JPH11241608A - Valve timing control mechanism of internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make an adjustment to optimum opening and closing timing according to the operating status and high starting performance. SOLUTION: This valve timing mechanism is provided with a start timing setting means 78 provided with a bushing pin 82, which can protrude in an advancing side oil chamber in an advance side oil chamber 47, in a vane 33. While an engine is not operated, and a specified amount of pressurized hydraulic oil is supplied to a lag side oil chamber 46 and the advance side oil chamber 47, the bushing pin 82 is protruded in the advance side oil chamber 47 and further rotates a vane rotor 28, which is interlocked to an intake side cam shaft 11 a specified angle relative to a rotor housing 27, which is rotatably driven by a crank shaft, in the direction in which the rotor housing 27 is rotatably driven. When the engine is operated and a specified amount of pressurized hydraulic oil is supplied to the lag side oil chamber 46 or the advance side oil chamber 47, the bushing pin 82 becomes unable to be kept protruded in the advance side oil chamber 47.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a valve timing adjustment mechanism for an internal combustion engine that changes the opening / closing timing of an intake valve or an exhaust valve of the internal combustion engine according to the operating state of the internal combustion engine.

[0002]

2. Description of the Related Art Conventionally, a variable valve timing mechanism that changes the opening / closing timing of an intake valve or an exhaust valve according to the operating state of an engine and changes the power characteristic of the engine to an optimum characteristic for the operating state has been practically used. Has been This type of variable valve timing mechanism changes the relative phase (relative displacement angle) of a camshaft with respect to a crankshaft.

[0004] For example, FIG.
1 shows a valve timing adjustment device for an internal combustion engine disclosed in Japanese Unexamined Patent Publication (Kokai) No. H11-15095. As shown in FIG. 24, the valve timing adjusting device 200 includes a vane rotor 202 fixed to an end of a camshaft 201 so as to be integrally rotatable, and a rotatable support relative to the camshaft 201. And a vane rotor housing 203 for housing. The vane rotor housing 203 is formed by a chain sprocket 204 connected to a crankshaft via a timing chain, a shoe housing 206 forming a vane chamber 205, and a front plate 207 closing the vane chamber 205.

[0004] The vane rotor housing 203 is formed with two vane chambers 205, and the vane 208 of the vane rotor 202 accommodated in each vane chamber 205 causes the vane chamber 205 to move in the retard side oil chamber 209 and the advance side oil chamber 209. And a room 210. To each of the oil chambers 209 and 210, hydraulic oil of a predetermined oil pressure is supplied or discharged. Then, when the chain sprocket is driven to rotate, the camshaft 201 together with the vane rotor 202 via the working oil filled in the oil chambers 209 and 210.
Is driven to rotate.

When hydraulic oil is supplied to the retard-side oil chamber 209 and hydraulic oil is discharged from the advance-side oil chamber 210, the vane rotor 202 is moved to the vane rotor housing 203.
Relative to the retard side. Then, the relative phase between the camshaft 201 and the valve is adjusted so that the opening / closing timing of the valve is more retarded. In this case, the most retarded timing is when the vane rotor 202 is at the most retarded position where the vane rotor 202 is relatively rotated to the most retarded side with respect to the vane rotor housing 203.

Conversely, when hydraulic oil is supplied to the advance-side oil chamber 210 and hydraulic oil is discharged from the retard-side oil chamber 209, the vane rotor 202 is moved to the vane rotor housing 203.
Relative to the advance angle side. Then, the relative phase between the camshaft 201 and the valve is adjusted such that the opening / closing timing of the valve is more advanced. In this case, the most advanced timing is when the vane rotor 202 is at the most advanced position where the vane rotor 203 is relatively rotated to the most advanced side with respect to the vane rotor housing 203.

One vane 208 of the vane rotor 202
Is provided with a lock pin 211 movable in the direction of the rotation axis. On the other hand, the chain sprocket 204
An unillustrated engagement hole with which the lock pin 211 can be engaged is provided. The lock pin 211 is urged toward the chain sprocket 204 by a coil spring (not shown) so that the lock pin 211 is engaged with the engagement hole when the vane rotor 202 is located at the most retarded position. . On the other hand, the hydraulic pressure supplied to each of the oil chambers 209 and 210 is supplied to the chain sprocket 204 side of the lock pin 211, and when the engine is running, the hydraulic pressure is larger than the urging force of the coil spring based on the hydraulic pressure. The urging force holds the lock pin 211 at a position where the lock pin 211 does not engage with the engagement hole on the vane rotor 202 side.

[0008] According to the timing adjusting device 200 configured as described above, when the engine is stopped, the hydraulic pressure becomes low, so that the vane rotor 202 is
And the engine stops in a state where it is relatively rotated to the retard side and disposed at the most retarded position. At this time, the lock pin 21
Since the biasing force that biases the coil spring 1 toward the vane rotor 202 is lower than the biasing force of the coil spring, the lock pin 211 is engaged with the engagement hole, and the vane rotor 202 is fixed at the most retarded position. When the engine is started from this state, the vane rotor 202 may repeatedly collide with the shoe housing 206 due to cranking fluctuation torque at the time of engine start in which no hydraulic pressure is generated and the vane rotor 202 cannot be positioned by hydraulic pressure. Is prevented.

When the engine is started and a hydraulic pressure is generated, the lock pin 211 is driven toward the vane rotor 202 by the urging force of the hydraulic pressure exceeding the urging force of the coil spring, and is held at a position where it does not engage with the engaging hole. Therefore, both oil chambers 209,
When the hydraulic oil supplied to and discharged from the 210 is controlled, the vane rotor 202 is controlled to the retard side or the advance side.

[0010]

By the way, as for the opening and closing timing of each of the intake valves and the exhaust valves, there is a timing suitable for starting the engine. If the timing is significantly different from the preferred timing, the startability is impaired.

For example, in an engine provided with a valve timing adjusting device for changing the opening / closing timing of an intake valve, if the opening / closing timing is excessively changed to the retard side when the engine is started, the closing timing of the intake valve is delayed. For,
The intake air-fuel mixture in the combustion chamber returns to the intake pipe. If the intake air-fuel mixture returns into the intake pipe at the time of cranking at an extremely low engine speed, the actual compression ratio decreases, and starting becomes difficult. In particular, at a low temperature where the volume of the air-fuel mixture is small, even when cranking, the air-fuel mixture is not sufficiently compressed, and the startability is further deteriorated.

On the other hand, if the opening / closing timing is excessively changed to the advanced side when the engine is started, the valve overlap period becomes longer, and the internal EGR amount (exhaust gas circulation amount) in the combustion chamber increases. This will lead to a decrease in startability.

Similarly, in an engine provided with a valve timing adjusting device for changing the opening / closing timing of an exhaust valve, similarly, if the opening / closing timing is excessively changed to the retard side, the valve overlap period becomes longer. , Internal EGR
The amount increases to cause a decrease in engine startability.

If the opening / closing timing of the exhaust valve is excessively changed to the advanced side when the engine is started, the opening timing of the exhaust valve is advanced, and the opening period of the exhaust valve in the explosion stroke becomes longer. As a result, the explosion pressure in the combustion chamber cannot be sufficiently utilized, and the startability is reduced.

As described above, since there is a valve opening / closing timing suitable for starting the engine, in the above timing adjusting device, the most retarded timing or the most advanced timing which is the opening / closing timing at the time of starting is determined. It is necessary to set the opening and closing timing so as not to impair the startability.

However, when the most retarded or most advanced timing is set as described above, the variable range of the valve opening / closing timing is limited, and the opening / closing timing is more adapted to the operating state of the engine. There is a problem that the opening / closing timing cannot be further changed.

For example, when the opening / closing timing of the intake valve is held at the most retarded timing at the time of starting the engine, the opening / closing timing is further retarded than the opening / closing timing suitable for starting at the time of high engine rotation. Side to increase the volumetric efficiency. That is,
If the closing timing of the intake valve is further delayed, such an effect cannot be obtained in the above configuration, although the engine output can be improved by increasing the volumetric efficiency due to the intake inertia effect. Become.

SUMMARY OF THE INVENTION The present invention has been made to solve the above problems, and an object of the present invention is to adjust the opening and closing timing to an optimum one according to the operating condition and to obtain a high startability. An object of the present invention is to provide a valve timing adjustment mechanism in an internal combustion engine that can be adjusted to open / close timing.

[0019]

According to a first aspect of the present invention, there is provided a first rotating body having at least one concave portion on an inner peripheral surface thereof, and the first rotary member having a first pressure chamber. A second pressure chamber having a plurality of vanes partitioned into a second pressure chamber and being rotatably combined with the first rotating body;
A first rotating body or a second rotating body, which is synchronously rotated at a reference rotation phase of the internal combustion engine, by rotating one of the first rotating body and the second rotating body by balancing the pressures of the first pressure chamber and the second pressure chamber. The camshaft, which is transmitted to the other of the rotators and rotationally drives a camshaft that is drivingly connected to the first rotator or the second rotator, and the first rotator is changed by the volume change of the first pressure chamber and the second pressure chamber. Changing the relative phase of the camshaft with respect to the reference rotation phase by changing the relative phase of the camshaft with respect to the reference rotation phase. A valve timing adjusting mechanism for an internal combustion engine that changes the valve timing to an advanced side or a retarded side. A start timing setting for setting a relative phase between the first rotating body and the second rotating body such that the timing of the first rotating body is set to a more advanced side than the most retarded timing at which the timing is delayed with respect to the reference rotating phase. With means.

According to a second aspect of the present invention, in the first aspect, the start timing setting means is provided on the first rotating body or the second rotating body and faces the vane side wall or the concave side wall. Relative to the first rotating body and the second rotating body when the distal end of the first rotating body and the second rotating body protrude in a state of contacting the vane side wall or the concave side wall. And a spring member for urging the projecting member to project toward the vane side wall or the concave side wall, the first pressure chamber or the internal combustion engine not operating. When the predetermined pressure is not supplied to the second pressure chamber, the spring member allows the projecting member to project toward the vane side wall or the concave side wall. And a projecting state holding means for holding the projecting state when the internal combustion engine is operated and a predetermined pressure is supplied to the first pressure chamber or the second pressure chamber. Protruding state releasing means for releasing a state in which the member is held in a protruding state.

According to a third aspect of the present invention, in the first aspect of the present invention, the starting timing setting means includes an inner circumferential side of the first rotating body or the second rotating body which is substantially radially separated. A first stopper movably provided between a start position and an outer peripheral side operation position, the first stopper including a contact portion projecting from the first rotating body or the second rotating body into the first pressure chamber; The first rotating body and the second rotating body are provided on a side wall that forms a first pressure chamber of the first rotating body and the first rotating body is in contact with the first rotating body when the first stopper is at the starting position. A relative phase with the two rotating bodies is set as a relative phase corresponding to the starting timing,
When the first stopper is at the operating position, the first stopper does not come into contact with the contact portion, so that a relative phase between the first rotating body and the second rotating body is set to a relative phase corresponding to the most retarded timing. 2 stopper and the first stopper are urged inward so that the first stopper is located at the start position, and the internal combustion engine is operated to set the first rotating body or the second rotating body to a predetermined position. A spring member that allows the first stopper to move from the starting position to the operating position by centrifugal force acting on the first stopper based on the rotation when the rotation is performed at a rotation speed higher than the rotation speed. Equipped.

According to a fourth aspect of the present invention, in the first aspect of the present invention, the starting timing setting means is configured to determine that the first and second rotating bodies of the first and second pressure chambers are retarded. A spherical body accommodated in the advanced pressure chamber on the side of which the volume is reduced when relatively rotated to the side, and at least one of the first rotation and the second rotary body at the outer peripheral end position of the advanced pressure chamber And the first and second rotating bodies are provided by the pressure supplied during operation of the internal combustion engine so that the first and second rotating bodies are provided in the advance pressure chamber. When relatively rotating so that the volume of
An elastic plate that is elastically deformed so as to allow the spherical body pressed by the recess side wall or the vane side wall to enter the accommodation groove.

According to a fifth aspect of the present invention, in the fourth aspect of the invention, at least a surface layer of the spherical body is formed of an elastic body. According to a sixth aspect of the present invention, in the first aspect of the present invention, the starting timing setting means includes a concave side wall of the first rotating body forming the advance pressure chamber or the second rotating body. Spring that is provided on the side wall of the vane, naturally projects into the advance pressure chamber, and elastically deforms so as not to project into the advance pressure chamber by the pressure supplied to the advance pressure chamber during operation of the internal combustion engine. It has a member.

According to a seventh aspect of the present invention, in the invention according to the sixth aspect, the starting timing setting means includes a concave portion provided on the concave portion side wall or the vane side wall and opening to the first pressure chamber. The spring member is provided so as to close the recess, protrudes into the advance pressure chamber in a natural state, and retreats to the recess side by pressure supplied to the advance pressure chamber during internal combustion operation. This is an elastic plate having a convex portion which is elastically deformed.

According to an eighth aspect of the present invention, in the sixth aspect of the present invention, the spring member is provided on the side wall of the concave portion or the side wall of the vane, and a tip end of the spring member projects into the advance side pressure chamber in a natural state. As described above, the base end is supported, and the front end side is rotated around the base end by the pressure supplied to the advance side pressure chamber during operation of the internal combustion engine and the centrifugal force accompanying the rotation of the two rotating bodies. The elastic plate is elastically deformed and retracts to the outer peripheral side of the advance pressure chamber.

According to a ninth aspect of the present invention, in the first aspect of the present invention, when the internal combustion engine is not operating, the first rotating body and the second rotating body are connected to each other. The first rotating body and the second rotating body are non-rotatably connected when the relative phase of the first rotating body becomes a relative phase corresponding to the start timing, and when the internal combustion engine is operated, the first rotating body is rotated. A first rotating body and a second rotating body that are not rotatably connected to each other even if a relative phase between the first rotating body and the second rotating body becomes a relative phase corresponding to the start timing.

According to a tenth aspect of the present invention, in the first aspect of the present invention, the camshaft is an intake-side camshaft, and the first pressure chamber is advanced. In the side oil chamber, the second pressure chamber is a retard side oil chamber.

(Operation) According to the first aspect of the present invention,
When one of the first rotating body and the second rotating body is synchronously rotated at the reference rotation phase of the internal combustion engine, the first rotating body or the second rotating body is balanced by the pressure balance between the first pressure chamber and the second pressure chamber. The camshaft is driven to rotate by the first rotator or the other of the second rotators connected to one of the two rotators without rotating relative thereto. Then, the valve is driven to open and close by the camshaft at an opening and closing timing synchronized with the reference rotation phase. When the respective volumes of the first pressure chamber and the second pressure chamber are changed, the relative phase between the first rotating body and the second rotating body is changed. As a result, the relative phase of the camshaft with respect to the reference rotation phase is changed, and the relative phase of the valve opening / closing timing with respect to the reference rotation phase is changed. When the internal combustion engine is started, the opening / closing timing of the valve is set to a timing advanced from the most retarded timing at which the opening / closing timing during operation of the internal combustion engine is most delayed with respect to the reference rotational phase by the starting timing setting means. . After the start of the internal combustion engine, the opening / closing timing of the valve is changed to the retard side beyond the start timing, and can be adjusted to the maximum retard timing.

According to the invention described in claim 2, according to claim 1
In addition to the operation of the invention described in the above, at the time of cranking before the internal combustion engine is operated, the projecting member provided on the first rotating body or the second rotating body is directed toward the vane side wall or the concave side wall by the spring member. And is projected into the first pressure chamber or the second pressure chamber, and the projected state is held by the projected state holding means. Then, the relative phase between the first rotating body and the second rotating body is held at the relative phase corresponding to the start timing by the protruding member. When the internal combustion engine is operated and a hydraulic pressure of a predetermined pressure is supplied to the first pressure chamber or the second pressure chamber, the state in which the projecting member is projected is released by the projecting state releasing means based on the hydraulic pressure. As a result, the relative phase between the first rotator and the second rotator is changed from the relative phase corresponding to the starting timing,
The relative phase is changed to a relative phase corresponding to the opening / closing timing on the more retarded side.

According to the invention described in claim 3, according to claim 1
In addition to the operation of the invention described in the above, at the time of cranking before starting the internal combustion engine, the starting position on the inner peripheral side and the operating position on the outer peripheral side of the first rotating body or the second rotating body that are substantially radially separated from each other. The first stopper movably held between the first position and the second position is held by the urging force of the spring member at the start position. Then, the contact portion of the first stopper protruding into the first pressure chamber contacts the second stopper, and the relative phase between the first rotating body and the second rotating body becomes a relative phase corresponding to the start timing. When the internal combustion engine is operated, the first stopper is moved from the starting position to the operating position against the urging force of the spring member due to the centrifugal force. Then, the contact portion of the first stopper does not contact the second stopper, and the first rotating body and the second
The rotating body is relatively rotated until it reaches a relative phase on the retard side from the start timing.

According to the fourth aspect of the present invention, at the time of cranking for starting the internal combustion engine, the spherical body is restricted from entering the housing groove by the elastic plate in the advance side oil chamber, and the spherical body is formed into the concave portion. Intervene with the vane. When the internal combustion engine is operated and the pressure is supplied to the advance pressure chamber and the rotation speeds of the first and second rotating bodies increase, the spherical body is held in a state of being moved to the outer peripheral side of the advance pressure chamber. . When the first and second rotating bodies are controlled to the relative phase corresponding to the opening / closing timing on the retard side from the starting timing, the gap between the concave side wall and the elastic plate, or between the vane side wall and the elastic plate. The elastic body is elastically deformed by the spherical body clamped by the above, and the spherical body is allowed to enter the accommodation groove, and does not intervene between the concave portion and the vane.

According to the invention described in claim 5, according to claim 4,
In addition to the effect of the invention described in the above, the first
The impact when the spherical body is clamped between the rotating body and the second rotating body is buffered by the elastic deformation of the elastic body.

According to the sixth aspect of the invention, at the time of cranking, the spring member projects into the advance side pressure chamber and is interposed between the concave portion and the vane. When the internal combustion engine is operated, the spring member is elastically deformed by the pressure supplied to the advance side pressure chamber, and the spring member is not interposed between the recess side wall and the vane side wall.

According to the invention of claim 7, according to claim 6,
In addition to the effect of the invention described in (1), at the time of cranking, the convex portion of the elastic plate projects into the advance side pressure chamber and is interposed between the concave portion and the vane. When the pressure based on the operation of the internal combustion engine is supplied, the elastic plate is elastically deformed, and the convex portion retreats into the concave portion, and does not intervene between the concave portion side wall and the vane side wall.

According to the invention described in claim 8, according to claim 6,
In addition to the operation of the invention described in (1), at the time of cranking, the distal end side of the elastic body protrudes into the advance side pressure chamber and is interposed between the recess and the vane. When the pressure based on the operation of the internal combustion engine is supplied, the elastic plate is elastically deformed, and the distal end pivots around the base end to the outer peripheral side of the advance pressure chamber to be interposed between the concave side wall and the vane side wall. No longer.

According to the invention of claim 9, according to claim 1,
In addition to the operation of the invention according to any one of claims 8 to 10, when the internal combustion engine is started, the relative phase between the first rotating body and the second rotating body is a relative phase corresponding to the starting timing. Are connected so that they cannot rotate relative to each other. Therefore, the relative phase between the first rotating body and the second rotating body does not fluctuate from the relative phase due to the fluctuation of the rotational torque required to rotationally drive the camshaft. On the other hand, when the internal combustion engine is operated, the relative rotation between the first rotating body and the second rotating body is not restricted.

According to a tenth aspect of the present invention, in addition to the operation of any one of the first to ninth aspects, at the time of starting the internal combustion engine, the intake side camshaft with respect to the reference rotational phase is started. Is maintained at a relative phase corresponding to the start timing set on the advance side of the most retarded timing. During operation, the relative phase is changed to the relative phase corresponding to the most retarded timing.

[0038]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS (First Embodiment) A first embodiment of the present invention will be described below with reference to FIGS.

FIG. 2 shows that the valve driving system is DOHC (Double O
ver Head Camshaft) with two valves on the intake side and two valves on the exhaust side
FIG. 2 is a schematic plan view showing an intake-side camshaft 11 and an exhaust-side camshaft 12 of a four-cylinder engine (internal combustion engine) that is a valve. A cam pulley 13 is fixed to one end of the exhaust side camshaft 12, and a timing belt 14 mounted on a crank pulley fixed to one end of a crankshaft (not shown) as a drive shaft is mounted on the cam pulley 13. . The exhaust-side camshaft 12 is provided with an exhaust-side cam 15 at a position corresponding to each cylinder. A drive gear 16 is fixed to the other end of the exhaust side camshaft 12.

In the intake camshaft 11 as a camshaft, a valve timing adjusting mechanism 17 is provided at an end corresponding to the drive gear 16 side. The valve timing adjusting mechanism 17 includes the drive gear 1
6 is driven to rotate. The intake camshaft 11 is provided with an intake cam 18 as a valve at a position corresponding to each cylinder.

FIG. 4 is a cross-sectional view of the intake camshaft 11 taken along a central axis including the valve timing adjusting mechanism 17. The journal 19 of the intake camshaft 11 is rotatably supported by a cylinder head 20 and a bearing cap 21. An enlarged diameter portion 22 having a diameter larger than that of the journal 19 is provided at an end of the intake side camshaft 11, and a small diameter projection 23 is provided on an end surface of the enlarged diameter portion 22. The intake-side camshaft 11 is provided with a through-hole 24 penetrating in the center axis direction, and a female screw portion 25 is provided at an end of the through-hole 24. The valve timing adjusting mechanism 17 is provided outside the enlarged diameter portion 22.

The valve timing adjusting mechanism 17 includes a driven gear 26, a rotor housing 2 as a first rotating body.
7. Vane rotor 28 as second rotating body, cover 29
Etc. are provided.

The driven gear 26 is formed in an annular shape, and is fitted to the enlarged diameter portion 22 so as to be relatively rotatable. The drive gear 16 is meshed with the driven gear 26. A rotor housing 27 is fixed to an outer end surface of the driven gear 26. Therefore, the rotor housing 27 is synchronously rotated clockwise in FIG. 1 at the reference rotational phase of the engine by the crankshaft.

FIG. 1 is a sectional view taken along line BB in FIG. As shown in FIG. 1, the rotor housing 27 has a columnar space 30 formed at the center thereof. In the rotor housing 27, a plurality of substantially fan-shaped vane chambers 31 are provided at regular angular intervals as concave portions that expand from the space 30 to the outer peripheral side. The vane rotor 28 is housed in the rotor housing 27.

The vane rotor 28 is provided with a cylindrical shaft portion 32, and a plurality of substantially fan-shaped vanes 33 expanding on the outer peripheral side are provided at equal angular intervals on the outer peripheral surface of the shaft portion 32.
As shown in FIG. 4, a fitting hole 34 is provided on an end face of the shaft portion 32, and the fitting hole 34 is fitted to the protrusion 23.
The shaft portion 32 of the vane rotor 28 is fixed so as not to rotate relative to the intake camshaft 11. A step portion 35 is formed at the opening end of the fitting hole 34, and an annular oil passage 36 is formed by the side surface of the step portion 35, the outer peripheral surface of the projecting portion 23, and the end surface of the enlarged diameter portion 22. ing. At the center of the shaft portion 32, a center hole 37 which is formed slightly larger in diameter than the female screw hole 25 and penetrates the shaft portion 32 and communicates with the female screw hole 25 is provided. The shaft portion 32 is inserted into the space portion 30 so as to be relatively rotatable, and each of the vanes 33 is housed in the vane chamber 31.

As shown in FIG. 1, the rotor housing 27
In each of the inner side surfaces 27a forming the space 30, a groove 3 extending in the central axis direction of the valve timing adjustment mechanism 17 is provided.
A seal member 40 urged inward by a leaf spring 39 is accommodated in the groove 38. And
Each seal member 40 is in sliding contact with the outer peripheral surface of the shaft portion 32 of the vane rotor 28.

On the outer peripheral surface of each vane 33, a groove 41 extending in the central axis direction is formed.
The seal member 43 urged toward the outer periphery side is accommodated. Each seal member 43 is in sliding contact with the inner peripheral surface on the outer peripheral side of the vane chamber 31.

As shown in FIG. 4, the rotor housing 27
The cover 29 is externally fitted to the end face so as to be relatively rotatable. The inner surface of the cover 29 is in contact with the end surface of the vane rotor 28. A central hole 37 is formed in the center of the cover 29.
A mounting hole 44 formed to have a larger diameter than that of the center hole 37 and communicating with the center hole 37 is provided. From the mounting hole 44, a bolt 45 for connecting and fixing the intake side camshaft 11, the vane rotor 28 and the cover 29 so as to be integrally rotatable is provided.
The intake side camshaft 1 is inserted through the center hole 37 of the shaft portion 32.
It is screwed into one female screw hole 25.

Each of the vane chambers 3 of the rotor housing 27 is formed by the enlarged diameter portion 22, the driven gear 26, the rotor housing 27, and the cover 29 of the intake side camshaft 11.
1 is closed.

As shown in FIG. 1, each vane chamber 31 has a vane 33 and a retard-side oil chamber 46 serving as a first pressure chamber.
It is divided into an advance-side oil chamber 47 as a pressure chamber. In the present embodiment, in each vane chamber 31, a vane 33 is provided.
On the other hand, a retard-side oil chamber 46 is formed on the same side as the rotation direction of the rotor housing 27, and an advance-side oil chamber 47 is formed on the opposite side.

When the rotor housing 27 and the vane rotor 28 rotate relative to each other such that the vanes 33 are moved from the retard oil chamber 46 to the advance oil chamber 47, respectively.
The relative phase between the intake camshaft 11 and the crankshaft is changed so that the opening / closing timing of the intake valve opened / closed by the intake cam 18 is adjusted to a more retarded side.
As shown in FIG. 5, each vane 33 moves to the advance side oil chamber 47 and one vane 33 becomes the concave side wall 27 b of the oil chamber 47.
, The opening / closing timing of the intake valve is adjusted to the most retarded timing when the relative rotation between the vane rotor 28 and the rotor housing 27 is restricted. This most retarded timing is set to the opening / closing timing of the intake valve that can improve the intake inertia effect and improve the output characteristics in the high rotation region of the engine, and when the engine is started at this opening / closing timing. The opening / closing timing is set such that the air-fuel mixture once sucked into the combustion chamber returns to the intake pipe side to cause a decrease in the actual compression ratio.

Conversely, when the rotor housing 27 and the vane rotor 28 rotate relative to each other so that each vane 33 moves from the advance-side oil chamber 47 to the retard-side oil chamber 46, the opening and closing of the intake valve is performed. The relative phase between the intake-side camshaft 11 and the crankshaft is changed so that the timing is more advanced. As shown in FIG. 6, each vane 33 moves to the retard-side oil chamber 46 and comes into contact with the inner surface of the oil chamber 46 to restrict the relative rotation between the vane rotor 28 and the rotor housing 27 to the most advanced angle. When the position is reached, the opening / closing timing of the intake valve is adjusted to the most advanced timing.

When each of the vanes 33 is located at the most retarded position, the vane 33 which comes into contact with the concave side wall 27b of the advance-side oil chamber 47, as shown in FIGS. A start timing setting section 78 as start timing setting means for setting a relative phase of the vane rotor 28 with respect to the rotor housing 27 so that the opening / closing timing of the valve is a start timing set on the advance side of the most retarded timing. Is provided. Hereinafter, the configuration will be described in detail.

FIGS. 7 to 9 show the start timing setting section 78.
2 shows a cross section of FIG. As shown in FIG. 7, a first extending in a direction substantially perpendicular to the central axis of the vane rotor 28 is provided inside the vane 33 in which the start timing setting section 78 is provided.
A holding chamber 79 is provided. On the inner peripheral side of the first holding chamber 79, there is provided a second holding chamber 80 formed to extend substantially in the radial direction of the vane rotor 28 and communicating with the first holding chamber 79. The first holding chamber 79 is provided with an inlet / outlet 81 that opens to the oil chamber 47 on the advance side oil chamber 47 side.

A push pin 82 as a projecting member is reciprocally movable in a direction in which the first holding chamber 79 extends, that is, a concave portion of the rotor housing 27 forming the advance side oil chamber 47. It is held so as to protrude toward the side wall 27b. The push pin 82 has a tooth portion 83 on the inner peripheral side.
Are provided, and a pin portion 85 extending from the body portion 84 and extending toward the entrance hole 81 is provided. The trunk portion 84 is formed so as to be slidable in the first holding chamber 79 in the direction in which the first holding chamber 79 extends, and the pin portion 85 is slidable in the access hole 81 in the same direction and is advanced from the access port 81. Side oil chamber 47
It is formed so as to be able to protrude inside. A push pin 82 is connected to the advance-side oil chamber 47 on the retard-side oil chamber 46 side of the first holding chamber 79.
A compression coil spring 86 is provided as a spring member that biases the side. Then, as shown in FIG. 7, the body portion 84 moves to the most retarded side oil chamber 46 side in the first holding chamber 79 against the urging force of the compression coil spring 86 (hereinafter referred to as a retreat position). When disposed, the pin portion 85 is in the advanced oil chamber 4
7 completely enters the access hole 81. Conversely, as shown in FIG. 8, the body portion 84 is urged by the compression coil spring 86 and is arranged at a position (hereinafter, a projecting position) in the first holding chamber 79 that has moved to the most advanced side oil chamber 47 side. When this is done, the pin portion 85 projects from the inlet / outlet 81 into the evolution side oil chamber 47. When the tip of the push pin 28 contacts the recessed side wall 27b of the advance-side oil chamber 47 in a state where the push pin 28 is located at the projecting position, the vane rotor 28 is arranged at the starting position. Each tooth of the tooth portion 83 is formed of a vertical surface perpendicular to the moving direction of the push pin 82 and an inclined surface extending from the top of the vertical surface to the advance-side oil chamber 47 side.

In the second holding chamber 80, a locking block 87 is held so as to be able to reciprocate in the second holding chamber 80 in the radial direction. The locking block 87 is provided with a tooth portion 88 that can mesh with the tooth portion 83 on the outer peripheral side. Each tooth of the tooth portion 88 is formed of a vertical surface parallel to the moving direction of the locking block 87 and an inclined surface extending from the top of the vertical surface to the retard-side oil chamber 46 side. A compression coil spring 89 as a spring member for urging the locking block 87 toward the first holding chamber 79 is provided on the inner peripheral side of the second holding chamber 80. And
As shown in FIGS. 7 and 8, the locking block 87 is urged by the compression coil spring 89 so that the first
When the lock block 87 is located at the position moved to the holding chamber 79 side (hereinafter, lock position), the teeth 88 of the lock block 87 mesh with the teeth 83 of the push pin 82. Conversely, as shown in FIG. 9, the locking block 87 is moved to the innermost side in the second holding chamber 80 against the urging force of the compression coil spring 89 (hereinafter, a non-locking position). When arranged, the teeth 89 of the locking block 87 do not mesh with the teeth 83 of the push pin 82. Then, when the locking block 87 is disposed at the locking position with the push pin 82 once disposed at the retracted position against the urging force of the compression coil spring 86, as shown in FIG.
The tooth 83 of the push pin 82 meshes with the tooth 88 of the locking block 87, and the push pin 82 is held at the retracted position. In a state where the push pin 82 is disposed at the projecting position by the urging force of the compression coil spring 86, the locking block 87
Is located in the locked position, the toothed portion 8 as shown in FIG.
The push pin 82 is held at the projecting position by the meshing between the 3, 88 teeth.

FIG. 10 is a graph showing a rotational torque as a reaction force received from the intake camshaft 11 by the vane rotor 28 at the time of cranking when the engine is started. As shown in FIG. 10, in a region where the rotational torque is negative, the push pin 82 gradually moves from the retracted position to the advance-side oil chamber 47 due to the urging force of the compression coil spring 86. When the push pin 82 projects into the advance-side oil chamber 47 from the inlet / outlet hole 81 in a state where the push-pin 82 contacts the side surface of the advance-side oil chamber 47, the vane rotor 28 moves relative to the vane housing 27 toward the advance side. It is designed to rotate. At this time, in a region where the rotational torque is positive, a force exceeding the urging force of the compression coil spring 86 is applied to the push pin 82 from the rotor housing 27 side so as to return the push pin 82 to the retracted position. Parts 83, 88
The push pins 82 are not pushed back due to the meshing between them.

The first holding chamber 79 has a retard side oil chamber side 46,
An oil hole 90 is provided as an oil passage communicating with the retard side oil chamber 46. The first holding chamber 79, the second holding chamber 80, and the body 84 are formed such that the hydraulic pressure introduced into the first holding chamber 79 from the oil passage 90 is applied to the inner peripheral side of the locking block 87. . On the other hand, on the inner peripheral side of the second holding chamber 80, an air supply / discharge passage 92 communicating with an air passage 91 provided to communicate with the outside at the enlarged diameter portion 22 of the intake camshaft 11 is provided. .

When the engine is started and hydraulic oil of a predetermined oil pressure is supplied to each of the retard-side oil chamber 46 and the advance-side oil chamber 47, the hydraulic oil is supplied from the retard-side oil chamber 46 through the oil hole 90 to the second oil chamber. The locking block 87 is urged from the locking position to the non-locking position side by the hydraulic pressure of the hydraulic oil flowing into the holding chamber 79, and the air supply / discharge passage 92
Then, the air in the second holding chamber 80 is exhausted to move to the unlocked position. As a result, the tooth portions 83, 88
The meshing between them is released and the push pin 82 is not held at the projecting position.

In this embodiment, a start timing setting section 78 is constituted by the push pin 82, the tooth section 83, the compression coil spring 86, the locking block 87, the tooth section 88, the compression coil spring 89 and the oil passage 90. I have. The tooth portion 83, the compression coil spring 86, the locking block 87, and the compression coil spring 89 constitute a protruding state holding means, and the oil hole 90 constitutes a protruding state releasing means.

As shown in FIGS. 1 and 4, one vane 33 other than the vane 33 provided with the start timing setting section 78 regulates the relative rotation between the vane rotor 28 and the rotor housing 27. Lock pin 48 is provided. Vane 33 provided with lock pin 48
As shown in FIG. 11, a holding hole 49 having a circular cross section extending in the central axis direction is provided in the hole. The holding hole 49 includes a large diameter portion 50 on the cover 29 side and a small diameter portion 51 on the driven gear 26 side. In the holding hole 49, a lock pin 48 in the shape of a rotating body is held so as to be movable in the central axis direction. The lock pin 48 is connected to the shaft portion 5 that slides on the small diameter portion 51.
2 and an enlarged diameter portion 53 that slides on the large diameter portion 50. The lock pin 48 is formed to have a slightly shorter length in the central axis direction than the same length of the holding hole 49, and the enlarged diameter portion 53 is formed to have the same length smaller than the same length of the large diameter portion 50. An annular oil chamber 54 is formed between the inner peripheral surface of the large-diameter portion 50 and the outer peripheral surface of the shaft portion 52. An oil passage 55 extending from the oil passage 36 communicates with the oil chamber 54.

The lock pin 48 is provided with a spring hole 56 extending from the end surface of the large-diameter portion 50 in the central axis direction.
Is held to the driven gear 26 side. Due to the inner peripheral surface of the spring hole 56, the inner peripheral surface of the large diameter portion 50, and the inner surface of the cover 29, the lock pin 4
A back pressure chamber 58 is formed on the end face side of the large diameter portion 50 of FIG.

On the other hand, on the side surface of the driven gear 26 where the vane chamber 31 is formed, an engaging hole 59 having a slightly larger diameter than the small diameter portion is provided at a position facing the holding hole 48. As shown in FIG. 12, when the lock pin 48 is moved to the driven gear 26 side, the engagement hole 59 engages with the lock pin 48 so that the vane rotor 28 and the rotor housing 27 cannot be relatively rotated. To be connected to. As shown in FIGS. 13 and 14, an oil groove 60 communicated with the retard side oil chamber 46 is communicated with the engagement hole 59.

In this embodiment, the lock pin 48, the oil chamber 54, the compression coil spring 57, the back pressure chamber 58, and the engagement hole 59
Constitutes a connecting means. As shown in FIG. 11, the lock pin 48 has an end surface on the large diameter portion 50 side abutting on the inner surface of the cover 29 and an end portion on the small diameter portion 51 side as the vane rotor 28.
As shown in FIG. 12, the end face on the large-diameter portion 50 side is separated from the inner surface of the cover 29 and the end face on the small-diameter portion 51 side is engaged with the engagement hole 5.
9 is provided so as to be switchable between an engagement position abutting on the bottom surface of the base 9.

The engagement hole 59 is provided between the vane rotor 28 and the rotor housing 27 when the lock pin 48 is disposed at the engagement position.
When the intake cam valve 11 and the crankshaft are connected relative to each other such that the relative rotation between the intake camshaft 11 and the crankshaft is set such that the opening / closing timing of the intake valve is set to be more advanced than the most retarded timing. It is provided at the starting position of the vane rotor 28 at the timing.

The start timing is such that when the engine is started, the air-fuel mixture once sucked into the combustion chamber returns to the intake pipe due to the fact that the opening / closing timing of the intake valve is too late, and the actual compression ratio is lowered, making starting difficult. It is set not to be. At the same time, when the engine is started, the opening / closing timing of the intake valve is too early at the time of starting the engine, so that the valve overlap period is prolonged and the internal EGR amount (circulating exhaust gas amount) in the combustion chamber increases, making starting difficult. It is set not to be. Therefore, the starting timing is set slightly more advanced than the most retarded timing.

The back pressure chamber 58 of the lock pin 48 communicates with the outside. The configuration will be described. As shown in FIGS. 5 and 6, the cover 2 is attached to the shaft portion 32 of the vane rotor 28.
An annular groove 61 having a center axis as a center is provided on the end surface on the 9th side. A communication groove 62 for communicating the annular groove 61 with the holding hole 49 is provided on the same end surface of the vane 33. As shown in FIG. 12, the communication groove 62 is formed so as to connect the back pressure chamber 58 to the annular groove 61 when the lock pin 48 is separated from the inner surface of the cover 29 by the urging force of the compression coil spring 57. ing. As shown in FIG. 4, air holes 63 communicating with the annular groove 61 are formed in the cover 29.
Is provided. Therefore, the back pressure chamber 58 is provided with the communication groove 6.
2. It can communicate with the outside air through the annular groove 61 and the air hole 63.

The engine oil is supplied and discharged from the engine side to the retard side oil chamber 46 and the advance side oil chamber 47 of the valve timing adjusting mechanism 17 via the intake side camshaft 11. I have. Hereinafter, the configuration of the oil passage provided for supplying and discharging the hydraulic oil to and from each of the retard-side oil chamber 46 and the advance-side oil chamber 47 will be described.

As shown in FIG. 4, the cylinder head 20 has a retard head oil passage 64 for supplying and discharging hydraulic oil to and from each retard oil chamber 46, and each advance oil chamber 47. There is provided an advance-side head oil passage 65 for supplying and discharging hydraulic oil to and from the engine.

An annular oil groove 66 communicating with the retard head oil passage 64 and an advance head oil passage 65 communicate with the inner peripheral surface of the journal bearing formed by the cylinder head 20 and the bearing cap 21. The annular oil groove 67 is provided.

The annular oil groove 66 has an oil passage 71 formed by the bolt 45 and the ball 70 in the through hole 24.
The oil hole 72 communicated with is connected. An annular oil groove 73 extending in the circumferential direction is provided on the outer peripheral surface of the enlarged diameter portion 22, and the oil hole 7 communicated with the oil passage 71 is formed in the annular oil groove 73.
4 is communicated.

Also, inside the driven gear 26, FIG.
As shown in 4, 5, and 6, a retard-side oil supply / discharge passage 75 that connects the annular oil groove 73 to each of the retard-side oil chambers 46 is provided.
Accordingly, the oil passage 75, the annular oil groove 7
3, the retard side head oil passage 64 communicates with the oil passage 74, the oil passage 71, the oil passage 72, and the annular oil groove 67.

On the other hand, the enlarged diameter portion 2 of the intake side camshaft 12
On the second side, as shown in FIG.
Is provided with an oil passage 76 communicating with the oil passage 76. Further, on the end surface of the vane rotor 28 on the driven gear 26 side, advance-side oil supply / discharge grooves 77 that connect the oil passage 36 to each advance-side oil chamber 47 are provided.

Accordingly, the advance-side head oil passage 65 is connected to each advance-side oil chamber 47 via the advance-side supply / discharge oil groove 77, the oil passage 36, the oil passage 76, and the annular oil groove 67. I have. The retard head oil passage 64 and the advance head oil passage 65 are connected to an OCV (Oil Control Valve) 93 which is an electromagnetic proportional control valve. The OCV 93 is connected to the discharge side of an oil pump 95 via a filter 94. The suction side of the oil pump 95 is connected to an oil pan 97 via a strainer 96.

The OCV 93 is a spool type electromagnetic directional control valve. As shown in FIG. 4, the OCV 93 includes a first port A, a second port B, and a third port R
1, a fourth port R2 and a fifth port P. The first port A is in communication with the advance head oil passage 65, and the second port B is in communication with the retard head oil passage 64. or,
The third port R1 and the fourth port R2 communicate with an oil pan 97, and the fifth port R communicates with the discharge side of an oil pump 95 via a filter 94.

A spool 99 is housed inside the casing 98. The spool 99 is, as shown in FIG.
A first operating position for communicating the first port A with the third port R1 and for communicating the second port B with the fifth port P, and as shown in FIG. , And can be switched between a second operating position that connects the second port B and the fourth port R2. Further, the spool 99 is provided so as to be disposed at a neutral position between the first operation position and the second operation position, which does not communicate with all the ports.

A compression coil spring 100 for urging the spool 99 toward the first operating position is provided in the casing 98. The casing 98 includes a compression coil spring 1.
00, an electromagnetic solenoid 101 for switching and arranging the spool 99 arranged in the first operating position to the second operating position.
Is provided.

The electromagnetic solenoid 101 of the OCV 93 includes:
Electronic Engine Control Uni
t, hereinafter, ECU) 102 is electrically connected.
The ECU 102 determines the operating state of the engine based on the engine speed, the intake pressure, and the reference rotational phase of the intake-side camshaft 11, and determines the intake-side camshaft 11 and the crankshaft corresponding to the target opening / closing timing for the operating state. Is calculated. And the ECU 10
Reference numeral 2 denotes a deviation between the actual relative phase and the target relative phase at that time, and duty control of the OCV 93 is performed to control the valve timing adjusting mechanism 17 so that the deviation is equal to or less than a predetermined value.

The ECU 102 includes a rotational speed sensor 103 for detecting the rotational speed of the engine, an intake pressure sensor 104 for detecting the intake pressure, and a crank angle sensor 1 for detecting the crank angle.
05 and a cam angle sensor 106 for detecting the cam angle of the intake camshaft 11 are electrically connected.

Next, the operation of the valve timing adjusting mechanism configured as described above will be described. When the engine is operating and hydraulic oil of a predetermined oil pressure supplied from the oil pump 95 is supplied from the OCV 93 to each of the retard-side oil chamber 46 and the advance-side oil chamber 47, the oil chamber 54 or the engagement The lock pin 48 is held at the retracted position by the hydraulic pressure supplied to the hole 59. As a result, the vane rotor 2
8 and the rotor housing 27 are relatively rotatable, and the relative phase between the intake side camshaft 11 and the crankshaft is adjustable.

The retard side oil chamber 46 or the advance side oil chamber 4
The start timing setting unit 7 is controlled by the hydraulic pressure supplied from the
The 8 locking block 87 is moved from the locked position to the unlocked position, and is held at the unlocked position. as a result,
The push pin 82 is moved and arranged from the retracted position to the projected position by the urging force of the compression coil spring 86.

In order for the ECU 102 to adjust the opening / closing timing of the intake valve to a more retarded side, each of the retarded side oil chambers 46
When the OCV 93 is duty-controlled so that the hydraulic oil is supplied to the oil chamber 47 and the hydraulic oil is discharged from the advance-side oil chambers 47, the vane rotor 28 and the rotor housing 27 are arranged such that the vanes 33 are disposed on the more retarded side. Rotate relative to each other. Then, the relative phase between the intake side camshaft 11 and the crankshaft is changed so that the opening / closing timing of the intake valve is on the more retarded side. At this time, when the vane rotor 28 is relatively rotated to the retard side beyond the starting position,
The tip of the bush pin 82 disposed at the projecting position contacts the side surface of the advance-side oil chamber 47. However, since the locking block 87 is held at the non-locking position, the push pin 28 is pushed back from the projecting position to the retracted position by hydraulic pressure that urges the vane rotor 28 that has reached the starting position to the retard side. As a result, during operation of the engine, the vane rotor 28 is relatively rotated beyond the start position to the most retarded position, and the opening / closing timing of the intake valve is controlled to the most retarded timing.

On the other hand, in order for the ECU 102 to adjust the opening / closing timing of the intake valve to the more advanced side, hydraulic oil is supplied to each advanced side oil chamber 47 and each retard side oil chamber 4
When the OCV 93 is duty-controlled so that the hydraulic oil is discharged from 6, the vane rotor 28 and the rotor housing 27 relatively rotate so that each vane 33 is disposed on the more advanced side. As a result, the relative phase between the intake camshaft 11 and the crankshaft is changed such that the opening / closing timing of the intake valve is more advanced.

On the other hand, in order that the ECU 102 does not change the opening / closing timing of the intake valve from the opening / closing timing at that time, each of the retard-side oil chamber 46 and the advance-side oil chamber 4
OCV93 so that hydraulic oil is not supplied to and discharged from
Is maintained at the neutral position, the vane rotor 28 is held so that the position of each vane 33 is maintained.
Relative rotation between the motor and the rotor housing 27 is restricted. As a result, the relative phase between the intake side camshaft 11 and the crankshaft is not changed, and the opening and closing timing of the intake valve is maintained as it is.

When the operation of the engine is stopped, the oil pump 95 stops, and the supply of the working oil to the OCV 93 stops. When the duty control of the OCV 93 by the ECU 102 is stopped, the spool 99
Is placed in the first operating position by the urging force of Then, the hydraulic pressure supplied from the oil pump 95 to each of the retard-side oil chambers 46 is released, and the hydraulic pressure of each of the advance-side oil chambers 47 is released. As a result, the relative rotation between the vane rotor 28 and the rotor housing 27 is not restricted by the balance between the hydraulic pressures of the retard-side oil chamber 46 and the advance-side oil chamber 47.

While the rotor housing 27 is being rotated by the inertial rotation immediately after the stop of the operation of the engine, the vane rotor 28 is relatively rotated with respect to the rotor housing 27 by the reaction force from the intake valve to reach the most retarded position. Be placed. The rotor housing 27 is rotationally driven in a state where the vane rotor 28 is located at the most retarded position.

On the other hand, since the lock pin 48 is not supplied with a predetermined oil pressure to the oil chamber 54 or the engagement hole 59, the driven gear 1 is driven by the urging force of the compression coil spring 57.
6 and is held at a position where it contacts the end face of the gear 16.

When the vane rotor 28 and the rotor housing 27 are relatively rotated by the reaction force from the intake valve and the vane rotor 28 is disposed at the most retarded position, the locking block 87 exceeds the urging force of the compression coil spring 89. It is held in the unlocked position by hydraulic pressure. Therefore, the push pin 82 receives the rotational torque exceeding the urging force of the compression coil spring 86 from the side surface of the advance oil chamber 47 and holds the push pin 82 at the retracted position by the relative rotation of the vane rotor 28 to the most retarded position. Is done.

When the hydraulic pressure in each of the retard-side oil chamber 46 and the advance-side oil chamber 47 further decreases and falls below the urging force of the compression coil spring 89, the locking block 87 switches from the unlocked position to the locked position. Be placed. As a result, the push pin 82 is held at the retracted position, and the vane rotor 28 remains at the most retarded position.

When the crankshaft is rotated to start the engine from this state, the rotor housing 27
Is driven to rotate, and the vane rotor 28 is driven to rotate at the most retarded position to open and close the intake valve. Then, on the intake side camshaft 11, a rotational torque that fluctuates in accordance with the fluctuation of the reaction force of the intake valve and the fluctuation of the compression pressure acts as a reaction force. At this time, as shown in FIG. 10, while the rotational torque is negative, the push pin 82 is gradually moved from the retracted position to the protruding position by the urging force of the compression coil spring 86. While the rotational torque is positive, a force is applied to push the push pin 82 back to the retracted position side against the urging force of the compression coil spring 86. The engagement of the teeth 88 of the locking block 87 with the teeth 83 of the push pin 82 restricts the movement to the retracted position. Each time the push pin 82 moves from the retracted position to the protruding position, the vane rotor 28 is relatively rotated to the advanced side with respect to the rotor housing 27, and the intake valve is opened and closed so that the opening and closing timing of the intake valve becomes more advanced. The relative phase between the side camshaft 11 and the crankshaft is changed. As a result, the vane rotor 28 moves to the starting position while cranking is performed, and the opening / closing timing of the intake valve becomes the starting timing.

When the vane rotor 28 is relatively rotated to the starting position, the lock pin 48, which is in contact with the end face of the driven gear 26, faces the engagement hole 59 and the compression coil spring 5
7 is disposed at the engagement position by the urging force. As a result, when the engine is started, the relative rotation with respect to the rotor housing 27 is restricted in a state where the vane rotor 28 is located at the starting position, and the opening / closing timing of the intake valve is fixed to the starting timing.

After the engine starts and hydraulic oil of a predetermined pressure is supplied from the oil pump 95 to the OCV 93, the EC
When U102 performs control to change the opening / closing timing of the intake valve to the retard side or the advance side, a predetermined oil pressure is supplied to the oil chamber 54 or the engagement hole 59, and the lock pin 48 is moved from the engagement position to the retracted position. It is switched and arranged.

A predetermined oil pressure is supplied from the retard side oil chamber 46 to the first holding chamber 79, and the locking block 87 is switched from the locked position to the unlocked position. As described in detail above, according to the valve timing adjusting mechanism for the internal combustion engine of the present embodiment, the following effects can be obtained.

(A) When the internal combustion engine (engine) is started, a start timing setting means (start timing setting section) for setting the opening / closing timing of a valve (intake valve) to be more advanced than the most retarded timing during operation of the internal combustion engine. 7
8). Therefore, the internal combustion engine is started at an opening / closing timing that is more advanced than the most retarded timing of opening and closing the valve during operation of the internal combustion engine. As a result, it is possible to adjust the opening and closing timing to an optimum opening and closing timing according to the operating state and to adjust the opening and closing timing to obtain a high startability.

(B) The start timing setting means includes a second
A projecting member (push pin 82) that can project from the vane 33 of the rotating body (vane rotor 28) toward the side wall of the first rotating body (rotor housing 27) into the first pressure chamber (advance side oil chamber 47); In a state where the second rotating body is rotationally driven by the cranking before the internal combustion engine is operated, the projecting state holding means for urging the projecting member to project toward the recess side wall 27b and holding the projecting member in that state. Tooth part 8
3, the compression coil spring 86, the locking block 87, the compression coil spring 89), and when the internal combustion engine is operated and the hydraulic pressure of a predetermined pressure is supplied to the first pressure chamber or the second pressure chamber,
And a protruding state releasing means for releasing the state in which the push pin 82 is protruded and held by the protruding state holding means (oil passage 90) based on the hydraulic pressure. Therefore, the number of components and the number of assembling steps can be reduced and high reliability can be obtained, as compared with the case where the starting timing setting means of the present embodiment is configured by an actuator such as an electromagnetic solenoid.

(C) In the valve timing adjusting mechanism for adjusting the opening / closing timing of the intake valve, the opening / closing timing at the start of the internal combustion engine is set to be more advanced / opened than the most retarded timing at the time of operation. did. Therefore, at the time of startup, the opening / closing timing is not excessively adjusted to the retard side, and the air-fuel mixture once sucked into the combustion chamber returns to the intake pipe and the actual compression ratio does not decrease, so that it becomes difficult to start. . On the other hand, during operation of the internal combustion engine,
By adjusting the opening / closing timing to the retard side as much as possible in the high rotation range, the intake inertia effect can be enhanced and the output characteristics can be improved. Also, intake loss (pumping loss)
And fuel efficiency can be improved.

(D) The lock pin 4 for fixing the vane rotor 28 relatively rotated to the starting position by the starting timing setting means until the engine is actually started.
8 were provided. Therefore, a predetermined hydraulic pressure is supplied to the retard-side oil chamber 46 and the advance-side oil chamber 47 until the engine is actually started, and the relative rotation between the vane rotor 28 and the rotor housing 27 is regulated by the hydraulic pressure. Lock pin 48 between
Accordingly, the relative rotation between the vane rotor 28 and the rotor housing 27 is restricted. As a result, the intake side camshaft 1
1 prevents the vane rotor 28 and the rotor housing 27 from changing from a relative phase corresponding to the start timing, and a projecting member (push pin 82) is provided on the side surface of the advance-side oil chamber 47. Collision can be prevented. For this reason, since the opening / closing timing of the valve is held at the start timing with high accuracy when the engine is started, higher startability can be obtained. Also, preventing the occurrence of tapping noise when starting the engine,
Damage and wear of the push pin 82 and the advance oil chamber 47 can be prevented.

(Second Embodiment) Next, a second embodiment of the present invention will be described with reference to FIGS. Note that the present embodiment is different from the first embodiment only in that the start timing setting section 78 is replaced with a start timing setting section 110 in the first embodiment. Accordingly, the same reference numerals are used for the other same components, and the description is omitted.

FIG. 15 shows a cross section on a plane orthogonal to the central axis of one vane 33 provided with a start timing setting section 110 as start timing setting means.
Shows a cross section taken along line DD in FIG.

As shown in FIGS. 15 and 16, the same vane 33 as that provided with the start timing setting section 78 is provided with the opening / closing timing of the intake valve at the time of engine start advanced from the most retarded timing. A start timing setting unit 110 is provided for setting a relative phase of the vane rotor 28 with respect to the rotor housing 27 so that the start timing set on the side of the vane rotor 28 is set. Hereinafter, the configuration will be described in detail.

As shown in FIG. 15, inside the vane 33, the holding chamber 11 extending substantially in the radial direction of the vane rotor 28 is provided.
1 is provided from the advance side oil chamber 47. An opening 112 that opens toward the advance-side oil chamber 47 is provided at an inner peripheral end of the holding chamber 111.

In the holding chamber 111, a first stopper 113 is provided movably in a radial direction in which the holding chamber 111 extends. The first stopper 113 includes a body 114 that slides in the holding chamber 111 and moves in the radial direction, and an inner peripheral end of the body 114.
And a contact portion 115 that protrudes substantially in the circumferential direction toward. The first stopper 113 and the holding chamber 111 move so that the contact portion 115 moves between the inner peripheral end and the outer peripheral end of the opening 112 by the movement of the body 114 in the holding chamber 111. Is formed.

On the outer peripheral side of the holding chamber 111, a compression coil spring 116 for urging the first stopper 113 inward is provided. Further, the first stopper 113 is attached to the vane 33.
An oil passage 117 is provided to communicate the outer peripheral portion of the holding chamber 11 isolated from the oil passage 47 to the advance-side oil chamber 47. As shown in FIG. 17, the first stopper 113 is moved to the outermost peripheral side of the holding chamber 111 against the urging force of the compression coil spring 116 (hereinafter referred to as an operation position), and as shown in FIG. In addition, it moves between a position (hereinafter referred to as a starting position) that has been moved to the innermost side of the holding chamber 11 by the urging force of the compression coil spring 116.

When the engine is not operating, the first stopper 113 is disposed at the starting position by the urging force of the compression coil spring 116. When the engine is operating, the first stopper 113 is moved from the starting position by centrifugal force due to its own weight. To be held in the driving position.

On the other hand, the vane rotor 28 is relatively rotated to the retard side with the first first stopper 113 disposed at the starting position on the concave side wall 27b forming the advance side oil chamber 47 of the rotor housing 27. Only when the contact portion 115
Stopper 11 abutting on the end surface on the advance side oil chamber 47 side of
8 are provided. At this time, the vane rotor 28
The opening / closing timing of the intake valve is arranged at the starting position, which is the starting timing.

Further, when the vane rotor 28 is relatively rotated to the retard side while the first stopper 113 is located at the operating position, the second stopper 118 causes the end face of the contact portion 115 to be in contact with the rotor housing 27. It is configured to directly contact the side wall 27 b of the recess forming the advance-side oil chamber 47. At this time, the vane rotor 28 is arranged at the most retarded position where the opening / closing timing of the intake valve is the most retarded timing.

Next, the operation of the valve timing adjusting mechanism in the internal combustion engine configured as described above will be described. When the engine is stopped, the first stopper 113 of the start timing setting section 110 is located at the start position by the urging force of the compression coil spring 116. When the crankshaft is driven to rotate the engine, the rotor housing 27 is driven to rotate. Then, since the predetermined hydraulic pressure is not supplied to the retard-side oil chamber 46 and the advance-side oil chamber 47, the intake-side camshaft 11
Rotor torque received as a reaction force by the vane rotor 2
8 is urged to relatively rotate to the retard side. And
The vane rotor 28 is rotationally driven in a state where the first stopper 113 is in contact with the second stopper 118 and is located at a starting position where relative rotation is restricted. As a result, when the engine is started, the opening / closing timing of the intake valve is set as the starting timing.

When the vane rotor 28 is located at the starting position, the lock pin 48 is engaged with the engagement hole 59. As a result, when the engine is started, the relative rotation with respect to the rotor housing 27 is restricted in a state where the vane rotor 28 is located at the starting position, and the opening / closing timing of the intake valve is fixed to the starting timing.

When the engine is started and operated at a predetermined rotational speed or more, the first stopper 113 moves from the starting position to the operating position by centrifugal force. Then, the first stopper 113
Are no longer in contact with the second stopper 118, and the relative rotation of the vane rotor 28 to the further retarded side from the starting position is allowed. When hydraulic oil is supplied to the retard oil chamber 46 and hydraulic oil is discharged from the advance oil chamber 47 in order to control the opening / closing timing of the intake valve to be retarded from the start timing, the vane rotor 28 is relatively rotated to the most retarded position side from the start position, and the opening / closing timing of the intake valve is adjusted to be more retarded than the start timing. As a result, when the engine is operating, the opening / closing timing of the intake valve is adjusted to be more retarded than the start timing.

As described in detail above, according to the valve timing adjusting mechanism for the internal combustion engine of the present embodiment, each of the effects described in (a), (c), and (d) of the first embodiment. In addition to the above, the following effects can be obtained.

(E) When the engine is operated, the first stopper 113 is moved from the starting position to the operating position by centrifugal force based on the rotation of the rotor housing 27 (first rotating body) or the vane rotor 28 (second rotating body). By doing so, the intake valve is relatively rotated to the relative phase in which the opening / closing timing of the intake valve is retarded from the start timing. When the ignition switch is turned off to stop the engine, the rotation speed of the valve timing adjustment mechanism 17 decreases. Then, the first stopper 1 held in the operating position
13 moves to the starting position side by the urging force of the compression coil spring 116. At this time, since the relative phase between the rotor housing 27 and the vane rotor 28 is not fixed, the relative rotation of the rotor housing 27 and the vane rotor 28 is performed by the contact portion 115 protruding from the opening 112 so that the relative phase is on the advanced side. Be moved. Therefore, at the time of cranking for starting the internal combustion engine, the first stopper 113 is arranged at the starting position. As a result, the present invention can be applied to an engine in which the rotational torque required to rotationally drive the intake camshaft 11 (camshaft) during cracking does not become negative.

(Third Embodiment) Next, a third embodiment of the present invention will be described with reference to FIGS. The second embodiment differs from the first embodiment only in that the start timing setting section 78 is replaced with the start timing setting section 120 in the first embodiment, and the lock pin 48 is not provided. different. Accordingly, the same reference numerals are used for the other same components, and the description is omitted.

FIGS. 18 and 19 show a start timing setting section 120 as start timing setting means provided in one of the advance-side oil chambers 47. FIG. The start timing setting section 120 is provided in each advance side oil chamber 47.

[0114] The start timing setting section 120 is provided in the housing groove 1.
21, a ball 122 and a leaf spring 123. The accommodation groove 121 is provided at an outer peripheral end position on the concave side wall 27 b of the rotor housing 27 facing the advance side oil chamber 47. The housing groove 121 is provided in the rotor housing 2.
7 is formed in a groove shape penetrating in the central axis direction.

First advance-side oil chamber 4 in which housing groove 121 is open
7 accommodates a ball 122 as a spherical body. The ball 122 is an elastic body having high oil resistance and heat resistance,
For example, it is formed of silicon rubber, urethane rubber, or the like.

As shown in FIG. 18, when the ball 122 is sandwiched between the recess side wall 27b and the vane side wall 33a in a state of contact with the shaft portion 32 on the inner peripheral side of the advance side oil chamber 47, It is formed in such a size that the relative rotation of the rotor housing 27 and the vane rotor 28 to the retard side is regulated by a relative phase corresponding to the start timing.

The recessed side wall 2 provided with the accommodation groove 121
7b is provided with a leaf spring 123 as an elastic plate. The leaf spring 123 is formed in a rectangular shape whose width is substantially the same as the length of the advance-side oil chamber 47 in the rotation axis direction, the base end side is fixed to the concave side wall 27b, and the front end part partially covers the housing groove 121. Is formed. And the leaf spring 123
At the time of cranking for starting the engine, as shown in FIG.
2 is formed so as to close the accommodation groove 121 so as not to be accommodated. This prevents the ball 122 from being retained in the accommodation groove 121 in the advance-side oil chamber 47 moved to the upper side of the intake-side camshaft 11 due to the rotation during cranking.

When the rotor housing 27 and the vane rotor 28 are relatively rotated by the hydraulic pressure supplied during operation of the engine so that the volume of the advance-side oil chamber 47 is reduced, as shown in FIG. And the advanced oil chamber 4
7 is elastically deformed by the ball 122 pressed on the vane side wall 33a at the outer peripheral end, and the ball 122 is
21 are formed. The leaf spring 123 allows the ball 122 to be accommodated in the accommodation groove 121, and causes the relative rotation between the rotor housing 27 and the vane rotor 28 until the vane side wall 33 a contacts the surface of the leaf spring 123. It is formed to allow.

The operation of the valve timing adjustment mechanism in the internal combustion engine configured as described above will be described. When the engine is not operating, the hydraulic oil is not supplied to each of the retard-side oil chamber 46 and the advance-side oil chamber 47 at a predetermined hydraulic pressure.
A force for urging the rotor housing 27 and the vane rotor 28 so that the relative phase is on the retard side is not applied.
As shown in FIG. 7, the leaf spring 123 is in a natural state, and the ball 122 is moved and arranged from the accommodation groove 121 into the advance side oil chamber 47. Further, since the rotor housing 27 and the vane rotor 28 are not rotating and the centrifugal force is not acting on the ball 122, the three advance-side oil chambers 47 are disposed above the intake-side camshaft 11 in the three advance-side oil chambers 47. In the advanced oil chamber 47, the ball 122 is moved and arranged on the inner peripheral side.

When cranking for starting the engine, the rotor housing 27 is driven to rotate via the timing belt 14. At this time, a reaction force is applied from the intake side camshaft 11 to the vane rotor 28, and the vane rotor 28 is biased so that the relative phase with the rotor housing 27 becomes the relative phase corresponding to the opening / closing timing on the more retarded side. Then, as shown in FIG. 18, in the advance-side oil chamber 47 in which the ball 122 is located on the inner peripheral side, the ball 122 comes into contact with the shaft portion 32, and the concave side wall 27b and the vane side wall 33a (leaf spring 123).
And the rotor housing 2
It is regulated that the relative phase of the vane rotor 7 and the vane rotor 28 is retarded from the start timing. As a result, at the time of cranking, the rotor housing 27 and the vane rotor 28
Is a relative phase corresponding to the start timing.

When the rotor 122 is rotated by the cranking, the impact when the ball 122 is clamped between the recess side wall 27b and the vane side wall 33a is buffered by the elastic deformation of the ball 122 which is an elastic body. .

When the engine is started, the rotor housing 27 and the vane rotor 28 rotate at a predetermined speed or higher, and each of the retard side oil chambers 46 is controlled by the ECU 102.
The working oil is supplied to the advance side oil chamber 47 at a predetermined oil pressure. Then, when the relative phase is controlled to the opening / closing timing on the more advanced side than the starting timing, the ball 122 is no longer pinched between the concave side wall 27b and the vane side wall 33a, and moves from the inner peripheral side to the outer peripheral end due to centrifugal force. It is arranged and held at the outer edge.

When the ECU 102 controls the opening / closing timing of the intake-side camshaft 11 to be more retarded than the start timing based on the operation state of the engine, each of the retarded oil chambers 4
Hydraulic oil is supplied to 6 and the hydraulic oil is discharged from each advance-side oil chamber 47. Then, as shown in FIG.
7, the ball 122 held on the outer peripheral side is pressed by the vane side wall 33a of the vane rotor 28, and the leaf spring 123 is elastically deformed and accommodated in the accommodation groove 121. Then, the rotor housing 27 and the vane rotor 28
Are the recess side wall 27b and the vane side wall 33a (leaf spring 12
3 (the inner peripheral surface of the inner surface 3). As a result, after the engine is started, the opening / closing timing of the intake-side camshaft 11 is controlled beyond the starting timing to the most retarded timing.

When the engine is stopped, each retard side oil chamber 46
In addition, the working oil is not supplied to the advance side oil chamber 47 at a predetermined oil pressure. Then, since the ball 122 is no longer pressed by the vane side wall 33a, the leaf spring 123 returns to the natural state, and the ball 122 is pushed out of the accommodation groove 121 into the advance-side oil chamber 47.

As described in detail above, according to the valve timing adjusting mechanism for the internal combustion engine of the present embodiment, each effect described in (a), (c), and (d) of the first embodiment is achieved. In addition to the above, the following effects can be obtained.

(F) Since the ball 122 (spherical body) is made of an elastic material, the concave side wall 27 can be used when the engine is cranked.
The shock when being sandwiched between b and the vane side wall 33a is buffered. Therefore, when cranking, the rotor housing 2
Even without providing a lock pin 48 for regulating the relative rotation between the vane rotor 7 and the vane rotor 28, it is possible to prevent the occurrence of a tapping sound during cranking.

(Fourth Embodiment) Next, a fourth embodiment of the present invention will be described with reference to FIGS. Note that the present embodiment is different from the third embodiment only in that the start timing setting unit 120 is replaced with a start timing setting unit 130 in the third embodiment. Therefore, the same reference numerals are used for the other same components, and the description is omitted.

FIGS. 20 and 21 show a start timing setting section 130 as start timing setting means provided in one of the advance-side oil chambers 47. FIG. The start timing setting section 130 includes a recess 131 and a leaf spring 132.

The concave portion 131 is provided on the vane side wall 33 a facing one of the advance-side oil chambers 47 so as to open to the advance-side oil chamber 47. The recess 131 is provided with a leaf spring 132 as an elastic plate so as to close the recess 131.

The leaf spring 132 has a convex portion 133 at the center thereof which protrudes into the advance-side oil chamber 47 in a natural state. As shown in FIG. 20, the protruding portion 133 causes the relative rotation of the rotor housing 27 and the vane rotor 28 to the retard side when the abutment is made on the concave side wall 27b facing the advance side oil chamber 47 at the start timing. It is formed so as to regulate by a corresponding relative phase.

When hydraulic oil of a predetermined oil pressure based on the operation of the engine is supplied to the advance-side oil chamber 47, the leaf portion 132 is turned into a convex portion 133 as shown in FIG.
1 is formed so as to be elastically deformed so as to be retracted into the inside. Then, when the convex portion 133 is retracted into the concave portion 131, the concave side wall 27b and the vane side wall 33a (the leaf spring 1).
32) until the rotor housing 2 comes into contact with the
7 and the vane rotor 28 are formed such that relative rotation is allowed. The operation of the valve timing adjustment mechanism in the internal combustion engine configured as described above will be described.

When the engine is not operating, the hydraulic oil is not supplied to each of the retard-side oil chamber 46 and the advance-side oil chamber 47 at a predetermined oil pressure. It protrudes into the chamber 47.

When cranking for starting the engine, the rotor housing 27 is driven to rotate via the timing belt 14. At this time, the reaction force applied to the vane rotor 28 from the intake camshaft 11 urges the relative phase between the rotor housing 27 and the vane rotor 28 so that the opening / closing timing on the more retarded side. Then, as shown in FIG. 20, the tip of the convex portion 133 protruding into the advance-side oil chamber 47 is interposed between the rotor housing 27 and the vane rotor 28 in a state where the tip of the convex portion 133 contacts the concave side wall 27b. Is regulated on the retard side from the start timing. As a result, at the time of cranking, the rotor housing 27 and the vane rotor 28 have a relative phase corresponding to the start timing.

When the engine starts, each retard side oil chamber 46
The working oil is supplied to the advance-side oil chamber 47 at a predetermined oil pressure based on the control of the ECU 102. Then, the convex portion 133 of the leaf spring 132 is elastically deformed by the hydraulic pressure so that the projecting direction is reversed, and retracts into the concave portion 131.

When the ECU 102 controls the opening / closing timing of the intake side camshaft 11 to be more retarded than the start timing based on the operating state of the engine, each of the retarded oil chambers 4
Hydraulic oil is supplied to 6 and the hydraulic oil is discharged from each advance-side oil chamber 47. Then, as shown in FIG.
Is retracted into the recess 131, the rotor housing 27 and the vane rotor 28 are separated from each other by the recess side wall 27b (the surface of the leaf spring 132) and the vane side wall 33a.
Relative rotation until it is restricted by the abutment. Therefore, after the engine starts, the intake side camshaft 11
Is controlled from the start timing to the most retarded timing.

When the engine is stopped, each retard side oil chamber 46
In addition, the working oil is not supplied to the advance side oil chamber 47 at a predetermined oil pressure. Then, the convex portion 133 of the leaf spring 132 elastically returns so as to project again into the advance-side oil chamber 47.

As described above in detail, according to the valve timing adjusting mechanism for the internal combustion engine of the present embodiment, each of the effects described in (a), (c), and (d) of the first embodiment. In addition to the above, the following effects can be obtained.

(G) When the engine is stopped, the hydraulic pressure of the working oil in the advance-side oil chamber 47 decreases, so that the convex portion 133 of the leaf spring 132 returns elastically and projects into the advance-side oil chamber 47. The rotor housing 27 and the vane rotor 2
8 is no longer fixed, even if the relative phase corresponding to the most retarded timing is controlled immediately before the stop, the relative phase is advanced by the convex portion 133 from the start timing. Are rotated relative to each other. Therefore, at the time of cranking, the intake side camshaft 11
The present invention can also be applied to an engine in which the magnitude of the rotational torque required for rotationally driving the engine does not become negative.

(H) Since the convex portion 133 of the leaf spring 132, which is an elastic plate, comes into contact with the concave side wall 27b,
The shock when the recess side wall 27b comes into contact with the engine during cranking is buffered. Therefore, it is possible to prevent occurrence of a tapping sound during cranking without providing a lock pin 48 for restricting relative rotation between the rotor housing 27 and the vane rotor 28 during cranking.

(Fifth Embodiment) Next, a fifth embodiment of the present invention will be described with reference to FIGS. This embodiment is different from the first embodiment only in that the start timing setting section 130 is replaced by a start timing setting section 140 in the fourth embodiment. Accordingly, the same reference numerals are used for the other same components, and the description is omitted.

FIGS. 22 and 23 show a start timing setting section 140 as start timing setting means provided in one of the advance side oil chambers 47. FIG. The start timing setting section 140 includes a concave portion 141, a support shaft 142, and a leaf spring 143.
It consists of.

The recess 141 is provided on the outer peripheral side of the vane side wall 33 a facing one of the advance-side oil chambers 47 so as to open to the advance-side oil chamber 47. A support shaft 142 extending in the rotation axis direction of the vane rotor 28 is provided at an inner peripheral end of the recess 141. The base end of the leaf spring 143 as an elastic plate is fixed to the support shaft 142 such that the distal end side projects into the advance-side oil chamber 47 in a natural state.

The plate spring 143 is not supplied with hydraulic oil from the advance-side oil supply / drain groove 77 to the advance-side oil chamber 47, and the rotor housing 27 and the vane rotor 28 are driven to rotate at a predetermined speed or higher. When not performed, as shown in FIG. 22, the tip is formed to protrude into the advance side oil chamber 47.

The leaf spring 143 causes the flow of hydraulic oil supplied from the advance-side oil supply / drain groove 77 to the advance-side oil chamber 47 when the engine is started, and the rotation of the rotor housing 27 and the vane rotor 28. Due to the centrifugal force, as shown in FIG.
The distal end side is formed so as to be elastically deformed so as to rotate about the base end as the center of rotation, and to retract to the outer peripheral side of the advance-side oil chamber 47.

The operation of the valve timing adjusting mechanism in the internal combustion engine configured as described above will be described. When the engine is not operating, no hydraulic oil is supplied to each of the retard-side oil chamber 46 and the advance-side oil chamber 47, and no centrifugal force is applied. Room 4
7 protrudes.

When cranking is performed to start the engine, the rotor housing 27 is driven to rotate via the timing belt 14. At this time, the reaction force applied to the vane rotor 28 from the intake camshaft 11 urges the relative phase between the rotor housing 27 and the vane rotor 28 so that the opening / closing timing on the more retarded side. Then, as shown in FIG. 22, the tip of the leaf spring 143 projecting into the advance-side oil chamber 47 is interposed between the rotor housing 27 and the vane rotor 28 in a state where the leaf spring 143 is in contact with the concave side wall 27b, and the relative phases of the two are changed. It is regulated that the ignition timing is retarded from the start timing. As a result, at the time of cranking, the rotor housing 27 and the vane rotor 28 have a relative phase corresponding to the start timing.

When the engine is started, the rotor housing 27 and the vane rotor 28 rotate at a predetermined speed or higher, and the retard-side oil chamber 46 and the advance-side oil chamber 47 have E
Hydraulic oil is supplied at a predetermined oil pressure based on the control of the CU 102. Then, the advance-side oil chamber 47 extends from the advance-side oil supply / drain groove 77.
And the centrifugal force generated by the rotation of the rotor housing 27 and the vane rotor 28, the distal end of the leaf spring 143 is elastically deformed so as to rotate around the base end toward the outer periphery and advances. It retracts to the outer peripheral side of the corner side oil chamber 47.

When the ECU 102 controls the opening / closing timing of the intake-side camshaft 11 to be more retarded than the start timing based on the operating state of the engine, the hydraulic oil is supplied to each retarded oil chamber 46 and each advanced angle is supplied. The hydraulic oil is discharged from the side oil chamber 47. Then, as shown in FIG. 23, since the distal end side of the leaf spring 143 is retracted to the outer peripheral side,
The rotor housing 27 and the vane rotor 28 rotate relatively until they are regulated by the contact between the concave side wall 27b and the vane side wall 33a (the inner peripheral surface of the leaf spring 143). Therefore, after the engine starts, the intake camshaft 1
The timing 1 is controlled from the start timing to the most retarded timing.

When the engine is stopped, the centrifugal force is eliminated and the distal end of the leaf spring 143 is elastically restored so as to project into the advance-side oil chamber 47. As described in detail above, according to the valve timing adjustment mechanism for the internal combustion engine of the present embodiment, (a),
The following effects can be obtained in addition to the effects described in (c) and (d).

(I) The tip of the leaf spring 143 is the concave side wall 2
7b, the impact when the engine contacts the concave side wall 27b during cranking of the engine is buffered. Therefore, the lock pin 4 for restricting the relative rotation between the rotor housing 27 and the vane rotor 28 during cranking.
Even without providing 8, it is possible to prevent occurrence of a tapping sound during cranking.

The embodiments are not limited to the above embodiments, but may be modified as follows. In the third embodiment, the ball 122 is formed of a rigid body (such as a steel ball) that does not buffer an impact when sandwiched between the two rotating bodies during cranking. In this case, as in the first embodiment, at the time of cranking, the rotor housing 27 is not used.
By providing the lock pin 48 for fixing the rotor and the vane rotor 28 to a relative phase corresponding to the starting timing, it is possible to prevent the striking sounds of both rotating bodies at the time of starting.

In the third embodiment, the ball 122
Has a structure in which a central portion made of a rigid body such as a steel material is covered with a surface layer portion made of an elastic body such as silicon rubber. -In the third embodiment, the configuration is such that the accommodation groove and the leaf spring are provided on the vane side wall 33a of the vane 33.

In the third embodiment, the spherical body is formed so as to move between the inner peripheral side and the outer peripheral end in the advance-side oil chamber 47 and to be housed in the housing groove 121. What is necessary is just to be able to be interposed between the housing 27 and the vane rotor 28 so that both can be reliably set to the relative phase corresponding to the start timing. Therefore, the ball is not limited to the ball 122, but may be another ball, for example, a rugby ball.

In the third embodiment, the number of spherical bodies accommodated in one advance-side oil chamber 47 is two or more. In the third embodiment, when the advance-side oil chamber 47 provided with the accommodation groove moves to the upper side of the intake camshaft 11 at the time of cranking, the ball 122 reliably moves from the accommodation groove to the advance-side oil chamber 47. The accommodation groove is formed in a shape that comes out of the chamber 47. In this case, the configuration can be simplified.

In the fourth and fifth embodiments, as in the first embodiment, a lock pin 48 for fixing the rotor housing 27 and the vane rotor 28 to a relative phase corresponding to the starting timing at the time of starting is provided. . In this case,
At the time of starting, both rotating bodies can be prevented from changing from the relative phase corresponding to the starting timing.

In the fourth embodiment, a concave portion and a leaf spring are provided on the vane side wall 33a. In the fifth embodiment, the concave portion, the support shaft, and the leaf spring are provided on the vane side wall 33a.

In each of the fourth and fifth embodiments, the leaf spring 132 (143) is formed of a synthetic resin having high elasticity and excellent oil resistance and heat resistance. Each embodiment may be a valve timing adjustment mechanism provided on the exhaust side camshaft 12 to adjust the opening / closing timing of the exhaust valve. In this case, when the engine is started, the opening / closing timing of the exhaust valve is set to an excessively retarded side, so that the valve overlap period becomes longer and the internal EGR amount becomes too large, and consequently the startability decreases. By setting the opening / closing timing to an excessively advanced angle, the valve opening timing is advanced, the opening period of the exhaust valve in the explosion process is lengthened, and the deterioration of the startability due to the reduction of the explosion pressure is prevented. The start timing can be set to the opening / closing timing at which the operation can be performed. Then, the most retarded timing can be set to a more retarded side than the start timing.

The start timing setting section may be provided on the rotor housing 27 side. Also in this case, each effect of each embodiment can be obtained. -The number of vane chambers provided in the rotor housing as the first rotating body and the number of vanes provided in the vane rotor as the second rotating body are not limited to four, but are two or three, or five or more. There may be.

A rotor housing as a first rotating body is provided so as to be integrally rotatable with a camshaft, and a vane rotor as a second rotating body is configured to be driven to rotate by a crankshaft. May be.

The first rotating body and the second rotating body held at the relative phase corresponding to the starting timing by the starting timing setting unit;
It is also possible to adopt a configuration in which no connecting means for restricting relative rotation with respect to the rotating body is provided. However, in this case, it is difficult to prevent a variation from a relative phase corresponding to the start timing of the first rotating body and the second rotating body at the time of starting. It is difficult to prevent collision.

The lock pin 48 may be provided on the rotor housing (sprocket). In this case, for example, a lock pin is accommodated in a sprocket provided such that an inner peripheral surface thereof is in sliding contact with a disk plate fixed to a camshaft, and an engagement hole for engaging the lock pin is provided in the disk plate.

The drive system of the valve may be any of a direct drive system, a swing arm system and a rocker arm system. -Intake side camshaft 11 and exhaust side camshaft 1
2. A belt having a timing belt (chain) mounted between a timing pulley (sprocket) fixed to the same end of the crankshaft and a timing pulley (sprocket) fixed to the same end of the crankshaft. The present invention may be applied to an engine having a (chain) drive type valve drive mechanism.

The present invention may be applied to a gear train valve driven engine driven by a spur gear train or a shaft driven engine driven by a shaft and a bevel gear. The present invention is not limited to vehicle engines, but may be applied to internal combustion engines for ships, aircraft, and the like.

Hereinafter, in addition to the technical idea described in the claims, the technical idea grasped from each of the above-described embodiments will be described together with its effects. (1) In the valve timing adjusting mechanism for an internal combustion engine according to claim 2, the protruding state holding means is engaged with a tooth provided on the protruding member so as to extend in a moving direction, and meshes with the tooth. A locking block having a tooth portion capable of restricting the movement of the protruding member in a protruding direction, a locking position where the tooth portion meshes with a non-locking position where the toothing does not mesh, and a movable locking block; A spring member for urging to move to the locking position side, wherein the projecting state releasing means is communicated with the first pressure chamber or the second pressure chamber, and when the internal combustion engine is operated, the first pressure is released. An oil path for applying a predetermined pressure supplied to the chamber or the second pressure chamber to the locking block so as to urge the locking block toward the non-locking position, and an oil passage when a predetermined pressure is applied from the oil path. Allows stop block to move from locked to unlocked position Said spring member.

According to such a configuration, reliability can be further improved as a simple configuration. (2) An internal combustion engine provided with the valve timing adjustment mechanism in the internal combustion engine according to any one of claims 1 to 10. According to such a configuration, it is possible to obtain both optimal engine characteristics and high startability according to the operating state.

(3) A vehicle provided with the internal combustion engine according to (2). According to such a configuration, it is possible to provide a vehicle having optimal power characteristics and high startability according to the driving state.

(4) In the valve timing adjusting mechanism for an internal combustion period according to claim 1, the starting timing setting means sets the first and second rotating bodies to the reference rotation of the opening / closing timing of the valve as the volume increases. The spherical body accommodated in the advance pressure chamber of the first and second pressure chambers, and the outer peripheral end of the advance pressure chamber, It is provided on at least one of the first rotation and the second rotation body, and holds the spherical body when the advance pressure chamber moves above the camshaft due to the rotation of the two rotation bodies. And an accommodation groove formed so as not to be formed. According to such a configuration, the third embodiment can have a simpler configuration, and the reliability can be improved.

[0168]

As described above in detail, according to the first to ninth aspects of the present invention, it is possible to adjust the opening / closing timing to an optimum timing according to the operating state and to obtain a high startability. The opening and closing timing can be adjusted.

According to the second aspect of the present invention, the number of parts and the number of assembling steps can be reduced, and high reliability can be obtained, as compared with the case of using an actuator such as an electromagnetic solenoid. .

According to the third and sixth aspects of the present invention, the number of parts and the number of assembling steps can be reduced and high reliability can be obtained, as compared with the case of using an actuator such as an electromagnetic solenoid. In addition to the above, the present invention can be used for an internal combustion engine in which a rotating torque required for rotating a camshaft during cranking does not become negative.

According to the fifth to eighth aspects of the present invention, it is possible to prevent occurrence of a tapping sound at the time of cranking, and to prevent damage or wear of the starting timing setting means and the pressure chamber.

According to the ninth aspect of the present invention, it is possible to obtain higher starting performance, prevent occurrence of a tapping sound at the time of cranking, and prevent damage and wear of the starting timing setting means and the pressure chamber. Can be prevented.

According to the tenth aspect of the present invention, at the time of starting, the opening / closing timing is transiently adjusted to the retard side, so that the air-fuel mixture once sucked into the combustion chamber returns to the intake pipe and returns to the actual compression ratio. Does not decrease and starting becomes difficult. On the other hand, during operation of the internal combustion engine, by adjusting the opening / closing timing to the retard side as much as possible in the high rotation range, the intake inertia effect can be enhanced and the output characteristics can be improved. or,
It is possible to reduce pumping loss and improve fuel efficiency.

[Brief description of the drawings]

FIG. 1 is a sectional view of a valve timing adjusting mechanism according to a first embodiment, as viewed from the front side.

FIG. 2 is a schematic plan view showing intake and exhaust camshafts.

FIG. 3 is a schematic sectional view showing an electromagnetic proportional control valve.

FIG. 4 is a schematic diagram showing a timing adjustment device.

FIG. 5 is a cross-sectional view showing the valve timing adjustment mechanism as viewed from the front side.

FIG. 6 is a sectional view of the same seen from the front side.

FIG. 7 is an essential part cross-sectional view showing a start timing setting unit.

FIG. 8 is a sectional view of a main part showing an operation state of a start timing setting unit.

FIG. 9 is a sectional view of a main part of the same.

FIG. 10 is a graph showing the rotational torque of the intake camshaft at the time of starting.

FIG. 11 is a sectional view of a portion including a lock pin.

FIG. 12 is a cross-sectional view showing the same operating state.

FIG. 13 is an essential part front view showing a lock pin.

14 is a sectional view taken along line CC in FIG.

FIG. 15 is an essential part cross-sectional view showing a start timing setting unit according to the second embodiment;

16 is a sectional view taken along line DD in FIG.

FIG. 17 is a sectional view showing an operation state of a start timing setting unit.

FIG. 18 is an essential part front view showing a start timing setting unit according to the third embodiment;

FIG. 19 is an essential part front view showing an operation state of a start timing setting unit.

FIG. 20 is an essential part cross-sectional view showing a start timing setting unit according to the fourth embodiment;

FIG. 21 is an essential part cross sectional view showing an operation state of a start timing setting unit.

FIG. 22 is an essential part front view showing a start timing setting unit according to the fifth embodiment;

FIG. 23 is an essential part front view showing an operation state of a start timing setting unit.

FIG. 24 is a front sectional view showing a conventional valve timing adjusting mechanism.

[Explanation of symbols]

11 ... intake side camshaft as camshaft, 27
.., A rotor housing as a first rotating body, 27b, a side wall of a concave portion, 28, a vane rotor as a second rotating body, 31
A vane chamber as a recess, 33... Vane, 33a... Vane side wall, 46... A retarding oil chamber as a first pressure chamber, 47. Lock pin, 54: oil chamber, 57: compression coil spring, 58: back pressure chamber, 59: engagement hole,
78: a start timing setting section as start timing setting means; 82, a push pin as a protruding member constituting the start timing setting means; 83, a tooth portion forming the start timing setting means and the protruding state holding means; 86, start timing A compression coil spring as a spring member constituting the setting means and the protruding state holding means; 87 a locking block constituting the starting timing setting means and the protruding state holding means; 88 a tooth part constituting the starting timing setting means;
9: Compression coil spring as a spring member constituting start timing setting means and projecting state holding means; 90, oil hole as projecting state releasing means constituting starting timing setting means; 110, starting timing as starting timing setting means Setting section, 113: first stopper, 115: contact section, 118: second stopper, 120: starting timing setting section as starting timing setting means, 121: housing groove, 122: ball as spherical body, 123: elasticity Leaf spring as a plate, 130: Start timing setting unit as starting timing setting means, 131: concave portion, 132: convex portion, 133: leaf spring as an elastic plate, 140: starting timing setting unit as starting timing setting means , 143
... A leaf spring as an elastic plate.

Claims (10)

[Claims] A first rotating body having at least one concave portion on an inner peripheral surface; and a plurality of vanes dividing the concave portion into a first pressure chamber and a second pressure chamber. A second rotating body combined with one rotating body, wherein one of the first rotating body and the second rotating body, which is synchronously rotated at a reference rotation phase of the internal combustion engine, is rotated by the first pressure chamber and the second pressure. By transmitting pressure to the other of the two rotating bodies by the balance of the pressure with the chamber, the camshaft drivingly connected to the first rotating body or the second rotating body is rotationally driven, and the first and second pressure chambers are rotated. Opening and closing of a valve driven by the camshaft by changing a relative phase between the first rotating body and the second rotating body by a volume change to change a relative phase of the camshaft with respect to the reference rotating phase; Timing of the A valve timing adjustment mechanism for an internal combustion engine that changes a phase with respect to a quasi-rotational phase to an advance side or a retard side, wherein the opening / closing timing of the valve at the start of the internal combustion engine and the opening / closing timing at the time of internal combustion engine operation are the reference rotation. The first timing is set so that the start timing is set on the advance side of the most retarded timing that is the most delayed with respect to the phase.
A valve timing adjustment mechanism in an internal combustion engine, comprising a start timing setting means for setting a relative phase between a rotating body and a second rotating body. 2. The starting timing setting means is provided on the first rotating body or the second rotating body so as to protrude into the first pressure chamber or the second pressure chamber toward the vane side wall or the concave side wall. A protruding member that is held and sets a relative phase of the first rotating body and the second rotating body to a relative phase corresponding to the starting timing when the tip of the rotating body projects in a state of contacting the vane side wall or the concave side wall; A spring member for urging a projecting member to project toward the vane side wall or the concave side wall; and when a predetermined pressure is not supplied to the first pressure chamber or the second pressure chamber when the internal combustion engine is not operated. Protruding state holding means for allowing the protruding member to protrude toward the vane side wall or the concave side wall with the spring member and holding the protruding member in a protruding state; When the internal combustion engine is operated and a predetermined pressure is supplied to the first pressure chamber or the second pressure chamber, the state in which the projecting member is held in the projecting state by the projecting state holding means is released based on the pressure. 2. The valve timing adjusting mechanism for an internal combustion engine according to claim 1, further comprising a projecting state canceling means. 3. The start timing setting means is provided so as to be movable between an inner peripheral start position and an outer peripheral operation position in the first rotating body or the second rotating body which are substantially radially separated from each other. A first stopper having a contact portion protruding from the first rotating body or the second rotating body into the first pressure chamber, and a first pressure chamber of the second rotating body or the first rotating body. When the first stopper is at the starting position, the contact portion abuts on the side wall, and the relative phase between the first rotating body and the second rotating body is changed to a relative phase corresponding to the starting timing. In addition, when the first stopper is in the operating position, the first stopper does not abut on the abutting portion, so that the relative phase between the first rotator and the second rotator is set to a relative phase corresponding to the most retarded timing. The second switch to be the phase And the first stopper is urged inward so that the first stopper is located at the start position, and the internal combustion engine is operated to set the first rotating body or the second rotating body to a predetermined position. When rotationally driven at a rotational speed equal to or higher than the rotational speed, the centrifugal force acting on the first stopper based on the rotational speed causes
The valve timing adjusting mechanism for an internal combustion engine according to claim 1, further comprising a spring member that allows the first stopper to move from a start position to an operating position. 4. The start timing setting means, wherein the first and second pressure chambers have an advance angle on a side where the volume decreases when the first and second rotating bodies relatively rotate to the retard side. A spherical body accommodated in a side pressure chamber; an accommodating groove provided in at least one of the first rotation and the second rotating body at an outer peripheral end position of the advance side pressure chamber; The recess is provided when the first and second rotating bodies are relatively rotated by pressure supplied during operation of the internal combustion engine such that the volume of the advance pressure chamber is reduced. 2. The valve timing adjusting mechanism according to claim 1, further comprising: an elastic plate that is elastically deformed so as to allow the spherical body pressed by a side wall or a vane side wall to enter the housing groove. 3. 5. The valve timing adjustment mechanism for an internal combustion engine according to claim 4, wherein the spherical body has at least a surface layer formed of an elastic body. 6. The start timing setting means is provided on a concave side wall of the first rotating body or a vane side wall of the second rotating body forming the advance side pressure chamber, and the advance angle is naturally set. 2. The valve timing adjustment according to claim 1, further comprising a spring member projecting into the side pressure chamber and elastically deforming so as not to project into the advance side pressure chamber by a pressure supplied to the advance side pressure chamber during operation of the internal combustion engine. mechanism. 7. The starting timing setting means includes a recess provided on a side wall of the recess or a side wall of the vane and opening to the first pressure chamber, wherein the spring member is provided to close the recess.
An elastic plate having a convex portion which protrudes into the advance pressure chamber in a natural state and is elastically deformed so as to be retracted to the concave side by pressure supplied to the advance pressure chamber during internal combustion operation. Item 7. A valve timing adjusting mechanism for an internal combustion engine according to Item 6. 8. The spring member is provided on the side wall of the recess or the side wall of the vane, and has a base end supported such that a distal end side protrudes into the advance side pressure chamber in a natural state. Due to the pressure supplied to the pressure chamber and the centrifugal force caused by the rotation of the two rotating bodies, the distal end side is elastically deformed so as to rotate around the base end as a rotation center, and retracts to the outer peripheral side of the advance side pressure chamber. 7. The valve timing adjusting mechanism for an internal combustion engine according to claim 6, wherein the valve timing adjusting mechanism is an elastic plate. 9. When the internal combustion engine is not operating,
When the relative phase between the first rotating body and the second rotating body becomes a relative phase corresponding to the start timing, the first rotating body and the second rotating body are connected to each other so as not to rotate, and the internal combustion engine Is operated, the first rotating body and the second rotating body are connected to each other such that the first rotating body and the second rotating body cannot rotate relative to each other even if the relative phase between the first rotating body and the second rotating body becomes a relative phase corresponding to the start timing. The valve timing adjustment mechanism for an internal combustion engine according to any one of claims 1 to 8, further comprising a connection unit that does not perform the connection. 10. The apparatus according to claim 1, wherein the camshaft is an intake-side camshaft, the first pressure chamber is an advance-side oil chamber, and the second pressure chamber is a retard-side oil chamber. A valve timing adjustment mechanism for an internal combustion engine according to any one of the preceding claims.