Central engine oil control valve

Abstract

The invention provides a central engine oil control valve which comprises a valve body, a valve element and a valve sleeve, and an oil inlet cavity is formed in one end of the valve sleeve; the valve body is provided with a first working oil port and a second working oil port which are communicated with a phaser advancing cavity and a phaser lagging cavity respectively, the valve sleeve is provided with a first oil hole and a second oil hole which are communicated with the first working oil port and the second working oil port respectively, and the outer wall of the end, close to the oil inlet cavity, of the valve sleeve is provided with a first annular groove. An engine oil channel communicating with the first annular groove is formed in the outer wall of the valve sleeve, an engine oil through hole is formed in the bottom of the engine oil channel, a main oil inlet hole communicating with the oil inlet cavity is formed in the bottom of the first annular groove, and a first annular plate valve which can be opened in a one-way expansion mode under radial stress is arranged in the first annular groove in a sleeved mode. An oil return one-way valve is arranged on the valve element or the valve sleeve. The invention provides a central engine oil control valve which is simple in structure, flexible in control and low in overall manufacturing cost.

Description

Technical Field

[0001] The present invention relates to the technical field of engine oil control valves, and more particularly to a central engine oil control valve. Background Art

[0002] The central engine oil control valve is the core control component of the engine VVT system. It has a complex structure and high manufacturing precision requirements. The control valve body, spool sleeve, control spool, and hydraulic check valve are the core parts of the central control valve, which play an important role in bolt tightening and oil circuit distribution to achieve the system control function. The manufacturing precision of the control valve body, spool sleeve, and control spool directly affects the performance of the control valve.

[0003] At present, most of the main complex functions designed in the control valves on the market are concentrated on the spool and spool sleeve. The structure usually uses a steel ball type ball valve as the check valve. Usually, a spring, a valve seat, and a valve piece (steel ball) are required to form a steel ball type check valve. Each part requires precise fit tolerances to achieve the function. Therefore, the structure of the spool is particularly complex and the cost is very high. In addition, a reed type check valve is also used. For example, a central engine oil control valve disclosed in Patent CN117703560A includes two check valves formed by spring pieces combined with an intermediate support body. Although the number of parts is reduced compared with the traditional structure, two check valves need to be formed through the reed structure in this patent structure, which increases the processing difficulty of the reed structure, and the support body structure also needs to match it. Generally speaking, the manufacturing cost is still relatively high. Summary of the Invention

[0004] The problem solved by the present invention is to provide a central engine oil control valve with a simple structure, flexible control and low overall manufacturing cost to overcome at least one defect in the prior art.

[0005] To solve the above problems, the present invention provides a central engine oil control valve, which includes a valve body, a spool, and a spool sleeve. The valve body is sleeved outside the spool sleeve. The spool is axially movably installed in the valve cavity at one end of the spool sleeve. An oil inlet cavity is opened at the other end of the spool sleeve. A first working oil port and a second working oil port are opened on the valve body, which are respectively communicated with the phaser advance cavity and the lag cavity. A first oil hole and a second oil hole are opened on the spool sleeve, which are respectively communicated with the first working oil port and the second working oil port. A first annular groove is opened on the outer wall of the spool sleeve near the oil inlet cavity. An oil passage is opened on the outer wall of the spool sleeve for axially penetrating the first annular groove. An oil through hole communicated with the first oil hole or the second oil hole is opened at the bottom of the oil passage. A main oil inlet hole communicated with the oil inlet cavity is opened at the bottom of the first annular groove. A first ring piece valve that can be unidirectionally expanded and opened under radial force is sleeved in the first annular groove. A return oil check valve is provided on the spool or the spool sleeve. When the spool is in the first position: the main oil inlet hole is unidirectionally communicated with the first oil hole through the engine oil through hole, and the second oil hole is unidirectionally communicated to the engine oil passage through the second check valve; or the main oil inlet hole is unidirectionally communicated with the second oil hole through the engine oil through hole, and the first hole is unidirectionally communicated to the engine oil passage through the second check valve; When the spool is in the second position: the main oil inlet hole is unidirectionally communicated with the second oil hole through the engine oil through hole, and the first oil hole is unidirectionally communicated to the engine oil passage through the second check valve; or the main oil inlet hole is unidirectionally communicated with the first oil hole through the engine oil through hole, and the second hole is unidirectionally communicated to the engine oil passage through the second check valve.

[0006] As an improvement, a receiving cavity with one end open is provided in the valve body. One end of the valve sleeve abuts against the bottom wall of the receiving cavity. A plug for axially abutting against the other end of the valve sleeve is provided at the open end of the receiving cavity. And an anti-rotation protrusion is convexly provided at the end of the plug near the valve sleeve, and an anti-rotation groove is provided at the end of the valve sleeve.

[0007] Further improved, a central through hole communicating with the oil inlet cavity is opened at the bottom of the receiving cavity; a filter screen for covering the central through hole is clamped between the end of the valve sleeve and the bottom wall of the receiving cavity.

[0008] As a structural form, a second annular groove is further provided on the outer wall of the valve sleeve, and the second annular groove is communicated with the first annular groove through the engine oil passage. Third oil holes are respectively opened at the bottom of the second annular groove. A second ring piece valve capable of unidirectionally expanding and opening under radial force is assembled in the second annular groove to form the oil return check valve; third annular grooves, fourth annular grooves and fifth annular grooves are axially and spacedly distributed on the outer wall of the spool; When the spool is in the first position, the engine oil through hole is communicated with the first oil hole through the fourth annular groove, and the second oil hole is sequentially communicated with the engine oil passage through the third annular groove and the second ring piece valve; When the spool is in the second position, the engine oil through hole is communicated with the second oil hole through the fourth annular groove, and the first oil hole is communicated with the engine oil passage through the fifth annular groove.

[0009] Furthermore, a sixth annular groove is opened on the outer wall of the valve sleeve at the end far from the oil inlet cavity, and the sixth annular groove is communicated with the first annular groove and the second annular groove through the engine oil passage; a fourth oil hole is opened at the bottom of the sixth annular groove, and a third ring piece valve capable of unidirectionally expanding and opening under radial force is sleeved in the sixth annular groove.

[0010] Furthermore, an axially extending oil drain cavity is formed inside the valve core, and an oil drain channel communicating with the oil drain cavity is formed in the side wall of the valve core at the end far from the oil inlet cavity; a first oil drain hole and a second oil drain hole communicating with the oil drain cavity are respectively formed at the bottoms of the third annular groove and the fifth annular groove.

[0011] Furthermore, an axially extending installation cavity is formed inside the valve core, a core pipe is installed in the installation cavity, and a clearance is left between the outer peripheral wall of the core pipe and the inner peripheral wall of the installation cavity to form an oil return channel; a fifth oil hole and a sixth oil hole communicating with the oil return channel are respectively formed at the bottoms of the third annular groove and the fifth annular groove.

[0012] Furthermore, a third oil drain hole and a fourth oil drain hole are formed in the side wall of the valve sleeve at the end far from the oil inlet cavity; an oil drain groove vertically penetrating through the third oil drain hole and the fourth oil drain hole is formed in the outer wall of the valve sleeve, and an oil drain channel communicating with the oil drain groove is formed in the plug.

[0013] As another structural form, third annular groove, fourth annular groove and fifth annular groove which are axially spaced are formed in the outer wall of the valve core, a support body is installed in the inner cavity of the valve core, an oil return channel is formed between the support body and the inner cavity wall of the valve core, and a seventh oil hole, an eighth oil hole and a ninth oil hole communicating with the oil return channel are respectively formed at the bottoms of the third annular groove, the fourth annular groove and the fifth annular groove; an elastic diaphragm for tightly fitting and sealing the eighth oil hole is connected to the support body to form the oil return check valve; When the valve core is in the first position, the engine oil through hole communicates with the second oil hole through the third annular groove, and the first oil hole communicates with the engine oil channel through the fourth annular groove, the elastic diaphragm and the oil return channel in sequence; When the valve core is in the second position, the engine oil hole communicates with the first oil hole through the third annular groove, the oil return channel and the fifth annular groove, and the second oil hole communicates with the engine oil channel through the fourth annular groove and the elastic diaphragm.

[0014] Furthermore, a fifth oil drain hole is formed in the side wall of the valve sleeve, an oil drain groove vertically penetrating through the fifth oil drain hole is formed in the outer wall of the valve sleeve, and an oil drain channel communicating with the oil drain groove is formed in the plug.

[0015] The central engine oil control valve of the present invention has the following advantages compared with the prior art: The oil control valve structure of the present invention simplifies the integration of various check valves inside the valve core, transfers some of the original complex functions integrated on the valve core to the valve sleeve, and adopts the method of integrating an expansion-opening ring valve or a reed check valve + support body and their combined opening on the valve sleeve, which can realize the oil circuit control and oil return regulation of various different functions, meet the requirements of the oil internal circulation, and can be flexibly adjusted; moreover, the number of parts of the control valve assembly is reduced, the processing difficulty of the valve core is reduced, and the cost is greatly reduced.

[0016] In addition, by adopting an expansion-opening ring valve, the friction resistance during its opening and closing is small, the reliability is higher, the durability performance is effectively improved, and a large number of applications of the ring valve can be realized, thereby simplifying the structure of the check valve and reducing the overall cost of the control valve.

[0017] In addition, other improved features and advantages of the present invention will be described in the subsequent specific embodiments, and some of them will be obvious from the specification or understood by implementing the present invention. The objectives and other advantages of the present invention can be achieved and obtained through the structures specifically pointed out in the specification and the drawings. Brief Description of the Drawings

[0018] Figure 1 It is a three-dimensional structure diagram of the central oil control valve of the present invention; Figure 2 is Figure 1 the half-sectional view of the central oil control valve in Figure 3 It is a schematic structural diagram of the valve sleeve in the structure of Embodiment 1 of the present invention; Figure 4 It is a sectional view of the structure of Embodiment 1 of the present invention in Working Mode 1; Figure 5 It is a sectional view of the structure of Embodiment 1 of the present invention in Working Mode 2; Figure 6 It is a schematic structural diagram of the valve sleeve in the structure of Embodiment 2 of the present invention; Figure 7 It is a sectional view of the structure of Embodiment 2 of the present invention in Working Mode 1; Figure 8 It is another sectional view of the structure of Embodiment 2 of the present invention in Working Mode 1 from another angle; Figure 9 It is a sectional view of the structure of Embodiment 2 of the present invention in Working Mode 2; Figure 10 It is another sectional view of the structure of Embodiment 2 of the present invention in Working Mode 2 from another angle; Figure 11 It is a schematic structural diagram of the valve sleeve in the structure of Embodiment 3 of the present invention; Figure 12 It is a schematic structural diagram of the valve core in the structure of Embodiment 3 of the present invention; Figure 13 This is a cross-sectional view of the structure of Embodiment 3 in the present invention under Working Mode 1; Figure 14 This is another cross-sectional view of the structure of Embodiment 3 in the present invention under Working Mode 1 from another angle; Figure 15 This is a cross-sectional view of the structure of Embodiment 3 in the present invention under Working Mode 2; Figure 16 This is another cross-sectional view of the structure of Embodiment 3 in the present invention under Working Mode 2 from another angle.

[0019] Explanation of reference numerals: 1. Valve body; 2. Valve core; 3. Valve sleeve; 4. Valve cavity; 5. Oil inlet cavity; 6. First working oil port; 7. Second working oil port; 8. First oil hole; 9. Second oil hole; 10. First annular groove; 11. Oil passage; 12. Oil through hole; 121. First oil through hole; 122. Second oil through hole; 13. Main oil inlet hole; 14. First ring plate valve; 15. Accommodating cavity; 16. Plug; 17. Central through hole; 18. Filter mesh; 19. Second annular groove; 20. Third oil hole; 21. Second ring plate valve; 22. Third annular groove; 23. Fourth annular groove; 24. Fifth annular groove; 25. Sixth annular groove; 26. Fourth oil hole; 27. Third ring plate valve; 28. Oil discharge cavity; 29. Oil discharge passage; 30. First oil discharge hole; 31. Second oil discharge hole; 32. Core tube; 33. Oil return passage; 34. Fifth oil hole; 35. Sixth oil hole; 36. Third oil discharge hole; 37. Fourth oil discharge hole; 38. Oil discharge groove; 39. Support body; 40. Seventh oil hole; 41. Eighth oil hole; 42. Ninth oil hole; 43. Elastic diaphragm; 44. Fifth oil discharge hole. Detailed implementation manners

[0020] First of all, those skilled in the art should understand that these implementation manners are only used to explain the technical principles of the embodiments of this application, and are not intended to limit the protection scope of the embodiments of this application. Those skilled in the art can make adjustments according to needs to adapt to specific application scenarios.

[0021] In the description of the embodiments of this application, it should be noted that unless otherwise clearly specified and limited, the terms "connected" and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium. For those of ordinary skill in the art, the specific meanings of the above terms in the embodiments of this application can be understood according to specific situations.

[0022] Here, it should be noted that in order to avoid obscuring the present invention due to unnecessary details, only the structures and / or processing steps closely related to the solution according to the present invention are shown in the drawings, while other details less related to the present invention are omitted.

[0023] As Figures 1 to 16 shown, the present invention provides a central oil control valve, including a columnar valve body 1, a valve core 2 and a valve sleeve 3. The valve body 1 is sleeved outside the valve sleeve 3. Specifically, an accommodating cavity 15 with one end open is provided in the valve body 1. One end of the valve sleeve 3 abuts against the bottom wall of the accommodating cavity 15. A plug 16 for axially abutting against the other end of the valve sleeve 3 is provided at the open end of the accommodating cavity 15. And an anti-rotation protrusion is convexly provided at one end of the plug 16 near the valve sleeve 3, and an anti-rotation groove is provided at the end of the valve sleeve 3; an axially extending valve cavity 4 is opened at one end of the valve sleeve 3 near the plug 16. The valve core 2 is axially slidably fitted in the valve cavity 4. A return spring is provided between the valve core 2 and the bottom of the valve cavity 4. And in the initial state, under the action of the return elasticity, the end of the valve core 2 away from the return spring abuts against the plug 16 for limiting. During use, the valve core 2 can move back and forth axially under the action of oil pressure.

[0024] In the above structure, a central through hole 17 communicating with the oil inlet cavity 5 is opened at the bottom of the accommodating cavity 15; a filter mesh 18 for covering the central through hole 17 is clamped between the end of the valve sleeve 3 and the bottom wall of the accommodating cavity 15. More specifically, an annular positioning groove is opened at the bottom of the valve sleeve 3. One side in the thickness direction of the filter mesh 18 is accommodated in the positioning groove, and the other side abuts against the bottom of the accommodating cavity 15, so that the filter mesh 18 is clamped and limited between the valve sleeve 3 and the bottom wall of the accommodating cavity 15, without the need for other fasteners to connect, with a simple structure and convenient installation.

[0025] An oil inlet cavity 5 is opened at one end of the valve sleeve 3 away from the valve cavity 4; a first working oil port 6 and a second working oil port 7 respectively communicating with the phaser advance cavity and the lag cavity are opened on the valve body 1. A first oil hole 8 and a second oil hole 9 respectively communicating with the first working oil port 6 and the second working oil port 7 are opened on the valve sleeve 3. A first annular groove 10 is opened on the outer wall of the valve sleeve 3 near one end of the oil inlet cavity 5. An oil passage 11 for axially penetrating the first annular groove 10 is opened on the outer wall of the valve sleeve 3. And an oil through hole 12 communicating with the first oil hole 8 or the second oil hole 9 is opened at the bottom of the oil passage 11; a main oil inlet hole 13 communicating with the oil inlet cavity 5 is opened at the bottom of the first annular groove 10. And a first ring valve 14 that can be unidirectionally expanded and opened under radial force is sleeved in the first annular groove 10; in addition, an oil return check valve is provided on the valve core 2 or the valve sleeve 3; When the valve core 2 is in the first position: the main oil inlet hole 13 is unidirectionally communicated with the first oil hole 8 through the engine oil through hole 12, and the second oil hole 9 is unidirectionally communicated to the engine oil passage 11 through the second one-way valve; or the main oil inlet hole 13 is unidirectionally communicated with the second oil hole 9 through the engine oil through hole 12, and the first hole is unidirectionally communicated to the engine oil passage 11 through the second one-way valve; When the valve core 2 is in the second position: the main oil inlet hole 13 is unidirectionally communicated with the second oil hole 9 through the engine oil through hole 12, and the first oil hole 8 is unidirectionally communicated to the engine oil passage 11 through the second one-way valve; or the main oil inlet hole 13 is unidirectionally communicated with the first oil hole 8 through the engine oil through hole 12, and the second hole is unidirectionally communicated to the engine oil passage 11 through the second one-way valve.

[0026] The following will elaborate in detail on several structural forms and working principles of the engine oil control valve through specific example structures: Embodiment 1: See the appendix Figures 2 to 5 In this embodiment, a second annular groove 19 is further provided on the outer wall of the valve sleeve 3 and near the first annular groove 10. The second annular groove 19 is communicated with the first annular groove 10 through the engine oil passage 11. Third oil holes 20 are respectively opened at the bottom of the second annular groove 19. A second ring piece valve 21 that can be unidirectionally expanded and opened under radial force is installed in the second annular groove 19 to form a return oil one-way valve; in addition, third annular grooves 22, fourth annular grooves 23, and fifth annular grooves 24 are axially spaced and distributed on the outer wall of the valve core 2.

[0027] In addition, in this embodiment, a sixth annular groove 25 is opened on the outer wall of the valve sleeve 3 at the end far from the oil inlet cavity 5, and the sixth annular groove 25 is also communicated with the first annular groove 10 and the second annular groove 19 through the engine oil passage 11; a fourth oil hole 26 is opened at the bottom of the sixth annular groove 25, and a third ring piece valve 27 that can be unidirectionally expanded and opened under radial force is also sleeved in the sixth annular groove 25.

[0028] An oil discharge cavity 28 extending axially is opened inside the valve core 2, and an oil discharge channel 29 communicated with the oil discharge cavity 28 is opened on the side wall of the valve core 2 at the end far from the oil inlet cavity 5; first oil discharge holes 30 and second oil discharge holes 31 communicated with the oil discharge cavity 28 are respectively opened at the bottoms of the third annular groove 22 and the fifth annular groove 24.

[0029] In this embodiment structure, in working mode 1 (i.e., the first position of the valve core 2), the variable valve timing phase is advanced for adjustment: See the appendix Figure 4, at this time, the spool valve 2 is located at the leftmost position. That is, after the high-pressure engine oil enters the oil inlet cavity 5, it pushes open the first ring valve 14, enters the oil passage 11, then successively passes through the oil through-hole 12, the fourth annular groove 23, and the first oil hole 8, and then enters the phaser advance cavity to drive the VVT rotor to achieve variable valve timing phase advance adjustment. The engine oil inlet path is as shown by the solid arrow; due to the function of the second one-way valve, it can prevent the engine oil from entering the retard adjustment oil cavity from the oil passage 11 when performing variable valve timing phase advance adjustment.

[0030] As the system operates, a large torque is applied to the VVT rotor, causing a high oil pressure to be generated in the VVT advance adjustment oil cavity. When the high oil pressure is greater than the oil pressure in the oil inlet passage, the first ring valve 14 closes, effectively preventing the oil return phenomenon in the oil inlet passage, thereby improving the VVT variable valve timing adjustment speed; further, while the engine oil pushes the VVT rotor to perform variable valve timing phase advance adjustment, the VVT retard adjustment oil cavity is in an oil discharge state. The oil discharge path is as shown by the dotted arrow a. Specifically: the engine oil in the retard cavity enters the third annular groove through the second oil hole 9. At this time, under the action of the negative camshaft torque, a high oil pressure is generated in the VVT retard adjustment oil cavity, and the oil pressure is greater than the oil pressure in the oil passage 11. The second ring valve 21 expands and opens, and the engine oil enters the second annular groove 19 and converges with the oil path in the oil passage 11 to achieve the function of engine oil internal circulation, achieving the effect of saving engine oil.

[0031] In the above structure, in addition to the internal circulation of the engine oil in the retard cavity into the oil passage 11, a part of the engine oil will enter the oil discharge cavity 28 through the first oil discharge hole 30 and finally be discharged into the engine oil sump from the oil discharge passage 29. The oil discharge path is as shown by the dotted arrow b.

[0032] Working mode two (i.e., the position of the second spool valve 2), variable valve timing phase retard adjustment: Refer to the appendix Figure 5 , at this time, the spool valve 2 is located at the rightmost position. The high-pressure engine oil enters the oil inlet cavity and pushes open the first ring valve 14, then enters the oil passage 11, then successively passes through the oil through-hole 12, the fourth annular groove 23, and the second oil hole 9, and then enters the phaser retard cavity; similarly, at this time, due to the existence of the third ring valve 27, the engine oil will not enter the advance cavity from the fifth annular groove 24; the engine oil inlet path is as shown by the solid arrow.

[0033] As the system operates, the oil pressure in the lag chamber increases. When its pressure is greater than the inlet oil pressure, the first ring valve 14 closes. Similarly, while the engine oil pushes the VVT rotor to perform variable valve timing phase lag adjustment, the VVT advance chamber is in an oil drainage state. Specifically, the engine oil in the advance chamber enters the fifth annular groove 24 from the first oil hole 8. At this time, under the action of the positive camshaft torque, a high oil pressure is generated in the advance chamber, and the third ring valve 27 expands and opens under the action of the radial oil pressure. The engine oil enters the sixth annular groove 25 from the fourth oil hole 26 and finally converges with the oil path in the oil passage 11 to achieve in-engine circulation. The oil drainage path is shown by the dotted arrow a.

[0034] Similarly, in this working mode, part of the engine oil in the advance chamber realizes in-engine circulation, and another part will enter the oil drainage chamber 28 through the second oil drainage hole 31 and finally be discharged into the engine oil sump from the oil drainage passage 29. The oil drainage path is shown by the dotted arrow b.

[0035] Embodiment 2: See the appendix Figures 6 to 10 , this embodiment is generally the same as Embodiment 1 in structure. The only difference is that the in-engine circulation oil return structure in this embodiment is different from that in Embodiment 1. In this embodiment, the structure of the third ring valve 27 is omitted, and only the first ring valve 14 and the second ring valve 21 need to be set to achieve the same function as in Embodiment 1.

[0036] Specifically, in this embodiment, an axially extending installation cavity is opened inside the valve core 2, and a core pipe 32 is installed in the installation cavity. A gap is left between the outer peripheral wall of the core pipe 32 and the inner peripheral wall of the installation cavity to form an oil return passage 33. Specifically, in this structure, an axially extending inner groove is provided on the outer peripheral wall of the core pipe 32. Therefore, when it is installed in the installation cavity, the inner groove part forms the oil return passage 33.

[0037] In addition, the bottom parts of the third annular groove 22 and the fifth annular groove 24 are respectively provided with a fifth oil hole 34 and a sixth oil hole 35 communicating with the oil return passage 33. And, a third oil drainage hole 36 and a fourth oil drainage hole 37 are also provided on the side wall of the valve sleeve 3 away from the oil inlet chamber 5; an oil drainage groove 38 is opened on the outer wall of the valve sleeve 3 to vertically penetrate the third oil drainage hole 36 and the fourth oil drainage hole 37, and an oil drainage passage 29 communicating with the oil drainage groove 38 is opened on the plug 16.

[0038] In the structure of this embodiment, in Working Mode 1 (i.e., the position of the first valve core 2), variable valve timing phase advance adjustment: See the appendix Figure 7 、 8, at this time, the valve core 2 is located at the leftmost position. That is, after the high-pressure engine oil enters the oil inlet cavity 5, it pushes open the first ring valve 14, enters the oil passage 11, then sequentially passes through the oil through hole 12, the fourth annular groove 23, and the first oil hole 8, and then enters the phaser advance cavity to drive the VVT rotor to realize the variable valve timing phase advance adjustment; due to the function of the second ring valve 21, it can prevent the engine oil from entering the retard adjustment oil cavity from the oil passage 11 when the variable valve timing phase advance adjustment is carried out; the engine oil inlet path is as shown by the solid line arrow.

[0039] As the system operates, a large torque is applied to the VVT rotor, causing a high oil pressure to be generated in the VVT advance adjustment oil cavity. When the high oil pressure is greater than the oil pressure in the oil inlet circuit, the first ring valve 14 closes, effectively preventing the oil from flowing back in the oil inlet circuit, thereby improving the VVT variable valve timing adjustment speed; further, while the engine oil pushes the VVT rotor to carry out the variable valve timing phase advance adjustment, the VVT retard adjustment oil cavity is in an oil drainage state. The oil drainage path is as follows: the engine oil in the retard cavity enters the third annular groove 22 through the second oil hole 9. At this time, under the action of the negative camshaft torque, a high oil pressure is generated in the VVT retard adjustment oil cavity, and the oil pressure is greater than the oil pressure in the oil passage 11. The second ring valve 21 expands and opens, and the engine oil enters the second annular groove 19 and converges with the oil circuit in the oil passage 11 to realize the engine oil internal circulation function, achieving the effect of saving engine oil; the oil drainage path is as shown by the dotted line arrow a.

[0040] In the above structure, in addition to the internal circulation of the engine oil in the retard cavity into the oil passage 11, a part of the engine oil in the third annular groove 22 will enter the oil return passage 33 from the fifth oil hole 34, then be discharged from the sixth oil hole 35 to the fifth annular groove 24, then enter the oil drainage groove 38 through the third oil drainage hole 36, and finally be discharged to the engine oil pan through the oil drainage passage 29; the oil drainage path is as shown by the dotted line arrow b.

[0041] Working mode two (i.e., the position of the second valve core 2), variable valve timing phase retard adjustment: See appendix Figure 9 、 10 , at this time, the valve core 2 is located at the rightmost position. The high-pressure engine oil enters the oil inlet cavity and pushes open the first ring valve 14, then enters the oil passage 11, then sequentially passes through the oil through hole 12, the fourth annular groove 23, and the second oil hole 9, and then enters the phaser retard cavity; similarly, at this time, due to the presence of the second ring valve 21, the engine oil will not enter the third ring valve 27, so it will not enter the advance cavity after passing through the oil return passage 33 and the fifth annular groove 24; the engine oil inlet path is as shown by the solid line arrow.

[0042] As the system operates, the oil pressure in the lag chamber increases. When its pressure is greater than the inlet oil pressure, the first ring valve 14 closes. Similarly, while the engine oil pushes the VVT rotor to perform variable valve timing phase lag adjustment, the VVT advance chamber is in an oil discharge state. Specifically, the engine oil in the advance chamber enters the fifth annular groove 24 from the first oil hole 8, then passes through the sixth oil hole 35, the oil return passage 33, and the fifth oil hole 34 in sequence and enters the third annular groove 22. At this time, under the action of the positive camshaft torque, a high oil pressure is generated in the advance chamber, and the second ring valve 21 expands and opens under the action of the radial oil pressure. The engine oil enters the second annular groove 19 from the third oil hole 20 and finally converges with the oil path in the oil passage 11 to achieve in-engine circulation. The oil discharge path is as shown by the dotted arrow a.

[0043] Similarly, in this working mode, part of the engine oil in the advance chamber realizes in-engine circulation, and another part will enter the oil discharge chamber 28 through the fourth oil discharge hole 37 and finally be discharged into the engine oil sump from the oil discharge passage 29; the oil discharge path is as shown by the dotted arrow b.

[0044] Embodiment Three: See the appendix Figures 11 to 16 , the overall structure of this embodiment is the same as that of Embodiment One, but there are obvious differences in the structural settings of the oil return check valve.

[0045] Specifically, in this embodiment, third annular groove 22, fourth annular groove 23, and fifth annular groove 24 are axially and spacedly arranged on the outer wall of the valve core 2; in addition, a support body 39 is installed in the inner cavity of the valve core 2. An oil return passage 33 is formed between the support body 39 and the inner cavity wall of the valve core 2. Seventh oil hole 40, eighth oil hole 41, and ninth oil hole 42 communicating with the oil return passage 33 are respectively opened at the bottoms of the third annular groove 22, fourth annular groove 23, and fifth annular groove 24; an elastic diaphragm 43 for fitting and sealing the eighth oil hole 41 is connected to the support body 39 to form an oil return check valve. The oil return check valve here is a reed type check valve.

[0046] Similarly, in this structure, a fifth oil discharge hole 44 is also opened on the side wall of the valve sleeve 3, an oil discharge groove 38 vertically penetrating the fifth oil discharge hole 44 is opened on the outer wall of the valve sleeve 3, and an oil discharge passage 29 communicating with the oil discharge groove 38 is opened on the plug 16.

[0047] In this embodiment and Embodiment One in the two working modes, the positions of the valve core 2 are exactly opposite, but the working principles are the same.

[0048] In the structure of this embodiment, in Working Mode One (i.e., the position of the second valve core 2), variable valve timing phase advance adjustment: See the appendix Figure 13 、 14, at this time, the valve core 2 is located at the rightmost position. That is, after the high-pressure engine oil enters the oil inlet cavity 5, it pushes open the first ring plate valve 14 and enters the oil passage 11. Then it successively passes through the oil through hole 12, the fifth annular groove 24, and the first oil hole 8 and enters the phaser advance cavity to drive the VVT rotor to achieve variable valve timing phase advance adjustment. Due to the function of the second check valve, it can prevent the engine oil from entering the retard adjustment oil cavity from the oil passage 11 when performing variable valve timing phase advance adjustment. The engine oil inlet path is as shown by the solid line arrow.

[0049] As the system operates, a large torque is applied to the VVT rotor, causing a high oil pressure to be generated in the VVT advance adjustment oil cavity. When the high oil pressure is greater than the oil pressure in the oil inlet circuit, the first ring plate valve 14 closes, effectively preventing the oil return phenomenon in the oil inlet circuit, thereby improving the VVT variable valve timing adjustment speed. Further, while the engine oil pushes the VVT rotor to perform variable valve timing phase advance adjustment, the VVT retard adjustment oil cavity is in an oil draining state. The oil draining path is as follows: The engine oil in the retard cavity enters the fourth annular passage through the second oil hole 9. At this time, under the action of the negative camshaft torque, a high oil pressure is generated in the VVT retard adjustment oil cavity, and the oil pressure is greater than the oil pressure in the oil passage 11. The elastic diaphragm 43 deforms radially inward and opens, and the engine oil enters the oil return passage 33. Then it successively passes through the seventh oil hole 40, the third annular groove 22, and the oil through hole 12 and converges with the oil circuit in the oil passage 11 to realize the engine oil internal circulation function, achieving the effect of saving engine oil. The oil draining path is as shown by the dotted line arrow a.

[0050] In the above structure, in addition to the internal circulation of the engine oil in the retard cavity to the oil passage 11, a part of the engine oil will enter the oil drain groove 38 from the fourth annular groove 23 through the fifth oil drain hole, and finally be discharged into the engine oil pan from the oil drain passage 29. The oil draining path is as shown by the dotted line arrow b.

[0051] Working mode 2 (i.e., the position of the first valve core 2), variable valve timing phase retard adjustment: See attached Figure 15 、 16 , at this time, the valve core 2 is located at the leftmost position. After the high-pressure engine oil enters the oil inlet cavity, it pushes open the first ring plate valve 14, and then enters the oil passage 11. Then it successively passes through the oil through hole 12, the third annular groove 22, and the second oil hole 9 and enters the phaser retard cavity. Similarly, at this time, due to the existence of the second check valve, the engine oil will not enter the advance cavity. The engine oil inlet path is as shown by the solid line arrow.

[0052] As the system operates, the oil pressure in the lag chamber increases. When its pressure is greater than the inlet oil pressure, the first ring valve 14 closes. Similarly, while the engine oil pushes the VVT rotor to perform variable valve timing phase lag adjustment, the VVT advance chamber is in an oil drainage state. Specifically, the engine oil in the advance chamber enters the fourth annular groove 23 from the first oil hole 8. At this time, under the action of the positive camshaft torque, a high oil pressure is generated in the advance chamber, and the elastic diaphragm 43 deforms radially inward to open. The engine oil in the fourth annular groove 23 passes through the eighth oil hole 41 and the oil return passage 33 in sequence, and then passes through the seventh oil hole 40, the third annular groove 22, and the engine oil through hole 12 in sequence and converges with the oil path in the engine oil passage 11, realizing the function of engine oil internal circulation and achieving the effect of saving engine oil. The oil drainage path is as shown by the dotted arrow a.

[0053] Similarly, in the above structure, in addition to the internal circulation of the engine oil in the advance chamber into the engine oil passage 11, a part of the engine oil will enter the oil drainage groove 38 from the fourth annular groove 23 through the fifth oil drainage hole 44 and finally be discharged into the engine oil sump from the oil drainage passage 29. The oil drainage path is as shown by the dotted arrow b.

[0054] In addition, in order to improve the working efficiency and achieve a rapid response of the adjustment action, in this embodiment, two engine oil through holes 12 are provided on the side wall of the valve sleeve 3, and the positions of the two engine oil through holes 12 correspond to the positions of the first working oil port 6 and the second working oil port 7 respectively.

[0055] Specifically, referring to the appendix Figure 11 , an engine oil passage 11 extending axially is provided on the outer wall of the valve sleeve 3. A first engine oil through hole 121 is provided on one side of the bottom of the engine oil passage 11 close to the oil inlet chamber 5, and a second engine oil through hole 122 is provided at one end close to the plug 16.

[0056] In working mode one, a part of the engine oil drained from the lag chamber passes through the oil return passage 33, the ninth oil hole 42, the fifth annular groove 24, and the second engine oil through hole 122 in sequence and then converges with the oil path in the engine oil passage 11; another part passes through the oil return passage 33, the seventh oil hole 40, the third annular groove 22, and the first engine oil through hole 121 in sequence and then converges with the oil path in the engine oil passage 11, realizing the internal circulation of the engine oil.

[0057] Similarly, in working mode two, a part of the engine oil drained from the advance chamber passes through the oil return passage 33, the ninth oil hole 42, the fifth annular groove 24, and the second engine oil through hole 122 in sequence and then converges with the oil path in the engine oil passage 11; another part passes through the oil return passage 33, the seventh oil hole 40, the third annular groove 22, and the first engine oil through hole 121 in sequence and then converges with the oil path in the engine oil passage 11, realizing the internal circulation of the engine oil.

[0058] In addition, it should be reminded that in the descriptions of the above embodiments of the present application, the first working mode and the second working mode of the control valve are not absolutely corresponding to the positions of the phaser advance chamber and the lag chamber. In actual use, according to different engines or phasers, the two positions can be interchanged.

[0059] The above is only the specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the technical field of the present application within the technical scope disclosed by the present application should be covered within the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims

1. A central oil control valve, comprising a valve body, a valve core and a valve sleeve. The valve body is sleeved outside the valve sleeve. The valve core is axially movably installed in a valve cavity at one end of the valve sleeve. An oil inlet cavity is formed at the other end of the valve sleeve. A first working oil port and a second working oil port communicating with a phaser advance cavity and a lag cavity respectively are formed on the valve body. A first oil hole and a second oil hole communicating with the first working oil port and the second working oil port respectively are formed on the valve sleeve. It is characterized in that: A first annular groove is formed on the outer wall of one end of the valve sleeve near the oil inlet cavity. An oil passage is formed on the outer wall of the valve sleeve for axially penetrating through the first annular groove. An oil through hole communicating with the first oil hole or the second oil hole is formed at the bottom of the oil passage. A main oil inlet hole communicating with the oil inlet cavity is formed at the bottom of the first annular groove. A first ring valve that can expand and open unidirectionally under radial force is sleeved in the first annular groove. A return oil check valve is provided on the valve core or the valve sleeve. When the valve core is in the first position: the main oil inlet hole is unidirectionally communicated with the first oil hole through the oil through hole, and the second oil hole is unidirectionally communicated with the oil passage through the second check valve; or the main oil inlet hole is unidirectionally communicated with the second oil hole through the oil through hole, and the first hole is unidirectionally communicated with the oil passage through the second check valve. When the valve core is in the second position: the main oil inlet hole is unidirectionally communicated with the second oil hole through the oil through hole, and the first oil hole is unidirectionally communicated with the oil passage through the second check valve; or the main oil inlet hole is unidirectionally communicated with the first oil hole through the oil through hole, and the second hole is unidirectionally communicated with the oil passage through the second check valve.

2. The central oil control valve according to claim 1, characterized in that: A receiving cavity with an open end is provided in the valve body. One end of the valve sleeve abuts against the bottom wall of the receiving cavity. A plug for axially abutting against the other end of the valve sleeve is provided at the open end of the receiving cavity. An anti-rotation protrusion is provided on the outer convex part of the plug near the valve sleeve, and an anti-rotation groove is provided at the end of the valve sleeve.

3. The central oil control valve according to claim 2, wherein: A central through hole communicating with the oil inlet cavity is formed at the bottom of the receiving cavity. A filter screen for covering the central through hole is clamped between the end of the valve sleeve and the bottom wall of the receiving cavity.

4. The central oil control valve according to claim 2, characterized in that: A second annular groove is further formed on the outer wall of the valve sleeve. The second annular groove is communicated with the first annular groove through the oil passage. Third oil holes are respectively formed at the bottom of the second annular groove. A second ring valve that can expand and open unidirectionally under radial force is assembled in the second annular groove to form the return oil check valve. Third annular grooves, fourth annular grooves and fifth annular grooves are formed on the outer wall of the valve core at axially spaced intervals. When the valve core is in the first position, the oil through hole is communicated with the first oil hole through the fourth annular groove, and the second oil hole is sequentially communicated with the oil passage through the third annular groove and the second ring valve. When the valve core is in the second position, the oil through hole is communicated with the second oil hole through the fourth annular groove, and the first oil hole is communicated with the oil passage through the fifth annular groove.

5. The central oil control valve according to claim 4, characterized in that: A sixth annular groove is formed on the outer wall of the end of the valve sleeve away from the oil inlet cavity. The sixth annular groove is communicated with the first annular groove and the second annular groove through the oil passage. A fourth oil hole is formed at the bottom of the sixth annular groove. A third ring valve that can expand and open unidirectionally under radial force is sleeved in the sixth annular groove.

6. The central oil control valve according to claim 5, characterized in that: An oil discharge cavity extending axially is formed inside the valve core, and an oil discharge channel communicating with the oil discharge cavity is formed in the side wall of the end of the valve core away from the oil inlet cavity; a first oil discharge hole and a second oil discharge hole communicating with the oil discharge cavity are respectively formed at the bottoms of the third annular groove and the fifth annular groove.

7. The central oil control valve according to claim 4, wherein: An installation cavity extending axially is formed inside the valve core, a core pipe is installed in the installation cavity, and a gap is left between the outer peripheral wall of the core pipe and the inner peripheral wall of the installation cavity to form an oil return channel; a fifth oil hole and a sixth oil hole communicating with the oil return channel are respectively formed at the bottoms of the third annular groove and the fifth annular groove.

8. The central oil control valve according to claim 7, characterized in that: A third oil discharge hole and a fourth oil discharge hole are further formed in the side wall of the end of the valve sleeve away from the oil inlet cavity; an oil discharge groove penetrating through the third oil discharge hole and the fourth oil discharge hole vertically is formed in the outer wall of the valve sleeve, and an oil discharge channel communicating with the oil discharge groove is formed in the plug.

9. The central oil control valve according to claim 2, wherein: Third annular groove, fourth annular groove and fifth annular groove which are axially spaced apart are formed in the outer wall of the valve core, a support body is installed in the inner cavity of the valve core, an oil return channel is formed between the support body and the inner cavity wall of the valve core, and a seventh oil hole, an eighth oil hole and a ninth oil hole communicating with the oil return channel are respectively formed at the bottoms of the third annular groove, the fourth annular groove and the fifth annular groove; an elastic diaphragm for sealing the eighth oil hole in a fitting manner is connected to the support body to form the oil return check valve. When the valve core is in the first position, the engine oil through hole communicates with the second oil hole through the third annular groove, and the first oil hole communicates with the engine oil channel through the fourth annular groove, the elastic diaphragm and the oil return channel in sequence. When the valve core is in the second position, the engine oil hole communicates with the first oil hole through the third annular groove, the oil return channel and the fifth annular groove, and the second oil hole communicates with the engine oil channel through the fourth annular groove and the elastic diaphragm.

10. The central oil control valve according to claim 9, characterized in that: A fifth oil discharge hole is further formed in the side wall of the valve sleeve, an oil discharge groove penetrating through the fifth oil discharge hole vertically is formed in the outer wall of the valve sleeve, and an oil discharge channel communicating with the oil discharge groove is formed in the plug.

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