TECHNICAL FIELD
[0001] The present invention relates to a valve timing changing device which changes open-close
timing (i.e., valve timing) of an intake valve or an exhaust valve of an internal
combustion engine in accordance with drive conditions, and in particular, relates
to a vane-type valve timing changing device which utilizes fluid pressure such as
oil pressure as drive force.
BACKGROUND ART
[0002] There has been known a traditional valve timing changing device including a housing
rotor (i. e. , a chain sprocket, a shoe housing and a front plate) which is rotated
in synchronization with a crank shaft, a vane rotor which is rotated in synchronization
with a cam shaft and which is accommodated in an accommodation room of the housing
rotor as being relatively rotatable in a predetermined angle range (between the most-advanced
position and the most-retarded position) while separating the accommodation room into
an advancing chamber and a retarding chamber, a lock mechanism which locks the vane
rotor against the housing rotor at the most-retarded position at the time of engine
starting, a switching valve which controls supplying and discharging of operating
oil against the advancing chamber and the retarding chamber, and the like. Here, the
lock mechanism includes a stopper pin being movable against the vane rotor in a direction
of the axis line of the cam shaft, a stopper hole formed at the housing rotor (e.g.,
the front plate) to have the protruded stopper pin fitted thereto, and a spring which
urges the stopper pin to be fitted to the stopper hole. At the time of engine starting,
the vane rotor is locked to be rotated integrally with the housing rotor by having
the stopper pin fitted to the stopper hole at the most-retarded position. When oil
pressure in the retarding chamber is increased, the locking of the vane rotor against
the housing rotor is released as the stopper pin being disengaged from the stopper
hole by being pressed against urging force of the spring owing to the oil pressure
(for example, see Patent document 1) .
[0003] Further, there has been known another valve timing changing device including a housing
rotor (e.g., an external rotor, a front plate, a rear plate and a timing sprocket)
which is rotated in synchronization with a crank shaft, a vane rotor (e.g., an internal
rotor) which is rotated in synchronization with a cam shaft and which is accommodated
in an accommodation room of the housing rotor as being relatively rotatable in a predetermined
angle range (between the most-advanced position and the most-retarded position) while
separating the accommodation room into an advancing chamber and a retarding chamber,
a lock mechanism which locks the vane rotor against the housing rotor at the most-retarded
position at the time of engine starting, a switching valve which controls supplying
and discharging of operating oil against the advancing chamber and the retarding chamber,
and the like. Here, the lock mechanism includes a lock plate capable of being protruded
and retracted radially against the vane rotor, a receptive groove formed at the vane
rotor to have the protruded lock plate fitted thereto, and a torsion spring which
urges the lock plate to be fitted to the receptive groove). At the time of engine
starting, the vane rotor is locked to be rotated integrally with the housing rotor
by having the lock plate fitted to the receptive groove at the most-retarded position.
When oil pressure in the retarding chamber is increased, the locking of the vane rotor
against the housing rotor is released as the lock plate coming out from the receptive
groove against urging force of the torsion spring (for example, see Patent document
2).
[0004] In each device of the above, the lock mechanism (e.g., the stopper pin or the lock
plate, the spring exerting urging force, and the like) which performs protruding and
retracting at slide boundary faces of the vane rotor and the housing rotor is arranged
in the accommodation room which accommodates the vane rotor. Accordingly, volume for
arranging the lock mechanism is required for the vane rotor or the housing rotor.
Therefore, it has been difficult to widely set a phase adjustment angle as satisfying
requirements owing to limitation of a relatively rotatable angle of the both, that
is, the phase adjustment angle between the most-advanced position and the most-retarded
position by the amount of the volume for arranging the lock mechanism.
Further, in the above devices, the vane rotor (i.e., the cam shaft) is maintained
at the most-retarded position in a range of the phase adjustment angle against the
housing rotor at the time of engine starting. However, there has been a requirement
to maintain the vane rotor (i.e., the cam shaft) at a specified intermediate position
in the range of the phase adjustment angle depending on a type or characteristics
of an engine or in consideration of further improvement of startability.
Patent document 3 describes a valve timing controller. The valve timing controller
comprises a stopper mechanism and a lock mechanism including a lock member assembled
with a housing member and a tip portion of which is always projecting towards a rotor
member, a free recess portion formed on the rotor member and accommodating the tip
portion of the lock member while allowing the relative rotation of the housing member
and the rotor member, a stopper surface formed on one end surface in circumferential
direction of the free recess portion and defining a initial phase by the contact with
the tip portion of the lock member, a lock recess portion formed continuously along
the stopper surface and being capable of accommodating the tip portion of the lock
member with restricting the movement thereof in circumferential direction at the initial
phase, and a lock spring; biasing the lock member towards the lock recess portion.
Patent document 4 relates to a lock mechanism for a valve timing regulation device
which regulates the timing of the opening and closing of engine valves, the lock mechanism
locks or releases a first rotating body and a second rotating body in response to
the operational condition of an engine. The lock mechanism includes a radial groove
provided in either the first rotating body or the second rotating body and extending
in a radial direction of the rotating body. A locking member is slidably inserted
into the radial groove, and the locking member is urged towards a center of the rotating
body by an urging means. An oil pressure is applied to the locking member in a direction
opposite to the urging direction. In such a way, it is possible to assemble the locking
member onto an end face in an axial direction other than a vane or a shoe in either
the first rotating body or the second rotating body, as a result, each vane or each
shoe can be formed with approximately the same circumferential length. Thus, it is
possible to expand the angular range to be regulated by the valve timing regulation
device and to reduce the degree of unbalance in the device by a large amount.
Patent document 5 relates to a variable valve timing control device. The variable
valve timing control device, without using a return spring as self-reset driving force
to an intermediate lock position, by converting a phase in both ignition timing advance
and ignition timing delay directions from the intermediate lock position is described.
A phase variable control device controls phase conversion being a relative rotational
position of a sprocket and a vane rotor, and is provided with a power transmission
mechanism capable of selecting an ignition timing delay directional lock releasing
state of allowing relative rotation of the sprocket and the vane rotor only in one
direction, an ignition timing advance directional lock releasing state of allowing
only the reverse rotation direction, a both directional lock state of not allowing
both directions of one direction and the reverse rotation direction and a both directional
lock release state of allowing both directions of the one direction and the reverse
rotation direction. A piston is also arranged for switching the both directional lock
state and the both directional lock release state. Wedge engagement in the first circumferential
direction and wedge engagement of the second circumferential direction are alternately
released in a process of shifting to the both directional lock release state from
the both directional lock state by driving of the piston.
Cited Document
Patent Document
SUMMARY OF THE INVENTION
[0006] The invention is defined by the subject-matter of independent claim 1. The dependent
claims are directed to advantageous embodiments.
ADVANTAGES OF THE INVENTION
[0007] Advantageously, for performing phase control of a vane rotor (i.e., phase changing
in a phase adjustment angle range between the most-advanced position and the most-retarded
position), it is provided a valve timing changing device capable of improving engine
startability, preventing rattling etc. at the time of engine starting, and performing
the phase control widely in accordance with engine drive conditions as the phase adjustment
angle being set wider, while achieving structural simplification, reduction of part
count, miniaturization of the entire device and the like.
[0008] To change open-close timing of an intake valve or an exhaust valve of which open-close
driving is performed by a cam shaft, a valve timing changing device advantageous includes
a housing rotor which is rotated on an axis line of a cam shaft as being interlocked
with rotation of a crank shaft, a vane rotor which is accommodated in an accommodation
room of the housing rotor as being relatively rotatable in a predetermined angle range
while separating the accommodation room into a advancing chamber and a retarding chamber
and which is rotated integrally with the cam shaft, an advancing passage which passes
fluid as being communicated with the advancing chamber, a retarding passage which
passes fluid as being communicated with the retarding chamber, and a lock mechanism
which locks the vane rotor against the housing rotor at a specified position in the
predetermined angle range. Here, the housing rotor is formed to define an isolation
room isolated from the accommodation room which accommodates the vane rotor, and the
lock mechanism is arranged in the isolation room.
According to the structure, the lock mechanism which locks the vane rotor (i.e., the
cam shaft) against the housing rotor at the specified position in the predetermined
angle range is arranged in the isolation room isolated from the accommodation room
which accommodates the vane rotor. Therefore, compared to a traditional device with
a lock mechanism being protruded and retracted against a slide boundary face in an
accommodation room which accommodates a vane rotor, volume for arranging the lock
mechanism becomes unnecessary and the phase adjustment angle between the most-advanced
position and the most-retarded position can be set wider by the amount of the volume.
Accordingly, it is possible to perform phase control widely if required.
In particular, when a thick vane accommodating a pin for locking is to be maintained
at an intermediate position in the accommodation room at the time of starting as in
the related art, a sufficient control angle for phase adjustment from the starting
position to the advance side cannot be ensured. On the contrary, in the present invention,
since extra thickness is not required for the vane, the angle of phase control (i.e.,
the phase adjustment angle) can be sufficiently ensured. In particular, it is possible
to sufficiently ensure the angle required for performing phase control (i.e., the
phase adjustment angle) to the advance side from the starting.
[0009] In the above structure, it is also possible that the lock mechanism locks the vane
rotor at the specified intermediate position in the predetermined angle range at the
time of engine starting.
According to the structure, the vane rotor (i.e., the cam shaft) is to be located
at the intermediate position owing to the lock mechanism at the time of engine starting
(i.e., cranking). Therefore, the engine can be smoothly started without unnecessary
load while preventing occurrence of rattling. In addition, even after starting (i.e.,
complete combustion) of the engine, phase control can be smoothly performed while
preventing unnecessary load.
[0010] In the above structure, it is also possible that the housing rotor includes a housing
member having an isolation wall which isolates the isolation room from the accommodation
room, and a cover member formed as being detachably attachable to the housing member
to define the isolation room in cooperation with the isolation wall.
According to the structure, since the isolation room in which the lock mechanism is
arranged is defined by the isolation wall of the housing member and the cover member
which is detachably attachable to the housing member, assembling operation and disassembling
operation of the lock mechanism can be easily performed in a state that the vane rotor
is assembled in the accommodation room of the housing member.
[0011] In the above structure, it is also possible that the lock mechanism includes a lock
cam connected to the vane rotor via a penetration hole which is formed at the isolation
wall to be integrally rotated, and a lock bar which is movably arranged against the
housing rotor and which is capable of being locked as being engaged with the lock
cam owing to urging force and releasing the locking owing to fluid pressure.
According to the structure, the vane rotor can be locked against the housing rotor
at the specified position (i.e., the intermediate position) as the lock cam being
locked by the lock bar at the time of engine starting (i.e. cranking), and then, the
locking due to the lock bar can be released owing to the fluid pressure after starting
(i.e., complete combustion) of the engine. That is, since the vane rotor is surely
maintained at the specified position (i.e., the intermediate position) by the lock
mechanism, the engine can be started more surely. In addition, since the vane rotor
is not directly locked by the lock mechanism, vane portions of the vane rotor can
be thinned and design flexibility and layout flexibility can be increased.
[0012] In the above structure, the valve timing changing device may be further provided
with an urge spring which exerts urging force to lock the lock bar to be engaged with
the lock cam. Here, the lock bar may include an advance-restraining lock bar which
is engaged with the lock cam to restrain the vane rotor from being rotated to an advance
side, and a retard-restraining lock bar which is engaged with the lock cam to restrain
the vane rotor from being rotated to a retard side. Further, the urge spring may include
an advance-restraining urge spring which urges to lock the advance-restraining lock
bar as being engaged with the lock cam, and a retard-restraining urge spring which
urges to lock the retard-restraining lock bar as being engaged with the lock cam.
Furthermore, the housing rotor may include an advance-restraining communication passage
which guides fluid pressure to the advance-restraining lock bar in the isolation room
to release locking as being communicated with the advancing chamber or the advancing
passage, and a retard-restraining communication passage which guides fluid pressure
to the retard-restraining lock bar in the isolation room to release locking as being
communicated with the retarding chamber or the retarding passage.
According to the structure, in a state that fluid pressure is not applied to the advance-restraining
communication passage and the retard-restraining communication passage, the advance-restraining
lock bar restrains the lock cam (i.e., the vane rotor) from being shifted to the advance
side from the specified position (i.e., the intermediate position) as being urged
by the advance-restraining urge spring and the retard-restraining lock bar restrains
the lock cam (i.e., the vane rotor) from being shifted to the retard side from the
specified position (i.e., the intermediate position) as being urged by the retard-restraining
urge spring. Accordingly, the vane rotor is surely located at the specified position
(i.e., the intermediate position). On the other hand, when fluid pressure is applied
to the advance-restraining lock bar or the retard-restraining lock bar via the advance-restraining
communication passage or the retard-restraining communication passage, the locking
due to the advance-restraining lock bar or the retard-restraining lock bar is released
so as not to disturb advancing operation or retarding operation.
[0013] In the above structure, it is also possible that the lock bar is supported as being
swingable in a plane perpendicular to the axis line of the cam shaft.
Accordingly, in an engine stopped state, for example, even when the lock bars (i.e.,
the advance-restraining lock bar and the retard-restraining lock bar) are in a state
of being deviated from respective positions to lock the lock cam, the lock bars are
rotated in the urged direction owing to torque fluctuation etc. of the cam shaft at
the time of engine starting (i.e., at the time of cranking). Accordingly, the lock
cam (i.e., the vane rotor) can be surely locked at the specified position (i.e., the
intermediate position).
[0014] In the above structure, it is also possible that the lock bar is formed so that the
barycenter thereof is located on a line connecting the swing center thereof and the
axis line of the cam shaft or at the vicinity of the line in a locked state as being
engaged with the lock cam to generate centrifugal force in a direction to maintain
the locked state and is located at a position deviated from the line in a lock-released
state as being disengaged from the lock cam owing to fluid pressure to generate centrifugal
force in a direction to maintain the lock-released state.
According to the structure, when the lock bar is in the locked state as being engaged
with the lock cam, the locked state is to be maintained owing to urging force without
receiving centrifugal force due to rotation or owing to the urging force and centrifugal
force due to the rotation. On the other hand, when the lock bar is in the lock-released
state as being disengaged from the lock cam owing to fluid pressure, the lock-released
state is surely maintained with centrifugal force due to the rotation exerted in addition
to the fluid pressure.
Effects of the Invention
[0015] According to the valve timing changing device having the above structure, with phase
control of a vane rotor (i.e., phase changing in a phase adjustment angle range between
the most-advanced position and the most-retarded position), engine startability can
be improved and rattling etc. at the time of engine starting can be prevented while
achieving structural simplification, reduction of part count, miniaturization of the
entire device and the like. In addition, the phase adjustment angle can be set wider,
so that phase control can be performed widely in accordance with engine drive conditions
BRIEF DESCRIPTION OF THE DRAWINGS
[0016]
FIG. 1 is an exploded perspective view illustrating an embodiment of a valve timing
changing device according to the present invention.
FIG. 2 is a sectional view illustrating the inside of the valve timing changing device
according to the present invention.
FIG. 3 is a sectional view illustrating an advancing passage which is communicated
with an advancing chamber in a state that a vane rotor constituting a part of the
valve timing changing device is at a specified intermediate position in a range of
a phase adjustment angle.
FIG. 4 is a sectional view illustrating a retarding passage which is communicated
with a retarding chamber in a state that the vane rotor constituting a part of the
valve timing changing device is at the specified intermediate position in the range
of the phase adjustment angle.
FIG. 5 is a sectional view illustrating a state that the vane rotor is locked at the
intermediate position by a lock mechanism (i.e., a lock cam and a lock bar) constituting
a part of the valve timing changing device.
FIG. 6 is a sectional view illustrating a state that the vane rotor is located at
the most-retarded position as releasing the locking of the vane rotor due to the lock
mechanism (i.e., the lock cam and the lock bar) constituting a part of the valve timing
changing device.
FIG. 7 is a sectional view illustrating a state that the vane rotor is located at
the most-advanced position as releasing the locking of the vane rotor due to the lock
mechanism (i.e., the lock cam and the lock bar) constituting a part of the valve timing
changing device.
FIG. 8 is a perspective view illustrating a lock bar which constitutes a part of the
lock mechanism.
FIG. 9 is a schematic view of the valve timing changing device at the time of engine
starting.
FIG. 10 is an explanatory schematic view illustrating operation of the valve timing
changing device when the phase is to be changed to the retard side after engine starting.
FIG. 11 is an explanatory schematic view illustrating operation of the valve timing
changing device when the phase is to be changed to the advance side after engine starting.
FIG. 12 is an explanatory schematic view illustrating operation of the valve timing
changing device when the phase is to be maintained at a specified phase angle.
FIG. 13 is a sectional view illustrating another embodiment of the lock mechanism
constituting a part of the valve timing changing device according to the present invention.
DETAILED DESCRIPTION OF THE EMBODIMENTS
[0017] In the following, embodiments of the present invention will be described with reference
to the attached drawings.
As illustrated in FIGS. 1 and 2, the valve timing changing device is provided with
a vane rotor 20 which is capable of being fixed to a cam shaft 10 in a detachably
attachable manner, a housing rotor 30 (i.e., a housing member 31, a sprocket member
32 and a cover member 33) which accommodates the vane rotor 20 in a relatively rotatable
manner as being rotated on an axis line S1 of the cam shaft 10 and which defines an
advancing chamber 30a and a retarding chamber 30b in cooperation with the vane rotor
20, a lock cam 40 which is fixed to the vane rotor 20, an advance-restraining lock
bar 50 and an advance-restraining urge spring 51 which are disposed to the housing
rotor 30 to restrain the vane rotor 20 (i.e., the lock cam 40) from being shifted
to the advance side, a retard-restraining lock bar 60 and a retard-restraining urge
spring 61 which are disposed to the housing rotor 30 to restrain the vane rotor 20
(i.e. the lock cam 40) to the retard side, a center bolt 70 which fastens the vane
rotor 20 to the cam shaft 10, an assist mechanism 80 which assists the lock cam 40
to return to a specified position (e.g., an intermediate position), an operating oil
control system 100 which includes operating oil passages and an operating oil control
valve (OCV) 103 as a fluid control valve which controls flow of operating oil (i.e.,
engine lubricant oil) as fluid, and the like.
[0018] Here, the cam shaft 10 performs open-close driving of an intake valve or an exhaust
valve of an engine with camming action. The housing rotor 30 transmits rotational
drive force of a crank shaft to the cam shaft 10 via the vane rotor 20 as being interlocked
with rotation of the crank shaft via a chain and the like.
Further, a lock mechanism to lock the vane rotor 20 at the specified position (e.g.,
the intermediate position) in a predetermined range of an angle (i.e., a phase adjustment
angle) as being relatively rotatable against the housing rotor 30 is constituted with
the lock cam 40, the advance-restraining lock bar 50, the advance-restraining urge
spring 51, the retard-restraining lock bar 60 and the retard-restraining urge spring
61.
Here, in this device, the predetermined angle range (i.e., the angle range from the
most-retarded position to the most-advanced position) is set to the order of 35 degrees
to 40 degrees, and then, the specified position (i.e., the intermediate position)
is set to an angle position as being rotated approximately by 10 degrees from the
most-retarded position to the advance side.
[0019] The cam shaft 10 is supported by a bearing B formed at a cylinder head of the engine
being rotatable about an axis line S1 (in FIG. 1, as being rotated in a direction
of arrow CR). As illustrated in FIGS. 1 and 2, the cam shaft 10 includes a journal
portion 11 which is supported by the bearing B, a cylinder portion 12 which rotatably
supports the housing rotor 30, an advancing passage 13 and a retarding passage 14
through which operating oil is passed as being formed at the inside of the cam shaft
10, an internal thread portion 15 which fastens the center bolt 70, and the like.
[0020] The advancing passage 13 is formed to be communicated with the advancing chamber
30a so that operating oil is introduced to or discharged from the advancing chamber
30a in accordance with control of the operating oil control valve 103.
The retarding passage 14 is formed to be communicated with the retarding chamber 30b
so that operating oil is introduced to or discharged from the retarding chamber 30b
in accordance with control of the operating oil control valve 103.
[0021] As illustrated in FIGS. 1 to 4, the vane rotor 20 includes four vane portions 21,
a hub portion 22 which integrally holds the four vane portions 21 spaced at regular
intervals, an penetration hole 23 through which the center bolt 70 passes as being
formed at the hub portion 22, an advancing passage 24 which is communicated with the
advancing chamber 30a, a retarding passage 25 which is communicated with the retarding
chamber 30b, four groove portions 26 to which a seal member S is respectively fitted
as being formed at each distal end of the vane portion 21, and the like.
Then, as illustrated in FIG. 2, the vane rotor 20 is fastened to the cam shaft 10
along with the lock cam 40 by utilizing the center bolt 70 so as to be rotated integrally
with the cam shaft 10.
[0022] The housing rotor 30 is supported rotatably on the axis line S1 of the cam shaft
10 as being interlocked with rotation of the crank shaft. As illustrated in FIG. 1,
the housing rotor 30 is constituted with the housing member 31, the sprocket member
32 as being joined at a back face side of the housing member 31, and the cover member
33 as being connected to a front face side of the housing member 31. The housing rotor
30 is formed to define an accommodation room A1 which accommodates the vane rotor
20 in a relatively rotatable manner in the predetermined range of the angle (i.e.
the phase adjustment angle) and an isolation room A2 which accommodates the lock mechanism
(40, 50, 51, 60 and 61) as being isolated from the accommodation room A1. Here, the
accommodation room A1 is separated into the advancing chambers 30a and the retarding
chambers 30b by the vane rotor 20 (i.e., the vane portions 21 thereof).
[0023] As illustrated in FIGS. 1 to 4, the housing member 31 includes a cylinder wall 31a,
an isolation wall 31b, a penetration hole 31c formed at the center of the isolation
wall 31b, four bearing portions 31d protruded toward the center at a back face side
of the isolation wall 31b, a concave portion 31e which accommodates the vane rotor
20 as being defined at a center part and between the respective bearing portions 31d,
a concave portion 31f which accommodate the lock mechanism as being formed at a front
face side of the isolation wall 31b, an advance-restraining communication passage
31g which is disposed to the isolation wall 31b to be communicated with the advancing
chamber 30a, a retard-restraining communication passage 31h which is disposed to the
isolation wall 31b to be communicated with the retarding chamber 30b, support shafts
31i, 31j, engagement projections 31k, 31m, a stopper wall 31n which defines the most-retarded
position, a stopper wall 31o which defines the most-advanced position, a stopper wall
31p to which the advance-restraining lock bar 50 is possibly contacted, a stopper
wall 31q to which the retard-restraining lock bar 60 is possibly contacted, a concave
portion 31r which accommodates the assist mechanism 80, screw holes 31s for fastening
the cover member 33 and the sprocket member 32 by utilizing bolts, and the like.
[0024] The isolation wall 31b is formed to isolate the accommodation room A1 from the isolation
room A2 so that the lock mechanism (40, 50, 51, 60 and 61) is arranged to be isolated
from the vane rotors 20.
The penetration hole 31c is formed in shape and size to ensure a sealing ability (i.e.,
to prevent leakage of operating oil) owing to intimate contact between the back face
of the isolation wall 31b and a front face of the vane rotor 20 (i.e., the hub portion
22 thereof) while allowing integral connection of a back face of the lock cam 40 with
the front face of the hub portion 22 of the vane rotor 20 by the center bolt 70.
The concave portion 31e functions as the accommodation room A1 when the sprocket member
32 is joined in a state that the vane rotor 20 is assembled as being rotatable in
the predetermined angle range (i.e., an operating angle range).
[0025] As illustrated in FIGS. 5 to 7, the concave portion 31f is formed to accommodate
respectively the lock cam 40 as being rotatable about the axis line S1, the advance-restraining
lock bar 50 as being swingable about an axis line S2, the advance-restraining urge
spring 51 as being extendable, the retard-restraining lock bar 60 as being swingable
about an axis line S3, and the retard-restraining urge spring 61 as being extendable.
Further, the concave portion 31f is formed so that oil pressure at a predetermined
level or higher can be obtained in cooperation with a side face of the advance-restraining
lock bar 50 as being filled with operating oil which is guided from the advance-restraining
communication passage 31g and so that oil pressure at a predetermined level or higher
can be obtained in cooperation with a side face of the retard-restraining lock bar
60 as being filled with operating oil which is introduced from the retard-restraining
communication passage 31h.
Then, the concave portion 31f functions as the isolation room A2 when the cover member
33 is joined in a state that the lock mechanism (40, 50, 51, 60 and 61) is assembled.
Accordingly, since the isolation roomA2 in which the lock mechanism is arranged is
defined by the isolation wall 31b of the housing member 31 and the cover member 33
which is detachably attachable to the housing member 31, assembling operation and
disassembling operation of the lock mechanism can be easily performed in a state that
the vane rotor 20 is assembled in the accommodation room A1 of the housing member
31.
[0026] The advance-restraining communication passage 31g is formed to introduce oil pressure
to the side face of the advance-restraining lock bar 50 as being communicated with
the advancing chamber 30a so that locking due to the advance-restraining lock bar
50 is released against urging force of the advance-restraining urge spring 51.
The retard-restraining communication passage 31h is formed to introduce oil pressure
to the side face of the retard-restraining lock bar 60 as being communicated with
the retarding chamber 30b so that locking due to the retard-restraining lock bar 60
is released against urging force of the retard-restraining urge spring 61.
[0027] As illustrated in FIGS. 5 to 7, the support shaft 31i is formed to support the advance-restraining
lock bar 50 as being swingable in a plane perpendicular to the axis line S2.
As illustrated in FIGS. 5 to 7, the support shaft 31j is formed to support the retard-restraining
lock bar 60 as being swingable in a plane perpendicular to the axis line S3.
As illustrated in FIGS. 5 to 7, the engagement projection 31k is formed to be engaged
with one end of the advance-restraining urge spring 51.
As illustrated in FIGS. 5 to 7, the engagement projection 31m is formed to be engaged
with one end of the retard-restraining urge spring 61.
As illustrated in FIG. 6, the stopper wall 31n defines the most-retarded position
as being contacted with a projection 41 of the lock cam 40 in the predetermined angle
range of relative rotation of the vane rotor 20 against the housing rotor 30.
As illustrated in FIG. 7, the stopper wall 31o defines the most-advanced position
as being contacted with the projection 41 of the lock cam 40 in the predetermined
angle range of relative rotation of the vane rotor 20 against the housing rotor 30.
As illustrated in FIGS. 5 and 6, the stopper wall 31p defines a rest position to possibly
lock the lock cam 40 as the advance-restraining lock bar 50 being rotationally urged
with urging force of the advance-restraining urge spring 51 in a state that oil pressure
of operating oil is not applied.
As illustrated in FIGS. 5 and 7, the stopper wall 31q defines a rest position to possibly
lock the lock cam 40 as the retard-restraining lock bar 60 being rotationally urged
with urging force of the retard-restraining urge spring 61 in a state that oil pressure
of operating oil is not applied.
[0028] As illustrated in FIGS. 1 and 2, the sprocket member 32 includes a sprocket 32a around
which a chain for transmitting rotational drive force of the crank shaft is wound,
an inner circumferential face 32b which is rotatably fitted to the cylinder portion
12 of the cam shaft 10, a front face 32c to which a back face of the vane rotor 20
is slidably contacted, screw holes 32d for being joined to the housing member 31 by
utilizing the bolts, and the like.
Here, the sprocket member 32 defines the accommodation room A1 in cooperation with
the front face 32c thereof and the concave portion 31e by being joined to the housing
member 31 in which the vane rotor 20 is accommodated by utilizing the bolts.
[0029] As illustrated in FIGS. 1 and 2, the cover member 33 is formed in a detachably attachable
manner to the housing member 31 as including a circular hole 33a through which the
center bolt 70 is passed, a back face 33b, screw holes 33c for being fastened to the
housing member 31by utilizing the bolts, and the like.
Here, by being joined to the housing member 31 by utilizing the bolts etc., the cover
member 33 defines the isolation room A2 in cooperation with the back face 33b thereof
and the concave portion 31f while sealing is performed not to generate leakage of
operating oil as covering from the front side in a state that the lock mechanism (i.e.,
the lock cam 40, the advance-restraining lock bar 50, the advance-restraining urge
spring 51, the retard-restraining lock bar 60 and the retard-restraining urge spring
61) is accommodated in the concave portion 31f.
[0030] As illustrated in FIGS. 1, 2 and 5 to 7, the lock cam 40 is to be rotated integrally
with the vane rotor 20 and the cam shaft 10 as being fastened to the cam shaft 10
along with the vane rotor 20 by the center bolt 70. The lock cam 40 includes the projection
41 which is possibly contacted to a push rod 81 of the assist mechanism 80 as well
as the stopper walls 31n, 31o, a cam face 42 which is possibly engaged with and disengaged
from the advance-restraining lock bar 50, a cam face 43 which is possibly engaged
with and disengaged from the retard-restraining lock bar 60, and a penetration hole
44 through which the center bolt 70 is passed.
The cam face 42 is formed so that rotation toward the advance side is restrained with
contact of the advance-restraining lock bar 50 when the vane rotor 20 is at the intermediate
position.
The cam face 43 is formed so that rotation toward the retard side is restrained with
contact of the retard-restraining lock bar 60 when the vane rotor 20 is at the intermediate
position.
The lock cam 40 is fixed to the cam shaft 10 so as to be located at the intermediate
position as being locked by the advance-restraining lock bar 50 and the retard-restraining
lock bar 60 in a state as illustrated in FIG. 5, to define the most-retarded position
in a state that the projection 41 is contacted to the stopper wall 31n as illustrated
in FIG. 6, and to define the most-advanced position in a state that the projection
41 is contacted to the stopper wall 31o as illustrated in FIG. 7.
[0031] As illustrated in FIGS. 5 to 7, the advance-restraining lock bar 50 is swingable
about the axis line S2 in the plane perpendicular to the axis line S1 as being supported
by the support shaft 31i of the housing member 31 and is rotationally urged counterclockwise
to be contacted to the stopper wall 31p as the other end of the advance-restraining
urge spring 51 being engaged therewith.
Then, the advance-restraining lock bar 50 restrains the lock cam 40 (i.e., the vane
rotor 20) from being rotated to the advance side from the rest position as contacting
the cam face 42 of the lock cam 40 in a state that counterclockwise rotation thereof
is restrained owing to contact with the stopper wall 31p. On the contrary, the locking
thereof is released as being rotated clockwise owing to oil pressure of operating
oil supplied through the advance-restraining communication passage 31g.
Here, the advance-restraining lock bar 50 is formed as follows. That is, in a state
of a locked state as being engaged with the lock cam 40, the barycenter G1 thereof
is located on a line L1 connecting the swing center S2 thereof and the axis line S1
of the cam shaft or at the vicinity of the line L1 (i.e., at a position deviated to
the clockwise side from the line L1) so as to generate centrifugal force in a direction
to maintain the locked state, as illustrated in FIG. 5. Meanwhile, in a state of a
lock-released state as being disengaged from the lock cam 40 owing to oil pressure
of operating oil, the barycenter G1 is located at a position deviated (to the counterclockwise
side) against the line L1 so as to generate centrifugal force in a direction to maintain
the lock-released state, as illustrated in FIG. 7.
As a method to locate the barycenter G1 to be closer to the swing center S2, the advance-restraining
lock bar 50 is formed so that thickness of a portion 50a at the swing center side
is larger than the thickness of a portion 50b at a distal end side, for example, as
illustrated in FIG. 8 when material having constant density is adopted.
With the above configuration, when the advance-restraining lock bar 50 is in the locked
state as being engaged with the lock cam 40, the locked state is to be maintained
owing to urging force of the advance-restraining urge spring 51 without receiving
centrifugal force due to rotation or owing to the urging force and centrifugal force
due to the rotation. On the other hand, when the advance-restraining lock bar 50 is
in the lock-released state as being disengaged from the lock cam 40 owing to oil pressure
of operating oil, the lock-released state is surely maintained with centrifugal force
due to the rotation exerted in addition to the oil pressure of operating oil.
[0032] As illustrated in FIGS. 5 to 7, the retard-restraining lock bar 60 is swingable about
the axis line S3 in the plane perpendicular to the axis line S1 as being supported
by the support shaft 31j of the housing member 31 and is rotationally urged clockwise
to be contacted to the stopper wall 31q as the other end of the retard-restraining
urge spring 61 being engaged therewith.
Then, the retard-restraining lock bar 60 restrains the lock cam 40 (i.e., the vane
rotor 20) from being rotated to the retard side from the rest position as contacting
the cam face 43 of the lock cam 40 in a state that clockwise rotation thereof is restrained
owing to contact with the stopper wall 31q. On the contrary, the locking thereof is
released as being rotated counterclockwise owing to oil pressure of operating oil
supplied through the retard-restraining communication passage 31h.
Here, the retard-restraining lock bar 60 is formed as follows. That is, in a locked
state as being engaged with the lock cam 40, the barycenter G2 thereof is located
on a line L2 connecting the swing center S3 thereof and the axis line S1 of the cam
shaft or at the vicinity of the line L2 (i.e., at a position deviated to the counterclockwise
side from the line L2) so as to generate centrifugal force in a direction to maintain
the locked state, as illustrated in FIG. 5. Meanwhile, in a state of a lock-released
state as being disengaged from the lock cam 40 owing to oil pressure of operating
oil, the barycenter G2 is located at a position deviated (to the clockwise side) from
the line L2 so as to generate centrifugal force in a direction to maintain the lock-released
state, as illustrated in FIG. 6.
As a method to locate the barycenter G2 to be closer to the swing center S3, the retard-restraining
lock bar 60 is formed so that thickness of a portion 60a at the swing center side
is larger than the thickness of a portion 60b at a distal end side, for example, as
illustrated in FIG. 8 when material having constant density is adopted.
With the above configuration, when the retard-restraining lock bar 60 is in the locked
state as being engaged with the lock cam 40, the locked state is to be maintained
owing to urging force of the retard-restraining urge spring 61 without receiving centrifugal
force due to rotation or owing to the urging force and centrifugal force due to the
rotation. On the other hand, when the retard-restraining lock bar 60 is in the lock-released
state as being disengaged from the lock cam 40 owing to oil pressure of operating
oil, the lock-released state is surely maintained with centrifugal force due to the
rotation exerted in addition to the oil pressure of operating oil.
[0033] In this manner, the lock bars (i.e., the advance-restraining lock bar 50 and the
retard-restraining lock bar 60) are supported as being swingable in the plane perpendicular
to the axis line S1 of the cam shaft 10. Therefore, even in a case that the lock bars
(i.e., the advance-restraining lock bar 50 and the retard-restraining lock bar 60)
are in a state of being deviated from respective positions to lock the lock cam 40
when the engine is stopped, the lock bars (i.e., the advance-restraining lock bar
50 and the retard-restraining lock bar 60) are rotated in the urged direction owing
to torque fluctuation etc. of the cam shaft 10 at the time of engine starting (i.e.,
at the time of cranking). Accordingly, the lock cam 40 (i.e., the vane rotor 20) can
be surely moved to the intermediate position to be locked.
Further, as described above, the lock mechanism (40, 50, 51, 60 and 61) is arranged
in the isolation room A2 isolated from the accommodation room A1 which accommodates
the vane rotor 20. Here, since the vane rotor 20 is not directly locked, the vane
portions 21 of the vane rotor 20 can be thinned and design flexibility and layout
flexibility can be increased. Further, since volume for arranging the lock mechanism
becomes unnecessary at the side of accommodation room A1 which accommodates the vane
rotor 20, the phase adjustment angle between the most-advanced position and the most-retarded
position can be set wider by the amount of the volume. Accordingly, it is possible
to perform phase control widely if required.
In particular, when a vane accommodating pin for locking is maintained at an intermediate
position in an accommodation room at the time of starting as in the related art, a
sufficient control angle for phase adjustment cannot be ensured to the advance side
from the position at the time of starting. On the contrary, in the present invention,
since extra thickness is not required for a vane, the angle of phase control (i.e.,
the phase adjustment angle) can be sufficiently ensured. In particular, it is possible
to ensure the angle of phase control (i.e., the phase adjustment angle) to the advance
side from the starting.
[0034] As illustrated in FIGS. 1 and 2, the center bolt 70 fastens the lock cam 40 and the
vane rotor 29 to the cam shaft 10. The center bolt 70 includes an external thread
portion 72 which is screwed with the internal thread portion 15 of the cam shaft 10,
a retarding passage 71 which causes communication between the retarding passage 14
and the retarding chamber 30b to supply operating oil to the retarding chamber 30b
or to discharge operating oil from the retarding chamber 30b, and the like as being
at the inside of the cam shaft 10.
[0035] The assist mechanism 80 exerts assist force to move the lock cam 40 (i.e., the vane
rotor 20 and the cam shaft 10) from the most-retarded position to the intermediate
position. As illustrated in FIG. 1, the assist mechanism 80 is constituted with the
push rod 81 which is accommodated in the concave portion 31r of the housing member
31 and an urge spring 82 which urges the push rod 81 to be protruded into the isolation
room A2.
The push rod 81 is urged by the urge spring 82 so that the distal end thereof is protruded
and contacted to one side face of the projection 41 of the lock cam 40 for locating
the lock cam 40 at the intermediate position by urging from the retard side to the
advance side.
[0036] As illustrated in FIG. 2, the operating oil control system 100 includes a pump 101
to feed operating oil, a drain passage 102, the operating oil control valve (OCV)
103, an advancing passage 104, a retarding passage 105, and the like.
As illustrated in FIG. 2, the operating oil control valve 103 includes a DD port 103a
which discharges operating oil from the advancing passage 104 and the retarding passage
105, a DP port 103b which discharges operating oil from the advancing passage 104
and supplies operating oil to the retarding passage 105, a CC port 103c which blocks
the advancing passage 104 and the retarding passage 105, and a PD port 103d which
supplies operating oil to the advancing passage 104 and discharges operating oil from
the retarding passage 105.
In the operating oil control valve 103, the DD port 103a is selected owing to urging
force of a spring in a non-powered rest state, and then, the DP port 103b, the CC
port 103c or the PD port 103d is selected by appropriately controlling electromagnetic
drive force.
The advancing passage 104 and the retarding passage 105 are defined by operating oil
passages (i.e., lubricant passages) formed in a cylinder block or a cylinder head
of the engine or pipes etc. for operating oil passages arranged at the outside of
the engine.
[0037] Next, operation of the valve timing changing device will be described with reference
to FIGS. 5 to 7 and 9 to 12.
When the engine is stopped, the DD port 103a is selected in the operating oil control
valve 103 and the advancing chamber 30a and the retarding chamber 30b are in a state
that operating oil is discharged respectively through the advancing passage 104 and
the retarding passage 105, as illustrated in FIG. 9.
Further, as illustrated in FIG. 5, the advance-restraining lock bar 50 and the retard-restraining
lock bar 60 are in a state of locking the lock cam 40 (i.e., the locked state) and
the push rod 81 of the assist mechanism 80 is in a state of being contacted to the
projection 41. Therefore, the vane rotor 20 is located at the intermediate position
in the predetermined angle range as illustrated in FIGS. 3 and 4.
The intermediate position is set for the valve timing at which smooth starting can
be performed. Accordingly, when starting (i.e., cranking) of the engine is initiated
in the above state, the engine can be smoothly started.
In this manner, since the vane rotor 20 (i.e., the cam shaft 10) is to be located
at the intermediate position owing to the lock mechanism at the time of engine starting
(i.e., cranking), the engine can be smoothly started without unnecessary load while
preventing occurrence of rattling. In addition, even after starting (i.e., complete
combustion) of the engine, phase control can be smoothly performed while preventing
unnecessary load.
[0038] Here, at the time of stopping of the engine, in a case that the lock cam 40 receives
only the assist force from the assist mechanism 80 without being locked by the advance-restraining
lock bar 50 and the retard-restraining lock bar 60, the vane rotor 20 is to be stopped
at an arbitrary position between the intermediate position and the most-advanced position.
Alternatively, in a case that the assist force due to the assist mechanism 80 is not
exerted as well without being locked by the advance-restraining lock bar 50 and the
retard-restraining lock bar 60, the vane rotor 20 is to be stopped at an arbitrary
position between the most-retarded position and the most-advanced position.
In the above state, the vane rotor 20 is relatively rotatable against the housing
rotor 30. Accordingly, when starting (i.e., cranking) of the engine is initiated,
the advance-restraining lock bar 50 and the retard-restraining lock bar 60 operate
to immediately lock the lock cam 40 at the intermediate position owing to torque fluctuation
of the cam shaft 10, the advance-restraining urge spring 51, the retard-restraining
urge spring 61 and the like.
Accordingly, the vane rotor 20 is immediately located at the intermediate position
and smooth starting (i.e. complete combustion) of the engine can be performed while
preventing occurrence of rattling.
[0039] As illustrated in FIGS. 10 to 12, when starting (i.e., the complete combustion) of
the engine is performed, phase control is performed with appropriate switching of
the operating oil control valve 103 so that the vane rotor 20 (i.e., the cam shaft
10) is moved from the intermediate position to the advance side or the retard side
and is further maintained at a specified angle position.
For example, when the phase is to be changed from the intermediate position to the
retard side, the DP port 103b is selected with switching of the operating oil control
valve 103, as illustrated in FIG. 10. Accordingly, operating oil is supplied to the
retarding chamber 30b through the retarding passage 105 and oil pressure of the operating
oil is supplied to the retard-restraining lock bar 60 from the retarding chamber 30b
through the retard-restraining communication passage 31h. Meanwhile, operating oil
is discharged from the advancing chamber 30a through the advancing passage 104.
Then, as illustrated in FIG. 6, the retard-restraining lock bar 60 is to be disengaged
from the lock cam 40 owing to oil pressure of operating oil supplied through the retard-restraining
communication passage 31h and the locking is released. Accordingly, the phase can
be changed by moving the vane rotor 20 to the retard side.
[0040] On the contrary, when the phase is to be changed to the advance side, the PD port
103d is selected with switching of the operating oil control valve 103, as illustrated
in FIG. 11. Accordingly, operating oil is supplied to the advancing chamber 30a through
the advancing passage 104 and oil pressure of the operating oil is supplied to the
advance-restraining lock bar 50 from the advancing chamber 30a through the advance-restraining
communication passage 31g. Meanwhile, operating oil is discharged from the retarding
chamber 30b through the retarding passage 105.
Then, as illustrated in FIG. 7, the advance-restraining lock bar 50 is to be disengaged
from the lock cam 40 owing to oil pressure of operating oil supplied through the advance-restraining
communication passage 31g and the locking is released. Accordingly, the phase can
be changed by moving the vane rotor 20 to the advance side.
[0041] Further, the vane rotor 20 is to be maintained at a specified angle position, the
CC port 103c is selected with switching of the operating oil control valve 103, as
illustrated in FIG. 12. Accordingly, both of the advancing passage 104 and the retarding
passage 105 are blocked and oil pressure of the operating oil in the advancing chamber
30a and the retarding chamber 30b is maintained without change.
In this manner, the vane rotor 20 can be maintained at the specified angle while the
advance-restraining lock bar 50, the retard-restraining lock bar 60 and the lock cam
40 are maintained in the state at that time.
[0042] As described above, according to the valve timing changing device, the lock mechanism
is arranged in the isolation room A2 isolated from the accommodation room A1 which
accommodates the vane rotor 20. Therefore, compared to a traditional device with a
lock mechanism being protruded and retracted against a slide boundary face in an accommodation
room which accommodates a vane rotor, volume for arranging the lock mechanism becomes
unnecessary and the phase adjustment angle between the most-advanced position and
the most-retarded position can be set wider by the amount of the volume. Accordingly,
it is possible to perform phase control widely if required.
In particular, when a thick vane accommodating a pin for locking is to be maintained
at an intermediate position in the accommodation room at the time of starting as in
the related art, a sufficient control angle for phase adjustment from the starting
position to the advance side cannot be ensured. On the contrary, in the present invention,
since extra thickness is not required for the vane, the angle of phase control (i.e.,
the phase adjustment angle) can be sufficiently ensured. In particular, it is possible
to sufficiently ensure the angle required for performing phase control (i.e., the
phase adjustment angle) to the advance side from the starting.
[0043] FIG. 13 illustrates another embodiment of a lock mechanism which constitutes a part
of the valve timing changing device according to the present invention.
In the present embodiment, an advance-restraining lock bar 50', a retard-restraining
lock bar 60', an advance-restraining urge spring 51' and a retard-restraining urge
spring 61' are adopted instead of the advance-restraining lock bar 50, the retard-restraining
lock bar 60, the advance-restraining urge spring 51 and the retard-restraining urge
spring 61 of the abovementioned embodiment.
As illustrated in FIG. 13, the advance-restraining lock bar 50' includes a spring
engaging portion 50c' at a distal end side being apart from the swing center S2.
As illustrated in FIG. 13, the advance-restraining urge spring 51' being a compression
type coil spring exerts urging force to press the advance-restraining lock bar 50'
to the lock cam 40 (i.e., the cam face 42 thereof) as being engaged with the distal
end side (i.e., the spring engaging portion 50c') of the advance-restraining lock
bar 50' in a state of being compressed by a specified compression amount.
As illustrated in FIG. 13, the retard-restraining lock bar 60' includes a spring engaging
portion 60c' at a distal end side being apart from the swing center S3.
As illustrated in FIG. 13, the retard-restraining urge spring 61' being a compression
type coil spring exerts urging force to press the retard-restraining lock bar 60'
to the lock cam 40 (i.e., the cam face 43 thereof) as being engaged with the distal
end side (i.e., the spring engaging portion 60c') of the retard-restraining lock bar
60' in a state of being compressed by a specified compression amount.
In the present embodiment, since the urging force of the spring (i.e., the advance-restraining
urge spring 51' and the retard-restraining urge spring 61') is exerted to a free end
side of the lock bar (the advance-restraining lock bar 50' and the retard-restraining
lock bar 60' , rotation torque around the swing center S2, S3 due to the urging force
becomes large. Accordingly, the spring (i.e., the advance-restraining urge spring
51' and the retard-restraining urge spring 61') can be downsized so as to contribute
to miniaturization, weight reduction and simplification of the device.
[0044] In the above description of the embodiments, the housing rotor 30 includes the sprocket
32a which transmits rotational drive force of the crank shaft. However, not limited
to the above, when means to transmit rotational drive force of the crank shaft has
another structure (e.g., a toothed timing belt), a housing rotor with a component
(e.g., a toothed pulley) structured as being matched thereto can be adopted.
Further, in the above description of the embodiments, the lock mechanism is constituted
with the lock cam 40, the advance-restraining lock bar 50, 50', the advance-restraining
urge spring 51, 51', the retard-restraining lock bar 60, 60', and the retard-restraining
urge spring 61, 61'. However, not limited to the above, a lock cam may be formed integrally
with a vane rotor as long as a lock mechanism is arranged in the isolation room A2
which is isolated from the accommodation room A1. Further, it is also possible to
adopt a structure that an advance-restraining lock bar and a retard-restraint lock
bar are urged to a rest position (i.e., a position at which the lock cam 40 is locked)
owing to own urging force respectively as eliminating the advance-restraining urge
spring 51, 51' and the retard-restraining urge spring 61, 61'.
Further, in the above description of the embodiments, the advance-restraining communication
passage 31g and the retard-restraining communication passage 31h are communicated
respectively with the advancing chamber 30a and the retarding chamber 30b. However,
not limited to the above, it is also possible to be communicated respectively with
an advancing passage and a retarding passage.
Further, in the above description of the embodiments, the advance-restraining lock
bar 50, 50' and the retard-restraining lock bar 60, 60' are adopted as the lock bars.
However, not limited to the above, lock bars may be structured in different numbers
and shapes.
Furthermore, in the above description of the embodiments, the intermediate position
in a specified angle range is adopted as a specified position at which the vane rotor
is locked by the lock mechanism. However, not limited to the above, any desired position
may be adopted in accordance with engine characteristics such as being locked at the
most-retarded position and being locked at the most-advanced position.
INDUSTRIAL APPLICABILITY
[0045] As described above, with phase control of a vane rotor (i.e., phase changing in a
phase adjustment angle range between the most-advanced position and the most-retarded
position), the valve timing changing device of the present invention improves engine
startability while achieving structural simplification, reduction of part count, miniaturization
of the entire device, and the like. In addition, rattling etc. at the time of engine
starting can be prevented and the phase adjustment angle can be set wider. Accordingly,
since phase control can be performed widely in accordance with engine drive conditions,
the valve timing changing device of the present invention is useful for a small engine
etc. mounted on a motorcycle etc. as well as being adoptable for an internal combustion
engine mounted on an automobile etc.
DESCRIPTION OF NUMERALS
[0046]
- B
- Bearing
- CR
- Rotation direction of cam shaft
- 10
- Cam shaft
- S1
- Axis line
- 11
- Journal portion
- 12
- Cylinder portion
- 13
- Advancing passage
- 14
- Retarding passage
- 15
- Internal thread portion
- 20
- Vane rotor
- 21
- Vane portion
- 22
- Hub portion
- 23
- Penetration hole
- 24
- Advancing passage
- 25
- Retarding passage
- 26
- Groove portion
- S
- Seal member
- 30
- Housing rotor
- 30a
- Advancing chamber
- 30b
- Retarding chamber
- A1
- Accommodation room
- A2
- Isolation room
- 31
- Housing member
- 31a
- Cylinder wall
- 31b
- Isolation wall
- 31c
- Penetration hole
- 31d
- Bearing portion
- 31e
- Concave portion
- 31f
- Concave portion
- 31g
- Advance-restraining communication passage
- 31h
- Retard-restraining communication passage
- 31i, 31j
- Support shaft
- S2, S3
- Axis line
- 31k, 31m
- Engagement projection
- 31n, 31o, 31p, 31q
- Stopper wall
- 31r
- Concave portion
- 31s
- Screw hole
- 32
- Sprocket member
- 32a
- Sprocket
- 32b
- Inner circumferential face
- 32c
- Front face
- 32d
- Screw hole
- 33
- Cover member
- 33a
- Circular hole
- 33b
- Back face
- 33c
- Screw hole
- 40
- Lock cam
- 41
- Projection
- 42, 43
- Cam face
- 50, 50'
- Advance-restraining lock bar (Lock mechanism)
- L1
- Line
- G1
- Barycenter
- 51, 51'
- Advance-restraining urge spring (Lock mechanism)
- 60, 60'
- Retard-restraining lock bar (Lock mechanism)
- L2
- Line
- G2
- Barycenter
- 61, 61'
- Retard-restraining urge spring (Lock mechanism)
- 70
- Center bolt
- 71
- Retarding passage
- 72
- External thread portion
- 80
- Assist mechanism
- 81
- Push rod
- 82
- Urge spring
- 100
- Operating oil control system
- 101
- Pump
- 102
- Drain passage
- 103
- Operating oil control valve (Fluid control valve)
- 103a
- DD port
- 103b
- DP port
- 103c
- CC port
- 103d
- PD port
- 104
- Advancing passage
- 105
- Retarding passage
1. Eine Ventiltaktänderungsvorrichtung zum Ändern eines Öffnungs-Schließ-Taktes eines
Einlassventils oder eines Auslassventils von welcher das Öffnungs-Schließ-Treiben
durch eine Nockenwelle (10) durchgeführt wird, welche aufweist:
einen Gehäuserotor (30), welcher auf einen Achsenlinie (S1) einer Nockenwelle (10)
gedreht bzw. rotiert wird, um mit der Rotation einer Kurbelwelle gekuppelt bzw. verriegelt
zu sein;
einen Flügelrotor (20), welcher in einem Unterbringungsraum bzw. Gehäuseraum (A1)
des Gehäuserotors (30) untergebracht bzw. beherbergt ist, um relativ drehbar in einem
vorbestimmten Winkelbereich zu sein, während der Unterbringungsraum bzw. Gehäuseraum
(A1) in eine weiterführende Kammer bzw. Vorwärtskammer (30a) und eine rückwärtige
Kammer bzw. Verzögerungskammer (30b) separiert bzw. getrennt ist, und welcher integral
mit der Nockenwelle (10) gedreht bzw. rotiert wird;
eine weiterführende Passage bzw. Verzögerungspassage (13), welche Fluid passieren
lässt, um mit der weiterführenden Kammer bzw. Vorwärtskammer (30a) zu kommunizieren;
eine rückwärtige Passage bzw. Verzögerungspassage (14), welche Fluid passieren lässt,
um mit der rückwärtigen Kammer bzw. Verzögerungskammer (30b) zu kommunizieren; und
einen Verschlussmechanismus bzw. Verriegelungsmechanismus (40, 50, 51, 60, 61), welcher
den Flügelrotor (20) gegen den Gehäuserotor (30) bei einer spezifizierten Position
in dem vorbestimmten Winkelbereich verschließt bzw. verriegelt;
wobei der Gehäuserotor (20) ausgebildet ist, um einen Isolationsraum (A2) zu definieren,
der von dem Unterbringungsraum bzw. Gehäuseraum (A1) isoliert ist, welcher den Flügelrotor
(20) beinhaltet bzw. beherbergt; und
der Verschlussmechanismus bzw. Verriegelungsmechanismus 40, 50, 51, 60, 61) in dem
Isolationsraum (A2) angeordnet ist;
wobei der Gehäuserotor (30) ein Gehäuseglied (31) einschließt, das eine Isolationswand
(31b) hat, welche den Isolationsraum (A2) isoliert, und zwar von dem Unterbringungsraum
bzw. Gehäuseraum (A1), und ein Abdeckglied (33), das ausgebildet ist, um abnehmbar
bzw. entfernbar an das Gehäuseglied (31) angebracht zu werden, um den Isolationsraum
(A2) zu definieren, und zwar in Zusammenarbeit bzw. Kooperation mit der Isolationswand
(31b);
dadurch gekennzeichnet, dass:
der Verschlussmechanismus bzw. Verriegelungsmechanismus (40, 50, 51, 60, 61) den Flügelrotor
(20) bei der spezifizierten Zwischenposition in dem vorbestimmten Winkelbereich zu
der Zeit des Maschinenstartens verschließt bzw. verriegelt;
wobei der Verschlussmechanismus bzw. Verriegelungsmechanismus (40, 50, 51, 60, 61)
einen Verschlussnocken bzw. Sperrnocken (40), der an den bzw. mit dem Flügelrotor
(20) über ein Penetrationsloch bzw. Durchgangsloch verbunden ist, welches in bzw.
bei der Isolationswand (31b) ausgebildet ist, um integral gedreht zu werden, und eine
Verschlussstange bzw. Verriegelungsstange (50, 60) einschließt, welche bewegbar gegen
den Gehäuserotor (30) angeordnet ist, und welche fähig ist, verschlossen bzw. verriegelt
zu werden, um mit dem Verschlussnocken bzw. Sperrnocken (40) einzugreifen bzw. einzurasten
oder in Eingriff zu sein, und zwar aufgrund der Druckkraft bzw. Antriebskraft und
das Verschließen bzw. Verriegeln aufgrund des Fluiddruckes freigegeben bzw. gelöst
wird.
2. Ventiltaktänderungsvorrichtung nach Anspruch 1, weiter aufweisend eine Antriebsfeder
bzw. Druckfeder (51, 61), welche Antriebskraft bzw. Druckkraft auf die Verschlussstange
bzw. Verriegelungsstange (50, 60) ausübt, um mit dem Verschlussnocken bzw. Sperrnocken
(40) eingerastet bzw. im Eingriff zu sein,
wobei die Verriegelungsstange (50, 60) eine Vorwärtsbeschränkungsverriegelungsstange
(50), welche mit dem Verschlussnocken bzw. Sperrnocken (40) eingerastet bzw. im Eingriff
ist, um den Flügelrotor (20) vom rotiert bzw. gedreht sein zurückzuhalten, und zwar
auf eine bzw. zu einer Vorwärtsseite bzw. Vorlaufseite, und eine Verzögerungsbeschränkungsverriegelungsstange
(60) einschließt, welche mit dem Verschlussnocken bzw. Sperrnocken (40) im Eingriff
bzw. eingerastet ist, um den Flügelrotor (20) vom rotiert bzw. gedreht sein zurückzuhalten,
und zwar auf eine bzw. zu einer Verzögerungsseite;
die Antriebsfeder bzw. Druckfeder (51, 61) eine Vorwärtsbeschränkungsantriebsfeder
(51), welche die Vorwärtsbeschränkungsverriegelungsstange (50) dazu drängt, zu verriegeln,
und zwar um mit dem Verschlussnocken bzw. Sperrnocken (40) im Eingriff bzw. eingerastet
zu sein, und eine Verzögerungsbeschränkungsantriebsfeder (61) einschließt, welche
die Verzögerungsbeschränkungsverriegelungsstange (60) dazu drängt, zu verriegeln,
und zwar um mit dem Verschlussnocken bzw. Sperrnocken (40) im Eingriff bzw. eingerastet
zu sein, und
der Gehäuserotor (30) eine Vorwärtsbeschränkungskommunikationspassage (31g), welche
Fluiddruck zu der Vorwärtsbeschränkungsverriegelungsstange (50) in den Isolationsraum
(A2) führt, um das Verriegeln zu lösen, und zwar um mit der vorwärtigen Kammer bzw.
Vorwärtskammer (30a) oder der Vorwärtspassage (13) zu kommunizieren, und eine Verzögerungsbeschränkungskommunikationspassage
(31h) einschließt, welche Fluiddruck zu der Verzögerungsbeschränkungsverriegelungsstange
(60) in den Isolationsraum führt, um das Verriegeln zu lösen, und zwar um mit der
rückwärtigen Kammer bzw. Verzögerungskammer (30b) oder der Verzögerungspassage (14)
zu kommunizieren.
3. Ventiltaktänderungsvorrichtung nach Anspruch 1 oder 2,
wobei die Verriegelungsstange (50, 60) gestützt wird, um drehbar bzw. schwingbar in
einer Ebene zu sein, die senkrecht zu der Achsenlinie (1) ist.
4. Ventiltaktänderungsvorrichtung nach Anspruch 3,
wobei die Verriegelungsstange (50, 60) ausgebildet ist, so dass der Schwerpunkt (G1,
G2) davon auf einer Linie angeordnet ist, die das Drehzentrum bzw. Schwingzentrum
(S2, S3) davon und die Achsenlinie (S1) der Nockenwelle (10) oder in der Nähe der
Linie in einem verriegelten Zustand verbindet, um mit dem Verschlussnocken bzw. Sperrnocken
(40) im Eingriff bzw. eingerastet zu sein, um eine Zentrifugalkraft in einer Richtung
zu erzeugen, um den verriegelten Zustand beizubehalten und bei einer Position angeordnet
ist, die von der Linie in einem Verriegelungs-gelösten Zustand abweicht, und zwar,
um von dem Verschlussnocken bzw. Sperrnocken (40) frei bzw. gelöst zu sein, und zwar
aufgrund von Fluiddruck, um eine Zentrifugalkraft in einer Richtung zu erzeugen, um
den Verriegelungs-gelösten Zustand beizubehalten.