WO2023037483A1 - Valve timing adjustment device - Google Patents

Valve timing adjustment device Download PDF

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Publication number
WO2023037483A1
WO2023037483A1 PCT/JP2021/033228 JP2021033228W WO2023037483A1 WO 2023037483 A1 WO2023037483 A1 WO 2023037483A1 JP 2021033228 W JP2021033228 W JP 2021033228W WO 2023037483 A1 WO2023037483 A1 WO 2023037483A1
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WO
WIPO (PCT)
Prior art keywords
lock pin
oil passage
case
hydraulic
rotor
Prior art date
Application number
PCT/JP2021/033228
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French (fr)
Japanese (ja)
Inventor
琢也 國重
Original Assignee
三菱電機株式会社
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Filing date
Publication date
Application filed by 三菱電機株式会社 filed Critical 三菱電機株式会社
Priority to PCT/JP2021/033228 priority Critical patent/WO2023037483A1/en
Publication of WO2023037483A1 publication Critical patent/WO2023037483A1/en

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/356—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear making the angular relationship oscillate, e.g. non-homokinetic drive

Definitions

  • the present disclosure relates to a valve timing adjusting device.
  • valve timing adjusting device that can adjust the opening/closing timing of an intake valve or an exhaust valve of an engine by changing the relative rotation phase between a crankshaft and a camshaft.
  • This valve timing adjustment device has a case and a rotor.
  • the case rotates when the rotational force of the crankshaft is transmitted.
  • the rotor rotates together with the camshaft.
  • the rotor is rotatably housed inside the case.
  • An advance hydraulic chamber and a retard hydraulic chamber are formed between the case and the rotor.
  • hydraulic pressure is supplied to and discharged from each hydraulic chamber, so that the rotor rotates relative to the case in the advancing direction or the retarding direction. As a result, the relative rotational phase between the crankshaft and the camshaft changes.
  • Patent Document 1 Such a conventional valve timing adjusting device is disclosed in Patent Document 1, for example.
  • the valve timing adjusting device disclosed in Patent Document 1 has a lock pin.
  • the lock pin restricts the relative rotation between the case and the rotor when the engine is started, thereby preventing the rotor from wobbling or wobbling.
  • This lock pin is housed inside a housing hole provided in the rotor. Further, the lock pin is movable between the restricted position and the restricted position inside the housing hole, and is always biased toward the restricted position by the biasing force of the spring.
  • the engagement between the lock pin and the plate is released, and the volume of the advance hydraulic chamber or the retard hydraulic chamber communicating with the housing hole is changed to the supplied hydraulic pressure.
  • the rotor begins to rotate.
  • the hydraulic pressure in the hydraulic chamber decreases due to the increase in the volume of the hydraulic chamber, and may be smaller than the biasing force of the spring.
  • the lock pin contacts the plate due to the biasing force of the spring.
  • the rotor then rotates with the lock pin in contact with the plate. As a result, the lock pin and plate may be damaged.
  • a valve timing adjusting device capable of preventing a lock pin from coming into contact with a plate.
  • the valve timing adjusting device includes a case that rotates by transmitting the rotational force of a crankshaft of an engine, and a camshaft that rotates integrally with the camshaft of the engine and is arranged coaxially with the case.
  • a relatively rotating rotor a storage hole for storing a lock pin provided in the rotor to restrict relative rotation between the case and the rotor so as to be movable between a restricted position and a restricted position, and a space between the case and the rotor.
  • a lock pin release oil passage that supplies hydraulic pressure to a lock pin release hydraulic chamber that is formed between the case and the rotor and communicates with the housing hole, and the diameter of the lock pin release oil passage is It is larger than the diameter of the advance oil passage and the diameter of the retard oil passage.
  • the hydraulic pressure in the hydraulic chamber whose volume has been increased by the supply of hydraulic pressure, falls below the biasing force of the spring, thereby preventing the lock pin from contacting the plate. can be done.
  • FIG. 1 is a longitudinal sectional view showing the configuration of a valve timing adjusting system according to Embodiment 1;
  • FIG. 1 is a front view showing the configuration of a valve timing adjusting device according to Embodiment 1;
  • FIG. 3 is a cross-sectional view taken along line III-III of FIG. 2;
  • FIG. 4 is an enlarged view of a main portion of FIG. 3;
  • FIG. 5A to FIG. 5C are diagrams sequentially showing the operation of the conventional valve timing adjusting device from engine start.
  • FIG. 4 is a diagram showing how the hydraulic pressure in a lock pin release hydraulic chamber and the valve opening change from when the engine is started.
  • FIG. 5 is a front view showing the configuration of a valve timing adjusting device according to Embodiment 2;
  • FIG. 5 is a front view showing the configuration of a valve timing adjusting device according to Embodiment 2;
  • FIG. 5 is a front view showing the configuration of a valve timing adjusting device according to Embodiment 2;
  • FIG. 7 is a diagram showing how the oil pressure in the lock pin release hydraulic chamber changes when the diameter of the lock pin release oil passage is changed step by step.
  • FIG. 11 is a front view showing the configuration of a valve timing adjusting device according to Embodiment 3; 10A is an enlarged view of part A in FIG. 9. FIG. 10B is an enlarged view of the B portion of FIG. 9. FIG. FIG. 11 is a longitudinal sectional view showing the configuration of a valve timing adjusting system according to Embodiment 4;
  • Embodiment 1 A valve timing adjusting device 10 according to Embodiment 1 will be described with reference to FIGS. 1 to 6.
  • FIG. 1 A valve timing adjusting device 10 according to Embodiment 1 will be described with reference to FIGS. 1 to 6.
  • FIG. 1 A valve timing adjusting device 10 according to Embodiment 1 will be described with reference to FIGS. 1 to 6.
  • FIG. 1 A valve timing adjusting device 10 according to Embodiment 1 will be described with reference to FIGS. 1 to 6.
  • FIG. 1 is a longitudinal sectional view showing the configuration of a valve timing adjusting system according to Embodiment 1.
  • FIG. 1 is a longitudinal sectional view showing the configuration of a valve timing adjusting system according to Embodiment 1.
  • the valve timing adjustment system As shown in FIG. 1, the valve timing adjustment system according to Embodiment 1 is applied to, for example, a vehicle engine (not shown).
  • a valve timing adjustment system controls the opening/closing timing of an intake valve or an exhaust valve according to the operating state of the engine.
  • This valve timing adjustment system includes a valve timing adjustment device 10 , a center bolt 60 , a camshaft 70 and a hydraulic circulation device 80 .
  • the engine includes, for example, an intake valve, an exhaust valve, a camshaft 70, a crankshaft, and the like.
  • the intake and exhaust valves are supported by the engine so as to open and close the engine's combustion chambers.
  • the camshaft 70 is rotatably supported in the upper part of the engine. This camshaft 70 is arranged corresponding to an intake valve or an exhaust valve.
  • the camshaft 70 has cams corresponding to intake valves or exhaust valves. When the camshaft 70 rotates, the intake valve or the exhaust valve corresponding to the camshaft 70 is opened or closed by the rotation of the cam of the camshaft 70 .
  • the camshaft 70 is connected to the crankshaft via a sprocket 11b, a chain, etc., which will be described later. Therefore, the camshaft 70 rotates when the rotation of the crankshaft is transmitted.
  • the valve timing adjustment device 10 changes the relative rotation phase between the crankshaft and the camshaft 70 according to the operating state of the engine, thereby adjusting the opening/closing timing of the intake valve or the exhaust valve of the engine.
  • the details of the configuration of the valve timing adjusting device 10 will be described later.
  • valve timing adjusting device 10 advancing the rotation of the camshaft 70 with respect to the rotation of the crankshaft is called “advance”. Further, retarding the rotation of the camshaft 70 with respect to the rotation of the crankshaft is called “retarding”.
  • FIG. 1 shows the valve timing adjusting device 10 attached to one end of the camshaft 70 with the center bolt 60 .
  • the center bolt 60 functions as an oil control valve that switches the introduction destination of the hydraulic pressure of the hydraulic oil supplied from the hydraulic circulation device 80 to one of the hydraulic chambers in the valve timing adjustment device 10 .
  • the center bolt 60 has a hydraulic introduction hole 61, a hydraulic discharge hole 62, and hydraulic passages 63 and 64.
  • the hydraulic pressure introduction hole 61 introduces the hydraulic pressure supplied from the hydraulic circulation device 80 into the center bolt 60 .
  • the hydraulic pressure discharge hole 62 discharges the hydraulic pressure inside the center bolt 60 to the hydraulic circulation device 80 .
  • the hydraulic passage 63 supplies and discharges hydraulic pressure to and from an advance hydraulic chamber 17a and a lock pin release hydraulic chamber 17c, which will be described later.
  • This hydraulic passage 63 communicates with the hydraulic pressure introduction hole 61 and the hydraulic pressure discharge hole 62 .
  • the hydraulic passage 64 supplies and discharges hydraulic pressure to and from a retard hydraulic chamber 17b, which will be described later.
  • This hydraulic passage 64 communicates with the hydraulic pressure introduction hole 61 and the hydraulic pressure discharge hole 62 .
  • the hydraulic circulation device 80 has an oil pan 81 , a hydraulic supply passage 82 , a hydraulic discharge passage 83 , an oil pump 84 and an oil filter 85 .
  • the oil pan 81 stores hydraulic oil for operating the valve timing adjusting device 10 .
  • the hydraulic supply passage 82 supplies hydraulic oil stored in the oil pan 81 to the inside of the center bolt 60 .
  • An upstream end of the hydraulic supply passage 82 communicates with the inside of the oil pan 81 .
  • a downstream end of the hydraulic supply passage 82 is connected to the hydraulic introduction hole 61 of the center bolt 60 via the camshaft 70 .
  • the hydraulic discharge passage 83 discharges hydraulic oil inside the center bolt 60 to the oil pan 81 .
  • An upstream end of the hydraulic discharge passage 83 is connected to the hydraulic discharge hole 62 of the center bolt 60 .
  • a downstream end of the hydraulic pressure discharge passage 83 communicates with the inside of the oil pan 81 .
  • An oil pump 84 and an oil filter 85 are provided in the hydraulic supply passage 82 .
  • the oil pump 84 pumps hydraulic oil stored in the oil pan 81 .
  • the oil filter 85 removes foreign matter from the hydraulic oil through which the hydraulic oil pressure-fed by the oil pump 84 passes.
  • FIG. 2 is a front view showing the configuration of the valve timing adjusting device 10 according to Embodiment 1.
  • FIG. 3 is a cross-sectional view taken along line III-III in FIG. 2.
  • FIG. 4 is an enlarged view of a main portion of FIG. 3.
  • FIG. 2 shows a state in which the plate 13 is removed from the case 11 .
  • the valve timing adjusting device 10 has a case 11, a rotor 12, plates 13 and 14, a lock pin 15 and a spring 16.
  • the case 11 rotates when the rotational force of the crankshaft is transmitted.
  • This case 11 is formed in an annular shape.
  • the case 11 also has a plurality of shoes 11a and sprockets 11b.
  • Each shoe 11 a is provided on the inner peripheral surface of the case 11 so as to protrude radially inward of the case 11 . Furthermore, each shoe 11a is arranged at regular intervals in the circumferential direction of the case 11 . Therefore, in the case 11, one hydraulic pressure chamber is formed between adjacent shoes 11a. Note that FIG. 2 shows an example in which four hydraulic pressure chambers are formed by four shoes 11a in the case 11. As shown in FIG.
  • the sprocket 11b is provided on the outer peripheral surface of the case 11. This sprocket 11 b is provided along the circumferential direction of the case 11 .
  • a chain (not shown) is attached to the sprocket 11b. This chain transmits the rotational force of the crankshaft to the sprocket 11b of the case 11. As shown in FIG. Therefore, when the crankshaft rotates, the case 11 rotates as the chain travels and the rotational force of the crankshaft is transmitted.
  • the rotor 12 is rotatably housed inside the case 11 . Further, the rotor 12 is arranged coaxially with the case 11 . A center hole 12 f is formed in the center of the rotor 12 . A center bolt 60 can pass through the center hole 12f. Rotor 12 is connected to one end of camshaft 70 by center bolt 60 . Therefore, the rotor 12 rotates integrally with the camshaft 70 .
  • the rotor 12 has a plurality of vanes 12a.
  • Each vane 12 a is provided on the outer peripheral surface of the rotor 12 so as to protrude radially outward of the rotor 12 .
  • each vane 12a is arranged at regular intervals in the circumferential direction of the rotor 12 .
  • each vane 12a divides the three working hydraulic chambers formed inside the case 11 into an advancing hydraulic chamber 17a and a retarding hydraulic chamber 17b, and one working hydraulic chamber formed inside the case 11.
  • the hydraulic chamber is partitioned into a retarding hydraulic chamber 17b and a lock pin releasing hydraulic chamber 17c.
  • the plates 13 and 14 are fixed to the case 11 in which the rotor 12 is accommodated so as to sandwich the case 11 from both sides in the axial direction.
  • the plate 13 is fixed to the case 11 by the bolt 40 so as to be located on the head side of the center bolt 60 with the case 11 as a boundary.
  • the plate 14 is fixed to the case 11 by a bolt 40 so as to be positioned on the threaded portion side of the center bolt 60 (in other words, on the camshaft 70 side) with the case 11 as a boundary.
  • the plates 13 and 14 block the case 11 from both sides in the axial direction. Therefore, the advance hydraulic chamber 17a, the retard hydraulic chamber 17b, and the lock pin release hydraulic chamber 17c are sealed by the case 11 and the plates 13 and 14.
  • the plates 13 and 14 are fixed to the case 11 , they rotate together with the case 11 .
  • the rotor 12 has a plurality of advance oil passages 12b, a plurality of retard oil passages 12c, and one lock pin release oil passage 12d.
  • the advance oil passage 12 b , the retard oil passage 12 c , and the lock pin release oil passage 12 d are oil passages extending in the radial direction of the rotor 12 .
  • the advance oil passage 12b extends from the hydraulic passage 63 of the center bolt 60 to the advance hydraulic chamber 17a. Therefore, hydraulic pressure is supplied to and discharged from the advance oil pressure chamber 17a using the advance oil passage 12b.
  • the retarded angle oil passage 12c extends from the hydraulic passage 64 of the center bolt 60 to the retarded angle hydraulic chamber 17b. Therefore, hydraulic pressure is supplied to and discharged from the retarded angle hydraulic chamber 17b using the retarded angle oil passage 12c.
  • the lock pin release oil passage 12d extends from the hydraulic passage 63 of the center bolt 60 to the lock pin release hydraulic chamber 17c. Therefore, hydraulic pressure is supplied to and discharged from the lock pin release hydraulic chamber 17c using the lock pin release oil passage 12d.
  • the diameter of the lock pin release oil passage 12d is larger than the diameter of the advance oil passage 12b and the diameter of the retard oil passage 12c. Further, the diameter of the advance oil passage 12b and the diameter of the retard oil passage 12c are the same. That is, hydraulic pressure is supplied to the advance hydraulic chamber 17a and the lock pin release hydraulic chamber 17c when the rotor 12 is relatively rotated in the advance direction.
  • the rotor 12 has a storage hole 12e.
  • This accommodation hole 12e is provided in any one vane 12a among the plurality of vanes 12a.
  • the housing hole 12e is a hole extending in the axial direction of the rotor 12 and houses the lock pin 15 and the spring 16 therein.
  • the lock pin 15 restricts relative rotation between the case 11 and the rotor 12 when the engine is started.
  • the plate 13 has an engagement hole 13a. A lock pin 15 can be engaged with the engaging hole 13a.
  • the lock pin 15 and the spring 16 are housed in the housing hole 12e of the vane 12a.
  • the lock pin 15 moves between a restriction position that restricts the relative rotation between the case 11 and the rotor 12 and a restriction release position that releases the restriction on the relative rotation.
  • the lock pin 15 is always urged toward the restricted position by a spring 16 .
  • the storage hole 12e communicates with the lock pin release hydraulic chamber 17c. Therefore, when hydraulic pressure is supplied to the lock pin release hydraulic chamber 17c through the lock pin release oil passage 12d, the hydraulic pressure is also supplied to the housing hole 12e.
  • FIG. 2 shows a state in which the lock pin 15 fixes the rotor 12 to the most retarded angle position, which is the operating end in the retarded angle direction.
  • the lock pin 15 when the lock pin 15 releases the regulation of the relative rotation, the lock pin 15 resists the urging force of the spring 16 due to the hydraulic pressure supplied to the housing hole 12e. It is separated from the hole 13a. That is, the restriction release position of the lock pin 15 is a position where the lock pin 15 is separated from the engagement hole 13a and completely accommodated in the accommodation hole 12e.
  • P indicates the hydraulic pressure supplied to the housing hole 12e
  • F indicates the biasing force of the spring 16.
  • FIG. 5 a comparison between the valve timing adjusting device 10 according to Embodiment 1 and the conventional valve timing adjusting device 10A will be described with reference to FIGS. 5 and 6.
  • FIG. 5 a comparison between the valve timing adjusting device 10 according to Embodiment 1 and the conventional valve timing adjusting device 10A will be described with reference to FIGS. 5 and 6.
  • FIG. 5 is a diagram sequentially showing the operation of the conventional valve timing adjusting device 10A from the time of starting the engine in FIGS. 5A to 5C.
  • FIG. 6 is a diagram showing how the hydraulic pressure in the lock pin release hydraulic chamber 17c and the valve opening change after the engine is started.
  • the vertical axis in FIG. 6 indicates the hydraulic pressure [%] of the lock pin release hydraulic chamber 17c and the valve (intake valve or exhaust valve) opening [%].
  • the horizontal axis of FIG. 6 indicates time.
  • the state of the conventional valve timing adjusting device 10A shown in FIG. 5A corresponds to the period from time 0 to time t1 in FIG.
  • the state of the conventional valve timing adjusting device 10A shown in FIG. 5B corresponds to the period from time t1 to time t2 in FIG.
  • the state of the conventional valve timing adjusting device 10A shown in FIG. 5C corresponds to the period from time t2 to time t3 in FIG.
  • 5A to 5C show the configuration of a conventional valve timing adjusting device 10A.
  • the advance oil passage 12b, the retard oil passage 12c, and the lock pin release oil passage 12d are all formed with the same diameter. Therefore, the same amount of hydraulic oil is supplied to the advance hydraulic chamber 17a, the retard hydraulic chamber 17b, and the lock pin release hydraulic chamber 17c.
  • the engine has many parts where metal members slide against each other, such as the sliding surface between the case 11 and the rotor 12 .
  • metal wear powder is generated from the sliding portion, and there is a risk that it will be mixed into the hydraulic oil.
  • the lock pin 15 may not operate due to sliding resistance with the abrasion powder.
  • the biasing force of the spring 16 is set so that the lock pin 15 can operate even if the lock pin 15 is subjected to sliding resistance due to abrasion powder. Therefore, reducing the biasing force of the spring 16 is not a good idea.
  • the volume of the advance hydraulic chamber 17a, the volume of the retard hydraulic chamber 17b, and the volume of the lock pin release hydraulic chamber 17c are related to the magnitude of the output of the valve timing adjusting device 10.
  • the responsiveness (operating speed) of the valve timing adjusting device 10 is determined by the relationship between the "output of the valve timing adjusting device 10" and the “frictional force between the camshaft 70 and the engine that rotatably supports it". Determined. Therefore, reducing the size of the advance hydraulic chamber 17a, the retard hydraulic chamber 17b, and the lock pin release hydraulic chamber 17c may lead to a decrease in responsiveness. Therefore, reducing the volume of the lock pin release hydraulic chamber 17c is not a good idea.
  • the diameter of the lock pin release oil passage 12d is made larger than the diameters of the advance oil passage 12b and the diameter of the retard oil passage 12c, so that the lock pin release hydraulic pressure is Even if the hydraulic pressure in the chamber 17c is lowered, the urging force is exceeded.
  • the amount of hydraulic pressure supplied to the lock pin release hydraulic chamber 17c is larger than the amount of hydraulic pressure supplied to the advance hydraulic chamber 17a. . Therefore, as shown in FIG. 6 (period from time t2 to time t3), the supply of hydraulic pressure to the advance hydraulic chamber 17a and the lock pin release hydraulic chamber 17c causes the rotor 12 to start rotating and and the volume of the lock pin release hydraulic chamber 17c increase, only the hydraulic pressure of the lock pin release hydraulic chamber 17c exceeds the required release hydraulic pressure, in other words, the biasing force of the spring 16. Therefore, the lock pin 15 is reliably pushed into the housing hole 12e against the biasing force of the spring 16. As shown in FIG. As a result, contact of the lock pin 15 with the plate 13 can be prevented.
  • the lock pin 15 fixes the rotor 12 to the most retarded angle position, which is the operating end in the retarded angle direction.
  • the lock pin 15 may fix the rotor 12 at the most advanced position, which is the operating end in the advance direction, or at an intermediate position between the most retarded position and the most advanced position.
  • the valve timing adjusting device 10 when the rotor 12 is relatively rotated in the advance direction when the engine is started, the valve timing adjusting device 10 includes the housing hole 12e for housing the lock pin 15 and the advance oil pressure. It becomes the structure which communicates with the chamber 17a.
  • the advance hydraulic chamber 17a and the advance oil passage 12b communicating therewith are set to the lock pin release hydraulic chamber 17c and the lock pin release oil passage 12d, and the diameter of the lock pin release oil passage 12d is set to , the diameter of the other advance oil passages 12b.
  • the valve timing adjusting device 10 has a structure in which the storage hole 12e that accommodates the lock pin 15 and the retarded angle hydraulic chamber 17b communicate with each other. becomes.
  • the retarded angle hydraulic chamber 17b and the retarded angle oil passage 12c communicating therewith are set as the lock pin release hydraulic chamber 17c and the lock pin release oil passage 12d, and the diameter of the lock pin release oil passage 12d is set to , the diameter of the other retard oil passages 12c.
  • the valve timing adjusting device 10 includes the case 11 that rotates when the rotational force of the crankshaft of the engine is transmitted, and the camshaft 70 of the engine that rotates integrally with the case 11 and coaxially with the case 11 .
  • a rotor 12 arranged to rotate relative to the case 11, and a lock pin 15 provided on the rotor 12 for restricting relative rotation between the case 11 and the rotor 12 are moved between a restriction position and a restriction release position.
  • an advance oil passage 12b for supplying and discharging hydraulic pressure to and from an advance oil pressure chamber 17a formed between the case 11 and the rotor 12; a retarding oil passage 12c for supplying and discharging oil pressure to a retarding oil pressure chamber 17b formed in the 17c is provided with a lock pin release oil passage 12d for supplying hydraulic pressure.
  • the diameter of the lock pin release oil passage 12d is larger than the diameter of the advance oil passage 12b and the diameter of the retard oil passage 12c. Therefore, in the valve timing adjusting device 10, when the rotor 12 starts to rotate, the hydraulic pressure in the advance hydraulic chamber 17a or the retard hydraulic chamber 17b, whose volume is increased by the supply of hydraulic pressure, falls below the biasing force of the spring 16. Thereby, it is possible to prevent the lock pin 15 from contacting the plate 13 .
  • Embodiment 2 A valve timing adjusting device 20 according to Embodiment 2 will be described with reference to FIGS. 7 and 8.
  • FIG. It should be noted that configurations having functions similar to those of the configuration described in Embodiment 1 are denoted by the same reference numerals, and description thereof will be omitted.
  • FIG. 7 is a front view showing the configuration of the valve timing adjusting device 20 according to the second embodiment.
  • FIG. 8 is a diagram showing how the oil pressure in the lock pin release hydraulic chamber 17c changes when the diameter of the lock pin release oil passage 12d is changed stepwise.
  • the diameter of the lock pin release oil passage 12d is larger than the diameters of the advance oil passage 12b and the retard oil passage 12c. Specifically, the diameter of the lock pin release oil passage 12d is 1.5 to 1.75 times the diameter of the advance oil passage 12b and the diameter of the retard oil passage 12c.
  • FIG. 8 shows that the diameter of the lock pin release oil passage 12d is 1, 1.5, 1.6 times, and 1.6 times the diameter of the advance oil passage 12b and the retard oil passage 12c.
  • the change in the hydraulic pressure of the lock pin release hydraulic chamber 17c with the lapse of time is shown when the hydraulic pressure is changed by 75 times.
  • the vertical axis in FIG. 8 indicates the hydraulic pressure [%] of the lock pin release hydraulic chamber 17c.
  • the horizontal axis in FIG. 8 indicates time [sec].
  • the diameter of the lock pin release oil passage 12d is 1.5 to 1.5 times the diameter of the advance oil passage 12b and the diameter of the retard oil passage 12c. It should be 75 times.
  • the diameter of the lock pin release oil passage 12d is 1.5 to 1.75 times the diameters of the advance oil passage 12b and the retard oil passage 12c. becomes. Therefore, in the valve timing adjusting device 20, when the rotor 12 starts to rotate when the engine is started, the hydraulic pressure of the advance hydraulic chamber 17a or the retard hydraulic chamber 17b, whose volume is increased by the supply of hydraulic pressure, is applied to the spring 16. Falling below the biasing force can be reliably prevented.
  • Embodiment 3 A valve timing adjusting device 30 according to Embodiment 3 will be described with reference to FIGS. 9 and 10.
  • FIG. It should be noted that configurations having functions similar to those of the configuration described in Embodiment 1 are denoted by the same reference numerals, and description thereof will be omitted.
  • FIG. 9 is a front view showing the configuration of the valve timing adjusting device 30 according to Embodiment 3.
  • FIG. 10A is an enlarged view of part A in FIG. 9.
  • FIG. 10B is an enlarged view of the B portion of FIG. 9.
  • FIG. 10A is an enlarged view of part A in FIG. 9.
  • FIG. 10B is an enlarged view of the B portion of FIG. 9.
  • the open end 31 of the advance oil passage 12b is partially closed by the shoe 11a.
  • the remaining opening 31a is not blocked by the shoe 11a and communicates with the advance hydraulic chamber 17a.
  • the opening area of the opening 33a is wider than the opening area of the opening 31a. Therefore, when the rotor 12 is rotated relative to the case 11 in the advance direction, the hydraulic pressure in the lock pin release hydraulic chamber 17c always rises before the hydraulic pressure in the advance hydraulic chamber 17a. As a result, the lock pin 15 immediately disengages from the engagement hole 13 a of the plate 13 to release the restriction of the case 11 with respect to the rotor 12 . Therefore, the valve timing adjusting device 30 can improve the startability of the rotor 12 .
  • the rotor 12 is fixed at the most advanced position by the lock pin 15, and the open end of the retarded angle oil passage 12c and the open end 31 of the lock pin release oil passage 12d which becomes the retarded angle oil passage 12c are located on the case 11.
  • the opening area of the opening 33a at the open end 33 of the lock pin release oil passage 12d becomes larger than the opening area of the opening at the open end of the retard oil passage 12c.
  • valve timing adjusting device 30 when the relative rotation is restricted by the lock pin 15, the opening area of the opening 33a at the opening end 33 of the lock pin release oil passage 12d that is not closed by the case 11 is is wider than the opening area of the opening 31a that is not blocked by the case 11 at the opening end 31 of the advance oil passage 12b. Further, in the valve timing adjusting device 30 according to the third embodiment, when the relative rotation is restricted by the lock pin 15, the opening area of the opening 33a at the open end 33 of the lock pin release oil passage 12d, which is not blocked by the case 11, is is larger than the opening area of the opening that is not blocked by the case 11 at the opening end of the retard oil passage 12c. Therefore, the valve timing adjusting device 30 can improve the startability of the rotor 12 .
  • Embodiment 4 A valve timing adjustment system according to Embodiment 4 will be described with reference to FIG. It should be noted that configurations having functions similar to those of the configuration described in Embodiment 1 are denoted by the same reference numerals, and description thereof will be omitted.
  • FIG. 11 is a longitudinal sectional view showing the configuration of a valve timing adjusting system according to Embodiment 4.
  • FIG. 11 is a longitudinal sectional view showing the configuration of a valve timing adjusting system according to Embodiment 4.
  • the valve timing adjusting system according to Embodiment 1 shown in FIG. 1 is a system in which a valve timing adjusting device 10 and an oil control valve incorporated in a center bolt 60 are integrated.
  • the valve timing adjusting device 10 and the oil control valve 60B are separated.
  • the valve timing adjusting system according to the fourth embodiment has a structure including a center bolt 60A and an oil control valve 60B instead of the center bolt 60 of the valve timing adjusting system according to the first embodiment. ing.
  • the rotor 12 of the valve timing adjusting device 10 is attached to one end of the camshaft 70 with a center bolt 60A.
  • the center bolt 60A penetrates through the center hole 12f of the rotor 12. As shown in FIG.
  • the oil control valve 60B is connected between the camshaft 70 and the hydraulic circulation device 80.
  • the oil control valve 60B switches the introduction destination of the hydraulic pressure of the working oil supplied from the hydraulic circulation device 80 to the advance hydraulic chamber 17a and the retard hydraulic chamber 17b of the valve timing adjusting device 10.
  • FIG. A hydraulic supply passage 82 and a hydraulic discharge passage 83 of the hydraulic circulation device 80 are connected to the oil control valve 60B.
  • the oil control valve 60B and the camshaft 70 are connected by hydraulic passages 91 and 92.
  • the hydraulic passage 91 corresponds to the advancing hydraulic chamber 17 a and the lock pin releasing hydraulic chamber 17 c of the valve timing adjusting device 10 .
  • the hydraulic passage 92 corresponds to the retard hydraulic chamber 17 b of the valve timing adjusting device 10 .
  • the oil control valve 60B supplies and discharges hydraulic pressure to and from the camshaft 70 through hydraulic passages 91 and 92 .
  • the camshaft 70 has hydraulic passages 71 and 72 .
  • the hydraulic passage 71 is connected with the hydraulic passage 91 . Therefore, the hydraulic passage 71 supplies and discharges hydraulic pressure to and from the advance hydraulic chamber 17a and the lock pin release hydraulic chamber 17c.
  • the hydraulic passage 72 is connected with the hydraulic passage 92 . Therefore, the hydraulic passage 72 supplies and discharges hydraulic pressure to and from the retard hydraulic chamber 17b.
  • valve timing adjustment system according to the fourth embodiment described above uses the valve timing adjustment device 10 according to the first embodiment, but the valve timing adjustment device 20 according to the second embodiment or the third embodiment is applied. You may apply the valve timing adjustment apparatus 30 which concerns on.
  • the valve timing adjustment system includes any one of the valve timing adjustment devices 10, 20, and 30, so that when the rotor 12 starts to rotate, the hydraulic pressure The hydraulic pressure in the advance hydraulic chamber 17 a or the retard hydraulic chamber 17 b , whose volume is increased by the supply, falls below the biasing force of the spring 16 , thereby preventing the lock pin 15 from contacting the plate 13 .
  • the present disclosure can freely combine each embodiment, modify any component of each embodiment, or omit any component in each embodiment. .
  • valve timing adjusting device prevents the lock pin from contacting the plate by making the diameter of the lock pin release oil passage larger than the diameter of the advance oil passage and the diameter of the retard oil passage. It is suitable for use in valve timing adjusting devices and the like.
  • valve timing adjuster 11 case, 11a shoe, 11b sprocket, 12 rotor, 12a vane, 12b advance oil passage, 12c retard oil passage, 12d lock pin release oil passage, 12e storage hole, 12f center hole, 13, 14 plate, 13a engagement hole, 15 lock pin, 16 spring, 17a advance hydraulic chamber, 17b retard hydraulic chamber, 17c lock pin release hydraulic chamber, 31, 33 opening ends, 31a, 33a opening part, 40 bolt, 60, 60A center bolt, 60B oil control valve, 61 hydraulic introduction hole, 62 hydraulic discharge hole, 63, 64 hydraulic passage, 70 camshaft, 71, 72 hydraulic passage, 80 hydraulic circulation device, 81 oil pan , 82, 83 hydraulic supply passage, 84 oil pump, 85 oil filter, 91, 92 hydraulic passage.

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  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)

Abstract

A valve timing adjustment device (10) includes: a case (11) that rotates in response to crankshaft rotation force transmitted thereto; a rotor (12) that rotates integrally with a camshaft (70) and rotates relatively to the case (11); a housing hole (12e) that is provided in the rotor (12) and accommodates a lock pin (15) in a movable manner, the lock pin (15) being configured to regulate the relative rotation between the case (11) and the rotor (12); an advance oil passage (12b) that supplies and discharges hydraulic pressure to and from an advance hydraulic chamber (17a); a retard oil passage (12c) that supplies and discharges hydraulic pressure to and from a retard hydraulic chamber (17b); and a lock pin release oil passage (12d) that supplies hydraulic pressure to a lock pin release hydraulic chamber (17c) connected to the housing hole (12e). The diameter of the lock pin release oil passage (12d) is greater than those of the advance oil passage (12b) and the retard oil passage (12c).

Description

バルブタイミング調整装置valve timing adjuster
　本開示は、バルブタイミング調整装置に関する。 The present disclosure relates to a valve timing adjusting device.
　従来、クランクシャフトとカムシャフトとの相対回転位相を変化させることで、エンジンの吸気バルブ又は排気バルブの開閉タイミングを調整可能とするバルブタイミング調整装置が知られている。 Conventionally, there is known a valve timing adjusting device that can adjust the opening/closing timing of an intake valve or an exhaust valve of an engine by changing the relative rotation phase between a crankshaft and a camshaft.
　このバルブタイミング調整装置は、ケース及びロータを備えている。ケースは、クランクシャフトの回転力が伝達されることで回転する。ロータは、カムシャフトと一体に回転する。また、ロータは、ケースの内部に回転可能に収納されている。そして、ケースとロータとの間には、進角油圧室及び遅角油圧室が形成されている。バルブタイミング調整装置においては、各油圧室に対して油圧が給排されることで、ロータがケースに対して進角方向又は遅角方向に向けて相対回転する。この結果、クランクシャフトとカムシャフトとの相対回転位相が変化する。 This valve timing adjustment device has a case and a rotor. The case rotates when the rotational force of the crankshaft is transmitted. The rotor rotates together with the camshaft. Also, the rotor is rotatably housed inside the case. An advance hydraulic chamber and a retard hydraulic chamber are formed between the case and the rotor. In the valve timing adjusting device, hydraulic pressure is supplied to and discharged from each hydraulic chamber, so that the rotor rotates relative to the case in the advancing direction or the retarding direction. As a result, the relative rotational phase between the crankshaft and the camshaft changes.
　このような、従来のバルブタイミング調整装置は、例えば、特許文献１に開示されている。 Such a conventional valve timing adjusting device is disclosed in Patent Document 1, for example.
特開２００１－２２１０１６号公報Japanese Patent Application Laid-Open No. 2001-221016
　特許文献１に開示されたバルブタイミング調整装置は、ロックピンを備えている。このロックピンは、エンジン始動時において、ケースとロータとの相対回転を規制して、ロータの暴れ又はふらつきを防止するものである。このロックピンは、ロータに設けられる収納孔の内部に収納されている。また、ロックピンは、収納孔の内部において、規制位置と規制解除位置との間で移動可能となっており、ばねの付勢力によって規制位置側に向けて常に付勢されている。 The valve timing adjusting device disclosed in Patent Document 1 has a lock pin. The lock pin restricts the relative rotation between the case and the rotor when the engine is started, thereby preventing the rotor from wobbling or wobbling. This lock pin is housed inside a housing hole provided in the rotor. Further, the lock pin is movable between the restricted position and the restricted position inside the housing hole, and is always biased toward the restricted position by the biasing force of the spring.
　そして、収納孔に油圧が供給されると、ロックピンは、ばねの付勢力に抗して、規制解除位置に移動する。このため、ロックピンは、ケースを覆うプレートとの係合が解かれ、ケースとロータとの相対回転の規制を解除する。これに対して、収納孔から油圧が排出されると、ロックピンは、ばねの付勢力によって、規制位置に移動する。このため、ロックピンは、プレートに係合し、ケースとロータとの相対回転を規制する。 Then, when hydraulic pressure is supplied to the housing hole, the lock pin moves to the regulation release position against the biasing force of the spring. As a result, the lock pin is disengaged from the plate covering the case, releasing the restriction on the relative rotation between the case and the rotor. On the other hand, when the hydraulic pressure is discharged from the housing hole, the lock pin is moved to the restricting position by the biasing force of the spring. Therefore, the lock pin engages with the plate and restricts relative rotation between the case and the rotor.
　ここで、ケースとロータとの相対回転の規制を解除する場合、ロックピンとプレートとの係合が解除され、収納孔と連通する進角油圧室又は遅角油圧室の体積が、供給される油圧によって増加し始めるため、ロータが回転し始める。このとき、油圧室の油圧は、当該油圧室の体積増加によって低下し、ばねの付勢力よりも小さく場合がある。この場合、ロックピンは、ばねの付勢力によって、プレートに接触してしまう。そして、ロータは、ロックピンがプレートに接触した状態で回転する。このため、ロックピン及びプレートが破損するおそれがある。 Here, when the regulation of the relative rotation between the case and the rotor is released, the engagement between the lock pin and the plate is released, and the volume of the advance hydraulic chamber or the retard hydraulic chamber communicating with the housing hole is changed to the supplied hydraulic pressure. begins to increase due to , the rotor begins to rotate. At this time, the hydraulic pressure in the hydraulic chamber decreases due to the increase in the volume of the hydraulic chamber, and may be smaller than the biasing force of the spring. In this case, the lock pin contacts the plate due to the biasing force of the spring. The rotor then rotates with the lock pin in contact with the plate. As a result, the lock pin and plate may be damaged.
　本開示は、上記のような課題を解決するためになされたもので、ロータが回転し始めたときに、油圧の供給によって体積が増加した油圧室の油圧が、ばねの付勢力を下回ることにより、ロックピンがプレートに接触することを防止することができるバルブタイミング調整装置を提供することを目的とする。 The present disclosure has been made to solve the above-described problems. , a valve timing adjusting device capable of preventing a lock pin from coming into contact with a plate.
　本開示に係るバルブタイミング調整装置は、エンジンのクランクシャフトの回転力が伝達されて回転するケースと、エンジンのカムシャフトと一体に回転すると共に、ケースと同軸上に配置され、当該ケースに対して相対回転するロータと、ロータに設けられ、ケースとロータとの相対回転を規制するロックピンを、規制位置と規制解除位置との間で移動可能に収納する収納孔と、ケースとロータとの間に形成される進角油圧室に対して、油圧を給排する進角油路と、ケースとロータとの間に形成される遅角油圧室に対して、油圧を給排する遅角油路と、ケースとロータとの間に形成され、且つ、収納孔に連通するロックピン解除油圧室に対して、油圧を供給するロックピン解除油路とを備え、ロックピン解除油路の径は、進角油路の径及び遅角油路の径よりも大きいものである。 The valve timing adjusting device according to the present disclosure includes a case that rotates by transmitting the rotational force of a crankshaft of an engine, and a camshaft that rotates integrally with the camshaft of the engine and is arranged coaxially with the case. A relatively rotating rotor, a storage hole for storing a lock pin provided in the rotor to restrict relative rotation between the case and the rotor so as to be movable between a restricted position and a restricted position, and a space between the case and the rotor. An advance oil passage for supplying and discharging hydraulic pressure to and from the advance hydraulic chamber formed in the case, and a retard oil passage for supplying and discharging hydraulic pressure to and from the retard hydraulic chamber formed between the case and the rotor. and a lock pin release oil passage that supplies hydraulic pressure to a lock pin release hydraulic chamber that is formed between the case and the rotor and communicates with the housing hole, and the diameter of the lock pin release oil passage is It is larger than the diameter of the advance oil passage and the diameter of the retard oil passage.
　本開示によれば、ロータが回転し始めたときに、油圧の供給によって体積が増加した油圧室の油圧が、ばねの付勢力を下回ることにより、ロックピンがプレートに接触することを防止することができる。 According to the present disclosure, when the rotor begins to rotate, the hydraulic pressure in the hydraulic chamber, whose volume has been increased by the supply of hydraulic pressure, falls below the biasing force of the spring, thereby preventing the lock pin from contacting the plate. can be done.
実施の形態１に係るバルブタイミング調整システムの構成を示す縦断面図である。1 is a longitudinal sectional view showing the configuration of a valve timing adjusting system according to Embodiment 1; FIG. 実施の形態１に係るバルブタイミング調整装置の構成を示す正面図である。1 is a front view showing the configuration of a valve timing adjusting device according to Embodiment 1; FIG. 図２のIII-III矢視断面図である。FIG. 3 is a cross-sectional view taken along line III-III of FIG. 2; 図３の要部拡大図である。FIG. 4 is an enlarged view of a main portion of FIG. 3; 図５Ａから図５Ｃにおいて、従来のバルブタイミング調整装置のエンジン始動時からの動作を順に示す図である。FIG. 5A to FIG. 5C are diagrams sequentially showing the operation of the conventional valve timing adjusting device from engine start. ロックピン解除油圧室の油圧及びバルブ開度におけるエンジン始動時からの変化の様子を示す図である。FIG. 4 is a diagram showing how the hydraulic pressure in a lock pin release hydraulic chamber and the valve opening change from when the engine is started. 実施の形態２に係るバルブタイミング調整装置の構成を示す正面図である。FIG. 5 is a front view showing the configuration of a valve timing adjusting device according to Embodiment 2; ロックピン解除油路の径を段階的に変化させたときのロックピン解除油圧室の油圧の変化の様子を示す図であるFIG. 7 is a diagram showing how the oil pressure in the lock pin release hydraulic chamber changes when the diameter of the lock pin release oil passage is changed step by step. 実施の形態３に係るバルブタイミング調整装置の構成を示す正面図である。FIG. 11 is a front view showing the configuration of a valve timing adjusting device according to Embodiment 3; 図１０Ａは、図９のＡ部の拡大図である。図１０Ｂは、図９のＢ部の拡大図である。10A is an enlarged view of part A in FIG. 9. FIG. 10B is an enlarged view of the B portion of FIG. 9. FIG. 実施の形態４に係るバルブタイミング調整システムの構成を示す縦断面図である。FIG. 11 is a longitudinal sectional view showing the configuration of a valve timing adjusting system according to Embodiment 4;
　以下、本開示をより詳細に説明するために、本開示を実施するための形態について、添付の図面に従って説明する。 Hereinafter, in order to describe the present disclosure in more detail, embodiments for carrying out the present disclosure will be described according to the attached drawings.
実施の形態１．
　実施の形態１に係るバルブタイミング調整装置１０について、図１から図６を用いて説明する。 Embodiment 1.
A valve timing adjusting device 10 according to Embodiment 1 will be described with reference to FIGS. 1 to 6. FIG.
　先ず、実施の形態１に係るバルブタイミング調整装置１０が適用されるバルブタイミング調整システムについて、図１を用いて説明する。図１は、実施の形態１に係るバルブタイミング調整システムの構成を示す縦断面図である。 First, a valve timing adjustment system to which the valve timing adjustment device 10 according to Embodiment 1 is applied will be described using FIG. FIG. 1 is a longitudinal sectional view showing the configuration of a valve timing adjusting system according to Embodiment 1. FIG.
　図１に示すように、実施の形態１に係るバルブタイミング調整システムは、例えば、車両用のエンジン（図示省略）に適用されるものである。バルブタイミング調整システムは、エンジンの運転状態に応じて、吸気バルブ又は排気バルブの開閉タイミングを制御する。このバルブタイミング調整システムは、バルブタイミング調整装置１０、センタボルト６０、カムシャフト７０、及び、油圧循環装置８０を備えている。 As shown in FIG. 1, the valve timing adjustment system according to Embodiment 1 is applied to, for example, a vehicle engine (not shown). A valve timing adjustment system controls the opening/closing timing of an intake valve or an exhaust valve according to the operating state of the engine. This valve timing adjustment system includes a valve timing adjustment device 10 , a center bolt 60 , a camshaft 70 and a hydraulic circulation device 80 .
　ここで、上記エンジンは、例えば、吸気バルブ、排気バルブ、カムシャフト７０、及び、クランクシャフト等を備えている。 Here, the engine includes, for example, an intake valve, an exhaust valve, a camshaft 70, a crankshaft, and the like.
　吸気バルブ及び排気バルブは、エンジンの燃焼室を開閉するように、当該エンジンに支持されている。 The intake and exhaust valves are supported by the engine so as to open and close the engine's combustion chambers.
　カムシャフト７０は、エンジンの上部において、回転可能に支持されている。このカムシャフト７０は、吸気バルブ又は排気バルブに対応して配置されている。カムシャフト７０は、吸気バルブ又は排気バルブに対応するカムを有している。カムシャフト７０が回転すると、当該カムシャフト７０に対応する吸気バルブ又は排気バルブは、そのカムシャフト７０のカムの回転によって開閉する。 The camshaft 70 is rotatably supported in the upper part of the engine. This camshaft 70 is arranged corresponding to an intake valve or an exhaust valve. The camshaft 70 has cams corresponding to intake valves or exhaust valves. When the camshaft 70 rotates, the intake valve or the exhaust valve corresponding to the camshaft 70 is opened or closed by the rotation of the cam of the camshaft 70 .
　また、カムシャフト７０は、後述するスプロケット１１ｂ及びチェーン等を介して、クランクシャフトと接続されている。このため、カムシャフト７０は、クランクシャフトの回転が伝達されることで回転する。 Also, the camshaft 70 is connected to the crankshaft via a sprocket 11b, a chain, etc., which will be described later. Therefore, the camshaft 70 rotates when the rotation of the crankshaft is transmitted.
　バルブタイミング調整装置１０は、エンジンの運転状態に応じて、クランクシャフトとカムシャフト７０との相対回転位相を変化させることで、エンジンの吸気バルブ又は排気バルブの開閉タイミングを調整可能とする。なお、バルブタイミング調整装置１０の構成の詳細については、後述する。 The valve timing adjustment device 10 changes the relative rotation phase between the crankshaft and the camshaft 70 according to the operating state of the engine, thereby adjusting the opening/closing timing of the intake valve or the exhaust valve of the engine. The details of the configuration of the valve timing adjusting device 10 will be described later.
　バルブタイミング調整装置１０においては、クランクシャフトの回転に対して、カムシャフト７０の回転を進めることを、「進角させる」と呼ぶ。また、クランクシャフトの回転に対して、カムシャフト７０の回転を遅らせることを、「遅角させる」と呼ぶ。 In the valve timing adjusting device 10, advancing the rotation of the camshaft 70 with respect to the rotation of the crankshaft is called "advance". Further, retarding the rotation of the camshaft 70 with respect to the rotation of the crankshaft is called "retarding".
　センタボルト６０は、バルブタイミング調整装置１０とカムシャフト７０とを共締めする。図１は、バルブタイミング調整装置１０がセンタボルト６０によってカムシャフト７０の一端に取り付けられた状態を示している。このセンタボルト６０は、油圧循環装置８０から供給された作動油の油圧の導入先を、バルブタイミング調整装置１０におけるいずれかの油圧室に切り替える、オイルコントロールバルブとしての機能を果たす。 The center bolt 60 tightens the valve timing adjusting device 10 and the camshaft 70 together. FIG. 1 shows the valve timing adjusting device 10 attached to one end of the camshaft 70 with the center bolt 60 . The center bolt 60 functions as an oil control valve that switches the introduction destination of the hydraulic pressure of the hydraulic oil supplied from the hydraulic circulation device 80 to one of the hydraulic chambers in the valve timing adjustment device 10 .
　センタボルト６０は、油圧導入孔６１、油圧排出孔６２、及び、油圧通路６３，６４を有している。 The center bolt 60 has a hydraulic introduction hole 61, a hydraulic discharge hole 62, and hydraulic passages 63 and 64.
　油圧導入孔６１は、油圧循環装置８０から供給された油圧を、センタボルト６０の内部に導入する。油圧排出孔６２は、センタボルト６０の内部にある油圧を、油圧循環装置８０に排出する。 The hydraulic pressure introduction hole 61 introduces the hydraulic pressure supplied from the hydraulic circulation device 80 into the center bolt 60 . The hydraulic pressure discharge hole 62 discharges the hydraulic pressure inside the center bolt 60 to the hydraulic circulation device 80 .
　油圧通路６３は、後述する進角油圧室１７ａ及びロックピン解除油圧室１７ｃに対して油圧を給排する。この油圧通路６３は、油圧導入孔６１及び油圧排出孔６２と連通している。油圧通路６４は、後述する遅角油圧室１７ｂに対して油圧を給排する。この油圧通路６４は、油圧導入孔６１及び油圧排出孔６２と連通している。 The hydraulic passage 63 supplies and discharges hydraulic pressure to and from an advance hydraulic chamber 17a and a lock pin release hydraulic chamber 17c, which will be described later. This hydraulic passage 63 communicates with the hydraulic pressure introduction hole 61 and the hydraulic pressure discharge hole 62 . The hydraulic passage 64 supplies and discharges hydraulic pressure to and from a retard hydraulic chamber 17b, which will be described later. This hydraulic passage 64 communicates with the hydraulic pressure introduction hole 61 and the hydraulic pressure discharge hole 62 .
　油圧循環装置８０は、オイルパン８１、油圧供給通路８２、油圧排出通路８３、オイルポンプ８４、及び、オイルフィルタ８５を有している。 The hydraulic circulation device 80 has an oil pan 81 , a hydraulic supply passage 82 , a hydraulic discharge passage 83 , an oil pump 84 and an oil filter 85 .
　オイルパン８１には、バルブタイミング調整装置１０を作動させるための作動油が溜められている。 The oil pan 81 stores hydraulic oil for operating the valve timing adjusting device 10 .
　油圧供給通路８２は、オイルパン８１に溜められた作動油をセンタボルト６０の内部に供給する。油圧供給通路８２の上流端は、オイルパン８１の内部と連通している。油圧供給通路８２の下流端は、カムシャフト７０を介して、センタボルト６０の油圧導入孔６１と接続している。油圧排出通路８３は、センタボルト６０の内部にある作動油をオイルパン８１に排出する。油圧排出通路８３の上流端は、センタボルト６０の油圧排出孔６２と接続している。油圧排出通路８３の下流端は、オイルパン８１の内部と連通している。 The hydraulic supply passage 82 supplies hydraulic oil stored in the oil pan 81 to the inside of the center bolt 60 . An upstream end of the hydraulic supply passage 82 communicates with the inside of the oil pan 81 . A downstream end of the hydraulic supply passage 82 is connected to the hydraulic introduction hole 61 of the center bolt 60 via the camshaft 70 . The hydraulic discharge passage 83 discharges hydraulic oil inside the center bolt 60 to the oil pan 81 . An upstream end of the hydraulic discharge passage 83 is connected to the hydraulic discharge hole 62 of the center bolt 60 . A downstream end of the hydraulic pressure discharge passage 83 communicates with the inside of the oil pan 81 .
　油圧供給通路８２には、オイルポンプ８４及びオイルフィルタ８５が設けられている。オイルポンプ８４は、オイルパン８１に溜められた作動油を圧送する。オイルフィルタ８５は、オイルポンプ８４によって圧送された作動油が通過することにより、その作動油から異物を取り除く。 An oil pump 84 and an oil filter 85 are provided in the hydraulic supply passage 82 . The oil pump 84 pumps hydraulic oil stored in the oil pan 81 . The oil filter 85 removes foreign matter from the hydraulic oil through which the hydraulic oil pressure-fed by the oil pump 84 passes.
　次に、バルブタイミング調整装置１０について、図２から図４を用いて説明する。図２は、実施の形態１に係るバルブタイミング調整装置１０の構成を示す正面図である。図３は、図２のIII-III矢視断面図である。図４は、図３の要部拡大図である。なお、図２は、ケース１１からプレート１３が取り外された状態を示している。 Next, the valve timing adjusting device 10 will be explained using FIGS. 2 to 4. FIG. FIG. 2 is a front view showing the configuration of the valve timing adjusting device 10 according to Embodiment 1. FIG. 3 is a cross-sectional view taken along line III-III in FIG. 2. FIG. 4 is an enlarged view of a main portion of FIG. 3. FIG. Note that FIG. 2 shows a state in which the plate 13 is removed from the case 11 .
　図２から図４に示すように、バルブタイミング調整装置１０は、ケース１１、ロータ１２、プレート１３，１４、ロックピン１５、及び、ばね１６を有している。 As shown in FIGS. 2 to 4, the valve timing adjusting device 10 has a case 11, a rotor 12, plates 13 and 14, a lock pin 15 and a spring 16.
　ケース１１は、クランクシャフトの回転力が伝達されることで回転する。このケース１１は、環状に形成されている。また、ケース１１は、複数のシュー１１ａ及びスプロケット１１ｂを有している。 The case 11 rotates when the rotational force of the crankshaft is transmitted. This case 11 is formed in an annular shape. The case 11 also has a plurality of shoes 11a and sprockets 11b.
　各シュー１１ａは、ケース１１の径方向内側に向けて突出するように、当該ケース１１の内周面に設けられている。更に、各シュー１１ａは、ケース１１の周方向において、一定の間隔で配置されている。このため、ケース１１においては、隣接したシュー１１ａ間に、作動油圧室が１つずつ形成される。なお、図２は、ケース１１において、４つのシュー１１ａによって４つの作動油圧室が形成される例を示している。 Each shoe 11 a is provided on the inner peripheral surface of the case 11 so as to protrude radially inward of the case 11 . Furthermore, each shoe 11a is arranged at regular intervals in the circumferential direction of the case 11 . Therefore, in the case 11, one hydraulic pressure chamber is formed between adjacent shoes 11a. Note that FIG. 2 shows an example in which four hydraulic pressure chambers are formed by four shoes 11a in the case 11. As shown in FIG.
　スプロケット１１ｂは、ケース１１の外周面に設けられている。このスプロケット１１ｂは、ケース１１の周方向に沿って設けられている。また、スプロケット１１ｂには、チェーン（図示省略）が装着されている。このチェーンは、クランクシャフトの回転力をケース１１のスプロケット１１ｂに伝達するものである。このため、クランクシャフトが回転すると、ケース１１は、チェーンの走行によって、そのクランクシャフトの回転力が伝達されて回転する。 The sprocket 11b is provided on the outer peripheral surface of the case 11. This sprocket 11 b is provided along the circumferential direction of the case 11 . A chain (not shown) is attached to the sprocket 11b. This chain transmits the rotational force of the crankshaft to the sprocket 11b of the case 11. As shown in FIG. Therefore, when the crankshaft rotates, the case 11 rotates as the chain travels and the rotational force of the crankshaft is transmitted.
　ロータ１２は、ケース１１の内部において、回転可能に収納されている。また、ロータ１２は、ケース１１と同軸上に配置されている。そして、ロータ１２の中心部には、中心孔１２ｆが形成されている。この中心孔１２ｆには、センタボルト６０が貫通可能となっている。ロータ１２は、センタボルト６０によって、カムシャフト７０の一端に連結されている。このため、ロータ１２は、カムシャフト７０と一体に回転する。 The rotor 12 is rotatably housed inside the case 11 . Further, the rotor 12 is arranged coaxially with the case 11 . A center hole 12 f is formed in the center of the rotor 12 . A center bolt 60 can pass through the center hole 12f. Rotor 12 is connected to one end of camshaft 70 by center bolt 60 . Therefore, the rotor 12 rotates integrally with the camshaft 70 .
　また、ロータ１２は、複数のベーン１２ａを有している。各ベーン１２ａは、ロータ１２の径方向外側に向けて突出するように、当該ロータ１２の外周面に設けられている。更に、各ベーン１２ａは、ロータ１２の周方向において、一定の間隔で配置されている。このとき、各ベーン１２ａは、ケース１１の内側に形成された３つの作動油圧室を、進角油圧室１７ａと遅角油圧室１７ｂとに仕切ると共に、ケース１１の内側に形成された１つの作動油圧室を、遅角油圧室１７ｂとロックピン解除油圧室１７ｃとに仕切っている。 Also, the rotor 12 has a plurality of vanes 12a. Each vane 12 a is provided on the outer peripheral surface of the rotor 12 so as to protrude radially outward of the rotor 12 . Furthermore, each vane 12a is arranged at regular intervals in the circumferential direction of the rotor 12 . At this time, each vane 12a divides the three working hydraulic chambers formed inside the case 11 into an advancing hydraulic chamber 17a and a retarding hydraulic chamber 17b, and one working hydraulic chamber formed inside the case 11. The hydraulic chamber is partitioned into a retarding hydraulic chamber 17b and a lock pin releasing hydraulic chamber 17c.
　ロータ１２は、進角油圧室１７ａ及びロックピン解除油圧室１７ｃに油圧が供給されると、ケース１１に対して、進角方向に向けて相対回転する。また、ロータ１２は、遅角油圧室１７ｂに油圧が供給されると、ケース１１に対して、遅角方向に向けて相対回転する。 When hydraulic pressure is supplied to the advance hydraulic chamber 17a and the lock pin release hydraulic chamber 17c, the rotor 12 rotates relative to the case 11 in the advance direction. Further, when hydraulic pressure is supplied to the retarded angle hydraulic chamber 17b, the rotor 12 rotates relative to the case 11 in the retarded angle direction.
　プレート１３，１４は、ロータ１２を収納した状態のケース１１に対して、軸方向両側から挟み込むように固定されている。プレート１３は、ケース１１を境にして、センタボルト６０の頭部側に位置するように、ボルト４０によって当該ケース１１に固定されている。プレート１４は、ケース１１を境にして、センタボルト６０のねじ部側（言い換えれば、カムシャフト７０側）に位置するように、ボルト４０によって当該ケース１１に固定されている。このように、プレート１３，１４は、ケース１１を軸方向両側から塞いでいる。このため、進角油圧室１７ａ、遅角油圧室１７ｂ、及び、ロックピン解除油圧室１７ｃは、ケース１１とプレート１３，１４とによって密閉されている。また、プレート１３，１４は、ケース１１に固定されているため、当該ケース１１と一体で回転する。 The plates 13 and 14 are fixed to the case 11 in which the rotor 12 is accommodated so as to sandwich the case 11 from both sides in the axial direction. The plate 13 is fixed to the case 11 by the bolt 40 so as to be located on the head side of the center bolt 60 with the case 11 as a boundary. The plate 14 is fixed to the case 11 by a bolt 40 so as to be positioned on the threaded portion side of the center bolt 60 (in other words, on the camshaft 70 side) with the case 11 as a boundary. Thus, the plates 13 and 14 block the case 11 from both sides in the axial direction. Therefore, the advance hydraulic chamber 17a, the retard hydraulic chamber 17b, and the lock pin release hydraulic chamber 17c are sealed by the case 11 and the plates 13 and 14. As shown in FIG. Moreover, since the plates 13 and 14 are fixed to the case 11 , they rotate together with the case 11 .
　更に、ロータ１２は、複数の進角油路１２ｂ、複数の遅角油路１２ｃ、及び、１つのロックピン解除油路１２ｄを有している。進角油路１２ｂ、遅角油路１２ｃ、及び、ロックピン解除油路１２ｄは、ロータ１２の径方向に延びる油路である。 Further, the rotor 12 has a plurality of advance oil passages 12b, a plurality of retard oil passages 12c, and one lock pin release oil passage 12d. The advance oil passage 12 b , the retard oil passage 12 c , and the lock pin release oil passage 12 d are oil passages extending in the radial direction of the rotor 12 .
　進角油路１２ｂは、センタボルト６０の油圧通路６３から進角油圧室１７ａまで延びている。このため、進角油圧室１７ａに対する油圧の給排は、進角油路１２ｂを用いて行われる。遅角油路１２ｃは、センタボルト６０の油圧通路６４から遅角油圧室１７ｂまで延びている。このため、遅角油圧室１７ｂに対する油圧の給排は、遅角油路１２ｃを用いて行われる。 The advance oil passage 12b extends from the hydraulic passage 63 of the center bolt 60 to the advance hydraulic chamber 17a. Therefore, hydraulic pressure is supplied to and discharged from the advance oil pressure chamber 17a using the advance oil passage 12b. The retarded angle oil passage 12c extends from the hydraulic passage 64 of the center bolt 60 to the retarded angle hydraulic chamber 17b. Therefore, hydraulic pressure is supplied to and discharged from the retarded angle hydraulic chamber 17b using the retarded angle oil passage 12c.
　ロックピン解除油路１２ｄは、センタボルト６０の油圧通路６３からロックピン解除油圧室１７ｃまで延びている。このため、ロックピン解除油圧室１７ｃに対する油圧の給排は、ロックピン解除油路１２ｄを用いて行われる。このとき、ロックピン解除油路１２ｄの径は、進角油路１２ｂの径、及び、遅角油路１２ｃの径よりも大きくなっている。また、進角油路１２ｂの径と遅角油路１２ｃの径とは、同じ径となっている。即ち、進角油圧室１７ａとロックピン解除油圧室１７ｃとは、ロータ１２を進角方向に向けて相対回転させるときに、油圧が供給されるものである。 The lock pin release oil passage 12d extends from the hydraulic passage 63 of the center bolt 60 to the lock pin release hydraulic chamber 17c. Therefore, hydraulic pressure is supplied to and discharged from the lock pin release hydraulic chamber 17c using the lock pin release oil passage 12d. At this time, the diameter of the lock pin release oil passage 12d is larger than the diameter of the advance oil passage 12b and the diameter of the retard oil passage 12c. Further, the diameter of the advance oil passage 12b and the diameter of the retard oil passage 12c are the same. That is, hydraulic pressure is supplied to the advance hydraulic chamber 17a and the lock pin release hydraulic chamber 17c when the rotor 12 is relatively rotated in the advance direction.
　そして、ロータ１２は、収納孔１２ｅを有している。この収納孔１２ｅは、複数のベーン１２ａのうち、いずれか１つのベーン１２ａに設けられている。収納孔１２ｅは、ロータ１２の軸方向に延びる孔であり、上記ロックピン１５及びばね１６を収納している。ロックピン１５は、エンジン始動時において、ケース１１とロータ１２との相対回転を規制するものである。これに対して、プレート１３は、係合孔１３ａを有している。この係合孔１３ａには、ロックピン１５が係合可能となっている。 And the rotor 12 has a storage hole 12e. This accommodation hole 12e is provided in any one vane 12a among the plurality of vanes 12a. The housing hole 12e is a hole extending in the axial direction of the rotor 12 and houses the lock pin 15 and the spring 16 therein. The lock pin 15 restricts relative rotation between the case 11 and the rotor 12 when the engine is started. On the other hand, the plate 13 has an engagement hole 13a. A lock pin 15 can be engaged with the engaging hole 13a.
　具体的には、ロックピン１５及びばね１６は、ベーン１２ａの収納孔１２ｅに収納されている。ロックピン１５は、ケース１１とロータ１２との相対回転を規制する規制位置と、それらの相対回転の規制を解除する規制解除位置との間で移動する。また、ロックピン１５は、ばね１６によって規制位置に向けて常に付勢されている。そして、収納孔１２ｅは、ロックピン解除油圧室１７ｃに連通している。このため、油圧がロックピン解除油路１２ｄを介してロックピン解除油圧室１７ｃに供給されると、その油圧は、収納孔１２ｅにも供給される。 Specifically, the lock pin 15 and the spring 16 are housed in the housing hole 12e of the vane 12a. The lock pin 15 moves between a restriction position that restricts the relative rotation between the case 11 and the rotor 12 and a restriction release position that releases the restriction on the relative rotation. Also, the lock pin 15 is always urged toward the restricted position by a spring 16 . The storage hole 12e communicates with the lock pin release hydraulic chamber 17c. Therefore, when hydraulic pressure is supplied to the lock pin release hydraulic chamber 17c through the lock pin release oil passage 12d, the hydraulic pressure is also supplied to the housing hole 12e.
　図３に示すように、ロックピン１５が上記相対回転を規制する場合、当該ロックピン１５は、ばね１６によって付勢されて、ケース１１にボルト固定されるプレート１３の係合孔１３ａと係合する。即ち、ロックピン１５の規制位置とは、当該ロックピン１５が収納孔１２ｅから突出して係合孔１３ａと係合する位置のことである。なお、図２は、ロックピン１５が、ロータ１２を、遅角方向の作動端となる最遅角位置に固定した状態を示している。 As shown in FIG. 3, when the lock pin 15 restricts the relative rotation, the lock pin 15 is biased by the spring 16 and engages with the engagement hole 13a of the plate 13 bolted to the case 11. do. That is, the restricted position of the lock pin 15 is the position where the lock pin 15 protrudes from the accommodation hole 12e and engages with the engagement hole 13a. FIG. 2 shows a state in which the lock pin 15 fixes the rotor 12 to the most retarded angle position, which is the operating end in the retarded angle direction.
　図４に示すように、ロックピン１５が上記相対回転の規制を解除する場合、当該ロックピン１５は、収納孔１２ｅに供給された油圧によって、ばね１６の付勢力に抗することとなり、係合孔１３ａから離脱する。即ち、ロックピン１５の規制解除位置とは、当該ロックピン１５が係合孔１３ａから離脱して収納孔１２ｅに完全に収納された位置のことである。なお、図４においては、収納孔１２ｅに供給された油圧を符号Ｐで示し、ばね１６の付勢力を符号Ｆで示している。 As shown in FIG. 4, when the lock pin 15 releases the regulation of the relative rotation, the lock pin 15 resists the urging force of the spring 16 due to the hydraulic pressure supplied to the housing hole 12e. It is separated from the hole 13a. That is, the restriction release position of the lock pin 15 is a position where the lock pin 15 is separated from the engagement hole 13a and completely accommodated in the accommodation hole 12e. In FIG. 4, P indicates the hydraulic pressure supplied to the housing hole 12e, and F indicates the biasing force of the spring 16. As shown in FIG.
　次に、実施の形態１に係るバルブタイミング調整装置１０と従来のバルブタイミング調整装置１０Ａとの対比について、図５及び図６を用いて説明する。 Next, a comparison between the valve timing adjusting device 10 according to Embodiment 1 and the conventional valve timing adjusting device 10A will be described with reference to FIGS. 5 and 6. FIG.
　図５は、図５Ａから図５Ｃにおいて、従来のバルブタイミング調整装置１０Ａのエンジン始動時からの動作を順に示す図である。図６は、ロックピン解除油圧室１７ｃの油圧及びバルブ開度におけるエンジン始動時からの変化の様子を示す図である。図６の縦軸は、ロックピン解除油圧室１７ｃの油圧［％］及びバルブ（吸気バルブ又は排気バルブ）開度［％］を示している。図６の横軸は、時間を示している。 FIG. 5 is a diagram sequentially showing the operation of the conventional valve timing adjusting device 10A from the time of starting the engine in FIGS. 5A to 5C. FIG. 6 is a diagram showing how the hydraulic pressure in the lock pin release hydraulic chamber 17c and the valve opening change after the engine is started. The vertical axis in FIG. 6 indicates the hydraulic pressure [%] of the lock pin release hydraulic chamber 17c and the valve (intake valve or exhaust valve) opening [%]. The horizontal axis of FIG. 6 indicates time.
　図５Ａに示す従来のバルブタイミング調整装置１０Ａの状態と、図６における時刻０から時刻ｔ１までの期間とは、対応している。また、図５Ｂに示す従来のバルブタイミング調整装置１０Ａの状態と、図６における時刻ｔ１から時刻ｔ２までの期間とは、対応している。更に、図５Ｃに示す従来のバルブタイミング調整装置１０Ａの状態と、図６における時刻ｔ２から時刻ｔ３までの期間とは、対応している。 The state of the conventional valve timing adjusting device 10A shown in FIG. 5A corresponds to the period from time 0 to time t1 in FIG. Also, the state of the conventional valve timing adjusting device 10A shown in FIG. 5B corresponds to the period from time t1 to time t2 in FIG. Furthermore, the state of the conventional valve timing adjusting device 10A shown in FIG. 5C corresponds to the period from time t2 to time t3 in FIG.
　なお、図６に示すバルブ開度及び解除必要油圧（＝ばね１６の付勢力）は、バルブタイミング調整装置１０，１０Ａに共通するものである。 It should be noted that the valve opening degree and required release hydraulic pressure (=biasing force of the spring 16) shown in FIG. 6 are common to the valve timing adjusting devices 10 and 10A.
　図５Ａから図５Ｃは、従来のバルブタイミング調整装置１０Ａの構成を示している。従来のバルブタイミング調整装置１０Ａにおいては、進角油路１２ｂ、遅角油路１２ｃ、及び、ロックピン解除油路１２ｄが、全て同じ径で形成されている。このため、進角油圧室１７ａ、遅角油圧室１７ｂ、及び、ロックピン解除油圧室１７ｃには、全て同じ作動油量が供給されることになる。 5A to 5C show the configuration of a conventional valve timing adjusting device 10A. In the conventional valve timing adjusting device 10A, the advance oil passage 12b, the retard oil passage 12c, and the lock pin release oil passage 12d are all formed with the same diameter. Therefore, the same amount of hydraulic oil is supplied to the advance hydraulic chamber 17a, the retard hydraulic chamber 17b, and the lock pin release hydraulic chamber 17c.
　図５Ａ及び図６（時刻０からｔ１までの期間）に示すように、従来のバルブタイミング調整装置１０Ａにおいては、油圧が、全ての遅角油圧室１７ｂに供給されている。また、ロックピン１５が、ばね１６の付勢力によってプレート１３の係合孔１３ａに係合している。このため、ケース１１とロータ１２との相対回転が、規制されている。このとき、ロータ１２は、ロックピン１５によって、最遅角位置に固定されている。 As shown in FIGS. 5A and 6 (period from time 0 to t1), in the conventional valve timing adjusting device 10A, hydraulic pressure is supplied to all retard hydraulic chambers 17b. Also, the lock pin 15 is engaged with the engagement hole 13 a of the plate 13 by the biasing force of the spring 16 . Therefore, relative rotation between the case 11 and the rotor 12 is restricted. At this time, the rotor 12 is fixed at the most retarded position by the lock pin 15 .
　図５Ｂ及び図６（時刻ｔ１からｔ２までの期間）に示すように、従来のバルブタイミング調整装置１０Ａにおいては、油圧が、全ての遅角油圧室１７ｂから排出される。また、油圧が、全ての進角油圧室１７ａ及び１つのロックピン解除油圧室１７ｃに供給される。このとき、進角油圧室１７ａ及びロックピン解除油圧室１７ｃに供給された油圧が、ばね１６の付勢力よりも大きいため、ロックピン１５は、プレート１３の係合孔１３ａから離脱する。 As shown in FIGS. 5B and 6 (period from time t1 to t2), in the conventional valve timing adjusting device 10A, hydraulic pressure is discharged from all the retarding hydraulic chambers 17b. In addition, hydraulic pressure is supplied to all the advance hydraulic chambers 17a and one lock pin release hydraulic chamber 17c. At this time, since the hydraulic pressure supplied to the advance hydraulic chamber 17 a and the lock pin release hydraulic chamber 17 c is greater than the biasing force of the spring 16 , the lock pin 15 is disengaged from the engagement hole 13 a of the plate 13 .
　図５ｃ及び図６（時刻ｔ２からｔ３までの期間）に示すように、従来のバルブタイミング調整装置１０Ａにおいては、油圧が、進角油圧室１７ａ及びロックピン解除油圧室１７ｃに供給されると、進角油圧室１７ａの体積及びロックピン解除油圧室１７ｃの体積が増加するため、ロータ１２が、進角方向に向けて回転し始める。その後、ロックピン解除油圧室１７ｃの体積が更に増加すると、当該ロックピン解除油圧室１７ｃの油圧は、ばね１６の付勢力よりも低下してしまう。この結果、ロックピン１５は、ばね１６の付勢力によって、ロータ１２の収納孔１２ｅから突出し、プレート１３の内面に接触する。このように、ロックピン１５がプレート１３に接触したまま、ロータ１２が回転すると、プレート１３及びロックピン１５のうち、少なくともいずれか一方が、破損するおそれがある。 As shown in FIGS. 5c and 6 (period from time t2 to t3), in the conventional valve timing adjusting device 10A, when hydraulic pressure is supplied to the advancing hydraulic chamber 17a and the lock pin releasing hydraulic chamber 17c, Since the volume of the advance hydraulic chamber 17a and the volume of the lock pin release hydraulic chamber 17c increase, the rotor 12 begins to rotate in the advance direction. After that, when the volume of the lock pin release hydraulic chamber 17 c further increases, the hydraulic pressure of the lock pin release hydraulic chamber 17 c becomes lower than the biasing force of the spring 16 . As a result, the lock pin 15 protrudes from the housing hole 12 e of the rotor 12 by the biasing force of the spring 16 and contacts the inner surface of the plate 13 . If the rotor 12 rotates while the lock pin 15 is in contact with the plate 13, at least one of the plate 13 and the lock pin 15 may be damaged.
　このような問題を解決すため、ばね１６の付勢力を現状よりも小さくして、ロックピン解除油圧室１７ｃの油圧が低下してもその付勢力を上回るようにすることが考えられる。 In order to solve such a problem, it is conceivable to make the biasing force of the spring 16 smaller than the current situation so that even if the hydraulic pressure in the lock pin release hydraulic chamber 17c drops, the biasing force can be exceeded.
　これに対して、エンジンには、ケース１１とロータ１２との間の摺動面のように、金属部材同士が摺動する部分が多く存在する。このため、その摺動部分から、金属の摩耗紛が発生し、作動油に混入するおそれがある。そして、その摩耗紛が、作動油と共にロックピン１５を収納する収納孔１２ｅに侵入すると、ロックピン１５が、摩耗紛との摺動抵抗によって、動作できない場合がある。このようなことを想定して、ロックピン１５に対して、摩耗紛との摺動抵抗が発生しても、ロックピン１５が動作できるように、ばね１６の付勢力は設定されている。このため、ばね１６の付勢力を小さくすることは、得策ではない。 On the other hand, the engine has many parts where metal members slide against each other, such as the sliding surface between the case 11 and the rotor 12 . As a result, metal wear powder is generated from the sliding portion, and there is a risk that it will be mixed into the hydraulic oil. Then, when the abrasion powder enters the storage hole 12e that accommodates the lock pin 15 together with the hydraulic oil, the lock pin 15 may not operate due to sliding resistance with the abrasion powder. Assuming such a situation, the biasing force of the spring 16 is set so that the lock pin 15 can operate even if the lock pin 15 is subjected to sliding resistance due to abrasion powder. Therefore, reducing the biasing force of the spring 16 is not a good idea.
　また、上記問題を解決するため、ロックピン解除油圧室１７ｃの体積を現状よりも小さくして、ロータ１２の回転時において、その体積増加を減少させることが考えられる。 Also, in order to solve the above problem, it is conceivable to make the volume of the lock pin release hydraulic chamber 17c smaller than the current volume to reduce the increase in volume when the rotor 12 rotates.
　これに対して、進角油圧室１７ａの体積、遅角油圧室１７ｂの体積、及び、ロックピン解除油圧室１７ｃの体積は、バルブタイミング調整装置１０の出力の大きさに関係する。一般に、「バルブタイミング調整装置１０の出力」と「カムシャフト７０とこれを回転可能に支持するエンジンとの間に摩擦力」との関係から、バルブタイミング調整装置１０の応答性（動作速度）が決まる。このため、進角油圧室１７ａ、遅角油圧室１７ｂ、及び、ロックピン解除油圧室１７ｃを小さくすることは、応答性の低下に繋がるおそれがある。このため、ロックピン解除油圧室１７ｃの体積を小さくすることは、得策ではない。 On the other hand, the volume of the advance hydraulic chamber 17a, the volume of the retard hydraulic chamber 17b, and the volume of the lock pin release hydraulic chamber 17c are related to the magnitude of the output of the valve timing adjusting device 10. In general, the responsiveness (operating speed) of the valve timing adjusting device 10 is determined by the relationship between the "output of the valve timing adjusting device 10" and the "frictional force between the camshaft 70 and the engine that rotatably supports it". Determined. Therefore, reducing the size of the advance hydraulic chamber 17a, the retard hydraulic chamber 17b, and the lock pin release hydraulic chamber 17c may lead to a decrease in responsiveness. Therefore, reducing the volume of the lock pin release hydraulic chamber 17c is not a good idea.
　そこで、実施の形態１に係るバルブタイミング調整装置１０においては、ロックピン解除油路１２ｄの径を進角油路１２ｂの径及び遅角油路１２ｃの径よりも大きくして、ロックピン解除油圧室１７ｃの油圧が低下してもその付勢力を上回るようにしている。 Therefore, in the valve timing adjusting device 10 according to Embodiment 1, the diameter of the lock pin release oil passage 12d is made larger than the diameters of the advance oil passage 12b and the diameter of the retard oil passage 12c, so that the lock pin release hydraulic pressure is Even if the hydraulic pressure in the chamber 17c is lowered, the urging force is exceeded.
　即ち、ロックピン解除油路１２ｄの径が進角油路１２ｂの径よりも大きいため、ロックピン解除油圧室１７ｃへの油圧供給量は、進角油圧室１７ａへの油圧供給量よりも多くなる。このため、図６（時刻ｔ２からｔ３までの期間）に示すように、油圧の進角油圧室１７ａ及びロックピン解除油圧室１７ｃへの供給によって、ロータ１２が回転し始めて、進角油圧室１７ａの体積及びロックピン解除油圧室１７ｃの体積が大きくなっても、それらのうち、ロックピン解除油圧室１７ｃの油圧のみは、解除必要油圧、言い換えれば、ばね１６の付勢力を上回っている。このため、ロックピン１５は、ばね１６の付勢力に抗して、収納孔１２ｅに確実に押し込まれる。この結果、ロックピン１５のプレート１３への接触を防止することができる。 That is, since the diameter of the lock pin release oil passage 12d is larger than the diameter of the advance oil passage 12b, the amount of hydraulic pressure supplied to the lock pin release hydraulic chamber 17c is larger than the amount of hydraulic pressure supplied to the advance hydraulic chamber 17a. . Therefore, as shown in FIG. 6 (period from time t2 to time t3), the supply of hydraulic pressure to the advance hydraulic chamber 17a and the lock pin release hydraulic chamber 17c causes the rotor 12 to start rotating and and the volume of the lock pin release hydraulic chamber 17c increase, only the hydraulic pressure of the lock pin release hydraulic chamber 17c exceeds the required release hydraulic pressure, in other words, the biasing force of the spring 16. Therefore, the lock pin 15 is reliably pushed into the housing hole 12e against the biasing force of the spring 16. As shown in FIG. As a result, contact of the lock pin 15 with the plate 13 can be prevented.
　なお、上述した実施の形態１に係るバルブタイミング調整装置１０においては、エンジン始動時に、ロックピン１５が、ロータ１２を、遅角方向の作動端となる最遅角位置に固定するようにしているが、他の位置に固定するようにしても良い。例えば、ロックピン１５は、ロータ１２を、進角方向の作動端となる最進角位置、又は、最遅角位置と最進角位置との間の中間位置に、固定しても構わない。 In the valve timing adjusting device 10 according to the first embodiment described above, when the engine is started, the lock pin 15 fixes the rotor 12 to the most retarded angle position, which is the operating end in the retarded angle direction. However, it may be fixed at other positions. For example, the lock pin 15 may fix the rotor 12 at the most advanced position, which is the operating end in the advance direction, or at an intermediate position between the most retarded position and the most advanced position.
　このとき、上述したように、エンジン始動時において、ロータ１２を進角方向に向けて相対回転させる場合には、バルブタイミング調整装置１０は、ロックピン１５を収納する収納孔１２ｅと、進角油圧室１７ａとが連通する構造となる。そして、その進角油圧室１７ａと、これに連通する進角油路１２ｂとを、ロックピン解除油圧室１７ｃとロックピン解除油路１２ｄとに設定し、当該ロックピン解除油路１２ｄの径を、他の進角油路１２ｂの径よりも大きくすれば良い。 At this time, as described above, when the rotor 12 is relatively rotated in the advance direction when the engine is started, the valve timing adjusting device 10 includes the housing hole 12e for housing the lock pin 15 and the advance oil pressure. It becomes the structure which communicates with the chamber 17a. The advance hydraulic chamber 17a and the advance oil passage 12b communicating therewith are set to the lock pin release hydraulic chamber 17c and the lock pin release oil passage 12d, and the diameter of the lock pin release oil passage 12d is set to , the diameter of the other advance oil passages 12b.
　また、エンジン始動時において、ロータ１２を遅角方向に向けて回転させる場合には、バルブタイミング調整装置１０は、ロックピン１５を収納する収納孔１２ｅと、遅角油圧室１７ｂとが連通する構造となる。そして、その遅角油圧室１７ｂと、これに連通する遅角油路１２ｃとを、ロックピン解除油圧室１７ｃとロックピン解除油路１２ｄとに設定し、当該ロックピン解除油路１２ｄの径を、他の遅角油路１２ｃの径よりも大きくすれば良い。 Further, when the rotor 12 is rotated in the retarded angle direction when the engine is started, the valve timing adjusting device 10 has a structure in which the storage hole 12e that accommodates the lock pin 15 and the retarded angle hydraulic chamber 17b communicate with each other. becomes. The retarded angle hydraulic chamber 17b and the retarded angle oil passage 12c communicating therewith are set as the lock pin release hydraulic chamber 17c and the lock pin release oil passage 12d, and the diameter of the lock pin release oil passage 12d is set to , the diameter of the other retard oil passages 12c.
　以上、実施の形態１に係るバルブタイミング調整装置１０は、エンジンのクランクシャフトの回転力が伝達されて回転するケース１１と、エンジンのカムシャフト７０と一体に回転すると共に、ケース１１と同軸上に配置され、当該ケース１１に対して相対回転するロータ１２と、ロータ１２に設けられ、ケース１１とロータ１２との相対回転を規制するロックピン１５を、規制位置と規制解除位置との間で移動可能に収納する収納孔１２ｅと、ケース１１とロータ１２との間に形成される進角油圧室１７ａに対して、油圧を給排する進角油路１２ｂと、ケース１１とロータ１２との間に形成される遅角油圧室１７ｂに対して、油圧を給排する遅角油路１２ｃと、ケース１１とロータ１２との間に形成され、且つ、収納孔１２ｅに連通するロックピン解除油圧室１７ｃに対して、油圧を供給するロックピン解除油路１２ｄとを備える。ロックピン解除油路１２ｄの径は、進角油路１２ｂの径及び遅角油路１２ｃの径よりも大きい。このため、バルブタイミング調整装置１０は、ロータ１２が回転し始めたときに、油圧の供給によって体積が増加した進角油圧室１７ａ又は遅角油圧室１７ｂの油圧が、ばね１６の付勢力を下回ることにより、ロックピン１５がプレート１３に接触することを防止することができる。 As described above, the valve timing adjusting device 10 according to Embodiment 1 includes the case 11 that rotates when the rotational force of the crankshaft of the engine is transmitted, and the camshaft 70 of the engine that rotates integrally with the case 11 and coaxially with the case 11 . A rotor 12 arranged to rotate relative to the case 11, and a lock pin 15 provided on the rotor 12 for restricting relative rotation between the case 11 and the rotor 12 are moved between a restriction position and a restriction release position. an advance oil passage 12b for supplying and discharging hydraulic pressure to and from an advance oil pressure chamber 17a formed between the case 11 and the rotor 12; a retarding oil passage 12c for supplying and discharging oil pressure to a retarding oil pressure chamber 17b formed in the 17c is provided with a lock pin release oil passage 12d for supplying hydraulic pressure. The diameter of the lock pin release oil passage 12d is larger than the diameter of the advance oil passage 12b and the diameter of the retard oil passage 12c. Therefore, in the valve timing adjusting device 10, when the rotor 12 starts to rotate, the hydraulic pressure in the advance hydraulic chamber 17a or the retard hydraulic chamber 17b, whose volume is increased by the supply of hydraulic pressure, falls below the biasing force of the spring 16. Thereby, it is possible to prevent the lock pin 15 from contacting the plate 13 .
実施の形態２．
　実施の形態２に係るバルブタイミング調整装置２０について、図７及び図８を用いて説明する。なお、実施の形態１で説明した構成と同様の機能を有する構成については、同一の符号を付し、その説明を省略する。 Embodiment 2.
A valve timing adjusting device 20 according to Embodiment 2 will be described with reference to FIGS. 7 and 8. FIG. It should be noted that configurations having functions similar to those of the configuration described in Embodiment 1 are denoted by the same reference numerals, and description thereof will be omitted.
　図７は、実施の形態２に係るバルブタイミング調整装置２０の構成を示す正面図である。図８は、ロックピン解除油路１２ｄの径を段階的に変化させたときのロックピン解除油圧室１７ｃの油圧の変化の様子を示す図である。 FIG. 7 is a front view showing the configuration of the valve timing adjusting device 20 according to the second embodiment. FIG. 8 is a diagram showing how the oil pressure in the lock pin release hydraulic chamber 17c changes when the diameter of the lock pin release oil passage 12d is changed stepwise.
　図７に示すバルブタイミング調整装置２０においては、ロックピン解除油路１２ｄの径が、進角油路１２ｂの径及び遅角油路１２ｃの径よりも大きくなっている。具体的には、ロックピン解除油路１２ｄの径は、進角油路１２ｂの径及び遅角油路１２ｃの径の１．５～１．７５倍となっている。 In the valve timing adjusting device 20 shown in FIG. 7, the diameter of the lock pin release oil passage 12d is larger than the diameters of the advance oil passage 12b and the retard oil passage 12c. Specifically, the diameter of the lock pin release oil passage 12d is 1.5 to 1.75 times the diameter of the advance oil passage 12b and the diameter of the retard oil passage 12c.
　図８は、ロックピン解除油路１２ｄの径を、進角油路１２ｂの径及び遅角油路１２ｃの径に対して、１倍、１．５倍、１．６倍、及び、１．７５倍と変化させたときの、ロックピン解除油圧室１７ｃの油圧の変化を、時間の経過と共に示している。図８の縦軸は、ロックピン解除油圧室１７ｃの油圧［％］を示している。図８の横軸は、時間［sec］を示している。 FIG. 8 shows that the diameter of the lock pin release oil passage 12d is 1, 1.5, 1.6 times, and 1.6 times the diameter of the advance oil passage 12b and the retard oil passage 12c. The change in the hydraulic pressure of the lock pin release hydraulic chamber 17c with the lapse of time is shown when the hydraulic pressure is changed by 75 times. The vertical axis in FIG. 8 indicates the hydraulic pressure [%] of the lock pin release hydraulic chamber 17c. The horizontal axis in FIG. 8 indicates time [sec].
　バルブタイミング調整装置２０においては、ロックピン解除油圧室１７ｃの油圧が、ばね１６における付勢力の最大値よりも大きければ良い。このため、図８に示すように、バルブタイミング調整装置２０においては、ロックピン解除油路１２ｄの径が、進角油路１２ｂの径及び遅角油路１２ｃの径の１．５～１．７５倍となれば良い。 In the valve timing adjusting device 20, it is sufficient that the hydraulic pressure in the lock pin release hydraulic chamber 17c is greater than the maximum value of the biasing force of the spring 16. Therefore, as shown in FIG. 8, in the valve timing adjusting device 20, the diameter of the lock pin release oil passage 12d is 1.5 to 1.5 times the diameter of the advance oil passage 12b and the diameter of the retard oil passage 12c. It should be 75 times.
　以上、実施の形態２に係るバルブタイミング調整装置２０においては、ロックピン解除油路１２ｄの径は、進角油路１２ｂの径及び遅角油路１２ｃの径の１．５～１．７５倍となる。このため、バルブタイミング調整装置２０は、エンジン始動時においてロータ１２が回転し始めたときに、油圧の供給によって体積が増加した進角油圧室１７ａ又は遅角油圧室１７ｂの油圧が、ばね１６の付勢力を下回ることを、確実に防止することができる。 As described above, in the valve timing adjusting device 20 according to the second embodiment, the diameter of the lock pin release oil passage 12d is 1.5 to 1.75 times the diameters of the advance oil passage 12b and the retard oil passage 12c. becomes. Therefore, in the valve timing adjusting device 20, when the rotor 12 starts to rotate when the engine is started, the hydraulic pressure of the advance hydraulic chamber 17a or the retard hydraulic chamber 17b, whose volume is increased by the supply of hydraulic pressure, is applied to the spring 16. Falling below the biasing force can be reliably prevented.
実施の形態３．
　実施の形態３に係るバルブタイミング調整装置３０について、図９及び図１０を用いて説明する。なお、実施の形態１で説明した構成と同様の機能を有する構成については、同一の符号を付し、その説明を省略する。 Embodiment 3.
A valve timing adjusting device 30 according to Embodiment 3 will be described with reference to FIGS. 9 and 10. FIG. It should be noted that configurations having functions similar to those of the configuration described in Embodiment 1 are denoted by the same reference numerals, and description thereof will be omitted.
　図９は、実施の形態３に係るバルブタイミング調整装置３０の構成を示す正面図である。図１０Ａは、図９のＡ部の拡大図である。図１０Ｂは、図９のＢ部の拡大図である。 FIG. 9 is a front view showing the configuration of the valve timing adjusting device 30 according to Embodiment 3. FIG. 10A is an enlarged view of part A in FIG. 9. FIG. 10B is an enlarged view of the B portion of FIG. 9. FIG.
　図９に示すように、バルブタイミング調整装置３０においては、エンジン始動時において、ロックピン１５が、ケース１１とロータ１２との相対回転を規制する場合、当該ロックピン１５は、ロータ１２を最遅角位置に固定する。このように、ロータ１２が最遅角位置に固定されるときには、進角油路１２ｂの開口端３１、及び、ロックピン解除油路１２ｄの開口端３３は、ケース１１のシュー１１ａと対向する（図１０参照）。 As shown in FIG. 9, in the valve timing adjusting device 30, when the lock pin 15 restricts the relative rotation between the case 11 and the rotor 12 at engine start, the lock pin 15 moves the rotor 12 to the slowest speed. Fixed in a corner position. Thus, when the rotor 12 is fixed at the most retarded position, the open end 31 of the advance oil passage 12b and the open end 33 of the lock pin release oil passage 12d face the shoe 11a of the case 11 ( See Figure 10).
　このとき、図１０Ａに示すように、ロックピン解除油路１２ｄの開口端３３においては、その一部の開口部が、シュー１１ａによって塞がれている。一方、その残りの開口部３３ａは、シュー１１ａによって塞がれておらず、ロックピン解除油圧室１７ｃと連通している。 At this time, as shown in FIG. 10A, the open end 33 of the lock pin release oil passage 12d is partially closed by the shoe 11a. On the other hand, the remaining opening 33a is not blocked by the shoe 11a and communicates with the lock pin release hydraulic chamber 17c.
　また、図１０Ｂに示すように、進角油路１２ｂの開口端３１においては、その一部の開口部が、シュー１１ａによって塞がれている。一方、その残りの開口部３１ａは、シュー１１ａによって塞がれておらず、進角油圧室１７ａと連通している。 Further, as shown in FIG. 10B, the open end 31 of the advance oil passage 12b is partially closed by the shoe 11a. On the other hand, the remaining opening 31a is not blocked by the shoe 11a and communicates with the advance hydraulic chamber 17a.
　そして、開口部３３ａの開口面積は、開口部３１ａの開口面積よりも広くなっている。このため、ケース１１に対してロータ１２を進角方向に相対回転させるときには、ロックピン解除油圧室１７ｃの油圧は、必ず、進角油圧室１７ａの油圧よりも先に上昇する。この結果、ロックピン１５は、プレート１３の係合孔１３ａから直ちに離脱して、ロータ１２に対するケース１１の規制を解除する。従って、バルブタイミング調整装置３０は、ロータ１２の始動性を向上させることができる。 The opening area of the opening 33a is wider than the opening area of the opening 31a. Therefore, when the rotor 12 is rotated relative to the case 11 in the advance direction, the hydraulic pressure in the lock pin release hydraulic chamber 17c always rises before the hydraulic pressure in the advance hydraulic chamber 17a. As a result, the lock pin 15 immediately disengages from the engagement hole 13 a of the plate 13 to release the restriction of the case 11 with respect to the rotor 12 . Therefore, the valve timing adjusting device 30 can improve the startability of the rotor 12 .
　なお、ロータ１２がロックピン１５によって最進角位置に固定され、遅角油路１２ｃの開口端、及び、遅角油路１２ｃとなるロックピン解除油路１２ｄの開口端３１が、ケース１１のシュー１１ａと対向する場合には、そのロックピン解除油路１２ｄの開口端３３における開口部３３ａの開口面積が、遅角油路１２ｃの開口端における開口部の開口面積よりも広くなる。 The rotor 12 is fixed at the most advanced position by the lock pin 15, and the open end of the retarded angle oil passage 12c and the open end 31 of the lock pin release oil passage 12d which becomes the retarded angle oil passage 12c are located on the case 11. When facing the shoe 11a, the opening area of the opening 33a at the open end 33 of the lock pin release oil passage 12d becomes larger than the opening area of the opening at the open end of the retard oil passage 12c.
　以上、実施の形態３に係るバルブタイミング調整装置３０は、ロックピン１５による相対回転規制時において、ロックピン解除油路１２ｄの開口端３３におけるケース１１によって塞がれていない開口部３３ａの開口面積は、進角油路１２ｂの開口端３１におけるケース１１によって塞がれていない開口部３１ａの開口面積よりも広い。
　また、実施の形態３に係るバルブタイミング調整装置３０は、ロックピン１５による相対回転規制時において、ロックピン解除油路１２ｄの開口端３３におけるケース１１によって塞がれていない開口部３３ａの開口面積は、遅角油路１２ｃの開口端におけるケース１１によって塞がれていない開口部の開口面積よりも広い。このため、バルブタイミング調整装置３０は、ロータ１２の始動性を向上させることができる。 As described above, in the valve timing adjusting device 30 according to the third embodiment, when the relative rotation is restricted by the lock pin 15, the opening area of the opening 33a at the opening end 33 of the lock pin release oil passage 12d that is not closed by the case 11 is is wider than the opening area of the opening 31a that is not blocked by the case 11 at the opening end 31 of the advance oil passage 12b.
Further, in the valve timing adjusting device 30 according to the third embodiment, when the relative rotation is restricted by the lock pin 15, the opening area of the opening 33a at the open end 33 of the lock pin release oil passage 12d, which is not blocked by the case 11, is is larger than the opening area of the opening that is not blocked by the case 11 at the opening end of the retard oil passage 12c. Therefore, the valve timing adjusting device 30 can improve the startability of the rotor 12 .
実施の形態４．
　実施の形態４に係るバルブタイミング調整システムについて、図１１を用いて説明する。なお、実施の形態１で説明した構成と同様の機能を有する構成については、同一の符号を付し、その説明を省略する。 Embodiment 4.
A valve timing adjustment system according to Embodiment 4 will be described with reference to FIG. It should be noted that configurations having functions similar to those of the configuration described in Embodiment 1 are denoted by the same reference numerals, and description thereof will be omitted.
　図１１は、実施の形態４に係るバルブタイミング調整システムの構成を示す縦断面図である。 FIG. 11 is a longitudinal sectional view showing the configuration of a valve timing adjusting system according to Embodiment 4. FIG.
　図１に示す実施の形態１に係るバルブタイミング調整システムは、バルブタイミング調整装置１０と、センタボルト６０に組み込まれたオイルコントロールバルブとを、一体にしたものである。これに対して、図１１に示す実施の形態４に係るバルブタイミング調整システムは、バルブタイミング調整装置１０と、オイルコントロールバルブ６０Ｂとを、別体としたものである。 The valve timing adjusting system according to Embodiment 1 shown in FIG. 1 is a system in which a valve timing adjusting device 10 and an oil control valve incorporated in a center bolt 60 are integrated. On the other hand, in the valve timing adjusting system according to the fourth embodiment shown in FIG. 11, the valve timing adjusting device 10 and the oil control valve 60B are separated.
　図１１に示すように、実施の形態４に係るバルブタイミング調整システムは、実施の形態１に係るバルブタイミング調整システムのセンタボルト６０に替えて、センタボルト６０Ａ及びオイルコントロールバルブ６０Ｂを備える構造となっている。 As shown in FIG. 11, the valve timing adjusting system according to the fourth embodiment has a structure including a center bolt 60A and an oil control valve 60B instead of the center bolt 60 of the valve timing adjusting system according to the first embodiment. ing.
　バルブタイミング調整装置１０のロータ１２は、センタボルト６０Ａによって、カムシャフト７０の一端に取り付けられている。センタボルト６０Ａは、ロータ１２の中心孔１２ｆを貫通している。 The rotor 12 of the valve timing adjusting device 10 is attached to one end of the camshaft 70 with a center bolt 60A. The center bolt 60A penetrates through the center hole 12f of the rotor 12. As shown in FIG.
　オイルコントロールバルブ６０Ｂは、カムシャフト７０と油圧循環装置８０との間に接続されている。このオイルコントロールバルブ６０Ｂは、油圧循環装置８０から供給された作動油の油圧の導入先を、バルブタイミング調整装置１０の進角油圧室１７ａ及び遅角油圧室１７ｂに切り替えるものである。オイルコントロールバルブ６０Ｂには、油圧循環装置８０の油圧供給通路８２及び油圧排出通路８３が接続されている。 The oil control valve 60B is connected between the camshaft 70 and the hydraulic circulation device 80. The oil control valve 60B switches the introduction destination of the hydraulic pressure of the working oil supplied from the hydraulic circulation device 80 to the advance hydraulic chamber 17a and the retard hydraulic chamber 17b of the valve timing adjusting device 10. FIG. A hydraulic supply passage 82 and a hydraulic discharge passage 83 of the hydraulic circulation device 80 are connected to the oil control valve 60B.
　また、オイルコントロールバルブ６０Ｂとカムシャフト７０とは、油圧通路９１，９２によって接続されている。油圧通路９１は、バルブタイミング調整装置１０の進角油圧室１７ａ及びロックピン解除油圧室１７ｃに対応するものである。油圧通路９２は、バルブタイミング調整装置１０の遅角油圧室１７ｂに対応するものである。オイルコントロールバルブ６０Ｂは、カムシャフト７０に対して、油圧通路９１，９２を介して、油圧を給排する。 Also, the oil control valve 60B and the camshaft 70 are connected by hydraulic passages 91 and 92. The hydraulic passage 91 corresponds to the advancing hydraulic chamber 17 a and the lock pin releasing hydraulic chamber 17 c of the valve timing adjusting device 10 . The hydraulic passage 92 corresponds to the retard hydraulic chamber 17 b of the valve timing adjusting device 10 . The oil control valve 60B supplies and discharges hydraulic pressure to and from the camshaft 70 through hydraulic passages 91 and 92 .
　カムシャフト７０は、油圧通路７１，７２を有している。油圧通路７１は、油圧通路９１と接続している。このため、油圧通路７１は、進角油圧室１７ａ及びロックピン解除油圧室１７ｃに対して油圧を給排する。油圧通路７２は、油圧通路９２と接続している。このため、油圧通路７２は、遅角油圧室１７ｂに対して油圧を給排する。 The camshaft 70 has hydraulic passages 71 and 72 . The hydraulic passage 71 is connected with the hydraulic passage 91 . Therefore, the hydraulic passage 71 supplies and discharges hydraulic pressure to and from the advance hydraulic chamber 17a and the lock pin release hydraulic chamber 17c. The hydraulic passage 72 is connected with the hydraulic passage 92 . Therefore, the hydraulic passage 72 supplies and discharges hydraulic pressure to and from the retard hydraulic chamber 17b.
　なお、上述した実施の形態４に係るバルブタイミング調整システムは、実施の形態１に係るバルブタイミング調整装置１０を適用しているが、実施の形態２に係るバルブタイミング調整装置２０又は実施の形態３に係るバルブタイミング調整装置３０を適用しても良い。 The valve timing adjustment system according to the fourth embodiment described above uses the valve timing adjustment device 10 according to the first embodiment, but the valve timing adjustment device 20 according to the second embodiment or the third embodiment is applied. You may apply the valve timing adjustment apparatus 30 which concerns on.
　以上、実施の形態４に係るバルブタイミング調整システムは、バルブタイミング調整装置１０，２０，３０のうち、いずれか１つのバルブタイミング装置を備えることで、ロータ１２が回転し始めたときに、油圧の供給によって体積が増加した進角油圧室１７ａ又は遅角油圧室１７ｂの油圧が、ばね１６の付勢力を下回ることにより、ロックピン１５がプレート１３に接触することを防止することができる。 As described above, the valve timing adjustment system according to the fourth embodiment includes any one of the valve timing adjustment devices 10, 20, and 30, so that when the rotor 12 starts to rotate, the hydraulic pressure The hydraulic pressure in the advance hydraulic chamber 17 a or the retard hydraulic chamber 17 b , whose volume is increased by the supply, falls below the biasing force of the spring 16 , thereby preventing the lock pin 15 from contacting the plate 13 .
　なお、本開示はその開示の範囲内において、各実施の形態の自由な組み合わせ、あるいは各実施の形態の任意の構成要素の変形、もしくは各実施の形態において任意の構成要素の省略が可能である。 In addition, within the scope of the disclosure, the present disclosure can freely combine each embodiment, modify any component of each embodiment, or omit any component in each embodiment. .
　本開示に係るバルブタイミング調整装置は、ロックピン解除油路の径を、進角油路の径及び遅角油路の径よりも大きくすることで、ロックピンがプレートに接触することを防止することができ、バルブタイミング調整装置等に用いるのに適している。 The valve timing adjusting device according to the present disclosure prevents the lock pin from contacting the plate by making the diameter of the lock pin release oil passage larger than the diameter of the advance oil passage and the diameter of the retard oil passage. It is suitable for use in valve timing adjusting devices and the like.
　１０，１０Ａ，２０，３０　バルブタイミング調整装置、１１　ケース、１１ａ　シュー、１１ｂ　スプロケット、１２　ロータ、１２ａ　ベーン、１２ｂ　進角油路、１２ｃ　遅角油路、１２ｄ　ロックピン解除油路、１２ｅ　収納孔、１２ｆ　中心孔、１３，１４　プレート、１３ａ　係合孔、１５　ロックピン、１６　ばね、１７ａ　進角油圧室、１７ｂ　遅角油圧室、１７ｃ　ロックピン解除油圧室、３１，３３　開口端、３１ａ，３３ａ　開口部、４０　ボルト、６０，６０Ａ　センタボルト、６０Ｂ　オイルコントロールバルブ、６１　油圧導入孔、６２　油圧排出孔、６３，６４油圧通路、７０　カムシャフト、７１，７２　油圧通路、８０　油圧循環装置、８１　オイルパン、８２，８３　油圧供給通路、８４　オイルポンプ、８５　オイルフィルタ、９１，９２　油圧通路。 10, 10A, 20, 30 valve timing adjuster, 11 case, 11a shoe, 11b sprocket, 12 rotor, 12a vane, 12b advance oil passage, 12c retard oil passage, 12d lock pin release oil passage, 12e storage hole, 12f center hole, 13, 14 plate, 13a engagement hole, 15 lock pin, 16 spring, 17a advance hydraulic chamber, 17b retard hydraulic chamber, 17c lock pin release hydraulic chamber, 31, 33 opening ends, 31a, 33a opening part, 40 bolt, 60, 60A center bolt, 60B oil control valve, 61 hydraulic introduction hole, 62 hydraulic discharge hole, 63, 64 hydraulic passage, 70 camshaft, 71, 72 hydraulic passage, 80 hydraulic circulation device, 81 oil pan , 82, 83 hydraulic supply passage, 84 oil pump, 85 oil filter, 91, 92 hydraulic passage.

Claims (3)

  1. 　エンジンのクランクシャフトの回転力が伝達されて回転するケースと、
    　前記エンジンのカムシャフトと一体に回転すると共に、前記ケースと同軸上に配置され、当該ケースに対して相対回転するロータと、
    　前記ロータに設けられ、前記ケースと前記ロータとの相対回転を規制するロックピンを、規制位置と規制解除位置との間で移動可能に収納する収納孔と、
    　前記ケースと前記ロータとの間に形成される進角油圧室に対して、油圧を給排する進角油路と、
    　前記ケースと前記ロータとの間に形成される遅角油圧室に対して、油圧を給排する遅角油路と、
    　前記ケースと前記ロータとの間に形成され、且つ、前記収納孔に連通するロックピン解除油圧室に対して、油圧を供給するロックピン解除油路とを備え、
    　前記ロックピン解除油路の径は、前記進角油路の径及び前記遅角油路の径よりも大きい
    　ことを特徴とするバルブタイミング調整装置。     a case that rotates by transmitting the rotational force of the crankshaft of the engine;
    a rotor that rotates integrally with the camshaft of the engine, is arranged coaxially with the case, and rotates relative to the case;
    an accommodation hole provided in the rotor for accommodating a lock pin that restricts relative rotation between the case and the rotor so as to be movable between a restriction position and a restriction release position;
    an advance oil passage for supplying and discharging hydraulic pressure to and from an advance hydraulic chamber formed between the case and the rotor;
    a retard oil passage for supplying and discharging hydraulic pressure to and from a retard hydraulic chamber formed between the case and the rotor;
    a lock pin release hydraulic passage that is formed between the case and the rotor and that supplies hydraulic pressure to a lock pin release hydraulic chamber that communicates with the housing hole;
    A valve timing adjusting device, wherein the diameter of the lock pin release oil passage is larger than the diameter of the advance oil passage and the diameter of the retard oil passage.
  2. 　前記ロックピン解除油路の径は、前記進角油路の径及び前記遅角油路の径の１．５～１．７５倍である
    　ことを特徴とする請求項１記載のバルブタイミング調整装置。     The valve timing adjusting device according to claim 1, wherein the diameter of the lock pin release oil passage is 1.5 to 1.75 times the diameter of the advance oil passage and the diameter of the retard oil passage. .
  3. 　前記ロックピンによる相対回転規制時において、前記ロックピン解除油路の開口端における前記ケースによって塞がれていない開口部の開口面積は、前記進角油路又は前記遅角油路の開口端における前記ケースによって塞がれていない開口部の開口面積よりも広い
    　ことを特徴とする請求項１記載のバルブタイミング調整装置。     When the relative rotation is restricted by the lock pin, the opening area of the opening that is not blocked by the case at the open end of the lock pin release oil passage is equal to the opening end of the advance oil passage or the retard oil passage. 2. The valve timing adjusting device according to claim 1, wherein the opening area is larger than that of the opening that is not closed by the case.
PCT/JP2021/033228 2021-09-10 2021-09-10 Valve timing adjustment device WO2023037483A1 (en)

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Citations (6)

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US20050188933A1 (en) * 2004-02-27 2005-09-01 Lipke Thomas L. Locking pin mechanism for a vane-type cam phaser
US20130000578A1 (en) * 2011-01-04 2013-01-03 Hilite Germany Gmbh Valve timing control apparatus and method
JP2013160095A (en) * 2012-02-02 2013-08-19 Aisin Seiki Co Ltd Valve opening/closing timing control device
JP2018091226A (en) * 2016-12-02 2018-06-14 アイシン精機株式会社 Valve opening/closing timing controller
JP2018159346A (en) * 2017-03-23 2018-10-11 アイシン精機株式会社 Valve opening/closing timing control device
JP2020186662A (en) * 2019-05-13 2020-11-19 日立オートモティブシステムズ株式会社 Valve timing control device for internal combustion engine

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20050188933A1 (en) * 2004-02-27 2005-09-01 Lipke Thomas L. Locking pin mechanism for a vane-type cam phaser
US20130000578A1 (en) * 2011-01-04 2013-01-03 Hilite Germany Gmbh Valve timing control apparatus and method
JP2013160095A (en) * 2012-02-02 2013-08-19 Aisin Seiki Co Ltd Valve opening/closing timing control device
JP2018091226A (en) * 2016-12-02 2018-06-14 アイシン精機株式会社 Valve opening/closing timing controller
JP2018159346A (en) * 2017-03-23 2018-10-11 アイシン精機株式会社 Valve opening/closing timing control device
JP2020186662A (en) * 2019-05-13 2020-11-19 日立オートモティブシステムズ株式会社 Valve timing control device for internal combustion engine

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