WO2017104246A1 - Dispositif de commande de calage de distribution pour moteur à combustion interne - Google Patents

Dispositif de commande de calage de distribution pour moteur à combustion interne Download PDF

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Publication number
WO2017104246A1
WO2017104246A1 PCT/JP2016/080510 JP2016080510W WO2017104246A1 WO 2017104246 A1 WO2017104246 A1 WO 2017104246A1 JP 2016080510 W JP2016080510 W JP 2016080510W WO 2017104246 A1 WO2017104246 A1 WO 2017104246A1
Authority
WO
WIPO (PCT)
Prior art keywords
timing control
hole
valve timing
combustion engine
internal combustion
Prior art date
Application number
PCT/JP2016/080510
Other languages
English (en)
Japanese (ja)
Inventor
徹 四宮
Original Assignee
日立オートモティブシステムズ株式会社
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 日立オートモティブシステムズ株式会社 filed Critical 日立オートモティブシステムズ株式会社
Priority to CN201680073874.7A priority Critical patent/CN108368756A/zh
Priority to US16/063,105 priority patent/US20200088071A1/en
Priority to JP2017556387A priority patent/JPWO2017104246A1/ja
Priority to DE112016005764.4T priority patent/DE112016005764T5/de
Priority to MX2018007344A priority patent/MX2018007344A/es
Publication of WO2017104246A1 publication Critical patent/WO2017104246A1/fr

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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
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
    • F16K47/00—Means in valves for absorbing fluid energy
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F01L2001/34423—Details relating to the hydraulic feeding circuit
    • F01L2001/34426—Oil control valves
    • F01L2001/3443—Solenoid driven oil control valves
    • 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
    • F01L2001/34469—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
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F01L2001/3445—Details relating to the hydraulic means for changing the angular relationship
    • F01L2001/34479—Sealing of phaser devices
    • 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
    • F01L2250/00—Camshaft drives characterised by their transmission means
    • F01L2250/02—Camshaft drives characterised by their transmission means the camshaft being driven by chains
    • 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
    • F01L2250/00—Camshaft drives characterised by their transmission means
    • F01L2250/04—Camshaft drives characterised by their transmission means the camshaft being driven by belts

Definitions

  • the present invention relates to a valve timing control device for an internal combustion engine that variably controls the opening / closing timing of an intake valve and an exhaust valve of the internal combustion engine according to an operating state.
  • Patent Document 1 As a conventional valve timing control device, for example, there is one described in Patent Document 1 below applied to the exhaust valve side.
  • the valve timing control device includes a housing in which rotational force is transmitted from a crankshaft via a timing belt, a vane rotor that is housed in the housing so as to be relatively rotatable and fixed to an end of a camshaft, It is provided in a sliding hole formed in the inner axial direction of the vane rotor so as to be movable, and the tip portion engages with a lock hole formed in the rear plate of the housing to restrict relative rotation of the vane rotor with respect to the housing.
  • a torsion spring is provided inside the front end of the housing, one end of which is fixed to the front plate of the housing and the other end is engaged and fixed to the communication hole to relatively rotate the vane rotor to the advance side.
  • the communication hole for discharging hydraulic oil from the back pressure chamber is formed so as to penetrate in the direction of the internal axis of the vane rotor.
  • the outer diameter of the vane rotor must be increased by an amount corresponding to the penetration formation to ensure a formation space. For this reason, the radial size of the entire apparatus including the vane rotor and the housing is inevitably increased.
  • An object of the present invention is to provide a valve timing control device capable of suppressing an increase in overall size by forming a passage for discharging oil and air in a back pressure chamber without increasing the outer diameter of the vane rotor. .
  • one end of the camshaft is provided by a cam bolt inserted into the housing through which the rotational force is transmitted from the crankshaft and a hydraulic oil chamber is provided, a bolt insertion hole, and the bolt insertion hole.
  • a vane rotor which is accommodated in the housing so as to be relatively rotatable and which separates the hydraulic oil chamber from the retarded working chamber and the advanced working chamber, and a lock formed on the inner end surface of the housing.
  • a hole and a sliding hole formed in the inner axial direction of the vane rotor are movably provided, and an axial tip is engaged with and disengaged from the lock hole to lock the relative rotational position of the vane rotor with respect to the housing.
  • a locking member for releasing the lock or a locking member for releasing the lock, and a back pressure chamber provided on the front side opposite to the camshaft of the sliding hole.
  • a biasing member that biases the lock member in the direction of the lock hole, a communication passage communicating with the vane rotor with the bolt insertion hole and the back pressure chamber, an inner peripheral surface of the bolt insertion hole, and a shaft of the cam bolt
  • An annular passage that is formed between the outer peripheral surface of the portion and has one end communicating with the communication passage and the other end communicating with a drain hole formed in the camshaft.
  • FIG. 2 is a sectional view taken along line AA in FIG. 1.
  • the valve timing control device includes a timing pulley 1 that is rotationally driven via a timing belt by a crankshaft (not shown) of the engine, and is rotatable relative to the timing pulley 1.
  • a phase conversion mechanism 3 disposed between the timing pulley 1 and the camshaft 2 for converting the relative rotational phases of the two and 1 and the operation of the phase change mechanism 3.
  • a lock mechanism 4 for locking.
  • the timing pulley 1 is formed integrally with a housing body 11 described later, and integrally has a plurality of gear portions 1a around which a timing belt (not shown) is wound.
  • the camshaft 2 is rotatably supported by a cylinder head (not shown) via a cam bearing, and a plurality of drive cams that open the intake valve (not shown) against a spring force of a valve spring at a predetermined position on the outer peripheral surface.
  • the camshaft 2 is formed with a bolt hole 2b through which a shaft portion 6b of a cam bolt 6 to be described later is inserted in the inner axial direction of the one end portion 2a.
  • a female screw hole 2c into which a male screw portion 6d formed on the outer peripheral surface of the tip portion of the shaft portion 6b is screwed is formed on the tip side of the bolt hole 2b.
  • the cam bolt 6 is formed on the outer periphery of the hexagonal head portion 6a, the shaft portion 6b integrally provided at one end portion of the head portion 6a via a flange-shaped seat portion 6c, and the distal end portion of the shaft portion 6b.
  • the male threaded portion 6d is formed on the outer periphery of the hexagonal head portion 6a, the shaft portion 6b integrally provided at one end portion of the head portion 6a via a flange-shaped seat portion 6c, and the distal end portion of the shaft portion 6b.
  • the male threaded portion 6d is formed on the outer periphery of the hexagonal head portion 6a, the shaft portion 6b integrally provided at one end portion of the head portion 6a via a flange-shaped seat portion 6c, and the distal end portion of the shaft portion 6b.
  • the male threaded portion 6d is formed on the outer periphery of the hexagonal head portion 6a, the shaft portion 6b integrally provided at one end portion of the head portion
  • the phase conversion mechanism 3 includes a housing 5 disposed on the one end 2 a side of the camshaft 2, and is fixed to the one end 2 a of the camshaft 2 from the axial direction by the cam bolt 6 so as to be relatively rotatable in the housing 5.
  • 25 each of the retard oil chamber 9 and the advance oil chamber 10 which are the advance oil chambers, and each retard oil chamber 9 and each advance oil chamber 10 separated by 25 respectively.
  • a hydraulic circuit that selectively supplies and discharges hydraulic pressure.
  • the housing 5 includes a substantially cylindrical housing main body 11 having both ends opened in the axial direction, a front plate 12 closing the axial front end opening of the housing main body 11, and a rear closing the axial rear end opening of the housing main body 11.
  • Plate 13 The housing main body 11, the front plate 12, and the rear plate 13 are integrally coupled together by four bolts 14 from the axial direction.
  • the housing body 11 is integrally formed of a sintered metal material, the timing pulley 1 is integrally provided on the outer periphery, and the four first to second positions are arranged at substantially equal intervals in the circumferential direction of the inner peripheral surface.
  • Four shoes 8a to 8d are integrally projected inward.
  • Each of the shoes 8a to 8d is formed in a substantially trapezoidal shape when viewed from the side, and a substantially U-shaped seal member 16 is fitted and fixed in a seal groove formed along the axial direction at each tip portion. ing. Further, bolt insertion holes 17 through which the bolts 14 are inserted are formed in the radially outer peripheral sides of the shoes 8a to 8d, that is, in the inner axial direction on the base portion side that is a connecting portion to the inner peripheral surface of the housing body 11. Has been.
  • the front end surface of the housing body 11 is formed with a double-leaf-shaped first seal groove 11a into which a first seal member 15 for sealing between the front end surface of the housing body 11 and the front plate 12 is fitted and fixed. Has been.
  • the front plate 12 is formed in a relatively thin metal disk shape by forging, casting, pressing, or the like, and has a large diameter into which the head 6a of the cam bolt 6 can be fitted inside a cylindrical portion 12a that is integrally provided at the center. A hole 12b is formed. In addition, four bolt insertion holes 12c through which the respective bolts 14 are inserted are formed in the circumferentially equidistant positions on the outer peripheral side of the front plate 12.
  • a plug 18 that closes the large-diameter hole 12b is attached to the cylindrical portion 12a of the front plate 12.
  • the plug 18 is formed in a cylindrical shape with a lid, and an external thread portion 18b is formed on the outer periphery of the cylindrical portion 18a.
  • the external thread portion 18b is formed on the inner peripheral surface of the large-diameter hole 12b.
  • a hexagonal portion 18d with which a tool such as a spanner engages is integrally provided at the center of the outer surface of 18c.
  • a seal ring 26 is fitted and fixed between the inner surface of the outer peripheral portion of the lid wall 18c and the cylindrical portion 12a.
  • the rear plate 13 is formed into a metal disk shape by forging, casting, or pressing, and a support hole that is an insertion hole in which the one end 2a of the camshaft 2 is inserted and rotatably supported at the center. 13a is penetratingly formed.
  • four female screw holes 13b into which the male screw portions at the tip portions of the respective bolts 14 are screwed are formed at circumferentially equidistant positions on the outer peripheral side of the rear plate 13.
  • the rear plate 13 is integrally formed with a cylindrical portion 13c extending along the axial direction so as to cover the outer peripheral surface of the camshaft 2 at the hole edge of the support hole 13a.
  • each advance angle side oil groove 19 that are second oil passages communicating with each advance angle oil chamber 10 are formed radially from the center of the support hole 13a.
  • a double-leaf-shaped second seal groove 13d Formed on the outer peripheral side of the inner end surface is a double-leaf-shaped second seal groove 13d in which a second seal member 27 for sealing between the rear end surface of the housing body 11 and the rear plate 13 is fitted and fixed.
  • the vane rotor 7 is integrally formed of sintered metal, and is a cylinder fixed from the axial direction to one end 2a of the camshaft 2 by a cam bolt 6 inserted from the axial direction into a bolt insertion hole 7a formed at the center. And the four first to fourth vanes 22 to 25 projecting radially from the outer circumferential surface of the rotor portion 21 at substantially equal intervals in the circumferential direction.
  • the rotor portion 21 is configured to rotate while sliding on the seal member 16 that is fitted and fixed to the upper surface of the tip of each shoe 8a to 8d on the outer peripheral surface. Further, as shown in FIG. 3, the rotor portion 21 has four retarded-side oil holes 20 communicating with the retarded oil chambers 9 in the radial direction on both sides of the vanes 22 to 25 along the radial direction. Each is formed through. Further, as shown in FIGS. 1 and 3, a first fitting groove 21 a into which the tip of one end 2 a of the camshaft 2 is fitted is formed at the center of the end surface of the rotor portion 21 on the camshaft 2 side. On the other hand, as shown in FIGS.
  • a second fitting groove 21 b into which the seat portion 6 c of the cam bolt 6 is fitted is formed at the center of the end surface on the front plate 12 side.
  • the bottom surface of the second fitting groove 21b is formed as a seating surface 21c on which the end surface of the seat portion 6c is seated.
  • the vanes 22 to 25 are arranged between the shoes 8a to 8d, respectively.
  • substantially U-shaped seal members 28 that are in sliding contact with the inner peripheral surface 11a of the housing main body 11 are fitted and fixed in seal grooves formed in the axial direction on the respective front end surfaces.
  • the first vane 22 is formed to have the maximum width, and the other three second to fourth vanes 23 to 25 are sufficiently smaller in width than the first vane 22 and substantially the same width. Is set to In this way, the weight balance of the entire vane rotor 7 is made uniform by reducing the widths of the other three vanes 23 to 25 with respect to the first vane 22 having the maximum width.
  • the lock mechanism 4 includes a sliding hole 29 formed through the first vane 22 in the direction of the internal axis, and is slidably accommodated in the sliding hole 29, so that the rear
  • the vane rotor 7 is formed by a lock pin 30 which is a lock member provided so as to be movable back and forth with respect to the plate 13 side and a substantially central predetermined position in the radial direction of the rear plate 13.
  • the lock hole 31 is a lock recess that locks the lock pin 31 and the engagement / disengagement mechanism that engages or disengages the tip of the lock pin 30 with the lock hole 31 in accordance with the starting state of the engine. Yes.
  • the sliding hole 29 has an inner peripheral surface formed in a stepped diameter shape, and has a small diameter hole 29a on the front end side on the rear plate 13 side and a large diameter hole 29b on the rear end side.
  • the small diameter hole 29a and the large diameter An annular first step portion 29c is formed between the hole 29b.
  • the lock pin 30 has a small-diameter portion including a tip end portion that slides in the small-diameter hole 29a and has an outer peripheral surface formed in a stepped diameter shape corresponding to the lock hole 31 and the sliding hole 29.
  • 30a a large-diameter portion 30b which is provided on the outer periphery of the rear end portion and slides in the large-diameter hole 29b, and a second step portion 30c formed between the small-diameter portion 30a and the large-diameter portion 30b. is doing.
  • the tip of the small diameter portion 30a is solid, and the outer peripheral surface is formed in a columnar shape.
  • an annular guide ring 31a that slides and guides the tip of the lock pin 30 is press-fitted and fixed to the inner peripheral surface.
  • the lock hole 31 is formed at a position near the advance oil chamber 10 in the circumferential direction, that is, at a position facing the lock pin 30 from the axial direction when the vane rotor 7 rotates relative to the maximum retard angle side. Is formed. Therefore, when the lock pin 30 is engaged with the lock hole 31, the relative rotation angle between the housing 5 and the vane rotor 7 is set to be the maximum retard conversion angle that is optimal for engine starting.
  • annular pressure receiving chamber 33 is formed between the first step portion 29 c of the sliding hole 29 and the second step portion 30 d of the lock pin 30.
  • the pressure receiving chamber 33 constitutes a part of a release oil passage described later.
  • the sliding hole 29 is formed with a back pressure chamber 29d separated in cooperation with the lock pin 30 at the rear end.
  • the engagement / disengagement mechanism is elastically mounted between the inner bottom surface of the cylindrical groove formed in the inner axial direction on the rear end side of the lock pin 30 and the inner end surface of the front plate 12, and moves the lock pin 30 in the advancing direction (lock hole). 31) and a release passage that supplies hydraulic pressure into the pressure receiving chamber 33 to move the lock pin 30 backward against the spring force of the coil spring 32.
  • the release passage is formed in the inner circumferential direction across the sliding hole 29 of the first vane 22, and is supplied to the retarded oil chamber 9 and the advanced oil chamber 10, respectively.
  • the first oil hole 41a is formed in the inside along the width direction of the first vane 22 from one end opening formed on one side face of the first vane 22 facing the one advance oil chamber 10, and the other end The opening faces the pressure receiving chamber 33.
  • the second oil hole 41b is formed inside the first vane 22 along the same width direction from the one end opening of the first vane 22 facing the retarded oil chamber 9, and the other end opening. Faces the same pressure receiving chamber 33 from the opposite side.
  • the hydraulic pressure supplied from the oil holes 41a and 41b to the pressure receiving chamber 33 acts on the second step portion 30c to cause the lock pin 30 to resist the spring force of the coil spring 32 in the disengagement direction, that is, to move backward.
  • the engagement with the lock hole 31 at the front end of the lock pin is released to allow free relative rotation of the vane rotor 7 with respect to the housing 5.
  • positioning means is provided between the camshaft 2 and the vane rotor 7 for positioning the camshaft 2 and the vane rotor 7 in the circumferential direction when these are fastened by the cam bolts 6.
  • the positioning means includes a pin fixing hole 35a (a part of an advance side passage 35 described later) formed in the internal axial direction from the distal end surface of the one end 2a of the camshaft 2.
  • the positioning pin 50 whose base end portion is press-fitted and fixed to the first fitting groove 21a from the seating surface 21c of the second fitting groove 21b of the rotor portion 21 is engaged with the distal end portion 50a of the positioning pin 50.
  • a U-shaped positioning hole 51 to be joined.
  • the hydraulic circuit selectively supplies hydraulic pressure to each retard / advance oil chamber 9, 10 or discharges the oil in each retard / advance oil chamber 9, 10.
  • a pair of retarded sides formed in one end portion 2 a of the camshaft 2 in the inner axial direction and the radial direction and communicated with the retarded side oil holes 20.
  • An advance side passage 35 that is formed in parallel with each retard angle side passage 34 in the inner axial direction and the radial direction from one end portion 2a of the camshaft 2 and communicates with each advance angle side oil groove 19.
  • An electromagnetic switching valve 36 provided between the passages 34, 35, an oil pump 37 that selectively supplies hydraulic pressure to the passages 34, 35 via the electromagnetic switching valve 36, and each retard side, advance angle And a drain passage 38 that selectively communicates with the side passages 34 and 35 via an electromagnetic switching valve 36. Note that the suction passage 37 a and the drain passage 38 of the oil pump 37 communicate with the oil pan 39.
  • Each of the retard side and advance side passages 34 and 35 communicates with the retard port and advance port of the electromagnetic switching valve 36 at one end and the other end via a groove groove (not shown).
  • the oil grooves 19 and the oil holes 20 communicate with each other.
  • the electromagnetic switching valve 36 is a four-port three-position valve, and selectively selects each retardation port, advance port, discharge passage 37a and drain passage 38 of the oil pump 37 by an output signal from a controller (not shown). Switching control is performed.
  • the controller detects the current engine operating state by inputting information signals from various sensors such as a crank angle sensor, an air flow meter, a water temperature sensor, a throttle valve opening sensor, etc., which are not shown in the figure.
  • a control current is output to the solenoid of the electromagnetic switching valve 36 in accordance with the engine operating state.
  • 40 is a pilot-type pressure control valve provided on the downstream side of the discharge passage 37b of the oil pump 37, and 41 is a filter.
  • the rotor portion 21 of the vane rotor 7, the first vane 22, the camshaft 2, etc. communicate with the back pressure chamber 29 d of the sliding hole 29 and the outside, and hydraulic oil or air that flows into the back pressure chamber 29 d.
  • a discharging means is provided for discharging the air to the outside and ensuring good slidability of the lock pin 30 in the sliding hole 29.
  • the discharge means is a second communication groove formed along the radial direction from the inner edge of the back pressure chamber 29d on the front end surface of the first vane 22 on the front plate 12 side.
  • a passage groove 54 formed between the axial groove 53 and the positioning hole 51 and formed along the radial direction on a seating surface 21c on which the seat 6c of the cam bolt 6 is seated, and a bolt of the rotor 21
  • An annular passage 55 that is formed between the inner peripheral surface of the insertion hole 7a and the shaft portion 6b and communicates with the passage groove 54 via the positioning hole 51, and the inner periphery of the bolt hole 2b of the camshaft 2 Is formed between the surface of the cam bolt 6 and the outer peripheral surface of the cam bolt 6, and has one end 56 a in the axial direction.
  • a cylindrical discharge passage 56 communicating with the annular passage 55 and the inside of the one end portion 2a of the camshaft 2 are formed along the radial direction, and an inner end opening communicates with the other end side of the discharge passage 56.
  • the drain hole 57 is mainly composed of.
  • a cylindrical drain groove 58 is formed along the axial direction on the inner peripheral surface of the cylindrical portion 13c of the rear plate 13.
  • the drain groove 58 has one end 58a in the axial direction at the camshaft 2.
  • An opening is formed in the vicinity of the flange portion 2d provided integrally with the outer periphery of the one end portion 2a so as to communicate with the outside.
  • the radial groove 52 is coupled to the axial groove 53 from a right angle direction, and one end opening faces the side edge of the back pressure chamber 29d.
  • the axial groove 53 is simply formed by cutting out a part of the inner peripheral surface of the second fitting groove 21b of the rotor portion 21 and extending along the axial direction up to the seating surface 21c. While being shortened, the inner end faces the edge of the positioning hole 51.
  • the radial groove 52, the axial groove 53, the passage groove 54, and the positioning hole 51 are formed in a cross-sectional crank shape and continuously communicate with the discharge passage 56, the drain hole 57, and the drain groove 58 on the downstream side.
  • the controller maintains the non-energized state of the coil of the electromagnetic switching valve 36.
  • the discharge passage 37b of the oil pump 37 and the retard side passage 34 are made to communicate with each other, and at the same time, the advance side passage 35 and the drain passage 38 are made to communicate with each other.
  • each retarded oil chamber 9 flows into each retarded oil chamber 9 through the electromagnetic switching valve 36, the retarded-side passage 34, etc., and the retarded oil chamber 9 becomes high pressure.
  • the hydraulic oil in each advance oil chamber 10 passes through the advance side passage 35 and is discharged from the drain passage 38 into the oil pan 39, and the inside of each advance oil chamber 10 becomes low pressure.
  • the vane rotor 7 is maintained in the locked state at the initial stage of the cranking at the start of the engine, and is at the most retarded relative rotational position. Therefore, the smooth cranking not only provides good startability, but also suppresses flapping and suppresses interference between the vanes 22 to 25 and the shoes 8a to 8d. As a result, it is possible to sufficiently suppress the occurrence of hitting sound due to such interference. In particular, it is possible to sufficiently suppress the occurrence of interference hitting sound between the first vane 22 and the shoes 8a and 8b.
  • the pump discharge pressure is supplied from each oil hole 20 to each retarded oil chamber 9, and this hydraulic pressure also flows into the pressure receiving chamber 33 from the second communication hole 41b, thereby increasing the pressure of the lock pin 30.
  • the tip part moves backward from the lock hole 31 and the free rotation of the vane rotor 7 with respect to the housing 5 is ensured.
  • the vane rotor 7 rotates relative to the housing 5 in the clockwise direction, and the other side surface of the first vane 22 abuts against the opposite side surface of the second shoe 8b, and further clockwise rotation is restricted. .
  • the relative rotation phase of the camshaft 2 with respect to the timing pulley 1 is converted to the most advanced angle side.
  • the opening / closing timing of the intake valve is controlled to the most advanced angle side, and the performance of the engine in such an operating region can be improved.
  • the oil or air that has flowed into the back pressure chamber 29 d flows from the annular groove 55 into the discharge passage 56 through the radial groove 52, the axial groove 53, the passage groove 54, and the positioning hole 51. To do. Further, since it can be quickly discharged to the outside through the drain hole 57 and the drain groove 58 through the flange portion 2d formed on the outer periphery of the one end portion 2a of the camshaft 2, the axial movement of the lock pin 30, that is, the lock The engagement / disengagement movement to the hole 31 is improved.
  • the inner peripheral surface of the second fitting groove 21b formed in the rotor portion 21 is not formed in the axial direction of the rotor portion, such as a passage as a discharging means, like the communication hole of the prior art described above.
  • the axial groove 53 having a short length and the existing positioning hole 51 were used.
  • the discharge passage 56 is formed using a gap between the inner peripheral surface of the bolt hole 2 b of the camshaft 2 and the outer peripheral surface of the shaft portion 6 b of the cam bolt 6. For this reason, the magnitude
  • the outer diameter of the rotor portion 21 must be increased to ensure a space for forming the portion.
  • the axial groove 53 which is a part of the discharging means is formed using the inner peripheral surface of the second fitting groove 21b without forming the rotor part 21 so as to penetrate the existing positioning hole 51. Since the discharge passage 56 is formed by using a part of the passage as a passage and further using a cylindrical gap between the inner peripheral surface of the camshaft 2 and the outer peripheral surface of the cam bolt 6, the outer diameter of the rotor portion 21. There is no need to increase the size. Therefore, it is possible to suppress an increase in the size of the entire apparatus.
  • the inner peripheral surface of the existing second fitting groove 21b, the positioning hole 51, and the camshaft 2 and the cam bolt 6 are used as a part of the discharging means, there is no need to process the passage specially. Manufacturing work is facilitated, and an increase in cost can be suppressed.
  • the radial groove 52, the axial groove 53, the passage groove 54, the second fitting groove 21b, the positioning hole 51, and the like can be formed together in the mold when the vane rotor 7 is sintered. The forming operation becomes easy.
  • drain hole 57 is formed so as to penetrate along the radial direction passing through the axis of the camshaft 2 by a drill tool or the like, this processing operation is also easy.
  • the passage groove 54 between the axial groove 53 and the positioning hole 51 is formed by cutting out the seating surface 21c on which the seat 6 of the cam bolt 6 is seated from the radial direction, the seating surface 21c is effective. Since a sufficient area can be secured, a decrease in the fastening force of the cam bolt 6 can be suppressed.
  • each advance side oil groove 19 is formed along the radial direction on the inner end face of the rear plate 13, it is not necessary to increase the axial length, and the axial length of the apparatus can also be reduced.
  • the oil discharged to the outside from the drain hole 57 is received by the bottom surface of the drain groove 58 and is guided as it is toward the flange portion 2d of the camshaft 2, and from here to the outside through the outer surface of the flange portion 2d. Discharged. That is, the oil flowing out from the drain hole 57 is guided by the drain groove 58 in a direction sufficiently away from the timing pulley 1 in the axial direction of the camshaft 2, and further adheres to the outer surface of the flange portion 2d.
  • the oil adhering to the outer surface of the flange portion 2d is scattered in an annular shape from the outer peripheral edge of the flange portion 2 to the outside by the centrifugal force when the camshaft 2 rotates. For this reason, since the discharged oil does not adhere to the timing pulley 1, it is possible to suppress the occurrence of slipping between the gear portions 1 a of the timing pulley 1 and the timing belt.
  • the hydraulic pressure from the retarded oil chamber 9 and the hydraulic pressure from the advanced oil chamber 10 are used, but only the hydraulic pressure from the retarded oil chamber 9 is used. It is also possible. If this valve timing control device is provided on the exhaust valve side, the oil pressure discharged from the oil pump is supplied to each advance oil chamber 10 at the initial stage of engine start. It is possible to use only the hydraulic pressure in the chamber 10.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Valve Device For Special Equipments (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Abstract

L'invention concerne un dispositif de commande de calage de distribution comprenant : un trou d'insertion de boulon (7a) qui est formé de manière à s'étendre à une position faisant face axialement à un trou de boulon (2b) formé dans l'arbre à cames (2) de la section de rotor (21) d'un rotor à aubes (7) et à travers lequel est insérée la section de tige (6b) d'un boulon de came (6) ; une rainure radiale (52,) une rainure axiale (53) et une rainure de passage (54) qui sont formées sur le côté de l'extrémité avant du rotor à aubes de manière à s'étendre radialement et axialement depuis le trou d'insertion de boulon et qui sont en communication avec une chambre de contre-pression (29d) ; et un passage de décharge (56) qui est formé entre la surface périphérique interne du trou de boulon et la surface périphérique externe de la section tige du boulon de came, possède une extrémité en communication avec la rainure de passage (54) et l'autre extrémité en communication avec un orifice d'écoulement (57) formé dans l'arbre à cames. L'invention permet ainsi de former un passage pour décharger de l'air, etc. à l'intérieur de la chambre de contre-pression sans augmenter le diamètre externe du rotor à aubes et, par conséquent, une augmentation de la taille de l'ensemble du dispositif de commande de calage de distribution peut être réduite.
PCT/JP2016/080510 2015-12-18 2016-10-14 Dispositif de commande de calage de distribution pour moteur à combustion interne WO2017104246A1 (fr)

Priority Applications (5)

Application Number Priority Date Filing Date Title
CN201680073874.7A CN108368756A (zh) 2015-12-18 2016-10-14 内燃机的气门正时控制装置
US16/063,105 US20200088071A1 (en) 2015-12-18 2016-10-14 Valve timing control device for internal combustion engine
JP2017556387A JPWO2017104246A1 (ja) 2015-12-18 2016-10-14 内燃機関のバルブタイミング制御装置
DE112016005764.4T DE112016005764T5 (de) 2015-12-18 2016-10-14 Ventilzeitsteuervorrichtung für einen verbrennungsmotor
MX2018007344A MX2018007344A (es) 2015-12-18 2016-10-14 Dispositivo de control de tiempos de valvula para motor de combustion interna.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2015-246817 2015-12-18
JP2015246817 2015-12-18

Publications (1)

Publication Number Publication Date
WO2017104246A1 true WO2017104246A1 (fr) 2017-06-22

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PCT/JP2016/080510 WO2017104246A1 (fr) 2015-12-18 2016-10-14 Dispositif de commande de calage de distribution pour moteur à combustion interne

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US (1) US20200088071A1 (fr)
JP (1) JPWO2017104246A1 (fr)
CN (1) CN108368756A (fr)
DE (1) DE112016005764T5 (fr)
MX (1) MX2018007344A (fr)
WO (1) WO2017104246A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102018113977A1 (de) * 2018-06-12 2019-12-12 ECO Holding 1 GmbH Nockenwelleneinheit und Verfahren zur Herstellung einer Nockenwelleneinheit

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0771211A (ja) * 1993-06-30 1995-03-14 Unisia Jecs Corp 内燃機関のバルブタイミング制御装置
JP2000282819A (ja) * 1999-03-30 2000-10-10 Aisin Seiki Co Ltd 弁開閉時期制御装置
JP2002188415A (ja) * 2000-12-18 2002-07-05 Mitsubishi Electric Corp バルブタイミング調整装置
JP2011064105A (ja) * 2009-09-16 2011-03-31 Hitachi Automotive Systems Ltd 内燃機関のバルブタイミング制御装置

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103590869A (zh) * 2012-08-14 2014-02-19 日立汽车系统株式会社 内燃机的气门正时控制装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0771211A (ja) * 1993-06-30 1995-03-14 Unisia Jecs Corp 内燃機関のバルブタイミング制御装置
JP2000282819A (ja) * 1999-03-30 2000-10-10 Aisin Seiki Co Ltd 弁開閉時期制御装置
JP2002188415A (ja) * 2000-12-18 2002-07-05 Mitsubishi Electric Corp バルブタイミング調整装置
JP2011064105A (ja) * 2009-09-16 2011-03-31 Hitachi Automotive Systems Ltd 内燃機関のバルブタイミング制御装置

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DE112016005764T5 (de) 2018-08-30
CN108368756A (zh) 2018-08-03
MX2018007344A (es) 2018-08-24
US20200088071A1 (en) 2020-03-19
JPWO2017104246A1 (ja) 2018-09-27

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