JP2018059415A - Hydraulic control valve and valve timing control device of internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hydraulic control valve capable of suppressing generation of a clearance between an inner peripheral face of a sleeve and an outer peripheral face of a valve body in thermal expansion.SOLUTION: A sleeve 52 is provided with a retarding passage hole 64a and an advancing passage hole 64b penetrating therethrough to be communicated to retarding and advancing ports 18a, 19a penetrating a cylindrical shaft portion and introduction ports 57, 58, and has a communication groove 65 axially formed on an inner peripheral face to be communicated to any of the ports. The sleeve is composed of halved division portions 52a, 52b divided into two in a radial direction, composed of a synthetic resin material having a linear expansion coefficient larger than a valve body 50 and a rotor portion 15a composed of iron-based metal, and opposed division end faces 67a, 68a, 67b, 68b of the division portions have inclination angles of about 45° to a reference line P in a tangential direction of the sleeve.SELECTED DRAWING: Figure 6

Description

  The present invention relates to a hydraulic control valve and a valve timing control device for an internal combustion engine.

  For example, various hydraulic control valves used in a valve timing control device for an internal combustion engine have been conventionally provided, and one of them is described in Patent Document 1 below.

  This hydraulic control valve includes a cylindrical valve body that functions as a cam bolt that fixes a vane rotor to one axial end of a camshaft, a spool valve that is slidably provided inside the valve body, and an outer periphery of the valve body. And a cylindrical sleeve fitted and fixed to the surface.

  The sleeve is formed of a synthetic resin material, and is divided into two halves from the radial direction, and is formed in a cylindrical shape by abutting both divided portions on the outer peripheral surface side of the valve body from the radial direction. Yes.

  The sleeve has a retard passage hole and an advance passage hole communicating with the retard hydraulic chamber and the advance hydraulic chamber of the valve timing control device, respectively, penetrating along the radial direction. Four communication grooves communicating with the four reintroduction ports are formed along the axial direction.

Japanese Patent Laid-Open No. 2006-35291

  However, in the hydraulic control valve described in the publication, the sleeve, the vane rotor, and the valve body are formed of materials having different linear expansion coefficients. When these are exposed to high heat during engine driving, a relatively large clearance is generated between the inner peripheral surface of the sleeve and the outer peripheral surface of the valve body as the sleeve expands in the radial direction, and the above-mentioned communication is performed. There is a possibility that the hydraulic oil flowing into the groove or the like leaks to the outside through the clearance.

  An object of the present invention is to provide a hydraulic control valve capable of suppressing the generation of a clearance between an inner peripheral surface of a sleeve and an outer peripheral surface of a valve body during thermal expansion.

  The present invention is a hydraulic control valve in which a valve body is inserted and held in an insertion hole of a holding member via a sleeve, and the sleeve is formed of a material having a larger linear expansion coefficient than the valve body and the holding member. And a pair of opposed divided end faces divided from the radial direction, and the divided end faces are formed to be inclined with respect to a reference line in the tangential direction of the sleeve.

  According to the present invention, it is possible to suppress the occurrence of a clearance between the inner peripheral surface of the sleeve and the outer peripheral surface of the valve body during thermal expansion.

1 is an overall configuration diagram showing a cross section of a valve timing control apparatus to which a hydraulic control valve according to the present invention is applied. It is a front view which shows the state by which the vane rotor provided to this embodiment was hold | maintained in the rotation position of the intermediate phase. It is a longitudinal cross-sectional view of each component parts, such as a valve body of the electromagnetic switching valve provided for this embodiment. It is a perspective view which decomposes | disassembles and shows the valve body and sleeve of the electromagnetic switching valve with which this embodiment is provided. It is a perspective view of each division part of the sleeve provided for this embodiment. It is a front view which shows the state which connected each division | segmentation part of the sleeve provided for this embodiment. It is a front view which shows the state which inserted and arrange | positioned the sleeve provided for this embodiment between the valve body and the rotor part. It is a top view of the valve body provided for this embodiment. 8 is a cross-sectional view taken along line AA in FIG. 8, B is a cross-sectional view taken along line BB in FIG. 8, and C is a cross-sectional view taken along line CC in FIG. It is a right view of the valve body provided to this embodiment. 10 is a longitudinal sectional view on the valve body side showing a state where the spool valve of the electromagnetic switching valve provided in the present embodiment has moved to the maximum rightward position, where A is a sectional view taken along the line DD of FIG. FIG. 10 is a sectional view taken along line EE of FIG. 10 is a longitudinal sectional view on the valve body side showing a state in which the spool valve of the electromagnetic switching valve provided in the present embodiment has moved to the intermediate position in the axial direction, where A is a sectional view taken along the line DD in FIG. FIG. 10 is a sectional view taken along line EE of FIG. 10 is a longitudinal sectional view on the valve body side showing a state in which the spool valve of the electromagnetic switching valve provided in the present embodiment has moved to the maximum leftward position, where A is a sectional view taken along the line DD of FIG. FIG. 10 is a sectional view taken along line EE of FIG.

  Hereinafter, an embodiment in which a hydraulic control valve according to the present invention is applied to a valve timing control device for an internal combustion engine will be described with reference to the drawings.

  FIG. 1 is an overall configuration diagram showing a valve timing control device to which a hydraulic control valve according to the present invention is applied, and FIG. 2 shows a state in which a vane rotor provided in this embodiment is held at a rotational position of an intermediate phase. FIG. 3 is a longitudinal sectional view of each component such as a valve body of an electromagnetic switching valve used in the present embodiment, FIG. 4 is an exploded perspective view showing the valve body and sleeve of the electromagnetic switching valve, and FIG. 5 is a perspective view of a sleeve provided in the present embodiment.

  As shown in FIGS. 1 and 2, the valve timing control device is disposed along a sprocket 1 that is a driving rotary body that is rotationally driven by a crankshaft of an engine via a timing chain (not shown), and in the longitudinal direction of the engine. The camshaft 2 on the intake side provided so as to be relatively rotatable with respect to the sprocket 1, and disposed between the sprocket 1 and the camshaft 2 to convert the relative rotational phases of the two and 1. A phase change mechanism; a lock mechanism that locks the phase change mechanism at the most retarded phase position; and a hydraulic circuit that operates the phase change mechanism and the lock mechanism independently of each other. .

  The sprocket 1 is formed as a substantially thick disk, has a gear portion 1a around which the timing chain is wound, and is configured as a rear cover that closes a rear end opening of a housing described later. A support hole 1b through which the one end 2a of the camshaft 2 is rotatably supported is formed in the center.

  The camshaft 2 is rotatably supported by the cylinder head 01 via a plurality of cam bearings 02. On the outer peripheral surface of the camshaft 2, a plurality of egg-shaped rotary cams for opening an intake valve, which is an unillustrated engine valve, are integrally provided at an axial position. A bolt hole 6 into which a valve body 50, which will be described later, is screwed is formed in the direction of the internal rotation axis of the one end portion 2a of the camshaft 2.

  The bolt hole 6 is provided along the internal axial direction from the distal end side of the one end 2a. The bolt hole 6 is formed in a step-reduced diameter shape from the opened front end side toward the inner bottom portion, and the diameter of the female screw portion 6a having a uniform diameter on the front end side is reduced from the rear end of the female screw portion 6a inward. And a stepped portion 6b formed in a tapered shape. A hydraulic passage introduction chamber 6c into which hydraulic pressure pumped from an oil pump 20 described later is introduced is formed inside the reduced diameter step portion 6b.

  As shown in FIGS. 1 and 2, the phase change mechanism 3 includes a housing 7 that is integrally provided on the sprocket 1 from the axial direction, and an axial end of the camshaft 2 at one end 2 a via a valve body 50 described later. Are fixed to the vane rotor 9 that is a driven rotating body that is rotatably accommodated in the housing 7, and four shoes 10 that are provided on the inner peripheral surface of the housing main body 7 a, which will be described later, and the working chamber inside the housing 7. And a retard hydraulic chamber 11 and an advance hydraulic chamber 12 which are a retard working chamber and an advance working chamber, respectively, separated by the vane rotor 9.

  The housing 7 is a cylindrical housing body 7a integrally formed of sintered metal obtained by sintering metal dust, a front cover 13 formed by press molding and closing the front end opening of the housing body 7a, The sprocket 1 is a rear cover that closes the rear end opening. The housing body 7a, the front cover 13, and the sprocket 1 are coupled and fixed by four bolts 14 that pass through the bolt insertion holes 10a of the shoes 10. The front cover 13 has a relatively large-diameter insertion hole 13a formed through the center thereof, and seals the inside of each hydraulic chamber 11, 12 with the outer peripheral side inner peripheral surface of the insertion hole 13a.

  The vane rotor 9 is integrally formed of a sintered metal material, and a rotor portion 15 that is a holding member fixed to the one end portion 2a of the camshaft 2 by a valve body 50, and a circumferential direction on the outer peripheral surface of the rotor portion 15 It consists of four vanes 16a to 16d projecting radially at approximately 90 ° equidistant positions.

  The rotor portion 15 is formed in a relatively large-diameter cylindrical shape, and an insertion hole 15a that is continuous in the axial direction with the female thread portion 6a of the camshaft 2 is formed through the central inner axial direction. Further, the rotor portion 15 is in contact with the distal end surface of the one end portion 2 a of the camshaft 2 at the rear end surface.

  On the other hand, each of the vanes 16a to 16d is formed to have a relatively short protruding length, and each vane 16a to 16d is disposed between the shoes 10, and the circumferential width is set to be substantially the same to be thick. It is formed in a plate shape. Seal members 17a and 17b for sealing between the inner peripheral surface of the housing body 7a and the outer peripheral surface of the rotor portion 15 are provided on the outer peripheral surfaces of the vanes 16a to 16d and the tips of the shoes 10, respectively.

  When the vane rotor 9 rotates relative to the retard side, as shown by the alternate long and short dash line in FIG. 2, the vane rotor 9 is brought into contact with the protruding surface 10 b formed on the opposite side surface of the one shoe 10 that faces one side surface of the first vane 16 a. The rotational position on the maximum retarding angle side is regulated by contact. In addition, as shown by a two-dot chain line in FIG. 2, when the relative rotation is performed toward the advance angle side, the other side surface of the first vane 16a is in contact with the opposite side surface 10c of the other shoe 10 and the maximum advance angle side rotation is performed. The position is regulated.

  At this time, the other vanes 16b to 16d are in a separated state without coming into contact with the facing surfaces of the shoes 10 whose side surfaces face each other in the circumferential direction. Therefore, the contact accuracy between the vane rotor 9 and the shoe 10 is improved, and the supply speed of hydraulic pressure to each of the hydraulic chambers 11 and 12 to be described later is increased, and the forward / reverse rotation response of the vane rotor 9 is increased.

  The retard hydraulic chambers 11 and the advance hydraulic chambers 12 described above are formed between both side surfaces of the vanes 16a to 16d in the forward and reverse rotation direction and both side surfaces of the shoes 10, respectively. The angle hydraulic chamber 11 and each advance hydraulic chamber 12 are respectively connected to a hydraulic circuit 5 described later via a retard side communication passage 11a and an advance side communication passage 12a formed substantially radially inside the rotor portion 15. Communicate.

  The lock mechanism 4 holds the vane rotor 9 at the most retarded rotational position (the one-dot chain line position in FIG. 2) with respect to the housing 7.

  That is, as shown in FIGS. 1 and 2, the lock mechanism 4 includes a lock hole component 1c (described only in FIG. 1) that is press-fitted and fixed at a predetermined position on the inner peripheral side of the sprocket 1, and the lock hole configuration. A locking hole 24 formed in the portion 1c and a sliding hole 27 formed in the inner axial direction of the first vane 16a of the vane rotor 9 are provided so as to be able to move forward and backward. 24, a coil spring 26 that urges the lock pin 25 toward the lock hole 24, and a lock spring 25 that is formed inside the lock hole 24 and that is supplied with hydraulic pressure. 26, which is mainly composed of a release pressure receiving chamber (not shown) for releasing the engagement by retreating each lock hole 24 against the spring force of 26, and a lock passage for supplying hydraulic pressure to the release pressure receiving chamber. There.

  The lock hole 24 is formed in a circular shape sufficiently larger than the outer diameter of the small-diameter tip portion 25a of the lock pin 25, and the rotational position of the innermost surface of the sprocket 1 on the most retarded angle side of the vane rotor 9 It is formed in the position corresponding to.

  The lock pin 25 receives the hydraulic pressure supplied to the release pressure receiving chamber on the pressure receiving surface of the front end portion 25a and moves backward to come out of the lock hole 24 to be unlocked, and the coil spring provided at the rear end side The tip portion 25 a is engaged with the inside of the lock hole 24 by the spring force of 26 to lock the vane rotor 9 with respect to the housing 7.

  As shown in FIGS. 1 and 2, the hydraulic circuit 5 includes a retard passage 18 that supplies and discharges hydraulic pressure to and from each retard hydraulic chamber 11 through a retard communication passage 11 a, and each advance hydraulic chamber 12. The advance passage 19 for supplying and discharging the hydraulic pressure via the advance side communication passage 12a, the lock passage for supplying and discharging the hydraulic pressure to the release pressure receiving chamber, and the respective retard and advance passages 18, 19 An oil pump 20 that selectively supplies hydraulic oil and a single electromagnetic switching valve 21 that is a hydraulic control valve that switches between the retard passage 18 and the advance passage 19 according to the engine operating state. ing.

  One end of each of the retard passage 18 and the advance passage 19 is connected to a retard and advance passage holes 64a and 64b of a sleeve 52, which will be described later, of the electromagnetic switching valve 21. On the other hand, the other end communicates with the retard hydraulic chamber 11 and each advance hydraulic chamber 12 via the retard and advance communication passages 11a and 12a.

  The lock passage communicates with the retard passage 18 so that the hydraulic pressure supplied to and discharged from the retard hydraulic chamber 11 is supplied to and discharged from the release pressure receiving chamber.

  The oil pump 20 is a general one such as a trochoid pump that is rotationally driven by an engine crankshaft, and hydraulic oil sucked from the oil pan 23 through the suction passage 20b by rotation of the outer and inner rotors. It is discharged through the discharge passage 20a. A part of the discharged hydraulic oil is supplied from the main oil gallery M / G to each sliding portion of the internal combustion engine, and the other is supplied to the electromagnetic switching valve 21 side. . In addition, a filtration filter (not shown) is provided on the downstream side of the discharge passage 20a, and excess hydraulic oil discharged from the discharge passage 20a is returned to the oil pan 23 through the drain passage 22 to be appropriate. A non-illustrated flow rate control valve for controlling the flow rate is provided.

  As shown in FIGS. 1 and 3, the electromagnetic switching valve 21 is a three-port, three-position proportional valve, and is slidable in a cylindrical valve body 50 and in the internal axis direction of the valve body 50. A cylindrical spool valve 51 provided; a cylindrical sleeve 52 held in a fitted state on the outer peripheral surface of the valve body 50; a drain plug 53 integrally press-fitted and fixed to the tip of the spool valve 51; A valve spring 54, which is a biasing member that is elastically mounted between the drain plug 53 and an annular step surface formed inside the valve body 50 and biases the spool valve 51 in the right direction in FIG. And a solenoid portion 55 as an electromagnetic actuator which is provided at one end portion of the valve body 50 and moves the spool valve 51 in the left direction in the drawing against the spring force of the valve spring 54. , It is composed mainly from.

  The valve body 50 is formed of, for example, a metal material such as iron, and functions as a cam bolt as described above. As shown in FIGS. 1, 3, and 8, the head 50 a on the solenoid unit 55 side, A cylindrical shaft portion 50b, which is a peripheral wall extending in the axial direction from the base portion of the head portion 50a, is formed on the distal end side of the cylindrical shaft portion 50b, and is screwed into the female screw hole 2b of the camshaft 2 on the outer peripheral surface. It is mainly composed of a large-diameter cylindrical portion 50c in which a male screw portion 50d is formed and a sliding hole 50e formed in the internal axial direction from the distal end surface side of the head portion 50a.

  The head portion 50a is formed with a hexagonal portion on the outer periphery to which a tightening jig such as a spanner can be fitted, and on the inner peripheral surface of the large-diameter groove portion formed on the inner tip side, on the solenoid portion 55 side of the spool valve 51. An annular stopper 56 that restricts the maximum sliding position is press-fitted and fixed.

  As shown in FIGS. 9A to 9C, the cylindrical shaft portion 50b is arranged on the peripheral wall sequentially from the male screw portion 50d side to the head portion 50a side, the introduction port 57, the advance port 19a, the reintroduction port 58, and the delay port. Four corner ports 18a are formed penetrating along the cross-radial direction, and four each are provided. Although there is no specific description about the introduction port 57 in FIG. 9, it is formed in the cross-radial direction like the other ports.

  As shown in FIG. 3, the cylindrical shaft portion 50b has a pair of fitting holes 50f and 50g for positioning the sleeve 52 with respect to the valve body 50 on the outer peripheral surface in the vicinity of the retard port 18a. It is provided along the radial direction at a position of °.

  The large-diameter cylindrical portion 50c is formed therein with an introduction passage 59 communicating with the hydraulic introduction chamber 6c of the camshaft 2 from the axial direction, and the hydraulic pressure fed from the discharge passage 20a of the oil pump 20 is passed through the hydraulic introduction chamber 6c. Then, it is supplied to the introduction passage 59. The introduction passage 59 is formed in a stepped diameter shape, and the introduction ports 57 communicate with the inside small diameter portion 59a.

  As shown in FIG. 3, the spool valve 51 has a drain passage 60 penetratingly formed in the inner axial direction, and two cylindrical land portions (valves) on one end side in the axial direction on the outer peripheral small diameter portion 59a side. A first land portion 51a and a second land portion 51b are formed. Further, between the land portions 51a and 51b, there is a groove groove 61 communicating with each retard port 18a, each advance port 19a and each reintroduction port 58 as appropriate according to the sliding position of the spool valve 51. Is formed. A discharge passage 62 is formed along the axial direction on the outer peripheral surface between the second land portion 51b and the drain plug 53. Further, a drain hole 63 communicating with the discharge passage 62 and the drain passage 60 is formed through the circumferential wall on the opposite side to the both land portions 51a and 51b of the spool valve 51 along the radial direction.

  As shown in FIGS. 1 and 3, the drain plug 53 is formed in a substantially bottomed cylindrical shape from the same metal material as the spool valve 51, and is press-fitted from the axial direction so as to fit the one end opening 51 c of the spool valve 51. It is fixed. In addition, a flange portion 53 a that elastically holds one end portion of the valve spring 54 is integrally provided on the outer periphery of the one end portion on the spool valve 51 side. Further, the drain plug 53 is formed with a drain chamber 66 communicating with the drain passage 60 from the axial direction in the inner axial direction. In addition, a pair of opening holes 66a communicating with the drain chamber 66 and the outside are formed through the peripheral wall of the tip portion along the radial direction.

  The flange portion 53 a abuts against the inner peripheral portion of the stopper 56 from the axial direction by the urging force of the valve spring 54, and regulates the maximum outward movement position of the spool valve 51.

  The sleeve 52 is formed of a synthetic resin material having a larger linear expansion coefficient than that of the iron-based metal rotor portion 15 and the valve body 50. As shown in FIGS. 4 and 5, the sleeve 52 is divided into two halves from the radial direction, and the divided portions 52a and 52b that face each other in the circumferential direction face each other. Each inner peripheral surface is held in a fitted state on the outer peripheral surface of the cylindrical shaft portion 50b of the valve body 50 with the end surfaces 67a, 68a and 67b, 68b butted from the radial direction. As shown in FIGS. 1 and 7, the sleeve 52 is in close contact with the inner peripheral surface of the insertion hole 15 a of the rotor portion 15 in a state where the sleeve 52 is fitted to the outer peripheral surface of the cylindrical shaft portion 50 b of the valve body 50. Inserted into state.

  Each of the pair of split end faces 67a to 68b is formed at a symmetrical position on the diametrical line of the sleeve 52, and is inclined in the same direction at the same inclination angle. That is, as shown in FIG. 6, the divided end faces 67 a to 68 b are formed at an angle of about 45 ° (θ) with the tangential direction of the sleeve 52 as the reference line P, and the respective butted surfaces are formed substantially in parallel. Has been.

  Accordingly, when the divided portions 52a and 52b are pressed inward from the outer circumferential direction, for example, as indicated by arrows in FIG. 6, the divided end surfaces 67a to 68b slide in the radial direction while sliding against each other. Deformable. As a result of this deformation movement in the diameter reducing direction, each tip portion slightly protrudes inward and outward as indicated by a one-dot chain line in the figure.

  Further, the split portions 52a and 52b of the sleeve 52 are provided with projections 52c and 52d at substantially the center position in the circumferential direction of the inner peripheral surface. The protrusions 52c and 52d are fitted in the fitting holes 50f and 50g of the cylindrical shaft portion 50b, thereby positioning the divided portions 52a and 2b with respect to the valve body 50 in the rotational direction and the axial direction. ing.

  Further, the sleeve 52 has a retard passage hole 64a and an advance passage hole 64b, which are communication holes, at positions corresponding to the retard port 18a and the advance port 19a of the valve body 50, that is, positions superimposed on these. It is formed through. In the sleeve 52, four communication grooves 65, which are communication paths communicating with the four reintroduction ports 58, are formed along the axial direction on the inner peripheral surfaces of the two divided portions 52a and 52b.

  Each communication groove 65 forms a communication path between the inner peripheral surface and the outer peripheral surface of the cylindrical shaft portion 50 b of the valve body 50. Further, each communication groove 65 extends along the axial direction from the outer end portion 65a on the large-diameter cylindrical portion 50c side of the valve body 50 of each divided portion 52a, 52b. The inner end portion 65b extends to a position where it overlaps the reintroduction port 58, and the outer end portion 65a extends to the introduction port 57 between the inner peripheral surface of the female screw portion 6a of the bolt hole 6 of the camshaft 2. It always communicates through the passage.

  The divided end faces 67a to 68b are formed at positions avoiding the retard passage hole 64a, the advance passage hole 64b, the reintroduction port 58, and the communication groove 65.

  As shown in FIG. 1, the solenoid portion 55 is accommodated and held in a solenoid casing 71 fixed to a chain cover (not shown) by a bolt via a bracket 70, and inside the solenoid casing 71. The solenoid unit 55 includes a coil 72 that outputs a control current from an engine control unit (ECU) 37, a cylindrical fixed yoke 73 that is fixed to the inner peripheral side of the coil 72, and an interior of the fixed yoke 73. A movable plunger 74 slidably provided in the axial direction is formed integrally with the distal end portion of the movable plunger 74, and the distal end portion 75 a comes into contact with the distal end surface of the drain plug 53 from the axial direction so that the valve spring 54. The spool valve 51 is mainly composed of a drive rod 75 that presses the spool valve 51 in the left direction in FIG.

  The solenoid casing 71 is held in the holding hole of the chain cover by a seal ring 76, and a synthetic resin connector 77 having a terminal 78 electrically connected to the ECU 37 is attached to the rear end side. It has been.

  The solenoid unit 55 is configured to move the spool valve 51 to three positions in the front-rear axial direction by the relative pressure between the control current of the ECU 37 and the valve spring 54. In accordance with this movement position, the spool valve 51 communicates with the groove groove 61 and the discharge passage 62 of the spool valve 51, and the retardation port 18a and the advance port 19a corresponding in the radial direction. Alternatively, the open ends of the retard port 18a and the advance port 19a are closed by the land portions 51a and 51b to block communication.

  The introduction passage 59, the introduction port 57, the communication groove 65, and the reintroduction port 58 are always in communication at any sliding position of the spool valve 51. Therefore, the hydraulic pressure discharged from the oil pump 20 is introduced into the introduction passage 59. The re-introduction port 58 is always supplied through the introduction port 57 and the communication groove 65.

The ECU 37 is a cam in which an internal computer detects a current rotation phase of a crank angle sensor (engine speed detection), an air flow meter, an engine water temperature sensor, an engine temperature sensor, a throttle valve opening sensor, and a camshaft 2 (not shown). Information signals from various sensors such as angle sensors are input to detect the current engine operating state. Further, as described above, the ECU 37 outputs a control current (pulse signal) to the coil 72 of the electromagnetic switching valve 21 or controls the sliding position of the spool valve 51 by cutting off the energization to select each port. The switching is controlled in an automatic manner.
[Operation of this embodiment]
Hereinafter, a specific operation of the present embodiment will be described.

  First, for example, when the engine is stopped by turning off the ignition switch, the energization to the solenoid unit 55 from the ECU 37 is also cut off. Therefore, as shown in FIGS. It is held at the maximum rightward position by the spring force of the spring 54 (first position). At this time, each advance port 19a of the valve body 50 is opened by the first land portion 51a of the spool valve 51, and the drain passage 60 of the spool valve 51 is communicated. For this reason, the hydraulic oil in each advance hydraulic chamber 12 passes through each advance passage hole 64b of the sleeve 52, each advance port 19a of the valve body 50, and the spool valve 51, as indicated by broken line arrows in FIG. It passes through the drain passage 60, flows into the drain chamber 66 of the drain plug 53, and is discharged to the outside from each opening hole 66a. Thereby, the inside of each advance hydraulic chamber 12 becomes a low pressure.

  At the same time, as shown in FIGS. 11A and 11B, the spool valve 51 causes each retard port 18 a and each reintroduction port 58 to communicate with the groove groove 61. Therefore, in this state, each reintroduction port 58 and each communication groove 65, the introduction port 57, and the introduction passage 59 communicate with each other.

  Since the drive of the oil pump 20 is also stopped when the engine is stopped, no hydraulic pressure is supplied to the retarded and advanced hydraulic chambers 11 and 12. For this reason, the vane rotor 9 rotates relative to the sprocket 1 in the counterclockwise direction (the most retarded angle direction) as shown by the one-dot chain line in FIG. 2 due to the negative torque of the alternating torque acting on the camshaft 2. Therefore, the opening / closing timing of the intake valve is controlled to the most retarded phase.

  At this time, when the vane rotor 9 is held at the most retarded position, the lock pin 25 advances by the spring force of the coil spring 26 and engages with the lock hole 24. For this reason, the vane rotor 9 is locked to the housing 7.

  Next, when the engine is started by turning on the ignition switch, the oil pump 20 is also driven, and the hydraulic pressure discharged to the discharge passage 20a is changed to the introduction passage as shown by arrows in FIGS. 11A and 11B. 59 flows into the respective communication grooves 65 through the introduction port 57. From here, the hydraulic pressure is supplied from the reintroduction ports 58, the groove grooves 61, the retard ports 18a, and the retard passage holes 64a to the retard hydraulic chambers 11 through the retard passages 18. As a result, each retarded hydraulic chamber 11 is in a high pressure state. Accordingly, since the vane rotor 9 is maintained in the state of relative rotation to the most retarded position, the opening / closing timing of the intake valve is controlled to the retarded side, and thus the engine startability is improved.

  At this time, the same hydraulic pressure as that of the retarded hydraulic chamber 11 is supplied to the release pressure receiving chamber via the lock passage, but the hydraulic pressure in the release pressure receiving chamber does not increase at the initial stage of cranking. For this reason, the lock pin 25 enters the lock hole 24 and is locked. Thereby, flapping of the vane rotor 9 due to the alternating torque can be suppressed.

  Thereafter, when the hydraulic pressure supplied to the release pressure receiving chamber via the lock passage becomes high, the lock pin 25 is moved backward against the spring force of the coil spring 26 to release the lock state with the lock hole 24. As a result, the vane rotor 9 becomes free.

  At this time, the advance hydraulic chambers 12 are maintained in a low pressure state as described above.

  Next, for example, when the engine shifts from idling operation to steady operation, a predetermined amount of pulse current is supplied from the ECU 37 to the coil 72 of the solenoid unit 55. As a result, the spool valve 51 slightly moves in the left direction in the drawing against the spring force of the valve spring 54 as shown in FIGS. 12A and 12B by the pressing force of the drive rod 75 (second position). In this state, the retard port 18a and the advance port 19a are closed by the first and second land portions 51a, 51b. At the same time, each reintroduction port 58 is also communicated with the groove groove 61, but each land portion It will be in the state closed by 51a, 51b.

  For this reason, as shown in FIG. 12A, the retarded hydraulic chamber 11 and the advanced hydraulic chamber 12 do not discharge hydraulic oil from their interiors. At the same time, the hydraulic oil pumped from the oil pump 20 is also blocked from being supplied to the hydraulic chambers 11 and 12, as shown in FIG. 12B.

  As a result, the vane rotor 9 is held at an intermediate position between the most retarded angle and the most advanced angle, as shown by the solid line in FIG. Therefore, the opening / closing timing of the intake valve is controlled to an intermediate phase between the most retarded angle and the most advanced angle, so that the engine rotation can be stabilized during steady operation and the fuel consumption can be improved.

  Next, for example, when the engine shifts from a steady operation to a high rotation / high load region, a larger pulse current is supplied from the ECU 37 to the coil 72 of the solenoid unit 55, and the spool valve 51 is moved by the pressing force of the drive rod 75. As shown in FIGS. 13A and 13B, the valve spring 54 moves to the maximum left direction against the spring force (third position). As a result, the retard port 18a communicates with the discharge passage 62, and the reintroduction port 58 and the advance port 19a communicate with the groove groove 61, respectively.

  Therefore, the hydraulic pressure in each retarded hydraulic chamber 11 passes from the retarded passage hole 64a and the retarded port 18a through the discharge passage 62 to the drain holes 63 and the drain passages 60 as indicated by broken line arrows in FIG. 13A. It flows in and continuously enters the drain chamber 66. From here, it discharges | emits outside through each opening hole 66a. For this reason, the inside of each retarded hydraulic chamber 11 becomes a low pressure.

  On the other hand, as shown by the arrows in FIGS. 13A and 13B, the hydraulic oil pumped from the oil pump 20 is supplied to each advance hydraulic chamber 12 from the groove groove 61 to each advance port 19a and each advance passage hole 64b. It is supplied to each advance hydraulic chamber 12 via the advance passage 19. Accordingly, the pressure advance hydraulic chambers 12 have a high pressure.

  Therefore, the vane rotor 9 rotates in the clockwise direction and relatively rotates to the maximum advance angle side, as indicated by a two-dot chain line in FIG. As a result, the valve timing of the intake valve becomes the most advanced angle phase, the valve overlap of the exhaust valve increases, the intake charging efficiency increases, and the output torque of the engine can be improved.

  In the present embodiment, the sleeve 52 is disposed between the cylindrical shaft portion 50 b of the valve body 50 of the electromagnetic switching valve 21 and the insertion hole 15 a of the rotor portion 15. Therefore, when the engine temperature rises as the engine is driven, and the high heat is transmitted, the sleeve 52 tends to be deformed in the diameter increasing direction. At this time, due to the difference in linear expansion coefficient, the amount of thermal deformation of the cylindrical shaft portion 50b and the rotor portion 15 is smaller than the amount of thermal deformation of the sleeve 52. In other words, the deformation amount in the diameter increasing direction of the sleeve 52 is larger than the deformation amount in the diameter increasing direction of the cylindrical shaft portion 50 b and the rotor portion 15.

  Therefore, as shown in FIG. 7, in the sleeve 52, when the divided portions 52a and 52b are to be expanded in diameter, the outer peripheral surface comes into contact with the inner peripheral surface of the insertion hole 15a and the diameter is further increased. At the same time as deformation is restricted, a force in the direction of diameter reduction works. For this reason, as shown in FIGS. 6 and 7, each of the divided portions 52a and 52b slides between the divided end faces 67a and 68a and 67b and 68b facing each other in accordance with the reduced diameter deformation. The tip on each one end side protrudes outward, and the tip on each other end side slightly protrudes inward.

  As a result, the outer peripheral surfaces of the divided portions 52a and 52b are in close contact with the inner peripheral surface of the insertion hole 15a, and the inner peripheral surfaces 52e and 52f are also in close contact with the outer peripheral surface of the cylindrical shaft portion 50b. Accordingly, the inner opening end and the outer opening end of each retard and advance passage hole 64a, 64b are liquid-tightly sealed, and the inner opening of each communication groove 65 is also liquid-tightly sealed.

  In other words, each of the divided portions 52a and 52b is in liquid-tight contact with the occurrence of a clearance between each outer peripheral surface and the inner peripheral surface of the insertion hole 15a being suppressed. At the same time, the occurrence of a clearance between each inner peripheral surface and the outer peripheral surface of the cylindrical shaft portion 50b is also suppressed, and liquid-tight contact is made. As described above, each of the thermally expanded divided portions 52a and 52b sufficiently exhibits a sealing function between each outer peripheral surface and the inner peripheral surface of the insertion hole 15a and between each inner peripheral surface and the outer peripheral surface of the cylindrical shaft portion 50b. The

  Therefore, it is possible to effectively suppress the leakage of hydraulic oil from the communication grooves 65, the retards, and the advance passage holes 64a and 64b to the outside. As a result, the hydraulic oil can be efficiently supplied to and discharged from each of the retarded hydraulic chambers 11 and the advanced hydraulic chambers 12.

  In particular, since the inclined angle of each of the divided end faces 67a, 68a and 67b, 68b is formed to be about 45 °, the divided end faces 67a, 68a and 67b, 68b during the diameter-reducing deformation of the divided parts 52a, 52b. Good sliding performance. As a result, the inner peripheral surface and the outer peripheral surface of each of the divided portions 52a and 52b quickly come into close contact with the outer peripheral surface of the cylindrical shaft portion 50b and the inner peripheral surface of the insertion hole 15a, thereby effectively exerting a sealing action.

  In this embodiment, in order to ensure good slidability, the inclination angle θ of each of the divided end faces 67a to 68b is set to about 45 °. However, according to the experiment by the inventors of the present application, for example, about 30 It has been found that relatively good slidability can be obtained even in the angle range of from 45 to 45 °. Therefore, it is also possible to set within this angle range. The inclination angle of each of the divided end faces 67a to 68b is not necessarily limited to the range of 30 ° to 45 °, and may be equal to or less than this range.

  In the present embodiment, as described above, the ECU 37 controls the position of the spool valve 51 in the axial direction by energizing or shutting off the electromagnetic switching valve 21 with a predetermined energization amount according to the operating state of the engine. It is supposed to be. Thus, the phase change mechanism 3 and the lock mechanism 4 are controlled to control the camshaft 2 to the optimum relative rotational position with respect to the sprocket 1, so that the control accuracy of the opening / closing timing of the intake valve can be improved.

  Further, since the spool valve 51 is slidably provided in the valve body 50 and the sleeve 52 is fitted and held on the outer peripheral surface of the cylindrical shaft portion 50b of the valve body 50, the entire structure of the electromagnetic switching valve 21 is simplified. Can do. In addition, since the hydraulic circuit such as each passage hole and each port can be simplified, the manufacturing work efficiency can be improved and the manufacturing work cost can be reduced.

  Further, since the sleeve 52 is not provided inside the valve body 50 but simply fitted and held on the outer peripheral surface of the cylindrical shaft portion 50b of the valve body 50, the sleeve 52 is required to have high dimensional accuracy. Nothing will happen. Therefore, the manufacturing work cost can be reduced also in this respect.

  Moreover, since the sleeve 52 is not required to have high dimensional accuracy, it can be formed of a synthetic resin material, so that the weight of the electromagnetic switching valve 21 can be reduced.

  Further, since the two split portions 52a and 52b are positioned with respect to the valve body 50 by fitting the respective protrusions 52c and 52d provided in the fitting holes 50f and 50g of the valve body 50, respectively. Positioning work becomes easy.

  Further, the shortening of the axial length of the bolt hole 6 and the simplification of the longitudinal sectional shape facilitate the drilling operation of the camshaft 2.

  In the present embodiment, the single electromagnetic switching valve 21 performs two functions for controlling the hydraulic pressure to the retard hydraulic chamber 11 and the advanced hydraulic chamber 12 and controlling the hydraulic pressure to the release pressure receiving chamber. The degree of freedom of layout on the engine body can be improved and the cost can be reduced.

  Further, in this embodiment, the passage hole is closed and the vane rotor 9 is held at the intermediate phase position by the sliding position of the spool valve 51 of the electromagnetic switching valve 21, so that the holding performance is improved.

  The reference line P described above is a tangent to the outer peripheral surface of the sleeve 52 at the radially outer end of the sleeve 52 of each of the divided end surfaces 67a to 68b.

  In other words, each of the divided end faces 67 a to 68 b has an angle with respect to a radial line connecting the radially outer end of the sleeve 52 and the axis of the valve body 50. This angle excludes at least 90 °.

  The present invention is not limited to the configuration of the embodiment described above. For example, the sleeve 52 is not divided into two parts, but is cut at a predetermined position in the circumferential direction, and the pair of divided end faces are inclined. It is also possible to form the shape.

  In the above embodiment, the hydraulic control valve is applied to the valve timing control device. However, the hydraulic control valve can be applied to other devices such as a vehicle automatic transmission other than the valve timing control device. is there.

  In addition to the electromagnetic force of the solenoid portion 55, an oil pressure can be used as the actuator.

  Further, the valve timing control device can be applied not only to the intake side but also to the exhaust side.

  It is also possible to form the sleeve 52 by casting with a metal material such as an aluminum alloy material.

  As a valve timing control device for an internal combustion engine based on the embodiment described above, for example, the following modes can be considered.

In one aspect thereof, a cylindrical valve body in which a plurality of ports through which hydraulic oil flows in the radial direction of the peripheral wall is formed,
A spool valve provided inside the valve body so as to be slidable in the axial direction, and for switching the opening and closing of the plurality of ports according to the sliding position in the axial direction;
A communication hole that is disposed along the outer peripheral surface of the peripheral wall of the valve body, is formed in a radial direction so as to communicate with the plurality of ports, and is formed in any one of the plurality of ports formed in the axial direction of the inner peripheral surface. A cylindrical sleeve having a communicating groove that communicates;
With
A hydraulic control valve in which the valve body is inserted and held in an insertion hole of a holding member via the sleeve;
The sleeve is formed of a material having a linear expansion coefficient larger than that of the valve body and the holding member, and has a pair of divided end faces divided from the radial direction,
The divided end face is inclined with respect to a reference line in the tangential direction of the sleeve.

  As another preferred embodiment, the sleeve is formed in two in the radial direction, and each divided end surface of each divided portion is formed in two places in the radial direction of the sleeve.

  As another preferred embodiment, the sleeve is formed of a synthetic resin material.

  As another preferred embodiment, the valve body and the holding member are made of an iron-based metal material.

  As another preferred embodiment, the opposed divided end faces are formed at positions avoiding a plurality of communication holes and communication paths of the sleeve.

  As another preferred embodiment, the inclination angle of the opposed divided end faces is set to an angle range of about 30 ° to 45 ° with respect to a reference line in the tangential direction of the sleeve.

Yet another preferred embodiment is a driving rotating body in which a rotational force from a crankshaft is transmitted and an operation chamber is formed inside,
The camshaft is fixed to one end of the camshaft in the axial direction, and is rotatably accommodated in the drive rotator. The working chamber is divided into an advance working chamber and a retard working chamber, and operates in both working chambers. A driven rotator that rotates relative to the advance side or retard side with respect to the drive rotator by supplying and discharging oil; and
A hydraulic control valve that is inserted and held in an insertion hole provided in the driven rotating body, and controls supply and discharge of hydraulic oil pumped from an oil pump to and from the two working chambers;
An internal combustion engine valve timing control apparatus comprising:
The hydraulic control valve is
An internal hollow valve body in which a supply / discharge port through which hydraulic oil flows in the radial direction of the peripheral wall is formed,
A spool valve provided in the valve body so as to be slidable in the axial direction, and for switching the opening and closing of the supply / exhaust port according to the sliding position;
A communication hole that is disposed along the outer peripheral surface of the valve body, is formed to penetrate in the radial direction and communicates with the supply / discharge port, and is formed in the axial direction of the inner peripheral surface and communicates with any of the supply / discharge ports. A cylindrical sleeve having a communication groove;
With
The sleeve is formed of a material having a linear expansion coefficient larger than that of the driven rotating body and the valve body, and has a pair of divided end faces divided from the radial direction,
The divided end face is inclined with respect to a reference line in the tangential direction of the sleeve.

  As another preferred embodiment, the sleeve is formed in two in the radial direction, and each divided end surface of each divided portion is formed in two places in the radial direction of the sleeve.

  As another preferred embodiment, the sleeve is formed of a synthetic resin material.

  In another preferred embodiment, the valve timing control device for an internal combustion engine is characterized in that the valve body and the holding member are formed of the same ferrous metal material.

  As another preferred aspect, the opposed divided end faces are formed at positions avoiding the plurality of communication holes and communication paths of the sleeve.

  As another preferable aspect, the inclination angle of each of the divided end faces is set to an angle range of about 30 ° to 45 ° with respect to a reference line in the tangential direction of the sleeve.

  DESCRIPTION OF SYMBOLS 1 ... Sprocket, 2 ... Cam shaft, 2a ... One end part, 3 ... Phase change mechanism, 4 ... Lock mechanism, 5 ... Hydraulic circuit, 6 ... Bolt hole, 6a ... Female thread part, 6b ... Reduced diameter step part, 6c ... Hydraulic pressure Introduction chamber, 7 ... housing, 7a ... housing body, 9 ... vane rotor, 11 ... retarded hydraulic chamber, 12 ... advanced hydraulic chamber, 15 ... rotor portion (holding member), 15a ... insertion hole, 16a-16d ... vane, 18 ... retard angle passage, 19 ... advance angle passage, 18a ... retard angle port, 19a ... advance angle port, 20 ... oil pump, 20a ... discharge passage, 21 ... electromagnetic switching valve (hydraulic control valve), 37 ... control unit ( ECU), 50 ... Valve body (cam bolt), 50a ... Head, 50b ... Cylindrical shaft part, 50c ... Large diameter cylindrical part, 50d ... Male screw part, 50e ... Sliding hole, 51 ... Spool valve, 51a, 51b ... No. 1, 2nd land 52 ... Sleeve, 52a, 52b ... Splitting part, 53 ... Drain plug, 54 ... Valve spring (biasing member), 55 ... Solenoid part (actuator), 59 ... Introduction passage, 60 ... Drain passage, 61 ... Groove groove, 62 ... Drain passage, 63 ... Drain hole, 64a ... Delay passage hole (communication hole), 64b ... Advance passage passage hole (communication hole), 65 ... Communication groove (communication passage), 66 ... Drain chamber, 66a ... Opening Hole, 67a-68b ... split end face

Claims (12)

A tubular valve body in which a plurality of ports through which hydraulic oil flows in the radial direction of the peripheral wall is formed,
A spool valve provided inside the valve body so as to be slidable in the axial direction, and for switching the opening and closing of the plurality of ports according to the sliding position in the axial direction;
A communication hole that is disposed along the outer peripheral surface of the peripheral wall of the valve body, is formed in a radial direction so as to communicate with the plurality of ports, and is formed in any one of the plurality of ports formed in the axial direction of the inner peripheral surface. A cylindrical sleeve having a communicating groove that communicates;
With
A hydraulic control valve in which the valve body is inserted and held in an insertion hole of a holding member via the sleeve;
The sleeve is formed of a material having a linear expansion coefficient larger than that of the valve body and the holding member, and has a pair of divided end faces divided from the radial direction,
The hydraulic control valve, wherein the divided end face is inclined with respect to a tangential reference line of the sleeve. The hydraulic control valve according to claim 1,
2. The hydraulic control valve according to claim 1, wherein the sleeve is formed in two in the radial direction, and each divided end face of each divided portion is formed in two locations in the radial direction of the sleeve. The hydraulic control valve according to claim 1,
The hydraulic control valve, wherein the sleeve is formed of a synthetic resin material. The hydraulic control valve according to claim 1,
The hydraulic control valve according to claim 1, wherein the valve body and the holding member are made of a ferrous metal material. The hydraulic control valve according to claim 1,
The hydraulic control valve according to claim 1, wherein the opposed divided end faces are formed at positions avoiding a plurality of communication holes and communication paths of the sleeve. The hydraulic control valve according to claim 1,
The hydraulic control valve according to claim 1, wherein an inclination angle of the opposed divided end faces is set in an angle range of about 30 ° to 45 ° with respect to a reference line in a tangential direction of the sleeve. A driving rotating body in which a rotational force from the crankshaft is transmitted and an operation chamber is formed inside;
The camshaft is fixed to one end of the camshaft in the axial direction, and is rotatably accommodated in the drive rotator. The working chamber is divided into an advance working chamber and a retard working chamber, and operates in both working chambers. A driven rotator that rotates relative to the advance side or retard side with respect to the drive rotator by supplying and discharging oil; and
A hydraulic control valve that is inserted and held in an insertion hole provided in the driven rotating body, and controls supply and discharge of hydraulic oil pumped from an oil pump to and from the two working chambers;
An internal combustion engine valve timing control apparatus comprising:
The hydraulic control valve is
An internal hollow valve body in which a supply / discharge port through which hydraulic oil flows in the radial direction of the peripheral wall is formed,
A spool valve provided in the valve body so as to be slidable in the axial direction, and for switching the opening and closing of the supply / exhaust port according to the sliding position;
A communication hole that is disposed along the outer peripheral surface of the valve body, is formed to penetrate in the radial direction and communicates with the supply / discharge port, and is formed in the axial direction of the inner peripheral surface and communicates with any of the supply / discharge ports. A cylindrical sleeve having a communication groove;
With
The sleeve is formed of a material having a linear expansion coefficient larger than that of the driven rotating body and the valve body, and has a pair of divided end faces divided from the radial direction,
The valve timing control device for an internal combustion engine, wherein the divided end face is inclined with respect to a reference line in a tangential direction of the sleeve. The valve timing control apparatus for an internal combustion engine according to claim 7,
The valve timing control device for an internal combustion engine, wherein the sleeve is formed in two in the radial direction, and each divided end surface of each divided portion is formed in two locations in the radial direction of the sleeve. The valve timing control apparatus for an internal combustion engine according to claim 7,
The valve timing control device for an internal combustion engine, wherein the sleeve is made of a synthetic resin material. The valve timing control apparatus for an internal combustion engine according to claim 7,
The valve timing control device for an internal combustion engine, wherein the valve body and the holding member are formed of the same ferrous metal material. The valve timing control apparatus for an internal combustion engine according to claim 7,
The valve timing control device for an internal combustion engine, wherein the opposed divided end faces are formed at positions avoiding a plurality of communication holes and communication paths of the sleeve. The valve timing control apparatus for an internal combustion engine according to claim 7,
The valve timing control device for an internal combustion engine, wherein an inclination angle of the divided end face is set to an angle range of about 30 ° to 45 ° with respect to a reference line in a tangential direction of the sleeve.

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