JP2004084588A - Valve timing control device for internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To stabilize the operating performance by constantly keeping the space or opposed attitude between the braking force generation part and braking force receiving part of an electromagnetic brake regardless of the fluctuation of the tip part of a camshaft. <P>SOLUTION: A magnetic induction member 22 and electromagnetic coil 25 that are the braking force generation part of a hysteresis brake 20 are fixed to a non-rotating member, and a hysteresis ring 26 and annular plate 33 that is the braking force receiving part of the hysteresis brake 20 are supported on the magnetic induction member 22 through bearings 34 and 35. A recessed part 37 is formed in the annular plate 33, a connecting pin 53 is protrusively provided on the intermediate rotator 18 of an assembling angle operating mechanism 4, and the tip of the pin 53 is fitted to the recessed part 37 through a rubber bush 38. The fluctuation of the intermediate rotor 18 is absorbed by the rubber bush 38, and the space between the magnetic induction member 22 and the hysteresis ring 26 is kept by the bearings 34 and 35. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a valve timing control device for an internal combustion engine that variably controls the opening / closing timing of an intake-side or exhaust-side engine valve of the internal combustion engine in accordance with an operating state.
[0002]
[Prior art]
As this type of valve timing control device, there is one described in JP-A-2001-41013.
[0003]
In this device, a housing (drive rotating body) linked to a crankshaft via a timing chain or the like is rotatably assembled to an end of a camshaft, and a movable guide is formed on a radial guide formed on an inner end surface of the housing. A lever shaft (followed rotating body) having a lever protruding outward in the radial direction is bolted to an end of the camshaft, and the movable guide portion and the lever The shaft lever and the shaft are pivotally connected by a link. An intermediate rotating body having a spiral guide is provided at a position facing the radial guide so as to be rotatable relative to the housing and the lever shaft, and is provided at one end of the movable guide portion in the axial direction. A plurality of projecting substantially arc-shaped projections are guided and engaged with the spiral guide. The intermediate rotator is biased by a spring to the side that advances the rotation with respect to the housing, and receives an appropriate force on the side that delays the rotation by an electromagnetic brake.
[0004]
In the case of this device, when the electromagnetic brake is in the OFF state, the intermediate rotating body is located at the initial position with respect to the housing under the urging force of the mainspring spring, and the movable guide portion that meshes with the spiral guide with a ridge is provided. It is maximally displaced radially outward, causing a link to maintain the assembly angle between the housing and the camshaft at the most retarded position or the most advanced position. Then, when the electromagnetic brake is turned ON from this state, the intermediate rotating body is decelerated and relatively rotates with respect to the delay side with respect to the housing. As a result, the movable guide portion meshing with the spiral guide is displaced radially inward, The assembling angle between the housing and the camshaft is changed to the most advanced position or the most retarded position by gradually tilting the link that has been caused so far.
[0005]
In the electromagnetic brake, a braking force generating portion composed of an electromagnetic coil and a magnetic induction member is fixed to a non-rotating member such as a VTC cover, and an intermediate rotating body facing the end surface of the magnetic induction member receives a braking force directly receiving the braking force. Department.
[0006]
[Problems to be solved by the invention]
However, in the case of the above-described conventional valve timing control device, since the positional relationship between the braking force generating portion (magnetic induction member) of the electromagnetic brake and the braking force receiving portion (intermediate rotating body) is not restricted at all, the engine operation is not performed. When the tip of the camshaft fluctuates in the bending direction or rotation direction, the distance between the braking force generating unit and the braking force receiving unit and the facing position change, and the desired braking force cannot be obtained. there is a possibility.
[0007]
Therefore, the invention of this application enables to always maintain a stable operation performance by maintaining a constant distance or facing position between the braking force generating unit and the braking force receiving unit irrespective of the fluctuation of the tip of the camshaft. It is an object of the present invention to provide a valve timing control device for an internal combustion engine that can perform the above.
[0008]
[Means for Solving the Problems]
As means for solving the above-described problems, the invention of this application is to fix a braking force generating portion of an electromagnetic brake to a non-rotating member and to connect a braking force receiving portion of the electromagnetic brake to the braking force generating portion via a bearing. The braking force receiving portion is linked to the intermediate rotating body of the assembly angle operating mechanism with a predetermined play.
[0009]
In the case of the present invention, since the braking force receiving portion is supported by the braking force generating portion via the bearing, the distance between the two is kept constant regardless of the input of the external force. In addition, since the braking force receiving portion and the intermediate rotating body are linked with a predetermined play, a large load is not transmitted between the braking force receiving portion and the intermediate rotating body in a range where the both do not relatively move beyond a predetermined distance. For this reason, fluctuations of the camshaft are less likely to be input from the intermediate rotor to the braking force receiving portion. Therefore, from these facts, it is possible to always keep the distance between the braking force generating unit and the braking force receiving unit and the facing posture constant, and as a result, the operability of the valve timing control device is stabilized.
[0010]
It is desirable that the braking force receiving portion and the intermediate rotating body be connected via an elastic body. In this case, at the connecting portion between the braking force receiving portion and the intermediate rotating body, the elastic body can absorb the fluctuation of the tip portion of the camshaft. Can be eliminated.
[0011]
The braking force generating unit includes a magnetic induction member having a pair of circumferentially opposed surfaces facing each other across a substantially cylindrical gap, and a plurality of pole teeth on a radially inner surface of the pair of opposed surfaces. A plurality of pole tooth elements are provided along the circumferential direction on an inner pole tooth provided along the circumferential direction of the element, and a plurality of pole tooth elements are provided on a radially outer surface of the pair of opposed surfaces. Has an outer pole tooth arranged circumferentially offset with respect to the pole tooth element of the inner pole tooth, and an electromagnetic coil that generates a magnetic field between the inner pole tooth and the outer pole tooth. The braking force receiving portion may include a hysteresis member having a cylindrical wall inserted into a gap between the inner pole teeth and the outer pole teeth.
[0012]
In such an electromagnetic brake utilizing the magnetic hysteresis characteristics of the hysteresis material, a greater braking force is obtained as the distance between each pole tooth and the hysteresis material is reduced. Therefore, it is desirable that the distance between the two be reduced as much as possible. However, when the distance between each pole tooth and the hysteresis material is reduced, when the hysteresis material fluctuates with respect to both pole teeth, the hysteresis material comes into contact with the pole teeth, thereby causing unstable brake control, In addition, the contact portions are likely to be worn or damaged. In the brake used in this valve timing control device, the distance between the hysteresis material, which is the braking force receiving portion, and the pole teeth of the braking force generating portion is kept constant by the bearing, and the distance between the intermediate rotating body and the braking force receiving portion is maintained. Since the play is absorbed by the play between the two, the gap between the hysteresis material and the pole teeth can be sufficiently reduced without causing contact with the pole teeth, and a large braking force can be obtained.
[0013]
BEST MODE FOR CARRYING OUT THE INVENTION
Next, an embodiment of the invention of this application will be described based on the drawings.
[0014]
In this embodiment, the valve timing control device according to the invention of this application is applied to a power transmission system on the intake side of an internal combustion engine. However, the valve timing control device can be similarly applied to a power transmission system on the exhaust side.
[0015]
As shown in FIG. 1, the valve timing control device is rotatable relative to a camshaft 1 rotatably supported by a cylinder head (not shown) of an internal combustion engine, and can rotate relative to the front end of the camshaft 1 as necessary. Ring (drive rotary member) having a timing sprocket 2 on its outer periphery, which is linked to a crankshaft (not shown) via a chain (not shown), and the drive ring 3 and the camshaft 1 1 is arranged on the front side (the left side in FIG. 1) of the assembling angle operating mechanism 4 for operating the assembling angle of the both 3 and 1; FIG. 2 is a diagram showing an operating force applying means 5 for driving the mechanism 4, and a cylinder head (not shown) of the internal combustion engine, which is attached across a front surface of a head cover and covers the front surface and the peripheral area of the assembly angle operating mechanism 4 and the operating force applying means 5. VT outside And it includes a cover, a.
[0016]
The drive ring 3 is formed in a substantially disk shape having a stepped insertion hole 6, and the insertion hole 6 is rotated by a driven shaft member 7 (driven rotation body) coupled to the front end of the camshaft 1. Assembled as possible. As shown in FIG. 2, three radial grooves 8 (radial guides) having parallel side walls facing each other are formed on the front surface of the drive ring 3 (the surface opposite to the camshaft 1). It is formed substantially along the radial direction.
[0017]
As shown in FIG. 1, the driven shaft member 7 has an enlarged-diameter portion formed on an outer periphery of a base portion that abuts on a front end portion of the camshaft 1, and has an outer peripheral surface on a front side of the enlarged diameter portion. Three levers 9 projecting radially are integrally formed and connected to the camshaft 1 by bolts 10 penetrating the shaft core. A base end of a link 11 is pivotally connected to each lever 9 by a pin 12, and a column-shaped projection 13 slidably engaged with each of the radial grooves 8 is integrally formed at a distal end of each link 11. Is formed.
[0018]
Each link 11 is connected to the driven shaft member 7 via the pin 12 in a state where the protrusion 13 is engaged with the corresponding radial groove 8. When displaced along 8, the drive ring 3 and the driven shaft member 7 rotate relative to each other by the action of the link 11 in a direction and an angle corresponding to the displacement of the projection 13.
[0019]
A receiving hole 14 is formed at the distal end of each link 11 and opens forward in the axial direction. The receiving hole 14 has an engaging pin 16 that engages with a spiral groove 15 (a spiral guide) described later. And a coil spring 17 for urging the engagement pin 16 forward (toward the spiral groove 15). In the case of this embodiment, a movable guide portion that can be displaced in the radial direction is configured by the protrusion 13 at the tip of the link 11, the engagement pin 16, the coil spring 17, and the like.
[0020]
On the other hand, an intermediate rotating body 18 having a disk-shaped flange wall is rotatably supported via a bearing 19 in front of the driven shaft member 7 at a position forward of the lever 9. The above-mentioned spiral groove 15 having a semicircular cross section is formed on the rear surface side of the flange wall of the intermediate rotating body 18, and the engaging pin 16 at the tip of each link 11 is guided in the spiral groove 15 so as to freely roll. Is engaged. The spiral of the spiral groove 15 is formed so that its diameter gradually decreases along the engine rotation direction R. Therefore, when the intermediate rotating body 18 relatively rotates in the delay direction with respect to the drive ring 3 in a state where the engaging pin 16 at the tip of each link 11 is engaged with the spiral groove 15, the tip of the link 11 is While being guided by the spiral shape of the spiral groove 15 and moving inward in the radial direction, conversely, when the intermediate rotating body 18 is relatively displaced in the advancing direction, it moves outward in the radial direction.
[0021]
Reference numerals 48 and 49 in the figure denote projections and stoppers that come into contact with each other when the drive ring 3 and the intermediate rotating body 18 rotate relative to each other by more than a set angle, thereby restricting the rotation of the two.
[0022]
The assembling angle operating mechanism 4 includes the radial groove 8, the link 11, the protrusion 13, the engaging pin 16, the lever 9, the intermediate rotating body 18, the spiral groove 15, and the like of the drive ring 3 described above. When the relative rotation operation force with respect to the camshaft 1 is input from the operation force applying means 5 to the intermediate rotating body 18, the operation angle operation mechanism 4 applies the operation force to the spiral groove 15 and the engagement pin 16. The distal end of the link 11 is displaced in the radial direction through the engaging portion, and at this time, relative rotational power is transmitted to the drive ring 3 and the driven shaft member 7 by the action of the link 11 and the lever 9.
[0023]
On the other hand, the operating force applying means 5 includes a mainspring spring 47 for urging the intermediate rotating body 18 in the engine rotation direction R with respect to the drive ring 3, and an operating force applying means 5 for rotating the intermediate rotating body 18 with respect to the drive ring 3 in the engine rotation direction R. A hysteresis brake 20 (electromagnetic brake), which is a braking mechanism, for urging the intermediate rotating body 18 in the direction. Is rotated relative to the drive ring 3 or the rotational positions of both are maintained.
[0024]
The mainspring spring 47 has an outer peripheral end coupled to the cylindrical wall 21 extending from the drive ring 3, and an inner peripheral end coupled to the cylindrical base of the intermediate rotating body 18, and is entirely formed of the intermediate rotating body. 18 are arranged in the front space of the flange wall. A sealing wall 50 is integrally connected to the end face of the intermediate rotating body 18 opposite to the camshaft 1, and the outer peripheral surface of the sealing wall 50 is slidably in close contact with the inner surface of the cylindrical wall 21. ing. A pair of connecting pins 53 whose tips project in the direction opposite to the camshaft 1 penetrate the sealing wall 50 and are attached to the intermediate rotating body 18. This connecting pin 53 will be described later.
[0025]
On the other hand, the hysteresis brake 20 is attached to a VTC cover that is a non-rotating member, and has a pair of circumferentially facing magnetic induction members 22 that face each other across a substantially cylindrical gap. The inner pole teeth 23 and the outer pole teeth 24 provided; an electromagnetic coil 25 attached to the magnetic induction member 22 to generate a magnetic field between the inner pole teeth 23 and the outer pole teeth 24; And a cylindrical hysteresis ring 26 inserted between the bipolar teeth 23 and 24 in a state where the electromagnetic coil 25 is connected to the pole teeth 23 and 24. The electromagnetic coil 25 is energized by a controller (not shown).
[0026]
In the case of this embodiment, the hysteresis brake 20 is unitized as shown in FIGS.
[0027]
The magnetic guide member 22 includes an inner tooth ring 27 having inner pole teeth 23 on the outer peripheral surface, an outer tooth ring 28 having outer polar teeth 24 on the inner peripheral surface, and a connection connecting the inner tooth ring 27 and the outer tooth ring 28. And a ring 29. An annular step is provided at the outer peripheral corner of the connecting ring 29 on the side facing the pole teeth 23, 24, and the electromagnetic coil 25 is fitted and mounted on the step.
[0028]
Further, the inner pole teeth 23 and the outer pole teeth 24 each have a plurality of pole tooth elements extending along the axial direction. The pole teeth elements of the both pole teeth 23 and 24 are respectively arranged along the circumferential direction, and the pole tooth elements of the pole teeth 23 and 24 are mutually offset in the circumferential direction. Therefore, when the electromagnetic coil 25 is energized, a magnetic field is generated between the two pole teeth 23 and 24 toward the partner pole tooth element having an offset positional relationship.
[0029]
A harness 25a for energizing the electromagnetic coil 25 penetrates the magnetic induction member 22 (the external tooth ring 28) radially outward, and is drawn out from the outer peripheral surface side of the magnetic induction member 22. Since the cross-sectional area of the magnetic path in the magnetic guide member 22 can be secured to be larger toward the outside in the radial direction, when the harness lead-out portion is provided so as to penetrate the magnetic guide member 22 to the radial outside as in this embodiment, The influence of the loss of the magnetic path cross-sectional area due to the provision of the lead portion is reduced.
[0030]
On the other hand, the hysteresis ring 20 is made of a hysteresis material having magnetic hysteresis characteristics, and a metal annular plate 33 (plate member) is fitted and fixed to an end protruding from the gap between the bipolar teeth 23 and 24. Have been. The annular plate 33 is integrally connected to a stainless steel shaft member 36 supported on the inner peripheral surface of the connection ring 29 via bearings 34 and 35. Therefore, the hysteresis ring 20 is rotatably supported by the magnetic guide member 22 via the annular plate 33 and the shaft member 36. Since the shaft member 36 is formed of stainless steel, which is a non-magnetic material, there is no problem that the magnetic flux of the electromagnetic coil 25 passes through the shaft member 36 and foreign matter is attracted to the shaft member 36.
[0031]
In addition, a pair of circular concave portions 37 are provided on the back surface (the surface on the camshaft 1 side) of the annular plate 33, and each of the concave portions 37 is provided with a rubber bush 38 (elastic body) on the intermediate rotating body 18 side. Are connected. Therefore, the annular plate 33 and the hysteresis ring 20 rotate integrally with the intermediate rotating body 18 via the rubber bush 38 and the connecting pin 53. Since the rubber bush 38 has elasticity and allows a slight relative displacement between the connecting pin 53 and the concave portion 37, it can be said that the annular plate 33 and the intermediate rotating body 18 are linked with a predetermined play. . An annular lightening groove 31 (lightening portion) is provided on the outer peripheral edge of the back surface of the annular plate 33, and the lightening groove 31 reduces the weight of the annular plate 33 without causing rotational imbalance. Is planned.
[0032]
In the case of this embodiment, the rubber bush 38 is formed in a cylindrical shape having a substantially constant thickness, and is previously vulcanized and bonded to the outer peripheral surface of the connecting pin 53. The rubber bush 38 at the tip of each connecting pin 53 is press-fitted into the recess 37 of the annular plate 33 when the hysteresis brake 20 is installed.
[0033]
Here, as shown in FIGS. 1 and 4, the annular plate 33 is sandwiched between the head 36a of the shaft member 36 and the nut 41 together with the bearings 34 and 35 and the spacer 40, so that the magnetic induction member 22 is formed. The magnetic guide member 22 is provided with a recess 30 that is axially recessed from a position radially inward of the inner pole teeth 23 on the end surface of the magnetic guide member 22 on the side of the annular plate 33. A radially inner region 33 projects into the recess 30. In the annular plate 33, the concave portion 37 with which the connecting pin 53 is engaged and the seat surface of the head portion 36a of the shaft member 36 are arranged so as to be deviated to a portion protruding toward the concave portion 30 side. . Therefore, the length in the axial direction when the magnetic guide member 22 and the annular plate 33 are assembled is reduced by providing the concave portion 30 in the magnetic guide member 22.
[0034]
Further, the assembling of the annular plate 33 to the magnetic guide member 22 will be described in more detail. First, the bearing 34 on the annular plate 33 side is attached to the center hole of the magnetic guide member 22 (the connection ring 29). The outer race of the bearing 34 is caulked and fixed to the hole edge of the magnetic guide member 22 on the side of the annular plate 33 when the bearing 34 abuts the projection 32 at the substantially central portion in the axial direction. Next, the shaft member 36 into which the annular plate 33 is inserted and engaged is pressed into the inner race of the bearing 34 from the tip end side. Thus, the shaft member 36 is locked to the magnetic guide member 22 via the bearing 34, and the annular plate 33 is also locked at this time. Thereafter, the spacer 40 is inserted into the shaft member 36 from the opposite side of the center hole, and then the other bearing 35 is pressed into the shaft member 36 until the inner race hits the spacer 40. A nut 41 is screwed into the tip of the 36. The inner races of the bearings 34 and 35 and the annular plate 33 are fixed to each other by tightening the nut 41. However, the axial length of the protrusion 32 on the inner circumference of the magnetic guide member 22 is set shorter than the axial length of the spacer 40, and even if the nut 41 is tightened, the outer race of the bearing 35 is It cannot be pressed against the projection with excessive force.
[0035]
In this embodiment, the braking force generating portion of the hysteresis brake 20 is constituted by the magnetic induction member 22 including the pole teeth 23 and 24 and the electromagnetic coil 25, and the braking force receiving portion is formed by the hysteresis ring 26 and the ring. It is constituted by a plate 33.
[0036]
Since the valve timing control device is configured as described above, the excitation of the electromagnetic coil 25 of the hysteresis brake 20 is turned off at the time of starting the internal combustion engine or at the time of idling, whereby the intermediate rotation is performed by the force of the mainspring spring 47. The body 18 is rotated to the maximum in the engine rotation direction R with respect to the drive ring 3 (see FIG. 2). As a result, the rotational phase of the crankshaft and the camshaft 1 (opening / closing timing of the engine valve) is maintained at the most retarded side, so that engine rotation is stabilized and fuel efficiency is improved.
[0037]
Then, from this state, the operation of the engine shifts to the normal operation, and when a command to change the rotation phase to the most advanced side is issued from a controller (not shown), the excitation of the electromagnetic coil 25 of the hysteresis brake 20 is turned on. The braking force against the mainspring 47 is transmitted from the annular plate 33 to the intermediate rotating body 18 via the rubber bush 38 and the connecting pin 53. As a result, the intermediate rotating body 18 rotates in the opposite direction with respect to the drive ring 3, whereby the engaging pin 16 at the tip of the link 11 is guided to the spiral groove 15, and the tip of the link 11 is inserted into the radial groove 8. 3, the assembling angle between the drive ring 3 and the driven shaft member 7 is changed to the most advanced angle side by the action of the link 11, as shown in FIG. As a result, the rotation phases of the crankshaft and the camshaft 1 are changed to the most advanced angle side, thereby increasing the output of the engine.
[0038]
When a command is issued from the controller to change the rotation phase to the most retarded side from this state, the excitation of the electromagnetic coil 25 of the hysteresis brake 20 is turned off, and the force of the mainspring spring 47 is again applied to the intermediate rotating body. 18 is rotated in the engine rotation direction R. Then, the guide pin 16 guided by the spiral groove 15 causes the link 11 to swing in the opposite direction to the above, and as shown in FIG. 2, the action of the link 11 causes the angle of attachment of the driven shaft member 7 of the drive ring 3 to be reduced. It is changed to the retard side again.
[0039]
The rotation phase of the crankshaft and the camshaft 1 by this valve timing control device is not limited to the two phases of the most retarded angle and the most advanced angle described above, but may be any value determined by controlling the braking force of the hysteresis brake 20. The phase can be changed and the phase can be maintained by the balance between the force of the mainspring 47 and the braking force of the hysteresis brake 20.
[0040]
By the way, in this valve timing control device, the annular plate 33 on the braking force receiving portion side of the hysteresis brake 20 is supported by the magnetic induction member 22 on the braking force generating portion side via bearings 34 and 35 and Since the plate 33 and the intermediate rotating body 18 are linked with a predetermined play allowance via the rubber bush 38, the intermediate rotating body 18 fluctuates integrally with the camshaft 1 in the bending direction or the rotating direction during the operation of the engine. Even if there is, there is no problem that the annular plate 33 rattles due to the fluctuation. Therefore, the hysteresis ring 26 integrated with the annular plate 33 is always maintained at a constant distance and posture with respect to the inner pole teeth 23 and the outer pole teeth 24. Therefore, the hysteresis brake 20 can exhibit stable braking performance even if the gap between the hysteresis ring 26 and the pole teeth 23, 24 is sufficiently narrowed in order to secure a large braking force. The device thereby ensures improved operating performance.
[0041]
Further, in the case of the valve timing control device of this embodiment, the rubber bush 38 is interposed between the distal end of the connection pin 53 protruding from the intermediate rotating body 18 and the concave portion 37 of the annular plate 33, Fluctuations of the intermediate rotating body 18 integral with the shaft 1 can be tolerated at the rubber bush 38 portion, and rattling noise and impact due to relative displacement between the connecting pin 53 and the concave portion 37 can be reduced by the elasticity of the rubber bush 38. Can be prevented.
[0042]
In this embodiment, the hysteresis material (hysteresis ring 26) of the hysteresis brake 20 is formed in a cylindrical shape as a whole, and is connected to the intermediate rotating body 18 via a ring plate 33 as a separate member. As long as it has a cylindrical wall interposed between the teeth 23 and 24 in a non-contact state, the whole may be formed into a bottomed cylindrical shape or another shape. However, in the case where the hysteresis material is formed in a cylindrical shape and a separate plate member (annular plate 33) is attached to the end as in this embodiment, the connecting portion with the intermediate rotating body 18 is formed. Since the material can be formed with a low material cost and a material that can be easily formed, the manufacturing cost of the entire product can be reduced.
[0043]
Further, the tip portion of the connecting pin 53 can adopt another form as shown in FIGS.
[0044]
FIG. 7 shows a cylindrical contact member 45 made of a high-hardness material such as a metal, which is vulcanized and bonded to the outer peripheral surfaces of both ends in the axial direction of the rubber bush 138. 33 is press-fitted into the recess 37. In this case, since the high hardness abutting member 45 contacts the concave portion 37, the rubber bush 138 is deformed due to the press-fitting of the rubber bush 138 into the concave portion 37, or the outer periphery of the rubber bush 138 due to use over time. The wear of the surface can be prevented, and the rubber bush 138 can be prevented from falling off from the recess 37.
[0045]
FIG. 8 shows the overall shape of the rubber bush 238 formed in a barrel shape. In this case, since an excessive load is less likely to be input to the axial end of the rubber bush 238, early deterioration of the rubber bush 238 can be prevented.
[0046]
Next, inventions other than those described in the claims that can be grasped from the above-described embodiments will be described below together with their operational effects.
[0047]
(A) The elastic body is vulcanized and adhered to the outer periphery of a connecting pin protruding from one of the braking force receiving portion and the intermediate rotating body, and the elastic member is provided in a recess provided on the other of the braking force receiving portion and the intermediate rotating body. 4. The valve timing control device for an internal combustion engine according to claim 2, wherein the elastic body is press-fitted together with the connecting pin.
[0048]
In this case, it is possible to reliably connect the braking force receiving portion and the intermediate rotating body via the elastic body while having a very simple structure.
[0049]
(B) A contact member having a hardness higher than that of the elastic body is attached to at least a part of the outer peripheral surface of the elastic body, and the contact member is pressed into the recess. Valve timing control device for internal combustion engine.
[0050]
In this case, at least a part of the outer peripheral side of the elastic body comes into contact via a high-hardness abutting member, so that distortion occurs due to press-fitting of the outer peripheral surface of the elastic body into the concave portion or the elastic body due to use over time. Wear and other deterioration of the outer peripheral surface of the elastic member can be prevented, and the elastic body can be reliably prevented from falling off from the concave portion.
[0051]
(C) The valve timing control device for an internal combustion engine according to (B), wherein the contact member is vulcanized and bonded to an elastic body.
[0052]
In this case, it is possible to eliminate the problem that the elastic body falls off from the contact member.
[0053]
(D) The valve timing control device for an internal combustion engine according to (a), wherein the elastic body is formed in a barrel shape.
[0054]
In this case, it is possible to eliminate the problem that stress is concentrated on the axial end of the elastic body when a load is input, and to improve the durability of the elastic body.
[0055]
(E) The braking force receiving portion is constituted by a cylindrical hysteresis material and a plate member made of another material joined to an end of the hysteresis material, and the plate member and the intermediate rotating body have a predetermined play. The valve timing control device for an internal combustion engine according to claim 3, wherein the valve timing control device is connected to the valve timing control device.
[0056]
In this case, by forming the plate member from a material that is cheaper than the hysteresis material and is easily formed, the linking portion between the braking force receiving portion and the intermediate rotating body can be formed without increasing the manufacturing cost. It can be shaped.
[0057]
(F) A concave portion is provided radially inward of the inner pole teeth on an end surface of the magnetic guide member facing the plate member, and a part of the plate member is protruded into the concave portion. The valve timing control device for an internal combustion engine according to (e).
[0058]
In this case, the concave portion is located radially inward of the inner pole teeth of the magnetic guide member and hardly affects the flow of the magnetic flux in the magnetic guide member. Since a part of the plate member protrudes into the concave portion, the protrusion of the plate member on the side opposite to the magnetic guide member is reduced by that much, and the total axial length in a state where the magnetic guide member and the plate member are assembled is reduced. Can be shortened. In addition, the weight can be reduced by the provision of the concave portion in the magnetic guide member.
[0059]
(G) The valve timing control device for an internal combustion engine according to (e) or (f), wherein an annular lightening portion is provided on the plate member.
[0060]
In this case, since the lightening portion is annular, the weight of the plate member is sufficiently reduced without generating unbalanced inertial force.
[Brief description of the drawings]
FIG. 1 is a longitudinal sectional view showing an embodiment of the present invention.
FIG. 2 is an exemplary sectional view of the same embodiment taken along line AA of FIG. 1;
FIG. 3 is an exemplary sectional view corresponding to FIG. 2 showing an operation state of the embodiment;
FIG. 4 is an exploded perspective view showing the same embodiment.
FIG. 5 is an exemplary perspective view of a part showing the embodiment;
FIG. 6 is an exemplary front view of the part showing the embodiment;
FIG. 7 is a sectional view showing another embodiment of the invention of this application.
FIG. 8 is a sectional view showing still another embodiment of the invention of this application.
[Explanation of symbols]
1 camshaft 3 drive ring (drive rotary body)
4: Assembling angle operating mechanism 7: Driven shaft member (driven rotator)
18 Intermediate rotating body (rotating member)
20: Hysteresis brake (electromagnetic brake)
22 ... magnetic induction member (braking force generation unit)
23 inner pole teeth 24 outer pole teeth 25 electromagnetic coil (braking force generating section)
26 ... Hysteresis ring (braking force receiving part, hysteresis material)
33 ... Ring plate (braking force receiving part)
34, 35 ... bearing 38 ... rubber bush (elastic body)

Claims (3)

A driving rotor that is rotationally driven by a crankshaft of an internal combustion engine, a driven rotor composed of a camshaft or a separate member coupled to the same shaft, and is rotatable relative to the driving rotor and the driven rotor. An assembling angle operation mechanism for changing an assembling angle between the driving rotator and the driven rotator by rotating the intermediate rotator; and rotating the rotator to the intermediate rotator. An electromagnetic brake for applying a braking force to perform a dynamic operation, and a valve timing control device for an internal combustion engine comprising:
The braking force generating portion of the electromagnetic brake is fixed to a non-rotating member, and the braking force receiving portion of the electromagnetic brake is rotatably supported by the braking force generating portion via a bearing, and the braking force receiving portion is assembled. A valve timing control device for an internal combustion engine, wherein an intermediate rotating body of a corner operating mechanism is linked with a predetermined play. The valve timing control device for an internal combustion engine according to claim 1, wherein the braking force receiving portion and the intermediate rotating body are connected via an elastic body. The braking force generating unit includes a magnetic induction member having a pair of circumferentially opposed surfaces facing each other across a substantially cylindrical gap, and a plurality of poles on a radially inner surface of the pair of opposed surfaces. A plurality of pole tooth elements are provided along a circumferential direction on an inner pole tooth provided with a tooth element along a circumferential direction, and a plurality of pole tooth elements are provided on a radially outer surface of the pair of opposed surfaces; A configuration comprising: an outer pole tooth whose elements are circumferentially offset with respect to the pole tooth element of the inner pole tooth; and an electromagnetic coil that generates a magnetic field between the inner pole tooth and the outer pole tooth. age,
3. The internal combustion engine according to claim 1, wherein the braking force receiving portion includes a hysteresis member having a cylindrical wall inserted into a gap between the inner pole teeth and the outer pole teeth. Valve timing control device.

Images