US20010027815A1 - Oil control valve capable of preventing reduction in oil flow - Google Patents
Oil control valve capable of preventing reduction in oil flow Download PDFInfo
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- US20010027815A1 US20010027815A1 US09/849,295 US84929501A US2001027815A1 US 20010027815 A1 US20010027815 A1 US 20010027815A1 US 84929501 A US84929501 A US 84929501A US 2001027815 A1 US2001027815 A1 US 2001027815A1
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- Prior art keywords
- oil
- port
- control valve
- indicates
- housing
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- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
- F16K31/00—Actuating devices; Operating means; Releasing devices
- F16K31/02—Actuating devices; Operating means; Releasing devices electric; magnetic
- F16K31/06—Actuating devices; Operating means; Releasing devices electric; magnetic using a magnet, e.g. diaphragm valves, cutting off by means of a liquid
- F16K31/0603—Multiple-way valves
- F16K31/061—Sliding valves
- F16K31/0613—Sliding valves with cylindrical slides
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B13/00—Details of servomotor systems ; Valves for servomotor systems
- F15B13/02—Fluid distribution or supply devices characterised by their adaptation to the control of servomotors
- F15B13/04—Fluid distribution or supply devices characterised by their adaptation to the control of servomotors for use with a single servomotor
- F15B13/0401—Valve members; Fluid interconnections therefor
- F15B13/0402—Valve members; Fluid interconnections therefor for linearly sliding valves, e.g. spool valves
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B13/00—Details of servomotor systems ; Valves for servomotor systems
- F15B13/02—Fluid distribution or supply devices characterised by their adaptation to the control of servomotors
- F15B13/04—Fluid distribution or supply devices characterised by their adaptation to the control of servomotors for use with a single servomotor
- F15B13/044—Fluid distribution or supply devices characterised by their adaptation to the control of servomotors for use with a single servomotor operated by electrically-controlled means, e.g. solenoids, torque-motors
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B13/00—Details of servomotor systems ; Valves for servomotor systems
- F15B2013/002—Modular valves, i.e. consisting of an assembly of interchangeable components
- F15B2013/004—Cartridge valves
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T137/00—Fluid handling
- Y10T137/8593—Systems
- Y10T137/86493—Multi-way valve unit
- Y10T137/86574—Supply and exhaust
- Y10T137/86622—Motor-operated
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T137/00—Fluid handling
- Y10T137/8593—Systems
- Y10T137/86493—Multi-way valve unit
- Y10T137/86574—Supply and exhaust
- Y10T137/8667—Reciprocating valve
- Y10T137/86694—Piston valve
- Y10T137/8671—With annular passage [e.g., spool]
Definitions
- the present invention relates to an oil control valve for supplying hydraulic oil to a blade oil hydraulic actuator for controlling an intake valve or exhaust valve to open or close timely depending on the operating condition of an engine so as to control the oil level of the oil hydraulic actuator.
- FIG. 1 is a sectional diagram showing a blade oil hydraulic actuator according to the related art.
- Reference numeral 1 indicates an intake cam shaft (hereinafter, simply referred to as a cam shaft) provided with an intake cam 1 a.
- Numeral 2 indicates a timing pulley provided at an end of the cam shaft 1 .
- Numeral 3 indicates an actuator coupled to the cam shaft 1 so as to control valve opening/closing timing. Hydraulic oil supplied to drive the actuator 3 is lubricating oil for the engine (not shown). The actuator 3 is driven by the hydraulic oil to vary a displacement angle of the cam shaft 1 so that the opening and closing timing of the intake valve (not shown) is continuously controlled.
- Numeral 4 indicates a bearing of the cam shaft 1 .
- Numeral 5 indicates a housing of the actuator 3 and is rotatably fitted to the cam shaft 1 .
- Numeral 6 indicates a case secured to the housing 5 .
- Numeral 7 indicates a blade rotor connected to the cam shaft 1 by a bolt 8 and housed in the case 6 .
- the rotor 7 is rotatable with respect to the case 6 .
- Numeral 9 indicates a tip seal provided between the case 6 and the rotor 7 so as to prevent leakage of oil between oil hydraulic chambers bounded by the case 6 and the rotor 7 .
- Numeral 10 indicates a back spring formed of a flat spring for forcing the tip seal 9 to be in contact with the rotor 7 .
- Numeral 11 indicates a cover secured to the case 6 .
- Numeral 12 indicates a bolt securing the housing 5 , the case 6 and the cover 11 to each other.
- Numeral 13 indicates an O-ring.
- Numeral 14 indicates a plate.
- Numeral 15 indicates a bolt securing the plate 14 to the cover 11 .
- Numerals 16 and 17 indicate O-rings.
- Numeral 18 indicates a cylindrical holder provided in the rotor 7 .
- An engagement hole 18 a for engaging a plunger described later therewith is provided in the holder 18 to extend in an axial direction.
- Numeral 19 indicates a plunger slidably provided in the housing 5 and provided with an engagement shaft portion 19 a fitted within the hole 18 a of the holder 18 .
- Numeral 20 indicates a spring for urging the plunger 19 toward the holder 18 .
- Numeral 21 indicates a plunger oil passage for introducing the hydraulic oil into the engagement hole 18 a of the holder 18 . The hydraulic oil introduced into the engagement hole 18 a of the holder 18 via the plunger oil passage 21 displaces the plunger 19 against the urging force of the spring 20 so that the holder 18 is released from the locking action provided by the plunger 19 .
- Numeral 22 indicates an air vent.
- Numeral 22 indicates an air vent.
- Numeral 23 indicates a shaft bolt for securing the rotor 7 to the cam shaft 1 .
- Numeral 24 indicates an air vent.
- Numeral 25 indicates a first oil passage provided in the cam shaft 1 and the rotor 7 to communicate with a lag oil hydraulic chamber (not shown) for displacing the rotor 7 in a lagging direction.
- Numeral 26 indicates a second oil passage provided in the cam shaft 11 and the rotor 7 to communicate with an advance oil hydraulic chamber (not shown) for displacing the rotor 7 in an advancing direction.
- Numeral 27 indicates a oil control valve (hereinafter, referred to as OCV) for supplying hydraulic oil to the actuator 3 and controlling the quantity of the oil supplied.
- Numeral 28 indicates a substantially cylindrical valve housing having a port corresponding to an open end of pipelines 32 - 35 described later.
- Numeral 29 indicates a spool that slides in the valve housing 28 in an axial direction of the valve housing 28 .
- Numeral 30 indicates a spring that urges the spool in one direction.
- Numeral 31 indicates a linear solenoid for actuating the spool 29 against the urging force of the spring 30 .
- Numeral 32 indicates a supply pipeline for guiding the hydraulic oil supplied via an oil pump described later to the valve housing 28 .
- Numeral 33 indicates a drain pipeline for returning the hydraulic oil inside the valve housing 28 to an oil pan described later.
- Numeral 34 indicates a first pipeline for guiding the hydraulic oil to the first oil passage 25 .
- Numeral 35 indicates a second pipeline for guiding the hydraulic oil to the second oil passage 26 .
- Numeral 36 indicates an oil pan.
- Numeral 37 indicates an oil pump.
- Numeral 38 indicates an oil filter for eliminating impurities from the hydraulic oil.
- the oil pan 36 , the oil pump 37 and the oil filter 38 constitute a lubricating system for lubricating various parts o the engine (not shown).
- the oil pan 36 , the oil pump 37 , the oil filter 38 and the OCV 27 constitute a system for supplying the hydraulic oil to the actuator 3 .
- Numeral 39 indicates an engine block provided with a recess for accommodating the valve housing 28 .
- the interior of the recess of the engine block 39 houses the pipelines 32 - 35 so as to allow open ends of the pipelines 32 - 35 to face respective ports of the valve housing 28 .
- Numeral 40 indicates an electronic control unit (ECU).
- the ECU controls fuel injection quantity, ignition timing and valve opening/closing timing by actuating an injector, ignitor and the OCV 27 based on signals from an intake air quantity sensor (not shown), a throttle sensor (not shown), a water temperature sensor (not shown), a crank angle sensor (not shown) and a cam angle sensor (not shown).
- the ECU also controls the OCV 27 closing timing subsequent to turning off of the ignition switch.
- the rotor 7 When the engine is at a stop, the rotor 7 is at a position with a maximum lagging displacement. That is, the rotor 7 is rotated by a maximum advance angle with respect to the housing 5 .
- the oil pump 37 is not in operation so that the hydraulic oil is not supplied to the first oil passage 25 , the second oil passage 26 and the plunger oil passage 21 .
- the pressure of the oil retained inside the actuator 3 is relatively low. Therefore, the plunger 19 is thrust against the holder 18 by the urging force of the spring 20 .
- the engagement shaft portion 19 a of the plunger 19 is engaged with the engagement hole 18 a of the holder 18 so that the housing 5 and the rotor 7 remains locked to each other.
- the oil pump 37 When the engine is started in this locked state, the oil pump 37 is put into operation so that the pressure of the hydraulic oil supplied to the OCV 27 is increased.
- the hydraulic oil is supplied by the OCV 27 to the lag oil hydraulic chamber (not shown) in the actuator 3 via the first pipeline 34 and the first oil passage 25 .
- a slide plate Due to the pressure built up in the lag oil hydraulic chamber, a slide plate (not shown) is displaced toward the advance oil hydraulic chamber (not shown) so that the lag oil hydraulic chamber and the plunger oil passage 21 communicate with each other.
- the hydraulic oil is supplied from the plunger 21 to the engagement hole 18 a of the holder 18 and the plunger 19 is then thrust against the urging force of the spring 20 .
- the engagement shaft portion 19 a of the plunger 19 is pulled out of the engagement hole 18 a of the holder 18 so that the plunger 19 and the rotor 7 become disengaged.
- the hydraulic oil is supplied by the OCV 27 to the advance oil hydraulic chamber (not shown) via the second pipeline 35 and the second oil passage 26 so as to advance the rotor 7 .
- the oil pressure is transmitted to the plunger oil passage 21 SO as to displace the plunger 19 toward the housing 5 against the urging force of the spring 20 , thus disengaging the plunger 19 and the holder 18 .
- the OCV 27 is operated (opened or closed) in this disengaged state so as to control the quantity of oil supplied to the lag oil hydraulic chamber and the advance oil hydraulic chamber, thus controlling the rotation of the rotor 7 with respect to the housing 5 .
- the pressure of the oil supplied via the OCV 27 is subject to feedback control and computation by the ECU 40 , in accordance with signals from a position sensor (not shown) for detecting a relative angle of rotation of the rotor 7 with respect to the housing 5 and a crank angle sensor (not shown) for determining the oil pressure applied by the oil pump 37 .
- an object of the present invention is to provide an OCV in which the drawback of the related art is eliminated.
- Another and more specific object of the invention is to obtain an OCV provided with a valve housing capable of preventing reduction in the quantity of flow of the hydraulic oil even when the ports are displaced in position with respect to the pipelines.
- an oil control valve for controlling supply of hydraulic oil to an oil hydraulic actuator via a plurality of pipelines, comprising: a cylindrical housing; a plurality of ports formed in a periphery of said housing so as to correspond to the plurality of pipelines; and grooves provided in the periphery of said housing so as to provide communication between an associated port and an associated pipeline.
- the groove may be formed to extend from a bottom of the port to cover an entirety of the periphery of said housing.
- the groove, formed around the entirety of the valve housing, may have a width smaller than that of the port.
- the groove, formed around the entirety of the valve housing may have a width identical to that of the port.
- the groove, formed around the entirety of the valve housing may have a width larger than that of the port. With this, any portion of the groove, provided around the entirety of the valve housing, is available to replace the port for supply of the hydraulic oil. Accordingly, reduction in the quantity of hydraulic oil is successfully prevented.
- the groove may extend from an edge of the port in an axial direction of said housing.
- the groove extending from an edge of the port in an axial direction of said housing, may include a taper inclined from the periphery of said housing toward a surface of the port.
- FIG. 1 is a sectional view showing an oil control valve in the related-art oil hydraulic actuator
- FIG. 2 is a sectional view showing an oil control valve according to a first embodiment of the present invention
- FIGS. 3 A- 3 E show a portion of the oil control valve shown in FIG. 2, FIG. 3A being a top view, FIG. 3B being a front view, FIG. 3C being a bottom view, FIG. 3D being a saggital sectional view taken at a line A-A, line C-C or line E-E of FIG. 3B, and FIG. 3E being a saggital sectional view taken at a line B-B or line D-D of FIG. 3B;
- FIG. 4 is an enlarged front view showing displacement of a port in the oil control valve shown in FIG. 2 with respect to a pipeline of an engine block;
- FIG. 5 is a sectional view showing the oil control valve according to a second embodiment
- FIGS. 6 A- 6 E show a portion of the oil control valve shown in FIG. 5, FIG. 6A being a top view, FIG. 6B being a front view, FIG. 6C being a bottom view, FIG. 6D being a saggital sectional view taken at a line A-A, line C-C or line E-E of FIG. 6B, and FIG. 6E being a saggital sectional view taken at a line B-B or line D-D of FIG. 6B;
- FIG. 7 is an enlarged front view showing displacement of a port in the oil control valve shown in FIG. 5 with respect to a pipeline of an engine block;
- FIG. 8 is an enlarged front view showing displacement of a port in the oil control valve according to a variation of the second embodiment with respect to a pipeline of an engine block;
- FIG. 9 is a sectional view showing the oil control valve according to a third embodiment.
- FIGS. 10 A- 10 E show a portion of the oil control valve shown in FIG. 9, FIG. 10A being a top view, FIG. 10B being a front view, FIG. 10C being a bottom view, FIG. 10D being a saggital sectional view taken at a line A-A or line E-E of FIG. 10B, and FIG. 10E being a saggital sectional view taken at a line B-B, line C-C or line D-D of FIG. 10B; and
- FIG. 11 is an enlarged front view showing displacement of a port in the oil control valve shown in FIG. 9 with respect to a pipeline of an engine block.
- FIG. 2 is a sectional view showing an oil control valve according to a first embodiment of the present invention.
- FIGS. 3 A- 3 E show a portion of the oil control valve shown in FIG. 2, FIG. 3A being a top view, FIG. 3B being a front view, FIG. 3C being a bottom view, FIG. 3D being a saggital sectional view taken at a line A-A, line C-C or line E-E of FIG. 3B, and FIG. 3E being a saggital sectional view taken at a line B-B or line D-D of FIG. 3B.
- FIG. 4 is an enlarged front view showing displacement of a port in the oil control valve shown in FIG. 2 with respect to a pipeline of an engine block.
- Those elements that constitute the oil control valve according to the first embodiment that are substantially identical to those constituting elements of the oil control valve according to the related art shown in FIG. 1 are designated by the same reference numerals and the description thereof is omitted.
- the width of the peripheral grooves 45 and 46 is smaller than that of the ports 41 and 42 . That is, the width of the peripheral grooves 45 and 46 is smaller than the length of the ports 41 and 42 in an axial direction of the valve housing 28 .
- numeral 61 indicates a bracket; 62 and 63 indicate sleeves; 64 indicates a rod; 65 indicates a case; 66 indicates a bobbin; 67 indicates a core; 68 indicates a spacer; 69 indicates an O ring; 70 indicates a cover; 71 indicates a terminal; 72 indicates a plunger; 73 indicates a boss; and 74 - 76 indicate O rings.
- peripheral grooves 45 and 46 are provided in the ports 41 and 42 , respectively.
- the port 43 may also be provided with a peripheral groove. In this case, reduction in the quantity of hydraulic oil supplied from the oil pump 37 is prevented.
- FIG. 5 is a sectional view showing the oil control valve according to a second embodiment.
- FIGS. 6 A- 6 E show a portion of the oil control valve shown in FIG. 5, FIG. 6A being a top view, FIG. 6B being a front view, FIG. 6C being a bottom view, FIG. 6D being a saggital sectional view taken at a line A-A, line C-C or line E-E of FIG. 6B, and FIG. 6E being a saggital sectional view taken at a line B-B or line D-D of FIG. 6B.
- FIG. 7 is an enlarged front view showing displacement of a port in the oil control valve shown in FIG. 5 with respect to a pipeline of an engine block.
- Those elements that constitute the oil control valve according to the second embodiment that are substantially identical to those constituting elements of the oil control valve according to the related art or the first embodiment are designated by the same reference numerals and the description thereof is omitted.
- the feature of the second embodiment is that the width of the peripheral grooves 45 and 46 is the same as the width of the ports 41 and 42 , respectively. As shown in FIG. 7, as a result of this arrangement, even when the open end F of the first pipeline 34 is displaced with respect to the port 41 in a circumferential direction of the valve housing 28 , communication between the open end F and the port 41 is maintained since the open end F communicates with the peripheral groove 45 communicating with the port 41 .
- the second embodiment is advantageous in that, in case of displacement, in a circumferential direction of the valve housing 28 , between the first pipeline 34 and the port 41 of the housing 28 or between the second pipeline 35 and the port 42 of the housing 28 , any portion of the groove, provided around the entirety of the valve housing 28 , is available to replace the port 41 or port 42 for supply of the hydraulic oil. Accordingly, reduction in the quantity of hydraulic oil is successfully prevented.
- peripheral grooves 45 and 46 are provided in the ports 41 and 42 , respectively.
- the port 43 may also be provided with a peripheral groove. In this case, reduction in the quantity of hydraulic oil supplied from the oil pump 37 is prevented.
- FIG. 8 is an enlarged front view showing displacement of a port in the oil control valve according to a variation of the second embodiment with respect to a pipeline of an engine block.
- the feature of the variation of the second embodiment is that the width of the peripheral grooves 45 and 46 is larger than that of the ports 41 and 42 . As shown in FIG. 8, as a result of this arrangement, even when the open end F of the first pipeline 34 is displaced with respect to the port 41 in a circumferential direction of the valve housing 28 , communication between the open end F and the port 41 is maintained since the open end F communicates with the peripheral groove 45 communicating with the port 41 .
- This variation is advantageous in that, in case of displacement, in a circumferential direction of the valve housing 28 , between the first pipeline 34 and the port 41 of the housing 28 or between the second pipeline 35 and the port 42 of the housing 28 , any portion of the groove, provided around the entirety of the valve housing 28 , is available to replace the port 41 or port 42 for supply of the hydraulic oil. Accordingly, reduction in the quantity of hydraulic oil is successfully prevented.
- FIG. 9 is a sectional view showing the oil control valve according to a third embodiment.
- FIGS. 10 A- 10 E show a portion of the oil control valve shown in FIG. 9, FIG. 10A being a top view, FIG. 10B being a front view, FIG. 10C being a bottom view, FIG. 10D being a saggital sectional view taken at a line A-A or line E-E of FIG. 10B, and FIG. 10E being a saggital sectional view taken at a line B-B, line C-C or line D-D of FIG. 10B.
- FIG. 11 is an enlarged front view showing displacement of a port in the oil control valve shown in FIG. 9 with respect to a pipeline of an engine block.
- Those elements that constitute the oil control valve according to the third embodiment that are substantially identical to those constituting elements of the oil control valve according to the related art or the first embodiment are designated by the same reference numerals and the description thereof is omitted.
- the feature of the third embodiment is that, instead of providing the peripheral grooves in the valve housing 28 as in the first or second embodiment, tapers 47 , 48 and 49 are provided adjacent to the ports 41 , 42 and 43 , respectively, in an axial direction of the valve housing 28 .
- the tapers 47 , 48 and 49 function to extend the width of the ports 41 , 42 and 43 , respectively. Therefore, as shown in FIG. 11, the in case of displacement, in an axial direction of the valve housing 28 , between the port 41 and the open end F of the first pipeline 34 , obstruction of communication between the pipeline and the port is prevented so that reduction in the quantity of the hydraulic oil is prevented.
- a taper is employed as a groove (hereinafter, referred to as a breadth groove) for extending the width of the port.
- a groove of any configuration may be employed as long as it extends from an edge of the port in an axial direction of the valve housing 28 .
- peripheral grooves or the breadth grooves are discussed as means for mediating communication between the port and the pipeline.
- the peripheral grooves and breadth grooves may be used in combination so as to achieve the effect of further preventing reduction in the quantity of hydraulic oil.
- the OCV according to any of the first through third embodiments may be built into the actuator 3 of the related art shown in FIG. 1.
- the OCV according to any of the first through third embodiments may be built into the actuator 3 of the related art shown in FIG. 1.
- reduction in the quantity of the hydraulic oil is prevented due to the operation of the OCV according to any of the first through third embodiments. Therefore, normal operation of the oil hydraulic actuator is ensured.
- the oil control valve according to the present invention is advantageously applied in that, even when displacement occurs between the port of the valve housing and the pipeline in the engine block, grooves ensure communication between the port and the pipeline. Accordingly, reduction in the quantity of hydraulic oil is prevented.
- the oil control valve of this construction finds a useful application in the oil hydraulic actuator.
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Valve Housings (AREA)
- Lubrication Of Internal Combustion Engines (AREA)
- Valve Device For Special Equipments (AREA)
Abstract
Description
- This application is a continuation of International Application No. PCT/JP99/05020, whose international filing date is Sep. 14, 1999, the disclosures of which Application are incorporated by reference herein.
- 1. Field of the Invention
- The present invention relates to an oil control valve for supplying hydraulic oil to a blade oil hydraulic actuator for controlling an intake valve or exhaust valve to open or close timely depending on the operating condition of an engine so as to control the oil level of the oil hydraulic actuator.
- 2. Description of the Related Art
- FIG. 1 is a sectional diagram showing a blade oil hydraulic actuator according to the related art.
Reference numeral 1 indicates an intake cam shaft (hereinafter, simply referred to as a cam shaft) provided with an intake cam 1 a.Numeral 2 indicates a timing pulley provided at an end of thecam shaft 1.Numeral 3 indicates an actuator coupled to thecam shaft 1 so as to control valve opening/closing timing. Hydraulic oil supplied to drive theactuator 3 is lubricating oil for the engine (not shown). Theactuator 3 is driven by the hydraulic oil to vary a displacement angle of thecam shaft 1 so that the opening and closing timing of the intake valve (not shown) is continuously controlled. Numeral 4 indicates a bearing of thecam shaft 1. Numeral 5 indicates a housing of theactuator 3 and is rotatably fitted to thecam shaft 1. -
Numeral 6 indicates a case secured to the housing 5.Numeral 7 indicates a blade rotor connected to thecam shaft 1 by abolt 8 and housed in thecase 6. Therotor 7 is rotatable with respect to thecase 6.Numeral 9 indicates a tip seal provided between thecase 6 and therotor 7 so as to prevent leakage of oil between oil hydraulic chambers bounded by thecase 6 and therotor 7.Numeral 10 indicates a back spring formed of a flat spring for forcing thetip seal 9 to be in contact with therotor 7.Numeral 11 indicates a cover secured to thecase 6. Numeral 12 indicates a bolt securing the housing 5, thecase 6 and thecover 11 to each other. Numeral 13 indicates an O-ring. Numeral 14 indicates a plate. Numeral 15 indicates a bolt securing theplate 14 to thecover 11.Numerals Numeral 18 indicates a cylindrical holder provided in therotor 7. Anengagement hole 18 a, for engaging a plunger described later therewith is provided in theholder 18 to extend in an axial direction. -
Numeral 19 indicates a plunger slidably provided in the housing 5 and provided with anengagement shaft portion 19 a fitted within thehole 18 a of theholder 18. Numeral 20 indicates a spring for urging theplunger 19 toward theholder 18. Numeral 21 indicates a plunger oil passage for introducing the hydraulic oil into theengagement hole 18 a of theholder 18. The hydraulic oil introduced into theengagement hole 18 a of theholder 18 via theplunger oil passage 21 displaces theplunger 19 against the urging force of thespring 20 so that theholder 18 is released from the locking action provided by theplunger 19. Numeral 22 indicates an air vent. Numeral 22 indicates an air vent.Numeral 23 indicates a shaft bolt for securing therotor 7 to thecam shaft 1. Numeral 24 indicates an air vent. -
Numeral 25 indicates a first oil passage provided in thecam shaft 1 and therotor 7 to communicate with a lag oil hydraulic chamber (not shown) for displacing therotor 7 in a lagging direction.Numeral 26 indicates a second oil passage provided in thecam shaft 11 and therotor 7 to communicate with an advance oil hydraulic chamber (not shown) for displacing therotor 7 in an advancing direction. -
Numeral 27 indicates a oil control valve (hereinafter, referred to as OCV) for supplying hydraulic oil to theactuator 3 and controlling the quantity of the oil supplied.Numeral 28 indicates a substantially cylindrical valve housing having a port corresponding to an open end of pipelines 32-35 described later.Numeral 29 indicates a spool that slides in thevalve housing 28 in an axial direction of thevalve housing 28. Numeral 30 indicates a spring that urges the spool in one direction. Numeral 31 indicates a linear solenoid for actuating thespool 29 against the urging force of thespring 30.Numeral 32 indicates a supply pipeline for guiding the hydraulic oil supplied via an oil pump described later to thevalve housing 28.Numeral 33 indicates a drain pipeline for returning the hydraulic oil inside thevalve housing 28 to an oil pan described later.Numeral 34 indicates a first pipeline for guiding the hydraulic oil to thefirst oil passage 25.Numeral 35 indicates a second pipeline for guiding the hydraulic oil to thesecond oil passage 26.Numeral 36 indicates an oil pan.Numeral 37 indicates an oil pump.Numeral 38 indicates an oil filter for eliminating impurities from the hydraulic oil. Theoil pan 36, theoil pump 37 and theoil filter 38 constitute a lubricating system for lubricating various parts o the engine (not shown). Theoil pan 36, theoil pump 37, theoil filter 38 and theOCV 27 constitute a system for supplying the hydraulic oil to theactuator 3. -
Numeral 39 indicates an engine block provided with a recess for accommodating thevalve housing 28. The interior of the recess of theengine block 39 houses the pipelines 32-35 so as to allow open ends of the pipelines 32-35 to face respective ports of thevalve housing 28. - Numeral40 indicates an electronic control unit (ECU). The ECU controls fuel injection quantity, ignition timing and valve opening/closing timing by actuating an injector, ignitor and the
OCV 27 based on signals from an intake air quantity sensor (not shown), a throttle sensor (not shown), a water temperature sensor (not shown), a crank angle sensor (not shown) and a cam angle sensor (not shown). The ECU also controls theOCV 27 closing timing subsequent to turning off of the ignition switch. - A description will now be given of the operation of the
actuator 3 and theOCV 27. - When the engine is at a stop, the
rotor 7 is at a position with a maximum lagging displacement. That is, therotor 7 is rotated by a maximum advance angle with respect to the housing 5. Theoil pump 37 is not in operation so that the hydraulic oil is not supplied to thefirst oil passage 25, thesecond oil passage 26 and theplunger oil passage 21. The pressure of the oil retained inside theactuator 3 is relatively low. Therefore, theplunger 19 is thrust against theholder 18 by the urging force of thespring 20. Theengagement shaft portion 19 a of theplunger 19 is engaged with theengagement hole 18 a of theholder 18 so that the housing 5 and therotor 7 remains locked to each other. - When the engine is started in this locked state, the
oil pump 37 is put into operation so that the pressure of the hydraulic oil supplied to theOCV 27 is increased. The hydraulic oil is supplied by theOCV 27 to the lag oil hydraulic chamber (not shown) in theactuator 3 via thefirst pipeline 34 and thefirst oil passage 25. Due to the pressure built up in the lag oil hydraulic chamber, a slide plate (not shown) is displaced toward the advance oil hydraulic chamber (not shown) so that the lag oil hydraulic chamber and theplunger oil passage 21 communicate with each other. The hydraulic oil is supplied from theplunger 21 to theengagement hole 18 a of theholder 18 and theplunger 19 is then thrust against the urging force of thespring 20. As a result of this, theengagement shaft portion 19 a of theplunger 19 is pulled out of theengagement hole 18 a of theholder 18 so that theplunger 19 and therotor 7 become disengaged. - Subsequently, the hydraulic oil is supplied by the
OCV 27 to the advance oil hydraulic chamber (not shown) via thesecond pipeline 35 and thesecond oil passage 26 so as to advance therotor 7. The oil pressure is transmitted to theplunger oil passage 21 SO as to displace theplunger 19 toward the housing 5 against the urging force of thespring 20, thus disengaging theplunger 19 and theholder 18. TheOCV 27 is operated (opened or closed) in this disengaged state so as to control the quantity of oil supplied to the lag oil hydraulic chamber and the advance oil hydraulic chamber, thus controlling the rotation of therotor 7 with respect to the housing 5. The pressure of the oil supplied via theOCV 27 is subject to feedback control and computation by theECU 40, in accordance with signals from a position sensor (not shown) for detecting a relative angle of rotation of therotor 7 with respect to the housing 5 and a crank angle sensor (not shown) for determining the oil pressure applied by theoil pump 37. - In the related-art oil hydraulic actuator described above, when the
valve housing 28 of theOCV 27 is introduced into theengine block 39 for installation, the open ends of the pipelines 32-35, provided in theengine block 39 so as to face the respective ports formed in thevalve housing 28, may be displaced with respect to the respective ports, in a circumferential or axial direction of thevalve housing 28. This results in communication between the pipelines 32-35 and the respective ports being obstructed so that the quantity of flow of the hydraulic oil is reduced. - Accordingly, an object of the present invention is to provide an OCV in which the drawback of the related art is eliminated.
- Another and more specific object of the invention is to obtain an OCV provided with a valve housing capable of preventing reduction in the quantity of flow of the hydraulic oil even when the ports are displaced in position with respect to the pipelines.
- The aforementioned objects can be achieved by an oil control valve for controlling supply of hydraulic oil to an oil hydraulic actuator via a plurality of pipelines, comprising: a cylindrical housing; a plurality of ports formed in a periphery of said housing so as to correspond to the plurality of pipelines; and grooves provided in the periphery of said housing so as to provide communication between an associated port and an associated pipeline. With this, even when displacement occurs between the pipeline and the port of the valve housing, the grooves ensure communication between the pipeline and the port. Thereby, reduction in the quantity of hydraulic oil is prevented.
- The groove may be formed to extend from a bottom of the port to cover an entirety of the periphery of said housing. With this, even when displacement, in a circumferential direction of the valve housing, occurs between the pipeline and the port of the valve housing, the groove ensures communication between the pipeline and the port so that reduction in the quantity of hydraulic oil is prevented.
- The groove, formed around the entirety of the valve housing, may have a width smaller than that of the port. With this, even when displacement between the pipeline and the port of the valve housing occurs, communication between the pipeline and the port is ensured so that reduction in the quantity of hydraulic oil is prevented.
- The groove, formed around the entirety of the valve housing, may have a width identical to that of the port. With this, even when displacement, in a circumferential direction of the valve housing, occurs between the pipeline and the port of the valve housing, any portion of the groove, provided around the entirety of the valve housing, is available to replace the port for supply of the hydraulic oil. Accordingly, reduction in the quantity of hydraulic oil is successfully prevented.
- The groove, formed around the entirety of the valve housing, may have a width larger than that of the port. With this, any portion of the groove, provided around the entirety of the valve housing, is available to replace the port for supply of the hydraulic oil. Accordingly, reduction in the quantity of hydraulic oil is successfully prevented.
- The groove may extend from an edge of the port in an axial direction of said housing. With this, even when displacement, in an axial direction of the valve housing, occurs between the pipeline and the port of the valve housing, communication between the pipeline and the port is ensured so that reduction in the quantity of the hydraulic oil is prevented.
- The groove, extending from an edge of the port in an axial direction of said housing, may include a taper inclined from the periphery of said housing toward a surface of the port. With this, even when displacement, in an axial direction of the valve housing, occurs between the pipeline and the port of the valve housing, the taper ensures communication between the pipeline and the port so that reduction in the quantity of the hydraulic oil is prevented.
- Other objects and further features of the present invention will be apparent from the following detailed description when read in conjunction with the accompanying drawings, in which:
- FIG. 1 is a sectional view showing an oil control valve in the related-art oil hydraulic actuator;
- FIG. 2 is a sectional view showing an oil control valve according to a first embodiment of the present invention;
- FIGS.3A-3E show a portion of the oil control valve shown in FIG. 2, FIG. 3A being a top view, FIG. 3B being a front view, FIG. 3C being a bottom view, FIG. 3D being a saggital sectional view taken at a line A-A, line C-C or line E-E of FIG. 3B, and FIG. 3E being a saggital sectional view taken at a line B-B or line D-D of FIG. 3B;
- FIG. 4 is an enlarged front view showing displacement of a port in the oil control valve shown in FIG. 2 with respect to a pipeline of an engine block;
- FIG. 5 is a sectional view showing the oil control valve according to a second embodiment;
- FIGS.6A-6E show a portion of the oil control valve shown in FIG. 5, FIG. 6A being a top view, FIG. 6B being a front view, FIG. 6C being a bottom view, FIG. 6D being a saggital sectional view taken at a line A-A, line C-C or line E-E of FIG. 6B, and FIG. 6E being a saggital sectional view taken at a line B-B or line D-D of FIG. 6B;
- FIG. 7 is an enlarged front view showing displacement of a port in the oil control valve shown in FIG. 5 with respect to a pipeline of an engine block;
- FIG. 8 is an enlarged front view showing displacement of a port in the oil control valve according to a variation of the second embodiment with respect to a pipeline of an engine block;
- FIG. 9 is a sectional view showing the oil control valve according to a third embodiment;
- FIGS.10A-10E show a portion of the oil control valve shown in FIG. 9, FIG. 10A being a top view, FIG. 10B being a front view, FIG. 10C being a bottom view, FIG. 10D being a saggital sectional view taken at a line A-A or line E-E of FIG. 10B, and FIG. 10E being a saggital sectional view taken at a line B-B, line C-C or line D-D of FIG. 10B; and
- FIG. 11 is an enlarged front view showing displacement of a port in the oil control valve shown in FIG. 9 with respect to a pipeline of an engine block.
- A detailed description will now be given of the best mode for carrying out the present invention, with reference to the attached drawings.
- FIG. 2 is a sectional view showing an oil control valve according to a first embodiment of the present invention. FIGS.3A-3E show a portion of the oil control valve shown in FIG. 2, FIG. 3A being a top view, FIG. 3B being a front view, FIG. 3C being a bottom view, FIG. 3D being a saggital sectional view taken at a line A-A, line C-C or line E-E of FIG. 3B, and FIG. 3E being a saggital sectional view taken at a line B-B or line D-D of FIG. 3B. FIG. 4 is an enlarged front view showing displacement of a port in the oil control valve shown in FIG. 2 with respect to a pipeline of an engine block. Those elements that constitute the oil control valve according to the first embodiment that are substantially identical to those constituting elements of the oil control valve according to the related art shown in FIG. 1 are designated by the same reference numerals and the description thereof is omitted.
- Referring to figures, numeral41 indicates a port formed in the
valve housing 28 so as to correspond to thefirst pipeline 34; 42 indicates a port formed in thevalve housing 28 so as to correspond to thesecond pipeline 35; 43 indicates a port formed in thevalve housing 28 so as to correspond to thesupply pipeline 32; 44 indicates a port formed in thevalve housing 8 so as to correspond to thedrain pipeline 33; 45 and 46 indicate annular grooves (hereinafter, referred to as peripheral grooves) that communicate with theports valve housing 28 in a circumferential direction thereof. The width of theperipheral grooves ports peripheral grooves ports valve housing 28. - Referring to the figures, numeral61 indicates a bracket; 62 and 63 indicate sleeves; 64 indicates a rod; 65 indicates a case; 66 indicates a bobbin; 67 indicates a core; 68 indicates a spacer; 69 indicates an O ring; 70 indicates a cover; 71 indicates a terminal; 72 indicates a plunger; 73 indicates a boss; and 74-76 indicate O rings.
- According to the first embodiment, even when an open end F of the
first pipeline 34 is displaced as shown in FIG. 4 with respect to theport 41 in a circumferential direction of thevalve housing 28, communication between the open end F and theport 41 is maintained since the open end F communicates with theperipheral groove 45 communicating with theport 41. Thus, reduction in the quantity of hydraulic oil in thefirst pipeline 34 and thesecond pipeline 35 is prevented. - In the description of the first embodiment given above, it is assumed that the
peripheral grooves ports port 43 may also be provided with a peripheral groove. In this case, reduction in the quantity of hydraulic oil supplied from theoil pump 37 is prevented. - FIG. 5 is a sectional view showing the oil control valve according to a second embodiment. FIGS.6A-6E show a portion of the oil control valve shown in FIG. 5, FIG. 6A being a top view, FIG. 6B being a front view, FIG. 6C being a bottom view, FIG. 6D being a saggital sectional view taken at a line A-A, line C-C or line E-E of FIG. 6B, and FIG. 6E being a saggital sectional view taken at a line B-B or line D-D of FIG. 6B. FIG. 7 is an enlarged front view showing displacement of a port in the oil control valve shown in FIG. 5 with respect to a pipeline of an engine block. Those elements that constitute the oil control valve according to the second embodiment that are substantially identical to those constituting elements of the oil control valve according to the related art or the first embodiment are designated by the same reference numerals and the description thereof is omitted.
- The feature of the second embodiment is that the width of the
peripheral grooves ports first pipeline 34 is displaced with respect to theport 41 in a circumferential direction of thevalve housing 28, communication between the open end F and theport 41 is maintained since the open end F communicates with theperipheral groove 45 communicating with theport 41. The second embodiment is advantageous in that, in case of displacement, in a circumferential direction of thevalve housing 28, between thefirst pipeline 34 and theport 41 of thehousing 28 or between thesecond pipeline 35 and theport 42 of thehousing 28, any portion of the groove, provided around the entirety of thevalve housing 28, is available to replace theport 41 orport 42 for supply of the hydraulic oil. Accordingly, reduction in the quantity of hydraulic oil is successfully prevented. - In the description of the second embodiment given above, it is assumed that the
peripheral grooves ports port 43 may also be provided with a peripheral groove. In this case, reduction in the quantity of hydraulic oil supplied from theoil pump 37 is prevented. - FIG. 8 is an enlarged front view showing displacement of a port in the oil control valve according to a variation of the second embodiment with respect to a pipeline of an engine block.
- The feature of the variation of the second embodiment is that the width of the
peripheral grooves ports first pipeline 34 is displaced with respect to theport 41 in a circumferential direction of thevalve housing 28, communication between the open end F and theport 41 is maintained since the open end F communicates with theperipheral groove 45 communicating with theport 41. This variation is advantageous in that, in case of displacement, in a circumferential direction of thevalve housing 28, between thefirst pipeline 34 and theport 41 of thehousing 28 or between thesecond pipeline 35 and theport 42 of thehousing 28, any portion of the groove, provided around the entirety of thevalve housing 28, is available to replace theport 41 orport 42 for supply of the hydraulic oil. Accordingly, reduction in the quantity of hydraulic oil is successfully prevented. - FIG. 9 is a sectional view showing the oil control valve according to a third embodiment. FIGS.10A-10E show a portion of the oil control valve shown in FIG. 9, FIG. 10A being a top view, FIG. 10B being a front view, FIG. 10C being a bottom view, FIG. 10D being a saggital sectional view taken at a line A-A or line E-E of FIG. 10B, and FIG. 10E being a saggital sectional view taken at a line B-B, line C-C or line D-D of FIG. 10B. FIG. 11 is an enlarged front view showing displacement of a port in the oil control valve shown in FIG. 9 with respect to a pipeline of an engine block. Those elements that constitute the oil control valve according to the third embodiment that are substantially identical to those constituting elements of the oil control valve according to the related art or the first embodiment are designated by the same reference numerals and the description thereof is omitted.
- The feature of the third embodiment is that, instead of providing the peripheral grooves in the
valve housing 28 as in the first or second embodiment, tapers 47, 48 and 49 are provided adjacent to theports valve housing 28. Thetapers ports valve housing 28, between theport 41 and the open end F of thefirst pipeline 34, obstruction of communication between the pipeline and the port is prevented so that reduction in the quantity of the hydraulic oil is prevented. - In the foregoing description of the third embodiment, a taper is employed as a groove (hereinafter, referred to as a breadth groove) for extending the width of the port. Alternatively, a groove of any configuration may be employed as long as it extends from an edge of the port in an axial direction of the
valve housing 28. - In the foregoing description of the first through third embodiments, the peripheral grooves or the breadth grooves are discussed as means for mediating communication between the port and the pipeline. Alternatively, the peripheral grooves and breadth grooves may be used in combination so as to achieve the effect of further preventing reduction in the quantity of hydraulic oil.
- The OCV according to any of the first through third embodiments may be built into the
actuator 3 of the related art shown in FIG. 1. In this case, even when displacement occurs between the port of thevalve housing 28 and the pipeline of the engine block when building the OCV into theactuator 3, reduction in the quantity of the hydraulic oil is prevented due to the operation of the OCV according to any of the first through third embodiments. Therefore, normal operation of the oil hydraulic actuator is ensured. - The oil control valve according to the present invention is advantageously applied in that, even when displacement occurs between the port of the valve housing and the pipeline in the engine block, grooves ensure communication between the port and the pipeline. Accordingly, reduction in the quantity of hydraulic oil is prevented. The oil control valve of this construction finds a useful application in the oil hydraulic actuator.
- The present invention is not limited to the above-described embodiments, and variations and modifications may be made without departing from the scope of the present invention.
Claims (7)
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/JP1999/005020 WO2001020202A1 (en) | 1999-09-14 | 1999-09-14 | Oil control valve |
Related Parent Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP1999/005020 Continuation WO2001020202A1 (en) | 1999-09-14 | 1999-09-14 | Oil control valve |
Publications (2)
Publication Number | Publication Date |
---|---|
US20010027815A1 true US20010027815A1 (en) | 2001-10-11 |
US6371164B2 US6371164B2 (en) | 2002-04-16 |
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ID=14236714
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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US09/849,295 Expired - Lifetime US6371164B2 (en) | 1999-09-14 | 2001-05-07 | Oil control valve capable of preventing reduction in oil flow |
Country Status (4)
Country | Link |
---|---|
US (1) | US6371164B2 (en) |
KR (1) | KR100443184B1 (en) |
DE (1) | DE19983712T1 (en) |
WO (1) | WO2001020202A1 (en) |
Cited By (2)
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EP2469148A1 (en) * | 2010-12-27 | 2012-06-27 | Lincoln GmbH | Lubricant distributor and lubricant system |
US20150096636A1 (en) * | 2013-03-14 | 2015-04-09 | Eaton Corporation | Engine valvetrain oil control valve |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
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US6640834B1 (en) * | 2002-08-06 | 2003-11-04 | Husco International, Inc. | Electrohydraulic valve for controlling a cam shaft phasing mechanism of an internal combustion engine |
DE102004038252A1 (en) * | 2004-05-14 | 2005-12-15 | Ina-Schaeffler Kg | Control valve for a device for changing the timing of an internal combustion engine |
US20090065723A1 (en) | 2007-09-11 | 2009-03-12 | Avila Miguel I | Plastic bobbin with creep prevention feature |
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-
1999
- 1999-09-14 WO PCT/JP1999/005020 patent/WO2001020202A1/en active IP Right Grant
- 1999-09-14 DE DE19983712T patent/DE19983712T1/en not_active Ceased
- 1999-09-14 KR KR10-2001-7005678A patent/KR100443184B1/en active IP Right Grant
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2001
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Also Published As
Publication number | Publication date |
---|---|
DE19983712T1 (en) | 2002-03-14 |
WO2001020202A1 (en) | 2001-03-22 |
KR20010107944A (en) | 2001-12-07 |
US6371164B2 (en) | 2002-04-16 |
KR100443184B1 (en) | 2004-08-04 |
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