability. Become so.

  The intermediate lock mechanism 40 operates based on the supply / discharge state of the lubricating oil with respect to the intermediate lock mechanism 40 by the hydraulic pressure supply device 50, and the rotation phase of the vane rotor 33 with respect to the housing 31 corresponds to the rotation phase corresponding to the intermediate angle INVTmdl (hereinafter, “ When in the intermediate phase PM "), the housing 31 and the vane rotor 33 are fixed to each other to keep the valve timing INVT at the intermediate angle INVTmdl.

  Specifically, the lock pin 41 provided on the vane 33A, the intermediate chamber 42 provided on the vane 33A and supplied with lubricating oil by the hydraulic pressure supply device 50, and the lock pin 41 provided on the vane 33A are also provided. Is formed by a lock spring 43 that pushes the member in one direction and a lock hole 44 provided in the housing 31.

  Based on the relationship between the force of the lubricating oil in the intermediate chamber 42 and the force of the lock spring 43, the lock pin 41 protrudes from the vane 33 </ b> A (hereinafter referred to as “protrusion direction ZA”) and the direction retracted into the vane 33 </ b> A (hereinafter referred to as “following” "Accommodating direction ZB"). The hydraulic pressure in the intermediate chamber 42 acts on the lock pin 41 in the accommodating direction ZB, and the force of the lock spring 43 acts on the lock pin 41 in the protruding direction ZA.

  When the lubricating oil is supplied to the intermediate chamber 42 by the hydraulic pressure supply device 50 and the intermediate chamber 42 is filled with the lubricating oil, that is, the supply / discharge state of the lubricating oil with respect to the intermediate chamber 42 is the “first supply / discharge state”. At this time, the force in the housing direction ZB by the lubricating oil in the intermediate chamber 42 exceeds the force in the protruding direction ZA by the lock spring 43. As a result, a force that causes the lock pin 41 to operate in the accommodation direction ZB is generated. When the lock pin 41 is fitted in the lock hole 44 and the force in the accommodating direction ZB acts on the lock pin 41, the lock pin 41 is detached from the lock hole 44 and moved to the release position. Housed in vane 33A. Thereby, the fixing of the housing 31 and the vane rotor 33 due to the engagement between the lock pin 41 and the lock hole 44 is released, and the rotation of the vane rotor 33 with respect to the housing 31 is allowed.

  On the other hand, when the lubricating oil is discharged from the intermediate chamber 42 by the hydraulic supply device 50 and the intermediate chamber 42 is not filled with the lubricating oil, that is, when the lubricating oil supply / discharge state with respect to the intermediate chamber 42 is in the “second supply / discharge state”. Due to the force in the protruding direction ZA by the lock spring 43, a force for causing the lock pin 41 to operate in the protruding direction ZA is generated. In this state, when the rotational phase of the vane rotor 33 with respect to the housing 31 is in the intermediate phase PM, that is, when the circumferential positions of the lock pin 41 and the lock hole 44 coincide with each other, the lock pin 41 is moved to the vane. It protrudes from 33A to a fixed position and is fitted into the lock hole 44. Thus, the housing 31 and the vane rotor 33 are fixed to each other through the engagement between the lock pin 41 and the lock hole 44, and their relative rotational phases are maintained at the intermediate phase PM.

  FIG. 3 schematically shows a cross-sectional structure of the variable valve timing mechanism 30. FIG. 2 schematically shows a sectional structure of the variable valve timing mechanism 30 taken along the line A2-A2 in FIG. 2A on a plane.

  When the rotational phase of the vane rotor 33 with respect to the housing 31 is changed between the most advanced angle phase PH shown in FIG. 3A and the most retarded angle phase PL shown in FIG. Is maintained in a state accommodated in the vane 33A. Further, even when the rotational phase of the vane rotor 33 is at the intermediate phase PM, as long as the lock pin 41 is accommodated in the vane 33A as the lubricating oil is supplied to the intermediate chamber 42, FIG. As shown in FIG. 4, the rotational phase of the vane rotor 33 is not fixed to the intermediate phase PM.

  On the other hand, when the rotational phase of the vane rotor 33 is at the intermediate phase PM, when the lubricating oil is discharged from the intermediate chamber 42 and the force in the protruding direction ZA acts on the lock pin 41, the state shown in FIG. As shown, the lock pin 41 protrudes from the vane 33A and is fitted into the lock hole 44, whereby the vane rotor 33 is held at the intermediate phase PM.

  With such a configuration, the vane rotor 33 is moved against the housing 31 in a situation where the force in the protruding direction ZA acts on the lock pin 41 and the lock pin 41 is positioned at the retarded angle side with respect to the lock hole 44. When driven to the advance side, the tip of the lock pin 41 is fitted into the lock hole 44 when these relative rotational phases reach the intermediate phase PM.

  With reference to FIG. 4, the flow mode of the lubricating oil between the variable valve timing mechanism 30 and the hydraulic pressure supply device 50 will be described. In addition, the figure has shown typically the structure of the oil path between these apparatuses.

  The hydraulic pressure supply device 50 includes an oil pan 12, an oil pump 18, an oil control valve 51, and a lubricating oil passage 52 through which lubricating oil flows between them. The lubricating oil passage 52 includes a supply oil passage 53 for supplying lubricating oil from the oil pan 12 to the oil control valve 51, a discharge oil passage 54 for returning the lubricating oil from the control valve 51 to the oil pan 12, and the control. An advance oil passage 55 through which lubricating oil flows between the valve 51 and each advance chamber 35, and a retard oil passage 56 through which lubricant flows between the control valve 51 and each retard chamber 36; An intermediate oil passage 57 through which lubricating oil flows is provided between the control valve 51 and the intermediate chamber 42.

  The advance oil passage 55, the retard oil passage 56, and the intermediate oil passage 57 directly connect the oil control valve 51 to the corresponding one of the advance chamber 35, the retard chamber 36, and the intermediate chamber 42, respectively. ing. That is, the intermediate oil passage 57 is formed as an oil passage through which the lubricating oil flows between the oil control valve 51 without passing through either the advance chamber 35 or the retard chamber 36.

  The oil control valve 51 switches the communication state between the supply oil passage 53 and the discharge oil passage 54, the advance oil passage 55, the retard oil passage 56, and the intermediate oil passage 57, thereby causing the advance chamber 35 and the retard chamber 36. And the supply / discharge state of the lubricating oil with respect to the intermediate chamber 42 is changed.

  The structure of the oil control valve 51 and its operation mode will be described with reference to FIGS. 5 and 6 both show a cross-sectional structure along the axial direction of the valve, and show cross-sectional structures when in different operation modes. Moreover, the arrow in each figure shows the flow of lubricating oil.

  As shown in FIG. 5A, the oil control valve 51 includes a single sleeve 70 provided with a plurality of ports, and a single spool 60 provided in the sleeve 70. When the spool 60 moves relative to the sleeve 70, the communication state between the ports is switched, and the supply / discharge state of the lubricating oil to the advance chamber 35, the retard chamber 36, and the intermediate chamber 42 is changed.

  The sleeve 70 is formed with an advance port 75 connected to the advance oil passage 55, a retard port 76 connected to the retard oil passage 56, and an intermediate port 77 connected to the intermediate oil passage 57. ing. These ports are formed in the order of an advance port 75, a retard port 76, and an intermediate port 77 along the axial direction of the sleeve 70.

  In addition to the above ports, the sleeve 70 is provided with a first supply port 71 connected to the supply oil passage 53, and a first supply port 71 provided separately from the first supply port 71 and connected to the supply oil passage 53. 2, a first discharge port 73 connected to the discharge oil passage 54, and a second discharge port 74 provided separately from the first discharge port 73 and also connected to the discharge oil passage 54. Has been. Further, an intermediate communication passage 78 is formed as a groove along the wall surface between the second supply port 72 and the second discharge port 74 on the inner wall of the sleeve 70.

  The spool 60 is provided with each of the following valve bodies that change the opening area of each of the ports 71 to 77 as the spool 60 moves with respect to the sleeve 70. That is, the opening areas of the advance valve 61 that changes the opening areas of the first supply port 71, the first discharge port 73, and the advance port 75, and the opening areas of the first supply port 71 and the retard port 76 are changed. The adjustment valve 62, the retard valve 63 that changes the opening area of each of the first supply port 71, the second discharge port 74, and the retard port 76, and the opening area of each of the second discharge port 74 and the intermediate port 77 are as follows. The first intermediate valve 64 to be changed, the second intermediate valve 65 to change the respective opening areas of the second supply port 72 and the intermediate port 77, and the respective opening areas of the second supply port 72 and the intermediate port 77 are changed. A third intermediate valve 66 is provided.

  In the oil control valve 51 having such a structure, the communication mode between the ports is changed with the movement of the spool 60 in the axial direction with respect to the sleeve 70, so that the drive modes thereof are the first mode to the fifth mode described below. Set to one of the modes.

  As shown in FIG. 5B, when the position of the spool 60 with respect to the sleeve 70 is in the first position, the operation mode is set to the first mode, and the respective ports are maintained in the next communication state. That is, the advance port 75 communicates with the first discharge port 73 and is blocked by the advance valve 61 from the first supply port 71. Further, the retard port 76 communicates with the first supply port 71 and is blocked by the retard valve 63 from the second discharge port 74. Further, the intermediate port 77 communicates with the second supply port 72 and is disconnected from the second discharge port 74 by the first intermediate valve 64.

  In the first mode, since the ports are in communication with each other, the lubricating oil in the advance chamber 35 flows in the order of the advance oil passage 55, the advance port 75, the first discharge port 73, and the discharge oil passage 54. To the oil pan 12. Further, the lubricating oil from the oil pump 18 flows in the order of the supply oil passage 53, the first supply port 71, the retard port 76, and the retard oil passage 56 and is supplied to the retard chamber 36. Further, the lubricating oil from the oil pump 18 flows in the order of the supply oil passage 53, the second supply port 72, the intermediate port 77, and the intermediate oil passage 57 and is supplied to the intermediate chamber 42.

  As shown in FIG. 5C, when the position of the spool 60 with respect to the sleeve 70 is in the second position, the operation mode is set to the second mode, and each port is maintained in the next communication state. That is, the advance port 75 is blocked from the first supply port 71 by the advance valve 61 and from the first discharge port 73 by the advance valve 61. Further, the retard port 76 is blocked from the first supply port 71 by the retard valve 63, and is blocked from the second discharge port 74 by the retard valve 63. Further, the intermediate port 77 communicates with the second supply port 72 and is disconnected from the second discharge port 74 by the second intermediate valve 65.

  In the second mode, since the ports are in communication with each other, the lubricating oil flows from the oil pump 18 to the advance chamber 35 through the oil control valve 51 and the oil from the advance chamber 35 through the oil control valve 51. Any lubricating oil flow to the pan 12 is blocked. Further, the flow of lubricating oil from the oil pump 18 to the retarding chamber 36 through the control valve 51 and the flow of lubricating oil from the retarding chamber 36 to the oil pan 12 through the control valve 51 are both blocked. In the intermediate chamber 42, the lubricating oil from the oil pump 18 is supplied through the supply oil passage 53, the second supply port 72, the intermediate port 77, and the intermediate oil passage 57 in this order.

  As shown in FIG. 6A, when the position of the spool 60 with respect to the sleeve 70 is in the third position, the operation mode is set to the third mode, and each port is maintained in the next communication state. In other words, the advance port 75 communicates with the first supply port 71 and is closed with the first discharge port 73 by the advance valve 61. Further, the retard port 76 communicates with the second discharge port 74 and is blocked by the retard valve 63 from the first supply port 71. Further, the intermediate port 77 communicates with the second supply port 72 and is disconnected from the second discharge port 74 by the second intermediate valve 65.

  In the third mode, since the ports are in communication with each other, the lubricating oil from the oil pump 18 flows in the order of the supply oil passage 53, the first supply port 71, the advance port 75, and the advance oil passage 55. To the advance chamber 35. In addition, the lubricating oil in the retard chamber 36 flows in the order of the retard oil passage 56, the retard port 76, the second discharge port 74, and the discharge oil passage 54, and is returned to the oil pan 12. Further, the lubricating oil from the oil pump 18 flows in the order of the supply oil passage 53, the second supply port 72, the intermediate port 77, and the intermediate oil passage 57 and is supplied to the intermediate chamber 42.

  As shown in FIG. 6B, when the position of the spool 60 with respect to the sleeve 70 is in the fourth position, the operation mode is set to the fourth mode, and each port is maintained in the next communication state. In other words, the advance port 75 communicates with the first supply port 71 and is closed with the first discharge port 73 by the advance valve 61. Further, the retard port 76 communicates with the second discharge port 74 and is blocked by the retard valve 63 from the first supply port 71. Further, the intermediate port 77 communicates with the second discharge port 74 through the intermediate communication passage 78 and is blocked by the third intermediate valve 66 from the second supply port 72.

  In the fourth mode, since the ports are in communication with each other, the lubricating oil from the oil pump 18 flows in the order of the supply oil passage 53, the first supply port 71, the advance port 75, and the advance oil passage 55. In addition, it is supplied to the advance chamber 35 in a state where the flow rate is reduced as compared with the third mode. In addition, the lubricating oil in the retard chamber 36 flows in the order of the retard oil passage 56, the retard port 76, the second discharge port 74, and the discharge oil passage 54, and is returned to the oil pan 12. Further, the lubricating oil in the intermediate chamber 42 flows in the order of the intermediate oil passage 57, the intermediate port 77, the intermediate communication passage 78, the second discharge port 74 and the discharge oil passage 54, and is returned to the oil pan 12.

  As shown in FIG. 6C, when the position of the spool 60 with respect to the sleeve 70 is in the fifth position, the operation mode is set to the fifth mode, and the respective ports are maintained in the next communication state. In other words, the advance port 75 communicates with the first supply port 71 and is closed with the first discharge port 73 by the advance valve 61. Further, the retard port 76 communicates with the second discharge port 74 and is blocked by the retard valve 63 from the first supply port 71. Further, the intermediate port 77 communicates with the second discharge port 74 through the intermediate communication passage 78 and is blocked by the third intermediate valve 66 from the second supply port 72.

  In the fifth mode, since the ports are in communication with each other, the lubricating oil from the oil pump 18 flows in the order of the supply oil passage 53, the first supply port 71, the advance port 75, and the advance oil passage 55. In addition, it is supplied to the advance chamber 35 in a state where the flow rate is reduced as compared with the third mode. In addition, the lubricating oil in the retarding chamber 36 flows in the order of the retarding oil passage 56, the retarding port 76, the second discharge port 74, and the discharge oil passage 54, and the oil is in a state where the flow rate is reduced compared to the third mode. Reflux to pan 12. Further, the lubricating oil in the intermediate chamber 42 flows in the order of the intermediate oil passage 57, the intermediate port 77, the intermediate communication passage 78, the second discharge port 74 and the discharge oil passage 54, and is returned to the oil pan 12.

  As described above, the oil control valve 51 is configured to include the sleeve 70 provided with a plurality of ports and the spool 60 provided with a plurality of valve bodies, and a plurality of oil control valves 51 are associated with the relative movement of the sleeve 70 and the spool 60. The opening area of each of the ports is changed by the corresponding valve body among the plurality of valve bodies.

  When in any of the third mode to the fifth mode, the advance port 75 connected to the advance chamber 35 of the variable valve timing mechanism 30 and the first supply port 71 connected to the supply source of the lubricating oil among the plurality of ports. An advance chamber channel 58 that communicates with each other and supplies lubricating oil to the advance chamber 35 of the variable valve timing mechanism 30 is formed in the oil control valve 51. Further, the retard port 76 and the second discharge port 74 among the plurality of ports are communicated with each other, and the retard chamber passage 59 for discharging the lubricating oil from the retard chamber 36 of the variable valve timing mechanism 30 includes the oil control valve. 51 is formed.

  When in the fourth mode, the opening area of the first supply port 71 is smaller than the opening area of the first supply port 71 when in the third mode. The flow rate of the lubricating oil 58 is smaller than the flow rate of the lubricating oil in the advance chamber passage 58 when in the third mode. As a result, the amount of lubricant supplied to the advance chamber 35 when in the fourth mode is less than the amount of lubricant supplied to the advance chamber 35 when in the third mode. The advance speed of the variable valve timing mechanism 30 is smaller than the advance speed of the variable valve timing mechanism 30 in the third mode.

  When in the fifth mode, the opening area of the first supply port 71 is smaller than the opening area of the first supply port 71 when in the third mode. The flow rate of the lubricating oil 58 is smaller than the flow rate of the lubricating oil in the advance chamber passage 58 when in the third mode. Further, since the opening area of the second discharge port 74 in the fifth mode is smaller than the opening area of the second discharge port 74 in the third mode, the retarded chamber passage 59 in the fifth mode is used. The flow rate of the lubricating oil is smaller than the flow rate of the lubricating oil in the retard chamber passage 59 when in the third mode. Thereby, the advance speed of the variable valve timing mechanism 30 in the fifth mode is smaller than the advance speed in the third mode and smaller than the advance speed in the fourth mode.

  That is, when in the third mode, the variable valve timing mechanism 30 rotates in the advance direction, and the supply / discharge state of the lubricating oil with respect to the intermediate lock mechanism 40 is maintained in the supply state. When in the fourth mode, the variable valve timing mechanism 30 rotates in the advance direction and the intermediate lock mechanism is in a state where the amount of lubricant supplied to the advance chamber 35 of the variable valve timing mechanism 30 is smaller than that in the third mode. The supply / discharge state of the lubricating oil with respect to 40 is maintained in the discharge state. When in the fifth mode, the amount of lubricant supplied to the advance chamber 35 of the variable valve timing mechanism 30 is less than that in the third mode, and the amount of lubricant discharged from the retard chamber 36 is less than in the third mode. Under this condition, the variable valve timing mechanism 30 rotates in the advance direction, and the supply / discharge state of the lubricating oil with respect to the intermediate lock mechanism 40 is maintained in the discharge state.

With reference to FIG. 7, the relationship between the position of the spool 60 with respect to the sleeve 70 and the lubricating oil flow rate with respect to each of the advance chamber 35, the retard chamber 36 and the intermediate chamber 42 will be described.
(A) When the spool 60 is in the first position, the flow rate in the discharge direction of the advance port 75 is the largest. As the spool moves from the first position to the second position, the flow rate in the discharge direction of the advance port 75 gradually decreases. When the spool 60 is at or near the second position, the flow rate in the supply direction and the discharge direction of the advance port 75 is “0”. As the spool 60 moves from the second position to the third position, the flow rate in the supply direction of the advance port 75 gradually increases. When the spool 60 is at a position near the third position, the flow rate in the supply direction of the advance port 75 is the largest. The flow rate in the supply direction of the advance port 75 gradually decreases as the spool 60 moves from the same position to the fourth position, and the flow rate in the supply direction of the advance port 75 decreases further from the same position toward the fifth position. .

  (B) When the spool 60 is in the first position, the flow rate in the supply direction of the retard port 76 is the largest. In the process in which the spool 60 moves from the first position to the second position, the flow rate in the supply direction of the retard port 76 gradually decreases, and the flow rate in the supply direction and the discharge direction temporarily becomes “0” between these positions. Then, as the spool 60 moves from the same position to the second position, the flow rate in the supply direction of the retard port 76 increases again. Thereafter, as the spool 60 further moves to the second position, the flow rate in the supply direction of the retard port 76 increases. Get smaller. When the spool 60 is in the second position and the vicinity thereof, the flow rate in the supply direction and the discharge direction of the retard port 76 is “0”. As the spool 60 moves from the second position to the third position, the flow rate in the discharge direction of the retard port 76 gradually increases. When the spool 60 is at or near the third position, the flow rate in the discharge direction of the retard port 76 is the largest. As the spool 60 moves from the same position to the fourth position, the flow rate in the discharge direction of the retard port 76 gradually decreases, and as the spool 60 moves from the same position to the fifth position, the flow rate in the discharge direction of the retard port 76 further decreases. .

  (C) When the spool 60 is in the first position, the flow rate in the supply direction of the intermediate port 77 is the largest. In the process in which the spool 60 moves from the first position to the second position, the flow rate in the supply direction of the intermediate port 77 gradually decreases, and the flow rate in the supply direction and the discharge direction temporarily becomes “0” between these positions. As the spool 60 moves from the same position to the second position, the flow rate in the supply direction of the intermediate port 77 increases again. When the spool 60 is at or near the second position, the flow rate in the supply direction of the intermediate port 77 is substantially the same as when the spool 60 is at the first position. As the spool 60 moves from the second position to the third position, the flow rate in the supply direction of the intermediate port 77 gradually decreases. When the spool 60 is at a position between the third position and the fourth position, the flow rate in the supply direction and the discharge direction of the intermediate port 77 is “0”. As the spool 60 moves from the same position to the fourth position, the flow rate in the discharge direction of the intermediate port 77 gradually increases. Further, as the spool 60 moves from the fourth position toward the fifth position, the flow rate in the discharge direction of the intermediate port 77 further increases. When the spool 60 reaches the fifth position, the flow rate in the discharge direction of the intermediate port 77 becomes the largest.

  With reference to FIG. 8, the relationship between the operation mode of the oil control valve 51, the valve timing variable mechanism 30 and the intermediate lock mechanism 40, and the setting mode of the operation mode based on the engine operation state will be described. 8B, “VVT” indicates that the valve timing variable mechanism 30 is applied, and “protrusion” indicates that the force in the protruding direction ZA is applied to the lock pin 41 by the hydraulic pressure of the intermediate chamber 42. Further, “accommodation” indicates a state in which a force in the accommodation direction ZB is acting on the lock pin 41 by the force of the lock spring 43.

  When in the first mode, the lubricant is discharged from the advance chamber 35, the lubricant is supplied to the retard chamber 36, and the lubricant is supplied to the intermediate chamber 42, whereby the variable valve timing mechanism 30 is in the retard direction. And a force in the accommodation direction ZB is applied to the lock pin 41.

  When in the second mode, the lubricating oil in the advance chamber 35 is held, the lubricating oil in the retard chamber 36 is held, and the lubricating oil is supplied to the intermediate chamber 42, whereby the operating state of the valve timing variable mechanism 30 is changed. While being held, a force in the accommodation direction ZB is applied to the lock pin 41.

  When in the third mode, the lubricant is supplied to the advance chamber 35, the lubricant is discharged from the retard chamber 36, and the lubricant is supplied to the intermediate chamber 42, whereby the valve timing variable mechanism 30 is advanced. And a force in the accommodation direction ZB is applied to the lock pin 41.

  Further, when in the fourth mode, the advance oil is supplied to the advance chamber 35 at a smaller flow rate than in the third mode, the lubricant is discharged from the retard chamber 36, and the lubricant is discharged from the intermediate chamber 42. As a result, the variable valve timing mechanism 30 is driven in the advance direction at a lower speed than in the third mode, and a force in the protruding direction ZA is applied to the lock pin 41.

  When in the fifth mode, the lubricant is supplied to the advance chamber 35 at a smaller flow rate than in the third mode, and the lubricant is discharged from the retard chamber 36 at a smaller flow rate than in the third mode. And the lubricating oil is discharged from the intermediate chamber 42, whereby the variable valve timing mechanism 30 is driven in the advance direction at a speed smaller than that in the third mode and smaller than that in the fourth mode, and A force in the protruding direction ZA is applied to the lock pin 41.

  As shown in FIG. 8C, the drive mode of the oil control valve 51 is switched as follows based on the engine operating state. Hereinafter, a request for fixing the valve timing INVT to the intermediate angle INVTmdl is referred to as a “fixing request”.

  When the engine is started, that is, when there is a fixing request, the fifth mode is set. When the fixing request is released, the mode is switched from the fifth mode to the second mode. Further, when no fixing request is generated during engine operation, switching is performed between the first mode, the second mode, and the third mode in response to a request for changing the valve timing INVT based on the engine operating state. Further, when the engine is stopped and when the engine is idling, that is, when a fixing request is generated, the mode is switched from one of the first mode, the second mode, and the third mode to the fifth mode. Further, when it is considered that the engine start is started immediately after the engine is stopped due to an emergency stop or the like of the internal combustion engine 1, the mode is switched from any one of the first mode, the second mode, and the third mode.

  By the way, in order to ensure good engine startability through the control of the variable valve timing mechanism 30, it is required that the valve timing INVT is already held at the intermediate angle INVTmdl when the start operation of the internal combustion engine 1 is started. Is done. Therefore, in the internal combustion engine 1, when an engine stop request accompanying an ignition switch switching operation is generated during engine operation, the valve timing INVT is fixed by the intermediate lock mechanism 40 in preparation for the next engine start. That is, the valve timing INVT is fixed to the intermediate angle INVTmdl by the intermediate lock mechanism 40 before the operation of the internal combustion engine 1 is stopped based on the engine stop request, and then the operation of the internal combustion engine 1 is stopped based on the engine stop request ( In the following, “the engine is normally stopped”).

  Furthermore, when the engine operation state shifts to the idle operation state, there is a high possibility that an engine stop request will be generated after that, so that the valve timing INVT is fixed based on the presence of the idle operation request. In this case, when a request for shifting from the idle operation state to the normal engine operation state occurs, the fixing of the valve timing INVT by the intermediate lock mechanism 40 is released based on the request.

  Here, when the valve timing INVT is fixed to the intermediate angle INVTmdl, when the driving speed of the valve timing variable mechanism 30 (relative rotational speed between the sprocket 32 and the vane rotor 33) is excessively large, the lock pin 41 is fitted into the lock hole 44. There is a concern about passing through the lock hole 44 without being broken.

  In view of this point, in the variable valve operating apparatus of the present embodiment, the operation mode of the oil control valve 51 is determined when the valve timing INVT is fixed based on the engine stop request or the idle operation request as shown in FIG. Is switched to the fifth mode. As a result, the valve timing INVT is fixed by the intermediate lock mechanism 40 in a state where the driving speed of the variable valve timing mechanism 30 in the advance angle direction is sufficiently small, so that the driving speed of the variable valve timing mechanism 30 described above is achieved. It is possible to accurately suppress the occurrence of problems caused by the problem.

  On the other hand, when an engine stop (hereinafter referred to as “engine emergency stop”) that does not occur based on an ignition switch switching operation such as an engine stall occurs, the above-described valve timing INVT before the engine normal stop is not fixed. Therefore, there is a problem of a decrease in startability at the next engine start.

  Here, although the air-fuel mixture is not combusted immediately after the engine emergency stop occurs, the internal combustion engine 1 itself is in a rotating state due to inertia, so the variable valve timing mechanism 30 is driven by the hydraulic pressure supply device 50. I can. In other words, the next engine startability can be secured by attempting to fix the valve timing INVT by the intermediate lock mechanism 40 even when the engine emergency stop occurs. In this case, since the engine rotation is in a transient state, the variable mechanism 30 is controlled in a state where the period during which the hydraulic pressure supply device 50 can drive the valve timing variable mechanism 30 is limited. Therefore, it is required to fix the valve timing INVT to the intermediate angle INVTmdl earlier than when the engine is normally stopped.

  Therefore, in the variable valve apparatus, when the occurrence of an emergency stop of the engine is confirmed, the valve timing INVT is fixed by the intermediate lock mechanism 40, and the fourth mode is set as the operation mode of the oil control valve 51 at this time. I am doing so. As a result, the valve timing INVT is fixed by the intermediate lock mechanism 40 in a state where the drive speed of the variable valve timing mechanism 30 in the advance angle direction is higher than that in the fifth mode. Even during this period, the valve timing INVT can be suitably fixed at the intermediate angle INVTmdl.

  In each of the modes of the oil control valve 51 of the present embodiment, the first mode corresponds to the drive state ME described in the claims, the third mode corresponds to the drive state MA described in the claims, and The fourth mode corresponds to the drive state MD recited in the claims, and the fifth mode corresponds to the drive state MC recited in the claims.

  With reference to FIG. 9, the “intermediate locking process at the time of normal stop” that defines a processing procedure for fixing the valve timing INVT to the intermediate angle INVTmdl by the intermediate locking mechanism 40 will be described in detail. An example of the operation mode of the vane rotor 33 and the intermediate lock mechanism 40 based on the processing will be described with reference to FIG. Note that this processing is executed by the electronic control unit 100 during engine operation, and once reaching the end step, the same processing is repeated in order from step S101 as long as the engine is operating.

  In this process, first, in step S101, it is determined whether or not a fixing request is set. Here, the fixing request is set or canceled in the following manner in the control separately executed by the electronic control unit 100. That is, when it is determined that there is an engine start request, an engine stop request, and an idle operation request, a fixed request is set based on this. Further, when it is determined that there is a request for changing the valve timing INVT, the fixing request is canceled based on this.

  When it is determined in the determination process in step S101 that the fixing request is not set, the determination process is performed again after a predetermined control cycle has elapsed. On the other hand, when it is determined that the fixing request is set, it is determined in the next step S102 whether or not the rotational phase of the vane rotor 33 relative to the housing 31 is on the retard side with respect to the intermediate phase PM. That is, it is determined whether or not the valve timing INVT obtained from the outputs of the crank position sensor 101 and the cam position sensor 102 is on the retard side with respect to the intermediate angle INVTmdl.

  When it is determined by the determination processing in step S102 that the phase is behind the intermediate phase PM, that is, for example, in the rotational phase shown in FIG. 10B, the processing in step S103 is omitted and the processing in step S105 is performed. Transition. On the other hand, when it is determined that it is on the advance side of the intermediate phase PM, that is, for example, when it is in the rotational phase shown in FIG. 10A, the process proceeds to step S105 after step S103.

  In step S103, the vane rotor 33 is driven to the retard side by switching the operation mode of the oil control valve 51 to the first mode. Thus, when the vane rotor 33 is in the rotational phase illustrated in FIG. 10A before the execution of the process of step S105, the rotational phase of the vane rotor 33 is as shown in FIG. As illustrated in b), the rotational phase changes to a retarded phase with respect to the intermediate phase PM.

  When it is determined in step S104 that the rotational phase of the vane rotor 33 is on the retard side with respect to the intermediate phase PM, that is, when it is determined that the valve timing INVT is on the retard side with respect to the intermediate angle INVTmdl, in the next step S105 The operation mode of the oil control valve 51 is switched to the fifth mode.

  As a result, the lubricating oil is supplied to the advance chamber 35 and the lubricating oil is discharged from the retard chamber 36, so that the vane rotor 33 moves relative to the housing 31 as compared with the third mode as shown in FIG. Drive forward at low speed. At this time, since the lubricating oil is discharged from the intermediate chamber 42, a force in the protruding direction ZA is applied to the lock pin 41, so that the lock pin 41 is locked as the vane rotor 33 is advanced. When moved to a position corresponding to the hole 44, the lock pin 41 is inserted into the lock hole 44 as shown in FIG. Thereby, the rotational phase of the vane rotor 33 with respect to the housing 31 is fixed to the intermediate phase PM.

  In the next step S106, it is determined whether or not the fixing request has been canceled. When it is determined that the fixing request is set, the determination process is performed again after a predetermined calculation cycle has elapsed. Thus, after the lock pin 41 is fitted in the lock hole 44, the fifth mode of the oil control valve 51 is maintained as long as the fixing request is continuously set, so that the vane rotor 33 is driven to the advance side. The force is continuously applied by the lubricating oil in the advance chamber 35. That is, the lock pin 41 is maintained in a state where the side surface is pressed against the wall surface forming the lock hole 44.

  On the other hand, when it is determined that the fixing request has been released, the operation mode of the oil control valve 51 is switched to the second mode in the next step S107, whereby the lock pin 41 is pulled out from the lock hole 44. Thereafter, the third mode is selected when there is a request for advancement of the valve timing INVT, the first mode is selected when there is a request for retarding the valve timing INVT, and the second mode is selected when there is a request for holding the valve timing INVT. .

  Referring to FIG. 11, the details of the “intermediate locking process at the time of emergency stop” defining the processing procedure for fixing the valve timing INVT to the intermediate angle INVTmdl by the intermediate locking mechanism 40 will be described. The process is started when the occurrence of an emergency stop of the engine is confirmed through a separate process executed by the electronic control unit 100. After reaching the end, the process is executed until the same condition is satisfied again. Deferred.

  In this process, first, in step S201, it is determined whether or not the rotational phase of the vane rotor 33 with respect to the housing 31 is on the retard side with respect to the intermediate phase PM. When it is determined by the determination process in step S201 that the phase is on the retard side with respect to the intermediate phase PM, the process in step S202 is omitted and the process proceeds to step S204. On the other hand, when it is determined that the intermediate phase PM is on the advance side, the process proceeds to step S204 after step S202.

  In step S202, the vane rotor 33 is driven more retarded than the intermediate phase PM by switching the operation mode of the oil control valve 51 to the first mode. Thereby, before execution of the process of step S204, it changes to the rotation phase of the retard side rather than intermediate phase PM. When it is determined in step S203 that the valve timing INVT is on the retard side with respect to the intermediate angle INVTmdl, that is, when the rotational phase of the vane rotor 33 is on the retard side with respect to the intermediate phase PM, an oil control valve is provided in the next step S204. The operation mode 51 is switched to the fourth mode.

  As a result, the lubricant oil is supplied to the advance chamber 35 and the lubricant oil is discharged from the retard chamber 36, and the vane rotor 33 is driven to the advance side. At this time, the advance speed driven toward the advance side is lower than that in the third mode and higher than that in the fifth mode. Further, since the lubricating oil is discharged from the intermediate chamber 42, a force in the protruding direction ZA is applied to the lock pin 41, so that the lock pin 41 is locked into the lock hole 44 as the vane rotor 33 advances. , The lock pin 41 is inserted into the lock hole 44. Thereby, the rotational phase of the vane rotor 33 with respect to the housing 31 is fixed to the intermediate phase PM.

  In the next step S205, it is determined whether or not the intermediate lock has been completed, or whether or not the elapsed time from the occurrence of the emergency engine stop has reached a predetermined time, and based on the satisfaction of any of the conditions, The process ends. After the elapsed time from the emergency stop of the engine exceeds a predetermined time, the valve timing INVT is fixed to the intermediate angle INVTmdl even if the operation of the variable mechanism 30 is continued due to the decrease in the hydraulic pressure of the valve timing variable mechanism 30. Since it is considered that the possibility is low, in the intermediate lock process, the control of the valve timing variable mechanism 30 is stopped when the elapsed time from the engine emergency stop reaches a predetermined time.

According to the variable valve operating apparatus for an internal combustion engine of the present embodiment, the following effects can be obtained.
(1) In the present embodiment, a single oil control valve 51 supplies lubricating oil to each of the advance chamber 35 of the variable valve timing mechanism 30, the retard chamber 36 of the variable valve timing mechanism 30, and the intermediate lock mechanism 40. Control the waste state. When the oil control valve 51 is in the third mode, it drives the variable valve timing mechanism 30 in the advance direction and maintains the supply / discharge state of the lubricating oil for the intermediate lock mechanism 40 in the supply state. At a certain time, the variable valve timing mechanism 30 is driven in the advance direction and the intermediate lock mechanism 40 is driven in a state where the amount of lubricating oil discharged from the retard chamber 36 of the oil control valve 51 is smaller than that in the third mode. Maintain the supply / discharge state of the lubricating oil in the discharged state.

  According to this configuration, since the third mode and the fifth mode are set as the driving state of the oil control valve 51, the valve timing is maintained by maintaining the oil control valve 51 in the fifth mode when there is a fixing request. It is possible to suppress a situation in which the valve timing INVT is not fixed by the intermediate lock mechanism 40 due to the advance speed of the variable mechanism 30. That is, both the variable valve timing mechanism 30 and the intermediate lock mechanism 40 can be controlled by the oil control valve 51 and the valve timing INVT can be accurately fixed by the intermediate lock mechanism 40.

  (2) When the oil control valve 51 of the present embodiment is in the fifth mode, the amount of lubricating oil discharged from the retard chamber 36 of the variable valve timing mechanism 30 and the lubrication of the advance chamber 35 of the variable valve timing mechanism 30 The valve timing variable mechanism 30 is driven in the advance direction under the state where the oil supply amount is smaller than that in the third mode, and the lubricating oil supply / discharge state of the intermediate lock mechanism 40 is maintained in the discharge state.

  According to this configuration, the drive state of the oil control valve 51 is a state in which the amount of lubricant discharged from the retard chamber 36 and the amount of lubricant supplied to the advance chamber 35 are both smaller than in the third mode. Since the fifth mode in which the valve is driven in the advance direction is set, the situation where the valve timing INVT is not fixed by the intermediate lock mechanism 40 due to the advance speed of the variable valve timing mechanism 30 is more accurately generated. It becomes possible to suppress.

  (3) In the present embodiment, when the occurrence of an emergency stop of the engine is confirmed, the valve timing INVT is fixed by the intermediate lock mechanism 40, and the fourth mode is set as the operation mode of the oil control valve 51 at this time. I am doing so. As a result, the valve timing INVT is fixed by the intermediate lock mechanism 40 in a state where the drive speed of the variable valve timing mechanism 30 in the advance angle direction is higher than that in the fifth mode. Even during this period, the valve timing INVT can be suitably fixed at the intermediate angle INVTmdl.

(Second Embodiment)
With reference to FIGS. 12 and 13, a second embodiment of the variable valve operating apparatus for an internal combustion engine according to the present invention will be described. In the following, details of the changes from the configuration of the first embodiment will be described, and the same reference numerals will be given to configurations that are the same as those of the first embodiment, and description thereof will be omitted.

  The oil control valve 51 of the first embodiment employs a configuration in which an adjustment valve 62 and a retard valve 63 are provided between the advance valve 61 and the first intermediate valve 64. On the other hand, in the oil control valve 51 of the present embodiment, as shown in FIG. 12A, a single valve body 67 is provided in place of the adjustment valve 62 and the retard valve 63.

Each operation mode of the oil control valve 51 will be described.
As shown in FIG. 12B, when the position of the spool 60 with respect to the sleeve 70 is at the first position, the operation mode is set to the first mode, and the respective ports are maintained in the next communication state. That is, the advance port 75 communicates with the first discharge port 73 and is blocked by the advance valve 61 from the first supply port 71. Further, the retard port 76 communicates with the first supply port 71 and is blocked by the valve body 67 from the second discharge port 74. Further, the intermediate port 77 communicates with the second supply port 72 and is disconnected from the second discharge port 74 by the first intermediate valve 64. The flow of the lubricating oil in this case is substantially the same as when the first mode is selected in the first embodiment.

  As shown in FIG. 12C, when the position of the spool 60 with respect to the sleeve 70 is in the second position, the operation mode is set to the second mode, and each port is maintained in the next communication state. That is, the advance port 75 is blocked from the first supply port 71 by the advance valve 61 and from the first discharge port 73 by the advance valve 61. Further, the retard port 76 is blocked from the first supply port 71 by the valve body 67 and from the second discharge port 74 by the valve body 67. Further, the intermediate port 77 communicates with the second supply port 72 and is disconnected from the second discharge port 74 by the second intermediate valve 65. The flow of the lubricating oil in this case is substantially the same as when the second mode is selected in the first embodiment.

  As shown in FIG. 13A, when the position of the spool 60 with respect to the sleeve 70 is in the third position, the operation mode is set to the third mode, and the ports are maintained in the next communication state. In other words, the advance port 75 communicates with the first supply port 71 and is closed with the first discharge port 73 by the advance valve 61. Further, the retard port 76 communicates with the second discharge port 74 and is blocked from the first supply port 71 by the valve body 67. Further, the intermediate port 77 communicates with the second supply port 72 and is disconnected from the second discharge port 74 by the second intermediate valve 65. The flow of the lubricating oil in this case is substantially the same as when the third mode is selected in the first embodiment.

  As shown in FIG. 13B, when the position of the spool 60 with respect to the sleeve 70 is in the fourth position, the operation mode is set to the fourth mode, and the respective ports are maintained in the next communication state. In other words, the advance port 75 communicates with the first supply port 71 and is closed with the first discharge port 73 by the advance valve 61. Further, the retard port 76 communicates with the second discharge port 74 and is blocked from the first supply port 71 by the valve body 67. Further, the intermediate port 77 communicates with the second discharge port 74 through the intermediate communication passage 78 and is blocked by the third intermediate valve 66 from the second supply port 72. The flow of the lubricating oil in this case is substantially the same as when the fourth mode is selected in the first embodiment.

  As shown in FIG. 13C, when the position of the spool 60 with respect to the sleeve 70 is in the fifth position, the operation mode is set to the fifth mode, and the respective ports are maintained in the next communication state. In other words, the advance port 75 communicates with the first supply port 71 and is closed with the first discharge port 73 by the advance valve 61. Further, the retard port 76 communicates with the second discharge port 74 and is blocked from the first supply port 71 by the valve body 67. Further, the intermediate port 77 communicates with the second discharge port 74 through the intermediate communication passage 78 and is blocked by the third intermediate valve 66 from the second supply port 72. The flow of the lubricating oil in this case is substantially the same as when the fifth mode is selected in the first embodiment.

  According to the oil control valve 51 configured as described above, when in the third mode, the variable valve timing mechanism 30 rotates in the advance direction, and the supply / discharge state of the lubricating oil with respect to the intermediate lock mechanism 40 is maintained in the supply state. When in the fourth mode, the variable valve timing mechanism 30 rotates in the advance direction and the intermediate lock mechanism is in a state where the amount of lubricant supplied to the advance chamber 35 of the variable valve timing mechanism 30 is smaller than that in the third mode. The supply / discharge state of the lubricating oil with respect to 40 is maintained in the discharge state. When in the fifth mode, the amount of lubricant supplied to the advance chamber 35 of the variable valve timing mechanism 30 is less than that in the third mode, and the amount of lubricant discharged from the retard chamber 36 is less than in the third mode. Under this condition, the variable valve timing mechanism 30 rotates in the advance direction, and the supply / discharge state of the lubricating oil with respect to the intermediate lock mechanism 40 is maintained in the discharge state. Thereby, the effect according to the effect of said (1) thru | or (3) by previous 1st Embodiment can be show | played.

(Third embodiment)
With reference to FIGS. 14 and 15, a third embodiment of the variable valve operating apparatus for an internal combustion engine according to the present invention will be described. In the following, details of the changes from the configuration of the first embodiment will be described, and the same reference numerals will be given to configurations that are the same as those of the first embodiment, and description thereof will be omitted.

  In the oil control valve 51 of the first embodiment, a spool 60 provided with six valve bodies (advance valve 61 to third intermediate valve 66), and a sleeve 70 provided with two supply ports and two discharge ports. Is adopted. On the other hand, in the oil control valve 51 of the present embodiment, as shown in FIG. 14A, instead of the six valve bodies, six valve bodies (first first) having a different structure from the valve bodies are used. A spool 80 provided with a valve body 81 to a sixth valve body 86) and a sleeve 90 provided with three supply ports and three discharge ports are employed. Three supply ports (advance supply port 91 and retard supply port 93 and intermediate supply port 95) are connected to the supply oil passage 53, respectively, and three discharge ports (advance discharge port 92, retard discharge port 94 and Each intermediate discharge port 96) is connected to a discharge oil passage 54.

Each operation mode of the oil control valve 51 will be described.
As shown in FIG. 14B, when the position of the spool 80 with respect to the sleeve 90 is in the first position, the operation mode is set to the first mode, and the respective ports are maintained in the next communication state. In other words, the advance port 97 communicates with the advance discharge port 92 and is blocked by the second valve body 82 from the advance supply port 91. The retard port 98 communicates with the retard supply port 93 and is blocked by the fourth valve body 84 from the retard discharge port 94. Further, the intermediate port 99 communicates with the intermediate supply port 95 and is blocked with the intermediate discharge port 96 by the fifth valve body 85. The flow of the lubricating oil in this case is substantially the same as when the first mode is selected in the first embodiment.

  As shown in FIG. 14C, when the position of the spool 80 with respect to the sleeve 90 is in the second position, the operation mode is set to the second mode, and each port is maintained in the next communication state. That is, the advance port 97 is blocked from the advance valve supply port 91 by the second valve element 82, and is blocked from the advance angle discharge port 92 by the second valve element 82. The retard port 98 is blocked from the retard supply port 93 by the fourth valve body 84, and is blocked from the retard discharge port 94 by the fourth valve body 84. Further, the intermediate port 99 communicates with the intermediate supply port 95 and is blocked with the intermediate discharge port 96 by the fifth valve body 85. The flow of the lubricating oil in this case is substantially the same as when the second mode is selected in the first embodiment.

  As shown in FIG. 15A, when the position of the spool 80 with respect to the sleeve 90 is in the third position, the operation mode is set to the third mode, and the ports are maintained in the next communication state. That is, the advance port 97 communicates with the advance supply port 91 and is blocked by the second valve body 82 from the advance discharge port 92. The retard port 98 communicates with the retard discharge port 94 and is blocked by the fourth valve body 84 from the retard supply port 93. Further, the intermediate port 99 communicates with the intermediate supply port 95 and is blocked with the intermediate discharge port 96 by the fifth valve body 85. The flow of the lubricating oil in this case is substantially the same as when the third mode is selected in the first embodiment.

  As shown in FIG. 15B, when the position of the spool 80 with respect to the sleeve 90 is in the fourth position, the operation mode is set to the fourth mode, and the respective ports are maintained in the next communication state. That is, with respect to the advance port 97, a part of the opening is blocked by the third valve body 83 so as to communicate with the advance angle supply port 91 and between the advance angle discharge port 92 and the second valve body 82. It is interrupted by. The retard port 98 communicates with the retard discharge port 94 and is blocked by the fourth valve body 84 from the retard supply port 93. Further, the intermediate port 99 communicates with the intermediate discharge port 96 and is disconnected from the intermediate supply port 95 by the sixth valve body 86. The flow of the lubricating oil in this case is substantially the same as when the fourth mode is selected in the first embodiment.

  As shown in FIG. 15C, when the position of the spool 80 with respect to the sleeve 90 is in the fifth position, the operation mode is set to the fifth mode, and the respective ports are maintained in the next communication state. That is, with respect to the advance port 97, a part of the opening is blocked by the third valve body 83 so as to communicate with the advance angle supply port 91 and between the advance angle discharge port 92 and the second valve body 82. It is interrupted by. As for the retard port 98, a part of the opening is blocked by the fifth valve body 85 so as to communicate with the retard discharge port 94, and between the retard supply port 93 and the fourth valve body 84. It is interrupted by. Further, the intermediate port 99 communicates with the intermediate discharge port 96 and is disconnected from the intermediate supply port 95 by the sixth valve body 86. The flow of the lubricating oil in this case is substantially the same as when the fifth mode is selected in the first embodiment.

  According to the oil control valve 51 configured as described above, when in the third mode, the variable valve timing mechanism 30 rotates in the advance direction, and the supply / discharge state of the lubricating oil with respect to the intermediate lock mechanism 40 is maintained in the supply state. When in the fourth mode, the variable valve timing mechanism 30 rotates in the advance direction and the intermediate lock mechanism is in a state where the amount of lubricant supplied to the advance chamber 35 of the variable valve timing mechanism 30 is smaller than that in the third mode. The supply / discharge state of the lubricating oil with respect to 40 is maintained in the discharge state. When in the fifth mode, the amount of lubricant supplied to the advance chamber 35 of the variable valve timing mechanism 30 is less than that in the third mode, and the amount of lubricant discharged from the retard chamber 36 is less than in the third mode. Under this condition, the variable valve timing mechanism 30 rotates in the advance direction, and the supply / discharge state of the lubricating oil with respect to the intermediate lock mechanism 40 is maintained in the discharge state. Thereby, the effect according to the effect of said (1) thru | or (3) by previous 1st Embodiment can be show | played.

(Fourth embodiment)
With reference to FIG. 16, a fourth embodiment in which the variable valve operating apparatus for an internal combustion engine of the present invention is embodied will be described. In the following, details of the changes from the configuration of the first embodiment will be described, and the same reference numerals will be given to configurations common to the first embodiment, and description thereof will be omitted.

  In the variable valve timing mechanism 30 of the present embodiment, a lock groove 45 that continues to the lock hole 44 is further added to the housing 31 of the variable valve timing mechanism 30 of the first embodiment.

  The lock groove 45 is shallower than the lock hole 44 and is formed in the housing 31 along a circumferential locus of the lock pin 41 from the lock hole 44 to a predetermined position on the retard side. Since the intermediate lock mechanism 40 includes the lock groove 45, the lock pin 41 is fitted into the lock hole 44 in the following manner.

  As shown in FIG. 16 (a), when the fixed request is set during engine operation, when the rotational phase of the vane rotor 33 is on the more advanced side than the intermediate phase PM, the rotational phase is greater than the intermediate phase PM. Is also changed to the retard side.

  As shown in FIG. 16B, after the rotation phase of the vane rotor 33 is changed to the retard side with respect to the intermediate phase PM in accordance with the fixing request, or the rotation phase of the vane rotor 33 is already retarded with respect to the intermediate phase PM. When on the side, the operation mode of the oil control valve 51 is switched to the fifth mode. As a result, a smaller amount of lubricating oil is supplied to the advance chamber 35 than in the third mode, and a smaller amount of lubricant oil is discharged from the retard chamber 36 than in the third mode, so that the vane rotor 33 moves to the housing 31. Drive to the advance side. At this time, the lubricating oil is discharged from the intermediate chamber 42, and the lock pin 41 is in a state where a force in the protruding direction ZA is applied.

  As shown in FIG. 16C, when the lock pin 41 moves to a position corresponding to the lock groove 45 with the advance driving of the vane rotor 33, the lock pin 41 protrudes from the vane 33A and the tip portion is locked. It comes to be inserted into the groove 45. That is, as the rotational phase of the vane rotor 33 changes from the rotational phase shown in FIG. 16B to the rotational phase shown in FIG. 16C, the tip of the lock pin 41 strikes the bottom surface of the lock groove 45. Hit.

  Then, with the tip portion of the lock pin 41 in the lock groove 45, the fifth mode of the oil control valve 51 is maintained, so that the vane rotor 33 continues to be driven to the advance side and the lock is brought about. The pin 41 also moves on the advance side in the lock groove 45.

  As shown in FIG. 16D, when the rotational phase of the vane rotor 33 with respect to the housing 31 reaches the intermediate phase PM, the side surface of the lock pin 41 is abutted against the wall surface forming the lock hole 44, and the lock pin 41 is moved to the vane. It protrudes to the maximum from 33A and fits into the lock hole 44.

According to the variable valve operating apparatus for an internal combustion engine of the present embodiment, in addition to the effects (1) to (3) according to the first embodiment, the following effects can be achieved.
(4) In the present embodiment, a lock groove 45 having a large area capable of fitting the tip of the lock pin 41 as compared with the lock hole 44 is provided.

  According to this configuration, the lock pin 41 is accurately fitted in the lock groove 45 even in a situation where the relative rotational speed between the housing 31 and the vane rotor 33 is relatively high. Further, since the lock groove 45 is formed as a space having a depth smaller than that of the lock hole 44, the side surface of the lock pin 41 that moves toward the lock hole 44 on the lock groove 45 is a wall surface that forms the lock hole 44. It comes to face itself. That is, after the tip of the lock pin 41 is fitted in the lock groove 45, the lock pin 41 passes through the lock hole 44 regardless of the speed at which the vane rotor 33 is driven relative to the housing 31. The occurrence of is suppressed. Accordingly, the lock pin 41 can be accurately fitted into the lock hole 44 through contact between the side surface of the lock pin 41 and the wall surface of the lock hole 44.

(Fifth embodiment)
With reference to FIGS. 17-20, 5th Embodiment which actualized the variable valve apparatus of the internal combustion engine of this invention is described. In the following, details of the changes from the configuration of the first embodiment will be described, and the same reference numerals will be given to configurations common to the first embodiment, and description thereof will be omitted.

  According to the oil control valve 51 of the first embodiment, when in the third mode, the variable valve timing mechanism 30 rotates in the advance direction, and the supply / discharge state of the lubricating oil to the intermediate lock mechanism 40 is maintained in the supply state. Is done. When in the fourth mode, the variable valve timing mechanism 30 rotates in the advance direction and the intermediate lock mechanism while the supply amount of the lubricating oil to the advance chamber 35 of the variable valve timing mechanism 30 is smaller than that in the third mode. The supply / discharge state of the lubricating oil with respect to 40 is maintained in the discharge state. When in the fifth mode, the valve timing variable mechanism is in a state where the supply amount of the lubricating oil to the advance chamber 35 and the discharge amount of the lubricant oil from the retard chamber 36 of the valve timing variable mechanism 30 is smaller than that in the third mode. 30 rotates in the advance direction, and the supply / discharge state of the lubricating oil with respect to the intermediate lock mechanism 40 is maintained in the discharge state. That is, a mode configuration is adopted in which the advance of the valve timing INVT and the operation of the intermediate lock mechanism 40 in the protruding direction are performed together.

  On the other hand, the oil control valve 151 of the present embodiment employs a mode configuration in which the retard of the valve timing INVT and the operation in the protruding direction of the intermediate lock mechanism 40 are performed together. That is, when in the eighth mode instead of the third mode, the variable valve timing mechanism 30 rotates in the retarding direction, and the supply / discharge state of the lubricating oil with respect to the intermediate lock mechanism 40 is maintained in the supply state. When in the ninth mode instead of the fourth mode, the variable valve timing mechanism 30 is in the retarding direction when the amount of lubricant supplied from the retarding chamber 36 of the variable valve timing mechanism 30 is less than that in the eighth mode. And the supply / discharge state of the lubricating oil with respect to the intermediate lock mechanism 40 is maintained in the discharge state. When in the tenth mode instead of the fifth mode, the valve timing is changed while the supply amount of lubricating oil to the retard chamber 36 and the discharge amount to the advance chamber 35 of the variable valve timing mechanism 30 are smaller than those in the eighth mode. The variable mechanism 30 rotates in the retarding direction, and the supply / discharge state of the lubricating oil with respect to the intermediate lock mechanism 40 is maintained in the discharge state.

  By adopting the sleeve 170 having a structure in which the positions of the advance port and the retard port are changed from the oil control valve 51 of the first embodiment, the above-described mode configuration is realized. The remaining configuration of the oil control valve 151 is substantially the same as that of the oil control valve 51 of the first embodiment.

The operation of the oil control valve 51 will be described with reference to FIG.
As shown in FIG. 17B, when the spool 160 with respect to the sleeve 170 is in the sixth position, the operation mode is the sixth mode, and the communication state of each port is maintained as follows. In other words, the retard port 176 communicates with the first discharge port 173 and is blocked from the first supply port 171 by the retard valve 161. Further, the advance port 175 communicates with the first supply port 171 and is blocked by the advance valve 163 from the second discharge port 174. Further, the intermediate port 177 communicates with the second supply port 172 and is disconnected from the second discharge port 174 by the first intermediate valve 164.

  As shown in FIG. 17C, when the spool 160 with respect to the sleeve 170 is in the seventh position, the operation mode is the seventh mode, and the communication state of each port is maintained as follows. That is, the retard port 176 is blocked from the first supply port 171 by the retard valve 161, and is blocked from the first discharge port 173 by the retard valve 161. Further, the advance port 175 is blocked from the first supply port 171 by the advance valve 163, and from the second discharge port 174 by the advance valve 163. Further, the intermediate port 177 communicates with the second supply port 172 and is disconnected from the second discharge port 174 by the second intermediate valve 165.

  As shown in FIG. 18A, when the spool 160 with respect to the sleeve 170 is in the eighth position, the operation mode is the eighth mode, and the communication state of each port is maintained as follows. In other words, the retard port 176 communicates with the first supply port 171 and is blocked by the retard valve 161 from the first discharge port 173. Further, the advance port 175 communicates with the second discharge port 174 and is blocked by the advance valve 163 from the first supply port 171. Further, the intermediate port 177 communicates with the second supply port 172 and is disconnected from the second discharge port 174 by the second intermediate valve 165.

  As shown in FIG. 18B, when the spool 160 with respect to the sleeve 170 is in the ninth position, the operation mode is the ninth mode, and the communication state of each port is maintained as follows. That is, the retarding port 176 communicates with the first supply port 171 in a state where a part of the flow path is blocked by the adjustment valve 162, and between the first discharge port 173 by the retarding valve 161. Blocked. Further, the advance port 175 communicates with the second discharge port 174 and is blocked by the advance valve 163 from the first supply port 171. Further, the intermediate port 177 communicates with the second discharge port 174 through the intermediate communication passage 178 and is blocked by the third intermediate valve 166 from the second supply port 172.

  As shown in FIG. 18C, when the spool 160 with respect to the sleeve 170 is in the tenth position, the operation mode is the tenth mode, and the communication state of each port is maintained as follows. That is, the retarding port 176 communicates with the first supply port 171 in a state where a part of the flow path is blocked by the adjustment valve 162, and between the first discharge port 173 by the retarding valve 161. Blocked. Further, the advance port 175 communicates with the second discharge port 174 in a state where a part of the flow path is blocked by the first intermediate valve 164, and the advance valve with the first supply port 171. It is blocked by 163. Further, the intermediate port 177 communicates with the second discharge port 174 through the intermediate communication passage 178 and is blocked by the third intermediate valve 166 from the second supply port 172.

  As described above, the oil control valve 51 is configured to include the sleeve 170 provided with a plurality of ports and the spool 160 provided with a plurality of valve bodies, and the plurality of oil control valves 51 are associated with the relative movement of the sleeve 170 and the spool 160. The opening area of each of the ports is changed by the corresponding valve body among the plurality of valve bodies.

  When in the eighth mode, the retard port 176 connected to the retard chamber 36 of the variable valve timing mechanism 30 and the first supply port 171 connected to the lubricant supply source among the plurality of ports communicate with each other. A retard chamber passage 159 for supplying lubricating oil to the retard chamber 36 of the timing variable mechanism 30 is formed in the oil control valve 51. Further, the advance port 175 and the second discharge port 174 are communicated with each other, and an advance chamber channel 158 for discharging the lubricating oil from the advance chamber 35 of the variable valve timing mechanism 30 is formed in the oil control valve 51. The

  In addition, when in the ninth mode, the opening area of the first supply port 171 is smaller than the opening area of the first supply port 171 when in the eighth mode, so that the retardation chamber when in the ninth mode is reached. The flow rate of the lubricating oil in the flow channel 159 is smaller than the flow rate of the lubricating oil in the retard chamber flow channel 159 when in the eighth mode. As a result, the amount of lubricant supplied to the retard chamber 36 when in the ninth mode is less than the amount of lubricant supplied to the retard chamber 36 when in the eighth mode. The retarding speed of the variable valve timing mechanism 30 is smaller than the retarding speed of the variable valve timing mechanism 30 when in the eighth mode.

  Furthermore, when in the tenth mode, the opening area of the first supply port 171 is smaller than the opening area of the first supply port 171 when in the eighth mode, so that the retardation chamber when in the tenth mode is set. The flow rate of the lubricating oil in the flow channel 159 is smaller than the flow rate of the lubricating oil in the retard chamber flow channel 159 when in the eighth mode. Further, since the opening area of the second discharge port 174 in the tenth mode is smaller than the opening area of the second discharge port 174 in the eighth mode, the advance chamber channel 158 in the tenth mode is used. The flow rate of the lubricating oil is smaller than the flow rate of the lubricating oil in the advance chamber passage 158 when in the eighth mode. As a result, the retarded speed of the variable valve timing mechanism 30 in the tenth mode is smaller than the retarded speed in the eighth mode and the retarded speed in the ninth mode.

  That is, when in the eighth mode, the variable valve timing mechanism 30 rotates in the retarding direction, and the supply / discharge state of the lubricating oil with respect to the intermediate lock mechanism 40 is maintained in the supply state. When in the ninth mode, the variable valve timing mechanism 30 rotates in the retarding direction and the intermediate lock mechanism while the supply amount of the lubricating oil to the retarding chamber 36 of the variable valve timing mechanism 30 is smaller than that in the eighth mode. The supply / discharge state of the lubricating oil with respect to 40 is maintained in the discharge state. When in the tenth mode, the amount of lubricant supplied to the retard chamber 36 of the variable valve timing mechanism 30 is less than that in the eighth mode and the amount of lubricant discharged from the advance chamber 35 is less than in the eighth mode. Under this condition, the variable valve timing mechanism 30 rotates in the retarding direction, and the supply / discharge state of the lubricating oil to the intermediate lock mechanism 40 is maintained in the discharge state.

  With reference to FIG. 19, the relationship between the operation mode of the oil control valve 151, the valve timing variable mechanism 30 and the intermediate lock mechanism 40, and the setting mode of the operation mode based on the engine operation state will be described.

  When in the sixth mode, the lubricating oil is supplied to the advance chamber 35, the lubricating oil is discharged from the retard chamber 36, and the lubricating oil is supplied to the intermediate chamber 42, whereby the valve timing variable mechanism 30 is advanced. And a force in the accommodation direction ZB is applied to the lock pin 41.

  When in the seventh mode, the lubricating oil in the advance chamber 35 is held, the lubricating oil in the retard chamber 36 is held, and the lubricating oil is supplied to the intermediate chamber 42, whereby the operating state of the valve timing variable mechanism 30 is changed. While being held, a force in the accommodation direction ZB is applied to the lock pin 41.

  When in the eighth mode, the lubricant is discharged from the advance chamber 35, the lubricant is supplied to the retard chamber 36, and the lubricant is supplied to the intermediate chamber 42, whereby the valve timing variable mechanism 30 is in the retard direction. And a force in the accommodation direction ZB is applied to the lock pin 41.

  When in the ninth mode, the lubricant oil is discharged from the advance chamber 35, and the lubricant oil is supplied to the retard chamber 36 at a smaller flow rate than in the eighth mode, and the lubricant oil is discharged from the intermediate chamber 42. As a result, the variable valve timing mechanism 30 is driven in the retard direction at a lower speed than in the eighth mode, and a force in the protruding direction ZA is applied to the lock pin 41.

  When in the tenth mode, the lubricant oil is discharged from the advance chamber 35 at a smaller flow rate than in the eighth mode, and the lubricant oil is supplied to the retard chamber 36 at a smaller flow rate than in the eighth mode. And the lubricating oil is discharged from the intermediate chamber 42, whereby the variable valve timing mechanism 30 is driven in the retarding direction at a speed lower than that in the eighth mode, and the protruding direction ZA with respect to the lock pin 41. The power of is given.

As shown in FIG. 19C, the drive mode of the oil control valve 151 is switched as follows based on the engine operating state.
The tenth mode is set when the engine is started, that is, when there is a fixing request. When the fixing request is canceled, the tenth mode is switched to the seventh mode. Further, when no fixing request is generated during engine operation, the mode is switched between the sixth mode, the seventh mode, and the eighth mode in response to a request for changing the valve timing INVT based on the engine operating state. Further, when the engine is stopped and the engine is idling, that is, when a fixing request is generated, the mode is switched from any one of the sixth mode, the seventh mode, and the eighth mode to the tenth mode. Further, when it is considered that the engine start is started immediately after the engine is stopped due to an emergency stop or the like of the internal combustion engine 1, the mode is switched from any one of the sixth mode, the seventh mode, and the eighth mode.

  For each of the modes of the oil control valve 151 of the present embodiment, the sixth mode corresponds to the driving state NE described in the claims, the eighth mode corresponds to the driving state NA described in the claims, and The ninth mode corresponds to the drive state ND recited in the claims, and the tenth mode corresponds to the drive state NC recited in the claims.

  With reference to FIG. 20, an example of an intermediate lock process executed when the engine is stopped by operating the ignition key will be described with respect to the operation mode of the intermediate lock mechanism 40 in order to fix the valve timing INVT to the intermediate angle INVTmdl.

  The operation mode of the oil control valve 151 is determined when it is determined that it is behind the intermediate phase PM in a state where the fixing request is set, that is, for example, in the rotational phase shown in FIG. Is switched to the sixth mode. Thereby, the vane rotor 33 is driven to the advance side.

  When it is determined that the rotational phase of the vane rotor 33 is on the more advanced side than the intermediate phase PM, that is, for example, at the rotational phase shown in FIG. 20B, the operation mode of the oil control valve 151 is changed to the tenth mode. Can be switched. As a result, the lubricating oil is discharged from the advance chamber 35 and the lubricating oil is supplied to the retard chamber 36, and as shown in FIG. Drive to the retarded side at low speed. Further, at this time, since the lubricating oil is discharged from the intermediate chamber 42, a force in the protruding direction ZA is applied to the lock pin 41, so that the lock pin 41 is locked into the lock hole when the vane rotor 33 is retarded. When moved to a position corresponding to 44, the lock pin 41 is inserted into the lock hole 44 as shown in FIG. Thereby, the rotational phase of the vane rotor 33 with respect to the housing 31 is fixed to the intermediate phase PM.

  After the lock pin 41 is fitted in the lock hole 44, the tenth mode of the oil control valve 151 is maintained as long as the fixing request is continuously set. For this reason, the force for driving the vane rotor 33 to the retard side is continuously applied by the lubricating oil in the retard chamber 36. That is, the lock pin 41 is maintained in a state where the side surface is pressed against the wall surface forming the lock hole 44.

  On the other hand, when the fixing request is released, the operation mode of the oil control valve 151 is switched to the seventh mode, whereby the lock pin 41 is pulled out from the lock hole 44. Thereafter, the eighth mode is selected when there is a request for retarding the valve timing INVT, the sixth mode is selected when there is a request for advancement of the valve timing INVT, and the seventh mode is selected when there is a request for holding the valve timing INVT. Is done.

According to the variable valve operating apparatus for an internal combustion engine of the present embodiment, the following effects can be obtained.
(1) In this embodiment, a single oil control valve 151 supplies lubricating oil to each of the advance chamber 35 of the variable valve timing mechanism 30, the retard chamber 36 of the variable valve timing mechanism 30, and the intermediate lock mechanism 40. Control the waste state. When the oil control valve 151 is in the eighth mode, it drives the variable valve timing mechanism 30 in the retarding direction, maintains the supply / discharge state of the lubricating oil for the intermediate lock mechanism 40 in the supply state, and switches to the tenth mode. At a certain time, the valve timing variable mechanism 30 is driven in the retarding direction and the intermediate lock mechanism 40 is lubricated while the supply amount of the lubricating oil to the retarding chamber 36 of the oil control valve 151 is smaller than that in the eighth mode. Maintain the oil supply / discharge state in the discharged state.

  According to this configuration, since the eighth mode and the tenth mode are set as the drive state of the oil control valve 151, the valve timing is maintained by maintaining the oil control valve 151 in the tenth mode when there is a fixing request. It is possible to suppress a situation in which the valve timing INVT is not fixed by the intermediate lock mechanism 40 due to the retarded speed of the variable mechanism 30. That is, both the variable valve timing mechanism 30 and the intermediate lock mechanism 40 can be controlled by the oil control valve 151 and the valve timing INVT can be accurately fixed by the intermediate lock mechanism 40.

  (2) When the oil control valve 151 of the present embodiment is in the tenth mode, the amount of lubricating oil supplied to the retard chamber 36 of the variable valve timing mechanism 30 and the lubrication from the advance chamber 35 of the variable valve timing mechanism 30 Under the state where the amount of oil discharged is less than that in the eighth mode, the variable valve timing mechanism 30 is driven in the retarding direction, and the supply / discharge state of the lubricating oil for the intermediate lock mechanism 40 is maintained in the discharge state.

  According to this configuration, the drive state of the oil control valve 151 is a state where both the amount of lubricant supplied to the retard chamber 36 and the amount of lubricant discharged from the advance chamber 35 are less than those in the eighth mode. Since the tenth mode for driving in the retarding direction is set at, the situation where the valve timing INVT is not fixed by the intermediate locking mechanism 40 due to the retarding speed of the variable valve timing mechanism 30 is more accurately generated. It becomes possible to suppress.

  (3) In this embodiment, when the occurrence of an emergency stop of the engine is confirmed, the valve timing INVT is fixed by the intermediate lock mechanism 40, and the ninth mode is set as the operation mode of the oil control valve 151 at this time. I am doing so. As a result, the valve timing INVT is fixed by the intermediate lock mechanism 40 under a state in which the driving speed of the variable valve timing mechanism 30 in the retarding direction is higher than that in the tenth mode. Even during this period, the valve timing INVT can be suitably fixed at the intermediate angle INVTmdl.

(Other embodiments)
In addition, the embodiment of the present invention is not limited to the embodiment exemplified in each of the above-described embodiments, and can be implemented by changing it as shown below, for example. The following modifications are not applied only to the above-described embodiment, and different modifications can be combined with each other.

  In the fifth embodiment, when the valve timing INVT is fixed at the intermediate angle INVTmdl, the operation mode of the oil control valve 151 is set to the ninth mode or the tenth mode. Is not limited to the ninth mode or the tenth mode. That is, the amount of lubricant discharged from the advance chamber 35 is less than that in the eighth mode, and the amount of lubricant supplied to the retard chamber 36 is different from that in the ninth mode or the tenth mode. An operation mode X2 for driving the variable valve timing mechanism 30 in the retarding direction and discharging lubricating oil from the intermediate chamber 42 of the intermediate lock mechanism 40 is prepared in advance in the oil control valve 151, and the valve timing INVT is set by the operation mode X2. It can also be fixed to the intermediate angle INVTmdl. As the supply amount of the lubricating oil to the retarded angle chamber 36 in the new operation mode X2, for example, the supply amount between the eighth mode and the ninth mode or the tenth mode is the same as that in the eighth mode. Can be set. In addition, the operation mode X2 can be set to the oil control valve 151 in place of the ninth mode or the tenth mode or in addition to the sixth to tenth modes.

  In the fifth embodiment, the opening area of the retarded chamber passage 159 in the ninth mode or the tenth mode is made smaller than that in the eighth mode, so that the delay in the ninth mode or the tenth mode is achieved. The configuration of the oil control valve 151 that makes the flow rate of the lubricating oil to the corner chamber 36 smaller than that in the eighth mode is adopted, but the configuration for realizing the function is not limited to this. For example, the retard chamber flow path 159 in the ninth mode or the tenth mode can be closed to make the retard speed of the variable valve timing mechanism 30 smaller than that in the eighth mode. Further, such a modified mode can be further added as a mode different from the preset eighth mode.

  In the fifth embodiment, the opening area of the advance chamber passage 158 in the tenth mode is made smaller than that in the eighth mode, and the opening area of the retard chamber passage 159 is made smaller than that in the eighth mode. Thus, the configuration of the oil control valve 151 that makes the retarded speed of the variable valve timing mechanism 30 in the tenth mode smaller than that in the eighth mode is adopted, but the configuration for realizing the function is limited to this. It is not a thing. For example, the tenth mode only by making the opening area of the retarded chamber channel 159 smaller than that in the eighth mode, or only by closing the retarded chamber channel 159 in the tenth mode. The retarding speed of the variable valve timing mechanism 30 in the mode can be made smaller than that in the eighth mode. This modified mode can be adopted instead of the preset tenth mode, or can be further added as a mode different from the same mode.

  In the fifth embodiment, the ninth mode and the tenth mode are employed as the operation mode of the oil control valve 151 that discharges the lubricating oil from the intermediate chamber 42, but the ninth mode may be omitted. Also in this case, the effect (1) of the fifth embodiment can be obtained.

  In the first embodiment, when the valve timing INVT is fixed to the intermediate angle INVTmdl, the operation mode of the oil control valve 51 is set to the fourth mode or the fifth mode. Is not limited to the fourth mode or the fifth mode. That is, the amount of lubricating oil discharged from the retarding chamber 36 is made smaller than that in the third mode, and the amount of lubricating oil supplied to the advanced chamber 35 is set to an amount different from that in the fourth mode or the fifth mode. An operation mode X1 for driving the variable valve timing mechanism 30 in the advance direction and discharging the lubricating oil from the intermediate chamber 42 of the intermediate lock mechanism 40 is prepared in advance in the oil control valve 51, and the valve timing INVT is set by the operation mode X1. It can also be fixed to the intermediate angle INVTmdl. As the supply amount of the lubricating oil to the advance chamber 35 in this new operation mode X1, for example, the same supply amount as in the third mode, or the supply amount between the third mode and the fourth mode or the fifth mode is set. can do. Further, the operation mode X1 can be set to the oil control valve 51 in place of the fourth mode or the fifth mode, or in addition to the first to fifth modes.

  In the first embodiment, the advance area in the fourth mode or the fifth mode is reduced by making the opening area of the advance chamber channel 58 in the fourth mode or the fifth mode smaller than that in the third mode. The configuration of the oil control valve 51 that makes the flow rate of the lubricating oil to the corner chamber 35 smaller than that in the third mode is adopted, but the configuration for realizing the function is not limited to this. For example, by closing the advance chamber passage 58 in the fourth mode or the fifth mode, the advance speed of the variable valve timing mechanism 30 can be made smaller than that in the third mode. Further, such a modified mode can be further added as a mode different from the preset fourth mode.

  In the first embodiment, the opening area of the advance chamber passage 58 in the fifth mode is made smaller than that in the third mode, and the opening area of the retard chamber passage 59 is made smaller than that in the third mode. Thus, the configuration of the oil control valve 51 is adopted that makes the advance speed of the variable valve timing mechanism 30 in the fifth mode smaller than that in the third mode. However, the configuration for realizing the function is limited to this. It is not a thing. For example, it is possible to change the fifth retarding chamber channel 59 in the fifth mode only by making the opening area of the retarding chamber channel 59 smaller than that in the third mode or by closing the retarding chamber channel 59 in the fifth mode. The advance angle speed of the variable valve timing mechanism 30 in the mode can be made smaller than that in the third mode. Note that this modified mode can be adopted instead of the previously set fifth mode, or can be further added as a mode different from the same mode.

  In the first embodiment, the fourth mode and the fifth mode are employed as the operation mode of the oil control valve 51 that discharges the lubricating oil from the intermediate chamber 42. However, the fourth mode may be omitted. Also in this case, the effect (1) of the first embodiment can be obtained.

  In each of the above embodiments, when the hydraulic pressure of the intermediate chamber 42 with respect to the lock pin 41 is released, the pin is maintained in a state in which the pin can protrude from the vane 33A, but the relationship between the intermediate chamber 42 and the lock spring 43 Can be set to the opposite of the above embodiments. In other words, the lock pin 41 can be moved in the protruding direction by the hydraulic pressure of the intermediate chamber 42, and the lock pin 41 can be moved in the accommodation direction by the force of the lock spring 43.

  In each of the above embodiments, the intermediate lock mechanism 40 has a configuration in which the lock pin 41 and the like are provided in the vane rotor 33 as the housing-side rotating body, and the lock hole 44 is provided in the housing 31 as the engaging-side rotating body. Although adopted, the configuration of the intermediate locking mechanism 40 is not limited to this. For example, the lock pin 41 or the like can be provided in the housing 31 and the lock hole 44 can be provided in the vane rotor 33.

  In each of the above-described embodiments, the present invention is applied to the variable valve operating apparatus that includes the variable valve timing mechanism 30 of the intake valve 21, but also to the variable valve operating apparatus that includes the variable valve timing mechanism of the exhaust valve 23. The present invention can be applied in a manner according to the above embodiment.

  The configuration of the variable valve operating apparatus to which the present invention is applied including the configurations of the variable valve timing mechanism 30 and the intermediate lock mechanism 40 is not limited to the contents exemplified in the above embodiments. In short, a variable valve timing mechanism for changing the valve timing, an intermediate lock mechanism for fixing the valve timing to a specific intermediate angle, and a hydraulic control mechanism for controlling the supply / discharge state of the lubricating oil to these mechanisms by an oil control valve. The present invention can be applied to any variable valve device as long as it is, and in this case, the operational effects similar to the operational effects of the above-described embodiment can be achieved.

  DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine, 10 ... Engine main body, 11 ... Cylinder block, 12 ... Oil pan, 13 ... Cylinder head, 14 ... Combustion chamber, 15 ... Piston, 16 ... Crankshaft, 17 ... Injector, 18 ... Oil pump, 21 ... Intake valve, 22 ... Intake camshaft, 23 ... Exhaust valve, 24 ... Exhaust camshaft, 30 ... Variable valve timing mechanism, 31 ... Housing, 31A ... Partition wall, 32 ... Sprocket (input side rotating body), 33 ... Vane rotor ( Output side rotating body), 33A ... vane, 34 ... cover, 35 ... advance chamber, 36 ... retard chamber, 40 ... intermediate lock mechanism (phase locking mechanism), 41 ... lock pin (regulator), 42 ... intermediate chamber , 43 ... Lock spring, 44 ... Lock hole (regulation hole), 45 ... Lock groove, 50 ... Hydraulic supply device (hydraulic controller) ), 51 ... Oil control valve, 52 ... Lubricating oil passage, 53 ... Supply oil passage, 54 ... Discharge oil passage, 55 ... Advance oil passage, 56 ... Delay oil passage, 57 ... Intermediate oil passage, 58 ... Advance angle Chamber flow path, 59 ... retard chamber flow path, 60 ... spool, 61 ... advance valve, 62 ... regulating valve, 63 ... retard valve, 64 ... first intermediate valve, 65 ... second intermediate valve, 66 ... first 3 intermediate valve, 67 ... valve body, 70 ... sleeve, 71 ... first supply port, 72 ... second supply port, 73 ... first discharge port, 74 ... second discharge port, 75 ... advance port, 76 ... slow Angular port, 77 ... Intermediate port, 78 ... Intermediate communication passage, 80 ... Spool, 81 ... First valve element, 82 ... Second valve element, 83 ... Third valve element, 84 ... Fourth valve element, 85 ... Fifth Valve body 86 ... Sixth valve body 90 ... Sleeve 91 ... Advance angle supply port 92 ... Advance angle discharge port 93 ... Delay angle supply port 9 ... retard discharge port, 95 ... intermediate supply port, 96 ... intermediate discharge port, 97 ... advance port, 98 ... retard port, 99 ... intermediate port, 100 ... electronic control unit, 101 ... crank position sensor, 102 ... cam Position sensor 151 ... Oil control valve, 158 ... Advance chamber flow path, 159 ... Delay angle chamber flow path, 160 ... Spool, 161 ... Delay angle valve, 162 ... Adjustment valve, 163 ... Advance valve, 164 ... First Intermediate valve, 165 ... second intermediate valve, 166 ... third intermediate valve, 170 ... sleeve, 171 ... first supply port, 172 ... second supply port, 173 ... first discharge port, 174 ... second discharge port, 175 ... Advance port, 176 ... Delay port, 177 ... Intermediate port, 178 ... Intermediate communication path.

Claims (13)

A variable valve mechanism that changes the valve timing of an intake valve or exhaust valve as an engine valve between a most advanced angle and a most retarded angle; and the valve timing of the engine valve between the most advanced angle and the most retarded angle. A phase locking mechanism for fixing at an intermediate angle, and a hydraulic control mechanism for hydraulically driving the variable valve mechanism and the phase locking mechanism. The phase locking mechanism has the valve timing at the intermediate angle and the hydraulic pressure. When the hydraulic oil supply / discharge state by the control mechanism is in the first supply / discharge state, the valve timing is released by moving to the release position, the valve timing is at the intermediate angle, and the hydraulic control mechanism is operated. In a variable valve operating apparatus for an internal combustion engine that moves to a fixed position and fixes the valve timing at the intermediate angle when the oil supply / discharge state is in the second supply / discharge state,
The hydraulic control mechanism controls a supply / discharge state of hydraulic oil for each of the advance chamber, the retard chamber, and the phase lock mechanism of the variable valve mechanism by a single control valve. And
Wherein the single control valve includes a drive state MA to maintain the supply and discharge state of the hydraulic oil for the previous SL variable valve mechanism driven in the advance direction and the phase locking mechanism to the first supply-discharge state, the The variable valve mechanism is driven in the advance direction under the condition that the discharge amount of the hydraulic oil from the retarding chamber of the variable valve mechanism is smaller than the drive state MA, and the hydraulic oil for the phase fixing mechanism is discharged. Another drive state X1 different from the drive state MA for maintaining the supply / discharge state in the second supply / discharge state ,
The variable valve operating apparatus has a request to fix the valve timing at the intermediate angle, and when the valve timing at that time is on the retard side with respect to the intermediate angle, the drive state of the control valve is changed to the other A variable valve operating apparatus for an internal combustion engine, wherein the valve timing is advanced while maintaining the driving state X1 . The variable valve operating apparatus for an internal combustion engine according to claim 1,
Said single control valve, working oil for the advance chamber of the other as a drive mode of the drive state X1, the discharge amount of the hydraulic oil from the retarding chamber before Symbol variable valve mechanism and the variable valve mechanism The variable valve mechanism is driven in the advance direction and the hydraulic oil supply / discharge state for the phase locking mechanism is changed to the second supply / discharge state under the state where the supply amount is less than the drive state MA. A variable valve operating apparatus for an internal combustion engine, having a drive state MC to be maintained. The variable valve operating apparatus for an internal combustion engine according to claim 1 ,
The single control valve further drives the variable valve mechanism in the advance direction in a state where the amount of hydraulic oil supplied to the advance chamber of the variable valve mechanism is smaller than that in the drive state MA. And a drive state MD for maintaining the supply / discharge state of the hydraulic oil for the phase fixing mechanism in the second supply / discharge state ,
The variable valve operating apparatus has a request to fix the valve timing at the intermediate angle, and when the valve timing at that time is on the retard side with respect to the intermediate angle, the drive state of the control valve is changed to the other A variable valve operating apparatus for an internal combustion engine, wherein the valve timing is advanced while maintaining the driving state X1 or the driving state MD . The variable valve operating apparatus for an internal combustion engine according to any one of claims 1 to 3,
When the single control valve is in the drive state MA or the other drive state X1 , a retard chamber flow passage for discharging hydraulic oil from the retard chamber of the variable valve mechanism is formed in the control valve. The flow rate of the hydraulic oil in the retarded chamber flow path formed when in the driving state MA and the hydraulic fluid in the retarded chamber flow path formed when in the other drive state X1 When the flow rate is compared, since the latter is smaller, there is a difference in the amount of hydraulic oil discharged from the retard chamber of the variable valve mechanism between the drive state MA and the other drive state X1. A variable valve operating apparatus for an internal combustion engine, characterized in that The variable valve operating apparatus for an internal combustion engine according to any one of claims 1 to 4,
The single control valve includes a sleeve provided with a plurality of ports and a spool provided with a plurality of valve bodies, and each opening of the plurality of ports according to relative movement of the sleeve and the spool. When the area is changed by a corresponding valve body among the plurality of valve bodies and is in the driving state MA or the other driving state X1 , the variable valve mechanism of the plurality of ports is delayed. The retard port connected to the corner chamber and the hydraulic oil discharge port communicate with each other, and the opening area of the retard port or the discharge port when in the drive state MA and the other drive state X1 when comparing the opening area of the retard port or the discharge port of a case, of by the latter it is smaller and the drive state MA and the other driving state X1 In the variable valve device for an internal combustion engine, wherein the difference in the flow rate of the hydraulic fluid is caused. The variable valve operating apparatus for an internal combustion engine according to any one of claims 1 to 5,
It said single control valve, the supply and discharge state of the hydraulic oil for the previous SL variable valve mechanism driving the retard direction and the phase locking mechanism has a driving state ME to maintain the first supply-discharge state ,
When the valve timing is required to fix the valve timing to the intermediate angle, and the valve timing at that time is on the advance side with respect to the intermediate angle, the variable valve operating device drives the drive state of the control valve to the drive Maintaining the state ME, the valve timing is changed to a retarded angle side with respect to the intermediate angle, and then the drive state of the control valve is changed to the other drive state X1, the drive state MC, and the drive state MD. The variable valve operating apparatus for an internal combustion engine, wherein the valve timing is advanced while maintaining any one of the above. A variable valve mechanism that changes the valve timing of an intake valve or exhaust valve as an engine valve between a most advanced angle and a most retarded angle; and the valve timing of the engine valve between the most advanced angle and the most retarded angle. A phase locking mechanism for fixing at an intermediate angle, and a hydraulic control mechanism for hydraulically driving the variable valve mechanism and the phase locking mechanism. The phase locking mechanism has the valve timing at the intermediate angle and the hydraulic pressure. When the hydraulic oil supply / discharge state by the control mechanism is in the first supply / discharge state, the valve timing is released by moving to the release position, the valve timing is at the intermediate angle, and the hydraulic control mechanism is operated. In a variable valve operating apparatus for an internal combustion engine that moves to a fixed position and fixes the valve timing at the intermediate angle when the oil supply / discharge state is in the second supply / discharge state,
The hydraulic control mechanism controls a supply / discharge state of hydraulic oil for each of the advance chamber, the retard chamber, and the phase lock mechanism of the variable valve mechanism by a single control valve. And
Wherein the single control valve includes a drive state NA to maintain the supply and discharge state of the hydraulic oil for the previous SL variable valve mechanism driving the retard direction and the phase locking mechanism to the first supply-discharge state, the The variable valve mechanism is driven in the retarded direction and the hydraulic fluid of the phase locking mechanism is discharged in a state where the discharge amount of the hydraulic oil from the advance chamber of the variable valve mechanism is smaller than the drive state NA. Another drive state X2 different from the drive state NA for maintaining the supply / discharge state in the second supply / discharge state ,
The variable valve operating device has a request to fix the valve timing at the intermediate angle, and when the valve timing at that time is on the advance side with respect to the intermediate angle, the drive state of the control valve is changed to the other A variable valve operating apparatus for an internal combustion engine, wherein the valve timing is retarded while maintaining the drive state X2 . The variable valve operating apparatus for an internal combustion engine according to claim 7 ,
Wherein the single control valve hydraulic oil to the retarded angle chamber of the other as a drive mode of the drive state X2, before Symbol variable valve mechanism of advance discharge amount of hydraulic oil from the hydraulic chamber and the variable valve mechanism The variable valve mechanism is driven in the retarding direction and the hydraulic oil supply / discharge state for the phase locking mechanism is changed to the second supply / discharge state in a state where the supply amount of the oil is less than the drive state NA. A variable valve operating apparatus for an internal combustion engine, having a drive state NC to be maintained. The variable valve operating apparatus for an internal combustion engine according to claim 7 ,
The single control valve further drives the variable valve mechanism in the retard direction in a state where the amount of hydraulic oil supplied to the retard chamber of the variable valve mechanism is less than the drive state NA. And a drive state ND for maintaining the supply / discharge state of the hydraulic oil for the phase fixing mechanism in the second supply / discharge state ,
The variable valve operating device has a request to fix the valve timing at the intermediate angle, and when the valve timing at that time is on the advance side with respect to the intermediate angle, the drive state of the control valve is changed to the other A variable valve operating apparatus for an internal combustion engine, wherein the valve timing is retarded while maintaining the driving state X2 or the driving state ND . The variable valve operating apparatus for an internal combustion engine according to any one of claims 7 to 9 ,
When the single control valve is in the driving state NA or the other driving state X2 , an advance chamber passage for discharging hydraulic oil from the advance chamber of the variable valve mechanism is formed in the control valve. The flow rate of the hydraulic fluid in the advance chamber passage formed when the drive state NA is in the driving state NA and the hydraulic fluid of the advance chamber passage formed in the other drive state X2 When the flow rate is compared, there is a difference in the amount of hydraulic oil discharged from the advance chamber of the variable valve mechanism between the drive state NA and the other drive state X2 because the latter is smaller A variable valve operating apparatus for an internal combustion engine, characterized in that The variable valve operating apparatus for an internal combustion engine according to any one of claims 7 to 10 ,
The single control valve includes a sleeve provided with a plurality of ports and a spool provided with a plurality of valve bodies, and each opening of the plurality of ports according to relative movement of the sleeve and the spool. When the area is changed by the corresponding valve body of the plurality of valve bodies and is in the driving state NA or the other driving state X2 , the variable valve mechanism of the plurality of ports is advanced. The advance port connected to the corner chamber and the hydraulic oil discharge port communicate with each other, and the opening area of the advance port or the discharge port when in the drive state NA and the other drive state X2 when comparing the opening area of the advance port or the discharge port of a case, of by the latter is smaller and the drive state NA and the other driving state X2 In the variable valve device for an internal combustion engine, wherein the difference in the flow rate of the hydraulic fluid is caused. The variable valve operating apparatus for an internal combustion engine according to any one of claims 7 to 11 ,
Wherein the single control valve has a drive state NE to maintain the supply and discharge state of the hydraulic oil for the previous SL-friendly driving the variable valve mechanism in the advance direction and the phase locking mechanism to the first supply-discharge state ,
The variable valve device has a request to fix the valve timing to the intermediate angle, and when the valve timing at that time is on the retard side with respect to the intermediate angle, the drive state of the control valve is set to the drive Maintaining the state NE, the valve timing is changed to an advance side with respect to the intermediate angle, and then the drive state of the control valve is changed to the other drive state X2, the drive state NC, and the drive state ND. The variable valve operating apparatus for an internal combustion engine, wherein the valve timing is retarded while maintaining any one. The variable valve operating apparatus for an internal combustion engine according to any one of claims 1 to 12 ,
The variable valve mechanism changes a relative phase that is a relative rotation phase between an input-side rotating body that rotates in conjunction with a crankshaft and an output-side rotating body that rotates in conjunction with a camshaft of the engine valve. The valve timing is changed by
The phase locking mechanism is provided on a housing-side rotator that is one of the input-side rotator and the output-side rotator, and moves between the fixed position and the release position with respect to the rotator. And a restriction hole provided in an engagement-side rotator which is the other of the input-side rotator and the output-side rotator and into which the restrictor is fitted, and the relative phase is When the hydraulic oil is in an intermediate phase corresponding to an intermediate angle and the hydraulic oil supply / discharge state by the hydraulic control mechanism is in the second supply / discharge state , the restriction body moves to the fixed position and is fitted into the restriction hole. To fix the valve timing to the intermediate angle, the relative phase is in an intermediate phase corresponding to the intermediate angle, and the hydraulic oil supply / discharge state by the hydraulic control mechanism is in the first supply / discharge state. The regulating body is in the release position Variable valve device for an internal combustion engine, characterized in that by moving to withdrawn from the restriction hole is intended to release the fixation to the intermediate angle of the valve timing.

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