JPH11218009A - Hydraulic valve timing adjusting device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent generation of hatching at the time of starting an engine by constituting all the areas of a part engaged to at least an engagement hole of a shaft part of a plunger for the engagement hole by parallel pins which have the same diameter and are parallel to a cam shaft. SOLUTION: A housing 42 and a rotor 44 of an actuator are locked at the time of starting an engine, all the areas of a shaft part 56a of a plunger 56 releasing the lock at the time of starting the engine are constituted into parallel pin shapes which have the same diameter, are made parallel to an intake air side cam shaft 19 and have no tapered surfaces. By this constitution, reaction applied to the cam shaft 19 at the time of starting the engine becomes difficult to be received by the plunger 56. Therefore, the plunger 56 becomes difficult to be pulled out from an engagement hole 55a. Because no tapered surface exist on the shaft part 56a of the plunger 56, clearance between both of the engagement hole 55a and the engagement shaft part 56a of the plunger 56 in a state that the shaft part 56a is engaged to the hole 55a can be reduced and hatching of a rotor 44 at the time of starting the engine can be prevented.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydraulic valve timing adjusting device for changing the opening / closing timing of one or both of an intake valve and an exhaust valve by an actuator in accordance with operating conditions of an engine.

[0002]

2. Description of the Related Art As a conventional hydraulic valve timing adjusting device, when a camshaft is driven by a timing pulley or a chain sprocket that rotates synchronously with an engine crankshaft, a vane type valve is disposed between the timing pulley and the camshaft. By providing a timing mechanism and supplying hydraulic oil from an oil pump via an oil control valve (hereinafter referred to as OCV) to an actuator that drives the valve timing mechanism with hydraulic oil, the camshaft is moved relative to the crankshaft. By rotating the camshaft with respect to the crankshaft, the opening and closing timing of the intake and exhaust valves is shifted with respect to the engine rotation to reduce exhaust gas and improve fuel efficiency. The goal is
For example, Japanese Patent Application Laid-Open Nos. 7-139319 and 7-1
These are already known from JP-A-39320, JP-A-8-28219, JP-A-8-121122, JP-A-9-60507, JP-A-9-60508 and the like.

[0003] The plunger of the actuator employed in such a conventional hydraulic valve timing adjusting device, as disclosed in, for example, Japanese Patent Application Laid-Open No. 9-60508 as a stopper piston, engages with an engagement hole. In order to facilitate this, a sharp tapered pin configuration is adopted.

[0004]

Since the conventional hydraulic valve timing adjusting device is configured as described above,
The plunger made of a sharp taper pin has a large clearance between the tapered surface and the engagement hole,
For this reason, when the engine is started from an engine stopped state in which the plunger is engaged with the engagement hole, the rotor causes hunting at the clearance between the tapered surface of the plunger and the engagement hole, generating an unpleasant noise. there were. Also, when the engagement surface is engaged with the engagement hole on the tapered surface of the plunger, the engagement surface is inclined with respect to the rotation direction, and a component force acts in the direction in which the plunger comes off, so that the plunger is easily pulled out.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-described problems, and has a plunger configuration in which the rotor does not cause hunting when the engine is started due to the clearance between the plunger and the engagement hole. It is an object of the present invention to obtain a hydraulic valve timing adjusting device.

[0006]

SUMMARY OF THE INVENTION A hydraulic valve timing adjusting apparatus according to the present invention includes a camshaft that is driven to rotate in synchronization with the rotation of an engine, an intake valve or an exhaust valve of the engine provided on the camshaft. A variable valve timing actuator for changing the opening / closing timing of the valve by hydraulic oil control, a plunger for restraining a rotor housed in the housing with respect to a housing of the actuator at a predetermined position, and the plunger. An engaging hole for releasably engaging is provided, and when the engine is stopped, the plunger enters and engages with the engaging hole by the urging force of a spring, and when the engine is started, the operating oil supplied to the engaging hole is used. Hydraulic pressure that pushes the plunger out of the engagement hole to release the lock between the housing and the rotor In the valve timing regulation device, in which a partial whole engaging at least the engaging hole of the shaft portion of the plunger with respect to the engagement hole was parallel pin arrangement parallel to and the camshaft at the same diameter.

A hydraulic valve timing adjusting apparatus according to the present invention includes a camshaft that is driven to rotate in synchronization with the rotation of an engine, and a hydraulic oil provided on the camshaft to control the opening / closing timing of an intake valve or an exhaust valve of the engine. An actuator for changing the valve timing which is changed by control, a plunger for restraining a rotor housed in the housing with respect to a housing of the actuator at a predetermined position, and releasably engaging the plunger. When the engine is stopped, the plunger enters and engages with the engaging hole by the urging force of a spring. When the engine is started, the plunger is engaged with the operating oil supplied to the engaging hole. Hydraulic valve timing pushed out of the hole to unlock the housing and rotor In the regulation device, the plunger, the clearance between the engaging hole at the time of engagement of the said engagement hole is assumed to be set to below 0.17 mm.

In the hydraulic valve timing adjusting device according to the present invention, the entire length of the plunger in the axial direction is a parallel pin having the same diameter and being parallel to the camshaft.

In the hydraulic valve timing adjusting device according to the present invention, the plunger is provided with a concave hole at the tip end.

[0010]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below. Embodiment 1 FIG. FIG. 1 is a schematic sectional view showing a gasoline engine system provided with a hydraulic valve timing adjusting device according to Embodiment 1 of the present invention. In the figure,
Reference numeral 1 denotes an engine having a plurality of cylinders, one cylinder of which is shown in the figure. Reference numeral 2 denotes a cylinder block which forms a plurality of cylinders of the engine 1. Reference numeral 3 denotes a cylinder head provided above the cylinder block 2. Reference numeral 4 denotes a cylinder block. Is a crankshaft connected to the lower end of the piston 4, and the crankshaft 5 is driven to rotate by the vertical movement of the piston 4.

Reference numeral 6 denotes a crank angle sensor disposed in the vicinity of the crankshaft 5, which detects the rotational speed NE of the engine 1 and that the crankshaft 5 is at a predetermined crank angle. Reference numeral 7 denotes a signal rotor connected to the crankshaft 5. Two teeth are formed on the outer periphery of the signal rotor 7 at every 180 °, and each time these teeth pass in front of the crank angle sensor 6. , Crank angle sensor 6
Generates a pulse-like crank angle detection signal.

Reference numeral 8 denotes a combustion chamber for burning the air-fuel mixture, which is defined by the inner walls of the cylinder block 2 and the cylinder head 3 and the top of the piston 4. 9
Reference numeral denotes an ignition plug for igniting an air-fuel mixture in the combustion chamber 8. The ignition plug is disposed on the top of the cylinder head 3 and protrudes into the combustion chamber 8. Reference numeral 10 denotes a distributor connected to a later-described exhaust side camshaft 20 of the cylinder head 3, and reference numeral 11 denotes an igniter for generating a high voltage. Here, each spark plug 9 is connected to a distributor 10 via a high-voltage cord (not shown), and the high voltage output from the igniter 11
By 0, it is distributed to each spark plug 9 in synchronization with the rotation of the crankshaft 5.

Reference numeral 12 denotes a water temperature sensor provided in the cylinder block 2. The water temperature sensor 12 detects the temperature (cooling water temperature) THW of the cooling water flowing through the cooling water passage. 13
Is an intake port provided in the cylinder head 3, 14 is an exhaust port provided in the cylinder head 3, 15 is an intake passage connected to the intake port 13, and 16 is an exhaust port 14.
, An intake valve (intake valve) 17 provided in the cylinder head 3 to open and close the intake port 13, an exhaust valve 18 provided in the cylinder head 3 to open and close the exhaust port 14 (exhaust valve) It is.

Reference numeral 19 denotes an intake-side camshaft (camshaft) disposed above the intake valve 17; 19a, an intake-side cam that is provided rotatably with the intake-side camshaft 19 to open and close the intake valve 17; Is the exhaust valve 1
An exhaust camshaft 20 a disposed above the exhaust cam 8, an exhaust cam 20 a provided to be rotatable in synchronization with the exhaust camshaft 20 and driving the exhaust valve 18 to open and close, and 21 is mounted on one end of the intake camshaft 20. Reference numeral 22 denotes an intake-side timing pulley, reference numeral 22 denotes an exhaust-side timing pulley mounted on one end of the exhaust-side camshaft 20, and reference numeral 23 denotes a timing belt for interlocking each of the timing pulleys 21 and 22 with the crankshaft 5.

Therefore, when the engine 1 is operating, the camshafts 19, 20 are transmitted from the crankshaft 5 via the timing belt 23 and the timing pulleys 21, 22.
The rotation driving force is transmitted to the camshafts 19 and 20, and the cams 19a and 20a rotate integrally with the respective camshafts 19 and 20 to open and close the intake valve 17 and the exhaust valve 18, respectively. Driven at a predetermined opening / closing timing in synchronization with the rotation of the shaft 5 and the vertical movement of the piston 4, that is, in synchronization with a series of four steps of the engine 1 including an intake step, a compression step, an explosion / expansion step, and an exhaust step. You.

Reference numeral 24 denotes a cam angle sensor arranged near the intake side camshaft 19, which detects opening / closing timing of the intake valve 17 (so-called valve timing). 2
Reference numeral 5 denotes a signal rotor connected to the intake-side camshaft 19. Four teeth are formed on the outer periphery of the signal rotor 25 every 90 °, and these teeth pass in front of the cam angle sensor 24. Each time, the cam angle sensor 24 generates a pulse-like cam angle detection signal.

Reference numeral 26 denotes a throttle valve arranged in the middle of the intake passage 15. The throttle valve 26 is opened and closed in conjunction with an accelerator pedal (not shown) to adjust the amount of intake air. 27 is a throttle sensor connected to the throttle valve 26,
The throttle opening TVO is detected. Reference numeral 28 denotes an intake air amount sensor disposed on the upstream side of the throttle valve 26, and an air flow amount (intake air amount) Q to be taken into the engine 1.
A is detected. Reference numeral 29 denotes a surge tank formed on the downstream side of the throttle valve 26 for suppressing intake pulsation.
Reference numeral 0 denotes an injector that is disposed near the intake port 13 of each cylinder and supplies fuel to the combustion chamber 8.

Here, the injector 30 is constituted by an electromagnetic valve which is opened by energization, and is supplied with fuel by pressure from a fuel pump (not shown). Therefore, when the engine 1 is operating, air is taken into the intake passage 15 and at the same time, fuel is injected from each injector 30 toward the intake port 13. As a result, an air-fuel mixture is generated at the intake port 13, and the air-fuel mixture is sucked into the combustion chamber 8 with the opening of the intake valve 17 that is opened in the intake process.

Reference numeral 40 denotes an actuator for varying the valve timing which is connected to the intake camshaft 19. The actuator 40 is driven by the lubricating oil of the engine 1 as a working oil, thereby changing the displacement angle of the intake camshaft 19 with respect to the intake timing pulley 21 to change the opening / closing timing (valve timing) of the intake valve 17. It is changed continuously, and its detailed configuration will be described later.

Reference numeral 80 denotes an OCV as a fluid supply means for supplying hydraulic oil to the actuator 40 and adjusting the amount of the oil, and its detailed configuration will be described later.

Reference numeral 100 denotes an electronic control unit (hereinafter referred to as an ECU).
The ECU 100 mainly includes an intake air amount sensor 28, a throttle sensor 27, a water temperature sensor 12,
Based on signals from the crank angle sensor 6 and the cam angle sensor 24, the injector 30, the igniter 11, the OCV 80
To control the fuel injection amount, the ignition timing, and the valve timing, and also control the valve closing timing of the OCV 80 after the IG switch described later is turned off.

FIG. 2 is a sectional view showing a hydraulic valve timing adjusting apparatus according to Embodiment 1 of the present invention, and FIG.
FIG. 4 is an enlarged sectional view of a plunger portion serving as a main part in FIG. 4, and FIG. 4 is a sectional view showing a state in which hydraulic pressure is applied to the plunger in FIG. In the figure, reference numeral 40 denotes an actuator for adjusting the valve timing of the intake valve 17, and the configuration of the actuator 40 will be described below. The same parts as those in FIG. 1 are denoted by the same reference numerals, and redundant description will be omitted. In the figure, 41 is a bearing of the intake side camshaft 19, 42 is a housing of the actuator 40,
The housing 42 is rotatably attached to the intake camshaft 19. 43 is a housing 42
Is a vane-type rotor which is fixedly connected to the intake-side camshaft 19 with bolts 45 and accommodated in the case 43.
Can be relatively rotated with respect to. Numeral 46 is a chip seal interposed between the case 43 and the rotor 44.
Prevents the transfer of oil between hydraulic chambers delimited by

Reference numeral 47 denotes a back spring disposed between the case 43 and the tip seal 46. The back spring 47 comprises a leaf spring for pressing the tip seal 46 against the rotor 44. 48 is a cover fixed to the case 43, 49 is a bolt for fastening and fixing the housing 42, the case 43 and the cover 48 together, 50 is an O-ring for preventing oil from leaking outside through a gap between the bolt 49 and the bolt hole, Reference numeral 51 denotes a plate fixed to the cover 48 with screws 52. Here, the housing 42 and the case 43
And the cover 48 constitute a housing member of the actuator 40.

Reference numeral 53 denotes an O-ring for preventing oil leakage interposed between the housing 42 and the case 43;
An O-ring 55 for preventing oil leakage interposed between the cover 3 and the cover 48 is a cylindrical holder provided on the rotor 44, and the holder 55 is an engagement for engaging a plunger 56 described later. A hole 55a (see FIG. 3) is provided in the axial direction.
Is formed in the shape of a horizontal hole parallel to.

Reference numeral 56 denotes a plunger slidably provided in the housing 42. The plunger 56 has a shaft portion (small diameter shaft portion) 56a for fitting into and engaging with the engaging hole 55a of the holder 55. This shaft portion 56a
The entire length of the fitting engagement portion into the engagement hole 55a is formed in a parallel pin shape having the same diameter and being parallel to the intake side camshaft 19. Since at least the shaft portion 56a of the plunger 56 is formed in a parallel pin shape without a tapered surface, the clearance between the shaft portion 56a and the engaging hole 55a when the shaft portion 56a is fitted can be reduced. Reference numeral 56b denotes a concave hole provided at the tip of the shaft portion 56a in the plunger 56. The use of the concave hole 56b as positioning during the production of the plunger 56 facilitates the production of the plunger 56. Further, the concave hole 56b also has a function of storing floating substances (foreign matter) contained in the hydraulic oil introduced into the engagement hole 55a.

Reference numeral 57 denotes a spring for urging the plunger 56 toward the holder 55, and reference numeral 58 denotes a plunger oil passage for introducing hydraulic oil into the engagement hole 55a of the holder 55. By moving the plunger 56 against the spring 57 with the working oil introduced into the 55a, the plunger 56 with respect to the holder 55 is moved.
Is unlocked.

Reference numeral 59 denotes an air hole provided in the housing 42 for constantly setting the spring 57 side of the plunger 56 to atmospheric pressure. Reference numeral 60 denotes a shaft bolt for connecting and fixing the intake side camshaft 19 and the rotor 44 at the shaft center. The shaft bolt 60 is rotatable with respect to the cover 48. Reference numeral 61 denotes an air hole provided on the shaft bolt 60 and the intake side camshaft 19 to make the inside of the plate 51 equal to the atmospheric pressure.

Reference numeral 62 denotes a first oil passage provided in the intake-side camshaft 19 and the rotor 44. The first oil passage 62 communicates with a later-described retard hydraulic chamber 73 for moving the rotor 44 in the retard direction. doing. A second oil passage 63 is provided in the intake camshaft 19 and the rotor 44. The second oil passage 63 communicates with a later-described advance hydraulic chamber 74 for moving the rotor 44 in the advance direction. ing.

Next, the configuration of the OCV 80 for controlling the pressure of the hydraulic oil supplied to the actuator 40 configured as described above in FIG. 2 will be described. 81 is OCV80
82 (hereinafter referred to as a valve housing)
Is a spool that slides in the valve housing 81, 83 is a spring that urges the spool 82 in one direction, 84 is a linear solenoid that operates the spool 82 against the urging force of the spring 83, and 85 is a valve housing 8
1, a supply port (primary port) formed at 1; 86, an A port (secondary port) formed at the valve housing 81; 87, a B port (secondary port) formed at the valve housing 81; 88a and 88b are drain ports formed in the valve housing 81, 88 is a common drain pipe connected to the drain ports 88a and 88b, and 89 is a first pipe connecting the first oil passage 62 and the A port 86. , 9
Reference numeral 0 denotes a second pipe connecting the second oil passage 63 and the B port 87, 91 denotes an oil pan, 92 denotes an oil pump, and 93 denotes an oil filter.

Here, the oil pump 92 has a suction side communicating with the oil pan 91 and a discharge side connected to the supply port 85 via an oil filter 93. Also,
A drain pipe 88 communicates with the oil pan 91.

In the above, the oil pan 91, the oil pump 92, and the oil filter 93 constitute a lubricating device for lubricating various parts of the engine 1, and constitute a hydraulic oil supply device to the actuator 40 together with the OCV 80. I have.

FIG. 5 is a sectional view taken along the line X--X in FIG. 3, FIG. 6 is a partial sectional view showing the moving state of the slide plate in FIG. 5, and FIG. 7 is a line Y--Y in FIG. FIG. 8 is a sectional view taken along line ZZ of FIG. 3.
In these figures, 64 to 67 are first to fourth vanes protruding from the rotor 44 in the outer radial direction, and the tips of the vanes 64 to 67 are in sliding contact with the inner peripheral surface of the case 43. A tip seal 68 is provided at the leading end sliding contact portion.

Reference numeral 71 denotes a plurality of (four in the figure) equally-spaced shoes protruding from the inner peripheral surface of the case 43, and reference numeral 72 denotes a bolt hole provided in the shoe 71. The inner bolt 49 is inserted. The protruding end of the shoe 71 comes into sliding contact with the vane support 69, which is the central portion of the rotor 44, and the tip sliding contact portion is provided with the tip seal 46 described in FIG.

Reference numeral 73 denotes a retard hydraulic chamber for rotating the first to fourth vanes 64 to 67 in the retard direction, and 74 denotes a retard hydraulic chamber for rotating the first to fourth vanes 64 to 67 in the advance direction. The retard hydraulic chamber 73 and the advance hydraulic chamber 74 are provided between the case 43 and the rotor 44.
3 is formed between the first shoe 71 and each of the vanes 64 to 67 of the rotor 44 in a fan shape.

Reference numeral 75 denotes a communication oil passage provided in the first vane 64 for communicating the retard hydraulic chamber 73 and the advance hydraulic chamber 74 on both sides of the first vane 64. The plunger oil passage 58 communicates in the middle of the moving groove 76. Reference numeral 77 denotes a slide plate that moves in the moving groove 76. The slide plate 77 divides the communication oil passage 75 so that no oil leaks between the retard hydraulic chamber 73 and the advance hydraulic chamber 74. I have. When the hydraulic pressure in the retard hydraulic chamber 73 is high, the slide plate 77 moves the advance hydraulic chamber 7 as shown in FIG.
4 when the hydraulic pressure in the advance hydraulic chamber 74 is high.
As shown in (1), it moves to the retard hydraulic chamber 73 side.
Reference numeral 78 denotes a chip seal provided on each of the vanes 64 to 67 to seal between the case 43 and each of the vanes 64 to 67 to prevent oil leakage. The arrows in FIGS. 5, 7, and 8 indicate the rotation direction of the entire actuator 40.

In the above, the retard hydraulic chamber 73 and the advance hydraulic chamber 74 are composed of the housing 42, the case 43 and the rotor 4.
4 and the cover 48, the retard hydraulic chamber 73 communicates with the first oil passage 62, and hydraulic oil is supplied from the first hydraulic passage 62, and the advance hydraulic chamber 74 is connected to the second hydraulic passage 74. Hydraulic oil is supplied from the second oil passage 63, and
The rotor 44 moves relative to the housing 42 in accordance with the amount of hydraulic oil supplied to the retard hydraulic chamber 73 and the advance hydraulic chamber 74, and each of the retard hydraulic chamber 73 and the advance hydraulic chamber 74 The volume changes.

Next, the actuator 40 and the OCV 80
Will be described. First, the rotor 44 in a state where the engine 1 is stopped is in a maximum retard position as shown in FIG. 5, that is, a position in which the rotor 44 is rotated to the maximum in the advance direction with respect to the housing 42. In the stop state, the hydraulic oil is not supplied to the first oil passage 62 and the second oil passage 63, and the hydraulic oil is not supplied to the plunger oil passage 58. ing. Therefore, the plunger 56 is pressed against the holder 55 by the urging force of the spring 57, and the shaft portion 56 a of the plunger 56 is engaged with the engagement hole 55 a of the holder 55 to lock the housing 42 and the rotor 44. .

When the engine 1 is started from this state, the oil pump 92 is operated, and the pressure of the working oil supplied to the OCV 80 is increased, so that the first pipe 89 and the first oil passage 89 are connected from the A port 86 of the OCV 80. Hydraulic oil is supplied to the retard hydraulic chamber 73 in the actuator 40 via 62. At this time, the slide plate 77 moves toward the advance hydraulic chamber 74 due to the hydraulic pressure of the retard hydraulic chamber 73, and the retard hydraulic chamber 73 communicates with the plunger oil passage 58. Hydraulic oil is supplied to the engagement hole 55a, and the plunger 56 is pressed against the urging force of the spring 57, so that the shaft 56 of the plunger 56 is pressed.
a comes out of the engagement hole 55a of the holder 55, and the lock between the plunger 56 and the rotor 44 is released.

However, since hydraulic oil is supplied to the retard hydraulic chamber 73, the vanes 64 to 6 of the rotor 44
7 is in a state of pressing against the shoe 71 in the retard direction,
Therefore, even if the engagement of the rotor 44 by the plunger 56 is released, the housing 42 and the rotor 44 are pressed against each other by the hydraulic pressure of the retard hydraulic chamber 73, and vibration and impact can be reduced or eliminated. As described above, the plunger 56 can be moved by the hydraulic pressure of the retard hydraulic chamber 73. Therefore, when the engine 1 is started and a predetermined hydraulic pressure (a hydraulic pressure at which the slide plate 77 and the plunger 56 can move) is generated, the plunger 56 is moved. When the engagement between the rotor 56 and the rotor 44 is released, when it is necessary to advance the rotor 44, it is possible to immediately respond.

Next, in order to advance the rotor 44, O
When the B port 87 of the CV 80 is opened, the second pipeline 90
Hydraulic fluid is supplied to the advance hydraulic chamber 74 through the second oil passage 63, and the hydraulic pressure is transmitted from the advance hydraulic chamber 74 to the communication oil passage 75 to press the slide plate 77,
The slide plate 77 moves to the retard hydraulic chamber 73 side.
By the movement of the slide plate 77, the plunger oil passage 58 communicates with the advance hydraulic chamber 74 side of the communication oil passage 75,
Hydraulic pressure is transmitted from the advance hydraulic chamber 74 to the plunger oil passage 58, and the plunger 56 is moved by the spring 57 by this hydraulic pressure.
Is moved toward the housing 42 side against the urging force, and the engagement between the plunger 56 and the holder 55 is released.

In the disengaged state, by adjusting the oil supply by opening and closing the A port 86 and the B port 87 of the OCV 80, the oil amounts of the retard hydraulic chamber 73 and the advance hydraulic chamber 74 are adjusted. The rotation of the rotor 44 can be advanced or retarded with respect to the rotation of 42. For example, when the rotor 44 is advanced to the maximum, as shown in FIG. 6, each vane 64 to 67 of the rotor 44 rotates in a state of contacting the shoe 71 on the retard hydraulic chamber 73 side. When the hydraulic pressure in the retard hydraulic chamber 73 is set higher than the hydraulic pressure in the advance hydraulic chamber 74, the rotor 44 rotates in the retard direction with respect to the housing 42. In this way, the hydraulic pressure supplied to the retard hydraulic chamber 73 and the advance hydraulic chamber 74 can be adjusted to adjust the retard / advance angle of the rotor 44 with respect to the housing 42.

Here, the supply hydraulic pressure of the OCV 80 is determined by a signal from a position sensor for detecting the relative rotation angle of the rotor 44 with respect to the housing 42 and a crank angle sensor for determining the amount of pressurization by the oil pump 92. And feedback control is performed.

FIGS. 9A to 9C are explanatory diagrams showing typical operating states of the OCV 80. FIG. FIG. 9A shows the ECU 1
This is an example when the control current value from 00 is 0.1 A, and the spool 82 is
1 shows a state where communication is performed between the supply port 85 and the A port 86 and between the B port 87 and the drain port 88b. In this state, the retard hydraulic chamber 73
Is supplied from the advance hydraulic chamber 74, while the hydraulic oil is discharged from the advance hydraulic chamber 74. Therefore, the rotor 44 shown in FIG. 9A rotates counterclockwise with respect to the housing 42 in FIG. The phase of the intake-side camshaft 19 with respect to the intake-side timing pulley 21 is delayed, and the retard control is performed.

FIG. 9B shows an example in which the control current value from the ECU 100 is 0.5 A. When the opposing linear solenoid 84 and spring 83 are balanced, the spool 8
2 shows a state in which both the A port 86 and the B port 87 are closed, and the supply and discharge of hydraulic oil from the retard hydraulic chamber 73 and the advance hydraulic chamber 74 are not performed. In this state, when there is no leakage of hydraulic oil from the retard hydraulic chamber 73 and the advance hydraulic chamber 74, the rotor 44 is maintained at the current position, and the phases of the intake-side timing pulley 21 and the intake-side camshaft 19 remain unchanged. Will be maintained.

FIG. 9C shows an example in which the control current value from the ECU 100 is 1.0 A. The spool 82 is driven to the right end of the housing 42 by the linear solenoid 84, and the connection between the supply port 85 and the B port 87 is established. This shows a state in which communication is established between the A port 86 and the drain port 88a. In this state, the second hydraulic passage 6 is
Hydraulic oil is supplied from the retard hydraulic chamber 73 while hydraulic oil is supplied through 3. Accordingly, the rotor 44 shown in FIG. 9C rotates clockwise in FIG. 9 with respect to the housing 42, and the phase of the intake side camshaft 19 with respect to the intake side timing pulley 21 is advanced to perform the advance angle control.

According to the first embodiment described above, the housing 42 of the actuator 40 and the rotor 44 are locked when the engine is stopped, and the lock is released when the engine is started. Since it is configured in a parallel pin shape without a tapered surface in parallel with the intake side camshaft 19, the plunger 56 is less susceptible to the reaction force applied to the camshaft at the time of starting the engine. It will be difficult to fall out. Also, as described above, the shaft portion 56a of the plunger 56
Since there is no tapered surface, the clearance between the engagement shaft portion 56a of the plunger 56 and the engagement hole 55a can be made smaller than in the case of the tapered pin, so that the rotor is Hunting does not occur and unpleasant noise generation can be prevented. Further, since a concave hole 56b is provided at the tip of the shaft portion 56a of the plunger 56, the concave hole 56b is used as a positioning when the plunger 56 is manufactured.
The manufacture of the plunger 56 can be facilitated, and the concave hole 56b also has a function of storing suspended matter (foreign matter) contained in the hydraulic oil introduced into the engagement hole 55a.

Embodiment 2 FIG. 10 is a table showing the relationship between the clearance and the noise generation level in a state where the plunger 56 is fitted and engaged in the engagement hole 55a for explaining the second embodiment of the present invention. . In the second embodiment, when the plunger 56 is fitted and engaged in the engagement hole 55a, the clearance between the two is set to 0.1.
It is set to 17 mm or less. Thus, the clearance between the engagement hole 55a and the plunger 56 is 0.17 m.
By setting m or less, the assembling accuracy and working accuracy of the plunger 56 can be improved, and unpleasant noise can be prevented from being generated.

Embodiment 3 In the first embodiment, the plunger 56 is provided in the housing 42, and the engagement hole 55a is provided in the rotor 44.
The rotor 44 may be provided with an engagement hole 55a and the rotor 44 may be provided with a plunger 56 (Embodiment 3). In this case, the same operation and effect as those of Embodiment 1 can be obtained.

Embodiment 4 In the first embodiment, the entire area of only the shaft portion 56a of the plunger 56 has the same diameter and the parallel pin configuration is parallel to the intake side camshaft 19.
The entire length in the axial direction of the plunger 56 may be a parallel pin configuration having the same diameter and being parallel to the intake side camshaft 19 (Embodiment 4). In this case, the same operation and effect as those of Embodiment 1 can be obtained. In addition, there is an effect that the forming process and the processing accuracy of the plunger 56 are further improved.

Embodiment 5 In the first to fourth embodiments, the plunger operated by hydraulic oil and the engagement hole engaged with the plunger are provided in parallel with the camshaft axis, but may be provided in the radial direction. For example, the plunger 56 is slidably stored in a part of the housing 42, and the engaging hole 55 a with which the plunger 56 is
And the diameter of the engaging portion of the plunger 56 and the engaging hole 55a may be the same in the axial direction. A plunger 56 is slidably housed in a part of the housing 42 of the rotor 44 in a radial direction, and an engagement hole 55a with which the plunger 56 is engaged is provided in a part of the housing 42. The diameter of the engaging portion of the hole 55a may be the same in both axial directions. In the fifth embodiment, the plunger 56 may be affected by centrifugal force due to rotation. However, the same operation and effect as those of the first embodiment can be obtained.

[0051]

As described above, according to the present invention, at least a portion of the shaft portion of the plunger which engages with the engagement hole for engaging the plunger with the engagement hole has the same area. Since the diameter of the pin is parallel to the camshaft, the shaft portion of the plunger does not have a tapered surface, so that the plunger is less likely to receive a reaction force applied to the camshaft when the engine is started. There is an effect that it becomes difficult for the plunger to fall out of the engagement hole. In addition, as described above, since the shaft portion of the plunger does not have a tapered surface, the clearance between the two when the shaft portion of the plunger is engaged with the engagement hole can be made smaller than in the case of the tapered pin. In addition, the hunting of the rotor does not occur when the engine is started, so that an unpleasant noise can be prevented.

According to the present invention, the clearance between the plunger and the engagement hole in the engaged state is set to 0.17 mm or less, so that the assembling accuracy and the processing accuracy of the plunger can be improved, and unpleasant. There is an effect that generation of noise can be prevented.

According to the present invention, since the entire length in the axial direction of the plunger is the same as that of the parallel pin and is parallel to the camshaft, the plunger has no tapered surface and the plunger can be formed more easily. In addition, the processing accuracy of the plunger can be improved.

According to the present invention, since the concave hole is provided at the tip of the plunger, the concave hole can be used as a positioning when the plunger is manufactured, so that the manufacture of the plunger can be facilitated and the concave hole can be formed. The hole has an effect that it can function as a foreign matter reservoir for storing foreign matter contained in the hydraulic oil introduced into the engagement hole.

[Brief description of the drawings]

FIG. 1 is a schematic sectional view showing a gasoline engine system provided with a hydraulic valve timing adjusting device according to Embodiment 1 of the present invention.

FIG. 2 is a sectional view showing a hydraulic valve timing adjusting device according to Embodiment 1 of the present invention.

FIG. 3 is an enlarged sectional view of a plunger part which is a main part in FIG.

FIG. 4 is a sectional view showing a state in which hydraulic pressure is applied to the plunger in FIG.

5 is a sectional view taken along the line XX of FIG. 3;

FIG. 6 is a partial cross-sectional view showing a moving state of the slide plate in FIG.

FIG. 7 is a sectional view taken along the line YY in FIG. 3;

8 is a sectional view taken along the line ZZ in FIG. 3;

FIG. 9 is an explanatory sectional view showing a typical operation state of the oil control valve.

FIG. 10 is a table showing a relationship between a clearance between the plunger and the noise generation level in a state where the plunger is fitted into and engaged with the engagement hole in order to explain the second embodiment of the present invention.

[Explanation of symbols]

1 engine, 17 intake valve (intake valve), 18 exhaust valve (exhaust valve), 19 intake side camshaft (camshaft), 40 actuator, 42 housing, 44 rotor, 55a engagement hole, 56 plunger, 56a shaft, 56b Concave hole.

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Mutsumi Yamauchi 2-3-2 Marunouchi, Chiyoda-ku, Tokyo Mitsui Electric Co., Ltd. (72) Inventor Tsutomu Ueno 2-3-2 Marunouchi, Chiyoda-ku, Tokyo 3 Rishi Electric Co., Ltd.

Claims (4)

[Claims] 1. A camshaft which is driven to rotate in synchronization with the rotation of an engine, and an actuator provided on the camshaft for changing the opening / closing timing of an intake valve or an exhaust valve of the engine by hydraulic oil control. A plunger for restraining a rotor housed in the housing with respect to a housing of the actuator at a predetermined position, and an engagement hole for removably engaging the plunger. When the engine is started, the plunger is pushed out of the engagement hole by the hydraulic oil supplied to the engagement hole to lock the housing and the rotor. In the hydraulic valve timing adjusting device configured to be released, the plan for the engagement hole is provided. A hydraulic valve timing adjusting device, wherein at least the entire portion of the shaft portion of the jaw that engages with the engagement hole has a parallel pin configuration having the same diameter and being parallel to the camshaft. 2. A camshaft which is driven to rotate in synchronization with rotation of an engine, and a valve timing variable actuator provided on the camshaft to change opening / closing timing of an intake valve or an exhaust valve of the engine by hydraulic oil control. A plunger for restraining a rotor housed in the housing with respect to a housing of the actuator at a predetermined position, and an engagement hole for removably engaging the plunger. When the engine is started, the plunger is pushed out of the engagement hole by the hydraulic oil supplied to the engagement hole to lock the housing and the rotor. In the hydraulic valve timing adjusting device configured to be released, the plunger is provided in the engagement hole. Wherein the clearance between the engagement hole and the engagement hole is set to 0.17 mm or less. 3. The hydraulic valve timing adjusting device according to claim 1, wherein the plunger has a parallel pin configuration having the same overall length in the axial direction and parallel to the camshaft. 4. The hydraulic valve timing adjusting device according to claim 1, wherein a concave hole is provided at a tip portion of the plunger.