JP2004092576A - Valve timing control device of internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a smooth engagement operation between an intermediate rotor and a movable guide part while allowing some degree of molding error. <P>SOLUTION: A spiral groove 15 is formed in the intermediate rotor 18 inputting an external rotating operation force, and the movable guide part at the tip of a link 11 is engaged with the spiral groove 15 and the radial groove 8 of a drive ring 3. The base end of the link 11 is pivotally connected to the lever 9 of a driven shaft member 7, and the assembling angle of the drive ring 3 and the driven shaft member 7 is changed by the rotating operation of the rotor 18. In such a valve timing control device, An engagement pin 16 is rotatably and rockably housed in the housing hole 14 of the link 11, and a part of the movable guide part is constituted by the engagement pin 16. The head part 41 of the engagement pin 16 is spherically formed, and the head part 41 is engaged with the semi-circular sectional spiral groove 15. The molding error is absorbed by the rocking of the engagement pin 16. <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]
The following has been devised as this type of valve timing control device.
[0003]
In this valve timing control device, a housing (driving rotating body) linked to a crankshaft via a timing chain or the like is rotatably assembled to an end of a camshaft, and a radial guide formed on an inner end surface of the housing. A movable guide portion is slidably engaged in the radial direction and supported, and a lever shaft (a driven rotating body) having a lever protruding outward in the radial direction is bolted to an end of the camshaft. The part and the lever of the lever 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]
[Patent Document]
JP 2001-41013 A
[Problems to be solved by the invention]
However, in the case of this conventional valve timing control device, the rotation of the intermediate rotating body is converted into a radial displacement of the movable guide portion by slidably engaging the substantially arc-shaped ridge with the spiral guide. Therefore, unless the spiral guide of the intermediate rotating body and the ridge of the movable guide portion are manufactured with high precision, a smooth operation between the two cannot be obtained. That is, if there is a large error in the positional relationship between the spiral guide and the ridge, the mutual movement of the intermediate rotating body and the movable guide portion itself is restrained by the friction, and the smooth operation of both is hindered. Therefore, when the precision of forming the spiral guide and the ridge is low, the responsiveness of the valve timing control is reduced.
[0007]
The spiral guide and the ridge do not cause any problems if they are formed with high precision. However, if these molding precisions are increased to such an extent that satisfactory smooth operation can be obtained, the production cost will rise sharply, Performance is reduced.
[0008]
Therefore, the invention of this application aims to improve the operation responsiveness without causing a rise in manufacturing cost by enabling a smooth engagement operation between the intermediate rotating body and the movable guide portion while allowing a certain molding error. 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.
[0009]
[Means for Solving the Problems]
As a means for solving the above-mentioned problem, the invention of this application provides a movable guide portion for converting the operation rotation of the intermediate rotating body into the swing of the link, the movable guide portion being rotatable with respect to the link, and having a spiral end. The guide pin is provided with an engagement pin that is guided and engaged with the guide, and the engagement pin is swingably held by the link.
[0010]
In the case of the present invention, the engagement pin of the movable guide portion is guided and engaged with the spiral guide while rotating with respect to the link. Further, even if there is a certain molding error between the movable guide portion and the spiral guide, the error can be absorbed by swinging the engagement pin with respect to the link. Therefore, according to the present invention, it is possible to reduce the friction between the spiral guide and the movable guide without increasing the manufacturing cost.
[0011]
A swelling portion swelling radially outward is provided at a substantially central portion in the axial direction of the engagement pin so that lubricating oil is supplied between an outer peripheral portion of the engagement pin and a pin-receiving hole on the link side. It is desirable to do. In this case, the engagement pin can be swung around the bulged portion in the pin receiving hole, and the lubricating oil stays at the front and rear positions of the bulged portion of the engagement pin. The lubricating oil can surely reduce the resistance at the time of swinging, and can reduce the backlash caused by the swinging of the pin by viscous resistance of the lubricating oil.
[0012]
Further, the tip of the engaging pin is formed in a spherical shape, and the spiral guide of the intermediate rotating body is formed by a spiral groove having a semicircular cross section. It is preferable to form it with a radius larger than the spherical shape. In this case, since the engaging pin and the spiral groove come into contact with each other on a smooth surface, it is possible to reliably prevent rattling between the engaging pin and the spiral groove. Since the radius of the cross section of the spiral groove is set to be larger than the radius of the spherical shape at the tip of the engagement pin, the swing of the engagement pin can be sufficiently allowed at these contact portions, and In addition, it is possible to prevent an increase in friction caused by the engagement pin hitting the opening edge of the spiral groove.
[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]
Here, as shown in an enlarged manner in FIG. 4, the engaging pin 16 is provided on a substantially cylindrical tubular portion 40 accommodated in the accommodating hole 14 of the link 11, and is provided on the distal end side of the tubular portion 40. And a spherical head 41 that is rotatably engaged in the spiral groove 15 of the intermediate rotor 18, and these are integrally formed of a metal material as a whole. The outer peripheral surface of the cylindrical portion 40 is not formed to have a constant outer diameter over the entire area in the axial direction, but has a barrel shape in which the outer diameter gradually increases toward a substantially central portion in the axial direction. Therefore, although the cylindrical portion 40 is rotatably accommodated in the accommodating hole 14 of the link 11, the engaging pin 16 has a barrel-shaped outer surface. Swing is also allowed. The surface of the engaging pin 16 is subjected to a surface treatment such as DLC (diamond-like carbon) to reduce sliding resistance.
[0021]
Further, lubricating oil is supplied from the engine block side to the space 53 around the assembly angle operating mechanism 4 through the camshaft 1 and the driven shaft member 7. Therefore, each part of the assembling angle operation mechanism 4 is lubricated by the lubricating oil, and the lubricating oil also flows into the gap between the engaging pin 16 and the housing hole 14. In particular, since the engaging pin 16 is formed in a barrel shape that bulges substantially at the center in the axial direction, the lubricating liquid stays almost always before and after the maximum bulge at the center.
[0022]
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 arc of the cross section of the spiral groove 15 is formed to have a larger radius than the head 41 of the engaging pin 16, and is set so that the pin 16 does not contact the opening edge of the spiral groove 15 when the engaging pin 16 swings. Have been. The spiral of the spiral groove 15 is formed so as to gradually decrease in diameter 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.
[0023]
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.
[0024]
On the other hand, the operating force applying means 5 includes a mainspring spring 47 serving as a rotation urging spring for urging the intermediate rotating body 18 in the engine rotation direction R with respect to the driving ring 3 and an intermediate rotating body 18 with respect to the driving ring 3. A hysteresis brake 20 that urges the intermediate rotating body 18 in the drive ring 3 by appropriately controlling the braking force of the hysteresis brake 20 according to the operating state of the internal combustion engine. , Or maintain both rotational positions.
[0025]
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.
[0026]
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.
[0027]
The hysteresis brake 20 is attached to a VTC cover which is a non-rotating member, and is provided on a magnetic induction member 22 having a pair of circumferentially opposed surfaces facing each other with a substantially cylindrical gap therebetween, and provided on the both opposed surfaces, respectively. An inner coil 23, an outer pole 24, an electromagnetic coil 25 attached to the magnetic induction member 22 and generating a magnetic field between the inner pole 23 and the outer pole 24; And a cylindrical hysteresis ring 26 inserted and arranged in a non-contact state with the intermediate rotating body 18 via a connecting pin 54 and a rubber bush 38 with the outer peripheral end integrally connected to the hysteresis ring 26. And an annular plate 33, and the electromagnetic coil 25 is controlled to be energized by a controller (not shown).
[0028]
The inner pole teeth 23 and the outer pole teeth 24 of the magnetic guide member 22 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]
The hysteresis ring 20 is made of a hysteresis material having a magnetic hysteresis characteristic. When a magnetic field is generated between the inner pole teeth 23 and the outer pole teeth 24 during rotation of the ring 20, the direction of the magnetic field and the direction of the hysteresis ring 20 are reduced. A deviation is caused in the direction of the magnetic flux. The hysteresis brake 20 generates a braking force due to this shift. The annular plate 33 is integrally connected to a shaft member 36 supported on the inner peripheral surface of the magnetic guide member 22 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.
[0030]
By the way, when the excitation of the hysteresis brake 20 is switched on and off, the intermediate rotating body 18 relatively rotates in either the forward or reverse direction with respect to the drive ring 3. A rotation stopper 42 provided between the rotating body 18 and the driving ring 3 regulates the rotation angle within a predetermined angle range.
[0031]
The rotation stopper 42 includes a projection 48 (an abutting portion) integrally formed on the outer peripheral edge on the rear surface side of the intermediate rotating body 18 and a shock absorber 49 attached to the outer peripheral edge on the front surface side of the drive ring 3. The protrusion 48 and the shock absorber 49 abut each other to restrict the relative rotation between the drive ring 3 and the intermediate rotating body 18 within a predetermined angle.
[0032]
As shown in FIG. 5, the shock absorber 49 has a main body portion formed of a thin plate-like member 43 having elasticity, for example, a steel plate or a stainless steel plate, and the plate-like member 43 is slidable on the overlapped surfaces. As described above, a spiral portion is laminated, and a space portion 44 that allows deformation of the plate-like member 43 is provided radially inside the laminated portion. The radially inner and outer ends of the plate member 43 are free ends. A C-shaped iron cover member 45 is attached to the outer peripheral side of the laminated portion of the plate-shaped member 43. The cover member 45 has elasticity, and is attached to the laminated portion by expanding its C-shape. As shown in FIG. 5, the plate member 43 and the cover member 45 are fixed to the outer peripheral edge of the drive ring 3 by a locking tool 46 whose head is cut off in a two-sided width shape.
[0033]
The shock absorber 49 can reliably buffer the shock due to the displacement of almost the entire area of the laminated portion of the plate-shaped member 43 when the impact is input. Since the cover member 45 is attached to the outer peripheral side of the device, it is possible to eliminate the problem that the direct contact portion is damaged or worn by an impact. In other words, in the shock absorber of the type without the cover member 45, the outer surface of the laminated portion of the plate member 43 has a problem of being damaged or worn by the input impact, but in the shock absorber 49 of this embodiment, there is a problem. The negative condition can be surely eliminated.
[0034]
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.
[0035]
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 spring 47 is transmitted from the annular plate 33 to the intermediate rotating body 18 via the connecting pin 54 and the rubber bush 38. 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.
[0036]
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 a result of the action of the link 11, the assembling angle between the drive ring 3 and the driven shaft member 7 is reduced, as shown in FIG. It is changed to the retard side again.
[0037]
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.
[0038]
In this valve timing control device, the rotation of the intermediate rotating body 18 is converted into the swing of the link 11 through the spiral groove 15 and the engaging portion of the engaging pin 16. When rotated relative to 3, the engaging pin 16 displaces the distal end of the link 11 in the radial direction while rolling along the inner surface of the spiral groove 15. At this time, the engagement pin 16 appropriately swings in the accommodation hole 14 due to the barrel shape of the cylindrical portion 40, and absorbs a positional error or the like between the accommodation hole 14 and the spiral groove 15 by the oscillation. Further, since the engagement pin 16 is allowed to swing, the occurrence of friction that hinders rotation is eliminated, so that the inside of the spiral groove 15 can always roll smoothly. That is, assuming that the engaging pin 16 has a cylindrical shape with a constant outer diameter, when a force in a direction of tilting the engaging pin 16 is input, the axial end of the engaging pin 16 is Although the rotation of the engagement pin 16 is hindered by the strong contact with the inner surface of the first member, such a problem does not occur in the device of this embodiment which allows the engagement pin 16 to swing.
[0039]
Therefore, in the case of this device, the rotation of the intermediate rotating body 18 can be smoothly converted into the swing of the link 11 even if there is a slight positional shift due to a manufacturing error or the like of each part. Therefore, the operation responsiveness of the device can be improved without increasing the manufacturing cost.
[0040]
In the device of this embodiment, the head 41 of the engaging pin 16 is formed in a spherical shape, and the cross section of the spiral groove 15 is formed in a semicircular cross-sectional shape larger than the radius of the head 41. Therefore, even if the engagement pin 16 swings, the contact point between the groove 15 and the head 41 can be smoothly changed according to the swing, and the play between the two can be eliminated. Further, since the radius of the cross section of the spiral groove 15 is larger than the radius of the spherical shape of the head portion 41, the swing of the engaging pin 16 can be sufficiently allowed. Can be prevented from increasing due to contact with the opening edge.
[0041]
Further, in the case of this embodiment, since the cylindrical portion 40 of the engaging pin 16 is formed in a barrel shape so that the engaging pin 16 can be freely swung with respect to the accommodation hole 14, a simple structure is provided. The structure has the advantage that the swing of the engagement pin 16 can be realized, and also has the advantage that the lubrication performance between the engagement pin 16 and the accommodation hole 14 can be enhanced. That is, the lubricating oil is supplied from the opening side of the housing hole 14 to the inside thereof. However, since a relatively large gap is formed around the barrel-shaped most bulging portion of the engagement pin 16 in the axial direction, this large gap is formed. The lubricating oil can be sufficiently retained in the portion.
[0042]
Further, the lubricating oil accumulated before and after the most bulged portion of the engagement pin 16 can obtain a damper action by viscous resistance, and therefore, there is an advantage that the rattling of the engagement pin 16 can be suppressed by the damper action. is there. It is to be noted that, by forming a bulging portion that partially protrudes substantially at the center of the engaging pin 16 in the axial direction, the swinging of the engaging pin 16 and the effect of retaining the lubricating oil can be obtained. When the outer surface of the cylindrical portion 40 of the engaging pin 16 is smoothly changed into a barrel shape as in this embodiment, when the engaging pin 16 swings, the pin 16 and the engaging hole 14 are rotated. The contact pressure between the contact portions can be kept constant and low, and the occurrence of rattling due to the swing can be prevented.
[0043]
The embodiment of the invention of this application is not limited to the above-described embodiment. For example, in the above-described embodiment, the outer peripheral surface of the cylindrical portion 40 of the engaging pin 16 is formed into a barrel shape so as to engage. Although the swing of the pin 16 is permitted, a stepped portion 60 is provided on the outer surface of the cylindrical portion of the engagement pin 116 as shown in FIG. 6, and a barrel-shaped needle bearing 61 is provided between the stepped portion 60 and the receiving hole 14. May be interposed. In this case, the engagement pin 116 can freely swing along the barrel shape of the needle bearing 61, and the bearing 61 is interposed between the engagement pin 116 and the housing hole 14, so that the resistance accompanying rotation is reduced. Smaller.
[0044]
Next, inventions other than those described in the claims that can be understood from the above embodiments will be described below together with their operational effects.
[0045]
The valve timing control device for an internal combustion engine according to any one of claims 1 to 3, wherein a portion of the engagement pin that is accommodated in the link-side pin accommodation hole is formed in a barrel shape. .
[0046]
In this case, since the engaging pin swings smoothly in the pin receiving hole, the surface pressure of the contact portion of the engaging pin at the time of swing can be suppressed to be low as a whole, and rattling of the engaging pin is prevented. can do.
[0047]
(B) The valve timing control device for an internal combustion engine according to claim 1 or 3, wherein the engagement pin is accommodated and held in a pin accommodation hole on a link side via a barrel-shaped needle bearing.
[0048]
In this case, the engagement pin is allowed to swing at the needle bearing portion. Since the engagement pin is rotatably held in the pin receiving hole via the needle bearing, the resistance during rotation is extremely small. Therefore, the operation responsiveness of the device is further improved.
[0049]
(C) The valve timing control device for an internal combustion engine according to any one of (1) to (3), wherein the engagement pin is subjected to a surface treatment for reducing sliding resistance.
[0050]
In this case, generation of abrasion powder is suppressed by the effect of the surface treatment, and a problem that hinders rotation or swing of the engagement pin due to the abrasion powder does not occur. In addition, due to the effect of the surface treatment, the smooth rotation and swing of the engagement pin can be maintained for a long period of time.
[0051]
(D) A shock absorber which is attached to one of the two members that are displaced with each other and absorbs a collision impact or vibration between the two members when a mating contact portion provided on the other member comes into contact. ,
Elastic plate members are spirally laminated so that the overlapping surfaces can slide with each other, and a space is provided radially inward of the laminated portion to allow deformation of the plate member. A cover member attached to an outer peripheral side of the shock absorber, and the cover member serves as a contact portion with respect to a mating contact portion.
[0052]
In this case, since the shock absorber main body can receive the input shock by displacement of almost the entire area of the laminated portion, the shock absorber body reliably buffers a large shock input without causing partial plastic deformation, damage, wear and the like. be able to. In addition, since the contact member comes into contact with the mating contact portion through the cover member, it is possible to prevent the plate-shaped member from being damaged by a direct impact or the like at the time of contact.
[0053]
(E) The shock absorber according to (D), wherein the cover member is formed by a C-shaped ring that can be elastically deformed.
[0054]
In this case, the ring can be easily mounted on the outer surface of the laminated portion simply by pushing and opening the C-shaped opening of the ring. Since the ring is elastically deformable, it hardly affects the cushioning characteristics of the laminated portion after mounting.
[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 enlarged sectional view of a main part showing the embodiment.
FIG. 5 is an exploded perspective view of a stopper according to the embodiment.
FIG. 6 is an enlarged sectional view showing another embodiment of the present application.
[Explanation of symbols]
1 camshaft 3 drive ring (drive rotary body)
5 ... operation force applying means 7 ... driven shaft member (driven rotating body)
8 ... radial groove (radial guide)
11 Link 13 Projection (movable guide)
15. Spiral groove (spiral guide)
16 ... engaging pin (movable guide)
17 ... Coil spring (movable guide)
18 Intermediate rotating body

Claims (3)

A drive rotating body that is rotationally driven by a crankshaft of the internal combustion engine, a driven shaft formed of a camshaft or a separate member coupled to the shaft, and provided on one of the drive shaft and the driven shaft. A radial guide, an intermediate rotary body provided to be rotatable relative to the driving rotary body and the driven rotary body, and having a spiral guide on a surface facing the radial guide; and the radial guide and the spiral. A movable guide portion that is displaceably guided and engaged with the guide, and a link that swingably connects the movable guide portion with a portion separated from the rotation center of the other of the driving rotator and the driven rotator. And an operating force applying means for applying a rotating operating force to the intermediate rotating body,
The movable guide portion is configured to include an engagement pin rotatable with respect to the link and a distal end portion of which is guided and engaged with the spiral guide, and the engagement pin is swingably held by the link. A valve timing control device for an internal combustion engine, comprising: A bulging portion bulging radially outward is provided at a substantially central portion in the axial direction of the engaging pin, so that lubricating oil is supplied between the outer peripheral portion of the engaging pin and the pin receiving hole on the link side. The valve timing control device for an internal combustion engine according to claim 1, wherein The tip of the engagement pin is formed in a spherical shape, and the spiral guide of the intermediate rotating body is formed by a spiral groove having a semicircular cross section. 3. The valve timing control device for an internal combustion engine according to claim 1, wherein the valve timing control device is formed to have a radius larger than the shape.

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