US20010052330A1 - Valve timing adjusting device - Google Patents
Valve timing adjusting device Download PDFInfo
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- US20010052330A1 US20010052330A1 US09/875,180 US87518001A US2001052330A1 US 20010052330 A1 US20010052330 A1 US 20010052330A1 US 87518001 A US87518001 A US 87518001A US 2001052330 A1 US2001052330 A1 US 2001052330A1
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- Prior art keywords
- advance
- retard
- valve
- fluid
- fluid passage
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
- F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
- F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
- F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
- F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
- F01L2001/34423—Details relating to the hydraulic feeding circuit
- F01L2001/34426—Oil control valves
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
- F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
- F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
- F01L2001/34423—Details relating to the hydraulic feeding circuit
- F01L2001/34426—Oil control valves
- F01L2001/3443—Solenoid driven oil control valves
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
- F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
- F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
- F01L2001/3445—Details relating to the hydraulic means for changing the angular relationship
- F01L2001/34479—Sealing of phaser devices
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
- F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
- F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
- F01L2001/3445—Details relating to the hydraulic means for changing the angular relationship
- F01L2001/34483—Phaser return springs
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L2800/00—Methods of operation using a variable valve timing mechanism
- F01L2800/03—Stopping; Stalling
Definitions
- a contacting portion contacts a contacted portion, thereby holding the driven-side rotor at the intermediate position with respect to the driving-side rotor.
- the engine can be reliably started up.
- the hydraulic fluid pressure rises to move the contacting portion away from the contacted portion, so that rotation of the driven-side rotor with respect to the driving-side rotor is controlled.
- the load torque which the camshaft 2 receives while driving the intake valve varies to both positive and negative sides.
- the positive direction of the load torque is the retard direction of the vane rotor 15 with respect to the shoe housing 12
- the negative direction of the load torque is the advance direction of the vane rotor 15 with respect to the shoe housing 12 .
- An average load torque is applied in the positive direction, that is, in the retard direction.
- the urging force of the spring 24 works as a torque to rotate the vane rotor 15 to the advance side with respect to the shoe housing 12 .
- the torque of the spring 24 acting on the vane rotor 15 in the advance direction is almost the same as the average load torque acting on the camshaft 2 .
- the position of movement of the spool 213 is changed by controlling the amount of the electric current supplied into the coil 223 , to adjust the oil pressure in each oil pressure chamber and each retard oil pressure chamber, thereby controlling the relative rotational position the vane rotor 15 with respect to the shoe housing 12 .
- the spool 213 comes to the position shown in FIG. 11.
- the retard port 240 communicates with the input port 232 , and the communication port 242 is shut off from communication with the drain port 233 .
- the advance port 241 communicates with the drain port 234 . Therefore the oil pressure in each retard oil pressure chamber increases.
Abstract
A spool is moved by controlling the amount of electric current supplied to a linear solenoid of a changeover valve, and selects any one of valve sections. The state of communication between fluid passages connected to the changeover valve is determined by the valve section and selected. With the selection of the valve section, the hydraulic fluid is discharged from the advance oil pressure chamber while being supplied to the advance oil pressure chamber, and also is discharged from the retard oil pressure chamber. The oil pressure in the advance oil pressure chamber remains low even when the oil is filled in the advance oil pressure chamber.
Description
- This application is based on and incorporates herein by reference Japanese Patent Application No. 2000-174104 filed on Jun. 9, 2000.
- 1. Field of the Invention
- The present invention relates to a valve timing adjusting device for changing valve opening-closing timing suitable for use in intake and exhaust valves of an internal combustion engine.
- 2. Description of Related Art
- As a conventional valve timing adjusting device, there is a well known vane-type device in which a camshaft is driven through a timing pulley, a chain sprocket, etc. which turn synchronously with an engine crankshaft. The valve timing of at least any one of an intake valve and an exhaust valve is hydraulically controlled by a phase difference of relative rotation of the timing pulley, the chain sprocket, and the camshaft. Engine output and fuel consumption ratio are improved by adjusting the phase difference between the crankshaft and the camshaft to an optimum value in accordance with engine operating state.
- In such a vane-type valve timing adjusting device using operation oil, when at least any one of the intake valve and the exhaust valve is actuated, the camshaft receives a load torque which varies between positive and negative loads. Therefore, when the operation oil is not sufficiently supplied during cranking of the engine, there might arise such a problem that a vane member oscillates with respect to a housing member containing the vane member, thereby hitting against the housing member to produce knocks. The positive load torque is applied in the retarding direction of the camshaft with respect to the crankshaft, and the negative load torque is added in the advancing direction of the camshaft with respect to the crankshaft. Average positive and negative load torques is added in the retarding direction of the camshaft with respect to the crankshaft.
- There has been such a well known device that, in case of insufficient supply of operation oil to the valve timing adjusting device, occurrence of knocks is prevented by preventing the vane member from oscillating with respect to the housing member by fitting a stopper piston in a fitting hole formed in the housing member. Therefore, when the operation oil is sufficiently supplied, the stopper piston is moved by the oil pressure out of the housing member, thereby enabling the control of rotation of the vane member with respect to the housing member.
- Here, it is possible to reduce a pumping loss of the engine for improving the fuel consumption ratio by retarding the intake valve closing timing over the BDC position of a piston. However, when the intake valve closing timing is retarded over the BDC position of the piston, the fuel consumption ratio is improved after an engine warm-up, but a real compression ratio becomes lower at the time of cold engine, so that the air temperature does not sufficiently rise at the top dead center (TDC) of the piston. Thus, the engine might fail in starting. In this case, an optimum valve timing of the intake valve during the period of engine cooling is at the advance side of an optimum valve timing after the engine warm-up.
- Therefore, it is considered to start the engine with certainty by fitting the stopper pin in the fitting hole to stop the engine when the vane member is in an intermediate position between the most advanced angle and the most retarded angle with respect to the housing member, and then by starting the engine when the vane member is in the intermediate position. As the valve timing adjusting device described above are disclosed in JP-A-9-324613 and JP-A-11-343819.
- Generally, when the engine is stopped, the oil pressure added to each oil pressure chamber drops, and the vane member is turned to the retard side with respect to the housing member by a load torque applied to the camshaft. Therefore, when the vane member is positioned at the advance side over the intermediate position with respect to the housing member, the vane member is rotated to the retard side by the load torque when the engine is stopped and reaches the intermediate position to allow the stopper piston to fit in the fitting hole.
- However, when the vane member is at the advance side of the intermediate position with respect to the housing member, the engine might stop due to increased viscosity of the operation oil during a cold engine even when the load torque is applied to the camshaft while an engine does not operate. Even when the engine is stopped in such a condition that the vane member is at the advance side of the intermediate position with respect to the housing member, the load torque is applied to the camshaft during the engine cranking, and the vane member rotates to the retard side with respect to the housing member when the engine starts. Then, the stopper piston fits in the fitting hole, thereby starting the engine at the intermediate position.
- However, when the engine is started up immediately after the engine stop, the oil pressure is added to the oil pressure chamber because the oil is filled in an oil passage. When the operation oil is supplied to the advance oil pressure chamber after the engine startup, the oil pressure in the advance oil pressure chamber increases before the vane member receiving the load torque turns to the retard side, thereby causing the vane member to be placed at the advance side of the intermediate position. In the case of the intake valve for example, when the engine is started up while the intake valve opening timing is advanced, the exhaust valve opening timing and the intake valve opening timing overlap each other, thereby failing in starting the engine up.
- In the valve timing adjusting device disclosed in JP-A-11-343819, the operation oil is discharged out of the advance oil pressure chamber and the retard oil pressure chamber during engine startup, thereby allowing the vane member to rotate to the retard side at the time of engine startup.
- However, since no operation oil is supplied to both the advance oil pressure chamber and the retard oil pressure chamber, sliding parts of members are not be supplied with the operation oil at the time of engine startup, so that the sliding parts of members are likely to be seized up. Further, while no operation oil is supplied to both oil pressure chambers, when the stopper piston comes out of the fitting hole, the vane member is likely to turn to the advance side by the load torque, so that the vane member hits against the housing member.
- An object of the present invention is to provide a valve timing adjusting device in which a driven-side rotor is held at an intermediate position with respect to a driving-side rotor when the engine starts, for preventing seizure of sliding parts during engine startup operation and occurrence of knocks.
- According to the valve timing adjusting device in the present invention, when the engine is stopped when the drive-side rotor is at an advance side of the intermediate position with respect to the driving-side rotor, the hydraulic fluid can be discharged from an advance chamber to a drain while supplying the hydraulic fluid from a fluid supply source to the advance chamber by simultaneously connecting the advance fluid passage to the fluid supply source, and the advance fluid passage to the drain, at the time of engine startup. Since the advance chamber fluid pressure remains low even when the hydraulic fluid is filled in the advance chamber, the driven-side rotor rotates to the retard side with respect to the driving-side rotor when the load torque is applied to the driven-side rotor at the time of engine startup. When the driven-side rotor reaches the intermediate position, a contacting portion contacts a contacted portion, thereby holding the driven-side rotor at the intermediate position with respect to the driving-side rotor. By setting the intermediate position at the optimum phase, the engine can be reliably started up. Upon engine starting up, the hydraulic fluid pressure rises to move the contacting portion away from the contacted portion, so that rotation of the driven-side rotor with respect to the driving-side rotor is controlled.
- Since the hydraulic fluid can be discharged out of the advance chamber while supplying the hydraulic fluid into the advance chamber during engine startup, the hydraulic fluid circulates in the advance fluid passage and the advance chamber. Since the hydraulic fluid lubricates sliding parts of each member from just after the beginning of engine startup, it is possible to prevent seizure of the member at the time of engine startup.
- Since the advance chamber is full of the hydraulic fluid, though at a low pressure, at the time of engine startup, the driven-side rotor is prevented from rotating to the retard side to hit against the driving-side rotor even when the contacting portion is released from the contacted portion.
- Additional objects and advantages of the present invention will be more readily apparent from the following detailed description of preferred embodiments thereof when taken together with the accompanying drawings in which:
- FIG. 1 is a schematic view showing a cross-sectional view taken along line I-I in FIG. 2 showing a valve timing adjusting device and showing a changeover valve (first embodiment);
- FIG. 2 is a cross-sectional showing the valve timing adjusting device (first example);
- FIG. 3 is a cross-sectional view taken along line III-III in FIG. 2 (first embodiment);
- FIG. 4 is a cross-sectional view taken long line IV-IV in FIG. 2 (first embodiment);
- FIG. 5 is a cross-sectional view showing an operating state of the changeover valve (first embodiment);
- FIG. 6 is a cross-sectional view showing the operating state of the changeover valve (first embodiment);
- FIG. 7 is a cross-sectional view showing the operating state of the changeover valve (first embodiment);
- FIG. 8 is a cross-sectional view showing an operating state of a changeover valve (second embodiment);
- FIG. 9 is a schematic view showing a cross-sectional view showing a stopper piston and its vicinity of the valve timing adjusting device and showing a changeover valve (third embodiment);
- FIG. 10 is a cross-sectional view showing an operating state of the changeover valve (third embodiment);
- FIG. 11 is a cross-sectional view showing an operating state of the changeover valve (third embodiment);
- FIG. 12 is a cross-sectional view showing an operating state of the changeover valve (third embodiment);
- FIG. 13 is a cross-sectional view showing an operating state of a changeover valve (fourth embodiment), and
- FIG. 14 is a schematic view showing a cross-sectional view showing a stopper piston and its vicinity of the valve timing adjusting device and showing a changeover valve (fifth embodiment).
- First Embodiment
- FIG. 3 shows an engine valve timing adjusting
device 1 of the first embodiment. The valve timing adjustingdevice 1 is of a hydraulic pressure control type and controls an intake valve timing. - A
chain sprocket 10 is connected to a crankshaft as a drive shaft of the engine and receives a driving force through a chain. Thechain sprocket 10 rotates in synchronization with the crankshaft. The driving force is transmitted to thecamshaft 2 as a driven shaft through thechain sprocket 10. The camshaft opens and closes the intake valve. Thecamshaft 2 is rotatable with respect to thechain sprocket 10 by a predetermined phase difference. Thechain sprocket 10 and thecamshaft 2 rotate clockwise as viewed in the direction of the arrow X in FIG. 3. Hereinafter, this rotational direction defines an advance direction. - Between the
chain sprocket 10 and a set ofshoe housing 12 andvane rotors 15, a disk-shapedintermediate plate 17 is provided. Theintermediate plate 17 prevents oil leaks from between thechain sprocket 10 and the set ofshoe housing 12 andvane rotors 15. Thechain sprocket 10, theshoe housing 12, and theintermediate plate 17 forms a housing member and works as a driving-side rotor, and coaxially secured by abolt 20. - The
shoe housing 12 integrally includes aside wall 13 and afront plate 14. As shown in FIG. 2, theshoe housing 12 includesshoes shoes housing chambers 50 for containingvanes shoes - The
vane rotor 15 includesvanes vanes housing chambers 50. Each vane divides thehousing chamber 50 into a retard hydraulic fluid chamber and an advance hydraulic fluid chamber. Arrows in FIG. 2 indicating retard and advance directions indicate the retard and advance directions of thevane rotor 15 with respect to theshoe housing 12. The most retarded position of thevane rotor 15 with respect to theshoe housing 12 is determined by contact of thevane 15 b with theshoe 12 a. The most advanced position of thevane rotor 15 with respect to theshoe housing 12 is determined by contact of thevane 15 b with theshoe 12 b. As shown in FIG. 3, thevane rotor 15 and abushing 22 are integrally fixed by abolt 21 on thecamshaft 2, and form a driven-side rotor. Apin 23 determines the positioning of thevane rotor 15 in the rotational direction with respect to thecamshaft 2. - The
camshaft 2 and thebushing 22 are correlatively rotatably fitted in theinner wall 10 a of thechain sprocket 10 and in theinner wall 14 a of thefront plate 14. Therefore, thecamshaft 2 and thevane rotor 15 are coaxially correlatively rotatable with respect to thechain sprocket 10 and theshoe housing 12. Theinner wall 10 a of thechain sprocket 10 and theinner wall 14 a of thefront plate 14 work as bearings for supporting the driven-side rotor. - A
spring 24 is installed in acylindrical recess 11 formed in thechain sprocket 10. Thespring 24 is retained at one end by the retainingportion 11 a of therecess 11 and at the other end by thevane rotor 15 as shown in FIG. 4 through along hole 17 a formed in theintermediate plate 17 shown in FIGS. 2 and 4. - The load torque which the
camshaft 2 receives while driving the intake valve varies to both positive and negative sides. Here, the positive direction of the load torque is the retard direction of thevane rotor 15 with respect to theshoe housing 12, while the negative direction of the load torque is the advance direction of thevane rotor 15 with respect to theshoe housing 12. An average load torque is applied in the positive direction, that is, in the retard direction. The urging force of thespring 24 works as a torque to rotate thevane rotor 15 to the advance side with respect to theshoe housing 12. The torque of thespring 24 acting on thevane rotor 15 in the advance direction is almost the same as the average load torque acting on thecamshaft 2. - A
seal member 26 is fitted in the outer peripheral wall of thevane rotor 15 as shown in FIG. 2. Between the outer peripheral wall of thevane rotor 15 and the inner peripheral wall of theside wall 13, a very small clearance is provided. Theseal member 26 prevents the hydraulic fluid from leaking between the hydraulic fluid chambers through the clearance. Theseal member 26 is pressed toward theside wall 13 by the force of theplate spring 27 shown in FIG. 3. - A
guide ring 30 is pressed and retained in the inner wall of thevane 15 a forming thehousing hole 38. Aguide ring 31 is pressed and retained in the inner wall of theguide ring 30. Acylindrical stopper piston 32 as a contacting portion is provided in the guide rings 30 and 31, and is slidable in the axial direction of thecamshaft 2. Afitting member 40 as a contacted portion formed in a circle in cross section is pressed and retained inrecess 14 b formed in thefront plate 14. As shown in FIG. 1, in thefitting member 40, afitting hole 41 in which thestopper piston 32 can be fitted to contact thefitting member 40, and anenlarged hole 43 extended on the advance side which is shallower than thefitting hole 41, and has a retard-side end face on the same plane as the retard-side end face of thefitting hole 41. - The
stopper piston 32 is formed in a cylindrical shape having a bottom and has a first small-diameter portion 33, a large-diameter portion 34, and a second small-diameter portion 35 as viewed from thefitting member 40. The first small-diameter portion 33 is tapered as it goes toward the fitting direction. Since thefitting hole 41 is also tapered at approximately the same angle of taper as the inclination of the first small-diameter portion 33, thestopper piston 32 can smoothly fit in thefitting hole 41. Furthermore, since thestopper piston 32 tightly fits in thefitting hole 41, it is possible to prevent occurrence of knocks likely to be produced by load torque variations. Furthermore, since the first small-diameter portion 33 being in contact with thefitting hole 41, has a large contact surface area, the first small-diameter portion 33 receives small stress, thereby improving a durability of thestopper piston 32. - A
spring 37 in FIG. 1 urges thestopper piston 32 toward thefitting member 40. A restraining means in the present invention includes thestopper piston 32, thefitting member 40 and thespring 37. - The first small-
diameter portion 33 of thestopper piston 32 can fit in thefitting hole 41 when thevane rotor 15 is nearly in the intermediate position between the most retarded position and the most advanced position with respect to theshoe housing 12 as shown in FIG. 2. When thestopper piston 32 is fitted in thefitting hole 41, the relative rotation of thevane rotor 15 with respect to theshoe housing 12 is restrained. In the intermediate position, the relative rotation of thevane rotor 15 with respect to theshoe housing 12 is restrained with thestopper piston 32 fitted in thefitting hole 41. In this intermediate position, the phase difference of thecamshaft 2 from the crankshaft, that is, the intake valve timing is set in optimum such that the engine can be reliably started up. - When the
stopper piston 32 is withdrawn out of thefitting hole 41, thevane rotor 15 is relatively rotatable with respect to theshoe housing 12. - As shown in FIG. 1, the front end face of the first small-
diameter portion 33 receives the retard oil pressure from anoil pressure chamber 42. Annular surface formed on thefitting hole 41 side of the large-diameter portion 34 receives an advance oil pressure from anoil pressure chamber 45 when anoil passage 47 formed by theoil pressure chamber 45 and thevane 15 a is not closed by the large-diameter portion 34. The oil pressure that thestopper piston 32 receives from theoil pressure chambers stopper piston 32 moves out of thefitting hole 41. Theoil pressure chamber 42 communicates with a retardoil pressure chamber 51 through an oil passage (not illustrated) formed in thefront plate 14. Theoil pressure chamber 45 communicates with an advanceoil pressure chamber 54 through a throughhole 30 a formed in theguide ring 30 and an oil passage. - A
damper chamber 46 communicates with anoil passage 48 through a throughhole 30 b formed in theguide ring 30. Arecess space 49 is formed on the sliding side of theintermediate plate 17 on which thevane 15 a slides. Therecess space 49 can communicate with the advanceoil pressure chamber 54 and theoil passage 48, that is, with thedamper chamber 46, in accordance with the relative rotational position of thevane rotor 15 with respect to theshoe housing 12. The connection of the advanceoil pressure chamber 54 with thedamper chamber 46 is interrupted by the sliding surface of thevane rotor 15 and theintermediate plate 17. The advanceoil pressure chamber 54 communicates with thedamper chamber 46 through therecess space 49 when thevane rotor 15 rotates to the advance side with respect to theshoe housing 12 over the intermediate position where thestopper piston 32 fits in thefitting hole 41. - When the
damper chamber 46 is disconnected from the advanceoil pressure chamber 54, thedamper chamber 46 is hermetically sealed. When thedamper chamber 46 is hermetically sealed, thedamper chamber 46 operates as a damper to decrease the speed of movement of thestopper piston 32 toward thefitting hole 41. Thedamper chamber 46 is opened when thedamper chamber 46 communicates with the advanceoil pressure chamber 54. When thedamper chamber 46 is opened and ceases to function as a damper, thestopper piston 32 can easily move toward thefitting hole 41. In this way, the opening and hermetically sealing of thedamper chamber 46 is changed over by the relative rotational position of thevane rotor 15. - As shown in FIG. 3, the
housing hole 38 formed on the opposite side of the fitting member of thestopper piston 32 is constantly open to the atmosphere within the range of relative rotation angle of thevane rotor 15 through a throughhole 39 formed in thevane 15 a, a communicatinghole 17 b extending in the peripheral direction formed in theintermediate plate 17, and anoil passage 10 b formed in thechain sprocket 10. Therefore, the reciprocating movement of thestopper piston 32 will not be disturbed. - As shown in FIG. 2, the retard
oil pressure chamber 51 is formed between theshoe 12 a and thevane 15 a; a retardoil pressure chamber 52 is formed between theshoe 12 b and thevane 15 b; and a retardoil pressure chamber 53 is formed between theshoe 12 c and thevane 15 c. Similarly, the advanceoil pressure chamber 54 is formed between theshoe 12 c and thevane 15 a; an advance oil pressure chamber 55 is formed between theshoe 12 a and thevane 15 b; and an advanceoil pressure chamber 56 is formed between theshoe 12 b and thevane 15 c. - The retard
oil pressure chamber 51 communicates with anoil passage 61. And the retardhydraulic fluid chambers oil passage 60 shown in FIG. 2 formed in a C-letter shape in the end face of thecamshaft 2 side of theboss portion 15 d throughoil passages oil pressure chambers oil passage 200 formed in thecamshaft 2 shown in FIG. 3 through theoil passages oil passage 72. The advanceoil pressure chambers oil passage 70 formed in a C-letter shape in the end face on thebushing 22 side of theboss portion 15 d throughoil passages oil pressure chambers oil passages oil passage 201 formed in thecamshaft 2 shown in FIG. 3, through an oil passage (not illustrated) formed in the axial direction of theboss portion 15 d. - The
oil passage 200 communicates with agroove passage 202 formed in the outer peripheral wall of thecamshaft 2; and theoil passage 201 communicates with agroove passage 203 formed in the outer peripheral wall of thecamshaft 2. Thegroove passage 202 is connected with achangeover valve 212 as a changeover means through a retard oil passage 104; and agroove passage 203 is connected with thechangeover valve 212 through anadvance oil passage 205. Anoil supply passage 206 is connected to anoil pump 210. Anoil discharge passage 207 is open to adrain 211. Theoil pump 210 supplies the operation oil drawn up from thedrain 211 to each oil pressure chamber through thechangeover valve 212. - The
changeover valve 212 is an electromagnetically-driven valve device having onespool 213 as a valve member.Valve sections spool 213 with respect to a housing 231 (see FIG. 5) which reciprocally movably houses thespool 213, determining the state of connection between oil passages connected to thechangeover valve 212. Thespool 213 of thechangeover valve 212 is urged in one direction by thespring 214, to slide reciprocally by controlling the supply of the electric current to thelinear solenoid 215 as an electromagnetic driving section. The electric current to be supplied to thelinear solenoid 215 is controlled by the engine control unit (ECU) 300. TheECU 300 receives signals of detection from various sensors, and sends signals to each device of the engine. As thespool 213 reciprocally moves, the combination of connection and disconnection among theoil passages oil supply passage 206 and theoil discharge passage 207 is changed over. - Detailed structure of the
changeover valve 212 is shown in FIG. 5. FIG. 5 shows a state that thelinear solenoid 215 supplying the maximum electric current to acoil 223. A movingcore 220 moves reciprocally together with arod 221. When thecoil 223 is energized, there is produced a magnetic force across astationary core 222 and the movingcore 220, and therefore the movingcore 220 is attracted toward thestationary core 222. - On the
spool 213, a plurality of lands are formed, each of which slides against the inner peripheral wall of thehousing 231. Thespring 214 urges thespool 213 in the opposite direction of the movingcore 220 is attracted. Thespool 213 is reciprocally movably supported by thehousing 231, which is provided with a plurality of ports, or through holes, formed through the peripheral wall. In thehousing 231,input port 232 through which the hydraulic fluid is fed,drain ports retard port 240, anadvance port 241, and acommunication port 242 are formed. Theinput port 232 communicates with thefluid supply passage 206, through which the oil is supplied into theinput port 232 by theoil pump 210. Thedrain ports oil discharge passage 207, and open to thedrain 211. Theretard port 240 communicates with each of the retard oil pressure chambers, and theadvance port 241 communicates with each of the advance oil pressure chambers. Within the outer peripheral wall of thehousing 231, acommunication passage 243 through which theadvance port 241 communicates with thecommunication port 242. - The
ECU 300 controls the amount of the electric current to be supplied to thecoil 223, thereby controlling the position of movement of thespool 213. With the increase in the amount of current to be supplied to thecoil 223, thespool 213 moves toward thestationary core 222, that is, leftwardly in FIG. 5. When the maximum amount of current is supplied to thecoil 223, thespool 213 is in a position shown in FIG. 5 against the urging force of thespring 214. At this time, theretard port 240 communicates with thedrain port 233, and theadvance port 241 communicates with theinput port 232. Thecommunication port 242 communicates with thedrain port 234. Theadvance port 241 communicates with thecommunication port 242 through thecommunication passage 243, so that the oil is supplied by theoil pump 210 and is discharged from each advance oil pressure chamber. - When the amount of the electric current supplied into the
coil 223 decreases more than the state shown in FIG. 5, the magnetic force attracting the movingcore 220 toward thestationary core 222 decreases, and thespool 213 comes to a position shown in FIG. 6. Theretard port 240 communicates with thedrain port 233, and theadvance port 241 communicates with theinput port 232. However, thecommunication port 242 is shut off from communication with thedrain port 234. Since the oil is supplied to the advance oil pressure chamber and is not discharged, the oil pressure in the advance oil pressure chamber increases. - When the
coil 223 is de-energized, thespool 213 is urged by the force of thespring 214 to a position shown in FIG. 7. Theretard port 240 communicates with theinput port 232, and theadvance port 241 communicates with thedrain port 234. Thecommunication port 242 is shut off from communication with thedrain port 234. Therefore, the oil pressure in each retard oil pressure chamber increases, and the oil pressure in each advance oil pressure chamber decreases. - The position of movement of the
spool 213 is changed by controlling the amount of the electric current supplied into thecoil 223, to adjust the oil pressure in each oil pressure chamber and each retard oil pressure chamber, thereby controlling the relative rotational position thevane rotor 15 with respect to theshoe housing 12. - The use of the above-described oil supply structure enables the supply of the operation oil from the
oil pump 210 to the retardoil pressure chambers oil pressure chambers oil pressure chambers drain 211. - Next, an operation of the valve
timing adjusting device 1 will be explained. - When the ignition key is turned off to stop the engine, the interruption of supply of the electric current to the
ECU 300 is retarded by the relay circuit. When theECU 300 detects the ignition key turned off, theECU 300 turns on the power supply to thelinear solenoid 215, so that thevalve section 213 c will be selected, thereby operating in the state shown in FIG. 6. The oil is supplied to each advance oil pressure chamber and theoil pressure chamber 45, and each retard oil pressure chamber and theoil pressure chamber 42 open to the drain. Therefore, thevane rotor 15 rotates to the advance side with respect to theshoe housing 12. An advance control means in the present invention includes theECU 300 and thechangeover valve 212. - The
oil passage 48 does not communicate with therecess space 49 even when thestopper piston 32 has reached the intermediate position in which thestopper piston 32 fits in thefitting hole 41 from the retard side. Therefore, thedamper chamber 46 is tightly closed, thereby working as a damper. Therefore, thestopper piston 32 does not move toward thefitting hole 41. When thestopper piston 32 rotates to the advance side over the intermediate position, thedamper chamber 46 communicates with advanceoil pressure chamber 54 through therecess space 49, so that thedamper chamber 46 is opened and therefore does not work as a damper. - When the
damper chamber 46 is opened, thestopper piston 32 is moved by the urging force of thespring 37 toward thefitting hole 41. On the way of movement of thestopper piston 32 toward thefitting hole 41, the large-diameter portion 34 shuts off a communication between the throughhole 30 a and theoil pressure chamber 45. However, theoil pressure chamber 45 communicates with theoil pressure chamber 42 through grooves formed on the inner peripheral wall of the first small-diameter portion 33 and on the inner peripheral wall of theguide ring 30, so that theoil pressure chamber 45 is not hermetically sealed. Therefore, thehydraulic fluid chamber 45 does not work as a damper chamber. When theoil pressure chamber 45 communicates with theoil pressure chamber 42, no advance oil pressure is not applied to theoil pressure chamber 45. Therefore, thestopper piston 32 is rapidly moved by the advance oil pressure in thedamper chamber 46 toward thefitting member 40. Thestopper piston 32 that has moved toward thefitting member 40 first fits in theenlarged hole 43. Then, thevane rotor 15 rotates to the retard side due to the load torque which thecamshaft 2 receives until the engine stops, and thestopper piston 32 fits in thefitting hole 41. - When the
stopper piston 32 fits in thefitting hole 41 before an engine startup, the phase difference of thevane rotor 15 with respect to theshoe housing 12, that is, the phase difference of thecamshaft 2 with respect to the crankshaft, is held at the optimum phase for starting the engine. Thus, the engine can reliably start up within a short time. - When the engine is started during a cold state and when the engine is stopped before the operation oil temperature rises, the operation oil is low in temperature and has high viscosity. Therefore, when the
vane rotor 15 is rotated to the advance side over the intermediate position with respect to theshoe housing 12 when the engine is stopped, the engine might stall due to the operation oil viscosity before thevane rotor 15 reaches the intermediate position. That is, the engine stalls when thevane rotor 15 is positioned at the advance side over the intermediate position with respect to theshoe housing 12. - When the engine is left unstarted after a stall, the operation oil might leak out at the seal and might not be filled in each oil pressure chamber and the oil passage. Therefore, when the engine is started when the
stopper piston 32 remains out of thefitting hole 41, thevane rotor 15 is turned to the retard side by the load torque acting on thecamshaft 2, thereby allowing thestopper piston 32 to fit in thefitting hole 41. - However, when the engine is started immediately from the state that the
vane rotor 15 is positioned at the advance side over the intermediate position with respect to theshoe housing 12, the oil pressure in each advance oil pressure chamber rises immediately because the oil passage and each advance oil pressure chamber are full of the operation oil. Therefore, thevane rotor 15 does not rotate to the retard side even when the load torque at the time of engine startup acts on thevane rotor 15. Thus, the engine starts when thevane rotor 15 is at the advance side over the intermediate position with respect to theshoe housing 12, that is, when thecamshaft 2 is at the advance side over the intermediate position with respect to the crankshaft. For example, when the engine is started at an advanced valve timing of intake valve, the valve timings to open the intake and exhaust valves overlap each other, thereby resulting in a failure of engine startup. - In the first embodiment, however, the
valve section 213 d is selected for a predetermined period by an instruction from theECU 300 at the engine start. In this state, the operation oil is discharged from each advance oil pressure chamber while being supplied to each advance oil pressure chamber, and at the same time the operation oil is discharged from each retard oil pressure chamber. Also, the fluid passage area of thechangeover valve 212 through which thedrain port 234 and thecommunication port 242 are connected is smaller, or slightly smaller, than that of thechangeover valve 212 connecting theinput port 232 with theadvance port 241. Therefore, the oil pressure is low although the operation oil is filled in each advance oil pressure chamber. When the engine is started while thevane rotor 15 is positioned at the advance side over the intermediate position with respect to theshoe housing 12, thevane rotor 15 rotates to the retard side with respect to theshoe housing 12 when the load torque on the retard side is applied, because the oil pressure in each advance oil pressure chamber is low. Then, when thevane rotor 15 reaches the intermediate position, thestopper piston 32 fits in thefitting hole 41, thereby holding the rotational position of thevane rotor 15 with respect to theshoe housing 12 at the intermediate position, and accordingly properly stating the engine. - After engine startup with the
valve section 213 d selected for a predetermined time, theECU 300 selects thevalve section 213 c. The operation oil is supplied to each advance oil pressure chamber and theoil pressure chamber 45, and each retard oil pressure chamber and theoil pressure chamber 42 are opened to the drain. However, thestopper piston 32 remains in thefitting hole 41 until the advance oil pressure reaches a predetermined pressure, so that the relative rotation of thevane rotor 15 is locked with respect to theshoe housing 12. - After the engine is started, when the oil pressure in each advance oil pressure chamber and the
oil pressure chamber 45 increases to a predetermined pressure, thestopper piston 32 goes out of thefitting hole 41, thereby allowing the relative rotation, that is, the phase control, of thevane rotor 15 with respect to theshoe housing 12. - After the engine startup, when the oil pressure increases sufficiently, any one of the
valve sections spool 213 is selected by an instruction of theECU 300. By this, supply of the operation oil to each oil pressure chamber and draining of the oil from each oil pressure chamber is controlled, and the relation rotation of thevane rotor 15 with respect to theshoe housing 12 is controlled. - In the first embodiment, when the engine is started in a low oil pressure, the
stopper piston 32 might sometimes come out of thefitting hole 41 due to oil pressure fluctuation. However, since each advance hydraulic fluid chamber is full of the operation oil, thevane rotor 15 does not suddenly rotate to the retard side even when thecamshaft 2 receives the load torque. Therefore, thevane rotor 15 is prevented from hitting against theshoe housing 12. Furthermore, since the operation oil is circulating in each advance chamber and oil passage, sliding surfaces of these members are lubricated, thereby preventing seizure of sliding portions during engine startup operation. - In the first embodiment, when the ignition key is turned off to stop the engine, electric power supply to the
ECU 300 is continued for a predetermined period, so that theECU 300 energizes thelinear solenoid 215, thereby selecting thevalve section 213 d to supply the operation oil to each advance oil pressure chamber to perform an advance control. Alternatively, it is possible to accomplish the advance control by adopting such an oil supply structure that when thevalve section 213 c is selected, the operation oil is supplied to each advance oil pressure chamber, and when thevalve section 213 a is selected, the operation oil is supplied to each retard oil pressure chamber. In this case, when the supply of the electric current to theECU 300 is interrupted simultaneously with turning off the ignition key, thevalve section 213 c is selected by the urging force of thespring 214, and the operation oil is supplied to each advance oil pressure chamber. - Second Embodiment
- The second embodiment of the present invention is shown in FIG. 8. In a
changeover valve 250 of the second embodiment, theretard port 240,advance port 241, andcommunication port 242 are axially arranged in a reversed order of the first embodiment. Thechangeover valve 250 is substantially the same in other structure as the first embodiment. - When supply of the electric current to the
coil 223 is interrupted, thespool 213 is moved to the position shown in FIG. 8 by the urging force of thespring 214. Then, theinput port 232 communicates with theadvance port 241, and thecommunication port 242 communicates with thedrain port 233. Theretard port 240 communicates with thedrain port 234. Therefore, in such an electric system failure that the supply of the electric current to thecoil 223 from theECU 300 fails, the operation oil is discharged from each advance oil pressure chamber while being supplied to each advance oil pressure chamber, and the operation oil is discharged from each retard oil pressure chamber. - For example, when the valve timing of the intake valve is controlled by the valve timing adjusting device which has the
changeover valve 250, the operation oil is discharged from each advance oil pressure chamber while being supplied to each advance oil pressure chamber in the event of a failure, thereby preventing the valve timing of the intake valve from becoming the most retarded timing. - Third Embodiment
- The third embodiment of the present invention is shown in FIGS.9-12. Substantially same members as those in the first embodiment are designated by the same reference numerals.
- The
changeover valve 250 of the third embodiment is of the same configuration as thechangeover valve 250 of the second embodiment, with the exception that theretard port 240 of the second embodiment is theadvance port 241 in the third embodiment, and theadvance port 241 of the second embodiment is theretard port 240 in the third embodiment. Theretard port 240 communicates with thecommunication port 242 through thecommunication passage 243 formed on the outer peripheral wall of thehousing 251. - FIG. 10 shows a de-energized state of the
coil 223. Thespool 213 comes to the position shown in FIG. 12 due to the urging force of thespring 214. Theretard port 240 communicates with theinput port 232, and thecommunication port 242 communicates with thedrain port 233. Theadvance port 241 communicates with thedrain port 234. Therefore, the operation oil is discharged from each retard oil pressure chamber while being supplied to each retard oil pressure chamber, and also being discharged from each advance oil pressure chamber. The fluid passage area of thechangeover valve 250 connecting between thedrain port 233 and thecommunication port 242 is smaller, or a little smaller, than the fluid passage area of thechangeover valve 250 connecting between theinlet port 232 and theretard port 240. Therefore, the operation oil pressure remains low though the oil is filled in each retard oil pressure chamber. - When the
coil 223 is energized, thespool 213 comes to the position shown in FIG. 11. Theretard port 240 communicates with theinput port 232, and thecommunication port 242 is shut off from communication with thedrain port 233. Theadvance port 241 communicates with thedrain port 234. Therefore the oil pressure in each retard oil pressure chamber increases. - When the maximum electric current is supplied to the
coil 223, thespool 213 comes to the position shown in FIG. 12. At this time, theretard port 240 communicates with thedrain port 233, and thecommunication port 242 is shut off from communication with thedrain port 233. Theadvance port 241 communicates with theinput port 232. Therefore, the oil pressure in each advance oil pressure chamber increases. - Fourth Embodiment
- The fourth embodiment of the present invention is shown in FIG. 13. The
changeover valve 212 of the fourth embodiment is of the same configuration as thechangeover valve 212 of the first embodiment. However, theretard port 240 of the first embodiment is theretard port 241 of the fourth embodiment, and theadvance port 241 of the first embodiment is theretard port 240 in the fourth embodiment. Theretard port 240 communicates with thecommunication port 242 through thecommunication passage 243 formed on the outer peripheral wall of thehousing 251. - When the
coil 223 is de-energized, thespool 213 is moved by the urging force of thespring 214 to the position shown in FIG. 13. Theretard port 240 communicates with thedrain port 234, and thecommunication port 242 is shut off from communication with thedrain port 234. Theadvance port 241 communicates with theinput port 232. Therefore, in the event of such a failure as disconnection of thecoil 223 and inability to supply the electric current to thecoil 223, the operation oil is supplied to each advance oil pressure chamber, and simultaneously is discharged from each retard oil pressure chamber. Therefore, the valve timing is prevented from becoming to the most retarded angle at the failure of the electric system. - In the above-described first through fourth embodiments, the
retard port 240 or theadvance port 241 and thecommunication port 242 are connected by acommunication passage 243 formed on the outer peripheral wall of the housing of the changeover valve. Therefore, there is no need to form a communication passage in other part for connecting theadvance port 240 or theadvance port 241 with thecommunication port 242. - Fifth Embodiment
- The fifth embodiment of the present invention is shown in FIG. 14, in which substantially same members as those in the first embodiment are designated by the same reference numerals.
- A
changeover valve 270 and achangeover valve 280 are electromagnetically-driven valve devices having aspool 271 and aspool 280 respectively, and forming a changeover means. During normal engine operation, the supply of the electric current to asolenoid 283 of thechangeover valve 280 is interrupted, and avalve section 281 of thechangeover valve 280 is selected. Therefore, it is possible to control the oil pressure in each advance oil pressure chamber and each retard oil pressure chamber by selectingvalve sections spool 271 through the control of the electric current to be supplied to asolenoid 273 of thechangeover valve 271. - At the engine start, the electric current is supplied to the
solenoid 273 of thechangeover valve 270 for a predetermined period to select thevalve section 271 c against the urging force of aspring 272. At the same time, the electric current is also supplied to thesolenoid 283 of thechangeover valve 280 to select thevalve section 281 b against the urging force of aspring 282. Then, the operation oil is supplied to each advance oil pressure chamber while being discharged from each advance oil pressure chamber, and also from each retard oil pressure chamber. - Modifications
- In the above-described embodiments of the present invention, the
enlarged hole 43 was formed in thefitting member 40 in addition to thefitting hole 41. Alternatively, there may be provided only thefitting hole 41 without forming theenlarged hole 43. - In the above-described embodiments, the valve timing adjusting device for driving the intake valve was explained. Alternatively, only the exhaust valve or both the intake valve and the exhaust valve may be driven by the valve timing adjusting device in the embodiments.
- In the above-described embodiments, the stopper piston moves axially to fit into the fitting hole. Alternatively, the stopper piston may move radially to fit into the fitting hole. Further, the stopper piston may be held within the housing member, and a fitting hole and an enlarged hole may be formed within the vane rotor.
- In the above-described embodiments, the rotation of the crankshaft is transmitted to the camshaft through the chain sprocket. Alternatively, a timing pulley or a timing gear may be used. Further, a vane may receive a driving force of the crankshaft as a driving shaft, and the camshaft as a driven shaft and the housing member may be rotated with together.
Claims (18)
1. A valve timing adjusting device provided in a driving force transmission system which transmits a driving force from a driving shaft of an internal combustion engine to a camshaft which drives to open and close at least one of an intake valve and an exhaust valve, for adjusting opening-closing timing of at least one of said intake valve and said exhaust valve, comprising:
a driving-side rotor rotating together with said driving shaft of the internal combustion engine, said driving-side rotor including a housing chamber therein;
a driven-side rotor provided in said housing chamber and rotating together with said camshaft, said driven-side rotor including vanes partitioning said housing chamber into retard chambers and advance chambers, said driven-side rotor driven to rotate with respect to said driving-side rotor within a predetermined range of angle by a fluid pressure in said retard chambers and said advance chambers;
a restraining means including a contacting portion provided within said driven-side rotor and a contacted portion provided within said driving-side rotor, said restraining means restrains a relative rotation of said driven-side rotor with respect to said driving-side rotor when said contacting portion contacts said contacted portion while said driven-side rotor is at an intermediate position between both ends in a circumferential direction of the predetermined range of angle, said restraining means further including an urging means for urging said contacting portion toward said contacted portion;
an advance fluid passage being capable of supplying the fluid into said advance chambers and discharging the fluid therefrom;
a retard fluid passage being capable of supplying the fluid into said retard chambers and to discharging the fluid therefrom; and
a changeover means for changing over connection between said advance fluid passage and a fluid supply source or a drain, and for changing over connection between a retard fluid passage and said fluid supply source or said drain, wherein
said changeover means is capable of simultaneously connecting said advance fluid passage with said fluid supply source, and said advance fluid passage with said drain.
2. A valve timing adjusting device according to , further including an advance control means for supplying the fluid to said advance chamber when the engine is stopped.
claim 1
3. A valve timing adjusting device according to , wherein
claim 1
said changeover means is a valve device having a cylindrical housing and a valve member,
said cylindrical housing has a plurality of through holes for connection of said advance fluid passage, said retard fluid passage, said fluid supply source, and said drain
said valve member is reciprocally movably housed in said cylindrical housing and is moved to change communication positions among said through holes, and
said valve device is capable of selecting, by moving said valve member, a fluid passage structure connecting said advance fluid passage with said fluid supply source, and said advance fluid passage with said drain.
4. A valve timing adjusting device according to , wherein
claim 3
said valve device includes a valve operating means for urging said valve member in one direction, and an electromagnetically driving portion for driving said valve member in an opposite direction of said valve operating means, and
when an electric current is not supplied to said electromagnetically driving portion, said valve member simultaneously connects said advance fluid passage with said fluid supply source, and said advance fluid passage with said drain by an urging force of said valve operating means.
5. A valve timing adjusting device according to , wherein
claim 3
said through holes of said cylindrical housing include an advance port and a communication port communicating with said advance flow passage, a retard port communicating with said retard flow passage, an input port connected to said fluid supply source, and a drain port connected to said drain, and
said advance port communicates with said input port, and said communication port communicates with said drain port in accordance with a moving position of said valve member.
6. A valve timing adjusting device according to , wherein
claim 5
said cylindrical housing has a communication passage formed on an outer peripheral wall thereof, and
said communication passage allows said advance port to communicate with said communication port.
7. A valve timing adjusting device according to , wherein said drain port that can communicate with said advance port and said communication port are common.
claim 5
8. A valve timing adjusting device according to , further including a control means to control said changeover means so as to connect said advance fluid passage with said fluid supply source and said drain for a predetermined period when the engine starts.
claim 1
9. A valve timing adjusting device according to , wherein
claim 1
in said changeover means, a fluid passage area for connection between said advance fluid passage and said drain is less than a fluid passage area for connection between said advance fluid passage and said fluid supply source.
10. A valve timing adjusting device provided in a driving force transmission system which transmits a driving force from a driving shaft of an internal combustion engine to a camshaft which drives to open and close at least one of an intake valve and an exhaust valve, for adjusting opening-closing timing of at least one of said intake valve and said exhaust valve, comprising:
a driving-side rotor rotating together with said driving shaft of the internal combustion engine, said driving-side rotor including a housing chamber therein;
a driven-side rotor provided in said housing chamber and rotating together with said camshaft, said driven-side rotor including vanes partitioning said housing chamber into retard chambers and advance chambers, said driven-side rotor driven to rotate with respect to said driving-side rotor within a predetermined range of angle by a fluid pressure in said retard chambers and said advance chambers;
a restraining means including a contacting portion provided within said driven-side rotor and a contacted portion provided within said driving-side rotor, said restraining means restrains a relative rotation of said driven-side rotor with respect to said driving-side rotor when said contacting portion contacts said contacted portion while said driven-side rotor is at an intermediate position between both ends in a circumferential direction of the predetermined range of angle, said restraining means further including an urging means for urging said contacting portion toward said contacted portion;
an advance fluid passage being capable of supplying the fluid into said advance chambers and discharging the fluid therefrom;
a retard fluid passage being capable of supplying the fluid into said retard chambers and to discharging the fluid therefrom; and
a changeover means for changing over connection between said advance fluid passage and a fluid supply source or a drain, and for changing over connection between a retard fluid passage and said fluid supply source or said drain, wherein
said changeover means is capable of simultaneously connecting said retard fluid passage with said fluid supply source, and said retard fluid passage with said drain.
11. A valve timing adjusting device according to , further including an advance control means for supplying the fluid to said advance chamber when the engine is stopped.
claim 10
12. A valve timing adjusting device according to , wherein
claim 10
said changeover means is a valve device having a cylindrical housing and a valve member,
said cylindrical housing has a plurality of through holes for connection of said advance fluid passage, said retard fluid passage, said fluid supply source, and said drain
said valve member is reciprocally movably housed in said cylindrical housing and is moved to change communication positions among said through holes, and
said valve device is capable of selecting, by moving said valve member, a fluid passage structure connecting said retard fluid passage with said fluid supply source, and said retard fluid passage with said drain.
13. A valve timing adjusting device according to , wherein
claim 12
said valve device includes a valve operating means for urging said valve member in one direction, and an electromagnetically driving portion for driving said valve member in an opposite direction of said valve operating means, and
when an electric current is not supplied to said electromagnetically driving portion, said valve member simultaneously connects said retard fluid passage with said fluid supply source, and said retard fluid passage with said drain by an urging force of said valve operating means.
14. A valve timing adjusting device according to , wherein
claim 12
said through holes of said cylindrical housing include an retard port and a communication port communicating with said retard flow passage, an advance port communicating with said advance flow passage, an input port connected to said fluid supply source, and a drain port connected to said drain, and
said retard port communicates with said input port, and said communication port communicates with said drain port in accordance with a moving position of said valve member.
15. A valve timing adjusting device according to , wherein
claim 14
said cylindrical housing has a communication passage formed on an outer peripheral wall thereof, and
said communication passage allows said retard port to communicate with said communication port.
16. A valve timing adjusting device according to , wherein said drain port that can communicate with said retard port and said communication port are common.
claim 14
17. A valve timing adjusting device according to , further including a control means to control said changeover means so as to connect said retard fluid passage with said fluid supply source and said drain for a predetermined period when the engine starts.
claim 10
18. A valve timing adjusting device according to , wherein
claim 1
in said changeover means, a fluid passage area for connection between said retard fluid passage and said drain is less than a fluid passage area for connection between said retard fluid passage and said fluid supply source.
Applications Claiming Priority (2)
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JP2000174104A JP4207141B2 (en) | 2000-06-09 | 2000-06-09 | Valve timing adjustment device |
JP2000-174104 | 2000-06-09 |
Publications (2)
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US20010052330A1 true US20010052330A1 (en) | 2001-12-20 |
US6378475B2 US6378475B2 (en) | 2002-04-30 |
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US09/875,180 Expired - Lifetime US6378475B2 (en) | 2000-06-09 | 2001-06-07 | Valve timing adjusting device |
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US (1) | US6378475B2 (en) |
JP (1) | JP4207141B2 (en) |
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DE69703670T2 (en) | 1996-04-04 | 2001-05-10 | Toyota Motor Co Ltd | Variable valve timing control device for internal combustion engine |
DE19854891C2 (en) | 1997-11-28 | 2003-02-06 | Aisin Seiki | Valve timing control device |
JP4147435B2 (en) * | 1998-01-30 | 2008-09-10 | アイシン精機株式会社 | Valve timing control device |
JP3925672B2 (en) | 1998-05-28 | 2007-06-06 | アイシン精機株式会社 | Valve timing control device |
US6311655B1 (en) * | 2000-01-21 | 2001-11-06 | Borgwarner Inc. | Multi-position variable cam timing system having a vane-mounted locking-piston device |
-
2000
- 2000-06-09 JP JP2000174104A patent/JP4207141B2/en not_active Expired - Lifetime
-
2001
- 2001-06-07 US US09/875,180 patent/US6378475B2/en not_active Expired - Lifetime
- 2001-06-08 DE DE10127943A patent/DE10127943A1/en not_active Withdrawn
Cited By (9)
Publication number | Priority date | Publication date | Assignee | Title |
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WO2006018330A1 (en) | 2004-08-17 | 2006-02-23 | Hydraulik-Ring Gmbh | Camshaft adjusting system |
EP1787012B1 (en) * | 2004-08-17 | 2010-11-03 | Hydraulik-Ring GmbH | Camshaft adjusting system |
EP1650411A1 (en) * | 2004-10-19 | 2006-04-26 | Ford Global Technologies, LLC, A subsidary of Ford Motor Company | Camshaft phaser and method to change cam phase by use of a artificial muscle |
US20100101516A1 (en) * | 2007-01-27 | 2010-04-29 | Schaeffler Kg | Device for the combined locking and rotation angle limitation of a camshaft adjuster |
US8166934B2 (en) * | 2007-01-27 | 2012-05-01 | Schaeffler Technologies AG & Co. KG | Device for the combined locking and rotation angle limitation of a camshaft adjuster |
US20110088645A1 (en) * | 2009-10-15 | 2011-04-21 | Denso Corporation | Valve timing adjuster |
US8631773B2 (en) * | 2009-10-15 | 2014-01-21 | Denso Corporation | Valve timing adjuster |
US20180149043A1 (en) * | 2013-12-25 | 2018-05-31 | Aisin Seiki Kabushiki Kaisha | Control valve |
US10107151B2 (en) * | 2013-12-25 | 2018-10-23 | Aisin Seiki Kabushiki Kaisha | Control valve |
Also Published As
Publication number | Publication date |
---|---|
US6378475B2 (en) | 2002-04-30 |
DE10127943A1 (en) | 2002-01-31 |
JP4207141B2 (en) | 2009-01-14 |
JP2001355414A (en) | 2001-12-26 |
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