US20170159508A1 - Hydraulic circuit for internal combustion engine - Google Patents

Hydraulic circuit for internal combustion engine Download PDF

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Publication number
US20170159508A1
US20170159508A1 US15/115,538 US201515115538A US2017159508A1 US 20170159508 A1 US20170159508 A1 US 20170159508A1 US 201515115538 A US201515115538 A US 201515115538A US 2017159508 A1 US2017159508 A1 US 2017159508A1
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US
United States
Prior art keywords
oil
exhaust side
vvt
side camshaft
rotor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Abandoned
Application number
US15/115,538
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English (en)
Inventor
Hideaki Kusanagi
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mikuni Corp
Original Assignee
Mikuni Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mikuni Corp filed Critical Mikuni Corp
Assigned to MIKUNI CORPORATION reassignment MIKUNI CORPORATION ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: KUSANAGI, HIDEAKI
Publication of US20170159508A1 publication Critical patent/US20170159508A1/en
Abandoned legal-status Critical Current

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Classifications

    • 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
    • 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
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F02D13/0215—Variable control of intake and exhaust valves changing the valve timing only
    • F02D13/0219—Variable control of intake and exhaust valves changing the valve timing only by shifting the phase, i.e. the opening periods of the valves are constant
    • 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
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to a hydraulic circuit for an internal combustion engine, and more particularly, is suitably used in a hydraulic circuit for an internal combustion engine including a variable valve timing mechanism for optimally controlling an open/close timing of an intake/exhaust valve depending on an operating state.
  • an internal combustion engine for example, a four-stroke engine to be used for a motorcycle, an outboard motor or a snowmobile
  • an oil pump for supplying oil from an oil pan disposed in an engine bottom portion to each mechanism unit in an upper part thereof.
  • oil pressure fed from the oil pump is supplied to a camshaft or a crankshaft through a cylinder head. Consequently, each mechanism unit such as the camshaft or the crankshaft is lubricated and cooled by the oil.
  • FIG. 5 is a diagram showing a passage for oil in the engine. As shown in FIG. 5 , the oil stored in an oil pan 11 is sucked by an oil pump 12 and is pressure fed to a main gallery 14 through an oil filter 13 . Then, the oil is supplied from the main gallery 14 to various mechanism units 15 , and finally drops by its own weight and returns to the oil pan 11 .
  • the engine is provided with a control mechanism referred to as a variable valve timing mechanism (VVT).
  • VVT is used for optimally controlling an open/close timing of an intake/exhaust valve of a cam depending on an operating state, thereby achieving compatibility of an enhancement in torques in low and medium speed regions and an enhancement in an output in a high speed region, a reduction in Nox, an enhancement in fuel consumption and the like.
  • Control of oil pressure for controlling the open/close timing of the intake/exhaust valve is performed by an oil control valve (OCV).
  • OCV oil control valve
  • FIG. 6 is a diagram showing a passage for oil of an engine including the VVT. As shown in FIG. 6 , the oil is supplied from the main gallery 14 to a VVT (OCV) 16 in addition to various mechanism units 15 and the open/close timing of the intake/exhaust valve is controlled by oil pressure of the oil.
  • VVT VVT
  • a dedicated pump for the VVT 16 is provided in addition to the oil pump 12 to enable a reduction in necessary oil pressure as a whole and a decrease in the size of the engine (for example, see Patent Document 1).
  • the hydraulic circuit for the engine described in the Patent Document 1 includes the first hydraulic pump and the second hydraulic pump which are to be driven synchronously with the crankshaft.
  • the first hydraulic pump supplies, to the main gallery of the engine, oil regulated into predetermined pressure by the first relief valve.
  • the second hydraulic pump sucks the oil from the main gallery and supplies the oil to the valve control device.
  • the second hydraulic pump corresponds to a VVT dedicated pump.
  • Patent Document 1 Japanese Patent No. 3507649
  • Patent Document 2 Japanese Patent No. 3368785
  • the present invention has been made to solve the problem and has an object to reduce a load of a VVT and enable the VVT to be operated with a high responsiveness without requiring an increase in a size and a rise in oil pressure in a hydraulic circuit for an internal combustion engine provided with a dedicated pump for supplying the oil pressure to the WT.
  • the present invention provides a hydraulic circuit for an internal combustion engine including a second oil pump as a dedicated pump for supplying oil to a VVT in addition to a first oil pump for supplying the oil from an oil pan to a main gallery, wherein a variable valve timing mechanism has a rotor for being rotated in connection with at least one of an intake side camshaft and an exhaust side camshaft and a return spring for energizing to hold the rotor in a maximum phase angle state in stoppage of the internal combustion engine, and driving force of the second oil pump is obtained from the camshaft to which the rotor is connected.
  • the present invention having the structure described above, it is possible to reduce an increase in a torque required for operating the VVT by the energizing force of the return spring. Consequently, it is possible to reduce a load of the VVT required for changing a rotation phase of the camshaft, thereby operating the VVT with a high responsiveness without requiring an increase in a size and a rise in oil pressure.
  • FIG. 1 is a typical diagram showing an example of a schematic structure of a hydraulic circuit for an internal combustion engine according to the present embodiment.
  • FIG. 2 is a sectional side view showing a structure of an oil passage between an OCV and an exhaust side VVT.
  • FIG. 3 is a sectional plan view showing an internal structure of the exhaust side VVT.
  • FIG. 4 is a typical diagram showing another example of the structure of the hydraulic circuit for the internal combustion engine according to the present embodiment.
  • FIG. 5 is a diagram showing a passage for oil in an engine.
  • FIG. 6 is a diagram showing a passage for oil in an engine using a VVT.
  • FIG. 1 is a typical diagram showing an example of a schematic structure of a hydraulic circuit for an internal combustion engine according to the present embodiment.
  • components having the same reference numerals as those shown in FIG. 5 have the same functions.
  • a first oil pump 12 sucks oil from an oil pan 11 and supplies the oil to a main gallery 14 through an oil filter 13 .
  • the oil stored in the oil pan 11 is sucked by the first oil pump 12 and is pressure fed to the main gallery 14 through the oil filter 13 .
  • the oil is supplied from the main gallery 14 to various mechanism units 15 , and finally drops by its own weight and returns to the oil pan 11 .
  • a second oil pump 21 sucks the oil from the main gallery 14 and supplies the oil to an exhaust side VVT 24 through an OCV 22 .
  • the exhaust side VVT 24 changes a rotation phase of an exhaust side camshaft 26 with respect to a crankshaft (not shown) to an advance angle side and a delay angle side, thereby controlling a valve timing of an exhaust valve (not shown) to be opened/closed by the exhaust side camshaft 26 .
  • An intake side camshaft 25 and the exhaust side camshaft 26 are supported rotatably by an intake side cylinder head 27 and an exhaust side cylinder head 28 , respectively.
  • the exhaust side camshaft 26 is provided with the exhaust side VVT 24 .
  • the second oil pump 21 is connected to the exhaust side camshaft 26 to obtain the driving force of the second oil pump 21 from the exhaust side camshaft 26 (which will be described below in detail).
  • FIG. 2 is a sectional side view showing a structure of an oil passage between the OCV 22 and the exhaust side VVT 24 .
  • FIG. 3 is a sectional plan view showing an internal structure of the exhaust side VVT 24 .
  • the exhaust side VVT 24 includes a housing 31 , a rotor 32 , a return spring 33 and a gear 34 .
  • the rotor 32 is connected to the exhaust side camshaft 26 and is thus rotated.
  • the housing 31 has four spaces into which four protruded vanes provided in the rotor 32 are to be inserted.
  • the vanes of the rotor 32 are configured rotatably to an advance angle side and a delay angle side within a range shown in an arrow A.
  • Each of the four spaces is divided into an advance angle hydraulic chamber 35 a and a delay angle hydraulic chamber 35 b by the vanes of the rotor 32 .
  • the advance angle hydraulic chamber 35 a and the delay angle hydraulic chamber 35 b communicate with the OCV 22 through an advance angle oil passage 37 and a delay angle oil passage 38 respectively as shown in FIG. 2 .
  • the OCV 22 switches a supply-exhaust state of oil with respect to the advance angle hydraulic chamber 35 a and the delay angle hydraulic chamber 35 b.
  • FIG. 3 shows a state in which the oil pressure is applied to the advance angle hydraulic chamber 35 a so that the vanes of the rotor 32 are moved to a most advance angle side.
  • the rotor 32 is rotated to the advance angle side so that the rotation phase of the exhaust side camshaft 26 is changed.
  • a valve timing of an exhaust valve (not shown) to be opened/closed by the exhaust side camshaft 26 is advanced in an angle corresponding to the same phase as compared with a real situation.
  • the oil is supplied from the OCV 22 to the delay angle hydraulic chamber 35 b through the delay angle oil passage 38 , and furthermore, the oil is returned from the advance angle hydraulic chamber 35 a to the OCV 22 through the advance angle oil passage 37 and oil pressure is thus applied to the delay angle hydraulic chamber 35 b.
  • the rotor 32 is rotated to the delay angle side (the advance angle hydraulic chamber 35 a side) by energizing force based on the oil pressure in the delay angle hydraulic chamber 35 b.
  • the rotor 32 is rotated to the delay angle side so that the rotation phase of the exhaust side camshaft 26 is changed.
  • a valve timing of an exhaust valve (not shown) to be opened/closed by the exhaust side camshaft 26 is delayed in an angle corresponding to the same phase as compared with a real situation.
  • the return spring 33 is configured like a coil, and has one of ends fixed to the housing 31 with a body fixing hook 33 a and the other end fixed to the rotor 32 with a rotor fixing hook 33 b as shown in FIG. 3 . Consequently, the return spring 33 is energized in such a manner that the rotor 32 is held in a most advance angle state (a state shown in FIG. 3 ) in stoppage of the engine (when the oil pressure is not applied).
  • a timing belt (not shown) is laid over the gear 34 and rotating force is transmitted from the crankshaft to the exhaust side camshaft 26 through the timing belt and the gear 34 .
  • the second oil pump 21 is connected to the exhaust side camshaft 26 to which the rotor 32 is connected so that the driving force of the second oil pump 21 is obtained from the exhaust side camshaft 26 .
  • the exhaust side camshaft 26 is rotated upon receipt of the transmission of the rotating force from the crankshaft through the timing belt.
  • the second oil pump 21 is driven with the rotating force of the exhaust side camshaft 26 set to be power, and sucks the oil from the main gallery 14 and supplies the oil to the OCV 22 .
  • the present embodiment having such a structure, it is possible to reduce an increase in a torque required for operating the exhaust side VVT 24 by the energizing force of the return spring 33 . Consequently, it is possible to reduce a load of the exhaust side VVT 24 required for changing the rotation phase of the exhaust side camshaft 26 , thereby operating the exhaust side VVT 24 with a high responsiveness without requiring an increase in a size and a rise in oil pressure.
  • both the intake side camshaft 25 and the exhaust side camshaft 26 are provided with the VVTs 23 and 24 .
  • the second oil pump 21 sucks the oil from the main gallery 14 and supplies the oil to the intake side VVT 23 and the exhaust side VVT 24 through the OCV 22 .
  • the intake side VVT 23 and the exhaust side VVT 24 change the rotation phases of the intake side camshaft 25 and the exhaust side camshaft 26 with respect to the crankshaft (not shown) to the advance angle side and the delay angle side, thereby controlling the valve timings of the intake valve and the exhaust valve (neither of them are shown) to be opened/closed by the intake side camshaft 25 and the exhaust side camshaft 26 .
  • the intake side VVT 23 shown in FIG. 4 also includes a rotor and a return spring for energizing to hold the rotor in a most delay angle state in the stoppage of the engine.
  • the driving force of the second oil pump 21 is obtained from the exhaust side camshaft 26 to which the exhaust side VVT 24 is connected. It is also possible to obtain the driving force of the second oil pump 21 from the intake side camshaft 25 to which the intake side VVT 23 is connected.
  • the second oil pump 21 is preferably connected to the intake side camshaft 25 .
  • the intake side VVT 23 is provided in only the intake side camshaft 25 .
  • the second oil pump 21 is connected to the intake side camshaft 25 , and sucks oil from the main gallery 14 and supplies the oil to the intake side VVT 23 through the OCV 22 . Then, the driving force of the second oil pump 21 is obtained from the intake side camshaft 25 to which the intake side VVT 23 is connected.
  • a place where the second oil pump 21 sucks the oil is not restricted to the main gallery 14 .
  • the second oil pump 21 may suck the oil from a downstream of the first oil pump 12 or may suck the oil from the oil pan 11 .
  • the oil pressure required for the second oil pump 21 is lower in the suction of the oil from the downstream of the first oil pump 12 provided in an upper part of the oil pan 11 than that in the suction of the oil from the oil pan 11 . In this respect, it is preferable that the oil should be sucked from the downstream of the first oil pump 12 .

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve Device For Special Equipments (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
US15/115,538 2014-01-31 2015-01-28 Hydraulic circuit for internal combustion engine Abandoned US20170159508A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
JP2014-016506 2014-01-31
JP2014016506A JP2015143484A (ja) 2014-01-31 2014-01-31 内燃機関の油圧回路
PCT/JP2015/052272 WO2015115450A1 (fr) 2014-01-31 2015-01-28 Circuit hydraulique pour moteur à combustion interne

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US20170159508A1 true US20170159508A1 (en) 2017-06-08

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US15/115,538 Abandoned US20170159508A1 (en) 2014-01-31 2015-01-28 Hydraulic circuit for internal combustion engine

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US (1) US20170159508A1 (fr)
EP (1) EP3101241A4 (fr)
JP (1) JP2015143484A (fr)
WO (1) WO2015115450A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20170362973A1 (en) * 2016-06-20 2017-12-21 Ford Global Technologies, Llc Engine assembly
US10494961B2 (en) 2017-06-28 2019-12-03 Borgwarner Inc. Camshaft driven pump for a hydraulic cam phaser

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2020143587A (ja) * 2019-03-04 2020-09-10 いすゞ自動車株式会社 内燃機関の可変動弁装置
CN112302752A (zh) * 2019-07-25 2021-02-02 句容嘉晟汽车配件有限公司 一种vvt系统

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20030188704A1 (en) * 2002-04-09 2003-10-09 Ford Global Technologies, Inc. Variable cam timing unit oil supply arrangement
US6964249B2 (en) * 2003-08-08 2005-11-15 Hitachi, Ltd. Valve timing control system for internal combustion engine
US20110232595A1 (en) * 2010-03-26 2011-09-29 Aisin Seiki Kabushiki Kaisha Valve timing control apparatus

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JP3368785B2 (ja) * 1997-02-04 2003-01-20 スズキ株式会社 船外機のオイルポンプ
JP3507649B2 (ja) * 1997-03-14 2004-03-15 株式会社日立ユニシアオートモティブ エンジンの油圧回路
JP2004060572A (ja) * 2002-07-30 2004-02-26 Aisin Seiki Co Ltd 内燃機関のバルブタイミング制御装置
JP2005061261A (ja) * 2003-08-08 2005-03-10 Hitachi Unisia Automotive Ltd 内燃機関の可変動弁装置
JP5093256B2 (ja) * 2010-01-29 2012-12-12 株式会社デンソー バルブタイミング調整装置
JP2011236781A (ja) * 2010-05-07 2011-11-24 Aisin Seiki Co Ltd 弁開閉時期制御装置
GB2484123B (en) * 2010-09-30 2015-01-21 Mechadyne Internat Ltd Cam summation engine valve system
JP5908317B2 (ja) * 2012-03-29 2016-04-26 本田技研工業株式会社 油圧供給構造

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20030188704A1 (en) * 2002-04-09 2003-10-09 Ford Global Technologies, Inc. Variable cam timing unit oil supply arrangement
US6964249B2 (en) * 2003-08-08 2005-11-15 Hitachi, Ltd. Valve timing control system for internal combustion engine
US20110232595A1 (en) * 2010-03-26 2011-09-29 Aisin Seiki Kabushiki Kaisha Valve timing control apparatus

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20170362973A1 (en) * 2016-06-20 2017-12-21 Ford Global Technologies, Llc Engine assembly
US10487705B2 (en) * 2016-06-20 2019-11-26 Ford Global Technologies, Llc Engine assembly
US10494961B2 (en) 2017-06-28 2019-12-03 Borgwarner Inc. Camshaft driven pump for a hydraulic cam phaser

Also Published As

Publication number Publication date
EP3101241A4 (fr) 2017-08-16
WO2015115450A1 (fr) 2015-08-06
EP3101241A1 (fr) 2016-12-07
JP2015143484A (ja) 2015-08-06

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Owner name: MIKUNI CORPORATION, JAPAN

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:KUSANAGI, HIDEAKI;REEL/FRAME:039294/0475

Effective date: 20160715

STCB Information on status: application discontinuation

Free format text: ABANDONED -- FAILURE TO RESPOND TO AN OFFICE ACTION