WO2012086085A1 - Dispositif de soupape variable pour moteur à combustion interne - Google Patents

Dispositif de soupape variable pour moteur à combustion interne Download PDF

Info

Publication number
WO2012086085A1
WO2012086085A1 PCT/JP2010/073441 JP2010073441W WO2012086085A1 WO 2012086085 A1 WO2012086085 A1 WO 2012086085A1 JP 2010073441 W JP2010073441 W JP 2010073441W WO 2012086085 A1 WO2012086085 A1 WO 2012086085A1
Authority
WO
WIPO (PCT)
Prior art keywords
pin
valve
retard
advance
release
Prior art date
Application number
PCT/JP2010/073441
Other languages
English (en)
Japanese (ja)
Inventor
横山　友
治仁 藤村
慶 遠藤
Original Assignee
トヨタ自動車 株式会社
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 トヨタ自動車 株式会社 filed Critical トヨタ自動車 株式会社
Priority to JP2012513799A priority Critical patent/JP5288044B2/ja
Priority to PCT/JP2010/073441 priority patent/WO2012086085A1/fr
Publication of WO2012086085A1 publication Critical patent/WO2012086085A1/fr

Links

Images

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
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/18—Rocking arms or levers
    • F01L1/185—Overhead end-pivot rocking arms
    • 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
    • F01L1/053—Camshafts overhead type
    • F01L2001/0537—Double overhead camshafts [DOHC]
    • 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
    • F01L2001/34453—Locking means between driving and driven members
    • F01L2001/34463—Locking position intermediate between most retarded and most advanced positions
    • 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
    • F01L2001/34453—Locking means between driving and driven members
    • F01L2001/34466—Locking means between driving and driven members with multiple locking devices
    • 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
    • F01L2001/34453—Locking means between driving and driven members
    • F01L2001/34469—Lock movement parallel to camshaft axis
    • 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
    • F01L2305/00—Valve arrangements comprising rollers

Definitions

  • the present invention relates to a variable valve operating apparatus for an internal combustion engine, and more particularly to a variable valve operating apparatus including a hydraulically driven variable mechanism that changes valve timing and a lock mechanism that locks the valve timing at a specific time.
  • FIG. 9A shows the internal structure of the variable mechanism 100 with the cover of the variable mechanism 100 removed
  • FIG. 9B shows a cross-sectional structure taken along line BB in FIG. 9A. Indicates.
  • FIG. 9A the rotation direction of the camshaft 200 is indicated by an arrow RC.
  • a variable mechanism 100 shown in FIG. 9 includes two rotating bodies that rotate around the same rotation axis, and one rotating body is sprocket 101 that is drivingly connected to a crankshaft via a chain (not shown).
  • the other rotating body is a vane rotor 103 that is drivingly connected to the camshaft 200.
  • a plurality of vanes 103A provided in the vane rotor 103 are accommodated in a plurality of accommodating chambers 105 formed in the housing 102, and each of the accommodating chambers 105 is advanced and retarded by a vane 103A. It is divided into and.
  • the vane 103A is displaced in the storage chamber 105 by the hydraulic pressure supplied to the advance chamber 106 and the retard chamber 107, and relative rotation occurs between the housing 102 and the vane rotor 103. Relative rotation phase, in other words, the valve timing is changed.
  • variable mechanism 100 is provided with a lock mechanism 110 that locks the valve timing at an intermediate timing between the most retarded angle timing and the most advanced angle timing (hereinafter referred to as “specific timing”).
  • the lock mechanism 110 includes a recess 112 formed in the sprocket 101 and a pin 111 accommodated in the vane 103 ⁇ / b> A so as to be close to and away from the recess 112. Yes.
  • a spring 113 for biasing the pin 111 is provided in a space for accommodating the pin 111 in the vane 103A, and a release chamber 114 to which hydraulic oil is supplied is formed.
  • the pin 111 is biased by the spring 113 in the direction of fitting into the recess 112, while the pin 111 is released from the recess 112 by a force based on the pressure of the hydraulic oil supplied to the release chamber 114, that is, the pin 111 is released. Biased in the direction.
  • the pin of the advance angle limiting mechanism (hereinafter referred to as “advance limit pin”) is inserted into the corresponding recess, thereby permitting the delay from the specific timing of the valve timing, but only the advance angle. Is regulated.
  • a pin of the retard limit mechanism (hereinafter referred to as “retard limit pin”) into the corresponding recess, the advance from the specific timing of the valve timing is allowed, but only the retard is allowed. Is regulated. That is, in such a lock mechanism, the advance angle and retard angle of the valve timing are regulated by inserting the pin of the advance angle limiting mechanism and the pin of the retard angle limiting mechanism into the corresponding recesses respectively, and the valve timing is locked at a specific time. On the other hand, when both the pins are released, the locked state is released.
  • FIG. 10C shows a change in the valve lift amount when only the retard limit pin is released in a state where the advance limit pin is fitted in the recess.
  • the lock mechanism is in the locked state (a broken line) because relative rotation occurs between the two rotating bodies so that the valve timing changes from the specific timing to the retard side due to the positive torque acting on the cam shaft.
  • the valve lift amount is reduced as compared with FIG.
  • the relative rotation between the two rotating bodies in the direction in which the valve timing changes from the specific timing to the advance side is regulated by the advance limit pin. The lift amount does not change.
  • FIG. 10 (d) shows a change in the valve lift amount when only the advance limit pin is released while the retard limit pin is inserted in the recess.
  • the lock mechanism is in a locked state (a broken line) because relative rotation occurs between the two rotating bodies so that the valve timing changes from the specific timing to the advance side due to negative torque acting on the camshaft.
  • the valve lift amount is reduced as compared with FIG.
  • the relative rotation between the two rotating bodies in the direction in which the valve timing changes from the specific timing to the retard side is restricted by the retard limit pin. The lift amount does not change.
  • the engine operating state such as the engine rotation speed or the intake air amount may change accordingly. Therefore, every time the lock mechanism is switched from the locked state to the released state, if the release order of the advance angle limit pin and the retard angle limit pin is different, the engine operating state also changes in a different manner each time.
  • an oil passage control valve that controls the supply / discharge state of hydraulic oil to / from the release chamber of the advance angle limiting mechanism and the supply / discharge state of hydraulic oil to the release chamber of the retardation limit mechanism It is also possible to control the advance angle limit pin and the retard angle limit pin by separate oil path control valves by providing separate oil path control valves for controlling. However, in this case, it is necessary to provide an oil passage control valve corresponding to each pin, and an increase in manufacturing cost is inevitable.
  • the present invention has been made in view of such circumstances, and an object thereof is to enable hydraulic oil to be supplied and discharged by a common oil passage control valve to each release chamber of the advance angle limiting mechanism and the retard angle limiting mechanism.
  • An object of the present invention is to provide a variable valve operating apparatus for an internal combustion engine that can suppress the engine operating state from changing in a different manner every time the lock mechanism is switched from the locked state to the released state.
  • a variable valve operating apparatus for an internal combustion engine includes a first rotating body that rotates in synchronization with a crankshaft and a second rotating body that rotates in synchronization with a camshaft. And a hydraulically driven variable mechanism that changes the valve timing of the valve that is driven to open and close by the camshaft by the relative rotation generated between the two rotating bodies based on the hydraulic oil pressure, and the valve timing is the most retarded An advance that limits the relative rotation between the two rotating bodies so as to restrict the change to the advance side while allowing the change to the retard side relative to the specific time between the timing and the most advanced angle time.
  • Each of the advance angle limiting mechanism and the retard angle limiting mechanism includes a pin provided on one of the rotating bodies, a recess provided on the other of the rotating bodies and into which the pin fits, and the pin serving as the recess.
  • a spring for urging the pin in a direction to be fitted into the pin, and a release chamber to which hydraulic oil for urging the pin in a direction in which the pin is removed from the recess is supplied.
  • the pins By reducing the hydraulic pressure of the chamber, the pins are fitted into the recesses to restrict relative rotation between the rotating bodies, while increasing the hydraulic pressure of the release chambers to the release hydraulic pressure.
  • the pin is removed from each of the recesses, and the restriction on the relative rotation between the two rotating bodies is released.
  • the advance angle limit mechanism and the retard angle limit mechanism are configured such that the supply / discharge state of the hydraulic oil with respect to the release chamber is controlled through a common oil passage control valve, and the variable valve apparatus includes the advance angle limit mechanism And the oil path control of the supply / discharge state of the hydraulic oil with respect to the release chambers of the two restriction mechanisms so that the pin of the same restriction mechanism is always pulled out before the other pin among the retardation restriction mechanisms. It has a control part which controls through a valve.
  • the supply / discharge state of the hydraulic fluid to the release chambers of both limiting mechanisms is common so that the pin of the same limiting mechanism is always pulled out of the advance angle limiting mechanism and the retard angle limiting mechanism before the other pin. It is controlled through the oil passage control valve. Therefore, when the lock mechanism is switched from the locked state in which the valve timing is mechanically locked at a specific time to the released state, the pin of the same limiting mechanism is always removed from the recess first. That is, the pin of the same restriction mechanism is always released first. Therefore, when the lock mechanism is switched from the locked state to the released state, the change mode of the valve lift amount generated before and after the lock mechanism is suppressed from being different every time the switch is performed.
  • the engine operating state can be supplied and discharged with the common oil passage control valve to each release chamber of the advance angle limiting mechanism and the retard angle limiting mechanism. Can be prevented from changing in a different manner each time.
  • the control unit described above is configured so that a positive torque that causes a relative rotation between the two rotating bodies so that the valve timing changes to the retarded angle side during the increase period of the valve lift amount that acts on the camshaft.
  • the first supply mode for supplying hydraulic oil to each release chamber and the valve timing change to the advance side so that the hydraulic pressure is raised and the pin of the advance angle limiting mechanism is removed from the recess.
  • a negative torque that causes a relative rotation between the two rotating bodies raises the hydraulic pressure in each release chamber during a decrease period of the valve lift amount that acts on the camshaft, so that the pin of the retardation limiting mechanism becomes the recess.
  • the oil passage control valve is set so that the hydraulic oil is supplied to each release chamber in one of the second supply modes for supplying the hydraulic oil to each release chamber so as to be removed from the release chamber. Control.
  • the oil passage control valve when the oil passage control valve is controlled with the first supply mode for supplying the hydraulic oil so as to increase the hydraulic pressure of each release chamber during the increase period of the valve lift amount in which the positive torque acts on the camshaft, the advance angle The limit pin is released before the retard limit pin.
  • the oil passage control valve is controlled with the second supply mode for supplying the hydraulic oil so as to increase the hydraulic pressure of each release chamber during the decrease period of the valve lift amount in which the negative torque acts on the cam shaft, The limit pin is released before the advance angle limit pin.
  • the supply of hydraulic oil to each release chamber is started during a period in which a positive torque is applied to the camshaft. It is preferable that supply of hydraulic oil to each release chamber is started during a period in which negative torque is acting on the camshaft.
  • the pins of the both limit mechanisms are inserted into the recesses, respectively.
  • the change in the engine operating state that occurs when only the pin of the first limiting mechanism is switched to the state of being removed from the recess is that the pin of the both limiting mechanisms is inserted into the recess from the second limit.
  • the control unit Only when the pin of the mechanism is switched to the state where it is removed from the recess, the control unit is configured so that the pin of the first limiting mechanism is always ahead of the pin of the second limiting mechanism.
  • the oil passage control valve is controlled so as to be removed from the recess.
  • the advance angle limit pin is released before the delay angle limit pin. This is different from the change in the engine operating state and the change in the engine operating state when the retard limit pin is released before the advance limit pin. For this reason, when the change in the engine operating state when the advance limit pin is released before the retard limit pin is small, the oil passage control valve is controlled so that the advance limit pin is released first. On the other hand, if the change in the engine operating state when the retard limit pin is released before the advance limit pin is small, the oil passage control valve should be controlled so that the retard limit pin is released first. Is desirable. As a result, when the lock mechanism is switched from the locked state to the released state, it is possible to suppress a significant change in the engine operating state and to stabilize the engine operating state.
  • the oil passage is set so that the advance angle limit pin is released first.
  • the oil passage control valve is set so that the retard limit pin is released first. It is desirable to control.
  • the variable mechanism changes the valve timing of the intake valve.
  • the intake valve opens when the piston of the internal combustion engine is near top dead center.
  • FIG. 3 is a cross-sectional view showing a cross-sectional structure along the line AA in FIG. 2.
  • A shows the corresponding relationship between the hydraulic oil supply state and each mode of the oil passage control valve in the variable valve operating device, and
  • A shows the corresponding relationship between the hydraulic oil supply state and each mode of the oil passage control valve in the variable valve operating device
  • (b) shows the state of the variable mechanism and the limit pin and each mode of the oil passage control valve.
  • FIG. 6 is a graph showing a difference between a valve lift amount when the lock mechanism is in a locked state and a valve lift amount when one of the advance angle limit pin and the retard angle limit pin is released first; ) Shows the change in the valve lift when only the retard limit pin is released, and (b) is a graph showing the change in the valve lift when only the advance limit pin is released.
  • the timing chart which shows transition of the valve lift amount and the torque which acts on a cam shaft, and transition of each releasable period of an advance limit pin and a retard limit pin.
  • the timing chart which shows the mode of the torque which acts on a cam shaft after engine starting, the state of the hydraulic fluid supply to a cancellation
  • (A) is an end view showing the internal structure of a conventional variable mechanism, and (b) is a cross-sectional view showing a cross-sectional structure taken along line BB in (A).
  • (A) is a graph showing the torque acting on the camshaft,
  • (b) is a graph showing the valve lift when the lock mechanism is in the locked state, and
  • (c) is the release of only the retard limit pin.
  • 6 is a graph showing a change in the valve lift when the advance limit pin is released only.
  • FIG. 1 a crankshaft 12 that converts a reciprocating motion into a rotational motion is connected to a piston 11 that is accommodated in a cylinder of the internal combustion engine 10 so as to be able to reciprocate.
  • a combustion chamber 13 is defined by the top surface of the piston 11 and the inner peripheral surface of the cylinder.
  • An intake camshaft 22 that opens and closes the intake valve 21 and an exhaust camshaft 24 that opens and closes the exhaust valve 23 are provided on the upper portion of the internal combustion engine 10.
  • an oil pan 15 that stores hydraulic oil is attached to the lower part of the internal combustion engine 10, and an oil pump 14 that is driven by the rotational force of the crankshaft 12 to assemble the hydraulic oil of the oil pan 15 is provided.
  • the variable valve operating device 20 is provided at the tip of the camshaft 22 to change the valve timing of the intake valve 21 and a specific intermediate timing (hereinafter referred to as the most advanced timing). And a hydraulic mechanism 60 that controls the hydraulic pressure of each oil chamber provided in the variable valve operating apparatus 20.
  • the sprocket 31 of the variable mechanism 25 is drivingly connected to the crankshaft 12 through a timing chain (not shown). Further, the cover 30 of the variable mechanism 25 is provided on the surface opposite to the side on which the sprocket 31 is provided.
  • the hydraulic mechanism 60 includes a hydraulic oil passage 61 and an oil passage control valve (hereinafter referred to as “OCV (Oil Control Valve)”) 62.
  • the hydraulic oil passage 61 includes a plurality of oil passages that supply the hydraulic oil of the oil pan 15 to each oil chamber, and a plurality of oil passages that return the hydraulic oil from each oil chamber to the oil pan 15. Further, the OCV 62 controls the supply / discharge state of the hydraulic oil with respect to each oil chamber provided in the variable valve apparatus 20.
  • the hydraulic oil stored in the oil pan 15 functions as a hydraulic oil for lubricating each part of the internal combustion engine 10 in addition to a function as a hydraulic oil that generates a hydraulic pressure for driving the variable valve device 20. It has also.
  • the internal combustion engine 10 is provided with various sensors for detecting the operating state of the internal combustion engine 10.
  • various sensors include a crank angle sensor 16 provided in the vicinity of the crankshaft 12 for detecting the crank angle and the engine rotational speed, and a cam provided in the vicinity of the camshaft 22 for detecting the position of the camshaft 22.
  • the control unit 18 is provided with a storage device for storing calculation results of various controls, a function map used for the calculation, and the like in addition to the calculation device and the drive circuit. And this control part 18 detects the driving
  • the valve timing of the intake valve 21 is made to match the target valve timing suitable for the engine operating state by appropriately changing the spool position of the OCV 62 based on the engine operating state. To control this.
  • FIG. 2 shows the internal structure of the variable mechanism 25 with the sprocket 31 removed.
  • the sprocket 31, the housing 32, and the cover 30 described above are fixed to each other by bolts (not shown) and rotate integrally around the rotation axis of the cam shaft 22.
  • the cover 30, the sprocket 31, and the housing 32 function as a first rotating body that is drivingly connected to the crankshaft 12.
  • the cam shaft 22 and the housing 32 are assumed to rotate in the rotational direction RC shown in FIG.
  • the housing 32 is provided with three partition portions 34 extending radially inward.
  • a vane rotor 33 that rotates about the same rotation axis as the housing 32 is accommodated in the housing 32 so as to be rotatable with respect to the housing 32.
  • the vane rotor 33 includes a boss 33A coupled to the camshaft 22 so as to be integrally rotatable, and three vanes 33B projecting radially outward from the boss 33A.
  • the boss 33 ⁇ / b> A is fixed to the end of the camshaft 22 by a center bolt 38.
  • Three housing chambers 35 are defined by the three partition portions 34 of the housing 32 and the boss 33A of the vane rotor 33, and each housing chamber 35 is divided into an advance chamber 36 and a retard chamber 37 by each vane 33B. It is partitioned.
  • the vane rotor 33 functions as a second rotating body that is drivingly connected to the cam shaft 22.
  • the variable mechanism 25 is provided with a lock mechanism 26 that holds the valve timing at a specific time suitable for engine start.
  • the lock mechanism 26 includes an advance angle limiting mechanism 40 and a retard angle limiting mechanism 50 provided in each of the separate vanes 33B.
  • the advance angle limiting mechanism 40 allows the housing 32 and the vane rotor 33 to rotate relative to each other in a manner that restricts the valve timing from changing to the advance angle side while allowing the valve timing to change from the specific time. Restrict.
  • the retard angle limiting mechanism 50 allows the housing 32 and the vane rotor 33 to rotate relative to each other in a manner that restricts the valve timing from changing to the retarded angle side while allowing the valve timing to change from the specific timing. Limit that.
  • advance angle limiting mechanism 40 and the retard angle limiting mechanism 50 are provided with a ratchet function that advances the valve timing stepwise from a timing that is behind the specific timing to a specific timing.
  • the valve timing is held at a specific time by the cooperation of the advance angle limiting mechanism 40 and the retard angle limiting mechanism 50.
  • the OCV 62 described above is built in the center bolt 38.
  • the variable mechanism 25 has a plurality of oil passages (operating oil passages 61) extending in the radial direction of the vane rotor 33 from the OCV 62 to the oil chambers of the advance chamber 36, the retard chamber 37, and the lock mechanism 26. Is provided.
  • the hydraulic oil passage 61 includes a supply oil passage 63, an advance oil passage 66, a retard oil passage 67, a release oil passage 68, and a discharge oil passage 69.
  • the OCV 62 functions as a common oil passage control valve that controls the supply / discharge state of hydraulic fluid to the advance chamber 36 and the retard chamber 37 and the first release chamber 47 and the second release chamber 57.
  • the supply oil passage 63 communicates with the oil pump 14 and the OCV 62.
  • the supply oil passage 63 has a first supply oil passage 64 connected to the advance / retard angle supply port 64P of the OCV 62 and a second supply oil connected to the release supply port 65P of the OCV 62. It branches off to the road 65.
  • the advance oil passage 66 communicates the advance port 66P of the OCV 62 and the advance chamber 36.
  • the retard oil passage 67 communicates the retard port 67P of the OCV 62 and the retard chamber 37.
  • the release oil passage 68 is configured as an oil passage that is independent of the advance oil passage 66 and the retard oil passage 67 described above, and is used for releasing the first release chamber 47 and the OCV 62 of the advance angle limiting mechanism 40 in the middle.
  • the first release oil passage 68A that communicates with the port 68P and the second release oil passage 68B that communicates between the second release chamber 57 of the retard restriction mechanism 50 and the release port 68P of the OCV 62 are branched. Yes.
  • the discharge oil passage 69 is connected to the discharge port 69 ⁇ / b> P of the OCV 62 and extends to the oil pan 15.
  • the advance angle limiting mechanism 40 includes a cylindrical advance angle limit pin 41, a first recess 43 into which the advance angle limit pin 41 is fitted, and a first spring 42 that biases the advance angle limit pin 41 toward the distal end side ZA. And a first release chamber 47 into which hydraulic oil is supplied or discharged.
  • the advance angle limiting pin 41, the first spring 42, and the first release chamber 47 are all provided in the vane 33B, while the first recess 43 is formed in the cover 30.
  • the advance angle limiting pin 41 reciprocates to the distal end side ZA and the proximal end side ZB in the vane hole 46 formed in the vane 33B, and a part of the advance angle limiting pin 41 projects to the outside of the vane 33B and fits into the first recess 43. .
  • the vane hole 46 is partitioned by the advance limit pin 41 into a first spring chamber 48 on the base end side ZB and a first release chamber 47 on the front end side ZA.
  • the first spring chamber 48 accommodates a first spring 42 that biases the advance limit pin 41 toward the distal end ZA.
  • hydraulic oil is supplied to the first release chamber 47 through the first release oil passage 68A (see FIGS. 2 and 3) described above. When the hydraulic pressure in the first release chamber 47 rises higher than the first release hydraulic pressure P1, the advance limit pin 41 is released by the urging force based on this hydraulic pressure and moves to the proximal side ZB.
  • the first recess 43 has an arc shape along the circumferential direction of the cover 30.
  • the first concave portion 43 includes a first upper step portion 44 formed with a relatively shallow depth and a first lower step portion 45 formed with a relatively deep depth.
  • the first upper stage 44 is formed on the retard side with respect to the first lower stage 45.
  • the retard limit mechanism 50 includes a cylindrical retard limit pin 51, a second recess 53 into which the retard limit pin 51 is fitted, and a second spring 52 that biases the retard limit pin 51 toward the distal end ZA. And a second release chamber 57 into which hydraulic oil is supplied or discharged.
  • the retard limit pin 51, the second spring 52, and the second release chamber 57 are all provided in the vane 33B, while the second recess 53 is formed in the cover 30.
  • the retard limit pin 51 reciprocates to the distal end side ZA and the proximal end side ZB in a vane hole 56 formed in the vane 33B, and a part of the retard angle limiting pin 51 protrudes outside the vane 33B and fits into the second recess 53. .
  • the vane hole 56 is partitioned by the retard limit pin 51 into a second spring chamber 58 on the proximal end side ZB and a second release chamber 57 on the distal end side ZA.
  • the second spring chamber 58 accommodates a second spring 52 that biases the retard limit pin 51 toward the distal end side ZA.
  • hydraulic oil is supplied to the second release chamber 57 through the above-described second release oil passage 68B (see FIGS. 2 and 3). When the hydraulic pressure in the second release chamber 57 rises above the second release hydraulic pressure P2, the retard limit pin 51 moves to the base end side ZB by the urging force based on this hydraulic pressure.
  • the second recess 53 has an arc shape along the circumferential direction of the cover 30.
  • the second concave portion 53 includes a second upper step portion 54 formed with a relatively shallow depth and a second lower step portion 55 formed with a relatively deep depth.
  • the second upper step portion 54 is formed on the retard side with respect to the second lower step portion 55.
  • Advance limit pin 41, retard limit pin 51, first upper step 44 and first lower step 45 formed in first recess 43, and second upper step formed in second recess 53 54 and the second lower stage portion 55 function as a ratchet mechanism that gradually advances the valve timing to a specific time by an alternating torque acting on the cam shaft 22. That is, the first upper step portion 44 and the first lower step portion 45 formed in the first concave portion 43 have the delay of each step portion when the advance angle limiting pin 41 is fitted into these step portions 44 and 45.
  • the angle-side inner wall restricts the displacement of the limit pin 41 toward the retard side.
  • the second upper step portion 54 and the second lower step portion 55 formed in the second recess 53 are restricted by the inner wall on the retard side of each step portion when the retard limit pin 51 is fitted.
  • the displacement of the pin 51 toward the retard angle side is regulated.
  • FIG. 4 shows a state where the lock mechanism 26 is in a locked state and the valve timing is locked at a specific time.
  • the advance limit pin 41 remains fitted in the first lower step 45 and the first lower step 45. Until it comes into contact with the inner wall 45A on the retarded side. In other words, the valve timing is allowed to change to the retard side from the specific time by an amount corresponding to the amount of displacement.
  • the retard limit pin 51 remains on the advance side of the second lower step portion 55 while being fitted into the second lower step portion 55. It can be displaced to the advance side until it comes into contact with the inner wall 55B. That is, the valve timing is allowed to change from the specific timing to the advance side by an amount corresponding to the amount of displacement.
  • each mode (spool position) of the OCV 62 and the supply / discharge state of the hydraulic oil to the advance chamber 36, the retard chamber 37, and the release chambers 47 and 57 The relationship will be described. Specifically, when the OCV 62 is switched between modes such as the first mode, the second mode, the third mode, the fourth mode, and the fifth mode through the control of the spool position of the OCV 62, the OCV 62 described above is controlled. The opening area of each port changes. Thereby, the supply / discharge state of the hydraulic oil to the advance chamber 36, the retard chamber 37, and the release chambers 47 and 57 is changed.
  • the advance / retard angle supply port 64P and the advance port 66P are communicated, and hydraulic oil is supplied from the first supply oil passage 64 to the advance oil passage 66.
  • the retard port 67P and the discharge port 69P are communicated, and the hydraulic oil is discharged from the retard oil passage 67 to the discharge oil passage 69.
  • the release port 68 ⁇ / b> P and the discharge port 69 ⁇ / b> P are communicated, and the hydraulic oil is discharged from the release oil passage 68 to the discharge oil passage 69.
  • the communication area between the advance / retard angle supply port 64P and the advance port 66P in the second mode is set to be smaller than the communication area in the first mode. For this reason, the amount of hydraulic fluid supplied from the first supply oil passage 64 to the advance oil passage 66 in the second mode is smaller than that in the first mode.
  • variable mechanism 25 advances the valve timing. Further, the advance limit pin 41 and the retard limit pin 51 are urged in the direction of fitting into the first recess 43 and the second recess 53, respectively.
  • the OCV 62 is set to the first mode when the engine is started, and is set to the second mode when the engine operation is stopped and during idle operation.
  • the release supply port 65P and the release port 68P are communicated with each other, and the first release chamber 47 and the first release port are connected from the second supply oil passage 65 through the release oil passage 68 (68A, 68B).
  • the hydraulic oil is supplied to the two release chambers 57 respectively.
  • the advance limit pin 41 and the retard limit pin 51 are released from the first recess 43 and the second recess 53, respectively, by the urging force based on the hydraulic pressure of the hydraulic oil supplied to the release chambers 47 and 57. Then, the lock mechanism 26 is released.
  • the advance / retard angle supply port 64P and the advance angle port 66P are communicated, and hydraulic oil is supplied from the first supply oil passage 64 to the advance chambers 36 via the advance oil passage 66. Further, the retard port 67P and the discharge port 69P are communicated, and the hydraulic oil in each retard chamber 37 is discharged from the retard oil passage 67 through the discharge oil passage 69. As a result, the valve timing is advanced. That is, the OCV 62 is set to the third mode when executing the advance control of the valve timing.
  • the release supply port 65P and the release port 68P are communicated with each other, and the first release chamber 47 and the first release port are connected from the second supply oil passage 65 through the release oil passage 68 (68A, 68B).
  • the hydraulic oil is supplied to the two release chambers 57 respectively.
  • the advance limit pin 41 and the retard limit pin 51 are released from the first recess 43 and the second recess 53, respectively, by the urging force based on the hydraulic pressure of the hydraulic oil supplied to the release chambers 47 and 57.
  • the lock mechanism 26 is released. Further, the advance port 66P and the retard port 67P are closed.
  • the OCV 62 is set to the fourth mode when the valve timing is maintained at the target valve timing and when the lock mechanism 26 is switched from the locked state to the released state.
  • the release supply port 65P and the release port 68P are communicated with each other, and the first release chamber 47 and the first release chamber 65 are connected from the second supply oil passage 65 through the release oil passage 68 (68A, 68B).
  • the hydraulic oil is supplied to the two release chambers 57 respectively.
  • the advance limit pin 41 and the retard limit pin 51 are released by the urging force based on the hydraulic pressure of the hydraulic oil supplied to the release chambers 47 and 57, and the lock mechanism 26 is released.
  • the advance port 66P and the discharge port 69P are communicated, and the hydraulic oil in each advance chamber 36 is discharged from the advance oil passage 66 through the discharge oil passage 69.
  • the advance / retard angle supply port 64P and the retard angle port 67P are communicated, and hydraulic oil is supplied from the first supply oil path 64 to the respective retard angle chambers 37 via the retard angle oil path 67.
  • the valve timing is retarded. That is, the OCV 62 is set to the fifth mode when executing the valve timing retardation control.
  • variable valve gear 20 When the crankshaft 12 rotates as the engine operates, the driving force is transmitted to the variable mechanism 25 via a timing chain (not shown), and the camshaft 22 rotates together with the variable mechanism 25. Thus, the intake valve 21 is opened and closed by a cam (not shown) provided on the cam shaft 22.
  • the vane 33 ⁇ / b> B is formed in the storage chamber 35 based on the hydraulic pressure of the advance chamber 36 and the retard chamber 37. Displace. Thereby, the relative rotational position of the vane rotor 33 with respect to the sprocket 31 and the housing 32, that is, the relative rotational position of the cam shaft 22 with respect to the crankshaft 12 is changed, and the valve timing of the intake valve 21 is changed.
  • the vane rotor 33 rotates relative to the housing 32 in the advance side direction. Is advanced.
  • the valve timing becomes the most advanced timing.
  • the valve timing is retarded when the vane rotor 33 rotates relative to the housing 32 in the retard angle direction.
  • the vane 33B comes into contact with the retarded side inner wall of the advance chamber 36, the valve timing becomes the most retarded timing.
  • the valve timing is retarded from the specific timing in this way, the engine operation in the combustion cycle in which the closing timing of the intake valve 21 is retarded relatively larger than the bottom dead center BDC of the piston 11, so-called “Atkinson cycle”, is performed. Will be made. Thereby, an expansion ratio can be made larger than a compression ratio, and a fuel consumption can be improved.
  • the lock mechanism 26 is switched to the locked state at the time of engine stop request so that the valve timing is locked at a specific time that is a valve timing suitable for engine start.
  • the engine stop request is executed after the internal combustion engine 10 shifts to idle operation. Therefore, when the internal combustion engine 10 shifts during idle operation, the OCV 62 is controlled so that the lock mechanism 26 is switched to the locked state. That is, when the valve timing is on the retard side with respect to the specific timing, the OCV 62 is set to the second mode. On the other hand, when the valve timing is more advanced than the specific timing, the OCV 62 is once set to the fifth mode, and the valve timing is retarded. Thereafter, the OCV 62 is set to the second mode. Accordingly, the valve timing is gradually advanced, and the hydraulic oil is discharged from the first release chamber 47 and the second release chamber 57, respectively.
  • the advance angle limit pin 41 is displaced toward the advance side by the advance side inner wall 45B of the first lower step 45, and the retard angle limit pin 51 is displaced toward the retard side by the second angle.
  • the lock mechanism 26 is locked by being regulated by the inner wall 55A on the retard side of the lower step portion 55. That is, the valve timing is locked at a specific time.
  • cranking is started with the valve timing locked at a specific time.
  • the valve timing is set to a specific timing in this way, as shown in FIG. 6, when the piston 11 is at the top dead center (exhaust top dead center or intake top dead center) TDC.
  • the intake valve 21 is opened at the same time, and the valve is closed on the retard side from the bottom dead center (intake bottom dead center) BDC. Further, the valve overlap between the exhaust valve 23 and the intake valve 21 is kept small. As a result, the compression ratio becomes a value suitable for starting the engine, the combustibility at the time of starting the engine is stabilized, and the internal combustion engine 10 can be started well.
  • the lock mechanism 26 is switched to the release state. Specifically, when the OCV 62 is set to the fourth mode, the hydraulic oil is supplied to the first release chamber 47 and the second release chamber 57 through the release oil passage 68, respectively. As described above, since the release oil passage 68 is branched into the first release oil passage 68A and the second release oil passage 68B in the middle thereof, the hydraulic oil supplied to the release oil passage 68 is These release oil passages 68A and 68B are equally supplied to both release chambers 47 and 57.
  • the engine operating state changes when the advance angle limit pin 41 is released before the retard angle limit pin 51 and the engine when the delay angle limit pin 51 is released before the advance angle limit pin 41. It is different from the change of the driving state. Specifically, under the situation where each hydraulic pressure of the advance chamber 36 and the retard chamber 37 is not sufficiently increased, one of the advance angle limit pin 41 and the retard angle limit pin 51 is not recessed. When the other is released first while being fitted in the valve, the valve lift amount changes as follows according to the pins 41 and 51 released earlier.
  • FIG. 6A shows a change in the valve lift amount when the retard limit pin 51 is released before the advance limit pin 41.
  • the retard limit pin 51 is released first, the advancement is performed during the period in which the lift amount of the intake valve 21 increases and the positive torque acts on the camshaft 22. While the angle limit pin 41 is fitted in the first lower step portion 45, the advance angle limit pin 41 is displaced toward the retard side until it contacts the inner wall 45A on the retard side of the first lower step portion 45 (FIG. 4). reference).
  • FIG. 6B shows a change in the valve lift when the advance limit pin 41 is released before the retard limit pin 51.
  • the advance angle limiting pin 41 when the advance angle limiting pin 41 is released first, it is delayed in a period in which the lift amount of the intake valve 21 is reduced and negative torque is acting on the camshaft 22.
  • the angle limiting pin 51 is displaced toward the advance side until it contacts the inner wall 55B on the advance side of the second lower step portion 55 while being fitted in the second lower step portion 55 (see FIG. 4).
  • the vane rotor 33 and the housing 32 rotate relative to each other in the direction in which the valve timing advances, the lift change of the intake valve 21 becomes faster than when the lock mechanism 26 is in the locked state (illustrated by a broken line).
  • valve lift is reduced. Therefore, compared with the case where the lock mechanism 26 is in the locked state, the engine output is reduced by reducing the amount of intake air introduced into the combustion chamber 13.
  • the retard limit pin 51 is connected to the inner wall 55A on the retard side of the second lower stage portion 55. Therefore, the displacement of the valve is restricted, so that the valve lift amount changes as in the case where the lock mechanism 26 is in the locked state.
  • the valve timing of the intake valve 21 is at a specific time, the valve timing is set so that the intake valve 21 opens at the top dead center TDC and closes on the retard side from the bottom dead center BDC.
  • the amount of intake air per hour flowing into the combustion chamber 13 when the intake valve 21 is opened the amount is reduced during the period when the valve lift amount of the intake valve 21 is increased. Becomes larger. This is because the negative pressure generated in the combustion chamber 13 is smaller and the inertial force of the intake air is smaller in the period in which the valve lift amount increases than in the period in which the valve lift amount decreases, so the average flow velocity of the intake air flowing into the combustion chamber 13 becomes smaller. It is.
  • the period in which the valve lift amount decreases and the negative torque acts on the camshaft becomes a dominant period in determining the intake air amount. Therefore, the change in the engine operating state that occurs before and after switching from the state in which the lock mechanism 26 is in the locked state to the state in which only the retard limit pin 51 is released first (FIG. 6A) is greater. This is smaller than the change in the engine operating state (FIG. 6B) that occurs before and after the state where only the advance angle limiting pin 41 is switched from the locked state to the previously released state. In other words, the degree of decrease in engine output that occurs before and after switching from the state in which the lock mechanism 26 is in the locked state to the state in which only the retard limit pin 51 is released first (FIG. 6 (a)), the lock mechanism 26 is locked. This is smaller than the degree of reduction in engine output (FIG. 6B) that occurs before and after switching from the state where only the advance angle limiting pin 41 is released to the state previously released.
  • FIG. 7 shows an example in which three cams are formed on the cam shaft 22 and the valve opening period of the intake valve 21 that is driven to open and close by the cams is 240 ° CA. The transition of the acting torque is shown respectively.
  • the lock mechanism 26 when the lock mechanism 26 is in the locked state, if a positive torque acts on the camshaft 22 as the valve lift amount increases, a force is exerted in a direction in which the vane rotor 33 is displaced toward the retard side with respect to the cover 30. Act. For this reason, the pressing force between the retard-side inner wall 55A of the second lower step portion 55 and the retard limit pin 51 is such that the advance side inner wall 45B and the advance limit pin 41 of the first lower step portion 45 It becomes larger than the pressing force. That is, a larger pressing force acts on the retard limit pin 51 than the advance limit pin 41.
  • the OCV 62 when the OCV 62 is controlled with the first supply mode for supplying the hydraulic oil so as to increase the hydraulic pressure in the release chambers 47 and 57 during the increase period of the valve lift amount in which the positive torque acts on the camshaft 22, the OCV 62 advances.
  • the angle limit pin 41 is released before the retard limit pin 51.
  • the OCV 62 is controlled with the second supply mode in which the hydraulic oil is supplied so as to increase the hydraulic pressure of the release chambers 47 and 57 during the period in which the valve lift amount on which the negative torque acts on the camshaft 22 is reduced, the OCV 62 is delayed.
  • the angle limit pin 51 is released before the advance angle limit pin 41.
  • the OCV 62 is controlled with the second supply mode. Specifically, the OCV 62 is set to the fourth mode during a period in which a negative torque is acting on the camshaft 22, whereby the hydraulic oil is supplied to the first release chamber 47 and the second release chamber 57. Supply is performed.
  • the valve timing of the intake valve 21 is set to a target valve timing suitable for the engine operating state through the control of the OCV 62.
  • the retard limit pin 51 is more advanced than the advance limit pin 41 compared to the change in the engine operating state when the advance limit pin 41 is released before the retard limit pin 51.
  • the change in the engine operating state when it is first released is smaller. Therefore, the OCV 62 is controlled so that the retard limit pin 51 is released first. Thereby, when the lock mechanism 26 is switched from the locked state to the released state, it is possible to suppress a significant change in the engine operating state and to stabilize it.
  • variable valve operating apparatus 20 is provided with a single OCV 62, and hydraulic fluid for the advance chamber 36, the retard chamber 37, the first release chamber 47, and the second release chamber 57 is provided by this OCV 62.
  • the supply / discharge state is controlled. Therefore, the number of parts can be reduced and the manufacturing cost of the variable valve operating apparatus 20 can be reduced as compared with a configuration in which a plurality of OCVs are provided.
  • variable valve operating apparatus for an internal combustion engine is not limited to the configuration exemplified in the above-described embodiment, and may be implemented as, for example, the following form obtained by appropriately modifying this embodiment. it can.
  • the OCV 62 is set to the fourth mode during the period in which the negative torque is acting on the camshaft 22 in order to release the retard limit pin 51 before the advance limit pin 41.
  • An example is shown in which the supply of hydraulic oil to the first release chamber 47 and the second release chamber 57 is started.
  • the hydraulic pressures of the first release chamber 47 and the second release chamber 57 are changed from the first release hydraulic pressure P1 and the second release hydraulic pressure P2 during a period in which a positive torque is applied to the camshaft 22.
  • the pressure may be increased to a low value, and after that, after the negative torque starts to act on the camshaft 22, it may be increased to the release hydraulic pressure.
  • each mode of OCV62 shown in the said embodiment is set to the fourth mode during the period in which the negative torque is acting on the camshaft 22 to release the retard limit pin 51 before the advance limit pin 41, Thereafter, an example in which the advance angle limiting pin 41 is released while the mode of the OCV 62 is maintained in the fourth mode is shown.
  • the mode of the OCV 62 may be changed after the retard limit pin 51 is released. For example, after only the retard limit pin 51 is released, the OCV 62 may be set to the fifth mode and the advance angle limit pin 41 may be released.
  • the OCV 62 is set to the fourth mode during the period in which the negative torque is acting on the camshaft 22 in order to release the retard limit pin 51 before the advance limit pin 41.
  • the example in which the advance angle limiting pin 41 is released during the period in which the positive torque is applied to the camshaft 22 by maintaining the fourth mode is shown.
  • the hydraulic oil is not supplied to the release chambers 47 and 57 after the OCV 62 is set to the fourth mode and the retard limit pin 51 is released during a period in which negative torque is acting on the camshaft 22.
  • the OCV 62 is once set to the first mode or the second mode, and then the OCV 62 is set to the fourth mode again during a period in which the positive torque is acting on the camshaft 22 to advance the advance angle limiting pin 41. May be canceled.
  • the first release chamber has a first supply mode in which hydraulic oil is supplied so as to increase the hydraulic pressure of each release chamber 47, 57 during the increase period of the valve lift amount in which positive torque acts on the camshaft 22.
  • the OCV 62 may be controlled such that hydraulic oil is supplied to the 47 and the second release chamber 57. For example, a change in the engine operating state that occurs before and after the advance angle limit pin 41 is switched from a state in which the lock mechanism 26 is in a locked state to a state in which the advance angle limit pin 41 is released before the delay angle limit pin 51 causes the delay angle limit pin 51 to advance.
  • the OCV 62 is controlled with the first supply mode described above, whereby the advance angle limiting pin 41 is controlled. May be canceled first. Thereby, when the lock mechanism 26 is switched from the locked state to the released state, it is possible to suppress a significant change in the engine operating state and to stabilize it.
  • the opening timing and closing timing of the intake valve when the valve timing of the intake valve is at a specific timing are not limited to those exemplified in the above embodiment, but may be engine demand characteristics such as engine output characteristics and fuel consumption characteristics. It can also be changed accordingly. Then, based on the opening timing and closing timing of the intake valve thus set, the engine operating state should be canceled first when the lock mechanism 26 is shifted from the locked state to the released state.
  • the pins 41 and 51 it is possible to achieve operational effects according to the operational effects shown in the above (1), (2), and (4).
  • the advance angle limiting pin 41 in consideration of the change in the engine operating state that occurs before and after the lock mechanism 26 is switched from the locked state to the released state of one of the pins 41, 51, the advance angle limiting pin 41 and The example in which the pin to be released first among the retard limit pins 51 is determined is shown. However, even if such a change in the engine operating state is not taken into consideration, the hydraulic oil supply / discharge state is controlled to release the advance angle limit pin 41 and the retard angle limit pin 51 at different timings. Each effect shown in 1) and (4) can be exhibited.
  • a plurality of step portions 44, 45, 54, and 55 are formed in the first recess 43 of the advance angle limiting mechanism 40 and the second recess 53 of the retard angle limiting mechanism 50, respectively.
  • An example in which the angle limiting mechanism 40 and the retardation limiting mechanism 50 function also as a ratchet mechanism is shown.
  • the functions and effects shown in (1) to (4) above can be achieved.
  • the ratchet mechanism is configured as a mechanism for advancing the valve timing that is on the retard side with respect to the specific time.
  • the ratchet mechanism may be configured to also have a mechanism for retarding the valve timing that is on the more advanced side than the specific time.
  • the advance angle limit pin 41 is provided on the vane rotor 33 and the first recess 43 is provided on the cover 30, while the retard limit pin 51 is provided on the cover 30 and the second recess 53 is provided on the vane rotor 33. You may do it.
  • variable valve gear 20 may be configured such that the sprocket 31 is drivingly connected to the camshaft 22 and the vane rotor 33 is drivingly connected to the crankshaft 12. Even in this case, the above-described effects can be achieved.
  • valve timing of the intake valve 21 is changed is shown as an example of the variable valve operating device 20, but the present invention is realized as a variable valve operating device that changes the valve timing of the exhaust valve 23. It is also possible. The present invention can also be applied to each of a variable valve operating device that changes the valve timing of the intake valve 21 and a variable valve operating device that changes the valve timing of the exhaust valve 23.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)

Abstract

L'invention concerne un dispositif de soupape variable (20) équipé d'un mécanisme variable (25) actionné hydrauliquement qui change le réglage de distribution, et un mécanisme de verrouillage (26) qui verrouille le réglage de distribution durant une période prescrite entre la période d'angle le plus retardé et d'angle le plus avancé. Le mécanisme de verrouillage (26) comprend un mécanisme de limitation d'angle avancé et un mécanisme de limitation d'angle retardé, et le réglage de distribution est mécaniquement verrouillé pour une période prescrite par coopération de ces mécanismes. Le mécanisme de limitation d'angle avancé et le mécanisme de limitation d'angle retardé ont chacun une chambre de libération dans laquelle de l'huile de fonctionnement est alimentée pour commander le fonctionnement de ces mécanismes L'alimentation/la décharge de l'huile de fonctionnement pour ces chambres de libération est commandée par un OCV commun (62). Une unité de commande (18) commande l'alimentation/la décharge de l'huile de fonctionnement pour les chambres de libération des deux mécanismes de limitation au moyen d'un OCV commun (62) afin de toujours libérer la broche du même mécanisme de limitation, soit le mécanisme de limitation d'angle avancé, soit le mécanisme de limitation d'angle retardé, avant de libérer la broche de l'autre mécanisme de limitation.
PCT/JP2010/073441 2010-12-24 2010-12-24 Dispositif de soupape variable pour moteur à combustion interne WO2012086085A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
JP2012513799A JP5288044B2 (ja) 2010-12-24 2010-12-24 内燃機関の可変動弁装置
PCT/JP2010/073441 WO2012086085A1 (fr) 2010-12-24 2010-12-24 Dispositif de soupape variable pour moteur à combustion interne

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2010/073441 WO2012086085A1 (fr) 2010-12-24 2010-12-24 Dispositif de soupape variable pour moteur à combustion interne

Publications (1)

Publication Number Publication Date
WO2012086085A1 true WO2012086085A1 (fr) 2012-06-28

Family

ID=46313381

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2010/073441 WO2012086085A1 (fr) 2010-12-24 2010-12-24 Dispositif de soupape variable pour moteur à combustion interne

Country Status (2)

Country Link
JP (1) JP5288044B2 (fr)
WO (1) WO2012086085A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105026702A (zh) * 2013-07-31 2015-11-04 爱信精机株式会社 内燃机的控制装置
US10989079B2 (en) 2018-02-27 2021-04-27 Mitsubishi Electric Corporation Control device and control method for valve timing adjustment device
US11098618B2 (en) 2018-02-27 2021-08-24 Mitsubishi Electric Corporation Valve timing adjustment device

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002357106A (ja) * 2001-03-28 2002-12-13 Denso Corp バルブタイミング調整装置
JP2004257313A (ja) * 2003-02-26 2004-09-16 Aisin Seiki Co Ltd 弁開閉時期制御装置
JP2006009673A (ja) * 2004-06-25 2006-01-12 Hitachi Ltd 内燃機関のバルブタイミング制御装置
JP2007255258A (ja) * 2006-03-22 2007-10-04 Hitachi Ltd 可変バルブタイミング制御装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002357106A (ja) * 2001-03-28 2002-12-13 Denso Corp バルブタイミング調整装置
JP2004257313A (ja) * 2003-02-26 2004-09-16 Aisin Seiki Co Ltd 弁開閉時期制御装置
JP2006009673A (ja) * 2004-06-25 2006-01-12 Hitachi Ltd 内燃機関のバルブタイミング制御装置
JP2007255258A (ja) * 2006-03-22 2007-10-04 Hitachi Ltd 可変バルブタイミング制御装置

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105026702A (zh) * 2013-07-31 2015-11-04 爱信精机株式会社 内燃机的控制装置
JPWO2015015824A1 (ja) * 2013-07-31 2017-03-02 アイシン精機株式会社 内燃機関の制御装置
US9874156B2 (en) 2013-07-31 2018-01-23 Aisin Seiki Kabushiki Kaisha Control device for internal combustion engine
US10989079B2 (en) 2018-02-27 2021-04-27 Mitsubishi Electric Corporation Control device and control method for valve timing adjustment device
US11098618B2 (en) 2018-02-27 2021-08-24 Mitsubishi Electric Corporation Valve timing adjustment device

Also Published As

Publication number Publication date
JPWO2012086085A1 (ja) 2014-05-22
JP5288044B2 (ja) 2013-09-11

Similar Documents

Publication Publication Date Title
US6439184B1 (en) Valve timing adjusting system of internal combustion engine
JP5873339B2 (ja) 内燃機関のバルブタイミング制御装置
JP5550480B2 (ja) 内燃機関のバルブタイミング制御装置
JP4358180B2 (ja) 内燃機関のバルブタイミング制御装置
JP4411814B2 (ja) バルブタイミング調整装置
JP4776447B2 (ja) 内燃機関の可変動弁装置
US20070251475A1 (en) Valve timing control apparatus of internal combustion engine
JP5763432B2 (ja) 内燃機関のバルブタイミング制御装置
JP4609729B2 (ja) 弁開閉時期制御装置
JP5321911B2 (ja) 弁開閉時期制御装置
JP2002070596A (ja) 内燃機関の吸気弁駆動制御装置
JP5288044B2 (ja) 内燃機関の可変動弁装置
JP2009264133A (ja) カム位相可変型内燃機関
JP5288043B2 (ja) 内燃機関の可変動弁装置
JP6036600B2 (ja) 弁開閉時期制御装置
JP4932761B2 (ja) 内燃機関のバルブタイミング制御装置
US9157342B2 (en) Valve timing control apparatus for internal combustion engine
JP2013096376A (ja) 弁開閉制御装置
JP5282850B2 (ja) 内燃機関の可変動弁装置
JP5793107B2 (ja) 内燃機関の可変動弁装置
JP4645561B2 (ja) 弁開閉時期制御装置
JP2008184952A (ja) エンジンの可変動弁装置
JPH10159515A (ja) 内燃機関のバルブタイミング制御装置
JP3817065B2 (ja) 内燃機関のバルブタイミング制御装置
WO2014112055A1 (fr) Dispositif de commande pour moteur à combustion interne

Legal Events

Date Code Title Description
WWE Wipo information: entry into national phase

Ref document number: 2012513799

Country of ref document: JP

121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 10860911

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 10860911

Country of ref document: EP

Kind code of ref document: A1