WO2017159159A1

WO2017159159A1 - Control valve used for valve timing control device for internal combustion engine, method for controlling same, and valve timing control system for internal combustion engine

Info

Publication number: WO2017159159A1
Application number: PCT/JP2017/005088
Authority: WO
Inventors: 保英 ▲高▼田; 哲也澁川
Original assignee: 日立オートモティブシステムズ株式会社
Priority date: 2016-03-18
Filing date: 2017-02-13
Publication date: 2017-09-21
Also published as: JP6650999B2; JPWO2017159159A1

Abstract

Provided is a control valve (SV) capable of switching between the following positions: a first position for providing communication between an ignition advance port (P1) and a drain port (P4) and also providing communication between an ignition delay port (P2) and a supply port (P3); a second position for limiting communication between the ignition delay port (P2) and an ignition delay passage (L2) and also limiting communication between the ignition advance port (P1) and an ignition advance passage (L1); a third position for providing communication between the ignition delay port (P2) and the drain port (P4) and also providing communication between the ignition advance port (P1) and the supply port (P3); and a fourth position for providing communication between the ignition advance port (P1), the ignition delay port (P2), and the drain port (P4) and limiting communication between the ignition advance port (P1), the ignition delay port (P2), and the supply port (P3).

Description

Control valve used in valve timing control device for internal combustion engine, control method therefor, and valve timing control system for internal combustion engine

The present invention relates to a valve timing control system for an internal combustion engine, which is used in a valve timing control device for an internal combustion engine, and is used for supply control of a working pressure of a retarded and advanced working chamber and a release hydraulic pressure of a lock pin.

As a conventional valve timing control system for an internal combustion engine, for example, a system described in Patent Document 1 below has been proposed.

That is, the valve timing control system for an internal combustion engine is mainly composed of a hydraulic valve timing control device and a control valve used for operation control of the valve timing control device, and the control valve operates to advance the valve timing control device. The connection between the chamber or the retard working chamber and the hydraulic oil supply passage or the discharge passage is selectively switched, and the release hydraulic pressure of the lock pin is supplied through the retard working chamber.

Here, the release hydraulic pressure of the lock pin is supplied through a groove portion that communicates the pressure receiving chamber that receives the release hydraulic pressure of the lock pin and the retarded working chamber. The mixed hydraulic oil is supplied to the advance working chamber or the retard working chamber, and the lock pin may be unintentionally released based on the pressure of the air.

Therefore, in the valve timing control system of the internal combustion engine, an air vent passage is provided between the retarded working chamber and the pressure receiving chamber in the groove, and air mixed in the hydraulic oil can be discharged through the air vent passage. Yes.

Japanese Patent No. 4168450

However, in the conventional valve timing control system for an internal combustion engine, since the air vent passage is provided, the hydraulic oil in the retarded working chamber is discharged together with the air through the air vent passage. Thus, there is a risk that a sufficient oil pressure cannot be obtained and the responsiveness of the valve timing control device is lowered.

The present invention has been devised in view of such technical problems, and is a valve timing control device for an internal combustion engine that can suppress unintentional release of a lock pin while suppressing a decrease in responsiveness of the valve timing control device. The present invention provides a control valve to be used, a control method therefor, and a valve timing control system for an internal combustion engine.

In particular, the present invention allows the advance port and the drain port to communicate with each other, restricts the communication between the retard port and the retard passage, and restricts the communication between the retard port and the supply port and the advance angle. A second position for restricting communication between the port and the advance passage, a third position for communicating the retard port and the drain port, and a communication between the advance port and the supply port, and the retard port and the advance port. And a drain port and a fourth position that restricts the communication between the retard port and the advance port and the supply port.

According to the present invention, for example, the engine can be started by discharging the hydraulic oil in the advance working chamber and the retard working chamber by controlling to the fourth position when the engine is started or stopped. The possibility that the hydraulic oil mixed with air flows into the respective working chambers can be suppressed, and the unintentional erroneous release of the lock pin based on the mixed air can be suppressed while suppressing the deterioration of the responsiveness of the valve timing control device.

In the present invention, in the fourth position control, the communication between the advance port and the retard port and the supply port is restricted, so that each of the working chambers through the supply port of hydraulic oil mixed with air is used. The inflow of the lock pin can be suppressed, and unintentional unlocking of the lock pin can be more effectively suppressed.

1 is a hydraulic circuit diagram of a valve timing control system for an internal combustion engine according to the present invention. It is sectional drawing of the valve timing control apparatus and control valve which are shown in FIG. FIG. 2 is a sectional view taken along line AA in FIG. 1. FIG. 3 is a longitudinal sectional view of the control valve shown in FIG. 2 according to the first embodiment of the present invention. FIG. 5 is an enlarged view of a main part of the spool valve for explaining the control method of the control valve shown in FIG. 4, wherein (a) shows a non-energized first position, and (b) shows a second position with a duty ratio of 10%. (C) is a diagram showing a third position with a duty ratio of 50%, and (d) is a diagram showing a fourth position with a duty ratio of 100%. It is a principal part enlarged view of the spool valve used for description of the control method of the control valve concerning 2nd Embodiment of this invention, Comprising: (a) is the 1st non-energized position, (b) is 10% of duty ratio. (C) is a diagram showing a third position with a duty ratio of 50%, and (d) is a diagram showing a fourth position with a duty ratio of 100%. It is a principal part enlarged view of the spool valve used for description of the control method of the control valve concerning 3rd Embodiment of this invention, Comprising: (a) is a 1st non-energized position, (b) is 10% of duty ratio. (C) is a diagram showing a third position with a duty ratio of 50%, and (d) is a diagram showing a fourth position with a duty ratio of 100%.

Hereinafter, embodiments of a control valve and the like used in a valve timing control device for an internal combustion engine according to the present invention will be described in detail with reference to the drawings. In the following embodiment, the control valve or the like is applied to an intake side hydraulic valve timing control system of an internal combustion engine.

(Configuration of valve timing control system for internal combustion engine)
As shown in FIGS. 1 and 2, the valve timing control system according to the present embodiment is rotatable relative to the sprocket 11 that is rotationally driven based on the rotational force transmitted to a crankshaft (not shown). A valve timing control device 1 that is interposed between the camshaft 2 and the camshaft 2 that converts the relative rotational phase of the both 11 and 2 based on the hydraulic pressure supplied and discharged via the hydraulic supply and discharge means 3; A part of the hydraulic supply / exhaust means 3 is constituted by a control valve SV used for controlling the operation of the valve timing control device 1.

The valve timing control device 1 is provided integrally with the sprocket 11 and has a housing 10 in which four first to fourth shoes S1 to S4 are projected on the inner peripheral side, and a relative relative to the inner peripheral side of the housing 10 A vane rotor 20 that is a vane member that is rotatably accommodated and has four first to fourth vanes V1 to V4 projecting from the outer peripheral side thereof is mainly configured. The working chamber formed between the shoes S1 to S4 in the circumferential direction by the vanes V1 to V4 is a pair of advance working chambers (hereinafter abbreviated as “advance chamber”) Ad. The operation is controlled by selectively supplying hydraulic pressure to the operation chambers Ad and Re via the control valve SV. The

The camshaft 2 is rotatably supported on a cylinder head (not shown) and opens an engine valve (not shown) via a drive cam (not shown) provided at a predetermined position on the outer periphery. At the front end of the camshaft 2, a rotor connection portion 2 a is provided for connection with the vane rotor 20. The rotor connection portion 2a is formed with an internal thread portion 2b to which the cam bolt 4 for fastening the vane rotor 20 is screwed along the inner axial direction. An advance angle side oil passage 2c and a retard angle side oil passage 2d constituting a part of an advance angle passage L1 and a retard angle passage L2 described later are formed.

The housing 10 is integrally formed with a sprocket 11 as a rotational force transmitting portion for transmitting the rotational force of the crankshaft by winding a timing chain (not shown), and has a cylindrical shape with openings at both axial ends. The housing body 12, a front plate 13 that closes the front end opening of the housing body 12, and a rear plate 14 that closes the rear end opening of the housing body 12 are plural (four in this embodiment) bolts. The first to fourth shoes S1 to S4 are integrally formed on the inner peripheral side of the housing main body 12 and project toward the inner peripheral side.

Each of the first to fourth shoes S1 to S4 has a substantially trapezoidal shape in plan view, and the bolts 15 are inserted in the direction of the internal axis on the base end side to fasten and fasten to the rear plate 14 together. A bolt insertion hole 11a to be provided is formed so as to penetrate therethrough, and a substantially prismatic seal member 16 is fitted in a seal groove that is recessed along the axial direction at each tip portion.

The vane rotor 20 is integrally formed of a predetermined metal material, is provided in a substantially cylindrical shape in the center, and is provided with a rotor body 21 for connection with the camshaft 2, and an outer peripheral side of the rotor body 21. The first to fourth vanes V1 to V4 that project substantially radially and serve to separate the advance chambers Ad and the retard chambers Re are mainly configured.

Each of the vanes V1 to V4 is disposed between the shoes S1 to S4, and a substantially prismatic seal member 22 is fitted into a seal groove that is recessed along the axial direction at each tip. In addition, when the seal members 22 are in sliding contact with the inner peripheral surface of the housing body 12, the working chamber formed between the shoes S1 to S4 is separated into the pair of hydraulic chambers Ad and Re. ing.

Of the vanes V1 to V4, only the first vane V1 is set to have a larger circumferential width than the other vanes V2 to V4, and abuts against the adjacent shoes S1 and S4 during the maximum relative rotation of the vane rotor 20. As a result, further rotation of the vane rotor 20 is restricted. Further, a well-known lock mechanism 30 for accommodating the phase of the vane rotor 20 when the engine is stopped, which will be described later, is accommodated and disposed inside the first vane V1.

As shown in FIG. 3 in particular, the lock mechanism 30 is slidably accommodated in a pin insertion hole 33 formed so as to penetrate the first vane V1 in the inner axial direction, and a lock recess 34 recessed in the rear plate 14. The lock pin 31 that restricts the relative rotation (movement) of the vane rotor 20 and the housing 10 by being engaged with each other and the lock pin 31 and the front plate 13 are interposed between the lock pin 31 and the sprocket 11 side. And a spring 32 that biases toward the main body.

The lock pin 31 has a cylindrical shape with a lid formed in a step diameter, and has a large diameter portion 31a that slides in an enlarged diameter portion 33a on one end side of the pin insertion hole 33, and a step with respect to the large diameter portion 31a. The inner diameter portion 31b is formed to have a reduced diameter, and the inner diameter portion 31b slides in the general portion 33b on the other end side of the pin insertion hole 33. A substantially frustoconical small-diameter portion 31c.

And between the axial direction of the step part 31d between the large diameter part 31a and the medium diameter part 31b of the lock pin 31, and the step part 33c between the enlarged diameter part 33a and the general part 33b of the pin insertion hole 33. A first pressure receiving chamber 35 is defined, and the first pressure receiving chamber 35 communicates with the retarded angle chamber Re through a communication hole 36 formed in the side surface of the first vane V1 on the retarded angle chamber Re side. It is possible. Further, a second pressure receiving chamber 37 is defined between the step portion 31e between the medium diameter portion 31b and the small diameter portion 31c of the lock pin 31 and the opening edge of the lock concave portion 34, The second pressure receiving chamber 37 can communicate with the retarded angle chamber Re through a communication groove 38 formed in the inner side surface of the first vane V1 (an end surface facing the rear plate 14).

With this configuration, the lock mechanism 30 is configured such that the small-diameter portion 31c of the lock pin 31 is pushed into the lock recess 34 by the urging force of the spring 32 at the most retarded position where the circumferential positions of the lock pin 31 and the lock recess 34 match. Thus, the relative rotation between the housing 10 and the vane rotor 20 is restricted (locked). On the other hand, when the hydraulic pressure acts on the first and second

pressure receiving chambers

35 and 37 through the communication hole 36 and the communication groove 38, the lock pin 31 is pushed away toward the front plate 13 by the hydraulic pressure, and the lock is released. It will be released.

As shown in FIGS. 1 and 2, the hydraulic supply / discharge means 3 includes an oil pump 6 that is a hydraulic supply source that pumps up the hydraulic oil in the oil pan 5 and pumps it, and the hydraulic oil pumped by the oil pump 6. Is supplied to one side of the advance chamber Ad or the retard chamber Re in accordance with a control signal from the electronic control unit 7, and the control valve SV as a flow path switching valve for guiding the other hydraulic oil to the oil pan 5. And an oil passage L communicating the control valve SV and the oil pan 5 with the advance chamber Ad and the retard chamber Re.

The oil passage L communicates an advance port P1 (described later) of the control valve SV with an advance chamber Ad of the valve timing control device 1, and an advance passage L1 that supplies and discharges hydraulic oil to and from the advance chamber Ad. , A retarding port P2 (described later) of the control valve SV and a retarding chamber Re of the valve timing control device 1, and a retarding passage L2 for supplying and discharging hydraulic oil to and from the retarding chamber Re, an oil pan 5 and the suction passage L0 that communicates with the suction port of the oil pump 6, and the discharge port of the oil pump 6 and a supply port P3, which will be described later, of the control valve SV. A supply passage L3 for supplying to the control device 1 side, a drain port P4 (described later) of the control valve SV and an oil pan 5 communicate with each other, and a drain passage L4 for returning the hydraulic oil discharged from the drain port P4 to the oil pan 5. Consists of Is, the connection state of the advance angle passage L1 and the retarded angle passage L2 and the supply passage L3 and drain passage L4 is adapted to be selectively switched by the control valve SV.

Here, the advance passage L1 passes through an advance-side oil passage 2c provided in the rotor connecting portion 2a of the camshaft 2 and through an advance chamber communication passage (not shown) provided in the vane rotor 20. It communicates with Ad. On the other hand, the retarding passage L2 passes through a retarding-side oil passage 2d provided in the rotor connecting portion 2a of the camshaft 2 and through a retarding chamber communication passage (not shown) provided in the vane rotor 20, the retarding chamber Re Communicated with.

[First Embodiment]
(Control valve configuration)
Hereinafter, a first embodiment of a control valve used in a valve timing control device for an internal combustion engine according to the present invention will be described with reference to FIGS. 2, 4, and 5. FIG.

The control valve SV is a so-called slide spool type four-port proportional electromagnetic switching valve. As shown in FIGS. 2 and 4, the shaft of the spool 42 accommodated in the valve body 41 so as to be movable in the axial direction. A spool valve 40 that switches communication states of ports P1 to P4, which will be described later, provided in the valve body 41 according to the directional position, and a base end portion of the spool valve 40 are coupled to control current from the electronic control unit 7. An electromagnetic solenoid 50 that drives the spool 42 via the movable iron core 55 with an electromagnetic force generated based on the electromagnetic force, and is attached and fixed to the internal combustion engine via a bracket 51c provided on the outer periphery of a yoke 51 described later. .

The spool valve 40 is almost entirely inserted into a valve housing hole formed in a cylinder head (not shown) of the internal combustion engine, and has a valve body having ports P1 to P4 to be described later connected to the passages L1 to L4. 41 and a spool 42 that is slidably disposed inside the valve body 41 and that switches the communication state of the ports P1 to P4 depending on the axial position.

The valve body 41 is formed in a substantially bottomed cylindrical shape by using a nonmagnetic metal material such as aluminum, for example, and via a flange portion 41a having an enlarged diameter at one end (the right end in FIG. 4). The electromagnetic solenoid 50 is fixed by caulking to one end portion of the electromagnetic solenoid 50 with a plurality of claw portions 51a projecting from one end portion (left end portion in FIG. 4) of a yoke 51 described later.

In the valve body 41, a spool housing chamber 43 for slidably housing the spool 42 is formed along the axial direction from the one end side. Further, the peripheral wall of the spool housing chamber 43 is connected to the first and second advance ports P1a and P1b connected to the advance passage L1, the retard port P2 connected to the retard passage L2, and the supply passage L3. The supply port P3 and the first drain port P4a connected to the drain passage L4 are respectively formed to open over a predetermined range in the circumferential direction, and the other end wall of the spool housing chamber 43 is provided with the first drain port P4a. Similarly to the first drain port P4a, a second drain port P4b connected to the drain passage L4 is formed with an opening, and the spool housing chamber 43 and the outside are connected to each other through the ports P1a, P1b, P2, P3, P4a, P4b. Can communicate.

Of the ports P1a, P1b, P2, P3, P4a, and P4b, the first and second advance ports P1a and P1b, the retard port P2, and the supply port P3 are provided with filters (not shown). Thus, the inflow of contamination or the like into the valve timing control device 1 is suppressed by the filter.

The spool 42 switches the communication state between the first and second advance ports P1a and P1b and the retard port P2 and the supply port P3 and the first and second drain ports P4a and P4b according to the axial position thereof. The first to third land portions H1 to H3 having three large diameters are provided in the spool housing chamber 43 so as to be slidable. A first annular groove 45 and a second annular groove 46 are formed in the first land portion H1 and the third land portion H3, respectively, in the circumferential direction. The first annular groove 45 and the second annular groove A first communication hole 47 and a second communication hole 48 that communicate with the inside and the outside of the spool 42 are formed in the bottom portion of 46 in the radial direction.

In addition, a first groove T1 is formed in a substantially annular shape along the circumferential direction between the first land portion H1 and the second land portion H2, and the second land portion H2 and the third land portion. A second groove portion T2 is formed in a substantially annular shape along the circumferential direction between the first and second groove portions T1 and H2, and is formed between the land portions H1 to H3. An outer peripheral passage is defined.

Further, an inner hole 49 is formed in the spool 42 from the one end side in the axial direction toward the other end side. The inner hole 49 communicates with the retard port P2 through a first communication hole 47 penetratingly formed at the bottom of the first annular groove 45 of the first land portion H1, and the second annular shape of the third land portion H3. The first and second advance ports P1a and P1b and the retard port P2 are communicated with the first and second advance ports P1a and P1b through the second communication holes 48 formed through the bottom of the groove 46. And the first and second drain ports P4a and P4b can communicate with each other.

A coil spring 44 as a so-called return spring is elastically mounted between the thus configured spool 42 and the other end wall of the valve body 41, and the spool 42 is urged by the urging force of the coil spring 44. Is always biased toward the first fixed iron core 53 side. Thus, the spool 42 is positioned at one end (the right end in FIG. 4) of the spool housing chamber 43 when the electromagnetic solenoid 50 is not energized, and is supplied with the coil spring 44 by supplying power to the electromagnetic solenoid 50. The spool moves axially toward the other end side (left side in FIG. 4) of the spool housing chamber 43 against the force.

More specifically, when the electromagnetic solenoid 50 is in a non-energized (OFF) state, the spool 42 is in the first position which is the axial position in FIG. 5A, and the retardation port is set via the first groove T1. The P2 and the supply port P3 communicate with each other, and the first advance port P1a and the first and second drain ports P4a and P4b communicate with each other through the second annular groove 46, the second communication hole 48, and the inner hole 49. As a result, the hydraulic oil in the advance chamber Ad is discharged, and the hydraulic pressure acts only on the retard chamber Re.

On the other hand, when the electromagnetic solenoid 50 is energized (ON), the axial position of the spool 42 is controlled to the following three positions according to the energization amount (duty ratio) to the electromagnetic solenoid 50.

When the duty ratio is 10%, the spool 42 is in the second position, which is the axial position in FIG. 5B, the retard port P2 is closed by the first land portion H1, and the third land portion. The first and second advance ports P1a and P1b are closed by H3, and the first and second advance ports P1a and P1b and the retard port P2, the supply port P3, the first and second drain ports P4a and P4b, Communication is restricted. As a result, both the hydraulic pressures in the advance chamber Ad and the retard chamber Re are maintained.

When the duty ratio is 50%, the spool 42 is in the third position, which is the axial position in FIG. 5C, and is retarded via the first annular groove 45, the first communication hole 47, and the inner hole 49. The port P2 communicates with the first and second drain ports P4a and P4b, and the first advance port P1a and the supply port P3 communicate with each other through the second groove T2. As a result, the hydraulic oil in the retard chamber Re is discharged, and the hydraulic pressure acts only on the advance chamber Ad.

When the duty ratio is 100%, the spool 42 is in the fourth position, which is the axial position in FIG. 5D, and is retarded via the first annular groove 45, the first communication hole 47, and the inner hole 49. The port P2 and the second drain port P4b communicate with each other, and the second advance port P1b and the second drain port P4b communicate with each other through the second annular groove 46, the second communication hole 48, and the inner hole 49. At this time, the supply port P3 is separated by the first and second land portions H1 and H2, and communication between the retard port P2 and the first and second advance ports P1a and P1b is restricted. . As a result, both the hydraulic oil in the advance chamber Ad and the retard chamber Re are discharged, and the supply of the hydraulic oil to the advance chamber Ad and the retard chamber Re is restricted.

In the present embodiment, the opening amount of the retard port P2 at the fourth position is configured to be larger than the opening amounts of the first and second advance ports P1a and P1b at the same position.

The electromagnetic solenoid 50 includes a yoke 51 formed in a substantially cylindrical shape by a magnetic body, a coil unit 52 that is housed and disposed on the inner peripheral side of the yoke 51, and has a coil 52b wound around the outer periphery of the bobbin 52a, and While being fixed to each axial end of the yoke 51 via the

flanges

53b and 54b at one end, the

cylindrical parts

53a and 54a on the other end are mutually connected to the inner peripheral side of the coil unit 52. A first fixed iron core 53 and a second fixed iron core 54 made of a magnetic material housed and arranged so as to face each other, and a movable iron core made of a magnetic material slidably housed on the inner peripheral side of the second fixed iron core 54. 55 and a rod 5 made of a non-magnetic material that is housed on the inner peripheral side of the first fixed iron core 53 and has one end surface in contact with the spool 42 and the other end surface in contact with the movable iron core 55. It has a, and.

The yoke 51 is formed in a cylindrical shape surrounding the outer periphery of the coil unit 52 by rounding a plate-shaped magnetic metal material and joining opposite circumferential ends thereof to each other. A plurality of first claw portions 51a and second claw portions 51b that are arranged at predetermined intervals in the circumferential direction project from the respective axial ends of the yoke 51, and the first claw portions 51a are provided. Is fixed to the outer edge of the flange portion 41a of the valve body 41, and the second claw portion 51b is fixed to the outer edge of the flange portion 54b of the second fixed iron core 54 so as to be locked.

The first and second

fixed iron cores

53 and 54 are formed in a substantially cylindrical shape by a magnetic metal material such as iron, for example, and are arranged so as to face each other, and are accommodated on the inner peripheral side of the coil unit 52, respectively.

Cylindrical portions

53a and 54a, and

flange portions

53b and 53b provided on the outer end portions of the

cylindrical portions

53a and 54a so as to have stepped diameters, respectively. And about the 1st fixed iron core 53, by crimping the 1st nail | claw part 51a of the yoke 51, it is fixed by the bobbin 52a and the valve body 41 via the flange part 53b, and is fixed to the surrounding wall of the yoke 51. Magnetically coupled. On the other hand, the second fixed iron core 54 is fixed together with the bobbin 52a via the flange portion 54b by caulking the second claw portion 51b of the yoke 51, and is magnetically coupled to the peripheral wall of the yoke 51. Has been.

The coil unit 52 is formed by winding a coil 52b around an outer periphery of a bobbin 52a formed in a substantially cylindrical shape by a resin material, and a resin connector 52c fixed to the other end of the yoke 51 and a coil connector 52c. The electronic control unit 7 is connected through a harness (not shown) to be connected. By supplying power from the electronic control unit 7, a magnetic path is formed by the yoke 51, the first and second

fixed iron cores

53, 54 and the movable iron core 55, and between the first fixed iron core 53 and the movable iron core 55. Magnetic attraction is generated.

Here, the electronic control unit 7 detects the engine operating state based on signals from various sensors such as a crank angle sensor that detects the rotational speed of the engine and an air flow meter that detects the intake air amount. Switching the ports P1 to P4 as described above (switching the oil passage L) is performed by applying a control current to the coil 52b of the control valve SV or limiting the current depending on the state.

The movable iron core 55 is formed in a substantially cylindrical shape having an outer diameter slightly smaller than the inner diameter of the second fixed iron core 54 using, for example, a magnetic metal material such as iron, and the cylindrical shape of the second fixed iron core 54. A so-called air gap (main gap) is formed between the inner peripheral side of the portion 54 a and a recess 53 c that is disposed substantially coaxially via a cap 57 made of a non-magnetic material and is drilled at the tip of the first fixed iron core 53. It is supposed to be formed. That is, the movable iron core 55 is movable relative to the second fixed iron core 54 on the inner peripheral side of the second fixed iron core 54 so as to be guided by the peripheral wall. When the coil 52b is energized, By attracting the first fixed iron core 53 to the first fixed iron core 53 side by the magnetic flux formed on the first fixed iron core 53, one end thereof (the left end in FIG. 4) is brought into contact with the inner bottom surface of the recess 53c of the first fixed iron core 53. It moves in the axial direction within the range until contact.

The rod 56 is formed in a bottomed cylindrical shape that is opened to the movable iron core 55 side by a nonmagnetic material such as stainless steel, aluminum, or resin, and has a pressing force from the spool 42 side based on the biasing force of the coil spring 44. It moves together with the movable iron core 55. Further, axial grooves 56a recessed radially inward are provided on the outer periphery of the rod 56 at substantially equal intervals in the circumferential direction, and the ends of the axial grooves 56a on the second fixed iron core 54 side. The part is formed with a communicating hole 56b communicating with the inner and outer circumferences of the rod 56 along the radial direction. The hydraulic oil flowing into the axial grooves 56a from the spool valve 40 side passes through the communicating holes 56b. By escaping to the inner peripheral side of the rod 56 and escaping through the inside of the rod 56 to the breathing hole 55a of the movable iron core 55, the axial movement of the rod 56 in the hydraulic oil is ensured.

(Operational effects of the invention according to this embodiment)
Hereinafter, the operation and characteristic effects of the control valve SV according to the present embodiment will be described with reference to FIG.

Conventionally, as described above, by providing an air vent passage in the middle of the introduction groove for introducing the release hydraulic pressure of the lock pin from the retarded angle chamber, the air contained in the hydraulic oil that generates the release hydraulic pressure is discharged. It was. For this reason, hydraulic oil in the retarded angle chamber flows out together with the air through the air vent passage, and there is a problem in that the responsiveness of the valve timing control device is lowered.

On the other hand, in the valve timing control system (control valve SV) of the internal combustion engine according to the present embodiment, first, when the engine is stopped, the axial position of the spool 42 of the control valve SV is controlled to the fourth position for a certain period of time. After the hydraulic oil in the advance chamber Ad and the retard chamber Re is discharged, the energization to the electromagnetic solenoid 50 is cut off and controlled to the first position.

In this way, when the engine is stopped, the hydraulic fluid in the advance chamber Ad and the retard chamber Re is discharged by controlling to the fourth position, so that the vane rotor 20 ( Even when the engine is stopped before the relative rotational phase of the camshaft 2) reaches the most retarded angle, the vane rotor 20 can be quickly guided to the most retarded angle phase with the alternating torque at the time of restart. Thus, good restartability can be obtained.

Subsequently, when the engine is started again after the engine is stopped, the ignition valve ON and the position of the spool 42 of the control valve SV in the axial direction are controlled to the fourth position by turning on the ignition. After the hydraulic oil is discharged, when the oil pressure of the oil pump 6 rises, the energization to the electromagnetic solenoid 50 is cut off, and the operation moves to the first position.

In this way, when the engine is started, both the advance chamber Ad and the retard chamber Re are connected to the second drain port P4b, and the hydraulic oil in the advance chamber Ad and the retard chamber Re is discharged, thereby mixing in air. It is possible to suppress the problem that the hydraulic fluid that has flowed into the retard chamber Re. As a result, it is possible to cause a sufficient hydraulic pressure to act on the retard chamber Re without unintentional release of the lock pin 31, and without sacrificing the responsiveness of the valve timing control device. The erroneous release of the lock pin 31 can be suppressed.

As described above, according to the control valve SV and its control method used in the valve timing control device 1 for an internal combustion engine according to this embodiment, and the valve timing control system for the internal combustion engine, the control proceeds to the fourth position. Since the engine can be started by discharging the hydraulic oil in the corner chamber Ad and the retarded angle chamber Re, there is no possibility that the hydraulic fluid mixed with air flows into the respective operation chambers Ad, Re. A sufficient hydraulic pressure can be applied to each of the working chambers Ad, Re. Accordingly, unintentional erroneous release of the lock pin 31 based on the mixed air can be suppressed without sacrificing the responsiveness of the valve timing control device 1.

In addition, in the fourth position, since the communication between the first and second advance ports P1a, P1b and the retard port P2 and the supply port P3 is restricted, the delay through the supply port P3 of the hydraulic oil mixed therein is delayed. Inflow to the corner chamber Re can also be suppressed, and erroneous release of the lock pin 31 can be more effectively suppressed.

As a means for suppressing the problem that the hydraulic oil mixed in flows into the retarded angle chamber Re, the supply port P3 can be communicated with the first and second drain ports P4a and P4b. When such a configuration is adopted, each of the drain ports P4a and P4b acts as a throttle, causing a problem that the hydraulic oil introduced from the supply port P3 flows backward to the advance chamber Ad or the retard chamber Re side. However, it cannot be an effective deterrent means for erroneous release of the lock pin 31.

Further, in the control valve SV, the fourth position is set to a position where the spool 42 is advanced to the maximum against the biasing force of the coil spring 44. As described above, the fourth position control is performed in a relatively short period of time such as when the engine is started (or when the engine is stopped). As a result, there is a merit that power consumption during normal operation with a long use time can be suppressed.

In the present embodiment, the valve timing control device 1 of the internal combustion engine is applied to the intake side camshaft of the internal combustion engine, and the lock pin 31 is engaged with the lock recess 34 at the most retarded phase of the vane rotor 20. The opening amount of the retard port P2 in the fourth position of the control valve SV is configured to be larger than the opening amounts of the first and second advance ports P1a and P1b. Thus, by setting the opening amount of the retard port P2 to be larger than the opening amounts of the first and second advance ports P1a and P1b, it becomes possible to improve the operation responsiveness of the lock pin 31. The housing 10 and the vane rotor 20 are subject to earlier rotation regulation.

[Second Embodiment]
FIG. 6 shows a second embodiment of the control valve used in the valve timing control device for an internal combustion engine according to the present invention. The advance port and the retard port of the spool valve 40 according to the first embodiment are shown in FIG. The arrangement is reversed. Since the basic configuration other than this configuration is the same as that of the first embodiment, the same components as those of the first embodiment are denoted by the same reference numerals, and the description thereof is omitted.

That is, in the control valve SV according to the present embodiment, the first and second advance ports P1a and P1b are provided on one end side of the valve body 41, and the retard port P3 is provided on the other end side.

Further, a support portion 41b for supporting the third land portion H3 is formed at the other end portion of the valve body 41, and the first drain port P4a is connected to the third drain port P4c and the fourth drain port by the support portion 41b. It is separated by P4d.

Hereinafter, the control state of the control valve SV according to the present embodiment will be described with reference to FIG.

In the first position of FIG. 6A where the electromagnetic solenoid 50 is de-energized, the retard port P2 and the supply port P3 communicate with each other via the second groove T2, and the first annular groove 45 and the first communication communicate with each other. The first advance port P1a and the second and fourth drain ports P4b and P4d communicate with each other through the hole 47 and the inner hole 49. As a result, the hydraulic oil in the advance chamber Ad is discharged, and the hydraulic pressure acts only on the retard chamber Re.

In the second position of FIG. 6B where the duty ratio is 10%, the first and second advance ports P1a and P1b are separated by the first land portion H1 and the second land portion H2 and are delayed. The corner port P2 is separated by the second land portion H2 and the third land portion H3, and the first and second advance ports P1a and P1b and the retard port P2, the supply port P3, the first and second drain ports P4a, Communication with P4b is restricted. As a result, both the hydraulic pressures in the advance chamber Ad and the retard chamber Re are maintained.

In the third position of FIG. 6C where the duty ratio is 50%, the second advance port P1b and the supply port P3 are communicated with each other via the first groove T1, and are delayed via the second groove T2. The corner port P2 and the third drain port P4c communicate with each other. As a result, the hydraulic oil in the retard chamber Re is discharged, and the hydraulic pressure acts only on the advance chamber Ad.

In the fourth position of FIG. 6D where the duty ratio is 100%, the second advance port P1b and the second drain port P4b are connected via the first annular groove 45, the first communication hole 47 and the inner hole 49. And the retard port P2 and the third drain port P4c communicate via the second groove T2. At this time, the supply port P3 is separated by the first and second land portions H1 and H2, and communication between the retard port P2 and the first and second advance ports P1a and P1b is restricted. . As a result, both the hydraulic oil in the advance chamber Ad and the retard chamber Re are discharged, and the supply of the hydraulic oil to the advance chamber Ad and the retard chamber Re is restricted.

Therefore, also in the present embodiment, the engine can be started by discharging the hydraulic oil in the advance chamber Ad and the retard chamber Re by controlling to the fourth position, so that it is the same as in the first embodiment. The effect of this is produced.

[Third Embodiment]
FIG. 7 shows a third embodiment of a control valve used in the valve timing control apparatus for an internal combustion engine according to the present invention, and is a modification of the configuration of the spool valve 40 according to the first embodiment. Since the basic configuration other than this configuration is the same as that of the first embodiment, the same components as those of the first embodiment are denoted by the same reference numerals, and the description thereof is omitted.

That is, in the control valve SV according to the present embodiment, the advance port P1, the retard port P2, the supply port P3, and the drain port P4 are formed in the peripheral wall of the valve body 41 along the radial direction. As for the drain port P4, the third and fourth drain ports P4c and P4d separated by the support portion 41b on one end side of the valve body 41 and the other end side in the radial direction as in the second embodiment. And a fifth drain port P4e having an opening along the line.

Further, the spool 42 according to the present embodiment has first to fourth land portions H1 to H4 on the outer peripheral side, and among these, the third land portion H3 and the fourth land portion H4 each have a first annular shape. A groove 45 and a second annular groove 46 are formed in the circumferential direction, and a first communication hole 47 that communicates the inner and outer circumferences of the spool 42 and the bottom of the first annular groove 45 and the second annular groove 46, respectively. A second communication hole 48 is formed penetrating along the radial direction.

In addition, a first groove portion T1 is provided between the first land portion H1 and the second land portion H2, and a second groove portion T2 is provided between the second land portion H2 and the third land portion H3. Between the three land portions H3 and the fourth land portion H4, a third groove portion T3 is formed in a substantially annular shape along the circumferential direction, and the first to third groove portions T1 to T3 form the land portions. An annular outer peripheral passage is defined between the portions T1 to T3.

In the first position of FIG. 7A where the electromagnetic solenoid 50 is de-energized, the retard port P2 and the supply port P3 communicate with each other via the second groove T2, and the advance angle via the third groove T3. The port P1 and the third drain port P4c communicate with each other. As a result, the hydraulic oil in the advance chamber Ad is discharged, and the hydraulic pressure acts only on the retard chamber Re.

In the second position of FIG. 7B where the duty ratio is 10%, the advance port P1 is closed by the third land portion H3, and the retard port P2 is closed by the second land portion H2 to advance. The communication between the corner port P1, the retard port P2, the supply port P3, and the first to third drain ports P4a to P4c is restricted. As a result, both the hydraulic pressures in the advance chamber Ad and the retard chamber Re are maintained.

In the third position of FIG. 7C where the duty ratio is 50%, the retard port P2 and the fifth drain port P4e communicate with each other through the first groove T1, and the first annular groove 45, the first The advance port P1 and the supply port P3 communicate with each other through the communication hole 47 and the inner hole 49. As a result, the hydraulic oil in the retard chamber Re is discharged, and the hydraulic pressure acts only on the advance chamber Ad.

In the fourth position of FIG. 7D where the duty ratio is 100%, the advance port P1 and the fourth drain port P4d communicate with each other through the first annular groove 45, the first communication hole 47, and the inner hole 49. In addition, the retard port P2 and the fifth drain port P4e communicate with each other through the first groove T1. At this time, the supply port P3 is separated by the second and third land portions H2 and H3, and communication with the advance port P1 and the retard port P2 is restricted. As a result, both the hydraulic oil in the advance chamber Ad and the retard chamber Re are discharged, and the supply of the hydraulic oil to the advance chamber Ad and the retard chamber Re is restricted.

The present invention is not limited to the configuration of each of the embodiments described above, and can be freely changed according to the specifications and costs of the application target as long as the above-described effects of the present invention can be achieved. .

In particular, the control valve SV and its control method and the valve timing control system for an internal combustion engine according to each of the embodiments have been described as applied to an intake camshaft, but the control valve SV and its control are described. The method and the valve timing control system of the internal combustion engine can be applied to the camshaft on the exhaust side.

That is, even when applied to the camshaft on the exhaust side, the hydraulic oil in the advance chamber Ad and the retard chamber Re is discharged by controlling the control valve SV to the fourth position when the internal combustion engine is stopped or started. Since it is possible to start the engine, it is possible to suppress erroneous release of the lock pin 31 due to the mixed air without sacrificing the responsiveness of the valve timing control device 1 as in the above embodiments. it can.

When the valve timing control device 1 is applied to an exhaust side camshaft of an internal combustion engine and the lock pin 31 is provided so as to engage with the lock recess 34 at the most advanced angle phase of the vane rotor 20, the control valve SV It is desirable that the opening amount of the retardation port P2 in the fourth position is smaller than the opening amount of the advance port P1. Thus, by setting the opening amount of the advance port P1 to be relatively large with respect to the opening amount of the retard port P2, it becomes possible to improve the operation responsiveness of the lock pin 31, and the housing 10 and the vane rotor 20 are faster. Subject to rotation regulation.

As the control valve and the control method thereof used in the valve timing control device for an internal combustion engine based on the embodiment described above, and the valve timing control system for the internal combustion engine, for example, the following modes can be considered.

That is, a control valve used in such a valve timing control device for an internal combustion engine is, in one aspect thereof, a rotational force transmitted from a crankshaft, a housing in which a working chamber is formed, and a camshaft, A vane member that is accommodated in the housing so as to be relatively rotatable, and has a vane projecting on an outer peripheral side to divide the working chamber into a retarded working chamber and an advanced working chamber; and the housing and the vane member A valve timing control device for an internal combustion engine, which is configured to be capable of regulating a relative rotational phase and includes a lock mechanism that releases the phase regulation with the hydraulic pressure of at least one of the retard working chamber and the advance working chamber. A control valve, an advance port communicating with an advance passage for supplying and discharging hydraulic oil in the advance working chamber; and a supply and discharge of hydraulic oil in the retard working chamber A retarding port communicating with the retarding passage to be provided, a supply port communicating with the discharge passage serving for introducing the operating oil of the internal combustion engine, and a drain port communicating with the drain passage serving for discharging the operating oil of the internal combustion engine In addition, the first port that communicates the advance port and the drain port, the first port that communicates the retard port and the supply port, and the communication between the retard port and the retard passage, and A second position that restricts communication between the advance port and the advance passage; a third position that connects the retard port and the drain port; and that communicates the advance port and the supply port. The retard port, the advance port, and the drain port communicate with each other, and the retard port, the advance port, and the supply port restrict communication. 4 and the position, the switching control.

In a preferred aspect of the control valve used in the valve timing control device of the internal combustion engine, a valve body having the advance port, the retard port, the supply port, and the drain port, and slidably provided in the valve body A valve body for switching the connection state of the advance port, the retard port, the supply port, and the drain port, a biasing member that biases the valve body toward one end of the valve body, An electromagnetic solenoid that moves the valve body against the urging force of the urging member.

In another preferred aspect, in any one of the aspects of the control valve used in the valve timing control device of the internal combustion engine, the fourth position is the maximum advanced movement of the valve body against the urging force of the urging member. Constructed with state.

In still another preferred aspect, in any of the aspects of the control valve used in the valve timing control device for the internal combustion engine, the control valve is held at the fourth position for a predetermined time when the internal combustion engine is started.

In still another preferred aspect, in any of the aspects of the control valve used in the valve timing control device for the internal combustion engine, the control valve is held at the fourth position for a predetermined time when the internal combustion engine is stopped.

In still another preferred aspect, in any one of the aspects of the control valve used in the valve timing control device of the internal combustion engine, the valve body is one port of the advance port or the retard port in the fourth position. And a first land portion that separates the supply port, and a second land portion that separates the supply port from the other port of the advance port or the retard port at the fourth position. Have.

In still another preferred aspect, in any one of the aspects of the control valve used in the valve timing control device of the internal combustion engine, the valve body has a cylindrical shape having an inner hole in an inner axial direction, and the fourth position is A first communication hole communicating one port of the advance port or the retard port with the inner hole, and the other port and the inner hole of the advance port or the retard port in the fourth position; And the drain port of the valve body is always in communication with the inner hole of the valve body.

In still another preferred aspect, in any one of the aspects of the control valve used in the valve timing control device of the internal combustion engine, the valve body is the other port of the advance port or the retard port at the first position. And a third land portion that separates the supply port, and the first land portion enables communication between one port of the advance port or the retard port and the supply port. .

In still another preferred aspect, in any one of the aspects of the control valve used in the valve timing control device of the internal combustion engine, in the second position, the first land portion is the advance port or the retard port. One port is closed, and the third land portion closes the other port of the advance port or the retard port.

In still another preferred aspect, in any one of the aspects of the control valve used in the valve timing control device of the internal combustion engine, in the third position, the third land portion includes the advance port or the retard port. The other port communicates with the supply port, and the first land portion separates one of the advance port and the retard port from the supply port.

In still another preferred aspect, in any one of the aspects of the control valve used in the valve timing control device of the internal combustion engine, the valve body includes an inner hole drilled in an internal axial direction, and the advancement in the fourth position. A first communication hole that communicates one of the angular port or the retard port and the inner hole; a second communication hole that communicates the inner hole and the drain port at the fourth position; An outer peripheral oil passage that communicates the other port of the angular port or the retarded port with the drain port.

In still another preferred aspect, in any one of the aspects of the control valve used in the valve timing control device of the internal combustion engine, the lock mechanism can reciprocate in a housing chamber provided on one side of the housing or the vane member. The lock member housed in the housing is urged toward the lock recess formed on the other side of the housing or the vane member, and is engaged with the lock recess so that the housing and the vane member rotate relative to each other. While the hydraulic pressure of the hydraulic oil of at least one of the advance working chamber and the retard working chamber is acted, it is configured to escape from the lock recess.

In still another preferred aspect, in any one of the aspects of the control valve used in the valve timing control device of the internal combustion engine, the valve timing control device of the internal combustion engine is applied to an intake side camshaft of the internal combustion engine, and the lock The recess is provided so that the lock member is engaged in the most retarded phase of the vane member, and the opening amount of the retard port in the fourth position of the control valve is equal to the opening amount of the advance port. The opening is large.

In still another preferred aspect, in any one of the aspects of the control valve used in the valve timing control device of the internal combustion engine, the valve timing control device of the internal combustion engine is applied to an exhaust side camshaft of the internal combustion engine, and the lock The recess is provided so that the lock member is engaged at the most advanced phase of the vane member, and the opening amount of the retard port at the fourth position of the control valve is equal to the opening amount of the advance port. The opening is small.

Further, as a control method of the control valve used in the valve timing control device for the internal combustion engine based on the above-described embodiment, for example, the following modes can be considered.

That is, a control valve control method used in the valve timing control device for an internal combustion engine includes a housing in which a rotational force is transmitted from a crankshaft and an operation chamber is formed inside, a camshaft fixed to the housing, And a relative rotation phase between the housing and the vane member, the vane member having a vane projecting on the outer circumferential side and separating the working chamber into a retarded working chamber and an advanced working chamber. And a lock mechanism that releases the phase restriction with the hydraulic pressure of at least one of the retard working chamber and the advance working chamber, and is used in a valve timing control device for an internal combustion engine, An advance port communicating with the advance passage for supplying and discharging hydraulic oil in the advance working chamber and a retard passage communicating with the retard passage for supplying and discharging hydraulic oil in the retard working chamber A port, a supply port communicating with a discharge passage for introducing hydraulic oil of the internal combustion engine, and a drain port communicating with a drain passage for discharging hydraulic oil of the internal combustion engine, and the advance port and the drain A first position that communicates with the port, communicates between the retard port and the supply port, and restricts communication between the retard port and the retard passage; and the advance port and the advance passage A second position that restricts communication with the third port, a third position that communicates the retard port and the drain port, and communicates the advance port and the supply port, and the retard port and the advance angle. And a fourth position for restricting communication between the retard port and the advance port and the supply port. A method of controlling a valve, when starting of the internal combustion engine, for a predetermined time the control valve in the fourth position.

In a preferred aspect of the control method of the control valve used in the valve timing control device of the internal combustion engine, the control valve is controlled by a PWM signal, and the duty ratio of the PWM signal is the first to the fourth position. The position is set higher than the third position, and the duty ratio of the PWM signal of the control valve is controlled to be the fourth position when the internal combustion engine is started.

In another preferred aspect, in any of the aspects of the control valve used in the valve timing control device for the internal combustion engine, the control valve is held at the fourth position for a predetermined time when the internal combustion engine is stopped.

In still another preferred aspect, in any one of the control valve control method aspects used in the valve timing control device for the internal combustion engine, the valve timing control device for the internal combustion engine is applied to an intake side camshaft of the internal combustion engine. The lock recess is provided so that the lock member is engaged in the most retarded phase of the vane member, and the opening amount of the retard port in the fourth position of the control valve is the amount of the advance port. The opening is large with respect to the opening amount.

In still another preferred aspect, in any one of the aspects of the control valve control method used in the valve timing control device of the internal combustion engine, the valve timing control device of the internal combustion engine is applied to an exhaust side camshaft of the internal combustion engine. The lock recess is provided so that the lock member is engaged in the most advanced angle phase of the vane member, and the opening amount of the retard port at the fourth position of the control valve is the amount of the advance port. The opening is small with respect to the opening amount.

Further, as a valve timing control system for an internal combustion engine based on the above-described embodiment, for example, the following modes can be considered.

In other words, the valve timing control system of the internal combustion engine is fixed to the housing, in which the rotational force is transmitted from the crankshaft, the working chamber is formed, and the camshaft, and is accommodated in the housing so as to be relatively rotatable. A vane member that projects from the outer peripheral side of the vane member that divides the working chamber into a retarded working chamber and an advanced working chamber, and is configured to be able to regulate a relative rotational phase between the housing and the vane member; A valve timing control device for an internal combustion engine provided with a lock mechanism that releases the phase restriction with the hydraulic pressure of at least one of the retard working chamber and the advance working chamber; and supply of hydraulic oil to the advance working chamber An advance port communicating with an advance passage for exhaust, a retard port communicating with a retard passage for supplying and discharging hydraulic oil in the retard working chamber, and an operation of the internal combustion engine A valve body having a supply port communicating with a discharge passage for introducing oil and a drain port communicating with a drain passage for discharging hydraulic oil of the internal combustion engine; and slidably provided in the valve body, A valve body for switching the connection state of the angular port, the retard port, the supply port, and the drain port; a biasing member that biases the valve body toward one end of the valve body; and A valve timing control system for an internal combustion engine, comprising: an electromagnetic solenoid that moves the valve body against an urging force; and communicates the advance port and the drain port. A first position for communicating the retard port and the supply port; and restricting communication between the retard port and the retard passage; and the advance port and the advance passage A third position for restricting communication between the retard port and the drain port, a third position for communicating the advance port and the supply port, the retard port and the advance port And a fourth position for restricting communication between the retard port and the advance port and the supply port.

Claims

A housing in which a rotational force is transmitted from the crankshaft and a working chamber is formed inside;
A vane member fixed to the camshaft and accommodated in the housing so as to be relatively rotatable, and having a vane projecting on the outer peripheral side to divide the working chamber into a retarded working chamber and an advanced working chamber;
A lock mechanism configured to be capable of restricting a relative rotational phase between the housing and the vane member, and releasing the phase restriction with a hydraulic pressure of at least one of the retard working chamber and the advance working chamber;
A control valve for use in a valve timing control device for an internal combustion engine equipped with
An advance port communicating with an advance passage for supplying and discharging hydraulic oil in the advance working chamber;
A retardation port communicating with a retardation passage for supplying and discharging hydraulic oil in the retardation working chamber;
A supply port communicating with a discharge passage for introducing hydraulic oil into the internal combustion engine;
A drain port communicating with a drain passage for discharging hydraulic oil from the internal combustion engine;
And having
A first position for communicating the advance port and the drain port, and for communicating the retard port and the supply port;
A second position for restricting communication between the retard port and the retard passage and restricting communication between the advance port and the advance passage;
A third position for communicating the retard port and the drain port, and for communicating the advance port and the supply port;
A fourth position for communicating the retard port, the advance port and the drain port, and restricting the communication between the retard port, the advance port and the supply port;
A control valve used for a valve timing control device for an internal combustion engine characterized by switching control of the internal combustion engine.
A valve body having the advance port, the retard port, the supply port and the drain port;
A valve body that is slidably provided in the valve body and serves to switch a connection state of the advance port, the retard port, the supply port, and the drain port;
A biasing member that biases the valve body toward one end of the valve body;
An electromagnetic solenoid that moves the valve body against the biasing force of the biasing member;
The control valve used for the valve timing control apparatus of the internal combustion engine of Claim 1 characterized by the above-mentioned.
3. The valve position control device for an internal combustion engine according to claim 2, wherein the fourth position is configured to have a state in which the valve body has moved to a maximum position against a biasing force of the biasing member. Control valve.
4. The control valve used in the valve timing control device for an internal combustion engine according to claim 3, wherein the control valve is held at the fourth position for a predetermined time when the internal combustion engine is started.
4. The control valve used in the valve timing control device for an internal combustion engine according to claim 3, wherein the control valve is held at the fourth position for a predetermined time when the internal combustion engine is stopped.
The valve body is
A first land portion that separates one of the advance port or the retard port and the supply port in the fourth position;
A second land portion that separates the other port of the advance port or the retard port and the supply port in the fourth position;
The control valve used for the valve timing control apparatus for an internal combustion engine according to claim 2, wherein
The valve body includes an inner hole drilled in an inner axial direction,
A first communication hole that communicates one port of the advance port or the retard port with the inner hole in the fourth position;
A second communication hole communicating the inner hole and the drain port in the fourth position;
An outer peripheral oil passage that communicates the other port of the advance port or the retard port with the drain port;
The control valve used for the valve timing control apparatus for an internal combustion engine according to claim 6.
The lock mechanism is configured such that a lock member accommodated in a reciprocating movement in a housing chamber provided on one side of the housing or the vane member is directed to a lock recess formed on the other side of the housing or the vane member. The relative rotation between the housing and the vane member is restricted by being energized and engaged in the lock recess, while the hydraulic pressure of the hydraulic oil of at least one of the advance working chamber and the retard working chamber acts. The control valve used in the valve timing control device for an internal combustion engine according to claim 2, wherein the control valve is configured to escape from the lock recess.
The valve timing control device of the internal combustion engine is applied to an intake side camshaft of the internal combustion engine,
The lock recess is provided so that the lock member is engaged at the most retarded phase of the vane member,
9. The valve timing control for an internal combustion engine according to claim 8, wherein an opening amount of the retard port at the fourth position of the control valve is larger than an opening amount of the advance port. Control valve used for the device.
A housing in which a rotational force is transmitted from the crankshaft and a working chamber is formed inside;
A vane member fixed to the camshaft and accommodated in the housing so as to be relatively rotatable, and having a vane projecting on the outer peripheral side to divide the working chamber into a retarded working chamber and an advanced working chamber;
A lock mechanism configured to be capable of restricting a relative rotational phase between the housing and the vane member, and releasing the phase restriction with a hydraulic pressure of at least one of the retard working chamber and the advance working chamber;
Used in a valve timing control device of an internal combustion engine equipped with
An advance port communicating with an advance passage for supplying and discharging hydraulic oil in the advance working chamber;
A retardation port communicating with a retardation passage for supplying and discharging hydraulic oil in the retardation working chamber;
A supply port communicating with a discharge passage for introducing hydraulic oil into the internal combustion engine;
A drain port communicating with a drain passage for discharging hydraulic oil from the internal combustion engine;
And having
A first position for communicating the advance port and the drain port, and for communicating the retard port and the supply port;
A second position for restricting communication between the retard port and the retard passage and restricting communication between the advance port and the advance passage;
A third position for communicating the retard port and the drain port, and for communicating the advance port and the supply port;
A fourth position for communicating the retard port, the advance port and the drain port, and restricting the communication between the retard port, the advance port and the supply port;
A control valve control method comprising:
A control valve control method used in a valve timing control device for an internal combustion engine, wherein the control valve is held at the fourth position for a predetermined time when the internal combustion engine is started.
The control valve is controlled by a PWM signal,
In the fourth position, the duty ratio of the PWM signal is set higher than the first to third positions,
The control valve used in the valve timing control device for an internal combustion engine according to claim 10, wherein the duty ratio of the PWM signal of the control valve is controlled to be the fourth position when the internal combustion engine is started. Control method.
Rotating force is transmitted from the crankshaft, and the housing is formed inside the working chamber, and is fixed to the camshaft, and is housed in the housing so as to be relatively rotatable, and the vanes projecting on the outer peripheral side are used for the operation. A vane member that divides the chamber into a retarded working chamber and an advanced working chamber; and a relative rotational phase between the housing and the vane member can be regulated, and the retarded working chamber or the advanced working chamber A valve timing control device for an internal combustion engine comprising: a lock mechanism that releases the phase restriction with at least one hydraulic pressure;
An advance port communicating with an advance passage for supplying and discharging hydraulic oil in the advance working chamber, a retard port communicating with a retard passage for supplying and discharging hydraulic oil in the retard working chamber, and the internal combustion engine A valve body having a supply port communicating with a discharge passage for introducing hydraulic oil into the engine and a drain port communicating with a drain passage for discharging hydraulic oil of the internal combustion engine; and slidably provided in the valve body. A valve body for switching the connection state of the advance port, the retard port, the supply port, and the drain port; a biasing member that biases the valve body toward one end of the valve body; An electromagnetic solenoid that moves the valve body against the urging force of the urging member; and a control valve comprising:
An internal combustion engine valve timing control system comprising:
A first position for communicating the advance port and the drain port, and for communicating the retard port and the supply port;
A second position for restricting communication between the retard port and the retard passage and restricting communication between the advance port and the advance passage;
A third position for communicating the retard port and the drain port, and for communicating the advance port and the supply port;
A fourth position for communicating the retard port, the advance port and the drain port, and restricting the communication between the retard port, the advance port and the supply port;
A valve timing control system for an internal combustion engine characterized by switching control.