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WO2015029476A1 - Dispositif permettant de commander la synchronisation d'ouverture et de fermeture d'une soupape - Google Patents

Dispositif permettant de commander la synchronisation d'ouverture et de fermeture d'une soupape Download PDF

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Publication number
WO2015029476A1
WO2015029476A1 PCT/JP2014/056446 JP2014056446W WO2015029476A1 WO 2015029476 A1 WO2015029476 A1 WO 2015029476A1 JP 2014056446 W JP2014056446 W JP 2014056446W WO 2015029476 A1 WO2015029476 A1 WO 2015029476A1
Authority
WO
WIPO (PCT)
Prior art keywords
camshaft
chamber
driven
rotating body
recess
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2014/056446
Other languages
English (en)
Japanese (ja)
Inventor
大槻篤史
小林昌樹
野口祐司
川井喜裕
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Aisin Corp
Original Assignee
Aisin Seiki Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Aisin Seiki Co Ltd filed Critical Aisin Seiki Co Ltd
Publication of WO2015029476A1 publication Critical patent/WO2015029476A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • 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
    • F01L1/12—Transmitting gear between valve drive and valve
    • 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
    • F01L1/3442—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 using hydraulic chambers with variable volume to transmit the rotating force
    • F01L2001/34423—Details relating to the hydraulic feeding circuit
    • F01L2001/34426—Oil control valves
    • F01L2001/3443—Solenoid driven oil control valves
    • 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
    • F01L1/3442—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 using hydraulic chambers with variable volume to transmit the rotating force
    • F01L2001/34423—Details relating to the hydraulic feeding circuit
    • F01L2001/34426—Oil control valves
    • F01L2001/34433—Location oil control valves

Definitions

  • the present invention relates to a valve including a drive side rotator that rotates synchronously with a drive shaft of an internal combustion engine, and a driven side rotator that is disposed coaxially with the drive side rotator and is rotatable relative to the drive side rotator.
  • the present invention relates to an opening / closing timing control device.
  • Patent Document 1 As such a valve opening / closing timing control device, for example, there is one disclosed in Patent Document 1.
  • an OCV as a “control valve” is arranged coaxially with a camshaft, and an OCV bolt is screwed onto a female thread portion of the camshaft.
  • An intermediate member is interposed between the driven rotating body ("inner rotor” in the literature) and the OCV bolt, and two axially separated passages are formed between the inner rotor and the camshaft. .
  • the internal rotor and the OCV bolt When the internal rotor and the OCV bolt are arranged in contact with each other, the internal rotor has a linear expansion coefficient comparable to that of the OCV bolt in order to suppress leakage of oil supplied to the valve opening / closing timing control device. It is necessary to form with material.
  • the internal rotor and the OCV bolt are connected via the intermediate member. This is not required, and the degree of freedom in selecting the material of the inner rotor is increased.
  • the contact area of the intermediate member is larger than the contact area of the camshaft with the recess of the internal rotor. Since the surface pressure is reduced, it is possible to suppress damage to the internal rotor that contacts the intermediate member.
  • the contact between the bottom surface of the concave portion of the internal rotor and the end surface of the intermediate member may not necessarily be performed closely due to the mutual processing accuracy.
  • the outer peripheral surface of the intermediate member and the inner peripheral surface of the concave portion of the inner rotor are in contact with each other and the intermediate member does not sufficiently contact the bottom surface of the concave portion, the flow path to the advance chamber and the flow to the retard chamber are There was a risk of oil leakage due to communication with the road.
  • this prior art has a configuration having an intermediate member, such inconvenience may occur even when the camshaft is directly connected to the internal rotor.
  • the present invention provides a valve opening / closing timing in which the flow path to the advance chamber and the flow path to the retard chamber are switched appropriately by a control valve arranged coaxially with the camshaft.
  • a characteristic configuration of the valve timing control apparatus includes a drive-side rotating body that rotates synchronously with a drive shaft of an internal combustion engine and includes a plate;
  • a driven-side rotating body which is arranged in a state where the shaft cores overlap inside the driving-side rotating body, rotates integrally with a camshaft for opening / closing the valve of the internal combustion engine, and has a recess formed therein;
  • a control valve that switches between supply and discharge of the chamber or the retard chamber, and the end of the camshaft penetrates the plate of the driving side rotating body and is inserted into the recess of the driven side rotating body.
  • the camshaft end surface is in close contact with the bottom surface of the recess, and the advance channel that communicates with the advance chamber and the retard channel that communicates with the retard chamber are blocked,
  • the gap dimension between the outer peripheral surface and the plate is smaller than the gap dimension between the outer peripheral surface of the camshaft and the inner peripheral surface of the recess.
  • the inner peripheral surface of the plate of the driving side rotating body serves as a bearing portion when the driven side rotating body rotates relative to the driving side rotating body. Therefore, it is necessary to ensure smooth rotation of the camshaft without backlash.
  • the bearing portion also has a leakage prevention function when the working fluid is supplied to the fluid pressure chamber via the camshaft. Therefore, the gap dimension needs to be set appropriately.
  • the gap between the inner peripheral surface of the recessed portion of the driven rotor and the outer peripheral surface of the camshaft often communicates with one of the advance channel or the retard channel that supplies the working fluid.
  • the two are in close contact.
  • the gap size may be large to some extent.
  • the gap dimension between the outer peripheral surface of the camshaft and the plate of the driving side rotating body is the gap between the outer peripheral surface of the camshaft and the inner peripheral surface of the recessed portion of the driven side rotating body. Smaller than dimensions. As a result, it is possible to ensure the bearing characteristics on the plate of the drive side rotating body while ensuring the contact degree of the camshaft end surface.
  • the driven side rotating body is formed of an aluminum alloy
  • the camshaft is formed of an iron-based material
  • the driven side rotating body and the camshaft are The surface roughness of the bottom surface of the recess is rougher than the surface roughness of the end surface of the camshaft.
  • the bottom surface of the recessed portion of the driven rotor made of aluminum alloy is rough, the bottom surface of the recessed portion is plastically deformed to an extent when fastening the fixing bolt, and is formed of an iron-based material. Adhesion with the end face of the cam shaft is increased. This increases the certainty of the blocking effect between the advance channel and the retard channel.
  • the camshaft includes a camshaft main body and a connecting member connected to a distal end portion of the camshaft main body, The end face is in close contact with the bottom surface of the concave portion and occupies a region extending from the outside of the driving side rotating body to the concave portion.
  • the connecting member shorter than the camshaft is inserted into the driving side rotating body and brought into close contact with the bottom surface of the recess of the driven side rotating body, and then the camshaft body is connected to the connecting member,
  • a control device can be manufactured.
  • the connecting member constituting the camshaft and the camshaft main body can be separately and sequentially assembled to the driving side rotating body and the driven side rotating body, so that the assembly of the valve opening / closing timing control device is improved. To do.
  • FIG. 2 is a sectional view taken along line II-II in FIG.
  • FIG. 3 is an exploded perspective view of the internal structure of the valve timing control device.
  • These are principal part sectional drawings of the internal structure of a valve timing control apparatus.
  • These are sectional drawings which show the other state of OCV in a valve timing control apparatus.
  • These are sectional drawings which show the whole structure of the valve timing control apparatus of another embodiment.
  • These are the exploded perspective views of the internal structure of the valve timing control apparatus of another embodiment.
  • the present invention is applied as a valve opening / closing timing control device on an intake valve side in an automobile engine
  • the automobile engine E corresponds to an “internal combustion engine”.
  • the valve opening / closing timing control device has a housing (an example of a driving side rotating body) 1 that rotates synchronously with a crankshaft C as a “driving shaft” and a shaft core that overlaps inside the housing 1.
  • An internal rotor (an example of a driven-side rotating body) 2 that is disposed and rotates integrally with a camshaft 101 for opening and closing the valve of the engine E and in which a recess 6 is defined is provided.
  • the internal rotor 2 and the camshaft 101 are fastened and fixed by a fixing bolt 5 inserted into the internal rotor 2 from the side opposite to the camshaft 101 across the internal rotor 2.
  • the camshaft 101 is a rotating shaft of a cam (not shown) that controls opening and closing of the intake valve of the engine E, and rotates in synchronization with the internal rotor 2 and the fixing bolt 5.
  • the camshaft 101 is rotatably mounted on the cylinder head of the engine E.
  • the housing 1 includes a front plate 11 opposite to the side to which the camshaft 101 is connected, an external rotor 12 externally mounted on the internal rotor 2, and a rear plate 13 integrally including a timing sprocket 15. And assembled.
  • An inner rotor 2 is accommodated in the housing 1, and a fluid pressure chamber 4 is formed between the inner rotor 2 and the outer rotor 12 as described later.
  • the rear plate 13 may be provided with a sprocket on the outer peripheral portion of the external rotor 12 without providing the sprocket.
  • the crankshaft C When the crankshaft C is rotationally driven, the rotational driving force is transmitted to the timing sprocket 15 via the power transmission member 102, and the housing 1 is rotationally driven in the rotational direction S shown in FIG.
  • the housing 1 As the housing 1 is driven to rotate, the internal rotor 2 is driven to rotate in the rotational direction S, the camshaft 101 rotates, and the cam provided on the camshaft 101 pushes down the intake valve of the engine E to open the valve.
  • a plurality of projecting portions 14 projecting in the radially inward direction are formed on the outer rotor 12 so as to be spaced apart from each other along the rotational direction S, so that the space between the inner rotor 2 and the outer rotor 12 is increased.
  • a fluid pressure chamber 4 is formed.
  • the protruding portion 14 also functions as a shoe for the outer peripheral surface of the inner rotor 2.
  • a protrusion 21 is formed on the outer peripheral surface of the internal rotor 2 on the portion facing the fluid pressure chamber 4.
  • the fluid pressure chamber 4 is partitioned into advancing chamber 41 and a retarding chamber 42 along the rotation direction S by the protrusion 21.
  • the fluid pressure chamber 4 is configured to have four locations, but the present invention is not limited to this.
  • Oil (an example of a working fluid) is supplied to and discharged from the advance chamber 41 and the retard chamber 42, or the supply and discharge thereof is shut off, and hydraulic pressure is applied to the protrusion 21.
  • the advance direction is a direction in which the volume of the advance chamber 41 is increased, and is indicated by an arrow S1 in FIG.
  • the retardation direction is a direction in which the volume of the retardation chamber 42 increases, and is indicated by an arrow S2 in FIG.
  • the relative rotation phase when the volume of the advance chamber 41 is maximized is the most advanced phase
  • the relative rotation phase when the volume of the retard chamber 42 is maximized is the most retarded phase.
  • a return spring 70 is provided between the housing 1 and the camshaft 101 to apply an urging force in a direction around the rotation axis.
  • the return spring 70 applies a biasing force until the internal rotor 2 reaches a predetermined rotational phase from the most retarded angle to the advanced angle side, and applies a biasing force in a region where the internal rotor 2 exceeds the predetermined rotational phase toward the advanced angle side.
  • a torsion spring or a spring spring is used.
  • the return spring 70 may be provided between the housing 1 and the inner rotor 2.
  • the valve opening / closing timing control device restricts the relative rotational movement of the inner rotor 2 with respect to the housing 1, thereby locking the relative rotational phase of the inner rotor 2 with respect to the housing 1 between a most advanced angle phase and a most retarded angle phase.
  • a lock mechanism 8 that can be restricted to the phase is provided.
  • the lock member 81 is configured to be movable along the axial direction, and a lock groove (not shown) formed on the front plate 11 or the rear plate 13 by a biasing member (not shown).
  • the locked state is maintained by being held in an engaged state.
  • a lock oil passage 82 formed in the internal rotor 2 connects the lock mechanism 8 and the advance passage 43, and when the advance control is performed, hydraulic pressure is applied to the lock mechanism 8. As a result, the lock member 81 moves out of the lock groove against the urging force of the urging member, and the locked state is released.
  • OCV oil control valve
  • an OCV 51 as a “control valve” is disposed coaxially with the camshaft 101.
  • the OCV 51 includes a spool 52, a spring 53 that biases the spool 52, and an electromagnetic solenoid 54 that drives the spool 52.
  • the electromagnetic solenoid 54 is a known technique and will not be described in detail.
  • the OCV 51 is provided inside the inner rotor 2 so that the relative rotation phase of the inner rotor 2 with respect to the housing 1 is changed between the most advanced angle phase and the most retarded angle phase, and the oil advance angle chamber 41 or the retard angle chamber. 42 to switch supply / discharge.
  • the spool 52 is accommodated in an accommodation space 5a formed at the tip of the fixing bolt 5, and is slidable in the axial direction inside the accommodation space 5a.
  • a male screw part 5b is formed at the end of the fixing bolt 5, and a head part 5c is provided on the opposite side of the male screw part 5b.
  • the fixing bolt 5 is fixed to the camshaft 101 by rotating the head portion 5 c and screwing the male screw portion 5 b to the female screw portion 101 a of the camshaft 101.
  • the spring 53 is disposed in the inner part of the accommodation space 5 a and constantly urges the spool 52 to the side opposite to the camshaft 101.
  • a push pin 54 a provided on the electromagnetic solenoid 54 presses the end 52 a of the spool 52.
  • the OCV 51 is configured so that the position of the spool 52 can be adjusted by adjusting the duty ratio of the power supplied to the electromagnetic solenoid 54.
  • the amount of power supplied to the electromagnetic solenoid 54 is controlled by an ECU (electronic control unit) (not shown).
  • FIG. 3 is an exploded perspective view of the internal structure of the valve timing control device.
  • the end of the camshaft 101 penetrates the rear plate 13 of the housing 1 and is inserted into the recess 6 of the internal rotor 2 to be integrated.
  • the end surface 101 b of the camshaft 101 is in close contact with the bottom surface 6 a of the recess 6, so that the advance channel 43 communicating with the advance chamber 41 and the retard channel 44 communicating with the retard chamber 42 are blocked.
  • the gap dimension L1 between the outer peripheral surface 101c of the camshaft 101 and the plate 13 is smaller than the gap dimension L2 between the outer peripheral surface 101c of the camshaft 101 and the inner peripheral surface 6b of the recess 6 (FIG. 4). ).
  • the end surface 101b of the camshaft 101 and the bottom surface 6a of the recess 6 of the internal rotor 2 are all axially aligned as shown in FIG. Abutting portions A are formed by abutting over the circumference.
  • the camshaft 101 is provided with a pin 18 for preventing rotation, and the pin 18 is configured to be fitted into a recess formed in the bottom surface 6 a of the internal rotor 2.
  • the oil stored in the oil pan 61 is pumped up by a mechanical oil pump 62 that is driven by transmission of the rotational driving force of the crankshaft C, and is supplied to a supply oil passage 45 described later. Supplied. Then, the control of the OCV 51 switches the supply, discharge, and supply / discharge interruption of oil to the advance flow path 43 and the retard flow path 44.
  • an advance channel 43 connected to each advance chamber 41 is provided between a through hole 43 a formed in the fixing bolt 5, and between the fixing bolt 5 and the internal rotor 2. And a through-hole 43c formed in the internal rotor 2.
  • the retarding flow path 44 connected to each retarding chamber 42 includes a through hole 44a formed in the fixing bolt 5, a through hole 44b formed in the camshaft 101, a through hole 44c formed in the internal rotor 2, It is constituted by.
  • a supply oil passage 45 for supplying oil to the advance chamber 41 or the retard chamber 42 is provided with a through hole 45a formed in the camshaft 101, and a passage 45b formed between the camshaft 101 and the fixing bolt 5.
  • a through hole 45 c formed in the fixing bolt 5, a through hole 45 d formed in the camshaft 101, and a through hole 45 e formed in the fixing bolt 5 are configured.
  • a check valve 46 is provided in the middle of the passage 45b.
  • the oil flowing through the supply oil passage 45 first flows into an annular groove 52 b formed on the outer peripheral surface of the spool 52.
  • the annular groove 52b does not communicate with the through hole 43a and the through hole 44a formed in the fixing bolt 5
  • no oil is supplied to the advance chamber 41 and the retard chamber 42.
  • the oil in the advance chamber 41 is not discharged outside the apparatus via the advance passage 43.
  • the oil in the retard chamber 42 is not discharged outside the apparatus via the retard channel 44. That is, when a predetermined amount of power is supplied to the electromagnetic solenoid 54 and the OCV 51 is controlled so as to hold the spool 52 at the position shown in FIG. 5, the oil supply / discharge to the advance chamber 41 and the retard chamber 42 is shut off. The relative rotational phase is maintained.
  • the gap dimension L1 between the outer peripheral surface 101c of the camshaft 101 and the plate 13 is between the outer peripheral surface 101c of the camshaft 101 and the inner peripheral surface 6b of the recess 6. Is smaller than the gap dimension L2.
  • the inner peripheral surface 13 a of the plate 13 serves as a bearing portion when the inner rotor 2 rotates relative to the housing 1. Therefore, it is necessary to ensure smooth rotation of the camshaft 101 without rattling.
  • the bearing portion also has a function of preventing leakage when working fluid is supplied to the fluid pressure chamber 4 via the camshaft 101. Therefore, the gap dimension needs to be set appropriately.
  • the gap between the inner peripheral surface 6b of the recess 6 and the outer peripheral surface 101c of the camshaft 101 often communicates with one of the advance channel 43 and the retard channel 44 for supplying oil, and both are not necessarily dense. There is no need to abut.
  • the gap becomes excessively small, the insertion direction of the camshaft 101 with respect to the recess 6 is restricted, the adhesion between the end surface 101b of the camshaft 101 and the bottom surface 6a of the recess 6 is impaired, and the advance channel 43 It is not appropriate that the angle-lag channel 44 communicates with the retard angle channel 44. Therefore, the gap size may be large to some extent.
  • the gap dimension L1 between the outer peripheral surface 101c of the camshaft 101 and the plate 13 is smaller than the gap dimension L2 between the outer peripheral surface 101c of the camshaft 101 and the inner peripheral surface 6b of the recess 6.
  • the bearing characteristics of the plate 13 can be ensured while ensuring the degree of contact between the bottom surface 6 a of the recess 6 and the end surface 101 b of the camshaft 101.
  • the inner rotor 2 is formed of an aluminum alloy
  • the camshaft 101 is formed of an iron-based material
  • the inner rotor 2 and the camshaft 101 are fastened and fixed by the fixing bolt 5, and the surface roughness of the bottom surface 6 a of the recess 6
  • the degree is preferably rougher than the surface roughness of the end surface 101b of the camshaft 101. If it carries out like this, when fastening the fixing bolt 5, the bottom face 6a of the recessed part 6 will carry out plastic deformation to the extent, and adhesiveness with the end surface 101b of the camshaft 101 will increase. As a result, the certainty of the blocking effect between the advance channel 43 and the retard channel 44 is increased.
  • the camshaft 101 includes a camshaft main body 103 and a connecting member 104 connected to the tip of the camshaft main body 103.
  • the connecting member 104 has an end surface 104 a in close contact with the bottom surface 6 a of the recess 6 and occupies a region extending from the outside of the housing 1 to the recess 6.
  • the gap dimension between the outer peripheral surface 104 b of the connecting member 104 and the plate 13 is smaller than the gap dimension between the outer peripheral surface 104 b of the connecting member 104 and the inner peripheral surface 6 b of the recess 6.
  • the camshaft main body 103 is provided with a pin 19 for preventing rotation, and the pin 19 is configured to fit into a recess formed in the connecting member 104.
  • the advance channel 43 connected to each advance chamber 41 includes a through hole 43a formed in the fixing bolt 5, a space 43b formed between the fixing bolt 5 and the internal rotor 2, and a through formed in the internal rotor 2. And a hole 43c.
  • the retarding flow path 44 connected to each retarding chamber 42 includes a through hole 44a formed in the fixing bolt 5, a through hole 44b formed in the connecting member 104, a through hole 44c formed in the internal rotor 2, It is constituted by.
  • a supply oil passage 45 for supplying oil to the advance chamber 41 or the retard chamber 42 is provided with a through hole 45 a formed in the camshaft body 103 and a passage 45 b formed between the camshaft body 103 and the fixing bolt 5. And a through hole 45 c formed in the fixing bolt 5, a through hole 45 d formed in the connecting member 104, and a through hole 45 e formed in the fixing bolt 5.
  • the connecting member 104 shorter than the camshaft 101 is brought into close contact with the bottom surface 6a of the recess 6, and then the camshaft main body 103 is connected to the connecting member 104 to manufacture the valve opening / closing timing control device.
  • the connecting member 104 and the camshaft main body 103 constituting the camshaft 101 can be sequentially and individually assembled to the housing 1 and the internal rotor 2, the assembling property of the valve opening / closing timing control device is improved. To do.
  • the valve opening / closing timing control device according to the present invention may be applied to a valve opening / closing timing control device on the exhaust valve side.
  • the material of the internal rotor 2 and the camshaft 101 is not particularly limited as long as the internal rotor 2 and the camshaft 101 in contact with the internal rotor 2 are reliably contacted at the contact portion A.
  • the groove portion that is connected to the oil passage and the through-hole and distributes the oil to the other passage and the through-hole may be formed on the inner peripheral side of each member, and conversely on the outer peripheral side of each member. It may be formed.
  • the lock mechanism may not be provided, or the configuration of the lock mechanism may be different from that of the above embodiment.
  • the oil passage configuration may be different from the above embodiment as long as the function of the valve timing control device is not hindered.
  • the shape and arrangement of the connecting member 104 of the camshaft 101 in another embodiment may be different from those in the above embodiment.
  • the present invention can be used for a valve opening / closing timing control device for an automobile or other internal combustion engine.

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

Abstract

L'invention concerne un dispositif permettant de commander la synchronisation d'ouverture et de fermeture d'une soupape, le dispositif étant conçu de sorte qu'un passage d'écoulement vers une chambre d'avance d'allumage et un passage d'écoulement vers une chambre de retard d'allumage sont fermés de façon appropriée. Un dispositif permettant de commander la synchronisation d'ouverture et de fermeture d'une soupape comporte : une chambre d'avance d'allumage et une chambre de retard d'allumage, qui sont définies et formées entre un corps rotatif côté entraînement et un corps rotatif côté entraîné ; et une soupape de commande qui commute entre l'alimentation et l'évacuation de fluide de travail vers et à partir de la chambre d'avance d'allumage ou la chambre de retard d'allumage. Une extrémité d'un arbre à cames est passée à travers une plaque du corps rotatif côté entraînement et est insérée dans et intégrée à un évidement dans le corps rotatif côté entraîné. Une surface extrême de l'arbre à cames est en contact proche avec la surface inférieure de l'évidement, et un passage d'écoulement d'avance d'allumage se raccordant à la chambre d'avance d'allumage et un passage d'écoulement de retard d'allumage se raccordant à la chambre de retard d'allumage sont fermés. La dimension de l'écartement entre la surface périphérique externe de l'arbre à cames et la plaque est inférieure à la dimension de l'écartement entre la surface périphérique externe de l'arbre à cames et la surface périphérique interne de l'évidement.
PCT/JP2014/056446 2013-08-28 2014-03-12 Dispositif permettant de commander la synchronisation d'ouverture et de fermeture d'une soupape Ceased WO2015029476A1 (fr)

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JP2013177119A JP5979102B2 (ja) 2013-08-28 2013-08-28 弁開閉時期制御装置
JP2013-177119 2013-08-28

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WO2015029476A1 true WO2015029476A1 (fr) 2015-03-05

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015129476A1 (fr) * 2014-02-27 2015-09-03 アイシン精機株式会社 Dispositif de commande de calage d'ouverture/fermeture de soupapes
JP2021148092A (ja) * 2020-03-23 2021-09-27 株式会社デンソー 作動油制御弁及びバルブタイミング調整装置
DE102018115167B4 (de) 2018-06-25 2024-07-25 Schaeffler Technologies AG & Co. KG Nockenwellenverstellvorrichtung mit einem kompakten Aufbau für einen trockenen Riementrieb einer Brennkraftmaschine und Montageverfahren der Nockenwellenverstellvorrichtung

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JP2007278087A (ja) * 2006-04-03 2007-10-25 Kawasaki Heavy Ind Ltd 可変バルブタイミング機構の制御方法、制御装置、及び該制御装置を備える自動二輪車
JP2012057578A (ja) * 2010-09-10 2012-03-22 Aisin Seiki Co Ltd 弁開閉時期制御装置
JP2012163069A (ja) * 2011-02-08 2012-08-30 Toyota Motor Corp バルブタイミング変更機構
WO2013099576A1 (fr) * 2011-12-27 2013-07-04 アイシン精機株式会社 Dispositif de commande de moment d'ouverture-fermeture de clapet et procédé de fixation d'élément avant de celui-ci

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JP2012163069A (ja) * 2011-02-08 2012-08-30 Toyota Motor Corp バルブタイミング変更機構
WO2013099576A1 (fr) * 2011-12-27 2013-07-04 アイシン精機株式会社 Dispositif de commande de moment d'ouverture-fermeture de clapet et procédé de fixation d'élément avant de celui-ci

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JP2015161231A (ja) * 2014-02-27 2015-09-07 アイシン精機株式会社 弁開閉時期制御装置
US9903237B2 (en) 2014-02-27 2018-02-27 Aisin Seiki Kabushiki Kaisha Valve opening and closing timing control apparatus
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JP2021148092A (ja) * 2020-03-23 2021-09-27 株式会社デンソー 作動油制御弁及びバルブタイミング調整装置
WO2021193197A1 (fr) * 2020-03-23 2021-09-30 株式会社デンソー Soupape de commande d'huile hydraulique et dispositif de réglage de distribution
JP7192821B2 (ja) 2020-03-23 2022-12-20 株式会社デンソー 作動油制御弁及びバルブタイミング調整装置

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