U.S. patent application number 13/927479 was filed with the patent office on 2014-03-06 for valve opening-closing timing control apparatus.
The applicant listed for this patent is Aisin Seiki Kabushiki Kaisha. Invention is credited to Kazunari Adachi, Masaki KOBAYASHI, Kazuo Ueda.
Application Number | 20140060469 13/927479 |
Document ID | / |
Family ID | 50185679 |
Filed Date | 2014-03-06 |
United States Patent
Application |
20140060469 |
Kind Code |
A1 |
KOBAYASHI; Masaki ; et
al. |
March 6, 2014 |
VALVE OPENING-CLOSING TIMING CONTROL APPARATUS
Abstract
A valve opening-closing timing control apparatus includes an
intermediate phase retaining mechanism retaining the relative
rotational phase of a driven-side rotational member relative to the
driving-side rotational member at an intermediate phase that is a
phase between most retarded angle phase and most advanced angle
phase. The driving-side rotational member synchronously rotates
with a crankshaft of an internal combustion engine. The driven-side
rotational member integrally rotates with a camshaft of the
internal combustion engine and makes relative rotations relative to
the driving-side rotational member. The valve opening-closing
timing control apparatus further includes a state variable
acquisition portion acquiring a state variable relating to the
internal combustion engine and a phase controller displacing the
relative rotational phase to the intermediate phase on condition
that the relative rotational phase is at a retarded angle phase at
a time at which the internal combustion engine stops and the state
variable satisfies a predetermined condition.
Inventors: |
KOBAYASHI; Masaki;
(Okazaki-shi, JP) ; Adachi; Kazunari; (Chiryu-shi,
JP) ; Ueda; Kazuo; (Gamagori-shi, JP) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Aisin Seiki Kabushiki Kaisha |
Kariya-shi |
|
JP |
|
|
Family ID: |
50185679 |
Appl. No.: |
13/927479 |
Filed: |
June 26, 2013 |
Current U.S.
Class: |
123/90.15 |
Current CPC
Class: |
F01L 1/3442 20130101;
F01L 1/34 20130101; F01L 2001/34466 20130101; F01L 2800/01
20130101; F01L 2001/34463 20130101; F01L 2800/03 20130101 |
Class at
Publication: |
123/90.15 |
International
Class: |
F01L 1/34 20060101
F01L001/34 |
Foreign Application Data
Date |
Code |
Application Number |
Sep 6, 2012 |
JP |
2012-196471 |
Claims
1. A valve opening-closing timing control apparatus, comprising: a
driving-side rotational member configured to synchronously rotate
with a crankshaft of an internal combustion engine; a driven-side
rotational member configured to integrally rotate with a camshaft
of the internal combustion engine and makes relative rotations
relative to the driving-side rotational member; a fluid pressure
chamber formed by the driving-side rotational member and the
driven-side rotational member; a vane arranged in the fluid
pressure chamber to partition the fluid pressure chamber into a
retarded angle chamber and an advanced angle chamber, the retarded
angle chamber configured to move relative rotational phase of the
driven-side rotational member relative to the driving-side
rotational member in a retarded angle direction that is one
direction of the relative rotations and the advanced angle chamber
configured to move the relative rotational phase in an advanced
angle direction that is another direction of the relative
rotations; an intermediate phase retaining mechanism retaining the
relative rotational phase at an intermediate phase that is a phase
between most retarded angle phase and most advanced angle phase; a
state variable acquisition portion acquiring a state variable
relating to the internal combustion engine; and a phase controller
displacing the relative rotational phase to the intermediate phase
on condition that the relative rotational phase is at a retarded
angle phase relative to the intermediate phase at a time at which
the internal combustion engine stops and the state variable
satisfies a predetermined condition.
2. The valve opening-closing timing control apparatus according to
claim 1, wherein the state variable acquisition portion acquires at
least one of temperature of oil flowing in the internal combustion
engine, temperature of a cooling medium for cooling the internal
combustion engine, and temperature of air taken into the internal
combustion engine as the state variable, and wherein the phase
controller displaces the relative rotational phase to the
intermediate phase on condition that temperature acquired as the
state variable is equal to or less than a predetermined temperature
for each of the state variables.
3. The valve opening-closing timing control apparatus according to
claim 1, wherein the state variable acquisition portion acquires an
elapsed time relative to a point in time at which the internal
combustion engine is stopped as the state variable and wherein the
phase controller displaces the relative rotational phase to the
intermediate phase on condition that the elapsed time acquired as
the state variable by the state variable acquisition portion
becomes equal to or greater than a predetermined elapsed time.
4. The valve opening-closing timing control apparatus according to
claim 1, wherein the phase controller displaces the relative
rotational phase to the intermediate phase while the internal
combustion engine is at a stop.
5. A valve opening-closing timing control apparatus, comprising: a
driving-side rotational member configured to synchronously rotate
with a crankshaft of an internal combustion engine; a driven-side
rotational member configured to integrally rotate with a camshaft
of the internal combustion engine and makes relative rotations
relative to the driving-side rotational member; a fluid pressure
chamber formed by the driving-side rotational member and the
driven-side rotational member; a vane arranged in the fluid
pressure chamber to partition the fluid pressure chamber into a
retarded angle chamber and an advanced angle chamber; the retarded
angle chamber within which a volume increases in a case where a
relative rotational phase of the driven-side rotational member
relative to the driving-side rotational member moves in a retarded
angle direction that is one direction of the relative rotations;
the advanced angle chamber within which a volume increases in a
case where the relative rotational phase moves in an advanced angle
direction that is a different direction from the retarded angle
direction; an intermediate phase retaining mechanism retaining the
relative rotational phase at an intermediate phase that is a phase
between most retarded angle phase and most advanced angle phase
where the most retarded angle phase is a phase at which the volume
within the retarded angle chamber is at maximum and the most
advanced angle phase is a phase at which the volume within the
advanced angle chamber is at maximum; a state variable acquisition
portion acquiring a state variable relating to the internal
combustion engine; and a phase controller displacing the relative
rotational phase to the intermediate phase on condition that the
relative rotational phase at a time at which the internal
combustion engine stops is at a position closer to the most
retarded angle phase relative to the intermediate phase and the
state variable acquired by the state variable acquisition portion
satisfies a predetermined condition.
Description
CROSS REFERENCE TO RELATED APPLICATIONS
[0001] This application is based on and claims priority under 35
U.S.C. .sctn.119 to Japanese Patent Application 2012-196471, filed
on Sep. 6, 2012, the entire content of which is incorporated herein
by reference.
TECHNICAL FIELD
[0002] This disclosure generally relates to a valve opening-closing
timing control apparatus.
BACKGROUND DISCUSSION
[0003] A valve opening-closing timing control apparatus, which
controls an opening timing and a closing timing of either an intake
valve or an exhaust valve of an internal combustion engine or each
one of the intake valve and the exhaust valve of the internal
combustion engine, is conventionally used in order to improve fuel
efficiency of the internal combustion engine. This kind of valve
opening-closing timing control apparatus changes a relative
rotational phase between a driving-side rotational member that
synchronously rotates with a crankshaft and a driven-side
rotational member that integrally rotates with a camshaft to
control the opening timing and the closing timing of the intake
valve and/or the exhaust valve.
[0004] At the same time, in recent years, an internal combustion
engine that compresses a fuel-air mixture taken into the internal
combustion engine with a higher pressure is also considered in
order to respond to a demand for further improving fuel efficiency.
In this type of internal combustion engine, a compression ratio
becomes high in a state where a timing that closes an intake valve
and a timing at which a piston reaches near a bottom dead center
coincide. At this time, in a state where temperature of the
fuel-air mixture is high, pre-ignition may occur. Pre-ignition is
an event in which the fuel-air mixture self-ignites before ignition
by a spark plug. Such a pre-ignition event raises wall temperature
of a cylinder rapidly, which becomes a cause for lowering an output
of the internal combustion engine and for an unstable rotation of
the internal combustion engine. Accordingly, a technology to
restrain pre-ignition to occur has been considered, for example as
in JP4687964B, hereinafter referred to as Reference 1.
[0005] A valve opening-closing timing control apparatus described
in Reference 1 includes an intermediate phase retaining structure
to retain a relative rotational phase at an intermediate phase,
which is a phase between most retarded angle phase and most
advanced angle phase. Note that the relative rotational phase
refers to the relative rotational phase between a driving-side
rotational member and a driven-side rotational member. In the valve
opening-closing timing control apparatus according to Reference 1,
at a time at which an internal combustion engine is made to stop
and on condition that a state variable relating to the internal
combustion engine satisfies a predetermined condition, the relative
rotational phase is controlled to be at a phase in a direction of a
retarded angle phase relative to the intermediate phase before the
internal combustion engine stops. Furthermore, at the time at which
the internal combustion engine is made to stop and on condition
that the state variable relating to the internal combustion engine
does not satisfy the predetermined condition, the relative
rotational phase is controlled to be at the intermediate phase
before the internal combustion engine stops. Moreover, in a case
where the state variable relating to the internal combustion engine
changes to a condition that does not satisfy the predetermined
condition after the internal-combustion engine is made to stop, the
relative rotational phase is controlled to be at the intermediate
phase.
[0006] A valve opening-closing timing control apparatus described
in Reference 1 controls the relative rotational phase in a case
where an internal combustion engine is suspended in a stop
condition for a short time, for example, in an idle stop condition.
A valve opening-closing timing control apparatus described in
Reference 1 does not take into an account of a control, for
example, in a state where the internal combustion engine is stopped
by an operation of an ignition key instead of by an idle stop
function. Accordingly, in the valve opening-closing timing control
apparatus described in Reference 1, pre-ignition is not fully
restrained from occurring and the pre-ignition may occur in a state
where the internal combustion engine is made to re-start before
temperature falls after the internal combustion engine has stopped
in a high temperature state.
[0007] A need thus exists for a seat slide apparatus for a vehicle,
which is not susceptible to the drawback mentioned above.
SUMMARY
[0008] A valve opening-closing timing control apparatus includes a
driving-side rotational member configured to synchronously rotate
with a crankshaft of an internal combustion engine, a driven-side
rotational member configured to integrally rotate with a camshaft
of the internal combustion engine and makes relative rotations
relative to the driving-side rotational member, a fluid pressure
chamber formed by the driving-side rotational member and the
driven-side rotational member, a vane arranged in the fluid
pressure chamber to partition the fluid pressure chamber into a
retarded angle chamber and an advanced angle chamber, the retarded
angle chamber configured to move relative rotational phase of the
driven-side rotational member relative to the driving-side
rotational member in a retarded angle direction that is one
direction of the relative rotations and the advanced angle chamber
configured to move the relative rotational phase in an advanced
angle direction that is another direction of the relative
rotations, an intermediate phase retaining mechanism retaining the
relative rotational phase at an intermediate phase that is a phase
between most retarded angle phase and most advanced angle phase, a
state variable acquisition portion acquiring a state variable
relating to the internal combustion engine, and a phase controller
displacing the relative rotational phase to the intermediate phase
on condition that the relative rotational phase is at a retarded
angle phase relative to the intermediate phase at a time at which
the internal combustion engine stops and the state variable
satisfies a predetermined condition.
[0009] A valve opening-closing timing control apparatus includes a
driving-side rotational member configured to synchronously rotate
with a crankshaft of an internal combustion engine, a driven-side
rotational member configured to integrally rotate with a camshaft
of the internal combustion engine and makes relative rotations
relative to the driving-side rotational member, a fluid pressure
chamber formed by the driving-side rotational member and the
driven-side rotational member, a vane arranged in the fluid
pressure chamber to partition the fluid pressure chamber into a
retarded angle chamber and an advanced angle chamber, the retarded
angle chamber within which a volume increases in a case where a
relative rotational phase of the driven-side rotational member
relative to the driving-side rotational member moves in a retarded
angle direction that is one direction of the relative rotations,
the advanced angle chamber within which a volume increases in a
case where the relative rotational phase moves in an advanced angle
direction that is a different direction from the retarded angle
direction, an intermediate phase retaining mechanism retaining the
relative rotational phase at an intermediate phase that is a phase
between most retarded angle phase and most advanced angle phase
where the most retarded angle phase is a phase at which the volume
within the retarded angle chamber is at maximum and the most
advanced angle phase is a phase at which the volume within the
advanced angle chamber is at maximum, a state variable acquisition
portion acquiring a state variable relating to the internal
combustion engine, and a phase controller displacing the relative
rotational phase to the intermediate phase on condition that the
relative rotational phase at a time at which the internal
combustion engine stops is at a position closer to the most
retarded angle phase relative to the intermediate phase and the
state variable acquired by the state variable acquisition portion
satisfies a predetermined condition.
BRIEF DESCRIPTION OF THE DRAWINGS
[0010] The foregoing and additional features and characteristics of
this disclosure will become more apparent from the following
detailed description considered with the reference to the
accompanying drawings, wherein:
[0011] FIG. 1 is a cross-sectional view drawing illustrating a
configuration of a valve opening-closing timing control apparatus
as a whole viewed from a side;
[0012] FIG. 2 is a cross-sectional view drawing taken along line
II-II in FIG. 1 illustrating the valve opening-closing timing
control apparatus according to an embodiment in an intermediate
phase lock state;
[0013] FIG. 3 is a cross-sectional view drawing taken along line
III-III in FIG. 1 illustrating the valve opening-closing timing
control apparatus according to the embodiment in a state in which
the valve opening-closing timing control apparatus is released from
the intermediate phase lock state;
[0014] FIG. 4 is a cross-sectional view drawing taken along line
IV-IV in FIG. 1 illustrating the valve opening-closing timing
control apparatus according to the embodiment in a most retarded
angle phase state;
[0015] FIG. 5 is a flow chart describing a control by a phase
controller; and
[0016] FIG. 6 is a cross-sectional view drawing illustrating the
valve opening-closing timing control apparatus according to an
alternative embodiment.
DETAILED DESCRIPTION
[0017] An embodiment of a valve opening-closing timing control
apparatus 1 will be described in detail. FIG. 1 is a
cross-sectional view drawing illustrating a configuration of a
valve opening-closing timing control apparatus 1 as a whole viewed
from a side. FIGS. 2 to 4 are cross-sectional view drawings taken
along line II-II, III-III, and IV-IV respectively in FIG. 1
illustrating the valve opening-closing timing control apparatus
according to the embodiment in different states. The valve
opening-closing timing control apparatus 1 is applicable, for
example, to a vehicle provided with an internal combustion engine E
as a drive source and to a hybrid vehicle provided with an internal
combustion engine E and an electric motor as drive sources. The
valve opening-closing timing control apparatus 1 controls valve
opening and closing timing of the internal combustion engine E.
Accordingly, the valve opening-closing timing control apparatus 1
controls valve opening and closing timing of the internal
combustion engine E of the drive source having the internal
combustion engine E and the electric motor. Such valve
opening-closing timing control apparatus 1 will be described below
referring to drawings. Note that the internal combustion engine is
provided with a reference alphabet E.
[0018] The valve opening-closing timing control apparatus 1
includes an outer rotor 12, which serves as a driving-side
rotational member, and an inner rotor 2, which serves as a
driven-side rotational member. The outer rotor 12 synchronously
rotates with a crankshaft 110 of the internal combustion engine E.
The inner rotor 2 integrally rotates with a camshaft 101 of the
internal combustion engine E. Furthermore, the inner rotor 2 and
the outer rotor 12 are coaxially arranged. The inner rotor 2 is
arranged such that the inner rotor 2 may rotate relative to the
outer rotor 12. The valve opening-closing timing control apparatus
1 according to the embodiment controls an opening timing and an
closing timing of an intake valve 115 by defining a relative
rotational phase, or a relative rotational angle, between the outer
rotor 12 and the inner rotor 2, each of which rotates with a
rotational axis X as center.
[0019] The inner rotor 2 is integrally assembled on an end portion
of the camshaft 101. More specifically, the inner rotor 2 is
fastened and retained to the end portion of the camshaft 101 by a
fastening bolt 20.
[0020] The valve opening-closing timing control apparatus 1
includes a front plate 11, the outer rotor 12, and a rear plate 13.
The front plate 11 is arranged at a position in a direction
opposite to where the camshaft 101 connects. The outer rotor 12 is
integrally arranged with a timing sprocket 15. The rear plate 13 is
arranged at a position in a direction in which the camshaft 101
connects with. The outer rotor 12 is arranged outward of the inner
rotor 2 and then sandwiched between the front plate 11 and the rear
plate 13 from each direction in an axial direction. The fastening
bolt 20 fastens and retains the front plate 11, the outer rotor 12,
and the rear plate 13 in the aforementioned state to the end
portion of the camshaft 101.
[0021] In a state where the crankshaft 110 rotates, a rotational
driving power is transmitted to the timing sprocket 15 via a power
transmission member 102 so that the outer rotor 12 is driven to
rotate in a rotational direction S, which is illustrated in FIG. 2.
In accordance with the rotational driving of the outer rotor 12,
the inner rotor 2 is driven to rotate in the rotational direction S
so that the camshaft 101 rotates. A cam 116 arranged on the
camshaft 101 pushes down the intake valve 115 of the internal
combustion engine E so that the intake valve is opened.
[0022] As FIG. 2 illustrates, a multiple number of protruding
portions 14 are formed on the outer rotor 12. Each of the
protruding portions 14 protrudes inwardly in a radial direction.
The protruding portions 14 are formed at intervals in a direction
conforming to the rotational direction S. Accordingly, fluid
pressure chambers 4 are formed between the outer rotor 12 and the
inner rotor 2. The protruding portions 14 act as shoes for an outer
peripheral surface 2a of the inner rotor 2. In the valve
opening-closing timing control apparatus 1 according to the
embodiment, four fluid pressure chambers 4 are provided, however,
number of the fluid pressure chambers 4 is not limited to four and
may be provided with a different number of the fluid pressure
chambers 4.
[0023] On portions of the outer peripheral surface 2a facing the
fluid pressure chambers 4, vane grooves 21 recessing in a radial
direction of the inner rotor 2 are formed. A portion of each vane
22 is inserted into the vane groove 21. Accordingly each vane 22 is
arranged to extend outwardly in a radial direction of the outer
peripheral surface 2a. Accordingly, the vanes 22 are arranged in
the fluid pressure chambers 4.
[0024] Each of the fluid pressure chambers 4 is partitioned into an
advanced angle chamber 41 and a retarded angle chamber 42 by the
vane 22 in the rotational direction S. In a state where oil is
supplied into the retarded angle chamber 42, the relative
rotational phase of the inner rotor 2 relative to the outer rotor
12 moves, or shifts, in a retarded angle direction S2, which is one
direction of the relative rotations of the inner rotor 2 relative
to the outer rotor 12. The retarded angle direction S2 is a
direction that makes the volume of the retarded angle chamber 42 to
increase, which is the direction indicated as S2 in FIG. 2. In a
state where oil is supplied into the advanced angle chamber 41, the
relative rotational phase moves, or shifts, in an advanced angle
direction S1, which is the other direction of the relative
rotations of the inner rotor 2 relative to the outer rotor 12. The
advanced angle direction S1 is a direction that makes the volume of
the advanced angle chamber 41 increase by the vane 22 making a
rotational displacement relative to the outer rotor 12. Note that
the advanced angle direction S1 is the direction indicated as S1 in
FIG. 2. A spring 23 is arranged between each of the vane grooves 21
and each of the vanes 22 to bias the vane 22 outwardly in the
radial direction. Accordingly, the advanced angle chamber 41 and
the retarded angle chamber 42 are restrained from oil leakage
therebetween.
[0025] As FIGS. 1 and 2 illustrate, advanced angle passages 43 are
formed on the inner rotor 2 and the camshaft 101 to communicate
with the advanced angle chambers 41. Furthermore, retarded angle
passages 44 are formed on the inner rotor 2 and the camshaft 101 to
communicate with the retarded angle chambers 42. The advanced angle
passages 43 and the retarded angle passages 44 connect to a
predetermined port of a first control valve 174, which will be
described in detail later.
[0026] By controlling the first control valve 174, oil is supplied
into or discharged out of the advanced angle chambers 41 and the
retarded angle chambers 42 to apply fluid pressure of the oil on
the vanes 22. Furthermore, the first control valve 174 may hold an
amount of supply or discharge of oil at a constant rate.
Accordingly, the relative rotational phase is controlled to shift
in the advanced angle direction S1 or in the retarded angle
direction S2, or the relative rotational phase is held at a
selected phase.
[0027] As FIG. 1 illustrates, the valve opening-closing timing
control apparatus 1 according to the embodiment is provided with a
torsion spring 3 spanning the inner rotor 2 and the front plate 11.
The torsion spring 3 biases the inner rotor 2 in the advanced angle
direction S1, which is the direction against an average
displacement force in the retarded angle direction S2 in accordance
with a torque fluctuation of the camshaft 101. Accordingly, the
relative rotational phase may smoothly and swiftly shift in the
advanced angle direction S1.
[0028] Upon the arrangement described herewith, a position of the
inner rotor 2 may be smoothly displaced relative to the outer rotor
12 within a predetermined range with the rotational axis X as the
center of rotation. The predetermined range in which the inner
rotor 2 may make relative rotational displacement relative to the
outer rotor 12 corresponds to the range in which the vane 22 may
shift within the fluid pressure chamber 4. Furthermore, the
predetermined range corresponds to a phase difference between the
most advanced angle phase and the most retarded angle phase. The
most retarded angle phase is the phase at which the volume of the
retarded angle chamber 42 is at maximum. The most advanced angle
phase is the phase at which the volume of the advanced angle
chamber 41 is at maximum.
[0029] An intermediate phase retaining mechanism 6 retains the
relative rotational phase between the outer rotor 12 and the inner
rotor 2 at an intermediate phase by retaining the outer rotor 12
and the inner rotor 2 at a predetermined relative position in a
situation where fluid pressure of oil is unstable at a time
immediately after a start of the internal combustion engine E. Note
that the intermediate phase is a phase between the most retarded
angle phase and the most advanced angle phase. By retaining the
relative rotational phase of the inner rotor 2 relative to the
outer rotor 12 at the intermediate phase, a rotational phase of the
camshaft 101 relative to a rotational phase of the crankshaft 110
is maintained at an appropriate phase so that the internal
combustion engine E is provided with a stable rotation. Note that,
in the valve opening-closing timing control apparatus 1 according
to the embodiment, the intermediate phase is defined as the phase
at which the valve opening timing of the intake valve 115 and the
valve opening timing of an exhaust valve are made to partially
overlap or the phase at which the valve closing timing of the
exhaust valve is made nearly equal to, or made to zerolap with, the
valve opening timing of the intake valve 115. At the phase at which
the valve opening timing of the intake valve 115 and the exhaust
valve are made to partially overlap, a low emission internal
combustion engine E with a reduced hydrocarbon (HC) at the start of
the internal combustion engine E may be provided. At the phase at
which the valve closing timing of the exhaust valve is made nearly
equal to the valve opening timing of the intake valve 115, an
internal combustion engine E having a reliable start up quality in
a cold region and having good idling stability may be provided.
[0030] The intermediate phase retaining mechanism 6, as FIGS. 1 and
2 illustrate, includes an intermediate phase lock passage 61, two
intermediate phase lock grooves 62, two housing portions 63, two
intermediate phase lock members 64, and two springs 65. Each of the
intermediate phase lock members 64 is formed in a plate form.
[0031] The intermediate phase lock passage 61 is formed on the
inner rotor 2 and the camshaft 101. The intermediate phase lock
passage 61 connects the intermediate phase lock grooves 62 and a
second control valve 175, which will be described in detail later.
The second control valve 175 independently controls oil
supply/discharge states to switch between the two states, which are
a state of supplying oil to the intermediate phase lock grooves 62
and a state of discharging oil from the intermediate phase lock
grooves 62. The intermediate phase lock grooves 62 are formed on
the outer peripheral surface 2a of the inner rotor 2. Each of the
intermediate phase lock grooves 62 is provided with a predetermined
width in the directions of the relative rotations. The housing
portions 63 are formed on the outer rotor 12 at two locations. The
intermediate phase lock members 64 are arranged in the housing
portions 63 in a state such that each of the intermediate phase
lock members 64 may protrude from or retreat into the housing
portion 63 in the radial direction. The springs 65 are arranged in
the housing portions 63. Each of the springs 65 biases the
intermediate phase lock member 64 inwardly in the radial direction,
which is in the direction toward the intermediate phase lock groove
62.
[0032] In a state where oil is discharged from the intermediate
phase lock groove 62, each of the intermediate phase lock member 64
protrudes into the intermediate phase lock groove 62. As FIG. 2
illustrates, in a state where each of the intermediate phase lock
members 64 makes entry into the intermediate phase lock groove 62,
the intermediate phase lock members 64 are in a state where the
intermediate phase lock members 64 are simultaneously engaged to
respective ends of the intermediate phase lock grooves 62, the end
in a circumferential direction. As a result, a relative rotational
displacement of the inner rotor 2 relative to the outer rotor 12 is
restrained so that the relative rotational phase is retained at the
intermediate phase. In a state where oil is supplied into the
intermediate phase lock grooves 62 by controlling the second
control valve 175, the intermediate phase lock members 64 retreat
into the housing portions 63 from the intermediate phase lock
grooves 62, as FIG. 3 illustrates. Accordingly, the inner rotor 2
is released from a state where the inner rotor 2 is restrained at a
selected relative rotational phase. In other words, the inner rotor
2 is made to freely make a relative rotational displacement.
Hereinafter, a state where the intermediate phase retaining
mechanism 6 is restraining the relative rotational phase at the
intermediate phase is referred to as an intermediate phase lock
state. Furthermore, a state where the intermediate phase retaining
mechanism 6 is not restraining the relative rotational phase at the
intermediate phase is referred to as an intermediate phase lock
release state.
[0033] Note that a form of the intermediate phase lock member 64 is
not limited to a plate form as described in the description for the
valve opening-closing timing control apparatus 1 according to the
embodiment. The form of the intermediate phase lock member 64 may
be appropriately altered to a pin form or other forms.
[0034] The intermediate phase lock groove 62 arranged at a position
in the retarded angle direction S2, which is one of the two
intermediate phase lock grooves 62, is provided with a ratchet
form. The ratchet form of the intermediate phase lock groove 62
arranged at the position in the retarded angle direction S2 is
formed in a step form recessing in the radial direction where the
recess for each step of the step form gradually becomes deeper in
the radial direction towards the retarded angle direction S2. Note
that the intermediate phase lock groove 62 arranged at a position
in the retarded angle direction S2 is the groove that restrains the
relative rotational phase of the inner rotor 2 relative to the
outer rotor 12 from a displacement in the advanced angle direction
S1. The ratchet structure gradually restrains the intermediate
phase lock member 64 by guiding easier entry of the intermediate
phase lock member 64 into the intermediate phase lock groove 62.
Furthermore, the intermediate phase lock passage 61 branches in two
passages in a middle in the inner rotor 2 and the two passages
connects to the intermediate phase lock groove 62 respectively.
[0035] A most retarded angle lock mechanism 7 restrains the
relative rotational phase of the inner rotor 2 relative to the
outer rotor 12 at the most retarded angle phase by retaining the
outer rotor 12 and the inner rotor 2 at a predetermined relative
position in a state where the internal combustion engine E is
operating at a low rotational speed, for example, at a time at
which the internal combustion engine E is in an idling state.
Accordingly, the inner rotor 2 does not make a relative rotational
displacement regardless of displacement forces in the retarded
angle direction S1 and in the advanced angle direction S2 in
accordance with the torque fluctuation of the camshaft 101. As a
result, a stable idling state is provided. Note that, in the valve
opening-closing timing control apparatus 1 according to the
embodiment, the most retarded angle phase is a phase at which the
intake valve 115 opens at a timing later than a timing at which the
exhaust valve closes. The most retarded angle phase is the phase at
which the internal combustion engine E is provided with a reliable
start up quality while avoiding pre-ignition to occur while the
internal combustion engine E is in a warm temperature range.
[0036] The most retarded angle lock mechanism 7 includes a most
retarded angle lock passage 71, a most retarded angle lock groove
72, a housing portion 73, a most retarded angle lock member 74, and
a spring 75, as FIG. 2 illustrates. The most retarded angle lock
member 74 is formed in a plate form. The most retarded angle lock
passage 71 is a passage that branches from the advanced angle
passage 43. The most retarded angle lock member 74 is the same
member as the intermediate phase lock member 64 arranged at a
position in the advanced angle direction S1, which is one of the
two intermediate phase lock members 64. The intermediate phase lock
member 64 arranged at the position in the advanced angle direction
S1 is the member that restrains the relative rotational phase of
the inner rotor 2 relative to the outer rotor 12 from a
displacement in the retarded angle direction S2. Similarly, the
housing portion 73 is as same as the housing portion 63 arranged at
a position in the advanced angle direction S1, which is one of the
two housing portions 63. Furthermore, the spring 75 is as same as
the spring 65 arranged in the housing portion 63 arranged at a
position in the advanced angle direction S1.
[0037] Upon the arrangement described herewith, in a state where
oil is discharged from the most retarded angle lock groove 72, the
most retarded angle lock member 74 protrudes into the most retarded
angle lock groove 72. As FIG. 4 illustrates, in a state where the
most retarded angle lock member 74 makes an entry into the most
retarded angle lock groove 72, the most retarded angle lock member
74 is in a state where the most retarded angle lock member 74 is
engaged to the most retarded angle lock groove 72. Accordingly, the
relative rotational displacement of the inner rotor 2 relative to
the outer rotor 12 is restrained and the relative rotational phase
is retained at the most retarded angle phase. In a state where the
first control valve 174 is controlled to shift the relative
rotational phase in the advanced angle direction S1, oil is
supplied into the most retarded angle lock groove 72 so that the
most retarded angle lock member 74 retreats into the housing
portion 73 from the most retarded angle lock groove 72.
Accordingly, the relative rotational phase is released from a
restrained state. Hereinafter, a state where the most retarded
angle lock mechanism 7 is restraining the relative rotational phase
at the most retarded angle phase is referred to as a most retarded
angle lock state. Furthermore, a state where the most retarded
angle lock mechanism 7 is not restraining the relative rotational
phase at the most retarded angle phase is referred to as a most
retarded angle lock release state.
[0038] In a state where the relative rotational phase is at a phase
other than at the most retarded angle phase, the most retarded
angle lock member 74 and the most retarded angle lock groove 72 are
out of positions. While the most retarded angle lock member 74 and
the most retarded angle lock groove 72 are out of positions, the
most retarded angle lock member 74 makes contact with and slides on
the outer peripheral surface 2a of the inner rotor 2. Note that the
form of the most retarded angle lock member 74 may be appropriately
altered from the aforementioned plate form. The most retarded angle
lock member 74 may be formed in a pin form or other forms.
[0039] Upon the arrangement described herewith, in a state where an
electricity supply to the second control valve 175 is cut off while
the valve opening-closing timing control apparatus 1 according to
the embodiment is in the intermediate phase lock state, which is
illustrated in FIG. 2, the state of the valve opening-closing
timing control apparatus 1 according to the embodiment shifts to
the intermediate phase lock release state. As long as the
electricity supply to the second control valve 175 is cut off, oil
supply into the intermediate phase lock groove 62 continues so that
the intermediate phase lock member 64 is restrained from making
entry into the intermediate phase lock groove 62.
[0040] As FIG. 4 illustrates, in a state where the relative
rotational phase is shifted to the most retarded angle phase and
the most retarded angle lock member 74 faces the most retarded
angle lock groove 72, the most retarded angle lock member 74, which
is the intermediate phase lock member 64, makes an entry into the
most retarded angle lock groove 72, which brings the valve
opening-closing timing control apparatus 1 according to the
embodiment to the most retarded angle lock state.
[0041] Accordingly, the valve opening-closing timing control
apparatus 1 according to the embodiment provides a simplified
arrangement of the valve opening-closing timing control apparatus
1. The simplified arrangement of the valve opening-closing timing
control apparatus 1 may reduce number of components for the valve
opening-closing timing control apparatus 1 and may reduce
manufacturing cost. By making the intermediate phase lock member 64
and the most retarded angle lock member 74 common, the outer rotor
12 is provided with more space in the circumferential direction.
Accordingly, as FIG. 2 illustrates, the valve opening-closing
timing control apparatus 1 may be provided with the fluid pressure
chambers 4 at four locations. As a result, a force to shift the
relative rotational phase may be increased, so that a swift phase
shift may be provided. Furthermore, length of each of the fluid
pressure chambers 4 in the circumferential direction may be
increased so that a wider range for shifting the relative
rotational phase may be provided.
[0042] A hydraulic circuit for the valve opening-closing timing
control apparatus 1 according to the embodiment will be described
next. As FIG. 1 illustrates, the hydraulic circuit includes a first
pump 171, a second pump 172, and an oil retention portion 173. The
first pump 171 is driven by the internal combustion engine E to
supply oil. The second pump 172 is positioned on a downstream side
of the first pump 171. The second pump 172 is driven by a power
source different from the internal combustion engine E to supply
oil. The oil retention portion 173 is arranged between the first
pump 171 and the second pump 172 such that the oil retention
portion 173 may retain oil. The hydraulic circuit furthermore
includes the first control valve 174 and the second control valve
175. The first control valve 174 controls oil supply to the fluid
pressure chambers 4 and the intermediate phase retaining mechanism
6. The second control valve 175 controls oil supply to the
intermediate phase retaining mechanism 6.
[0043] A phase controller 180 controls operations of the second
pump 172, the first control valve 174, and the second control valve
175 to control the relative rotational phase of the inner rotor 2
relative to the outer rotor 12. The phase controller 180 utilizes
an arithmetic processing unit. The phase controller 180 may be a
single controlling unit or may be a multiple number of controlling
units combined that may serve as the phase controller 180.
[0044] An example of a command receiving portion 181 includes an
ignition key and a system ready switch installed on a vehicle. The
command receiving portion 181 is configured to receive commands
from an operator similar to a drive permission command and a drive
stop command, which are operated by turning on or turning off an
ignition key or by switching on or switching off a system ready
switch. The phase controller 180 controls driving operation based
on the drive permission command and the drive stop command received
at the command receiving portion 181. In a state where the phase
controller 180 receives a drive permission command, the phase
controller 180 allows operations of the internal combustion engine
E and the electric motor. In a state where the internal combustion
engine E and the electric motor are operational, and a vehicle is
furthermore provided with a driving operation similar to an
operation of an accelerator, the phase controller 180 controls
functions of the vehicle in accordance with the driving operation.
In a state where the phase controller 180 receives a drive stop
command, the phase controller 180 brings the internal combustion
engine E and the electric motor to inoperable states.
[0045] A state variable acquisition portion 182 acquires state
variables relating to operations of the internal combustion engine
E. Examples of the state variables relating to the operations of
the internal combustion engine E include temperature of oil in
lubrication system 178 that flows within the internal combustion
engine E, temperature of a cooling medium for cooling the internal
combustion engine E, and temperature of air taken into the internal
combustion engine E. Examples of the oil that flows within the
internal combustion engine E include engine oil, which is oil
lubricating the internal combustion engine E, and oil for operating
the valve opening-closing timing control apparatus 1. The cooling
medium, in general, refers to a coolant. The air taken into the
internal combustion engine E refers to air that is taken in, or
introduced, from an intake opening for use in generating an
air-fuel mixture. In the valve opening-closing timing control
apparatus 1 according to the embodiment, the state variable
acquisition portion 182 acquires at least one of the aforementioned
temperatures relating to the internal combustion engine E as the
state variable. A thermometer may serve as the state variable
acquisition portion 182.
[0046] In the valve opening-closing timing control apparatus 1
according to the embodiment, the first pump 171 is a mechanical
hydraulic pump driven by a rotational force transmitted from the
crankshaft 110 of the internal combustion engine E. The first pump
171 sucks in oil retained in an oil pan 176 from an intake port and
discharges the oil from a discharge port to a downstream side. The
discharge port of the first pump 171 communicates with the
lubrication system 178 of the internal combustion engine E and the
oil retention portion 173 of the internal combustion engine E via a
filter 177. The lubrication system 178 includes each one of
portions in the internal combustion engine E and peripheral
portions that require oil supply.
[0047] The second pump 172 is driven by a power source different
from the internal combustion engine E. An example of the second
pump 172 is an electric pump driven by an electric motor.
Accordingly, the second pump 172 may be operated by an operational
signal from the phase controller 180 regardless of an operating
state of the internal combustion engine E. The second pump 172
sucks in oil retained in the oil retention portion 173 from an
intake port and discharges the oil from a discharge port to a
downstream side. The discharge port of the second pump 172
communicates with the first control valve 174 and the second
control valve 175. More specifically, the second pump 172 may
supply oil to or may discharge oil from the retarded angle chambers
42 and the advanced angle chambers 41. Accordingly, the relative
rotational phase of the inner rotor 2 relative to the outer rotor
12 may be controlled. Furthermore, a bypass passage 179 is provided
at a position parallel to the position of the second pump 172. The
bypass passage 179 is provided for communicating between a passage
in an upstream side of the second pump 172 and a passage in the
downstream side of the second pump 172. The bypass passage 179 is
provided with a check valve 179A.
[0048] The oil retention portion 173 is arranged between the first
pump 171 and the second pump 172. The oil retention portion 173
includes a retention chamber 173A configured to retain a
predetermined amount of oil. Furthermore, the oil retention portion
173 includes a first communication opening 173B, a second
communication opening 173C, and a lubrication system communication
opening 173D. The first communication opening 173B is provided for
communicating between the retention chamber 173A and a passage in
the downstream side of the first pump 171. The second communication
opening 173C is arranged at a position lower than the first
communication opening 173B. The second communication opening 173C
is provided for communicating between the retention chamber 173A
and the passage in the upstream side of the second pump 172. The
lubrication system communication opening 173D is arranged at a
position higher than the first communication opening 1738. The
lubrication system communication opening 173D is provided for
communicating between the retention chamber 173A and the
lubrication system 178. An amount of oil in the retention chamber
173A of the oil retention portion 173, which is the amount of oil
having a level that is higher than a level of the second
communication opening 173C and lower than a level of the first
communication opening 173B, is defined as the amount that is more
than an amount of oil supply required by the second pump 172 in a
state where the first pump 171 is at a stop.
[0049] In the valve opening-closing timing control apparatus 1
according to the embodiment, in a state where the internal
combustion engine E is at a stop, which is in a state where the
first pump 171 is at a stop, the second pump 172 operates to supply
oil to the fluid pressure chambers 4 and the intermediate phase
retaining mechanism 6. Accordingly, an amount of oil in the
retention chamber 173A of the oil retention portion 173 is defined
as the amount that is more than a sum of oil that fills the fluid
pressure chambers 4, oil that fills the most retarded angle lock
passage 71 of the intermediate phase retaining mechanism 6, and oil
that fills piping and other related members arranged between the
retention chamber 173A and the second pump 172. As a result, even
in a state where the first pump 171 is at a stop, operating the
second pump 172 alone may shift the relative rotational phase of
the inner rotor 2 relative to the outer rotor 12 to a selected
phase.
[0050] Portions of the lubrication system 178 at which the
lubrication system communication opening 173D of the oil retention
portion 173 communicates with is provided with a predetermined flow
path resistance with respect to the flow of oil. The flow path
resistance by the lubrication system 178 is considered favorable in
a state where the oil discharged from the first pump 171 fills the
oil retention chamber 173A and furthermore supplies an
appropriately pressured oil to the fluid pressure chambers 4 and
other related portions via the bypass passage 179 while the first
pump 171 is in operation and the second pump 172 is at a stop. Note
that examples of the portions of the lubrication system 178 refer
to main gallery portions, chain tensioner portions, and piston jet
portions of the internal combustion engine E.
[0051] The amount of oil in the oil retention portion 173 changes
in accordance with a state of the internal combustion engine E. In
a state where the internal combustion engine E is at a stop, supply
of oil from the first pump 171 is not provided. Meanwhile, the
lubrication system 178 and the first pump 171 communicate with
outside air. Accordingly, oil flows out of the lubrication system
communication opening 173D and the first communication opening 173B
while air flows into the retention chamber 173A. On the other hand,
each of the second pump 172 and the check valve 179A is provided
with a sealed structure so that the oil in a region lower than the
first communication opening 173B does not flow out. Accordingly, an
effective amount of oil in the oil retention portion 173 while the
internal combustion engine E is at a stop is defined as the amount
where a level of oil is lower than the first communication opening
173B and higher than the second communication opening 173C.
[0052] At a time immediately after the internal combustion engine E
is stopped or started, the first pump 171 is in a stop state or is
in an insufficiently operating state. In a state where the second
pump 172 is operated to supply oil to the fluid pressure chambers 4
while the first pump 171 is in the aforementioned state, the oil in
the retention chamber 173A of the oil retention portion 173 is
sucked into the second pump 172 so that an amount of oil in the
retention chamber 173A reduces. Meanwhile, the portions of the
lubrication system 178 that communicate with the lubrication system
communication opening 173D communicate with outside air so that air
may flow in from the lubrication system communication opening 173D
via the lubrication system 178. Accordingly oil intake resistance
by the second pump 172 becomes small. As a result, the second pump
172 may operate even in a state, for example, where temperature of
oil is low and viscosity of oil is high.
[0053] Furthermore, after the internal combustion engine E is
operated to start, the first pump 171 discharges an appropriate
amount of oil so that oil fills the retention chamber 173A of the
oil retention portion 173. Meanwhile, the portions of the
lubrication system 178 that communicate with the lubrication system
communication opening 173D communicate with outside air.
Accordingly, the air in the retention chamber 173A is forced out
form the lubrication system communication opening 173D via the
lubrication system 178. Furthermore, the lubrication system 178 is
provided with the flow path resistance with respect to the flow of
oil. Accordingly, after oil fills the retention chamber 173A, the
oil in the retention chamber 173A is retained at a predetermined
range of pressure by the flow path resistance of the lubrication
system 178. As a result, even in a state where an operation of the
second pump 172 is stopped, the fluid pressure chambers 4 and the
intermediate phase retaining mechanism 6 and similar members are
supplied with appropriately pressured oil via the bypass passage
179. Note that in a state where the rotational speed of the
internal combustion engine E becomes low, which is a state where
the first pump 171 may not supply an appropriately pressured oil,
the second pump 172 may be operated to supply oil accordingly. In a
state where the internal combustion engine E is stopped and the
second pump 172 is furthermore stopped, oil in the retention
chamber 173A returns to a state similar to the state where the
internal combustion engine E is stopped.
[0054] An example of the first control valve 174 is a variable
electromagnetic spool valve. The variable electromagnetic spool
valve displaces a spool, which is slidably arranged within a
sleeve, against a spring in a state where electricity is supplied
from the phase controller 180 to a solenoid. The first control
valve 174 includes an advanced angle port communicating with the
advanced angle passage 43, a retarded angle port communicating with
the retarded angle passage 44, a supply port communicating with the
passage in the downstream side of the second pump 172, and a drain
port communicating with the oil pan 176.
[0055] The first control valve 174 is provided with a three
positions control valve. The three positions control valve provides
three controls, which are an advanced angle control, a retarded
angle control, and a hold control. By operating the advanced angle
control, the advanced angle port communicates with the supply port
and the retarded angle port communicates with the drain port. By
operating the retarded angle control, the retarded angle port
communicates with the supply port and the advanced angle port
communicates with the drain port. By operating the hold control,
the advanced angle port and the retarded angle port are closed. By
operating the advanced angle control, the vanes 22 make relative
rotational displacement in the advanced angle direction S1 relative
to the outer rotor 12 so that the relative rotational phase shifts
toward the advanced angle. By operating the retarded angle control,
the vanes 22 make relative rotational displacement in the retarded
angle direction S2 relative to the outer rotor 12 so that the
relative rotational phase shifts toward the retarded angle. By
operating the hold control, the vanes 22 do not make relative
rotational displacement so that the relative rotational phase may
be retained at a selected phase.
[0056] By operating the advanced angle control, oil is supplied to
the advanced angle passage 43 and the most retarded angle lock
passage 71. In a state where the most retarded angle lock mechanism
7 is in the most retarded angle lock state, the most retarded angle
lock passage 71 is closed by the most retarded angle lock member
74. The advanced angle control makes the most retarded angle lock
member 74 retreat from the most retarded angle lock groove 72 to
bring the most retarded angle lock mechanism 7 to the most retarded
angle lock release state. Accordingly, oil is supplied to the
advanced angle chamber 41 via the advanced angle passage 43 so that
the inner rotor 2 makes a relative rotational displacement toward
the advanced angle.
[0057] Furthermore, the first control valve 174 operates controlled
by the phase controller 180. The operation of the first control
valve 174 controls oil supply to or oil discharge from the advanced
angle chambers 41 and the most retarded angle lock passage 71.
Furthermore, the operation of the first control valve 174 controls
oil supply to or oil discharge from the retarded angle chamber 42.
Accordingly, the first control valve 174 controls the intermediate
phase retaining mechanism 6 to switch between the intermediate
phase lock state and the intermediate phase release state.
Furthermore, accordingly, the first control valve 174 controls
relative rotational phase of the inner rotor 2 relative to the
outer rotor 12. The valve opening-closing timing control apparatus
1 according to the embodiment is set up to be in a state where the
retarded angle control may be operated while the first control
valve 174 is supplied with electricity. Furthermore, the valve
opening-closing timing control apparatus 1 according to the
embodiment is set up to be in a state where the advanced angle
control may be operated while the electricity supply to the first
control valve 174 is cut off. Moreover, an opening degree of the
first control valve 174 is controlled by adjusting duty ratio of
the electric power supplied to the electromagnetic solenoid.
Accordingly, an amount of oil supplied or an amount of oil
discharged may be adjusted with subtlety.
[0058] The second control valve 175 is a variable electromagnetic
spool valve similarly to the first control valve 174. The second
control valve 175 includes a restraining port communicating with
the intermediate phase lock passage 61, a supply port communicating
with the passage in the downstream side of the second pump 172, and
a drain port communicating with the oil pan 176. Furthermore, the
second control valve 175 is provided with a two positions control
valve. The two positions control valve provides two controls, which
are a release control and a restraining control. By operating the
release control, the restraining port communicates with the supply
port. By operating the restraining control, the restraining port
communicates with the drain port. The second control valve 175
operates controlled by the phase controller 180. The operation of
the second control valve 175 controls oil supply to or oil
discharge from the intermediate phase lock groove 62 of the
intermediate phase retaining mechanism 6. Accordingly, the second
control valve 175 controls the intermediate phase retaining
mechanism 6 to switch between a restrained state and a released
state.
[0059] Switching between a state where oil is supplied to the
intermediate phase lock groove 62 and a state where oil is
discharged from the intermediate phase lock groove 62 is controlled
by the second control valve 175. Note that, the valve
opening-closing timing control apparatus 1 according to the
embodiment is set up to be in a state where oil may be discharged
from the intermediate phase lock groove 62 while the second control
valve 175 is supplied with electricity. Furthermore, the valve
opening-closing timing control apparatus 1 according to the
embodiment is set up to be in a state where oil may be supplied to
the intermediate phase lock groove 62 while the electricity supply
to the second control valve 175 is cut off.
[0060] Furthermore, a crank angle sensor detecting a rotational
angle of the crankshaft 110 is arranged at a position close to the
crankshaft 110 of the internal combustion engine E. A camshaft
angle sensor detecting a rotational angle of the camshaft 101 is
arranged at a position close to the camshaft 101. The phase
controller 180 detects the relative rotational phase from detected
results from the crank angle sensor and the camshaft angle sensor
to determine the phase of the relative rotational phase.
Furthermore, the phase controller 180 receives information related
to the ignition key being turned on or off, information indicating
temperature acquired by the state variable acquisition portion 182
at each portion, and other information. In a memory unit of the
phase controller 180, information related to appropriately
controlling the relative rotational phase in accordance with an
operating state of the internal combustion engine E is stored.
Accordingly, the phase controller 180 controls the relative
rotational phase in accordance with the operating state of the
internal combustion engine E.
[0061] In the valve opening-closing timing control apparatus 1
according to the embodiment, the phase controller 180 displaces the
relative rotational phase to the intermediate phase on condition
that the relative rotational phase at the time the internal
combustion engine E has stopped is at a phase toward the retarded
angle phase relative to the intermediate phase and the state
variable satisfies the predetermined condition. The relative
rotational phase refers to the rotational phase between the outer
rotor 12 and the inner rotor 2. The intermediate phase refers to
the phase at which the valve opening-closing timing control
apparatus 1 is in the intermediate phase lock state in the valve
opening-closing timing control apparatus 1 according to the
embodiment. The relative rotational phase may be determined from
the detected results from the crank angle sensor and the camshaft
angle sensor. In the valve opening-closing timing control apparatus
1 according to the embodiment, the state variable is at least one
of temperature of oil, temperature of the cooling medium, and
temperature of air.
[0062] In the valve opening-closing timing control apparatus 1
according to the embodiment, the predetermined condition refers to
each condition where temperature of oil, of the cooling medium, and
of air is equal to or less than a predetermined temperature
setting. The phase controller 180 drives the second pump 172 on
condition where at least one of the temperature of oil, the
temperature of the cooling medium, or the temperature of air is
equal to or less than the predetermined temperature defined for
each of the oil, the cooling medium and the air. Furthermore, the
phase controller 180 displaces the relative rotational phase
between the outer rotor 12 and the inner rotor 2 to the
intermediate phase by using the first control valve 174 and the
second control valve 175. Accordingly, in a situation after the
internal combustion engine E is stopped and even in a situation
where the internal combustion engine E is cooled down to a cool
state, pre-ignition is reliably restrained from occurring.
[0063] Note that the control by the phase controller 180, which
refers to the control that displaces the relative rotational phase
to the intermediate phase, is operated in a state where the
internal combustion engine E is at a stop, which is while the
internal combustion engine E is stopped. Accordingly, the second
pump 172, the first control valve 174, and the second control valve
175 are controlled by using an electric energy from a battery. The
second pump 172, especially, is an electric pump.
[0064] Procedures that the phase controller 180 follows will be
described next using the flow chart in FIG. 5. In a state where the
operation of the internal combustion engine E is stopped, the
procedure proceeds in a direction that is indicated as Yes in a
step S01 and then the phase controller 180 judges whether or not
the relative rotational phase between the outer rotor 12 and the
inner rotor 2 is at a phase toward the retarded angle relative to
the intermediate phase. The judgment is based on the detected
results from the crank angle sensor and the camshaft angle sensor.
In a state where the relative rotational phase is at a phase toward
the retarded angle relative to the intermediate phase, the
procedure proceeds in a direction that is indicated as Yes in a
step S02 and the phase controller 180 judges whether or not a
predetermined condition satisfies.
[0065] In a state where the predetermined condition satisfies, the
procedure proceeds in a direction that is indicated as Yes in a
step S03 and the phase controller 180 displaces the relative
rotational phase to the intermediate phase, which is the procedure
of a step S04. Then the procedure ends. On the other hand, in a
state where the predetermined condition does not satisfy, the
procedure proceeds in a direction that is indicated as No in the
step S03 and the phase controller 180 maintains the current
relative rotational phase, which is the procedure of a step S05.
Then the procedure ends.
[0066] In the step S02, in a state where the relative rotational
phase is not at a phase toward the retarded angle relative to the
intermediate phase, the procedure proceeds in a direction that is
indicated as No in the step S02, and then the procedure ends as is.
Accordingly, the phase controller 180 controls the relative
rotational phase of the outer rotor 12 and the inner rotor 2 after
the operation of the internal combustion engine E is stopped.
[0067] The valve opening-closing timing control apparatus 1
according to other embodiments will be described next. In the valve
opening-closing timing control apparatus 1 according to the
embodiment, the state variables are defined as at least one of
temperature of oil that flows in the internal combustion engine E,
temperature of the cooling medium that cools the internal
combustion engine E, and air that is taken into the internal
combustion engine E. Nevertheless, the state variables are not
limited to the above-mentioned state variables. The state variable
may be an elapsed time relative to the point in time at which the
internal engine E is stopped. In such a case, the state variable
acquisition portion 182 may measure the elapsed time to acquire the
state variable. The state variable acquisition portion 182 may
acquire information of the elapsed time as a result of a
measurement by a counter that is provided separately from the state
variable acquisition portion 182, instead.
[0068] In a state where the elapsed time relative to the point in
time at which the internal combustion engine E is stopped is used
as the state variable, the phase controller 180 may displace the
relative rotational phase to the intermediate phase on condition
that the elapsed time becomes equal to or greater than the
predetermined elapsed time. Even with the arrangement described
herewith, in a situation after the internal combustion engine E is
stopped and even in a situation where the internal combustion
engine E is cooled down to the cool state, pre-ignition is reliably
restrained from occurring.
[0069] In the valve opening-closing timing control apparatus 1
according to the embodiment, the phase controller 180 displaces the
relative rotational phase to the intermediate phase on condition
that the relative rotational phase at the time the internal
combustion engine E is stopped is at a phase toward the retarded
angle phase relative to the intermediate phase and a state variable
furthermore satisfies the predetermined condition. More
specifically, the outer rotor 12 and the inner rotor 2 are
controlled to be in the intermediate phase lock state.
Nevertheless, such characteristic of the valve opening-closing
timing control apparatus 1 according to the embodiment may be
altered. The phase controller 180 may be arranged to displace the
relative rotational phase to a phase between the intermediate phase
and the most retarded angle phase on condition that the relative
rotational phase at the time the internal combustion engine E is
stopped is at a phase toward the retarded angle phase relative to
the intermediate phase and a state variable furthermore satisfies
the predetermined condition.
[0070] In such a case, as FIG. 6 illustrates, the most retarded
angle lock groove 72 of the valve opening-closing timing control
apparatus 1 according to the embodiment is favorably altered to a
start position lock groove 92. Similarly, the most retarded angle
lock member 74 is favorably altered to a start position lock member
94 and the start position lock groove 92 is favorably arranged to
communicate with the intermediate phase lock passage 61. Upon such
arrangement, the valve opening-closing timing control apparatus 1
may control the relative rotational phase at each of the most
retarded angle phase, the most advanced angle phase, and the
intermediate phase. Furthermore, by receiving the start position
lock member 94 in the start position lock groove 92 a start
position may be appropriately defined. Accordingly, in a situation
after the internal combustion engine E is stopped and even in a
situation where the internal combustion engine E is cooled down to
the cool state, pre-ignition is reliably restrained from
occurring.
[0071] The valve opening-closing timing control apparatus 1
according to this disclosure is applicable to a valve
opening-closing timing control apparatus 1 that controls the
relative rotational phase of the driven-side rotational member
integrally rotating with the camshaft 101 of the internal
combustion engine E relative to the driving-side rotational member
synchronously rotating with the crankshaft 110 of the internal
combustion engine E.
[0072] According to an aspect of this disclosure, a valve
opening-closing timing control apparatus 1 includes a driving-side
rotational member (an outer rotor 12) configured to synchronously
rotate with a crankshaft 110 of an internal combustion engine E, a
driven-side rotational member (an inner rotor 2) configured to
integrally rotate with a camshaft 101 of the internal combustion
engine E and makes relative rotations relative to the driving-side
rotational member (the outer rotor 12), a fluid pressure chamber 4
formed by the driving-side rotational member (the outer rotor 12)
and the driven-side rotational member (the inner rotor 2), a vane
22 arranged in the fluid pressure chamber 4 to partition the fluid
pressure chamber 4 into a retarded angle chamber 42 and an advanced
angle chamber 41, the retarded angle chamber 42 configured to move
relative rotational phase of the driven-side rotational member (the
inner rotor 2) relative to the driving-side rotational member (the
outer rotor 12) in a retarded angle direction S2 that is one
direction of the relative rotations and the advanced angle chamber
41 configured to move the relative rotational phase in an advanced
angle direction S1 that is another direction of the relative
rotations, an intermediate phase retaining mechanism 6 retaining
the relative rotational phase at an intermediate phase that is a
phase between most retarded angle phase and most advanced angle
phase, a state variable acquisition portion 182 acquiring a state
variable relating to the internal combustion engine E, and a phase
controller 180 displacing the relative rotational phase to the
intermediate phase on condition that the relative rotational phase
is at a retarded angle phase relative to the intermediate phase at
a time at which the internal combustion engine E stops and the
state variable satisfies a predetermined condition.
[0073] Upon the arrangement described herewith, the relative
rotational phase may be displaced to the intermediate phase on
condition that the intermediate phase is considered appropriate as
the relative rotational phase between the driving-side rotational
member (the outer rotor 12) and the driven-side rotational member
(the inner rotor 2) at a time of starting the internal combustion
engine E. Accordingly, the internal combustion engine E may be
smoothly re-started. On the other hand, in a situation where
pre-ignition may occur at the time of re-starting the internal
combustion engine E, the relative rotational phase is restrained
from displaced to the intermediate phase. As a result, pre-ignition
is reliably restrained from occurring.
[0074] According to another aspect of this disclosure, the state
variable acquisition portion 182 of the valve opening-closing
timing control apparatus 1 acquires at least one of temperature of
oil flowing in the internal combustion engine E, temperature of a
cooling medium for cooling the internal combustion engine E, and
temperature of air taken into the internal combustion engine E as
the state variable. The phase controller 180 displaces the relative
rotational phase to the intermediate phase on condition that
temperature acquired as the state variable is equal to or less than
a predetermined temperature for each of the state variables.
[0075] Upon the arrangement described herewith, the internal
combustion engine E may be re-started with the relative rotational
phase at the retarded angle phase in a case similar to a case where
the internal combustion engine E is stopped by the idle stop
function and re-starting the internal combustion engine E in a warm
state where the state of the internal combustion engine E is not
cooled down and in a case similar to a case where the internal
combustion engine E has stopped operation and re-starting the
internal combustion engine E after a short period while the
internal combustion engine E is still in a warm state. Accordingly,
pre-ignition is reliably restrained from occurring. On the other
hand, in a state where the internal combustion engine E is in a
cool state, the internal combustion engine E may be started with
the relative rotational phase at the intermediate phase, which is
appropriate for the internal combustion engine E in the cool
state.
[0076] According to further aspect of this disclosure, the state
variable acquisition portion 182 of the valve opening-closing
timing control apparatus 1 acquires an elapsed time relative to a
point in time at which the internal combustion engine E is stopped
as the state variable. The phase controller 180 displaces the
relative rotational phase to the intermediate phase on condition
that the elapsed time acquired as the state variable by the state
variable acquisition portion 182 becomes equal to or greater than a
predetermined elapsed time.
[0077] Upon the arrangement described herewith, the internal
combustion engine E may be started with the relative rotational
phase between the driving-side rotational member (the outer rotor
12) and the driven-side rotational member (the inner rotor 2) at a
retarded angle phase in a case where the internal combustion engine
E is operated to start after the internal combustion engine E is
stopped and is in a cooled state after a predetermined time has
elapsed relative to the point in time where the internal engine E
is stopped. Accordingly, pre-ignition is reliably restrained from
occurring. On the other hand, in a state where the internal
combustion engine E is in a cool state, the internal combustion
engine E may be started with the relative rotational phase at the
intermediate phase, which is appropriate for the internal
combustion engine E in the cool state.
[0078] According to another aspect of this disclosure, the phase
controller 180 of the valve opening-closing timing control
apparatus 1 displaces the relative rotational phase to the
intermediate phase while the internal combustion engine E is at a
stop.
[0079] Upon the arrangement described herewith, the relative
rotational phase may be altered in advance while the internal
combustion engine E is at a stop. Accordingly at the time the
internal combustion engine E is operated to start in the next time,
the internal combustion engine E may start operation in a state
where a setting of the relative rotational phase to the
intermediate phase has completed so that the internal combustion
engine E may be smoothly started.
[0080] According to further aspect of this disclosure, a valve
opening-closing timing control apparatus 1 includes a driving-side
rotational member (an outer rotor 12) configured to synchronously
rotate with a crankshaft 110 of an internal combustion engine E, a
driven-side rotational member (an inner rotor 2) configured to
integrally rotate with a camshaft 101 of the internal combustion
engine E and makes relative rotations relative to the driving-side
rotational member (the outer rotor 12), a fluid pressure chamber 4
formed by the driving-side rotational member (the outer rotor 12)
and the driven-side rotational member (the inner rotor 2), a vane
22 arranged in the fluid pressure chamber 4 to partition the fluid
pressure chamber 4 into a retarded angle chamber 42 and an advanced
angle chamber 41, the retarded angle chamber 42 within which a
volume increases in a case where a relative rotational phase of the
driven-side rotational member (the inner rotor 2) relative to the
driving-side rotational member (the outer rotor 12) moves in a
retarded angle direction S2 that is one direction of the relative
rotations, the advanced angle chamber 41 within which a volume
increases in a case where the relative rotational phase moves in an
advanced angle direction S1 that is a different direction from the
retarded angle direction S2, an intermediate phase retaining
mechanism 6 retaining the relative rotational phase at an
intermediate phase that is a phase between most retarded angle
phase and most advanced angle phase where the most retarded angle
phase is a phase at which the volume within the retarded angle
chamber 42 is at maximum and the most advanced angle phase is a
phase at which the volume within the advanced angle chamber 41 is
at maximum, a state variable acquisition portion 182 acquiring a
state variable relating to the internal combustion engine E, and a
phase controller 180 displacing the relative rotational phase to
the intermediate phase on condition that the relative rotational
phase at a time at which the internal combustion engine E stops is
at a position closer to the most retarded angle phase relative to
the intermediate phase and the state variable acquired by the state
variable acquisition portion 182 satisfies a predetermined
condition.
[0081] Upon the arrangement described herewith, the relative
rotational phase may be displaced to the intermediate phase on
condition that the intermediate phase is considered appropriate as
the relative rotational phase between the driving-side rotational
member (the outer rotor 12) and the driven-side rotational member
(the inner rotor 2) at a time of starting the internal combustion
engine E. Accordingly, the internal combustion engine E may be
smoothly re-started. On the other hand, in a situation where
pre-ignition may occur at the time of re-starting the internal
combustion engine E, the relative rotational phase is restrained
from displaced to the intermediate phase. As a result, pre-ignition
is reliably restrained from occurring.
[0082] The principles, preferred embodiment and mode of operation
of the present invention have been described in the foregoing
specification. However, the invention which is intended to be
protected is not to be construed as limited to the particular
embodiments disclosed. Further, the embodiments described herein
are to be regarded as illustrative rather than restrictive.
Variations and changes may be made by others, and equivalents
employed, without departing from the spirit of the present
invention. Accordingly, it is expressly intended that all such
variations, changes and equivalents which fall within the spirit
and scope of the present invention as defined in the claims, be
embraced thereby.
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