JP2003120227A - Valve timing control device for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To solve a problem characteristic of a valve timing control device of an internal combustion engine in which a planet gear mechanism 25 is used as an actuation device 15 for actuate a mounting angle adjusting mechanism 4 and improve the durability of the planet gear mechanism 25. SOLUTION: A mounting angle stopper 60 is installed to a guide plate 24, which is integrated to a sun gear 30 in a body as an output element of the planet gear mechanism 25, to control rotation output when the rotation output quantity reaches a specified quantity, and a planet gear stopper 90 is arranged between a brake plate 35, which is integrated to a ring gear 31 in a body as the free element of the planet gear mechanism 25, and a carrier plate 32 as an input element.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a valve timing control device for controlling the valve timing of at least one of an intake valve and an exhaust valve of an internal combustion engine according to operating conditions.

[0002]

2. Description of the Related Art Conventionally, a valve timing device for an internal combustion engine has a combination of a drive rotary body to which rotation is transmitted from a drive shaft of the internal combustion engine and a driven rotary body on the camshaft side. The relative angle of assembly is changed by the angle adjustment mechanism, and the opening / closing timing of the valve is displaced to the retard side and the advance side.

In such a valve timing control device for an internal combustion engine, the applicant of the present application has found that the rotating portion at one end is driven and rotated as an assembly angle adjusting mechanism for changing the assembly angle between the driving rotor and the driven rotor. It is rotatably connected to one of the body and the driven rotary body, and the slide portion at the other end is connected to be slidable in the radial direction by a radial guide provided on the other of the drive rotary body and the driven rotary body. And a rotational position of the rotating portion is displaced in the circumferential direction as the slide portion is moved in the radial direction, so that the assembling angle of the driving rotary body and the driven rotary body is relatively displaced. The structured one was proposed earlier.

This conventional technique is disclosed in Japanese Patent Laid-Open No. 2001-4101.
No. 3 publication, a housing as a driving rotary body is supported rotatably on the outer periphery of a cam shaft as a driven rotary body, and a guide plate is coaxially provided so as to face the housing. There is. Then, one end of the link arm is rotatably connected to the axial center portion of the cam shaft, and a movable operation member provided at the other end of the link arm is connected to an intermediate portion of the housing so as to be slidable in the radial direction. At the same time, it is connected to a spiral guide provided on the end face of the guide plate so as to be displaced in the radial direction by the displacement in the circumferential direction.

Further, the guide plate is urged to rotate in a predetermined direction by a spiral spring, and an electromagnet can apply a braking force against the urging direction of the spiral spring. Therefore, when a braking force is applied to the guide plate by the electromagnet, the guide plate rotates relative to the housing, and the displacement of the spiral guide thereby displaces the movable operation member in the radial direction with respect to the housing, and the link arm rotates. The camshaft is pushed by the lever, and the relative assembly position of the housing and the camshaft is displaced.

However, in the above-mentioned prior art, since the guide plate is rotated by the spiral spring and the electromagnet for braking, when the guide plate is displaced from the position regulated by the spiral spring, During that time, it is necessary to continue energizing the electromagnet, which increases energy consumption.

Therefore, as a technique for improving the energy consumption, the applicant of the present application has proposed a technique capable of converting the rotation amount of the guide plate in the forward and reverse directions by using a planetary gear mechanism (Japanese Patent Application No. 2001-24079). issue). That is,
In this prior art, the ring gear of the planetary gear mechanism is connected to the guide plate, and the rotation of the engine is input to the carrier member, so that the rotation element on the guide plate side is accelerated and decelerated with respect to the rotation input from the engine. By doing so, the guide plate is relatively displaced. Therefore, if the operation of the planetary gear mechanism is stopped, the guide plate is held at that position, and the energy is consumed only during the operation of the planetary gear mechanism, so that the energy consumption can be improved.

In this prior art, it is conceivable to provide an assembling position stopper for stopping the displacement of the guide plate at a predetermined position in order to arrange the cam shaft at the predetermined most retarded position and the most advanced position. However, the inventor of the present application has found that the following problems occur when the assembly position stopper is provided in this way. That is, when the above-mentioned speed increase of the guide plate is performed, a braking force is applied to the ring gear by the electromagnetic brake, whereby the carrier member is rotated and the sun gear is rotated at an increased speed. Is regulated by a stopper that stops the displacement of the guide plate at a predetermined position. In this case, the reaction force that regulates the rotation of the sun gear is
It is received by the meshing parts of each tooth of the planetary gear / ring gear, which deteriorates the durability of the teeth.

The present invention has been made by paying attention to a problem peculiar to the present invention, which is unique to the valve timing control device for an internal combustion engine using a planetary gear mechanism as an operating device for operating the assembly angle adjusting mechanism. The purpose is to improve the durability of the planetary gear mechanism.

[0010]

In order to achieve the above object, a valve timing control device for an internal combustion engine according to the present invention has a drive rotor to which rotation is transmitted from a drive shaft of the internal combustion engine, and a coaxial drive with the drive rotor. And a driven rotary body formed of a cam shaft for driving at least one of an intake valve and an exhaust valve of the internal combustion engine or a separate member coupled to the shaft, and the driven rotary body and the drive rotary body. And an operating device for operating the mounting angle adjusting mechanism, wherein the operating device includes a planetary gear mechanism and a sun gear carrier of the planetary gear mechanism. One of the members, the ring gear, and the members integrated with them is used as an input element, an output element, and a free element, and the input element is a rotary element from the drive shaft of the internal combustion engine to the camshaft. An internal combustion engine in which the output element is rotatably transmitted, and the output element is rotatably transmitted to the rotation actuating element of the assembly angle adjusting mechanism by increasing and decreasing the speed with respect to an input from the drive shaft. In the valve timing control device of, in the output element of the planetary gear mechanism,
An assembly angle stopper that restricts the rotation output when the rotation output amount reaches a predetermined amount is provided, and a planetary gear stopper that limits the relative displacement between the free element and the input element of the planetary gear mechanism by a predetermined amount is provided between the free element and the input element. It is a means characterized by that.

The invention described in claim 2 is the same as claim 1.
In the valve timing control device for the internal combustion engine according to claim 7, the planetary gear mechanism has a carrier member as an input element, one of a sun gear and a ring gear as an output element, and the other as a free element, and applies a braking force to the output element. The first braking means and the second braking means for applying a braking force to the free element are provided.

According to a third aspect of the present invention, in the valve timing control device for an internal combustion engine according to the first or second aspect, the assembling angle stopper outputs to a contacted portion provided on the drive rotor. When the contact portion provided on the element is in the contact state, rotation is restricted, and the planetary gear stopper is
The means is characterized in that rotation is restricted when the contact portion provided on the input element is brought into contact with the contacted portion integrally provided on the free element.

According to a fourth aspect of the present invention, in the valve timing control device for an internal combustion engine according to the third aspect, a buffer member is provided on at least one of the contacted portion and the contact portion. And the means.

[0014]

In the valve timing control device for an internal combustion engine according to the present invention, the rotation of the planetary gear mechanism in which the output element is decelerated and accelerated with respect to the input element is transmitted to the assembly angle adjusting mechanism. , Relative displacement of the assembly angle between the drive rotor and the camshaft. For example, in the invention described in claim 2, when the first braking means provided in the output element is braked, the output element is decelerated, and the second element provided in the free element is decelerated.
When the braking means is braked, the output element is accelerated.

In this operation, whether the output element rotates to the deceleration side or the speed increasing side, when the output element rotates by a predetermined amount, the rotation is restricted by the assembling angle stopper, whereby the operating amount of the assembling angle adjusting mechanism, that is, The most advanced position and the most retarded position are determined. It should be noted that, when the assembling angle stopper is in operation, in the invention according to claim 3, the rotation regulation is performed when the contact portion provided on the output element comes into contact with the contacted portion provided on the drive rotor. I do.

Further, during acceleration or deceleration, the input element and the free element rotate relative to each other, but when this relative rotation reaches a predetermined amount, it is restricted by the planetary gear stopper. Then, from the time of this restriction, the input element and the free element rotate integrally by the planetary gear stopper. When the planetary gear stopper is in operation, in the invention described in claim 3, rotation is restricted when the contact portion provided on the input element comes into contact with the contacted portion provided on the free element. . Therefore, when the rotation of the output element is restricted by the assembling angle stopper, the reaction force is transmitted to the input element and the free element in the planetary gear mechanism. In this transmission, the planetary gear between the input element and the free element is transmitted. Transmission is via the stopper, and transmission via the tooth portion of each gear can be avoided. Therefore, a large load does not act on the meshing portion of the teeth of the planetary gear mechanism, and the durability of this meshing portion can be improved.

According to the fourth aspect of the present invention, in both the assembly stopper and the planetary gear stopper, when the abutted portion and the abutting portion come into contact with each other, the cushioning member can prevent generation of abnormal noise. it can.

[0018]

BEST MODE FOR CARRYING OUT THE INVENTION A valve timing control device for an internal combustion engine according to an embodiment of the present invention will be described with reference to the drawings. 1 is a cross-sectional view of a valve timing control device for an internal combustion engine according to an embodiment, FIG. 2 is an exploded perspective view of the device, FIGS. 3 and 4 are operation explanatory views of the main parts of the device, and FIG. FIG. 6 is an enlarged cross-sectional view of the main part, and FIG. 6 is a view seen from the direction of arrow D in FIG.

Although the valve timing control device for an internal combustion engine according to the above-described embodiment is applied to the intake side of the internal combustion engine, it can be similarly applied to the exhaust side.

This valve timing control device mainly comprises a camshaft 1, a drive plate 2, an assembly angle adjusting mechanism 4, an actuating device 15, a VTC cover 6 and a controller 7 shown in FIG. I am trying. To briefly explain these configurations, the camshaft 1 is
The operation of opening and closing the engine valve 71 on the intake side is performed.
The drive plate 2 is a member that rotates when the rotation is transmitted from the engine. The assembly angle adjusting mechanism 4 is a mechanism for arbitrarily changing the relative assembly angle between the cam shaft 1 and the drive plate 2. The actuating device 15 is a device for actuating the assembly angle adjusting mechanism 4. The VTC cover 6
Is mounted over the cylinder head (not shown) and the front end face of the rocker cover, and is attached to the drive plate 2 and the assembly angle adjusting mechanism 4.
It is a cover that covers the front surface and the surrounding area. The controller 7 controls the operation of the operating device 15 according to the operating condition of the engine.

The above-mentioned components will be described in detail below. First, the camshaft 1 shown in FIG. 1 will be described. The camshaft 1 is rotatably supported by a cylinder head of an engine, and an intake valve driving cam 70 provided on the outer periphery of the engine causes the camshaft 1 to rotate. The engine valve 71 that opens and closes the intake port is opened and closed against the biasing force of the valve spring 73 that biases in the closing direction. A spacer 8 is fitted to the front end portion of the camshaft 1 (the left side is the front side in FIG. 1), and the spacer 8 has a larger diameter than the general portion of the camshaft 1f. The rotation is restricted by the pin 80. A plurality of oil supply holes 1r are formed through the camshaft 1 in the radial direction. As shown in FIG. 2, the spacer 8 includes a disk-shaped locking flange 8a, a circular tube-shaped circular tube portion 8b extending in the axial direction from the front end surface of the locking flange 8a, and the locking flange 8a. A shaft support portion 8d, which is a front end surface and extends from the base end portion of the circular pipe portion 8b in three directions in the outer diameter direction and has a press-fitting hole 8c parallel to the axial direction, is formed. The shaft support portion 8d and the press-fitting hole 8c are respectively 120 in the circumferential direction, as shown in FIG.
It is arranged every °. Further, an oil supply hole 8r for supplying oil is formed in the spacer 8 so as to penetrate in the radial direction.

The drive plate 2 has a through hole 2a at the center thereof.
Is formed into a disk shape and is rotatably assembled to the spacer 8 in a state where the axial displacement is restricted by the locking flange 8a. Further, the drive plate 2 is, as shown in FIG.
A timing sprocket 3 to which rotation is transmitted from the engine through a chain (not shown) is formed on the outer periphery of the rear portion. Further, three guide grooves 2g are formed in the outer diameter direction on the front end face by connecting the through hole 2a and the outer circumference. These guide grooves 2g are arranged at intervals of 120 ° in the circumferential direction, like the shaft supporting portion 3d. Further, an annular cover member 2c is fixed to the outer peripheral portion of the front end face by welding or press fitting.

In the present embodiment, the driven rotary body in the present invention is constituted by the cam shaft 1 and the spacer 8, and the drive rotary body is constituted by the drive plate 2 including the timing sprocket 3. The means for transmitting the rotation to the drive plate 2 is not limited to the chain described above, but may be other means such as a belt or a gear.

The assembling angle adjusting mechanism 4 includes the camshaft 1
It is arranged on the front end side of the drive plate 2 to change the relative assembly angle between the camshaft 1 and the drive plate 2. As shown in FIG. 2, this assembly angle adjusting mechanism 4
It has three link arms 14. Each link arm 14 is provided with a cylindrical portion 14a as a slide portion at the tip portion, and an arm portion 14b extending from the cylindrical portion 14a in the outer diameter direction is provided. A housing hole 14c is formed through the cylindrical portion 14a, while a rotation hole 14d as a rotation portion is formed through the base end of the arm portion 14b.

These link arms 14 are mounted rotatably around the pivot pin 81 by mounting the pivot hole 14d into the pivot pin 81 that is tightly press-fitted into the press-fit hole 8c of the spacer 8. ing. On the other hand, the cylindrical portion 14a of the link arm 14 is inserted into a guide groove 2g as a radial guide of the drive plate 2 and is attached to the drive plate 2 so as to be movable in the radial direction. When the link arm 14 is made rotatable about the rotation pin 81, the rotation pin 81 is integrally fixed to the link arm 14, and the rotation pin 81 is rotated with respect to the spacer 8. You may do it.

Therefore, in the assembling angle adjusting mechanism 4, when the cylindrical portion 14a receives an external force and is radially displaced along the guide groove 2g, the pivot pin 81 moves in the radial direction by the link action of the link arm 14. Since the cam shaft 1 is moved in the circumferential direction by an angle corresponding to the amount of displacement, the displacement of the rotating pin 81 causes the cam shaft 1 to rotate relative to the drive plate 2. 3 and 4 show the operation of the assembly angle adjusting mechanism 4, and as shown in FIG. 3, when the cylindrical portion 14a is arranged on the outer peripheral side of the drive plate 2 in the guide groove 2g, The pivot pin 81 at the base end is pulled to a position close to the guide groove 2g, and this position is the most retarded position in the present embodiment. On the other hand, as shown in FIG. 4, when the cylindrical portion 14a is arranged on the inner peripheral side of the drive plate 2 in the guide groove 2g, the rotating pin 81 is pushed in the circumferential direction to separate from the guide groove 2g. In this embodiment, this position is the most advanced position. In the present embodiment, the relative angle between the most retarded angle position shown in FIG. 3 and the most advanced angle position shown in FIG. 4 differs by approximately 30 degrees. It is dependent and is not limited to 30 degrees.

The radial movement of the cylindrical portion 14a of the link arm 14 in the assembly angle adjusting mechanism 4 described above is performed by the actuating device 15, which actuates the actuating conversion mechanism 40 and the acceleration / deceleration. And a mechanism 41.

The operation converting mechanism 40 includes the link arm 1
4 is provided with a sphere 22 held by a cylindrical portion 14a and a guide plate 24 that is coaxially provided so as to face the front surface of the drive plate 2, and the guide plate 24 is rotated to rotate the cylindrical portion 14a of the link arm 14. This is a mechanism for converting into a radial displacement of. The configuration will be described below.

The guide plate 24 is rotatably supported on the outer circumference of the circular pipe portion 8b of the spacer 8 via a metal bush 23. Further, on the rear surface of the guide plate 24, a spiral guide groove 2 as a spiral guide which has a substantially semicircular cross section and is displaced in the radial direction along with the displacement in the circumferential direction.
8 is formed, and an oil supply hole 24r for supplying oil is formed in the middle portion in the radial direction so as to penetrate in the front-rear direction.

In the spiral guide groove 28, the sphere 22
Are engaged. That is, as shown in FIGS. 1 and 2, a disc-shaped support panel 22a, a coil spring 22b, a retainer 22c, and a ball 22 are provided in the accommodation hole 14c provided in the cylindrical portion 14a of the link arm 14. Are inserted in order. Further, the retainer 22c has a bowl-shaped support recess 22d for supporting the ball 22 in a protruding state at the front end thereof, and a flange 22f on the outer periphery of which the coil spring 22b is seated. Then, in the assembled state shown in FIG. 1, the coil spring 22b is shortened, the support panel 22a is pressed against the front surface of the drive plate 2, and the sphere 22 is pressed against the spiral guide groove 28 to engage in the vertical direction. Together, they can move relative to each other in the extending direction of the spiral guide groove 28. In addition, the spiral groove 28 is formed as shown in FIGS.
As shown in, the diameter is gradually reduced along the rotation direction R of the drive plate 2.

Therefore, in the operation converting mechanism 40, when the guide plate 24 relatively rotates in the rotation direction R with respect to the drive plate 2 with the ball 22 engaged with the spiral guide groove 28, the ball 22 is It moves radially outward along the spiral shape of the spiral guide groove 28, whereby the cylindrical portion 14a as the slide portion moves in the outer diameter direction shown in FIG. 3, and the rotating pin 81 connected to the link arm 14 is moved. Are attracted so as to approach the guide groove 2g, and the camshaft 1 moves in the retard direction.

On the contrary, when the guide plate 24 rotates relative to the drive plate 2 in the direction opposite to the rotation direction R from this state, the sphere 22 moves radially inward along the spiral shape of the spiral guide groove 28. As a result, the cylindrical portion 14a as the slide portion moves in the inner diameter direction shown in FIG. 4, and the rotating pin 81 connected to the link arm 14 is pushed in the direction away from the guide groove 2g. Move in the advance direction.

In the assembly of the assembly angle adjusting mechanism 4 and the operation converting mechanism 40 described above, the rear surface of the link arm 14 slides on the bottom surface of the guide groove 2g as the radial guide of the drive plate 2 in the cylindrical portion 14a. And the shaft support portion 8d of the spacer 8 around the rotation hole 14d.
The assembly is slidably abutted on the front surface of the. On the other hand, the front surface of the link arm 14 is assembled so as to slidably contact the rear surface of the guide plate 24 at the arm portion 14b. As shown in the perspective views of FIG. 5 and FIG. 2 which are enlarged views of the C portion of FIG. 1, each link arm 14 has a step portion 14e formed gently near the boundary between the cylindrical portion 14a and the arm portion 14b. Then, on the front surface of the tip of the link arm 14, the periphery of the support hole 14c is guided by the guide plate 24.
It is separated from and is in a non-contact state. Also, the sphere 2
The retainer 22c that supports 2 is also formed such that the outer peripheral edge of the front end of the retainer 22c is not in contact with the guide plate 24 when the ball 22 is in contact with the spiral guide groove 28 of the guide plate 24. Further, a cover member 2c fixed to the drive plate 2 is disposed across the drive plate 2 and the guide plate 24 at an outer peripheral position of a portion to which the link arm 14 is assembled, and an inner periphery of the cover member 2c. A seal member 2s is provided between the guide plate 24 and a braking plate 36 which will be described later and is integrally provided on the outer periphery of the guide plate 24. As a result, the link arm 1
It is intended to prevent dust and the like from entering the sliding portion 4 and the sliding portion between the ball 22 and the spiral guide groove 28.

Next, the acceleration / deceleration mechanism 41 which is another structure of the actuating device 15 will be described in detail. The acceleration / deceleration mechanism 41 uses the guide plate 24 to drive the drive plate 2.
Acceleration and deceleration with respect to the guide plate 24
Moves in the direction of rotation R relative to the drive plate 2 (acceleration)
Or the guide plate 24 is moved (decelerated) to the side opposite to the rotation direction R with respect to the drive plate 2. The planetary gear mechanism 25, the first electromagnetic brake (first braking means) 26 and the second And an electromagnetic brake (second braking means) 27.

The planetary gear mechanism 25 comprises a sun gear 30, a ring gear 31, and a planetary gear 33 meshed with both gears 30, 31. As shown in FIGS. 1 and 2, in the present embodiment, the sun gear 30 is integrally formed on the inner circumference of the front side of the guide plate 24. In the present embodiment, the planetary gear 33 is rotatably supported by the carrier plate 32 fixed to the front end of the spacer 8. Further, in the present embodiment, the ring gear 31 is formed on the inner circumference of an annular rotating body 34 which is rotatably supported outside the carrier plate 32. The carrier plate 32 is fitted to the front end portion of the spacer 8, and is fixed by being fastened to the camshaft 1 by passing the bolt 9 through the washer 37 with the front end surface of the washer 37 in contact therewith. A braking plate 35 having a braking surface 35b facing forward is screwed to the front end surface of the rotating body 34. Also, the sun gear 30
A braking plate 36 having a braking surface 36b facing forward is also fixed to the outer periphery of the guide plate 24 integrally formed by welding or fitting.

Therefore, in this planetary gear mechanism 25, if the planetary gear 33 revolves around the carrier plate 32 without rotating, the sun gear 30 will operate when the first electromagnetic brake 26 and the second electromagnetic brake 27 are inactive.
And the ring gear 31 rotate at the same speed in the free state. If only the first electromagnetic brake 26 is braked from this state,
The guide plate 24 relatively rotates with respect to the carrier plate 32 (with respect to the camshaft 1) in the delay direction (the direction opposite to the R direction in FIGS. 3 and 4), and the drive plate 2 and the camshaft 1 move toward each other. The relative displacement is made in the advancing direction shown in. On the other hand, when only the second electromagnetic brake 27 is braked, a braking force is applied only to the ring gear 31, and the ring gear 31 rotates relative to the carrier plate 32 in the lagging direction, whereby the planetary gear 33 rotates and the planetary gear 33 rotates. The rotation accelerates the sun gear 30, the guide plate 24 is relatively rotated in the rotation direction R side with respect to the drive plate 2, and the drive plate 2 and the cam shaft 1 are relatively rotated in the retard direction shown in FIG. It will be.
In the present embodiment, the carrier plate 32
Is an input element, the sun gear 30 and the guide plate 24 are output elements, and the rotor 34 and the braking plate 35 including the ring gear 31 and the ring gear 31 are free elements.

The first electromagnetic brake 26 and the second electromagnetic brake 27 are respectively provided with the above-mentioned braking plates 36,
The inner and outer double layers are arranged so as to face the braking surfaces 36b and 35b of the pin 35, and the pins 26p and
It has circular pipe members 26r and 27r supported in a floating state in which only rotation is restricted by 7p. The circular pipe members 26r and 27r accommodate the coils 26c and 27c, and the friction material 2 is pressed against the braking surfaces 35b and 36b when the coils 26c and 27c are energized.
6b and 27b are attached. The friction material 26b,
Biasing means for pressing against the braking surfaces 35b and 36b may be provided on either or both of the 27b so that the braking force is removed when the coils 26c and 27c are energized. Also,
Each circular pipe member 26r, 27r and each braking plate 35,
36 is made of a magnetic material such as iron for forming a magnetic field when the coils 26c and 27c are energized. On the other hand, since the VTC cover 6 does not cause leakage of magnetic flux when energized, the VTC cover 6 also has friction members 26b and 27b.
Is a permanent magnet and brake plates 35, 36 when not energized
It is formed of a non-magnetic material such as aluminum in order to prevent sticking to the.

The relative rotation between the guide plate 24 provided with the sun gear 30 as an output element of the planetary gear mechanism 25 and the drive plate 2 is restricted by the assembly angle stopper 60 at the most retarded position and the most advanced position. It has become so.

The assembly angle stopper 60 is provided with a guide side member 61 as a contact member and a drive side member 62 as a contacted member. In the present embodiment, the guide-side member 61 is made of metal that is formed integrally with the guide plate 24 at a position near the outer periphery of the rear surface of the guide plate 24. Alternatively, they may be integrally fixed by welding or bolts. On the other hand, the driving side member 6
2 is an elastic member 62b and a fastening member 62 as cushioning members.
c and. In the present embodiment, the elastic member 62b is formed in a rectangular parallelepiped shape using a rubber material or resin such as NBR type, fluorine type, acrylic type, etc., and has a through hole 62d in the center. Also, the fastening member 62c
Is a fixed shaft 62f that is press-fitted and fixed in a fitting hole 2n formed in the drive plate 2, and a pressing plate 62g having a substantially L-shaped cross section that is integrally provided at the base end of the fixed shaft 62f by welding or the like. Is equipped with. Then, with the fixed shaft 62f inserted through the through hole 62d of the elastic member 62b, the fixed shaft 62f is press-fitted into the fitting hole 2n, and the elastic member 62b is assembled with the pressing plate 62g held from the front side. ing. The pressing plate 62g is provided with a flange 62h that presses the side surface of the elastic member 62b.
b is prevented from rotating and the elastic member 62
b is prevented from being elastically deformed excessively.

In the above-described assembly angle stopper 60, at the most retarded position shown in FIG. 3, the guide side member 61 contacts the side surface of the drive side member 62 on the side opposite to the rotational direction R. , The relative rotation of the guide plate 24 and the drive plate 2 is restricted. At this position, the sphere 22 arranged on the outermost peripheral side of the spiral guide groove 28 is located at the outer peripheral end of the spiral guide groove 28. It is a structure that does not reach. Therefore, the ball 22 does not collide with the outer peripheral end of the spiral guide groove 28. As a result, the sphere 22 moves in the spiral guide groove 28.
Excessive force does not act in the direction of jumping out from, and durability can be improved.

On the other hand, at the most advanced position shown in FIG. 4, the guide side member 61 abuts on the side surface on the rotation direction R side with respect to the drive side member 62, and the relative rotation between the guide plate 24 and the drive plate 2 is performed. It regulates movement, and at this position,
The sphere 2 arranged on the innermost side of the spiral guide groove 28
2 does not reach the inner peripheral end of the spiral guide groove 28. Therefore, the ball 22 does not collide with the inner peripheral end of the spiral guide groove 28. As described above, an excessive force does not act in the direction in which the ball 22 jumps out of the spiral guide groove 28, and the durability can be improved.

Further, in the planetary gear mechanism 25,
A planetary gear stopper 90 is provided between the braking plate 35 integrally provided with the ring gear 31 as a free element and the carrier plate 32 as an input element. The planetary gear stopper 90 includes a stopper plate 91 as an abutted portion protruding inward in the inner peripheral hole 35c of the braking plate 35, and the stopper plate 91.
And a carrier-side member 92 as an abutting portion fixed to the carrier plate 32 so as to interfere with the circumferential direction. The carrier-side member 92 includes a metal base member 92b fitted and fixed in a fitting hole 32n formed in the carrier plate 32, and an arc-shaped NBR surrounding and fixed around the base member 92b. An elastic member 92d as a buffer member made of a rubber material such as resin, fluorine, acrylic or the like, or a resin, and a cover member 92c made of resin or metal for covering the front surface and the inner peripheral surface of the elastic member 92d are provided. Further, the cover member 92c is provided with a flange 92f that holds down the side surface of the elastic member 92d.
d is prevented from rotating and the elastic member 92
It prevents d from being excessively elastically deformed. The cover member 92c is provided with a pin 9 protruding from the base member 92b.
The washer 92w is attached in a state where the 2p is penetrated to prevent the falling. 6 is a view seen from the direction of arrow D in FIG.
Is provided at a position different from the mounting rotation center of the cover member 92c, and prevents them from rotating integrally when actuating as a stopper and receiving a load from the circumferential direction. I am trying.

Therefore, in the planetary gear mechanism 25, when the second electromagnetic brake 27 is braked,
By rotating the ring gear 31 relative to the carrier plate 32 in the lagging direction, the planetary gear 33 rotates, and the rotation of the planetary gear 33 accelerates the sun gear 30. At this time, the planetary gear 33 rotates and the carrier plate 32 rotates. When is rotated with respect to the ring gear 31 by a predetermined amount, its rotation is restricted by the planetary gear stopper 90. Therefore, the sun gear 30 is accelerated and displaced in the retard direction, and the guide plate 24 and the drive plate 2 are moved.
When the relative rotation between the planetary gear 33 and the carrier plate 32 is restricted by the assembling angle stopper 60 described above, the reaction force is received by the planetary gear stopper 90 by the planetary gear stopper 90 and is not received by the engagement between the planetary gear 33 and the ring gear 31. Absent. This allows
The durability of gear engagement can be improved.

By the way, the operation conversion mechanism 40 described above is used.
Has a configuration in which the position of the cylindrical portion 14a of the link arm 14 is held and the relative assembly position of the drive plate 2 and the cam shaft 1 does not change. The configuration will be described.

The drive torque is transmitted from the drive plate 2 to the camshaft 1 via the link arm 14 and the spacer 8. However, the reaction force from the engine valve 71 (valve) is transmitted from the camshaft 1 to the link arm 14. Spring 7
The fluctuation torque (alternating torque) of the camshaft 1 due to the reaction force of 3) is input as the force F (see FIG. 4) in the direction connecting the pivot points of both ends of the link arm 14 from the rotating pin 81.

The cylindrical portion 14a of the link arm 14 is
Since the sphere 22 which is guided in the radial direction along the guide groove 2g as a radial guide and which projects from the cylindrical portion 14a to the front is engaged with the spiral guide groove 28, each link arm 14 is The force F input through the guide groove 2g is supported by the left and right walls of the guide groove 2g and the spiral guide groove 28 of the guide plate 24.

Therefore, the force F input to the link arm 14 is decomposed into two component forces FA and FB which are orthogonal to each other, and these component forces FA and FB are generated by the spiral guide groove 2.
The outer peripheral wall of 8 and the one wall of the guide groove 2g are received in a direction substantially orthogonal to each other, and the cylindrical portion 1 of the link arm 14 is received.
4a is prevented from moving along the guide groove 2g,
This prevents the link arm 14 from rotating. Therefore, the guide plate 24 is rotated by the braking force of each electromagnetic brake 26, 27, and the link arm 14 is rotated.
After being rotated to a predetermined position, basically, the position of the link arm 14 is maintained, that is, the rotational phase of the drive plate 2 and the camshaft 1 is maintained as it is, without continuously applying the braking force. be able to. In addition, the F
Is not limited to acting in the outer diameter direction as shown in FIG. 4, but may act in the opposite direction to that shown in the drawing. At this time, the component forces FA and FB are generated on the inner peripheral side of the spiral guide groove 28. With a wall
It is received in a direction substantially perpendicular to the other side of the guide groove 2g.

The operation of this embodiment will be described below. During engine startup and idle operation, the rotation phases of the crankshaft and the camshaft 1 are controlled to the most retarded side to stabilize engine rotation and improve fuel efficiency. To arrange the camshaft 1 at the most retarded position in this way, the controller 7 outputs a control signal for energizing the second electromagnetic brake 27.
As a result, the friction material 27b of the second electromagnetic brake 27 makes frictional contact with the braking plate 35, a braking force acts on the ring gear 31 of the planetary gear mechanism 25, and the sun gear 30 is rotated at an increased speed as the timing sprocket 3 rotates. It The speed-up rotation of the sun gear 30 causes the guide plate 24 to rotate in the rotational direction R side with respect to the drive plate 2, and the sphere 22 supported by the link arm 14 accordingly moves to the outer peripheral side of the spiral guide groove 28. Moving. This movement is restricted at the most retarded position where the guide side member 61 and the drive side member 62 of the assembly angle stopper 60 collide with each other as shown in FIG. It is placed at the assembly angle on the retard side. Further, since the drive side member 62 of the assembly angle stopper 60 is provided with the elastic member 62b, abnormal noise is generated when the guide side member 61 of the assembly angle stopper 60 and the drive side member 62 collide. Is prevented.

Further, when the rotation of the ring gear 31 is braked by the second electromagnetic brake 27 as described above, the rotation is not regulated instantaneously but is allowed while allowing a predetermined amount of rotation. The rotation of the ring gear 31 is restricted by the planetary gear stopper 90 when the predetermined amount is reached. That is, the carrier-side member 92 provided on the carrier plate 32 collides with the end surface of the stopper plate 91 to restrict rotation. In this case, when the ascending rotation of the guide plate 24 provided with the sun gear 30 is restricted by the assembling angle stopper 60 as described above, the reaction force thereof is generated by the planetary gear mechanism 2.
5, the reaction force is transmitted from the carrier plate 32 to the braking plate 35 on the ring gear 31 side via the planetary gear stopper 90, and no load is input to the meshing portions of the gears. The durability of the part can be improved. Further, in the differential gear of the planetary gear stopper 90, since the carrier side member 92 is provided with the elastic member 92d, no abnormal noise is generated when it collides with the stopper plate 91. The second electromagnetic brake 27 is energized for a predetermined time (for example, 0.5 sec) set in advance, and thereafter, the holding function of the operation conversion mechanism 40 described above causes the most retarded state. Is retained. Further, basically, the control signal for arranging the above-mentioned most retarded angle position is output just before the engine is stopped, and at the time of starting thereafter, it is already at the most retarded angle position. However, it is preferable to output a control signal for controlling to the most retarded position also at the time of this start.

Next, when the engine shifts to the normal operation from the above-mentioned starting state and the controller 7 judges that the camshaft 1 is displaced in the advancing direction by the mounting angle, the controller 7 brakes the first brake 26. Output the control signal to operate. As a result, a braking force acts on the guide plate 24, the guide plate 24 rotates in the direction opposite to the rotation direction R with respect to the drive plate 2, and the assembly angle of the camshaft 1 is displaced to the advance side, whereby the engine is moved. Of high output.
The amount of displacement in the advance direction can be controlled to an arbitrary amount by feedback control by a sensor (not shown). When the assembly angle stopper 6 is moved to the most advanced angle position,
The guide side member 61 of 0 and the drive side member 62 collide with each other as shown in FIG. 4, and further displacement is restricted. Therefore,
The camshaft 1 is arranged at the most advancing angle side assembly angle with respect to the drive plate 2. Further, this state is maintained by the state maintaining function of the operation conversion mechanism 40 described above. Further, when the rotation of the guide plate 24 is restricted, the planetary gear 33 rotates to rotate the ring gear 31 at an increased speed, but when the rotation amount reaches a predetermined amount, the planetary gear stopper 9
The rotation is restricted by 0. Therefore, in this case as well,
No load is input to the meshing part of each gear,
The durability of this meshing portion can be improved.

During the above-described operation, the lubricating oil passes through the inner periphery of the camshaft 1 and the spacer 8 from the oil supply hole 1r which is penetrated from the engine (not shown) to the camshaft 1, and passes through the spacer 8 The oil is supplied from the oil supply hole 8r toward the assembly angle adjusting mechanism 4 and the operating device 15, and further, from the guide plate 24 via the oil supply hole 24r to the planetary gear mechanism 25.
The oil supply passage oil is formed by an alternate long and short dash line in FIG. In the middle of the oil supply path oil, the lubricating oil is supplied also to the spiral guide groove 28, and is further supplied to a portion of the link arm 14 which is arranged so as to overlap with the spiral guide groove 28. Therefore, the lubricating oil is supplied between the link arm 14 and the guide plate 24, and the link arm 14
Excellent in operability when is activated.

Further, the valve timing control device of the present embodiment appropriately accelerates and decelerates the guide plate 24 by the planetary gear mechanism 25 and the pair of electromagnetic brakes 26 and 27, and the acceleration and deceleration of the guide plate 24 causes the assembly angle adjusting mechanism 4 to move. Since the structure is such that the link arm 14 is driven and operated, each electromagnetic brake 26, 27 overcomes the operating resistance of the link arm 14 and the friction resistance of the power transmission path from each braking surface 35b, 36b to the link arm 14. It suffices to apply only the braking force. Therefore, the electromagnetic force required by each of the electromagnetic brakes 26, 27 is reduced, and the power consumption can be reduced.

The embodiment of the present invention has been described in detail above with reference to the drawings. However, the specific configuration is not limited to this embodiment, and changes in the design within the scope not departing from the gist of the present invention. Even if it exists, it is included in the present invention. For example, in the embodiment, in the planetary gear mechanism, the output element is the sun gear 30, the input element is the carrier plate 32, and the free element is the ring gear 31, but these elements are not limited thereto. That is, when the input element is the carrier plate 32, the output element is the ring gear 31.
Alternatively, the free element may be the sun gear 30.
In this case, a ring gear is formed on the guide plate 24. Further, the planetary gear mechanism 25 has been shown to apply a braking force to the output element and the free element to decelerate or accelerate the output element. It is also possible to use a means for decelerating the sun gear by applying various rotational forces.

Further, in the assembling angle stopper 60 and the planetary gear stopper 90, the example in which the elastic members 62b and 92d are provided on one of the abutted member and the abutting member is shown. Alternatively, it may be provided on both the abutted member and the abutting member.

[Brief description of drawings]

FIG. 1 is a cross-sectional view showing a valve timing control device for an internal combustion engine according to an embodiment of the present invention.

FIG. 2 is an exploded perspective view showing a valve timing control device for an internal combustion engine according to an embodiment.

FIG. 3 is a cross-sectional view taken along the line AA of FIG. 1 showing the operation of the main part of the valve timing control device for the internal combustion engine of the embodiment.

FIG. 4 is a cross-sectional view taken along the line AA of FIG. 1 showing the operation of the main part of the valve timing control device for the internal combustion engine of the embodiment.

FIG. 5 is an enlarged cross-sectional view showing a main portion (C portion in FIG. 1) of the valve timing control device for the internal combustion engine according to the embodiment.

FIG. 6 is a view on arrow D in FIG. 1.

[Explanation of symbols]

1 camshaft 2 drive plate 3 Timing sprocket 4 Assembly angle adjustment mechanism 6 VTC cover 7 controller 8 spacers 14 link arm 15 Actuator 24 Guide plate 25 Planetary gear mechanism 26 First electromagnetic brake 27 Second electromagnetic brake 28 spiral guide groove 30 sun gear 31 ring gear 32 carrier plate 33 planetary gears 34 rotating body 35 Braking plate 36 Braking plate 40 Operation conversion mechanism 41 Acceleration / deceleration mechanism 60 assembly angle stopper 61 Guide side member 62 Drive side member 62b elastic member 62c fastening member 62d through hole 62f fixed shaft 62g pressing plate 62h flange 90 Planetary gear stopper 91 Stopper plate 92 Carrier side member 92b base member 92c cover member 92d elastic member 92f flange 92p pin 92w washer

Claims (4)

[Claims] 1. A drive rotating body to which rotation is transmitted from a drive shaft of an internal combustion engine, and a camshaft which is provided coaxially with the drive rotating body and drives at least one of an intake valve and an exhaust valve of the internal combustion engine. Alternatively, a driven rotating body formed of a separate member coupled to the shaft, an assembly angle adjusting mechanism for relatively rotating the driven rotating body and the drive rotating body, and operating the assembly angle adjusting mechanism. An operating device, wherein the operating device includes a planetary gear mechanism, and includes any one of a sun gear, a carrier member, a ring gear of the planetary gear mechanism, and a member integrated with these as an input element, an output element, and a free element. The input element is coupled to the rotary element from the drive shaft of the internal combustion engine to the camshaft so that rotation can be transmitted, and the output element is required to rotate the assembly angle adjusting mechanism. Further, in the valve timing control device of the internal combustion engine, which is connected to the input from the drive shaft so as to be able to accelerate and decelerate and transmit rotation, when the output amount of rotation of the planetary gear mechanism becomes a predetermined amount. An internal combustion engine characterized by being provided with an assembling angular stopper for restricting a rotational output, and between the free element and the input element of the planetary gear mechanism, a planetary gear stopper for limiting a relative displacement between the two elements by a predetermined amount. Valve timing control device. 2. The valve timing control device for an internal combustion engine according to claim 1, wherein the planetary gear mechanism has a carrier member as an input element, one of a sun gear and a ring gear as an output element, and the other as a free element, A valve timing control device for an internal combustion engine, comprising: first braking means for applying a braking force to an output element; and second braking means for applying a braking force to the free element. 3. The valve timing control device for an internal combustion engine according to claim 1, wherein the assembling angle stopper is in contact with a contacted portion provided in the drive rotating body and in the output element. The planetary gear stopper rotates when the contact portion provided on the input element comes into contact with the contacted portion integrally provided on the free element. A bubble timing control device for an internal combustion engine, which is configured to be restricted. 4. The valve timing control device for an internal combustion engine according to claim 3, wherein a buffer member is provided on at least one of the contacted portion and the contact portion. Control device.