EP2415978B1 - Variable valve timing device - Google Patents

Variable valve timing device Download PDF

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Publication number
EP2415978B1
EP2415978B1 EP10758520.0A EP10758520A EP2415978B1 EP 2415978 B1 EP2415978 B1 EP 2415978B1 EP 10758520 A EP10758520 A EP 10758520A EP 2415978 B1 EP2415978 B1 EP 2415978B1
Authority
EP
European Patent Office
Prior art keywords
sprocket
camshaft
valve timing
variable valve
output shaft
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP10758520.0A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP2415978A4 (en
EP2415978A1 (en
Inventor
Koji Sato
Takahide Saito
Koji Isoda
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
NTN Corp
Hitachi Astemo Ltd
Original Assignee
NTN Corp
Hitachi Automotive Systems Ltd
NTN Toyo Bearing Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
Application filed by NTN Corp, Hitachi Automotive Systems Ltd, NTN Toyo Bearing Co Ltd filed Critical NTN Corp
Publication of EP2415978A1 publication Critical patent/EP2415978A1/en
Publication of EP2415978A4 publication Critical patent/EP2415978A4/en
Application granted granted Critical
Publication of EP2415978B1 publication Critical patent/EP2415978B1/en
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/352—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using bevel or epicyclic gear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F01L2001/3445—Details relating to the hydraulic means for changing the angular relationship
    • F01L2001/34453—Locking means between driving and driven members
    • F01L2001/34476—Restrict range locking means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2810/00—Arrangements solving specific problems in relation with valve gears
    • F01L2810/02—Lubrication
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2820/00—Details on specific features characterising valve gear arrangements
    • F01L2820/03—Auxiliary actuators
    • F01L2820/032—Electric motors

Definitions

  • This invention relates to a variable valve timing device which can change the timing of opening and closing intake valves or exhaust valves of an engine.
  • Intake valves through which an air-fuel mixture is fed into an engine, and exhaust valves, through which exhaust gas is discharged, are opened and closed in synchronization with the engine stroke.
  • a variable valve timing device is known which changes the timing of opening and closing of the valves, thereby improving fuel economy of the engine and reducing exhaust gas.
  • Fig. 12 shows a conventional variable valve timing device (such as disclosed in Patent document 1) comprising a camshaft 41 for driving engine valves, a sprocket 42 through which the engine revolution is transmitted to the camshaft 41 and which is arranged coaxial with the camshaft 41 so as to be rotatable relative to the camshaft 41, an electric motor 43 having an output shaft 44 coaxial with the camshaft 41, and a speed reduction mechanism 45 and the link mechanism 46 through which the rotation of the output shaft 44 of the motor 43 is transmitted to the camshaft 44, thereby changing the angular position of the camshaft 41 relative to the sprocket 42 by rotating the camshaft 41 and the sprocket 42 relative to each other, in order to change the timing of opening and closing of the engine valves.
  • a conventional variable valve timing device such as disclosed in Patent document 1
  • a camshaft 41 for driving engine valves a sprocket 42 through which the engine revolution is transmitted to the camshaft 41 and which is arranged coaxial with the
  • the speed reduction mechanism 45 includes an internal gear 47 rotatably supported on an eccentric shaft portion 44a of the output shaft 44 of the electric motor 43 through a bearing, and having part of its teeth meshing with an external gear 49 provided on a housing 48 integral with the sprocket 42, so that when the output shaft 44 is rotated relative to the sprocket 42, the internal gear 47 rotates around the eccentric shaft portion 44a.
  • the rotation of the internal gear 47 is transmitted to a guide plate 50, and the rotation of the guide plate 50 is transmitted to the cam plate 41a which is rotationally fixed to the camshaft 41a through the link mechanism 46, which comprises arms 46a and 46b, thereby rotating the camshaft 41 relative to the sprocket 42.
  • the rotation of the output shaft 44 of the electric motor 43 is transmitted to the camshaft 41 through the complicated structure comprising the speed reduction mechanism 45 and the link mechanism 46, which makes it difficult to reduce the size of the device. If the speed reduction mechanism 45 malfunctions, it may become impossible to keep the angular position between the camshaft 41 and the sprocket 42 within a predetermined angular range because there is no backup mechanism for transmitting the rotation of the output shaft 44 of the electric motor 43 to the camshaft 41.
  • An object of the present invention is to simplify the structure of the speed reduction mechanism and to keep the relative rotation between the camshaft and the sprocket within a predetermined angular range even if the speed reduction mechanism malfunctions.
  • the present invention provides a variable valve timing device comprising a camshaft for driving at least one of an intake valve and an exhaust valve of an engine, and a sprocket configured to be rotated by the engine to drive the camshaft, the camshaft and the sprocket being arranged coaxially with each other so as to be rotatable relative to each other, an electric motor having an output shaft, and a speed reduction mechanism through which the rotation of the output of the electric motor can be transmitted to the camshaft at a reduced rate, thereby changing the angular position of the camshaft relative to the sprocket, wherein the speed reduction mechanism comprises an eccentric shaft portion provided on the output shaft of the electric motor and having a circular cross-section, a housing fixed to the sprocket, an internal gear fixedly mounted in the housing and having teeth, a plurality of rollers disposed between the internal gear and an outer periphery of the eccentric shaft portion, and an intermediate shaft coaxial with the camshaft and including an annular retain
  • the speed reduction mechanism alone can both reduce the rotational speed of the output shaft of the electric motor and transmit the thus reduced rotation of the output shaft to the camshaft.
  • the speed reduction mechanism of the present invention is thus simple in structure.
  • the restricting means restricts the angular position of the camshaft relative to the sprocket within a predetermined angle even if the speed reduction mechanism malfunctions.
  • the restricting means may comprise a protrusion provided on one of the intermediate shaft and the sprocket, and a circumferentially elongated engaging recess formed in the other of the intermediate shaft and the sprocket, the protrusion being engaged in the engaging recess such that the protrusion is movable within the range of the circumferential length of the engaging recess, whereby the relative rotation between the intermediate shaft and the sprocket is restricted within an angle formed between two lines connecting the center of the sprocket to the protrusion when the protrusion is at the respective extreme circumferential ends of the engaging recess.
  • the restricting means may comprise a protrusion provided on one of the sprocket and the camshaft, and a circumferentially elongated engaging recess formed in the other of the sprocket and the camshaft, the protrusion being engaged in the engaging recess such that the protrusion is movable within the range of the circumferential length of the engaging recess, whereby the relative rotation between the sprocket and the camshaft is restricted within an angle formed between two lines connecting the center of the sprocket to the protrusion when the protrusion is at the respective extreme circumferential ends of the engaging recess.
  • the camshaft may be formed with an oil passage through which engine oil can pass, and the sprocket may be formed with an oil path through which engine oil supplied from the oil passage can be supplied to the speed reduction mechanism.
  • an engine has an oil sump from which engine oil is supplied to engine parts to lubricate the engine parts.
  • the oil sump is connected to the oil passage of the camshaft, so that the parts of the speed reduction mechanism are lubricated with engine oil that is supplied through the oil passage and the oil path.
  • An oil reservoir for engine oil may be provided in the oil passage.
  • the oil reservoir allows smooth and quickly supply of engine oil stored in the oil reservoir to the speed reduction mechanism especially when the engine is started or during hard acceleration of the engine, at which time it is usually difficult to supply enough oil to the speed reduction mechanism. Also, the oil reservoir reduces a sudden change in the amount of engine oil supplied to the speed reduction mechanism, thus stabilizing the amount of engine oil supplied.
  • An oil filter may be provided in the oil passage to remove foreign matter that enters the oil passage from outside, such as metal dust contained in engine oil circulating through the engine, thereby preventing deterioration in the lubricating ability.
  • the valve timing device may further comprise an intermediate support bearing comprising a slide bearing disposed around an outer periphery of the intermediate shaft and fixedly fitted in a cylindrical portion of the internal gear.
  • the intermediate support bearing since the interior of the speed reduction mechanism is lubricated by engine oil, it is possible to use as the intermediate support bearing a slide bearing, which is simpler in structure and less expensive than a rolling bearing, which is ordinarily used for this purpose, and which includes inner and outer races adapted to slide on each other through an oil film. This reduces the manufacturing cost of the speed reduction mechanism.
  • variable valve timing device may further comprise an output support bearing comprising a slide bearing disposed around an outer periphery of the output shaft of the electric motor and fixedly fitted in a cylindrical portion of the housing.
  • an output support bearing comprising a slide bearing disposed around an outer periphery of the output shaft of the electric motor and fixedly fitted in a cylindrical portion of the housing.
  • the intermediate shaft and the internal gear may be configured to be rotatable relative to each other with an outer periphery of the intermediate shaft in sliding contact with an inner periphery of a cylindrical portion of the internal gear.
  • the output shaft of the electric motor and the housing may be configured to be rotatable relative to each other with an outer periphery of the output shaft in sliding contact with an inner periphery of a cylindrical portion of the housing.
  • Sliding portions of the outer periphery of the intermediate shaft and a radially inner surface of the cylindrical portion of the internal gear may be coated with films having improved wear resistance.
  • sliding portions of the outer periphery of the output shaft of the electric motor and a radially inner surface of the cylindrical portion of the housing may be coated with films having improved wear resistance.
  • the speed reduction mechanism alone can both reduce the rotational speed of the output shaft of the electric motor and transmit the thus reduced rotation of the output shaft to the camshaft.
  • the speed reduction mechanism is thus simple in structure and thus its installation space is small.
  • the relative rotation between the camshaft and the sprocket can be limited to a predetermined angular range.
  • variable valve timing device according to Embodiment 1 of the present invention.
  • Embodiment 1 comprises a camshaft 1 for driving intake valves (not shown), a sprocket 2 which is coaxial with the camshaft 1 and through which the revolution of the engine is transmitted to the camshaft 1, an electric motor 3 having an output shaft 4 which is coaxial with the camshaft 1, and a speed reduction mechanism 5 through which the rotation of the output shaft 4 is transmitted to the camshaft 1, whereby it is possible to change the angular position of the camshaft 1 relative to the sprocket 2, thereby changing the timing of opening and closing of the intake valves.
  • Embodiment 1 further includes a housing 7 having a cylindrical portion fixed to one end surface of the sprocket 2 so as to be coaxial with the sprocket 2.
  • the housing 7 is a cylindrical member having a first closed end and a second open end. Near the first closed end of the cylindrical portion, the output shaft 4 of the electric motor 3 is rotatably and coaxially supported by the camshaft 1 through an output shaft support bearing 11. At the second open end, the cylindrical portion of the housing 7 is fixed to the sprocket 2.
  • the output shaft support bearing 11 is a ball bearing.
  • the output shaft 4 of the electric motor 3 carries an eccentric shaft portion 6 having a circular cross-section at its second end around which a ball bearing 12 is fixedly fitted.
  • An axial through hole 4a is formed in the eccentric shaft portion 6 at its portion of which the radial dimension from the axis of output shaft 4 is maximum. The through hole 4a allows smooth and balanced rotation of the eccentric shaft portion 6.
  • the speed reduction mechanism 5 comprises the eccentric shaft portion 6 of the output shaft 4 of the electric motor 3, an internal gear 8 fixed to the inner surface of the cylindrical portion of the housing 7, which is fixed to the sprocket 2, a plurality of rollers 9 disposed between the internal gear 8 and the radially outer portion of the eccentric shaft portion 6 and adapted to roll while being kept in contact with the teeth 8a of the internal gear 8, and an intermediate shaft 10 having an annular retainer portion 10b formed with circumferentially equidistantly arranged pockets 10a each holding one roller 9.
  • the internal gear 8 is coaxial with the camshaft 1 with its teeth 8a arranged at equal pitches so as to radially face the radially outer surface of the outer race of the ball bearing 12.
  • the internal gear 8 has at least one axial protrusion 8b formed at one end surface and engaged in an axial engaging hole 7a, thus rotationally fix the internal gear 8 to the housing 7.
  • the teeth 8a are formed on the inner periphery of the internal gear 8 at its first end portion.
  • the internal gear 8 has 29 teeth 8a.
  • the rollers 9 are rollably disposed between the teeth 8a and the ball bearing 12 of the eccentric shaft portion 6 at the first end portion of the internal gear 8 so as to be kept in contact with the teeth 8a and the bearing 12.
  • Each tooth 8a of the internal gear 8 has a profile that coincides with the locus of the radially outermost portion of each roller 9, which is parallel to the locus of the center of the roller 9, when the output shaft 4 of the electric motor 3 rotates and the rollers 9 revolve around the shaft 4 along the outer periphery of the ball bearing 12 of the eccentric shaft portion 6.
  • the rollers 9 are retained in the respective circumferentially equidistantly spaced apart pockets 10a of the retainer portion 10b of the intermediate shaft 10.
  • the pockets 10a are provided at all or some of the circumferentially spaced apart points which are greater or fewer in number by one than the number of the teeth 8a.
  • the retainer portion 10b has 15 pockets 10a which are each located at every other one of 30 circumferentially equidistantly spaced apart points, which are larger in number by one than the 29 teeth 8a.
  • the intermediate shaft 10 is an annular member which is rotatably supported by an intermediate shaft support bearing 13 in the form of a ball bearing mounted in the cylindrical portion of the internal gear 8 at its second axial end.
  • the intermediate shaft 10 has a flange 10c extending from its radially inner surface at its first axial end and in engagement with a small-diameter portion 1a of the camshaft 1 at its first axial end.
  • a coupling pin 14 extends axially through the flange 10c of the intermediate shaft 10 and is inserted and fixed in a fixing hole 1b formed in the shoulder defining the small-diameter portion 1a of the camshaft 1, thereby rotationally fixing the intermediate shaft 10 to the camshaft 1.
  • a bolt 16 is tightened in a threaded hole 1c formed in the center of the small-diameter portion 1a of the camshaft 1 with a washer 15 disposed between the small-diameter portion 1a and the bolt.
  • the washer 15 presses the flange 10c against the camshaft 1, thereby more reliably fixing the intermediate shaft 10 to the camshaft 1.
  • the intermediate shaft 10 which is fixed to the camshaft 1, is formed with an axial through hole 10d in which a stopper pin 17 is inserted and fixed in position with its end portion protruding from the second end of the intermediate shaft 10.
  • the intermediate shaft 10 may be formed by forging so that a protruding portion identical in shape to the protruding end portion of the stopper pin 17 is integrally formed on the intermediate shaft 10 when forming the intermediate shaft 10 by forging.
  • the camshaft 1 has an integral flange 1d on its outer periphery which axially retains the sprocket 2 in position so as to be rotatable relative to the camshaft 1.
  • the sprocket 2 is formed with a circumferentially elongated recess 18 in which the stopper pin 17 of the intermediate shaft 10 is engaged.
  • the stopper pin 17 is movable in the circumferential direction within the range defined by the circumferential length of the recess 18.
  • the relative rotation angle range between the intermediate shaft 10 and the sprocket 2 is restricted within ⁇ between the two dot-and-dash lines in Fig. 3 which connect the center O of the sprocket 2 to the center of the stopper pin 17 when the pin 17 is in abutment with the respective circumferential ends of the elongated recess 18 ( ⁇ is 30° in Fig. 3 ).
  • the relative rotation angle range between the camshaft 1 and the sprocket 2 is also restricted to ⁇ because the camshaft 1 is rotationally fixed to the intermediate shaft 10.
  • the means for restricting the relative rotation angle range comprises the stopper pin 17 provided on the intermediate shaft 10 and the recess 18 formed in the sprocket 2.
  • a stopper pin may be provided on the sprocket 2 and a recess may be formed in the intermediate shaft 10 so that the stopper pin is engaged in the recess.
  • Embodiment 1 Now the operation of Embodiment 1 is described.
  • the rollers 9 engage some of the teeth 8a and the outer periphery of the ball bearing 12, the rollers 9 rotate the retainer portion 10b, which retains the rollers 9, thus rotating the camshaft 1 through the intermediate shaft 10.
  • the electric motor 3 is rotated in synchronization with the sprocket 2.
  • the camshaft 1 and the sprocket 2 also rotate in synchronization with each other.
  • the output shaft 4 of the electric motor 3 is rotated faster or slower than the sprocket 2, i.e. rotated relative to the sprocket 2, by electronic control or any other known means.
  • an annular space between the radially outer surface of the outer race of the ball bearing 12 and the internal gear 8 has diametrically opposed narrowest and widest portions A and B.
  • the narrowest and widest portions A and B are located at the 12 and 6 o'clock positions, respectively.
  • the narrowest and widest portions A and B both rotate clockwise, which means that any portion on the right-hand side of the annular space decreases in width until the narrowest portion A passes and any portion on the left-hand side of the annular space increases in width until the widest portion B passes.
  • rollers 9 on the right-hand side of the annular space are pushed by the outer periphery of the outer race of the ball bearing 12 and moved radially outwardly from the apexes of the teeth 8a toward their bottoms, while the rollers 9 on the left-hand side of the annular space are moved radially inwardly from the bottoms of the teeth 8a toward their apexes.
  • the rollers 9 thus revolve clockwise along the outer periphery of the ball bearing 12 as shown by the arrow in Fig. 2 .
  • the retainer portion 10b of the intermediate shaft 10, which retains the rollers 9, thus also rotates clockwise as does the output shaft 4.
  • the narrowest and widest portions A and B of the annular space also rotate counterclockwise, so that the retainer portion 10b of the intermediate shaft 10, which retains the rollers 9, also rotates counterclockwise, as does the output shaft 4.
  • the camshaft 1 rotates relative to the sprocket 2, thereby changing the angular position of the camshaft 1 relative to the sprocket 2 so as to be suitable during a low-speed revolution of the engine. This stabilizes the engine revolution and improves gas mileage while the engine is idling.
  • the speed reduction mechanism 5 reduces the revolving speed of the rollers 9 by reducing the rotational speed of the output shaft 4 of the electric motor 3, thereby reducing the rotational speed of the camshaft 1 through the intermediate shaft 10. This eliminates the need to combine a speed reduction mechanism for reducing the rotation of the output shaft of the electric motor and a link mechanism for transmitting the reduced rotation to the camshaft, thus simplifying the structure of the speed reduction mechanism 5.
  • Embodiment 1 due to the engagement of the stopper pin 17 of the intermediate shaft 10 in the engaging recess 18 of the camshaft 1, the relative rotation between the intermediate shaft 10 and the sprocket 2 is restricted within the angle ⁇ , which is the angle between the lines connecting the center O of the sprocket 2 to the center of the stopper pin 17 when the pin 17 is in abutment with the respective circumferential ends of the recess 18.
  • variable valve timing device according to Embodiment 2 is now described with reference to Figs. 4 and 5 .
  • Embodiment 2 has means for restricting the angular position of the camshaft 1 relative to the sprocket 2 which differs from that of Embodiment 1. Otherwise, Embodiment 2 is identical in structure to Embodiment 1. Thus like elements are denoted by identical numerals and their description is omitted.
  • the sprocket 2 is formed with axial through hole 2b into which a stopper pin 17 is inserted and fixed in position with one end portion protruding from the hole 2b.
  • a protrusion similar in shape to the protruding end of the stopper pin 17 may be formed on the sprocket 2 when forming the sprocket 2 by forging. In this case, the stopper pin 17 and the through hole 2b are not necessary.
  • the flange 1d of the camshaft 1 is formed with a circumferentially extending, radially outwardly opening recess 18 in which the stopper pin 17 of the sprocket 2 engages.
  • the stopper pin 17 is thus circumferentially movable within the range defined by the circumferentially extending recess 18 (i.e. the range between two dash-and-dot lines in Fig. 5 ).
  • the relative rotation angle range between the sprocket 2 and the camshaft 1 is restricted within the angle ⁇ between the above two dash-and-dot lines, which connects the center O of the sprocket 2 to the center of the stopper pin 17 when the pin 17 is in abutment with the respective circumferential ends of the recess 18 ( ⁇ is 30° in Fig. 5 ).
  • the means for restricting the angular position of the camshaft relative to the sprocket comprises the stopper pin 17 fixed to the sprocket 2 and the recess 18 formed in the camshaft 1. But instead, the stopper pin 17 may be fixed to the camshaft 1 and engaged in a recess similar to the recess 18 and formed in the sprocket 2.
  • Embodiment 2 too, even if it becomes impossible to transmit the rotation of the sprocket 2 to the camshaft 1 through the intermediate shaft 10 due to trouble of the reduction mechanism 5, the angular position of the camshaft 1 relative to the sprocket 2 can be restricted within the angle ⁇ as in Embodiment 1.
  • variable valve timing device according to Embodiment 3 is now described with reference to Figs. 6 to 8 .
  • Embodiment 3 differs from Embodiment 1 in that the camshaft 1 has an oil passage 20 through which engine oil flows, and that the sprocket 2 is formed with another oil path 21 through which engine oil from the oil passage 20 is supplied to the speed reduction mechanism 5. Otherwise, this embodiment is structurally identical to Embodiment 1. Thus, like elements are denoted by identical numerals and their description is omitted.
  • Engine oil is ordinarily circulated through an oil sump to every component part of the engine to ensure lubricity.
  • the oil passage 20 of the camshaft 1 communicates with the oil sump.
  • engine oil is supplied from the oil sump to the component parts of the speed reduction mechanism 5 through the oil passage 20 and the oil path 21 of the sprocket 2.
  • the oil passage 20 extends through the axis of the camshaft 1 and communicates with the threaded hole 1c for the bolt 16.
  • the oil passage 20 has a radial branch extending from the area near the tip of the bolt 16 and open to the outer periphery of the camshaft 1.
  • An oil reservoir 22 having a larger diameter than the oil passage 20 may be provided at the radially inner end of the radial branch.
  • An oil filter 23 may be provided in the oil passage 20 to remove foreign matter that enters the oil passage 20 from outside, such as metal dust contained in engine oil circulating through the engine, thereby preventing deterioration in the lubricating ability.
  • the oil path 21 extends between the inner peripheral surface of the sprocket 2 and its second end surface, and communicates at its end at the inner peripheral surface of the sprocket 2 with the opening of the oil passage 20 at the outer periphery of the camshaft 1, and faces the intermediate shaft supporting bearing 13 in the housing 7 at its end at the second end surface of the sprocket 2.
  • the oil path 21 is open at the second end surface of the sprocket so as to face the intermediate shaft support bearing 13, it is possible to supply engine oil that flows through the oil path 21 to the intermediate shaft support bearing 13. While the intermediate shaft 10 is rotating, since the output shaft support bearing 11 also rotates, it is possible to effectively supply engine oil to every component parts of the speed reduction mechanism 5.
  • the output shaft support bearing 11 and the intermediate support shaft 13 of the speed reduction mechanism 5 are ball bearings.
  • these bearings may be slide bearings as shown in Fig. 7 , which comprise inner and outer races adapted to slide on each other through an oil film and are simpler in structure than ball bearings, provided it is possible to supply enough engine oil to every component parts of the speed reduction mechanism 5 and thus to ensure sufficient lubricity so that the output shaft 4 of the electric motor 3 and the intermediate shaft 10 can be smoothly rotated.
  • either one of the output shaft support bearing 11 and the intermediate shaft support bearing 13 may be a slide bearing, depending e.g. on the reduction ratio of the speed reduction mechanism 5 and/or the rotational speed of the output shaft 4 of the electric motor 3.
  • the intermediate shaft support bearing 13 may be omitted, and instead, as shown in Fig. 8 , the intermediate shaft 10 and the internal gear 8 may be arranged so as to be rotatable relative to each other with the outer periphery of the intermediate shaft 10 and the inner periphery of the cylindrical portion of the internal gear 8 in sliding contact with each other.
  • the output shaft 4 of the electric motor 3 and the housing 7 may be arranged so as to be rotatable relative to each other with the outer periphery of the output shaft 4 and the inner periphery of the cylindrical portion of the housing 7 in sliding contact with each other.
  • the sliding surfaces of the intermediate shaft 10 and the cylindrical portion of the internal gear 8 and/or the sliding surfaces of the output shaft 4 and the inner periphery of the cylindrical portion of the housing 7 may be coated with films having improved wear resistance such as chrome plating or diamond-like carbon (DLC).
  • films having improved wear resistance such as chrome plating or diamond-like carbon (DLC).
  • variable valve timing device according to Embodiment 4 is now described with reference to Figs. 9 to 11 .
  • Embodiment 4 differs from Embodiment 2 in that the camshaft 1 has an oil passage 30 through which engine oil flows, and that the sprocket 2 is formed with another oil path 31 through which engine oil from the oil passage 30 is supplied to the speed reduction mechanism 5, in the same manner as Embodiment 3 differs from Embodiment 1.
  • this embodiment is structurally identical to Embodiment 2.
  • like elements are denoted by identical numerals and their description is omitted.
  • the oil passage 30 of the camshaft 1 communicates with the oil sump.
  • engine oil is supplied from the oil sump to the component parts of the speed reduction mechanism 5 through the oil passage 30 and the oil path 31 of the sprocket 2, thus ensuring lubricity of the component parts of the speed reduction mechanism 5.
  • the oil passage 30 extends through the axis of the camshaft 1 and communicates with the threaded hole 1c for the bolt 16.
  • the oil passage 30 has a radial branch extending from the area near the tip of the bolt 16 and open to the outer periphery of the camshaft 1.
  • An oil reservoir 32 having a larger diameter than the oil passage 30 may be provided at the radially inner end of the radial branch.
  • An oil filter 33 may be provided in the oil passage 30 to remove foreign matter that enters the oil passage 30 from outside, such as metal dust contained in engine oil circulating through the engine, thereby preventing deterioration in the lubricating ability.
  • the oil path 31 extends between the inner peripheral surface of the sprocket 2 and its second end surface, and communicates at its end at the inner peripheral surface of the sprocket 2 with the opening of the oil passage 30 at the outer periphery of the camshaft 1, and faces the intermediate shaft supporting bearing 13 in the housing 7 at its end at the second end surface of the sprocket 2.
  • the oil path 31 is open at the second end surface of the sprocket so as to face the intermediate shaft support bearing 13, it is possible to supply engine oil that flows through the oil path 31 to the intermediate shaft support bearing 13. While the intermediate shaft 10 is rotating, since the output shaft support bearing 11 also rotates, it is possible to effectively supply engine oil to every component parts of the speed reduction mechanism 5.
  • the output shaft support bearing 11 and the intermediate support shaft 13 of the speed reduction mechanism are ball bearings.
  • these bearings may be slide bearings as shown in Fig. 10 , which comprise inner and outer races adapted to slide on each other through an oil film and are simpler in structure than ball bearings, provided it is possible to supply enough engine oil to every component parts of the speed reduction mechanism 5 and thus to ensure sufficient lubricity so that the output shaft 4 of the electric motor 3 and the intermediate shaft 10 can be smoothly rotated, as in Embodiment 3.
  • either one of the output shaft support bearing 11 and the intermediate shaft support bearing 13 may be a slide bearing, depending e.g. on the reduction ratio of the speed reduction mechanism 5 and/or the rotational speed of the output shaft 4 of the electric motor 3.
  • the intermediate shaft support bearing 13 may be omitted, and instead, as shown in Fig. 11 , the intermediate shaft 10 and the internal gear 8 may be arranged so as to be rotatable relative to each other with the outer periphery of the intermediate shaft 10 and the inner periphery of the cylindrical portion of the internal gear 8 in sliding contact with each other.
  • the output shaft 4 of the electric motor 3 and the housing 7 may be arranged so as to be rotatable relative to each other with the outer periphery of the output shaft 4 and the inner periphery of the cylindrical portion of the housing 7 in sliding contact with each other.
  • the sliding surfaces of the intermediate shaft 10 and the cylindrical portion of the internal gear 8 and/or the sliding surfaces of the output shaft 4 and the inner periphery of the cylindrical portion of the housing 7 may be coated with films having improved wear resistance such as chrome plating or diamond-like carbon (DLC).
  • films having improved wear resistance such as chrome plating or diamond-like carbon (DLC).

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
  • Retarders (AREA)
EP10758520.0A 2009-04-03 2010-03-25 Variable valve timing device Active EP2415978B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2009091022A JP5288311B2 (ja) 2009-04-03 2009-04-03 可変バルブタイミング装置
PCT/JP2010/055183 WO2010113747A1 (ja) 2009-04-03 2010-03-25 可変バルブタイミング装置

Publications (3)

Publication Number Publication Date
EP2415978A1 EP2415978A1 (en) 2012-02-08
EP2415978A4 EP2415978A4 (en) 2016-03-30
EP2415978B1 true EP2415978B1 (en) 2018-08-01

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ID=42828040

Family Applications (1)

Application Number Title Priority Date Filing Date
EP10758520.0A Active EP2415978B1 (en) 2009-04-03 2010-03-25 Variable valve timing device

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EP (1) EP2415978B1 (zh)
JP (1) JP5288311B2 (zh)
CN (1) CN102482955B (zh)
WO (1) WO2010113747A1 (zh)

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JP5675440B2 (ja) * 2011-03-03 2015-02-25 日立オートモティブシステムズ株式会社 内燃機関のバルブタイミング制御装置
RU2482350C1 (ru) * 2012-02-14 2013-05-20 Марат Мухамадеевич Галеев Планетарно-цевочный редуктор
JP5787183B2 (ja) * 2012-11-28 2015-09-30 株式会社デンソー バルブタイミング調整システム
JP6090059B2 (ja) * 2013-08-22 2017-03-08 株式会社デンソー バルブタイミング調整装置
JP6309230B2 (ja) * 2013-09-19 2018-04-11 日立オートモティブシステムズ株式会社 内燃機関の可変動弁装置のコントローラ
JP5862696B2 (ja) * 2014-01-29 2016-02-16 株式会社日本自動車部品総合研究所 バルブタイミング調整装置
JP6137003B2 (ja) * 2014-03-18 2017-05-31 株式会社デンソー バルブタイミング調整装置
KR101558380B1 (ko) * 2014-04-29 2015-10-07 현대자동차 주식회사 전동식 cvvt용 감속기구의 소음 저감유닛
DE102015102543B3 (de) * 2015-02-23 2016-05-04 Pierburg Gmbh Vorrichtung zur Phasenverschiebung des Drehwinkels eines Antriebsteils zu einem Abtriebsteil
US10180088B2 (en) 2015-05-29 2019-01-15 Borgwarner Inc. Tapered roller drive for electric VCT phaser
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CN106285814B (zh) * 2016-10-25 2017-09-01 沈大兹 一种可变气门正时和可变气门升程的装置
DE102016220919A1 (de) * 2016-10-25 2018-04-26 Schaeffler Technologies AG & Co. KG Verstellgetriebeanordnung für ein Fahrzeug, Fahrzeug mit der Verstellgetriebeanordnung sowie Verfahren zur Montage der Verstellgetriebeanordnung
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JP7231335B2 (ja) 2018-04-18 2023-03-01 株式会社ミクニ バルブタイミング変更装置
JP7040283B2 (ja) * 2018-05-22 2022-03-23 株式会社アイシン 弁開閉時期制御装置
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Also Published As

Publication number Publication date
CN102482955A (zh) 2012-05-30
CN102482955B (zh) 2014-06-18
EP2415978A4 (en) 2016-03-30
JP2010242585A (ja) 2010-10-28
WO2010113747A1 (ja) 2010-10-07
EP2415978A1 (en) 2012-02-08
JP5288311B2 (ja) 2013-09-11

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