JP2006037732A - Valve timing adjusting device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a valve timing adjusting device for preventing pull-out of a stopper member caused by air flowing into a pressure receiving chamber and preventing generation of abnormal noise in engine start. <P>SOLUTION: Air existing together with working fluid of a retard hydraulic chamber 41 is discharged from an air vent passage 67 through an atmospheric passage 68 before reaching the pressure receiving chamber 64. The air existing together with the working fluid does not flow in the pressure receiving chamber 64. As a result, the pull-off of a stopper piston is prevented, so that relative rotation of a rotor 20 with a housing 11 is restricted even if hydraulic pressure of the working fluid in the engine start is insufficient. The air vent passage 67 is formed of a groove part 65 of a vane 22, and the atmospheric passage 68 is formed by penetrating the rotor 20. Therefore, any additional member for discharging the air is not needed. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a valve timing adjusting device for an internal combustion engine (hereinafter, the internal combustion engine is referred to as an “engine”).

  Conventionally, there has been known a valve timing adjusting device that forms a phase difference by relative rotation between a drive shaft of an engine and a camshaft as a driven shaft and adjusts the valve timing of at least one of an intake valve and an exhaust valve by this phase difference. Yes. The valve timing adjusting device includes a first rotating member that rotates together with either the drive shaft or the camshaft, and a second rotating member that rotates together with the other. The first rotating member and the second rotating member form an advance hydraulic chamber and a retard hydraulic chamber to which hydraulic oil is supplied. Due to the hydraulic oil supplied to the advance hydraulic chamber or the retard hydraulic chamber, the first rotary member and the second rotary member rotate relatively to form a phase difference.

  In such a valve timing adjusting device, when the engine is stopped, hydraulic oil is not supplied to the advance hydraulic chamber and the retard hydraulic chamber. Therefore, the hydraulic oil supplied to the advance hydraulic chamber and the retard hydraulic chamber gradually flows out to the outside. As a result, after the engine is stopped, the advance hydraulic chamber and the retard hydraulic chamber are mixed with hydraulic oil and air. Similarly, in the piping between the pump that supplies the hydraulic oil and the valve timing adjusting device, the hydraulic oil and the air are mixed.

  When the engine is started when the hydraulic oil and air are mixed, the pump starts supplying hydraulic oil and the air in the piping is supplied to the advance hydraulic chamber or the retard hydraulic chamber. At this time, when the stopper member that restrains the relative rotation between the first rotating member and the second rotating member is released, the air present together with the hydraulic oil is compressed by the fluctuation of the torque of the camshaft, and the second rotating member moves. . Due to the movement of the second rotating member, the first rotating member and the second rotating member may collide to generate a hitting sound. Therefore, Patent Document 1 discloses a configuration in which air is removed from an advance hydraulic chamber or a retard hydraulic chamber to which hydraulic oil is supplied when the engine is started.

JP 2003-262108 A

  In the case of the valve timing adjusting device disclosed in Patent Document 1, the rotor has a communication groove connected to the retarded-side hydraulic chamber. As a result, the air that is present together with the hydraulic oil in the retarded hydraulic chamber is released to the atmosphere through the communication groove. However, a slight gap is formed between the first rotating member and the second rotating member in order to ensure a smooth operation. Therefore, a part of the air present together with the hydraulic oil is not discharged through the communication groove, and the pressure receiving chamber in which the stopper member is fitted via a gap formed between the first rotating member and the second rotating member. There is a risk of inflow. When air is supplied to the pressure receiving chamber together with the hydraulic oil, the stopper member comes out of the pressure receiving chamber, and the restriction between the first rotating member and the second rotating member is released. As a result, the first rotating member and the second rotating member are allowed to rotate relative to each other, and there is a possibility of causing abnormal noise due to a collision.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a valve timing adjusting device that prevents the stopper member from coming off due to the air flowing into the pressure receiving chamber and prevents the generation of abnormal noise at the time of starting the engine.

  In the first aspect of the present invention, the first rotating member and the second rotating member form an air vent passage. As a result, the air moving from the advance hydraulic chamber or the retard hydraulic chamber via the gap between the first rotary member and the second rotary member is discharged from the air vent passage to the atmospheric passage. Therefore, the air existing together with the hydraulic oil in the advance hydraulic chamber or the retard hydraulic chamber does not flow into the pressure receiving chamber in which the stopper member is fitted. Accordingly, it is possible to prevent the stopper member from coming off when the engine is started. Further, since the stopper member is prevented from coming off, the relative rotation between the first rotating member and the second rotating member is restricted. Therefore, it is possible to prevent the generation of noise due to the collision between the first rotating member and the second rotating member at the time of starting the engine.

In the invention according to claim 2 or 3, the first rotating member or the second rotating member has a groove portion forming an air vent passage. Thereby, an air vent passage is formed between the first rotating member and the second rotating member. Therefore, the air vent passage can be formed with a simple configuration without increasing the number of parts.
In a fourth aspect of the invention, the second rotating member has a groove at the end in the circumferential direction of the vane. Thereby, for example, even when the distance between the sealing member of the vane and the advance hydraulic chamber or the retard hydraulic chamber is small, a site for installing the groove is secured. Therefore, air can be reliably discharged without increasing the size of the vane.

In the fifth aspect of the present invention, the second rotating member has a groove in the intermediate portion in the circumferential direction of the vane. As a result, the seal length between the axial end of the vane and the first rotating member is extended. Therefore, the sealing property of the hydraulic oil between the vane and the first rotating member can be improved.
In the invention according to claim 6 or 7, the first rotating member or the second rotating member has an air passage. Therefore, the air vent passage can be formed with a simple configuration without increasing the number of parts.

  In the invention according to claim 8, the sectional area S2 of the atmospheric passage is equal to or larger than the sectional area S1 of the air vent passage. As a result, the air present together with the hydraulic oil is discharged to the atmospheric passage through the air vent passage, and the air can be reliably discharged without being blocked in the atmospheric passage.

Hereinafter, a plurality of embodiments of the present invention will be described with reference to the drawings.
(First embodiment)
An example in which the valve timing adjusting device according to the first embodiment of the present invention is applied to an intake valve of an engine is shown in FIGS. The valve timing adjusting device 10 of this embodiment is a hydraulic control type, and adjusts the valve timing of the intake valve.

  The valve timing adjusting device 10 includes a housing 11 as a first rotating member. The housing 11 includes a chain sprocket 12, a vane housing 13, and a plate housing 14 as shown in FIG. In this embodiment, the vane housing 13 and the plate housing 14 are formed separately. The vane housing 13 and the plate housing 14 may be formed integrally. The chain sprocket 12, the vane housing 13 and the plate housing 14 are coaxially fixed by a bolt 15 which is a fastening member. The chain sprocket 12 is connected to a crankshaft that is a drive shaft of an engine (not shown) by a chain (not shown). As a result, the chain sprocket 12 receives driving force from the crankshaft and rotates in synchronization with the crankshaft.

  A driving force is transmitted from the crankshaft to the camshaft 16 as a driven shaft via the valve timing adjusting device 10. As a result, the camshaft 16 opens and closes an intake valve (not shown). The camshaft 16 can rotate with a predetermined phase difference with respect to the chain sprocket 12. The housing 11 and the camshaft 16 rotate clockwise in the cross section shown in FIG. Hereinafter, this rotation direction is referred to as an advance direction.

  The valve timing adjusting device 10 includes a rotor 20 as a second rotating member. The rotor 20 includes a boss portion 21, and a plurality of vanes 22, vanes 23, vanes 24, and vanes 25 that are arranged in the circumferential direction outside the boss portion 21 in the radial direction. The rotor 20 is in contact with the end surface of the camshaft 16 on the rotor 20 side, and is fixed integrally with the camshaft 16 by a bolt 17 that is a fastening member.

  The vane housing 13 of the housing 11 includes a cylindrical peripheral wall 131 and a plurality of shoes 132, shoes 133, shoes 134, and shoes 135 that protrude radially inward from the peripheral wall 131. The shoe 132, the shoe 133, the shoe 134, and the shoe 135 protrude from the peripheral wall 131 in a substantially trapezoidal shape. The radially inner end surfaces of the shoe 132, the shoe 133, the shoe 134, and the shoe 135 are formed in a circular arc shape concentric with the peripheral wall 131. The four gaps formed in the circumferential direction of the vane housing 13 by the shoe 132, the shoe 133, the shoe 134, and the shoe 135 form a substantially fan-shaped storage chamber 136, a storage chamber 137, a storage chamber 138, and a storage chamber 139. In the storage chamber 136, the storage chamber 137, the storage chamber 138, and the storage chamber 139, the vane 22, the vane 23, the vane 24, and the vane 25 are respectively stored so as to be movable in the circumferential direction. Each vane 22, 23, 24, 25 partitions each containing chamber 136, 137, 138, 139 into an advance hydraulic chamber 31, 32, 33, 34 and a retard hydraulic chamber 41, 42, 43, 44. . The arrows indicating the advance angle direction or the retard angle direction shown in FIG. 1 indicate the advance angle direction or the retard angle direction of the rotor 20 with respect to the housing 11.

  Seal members 51, 52, 53, and 54 are installed between the peripheral wall 131 of the vane housing 13 and the vanes 22, 23, 24, and 25, respectively. The seal members 51, 52, 53, and 54 are pressed against the inner peripheral surface of the peripheral wall 131. Further, seal members 55, 56, 57, 58 are installed between the boss portion 21 of the rotor 20 and the shoes 132, 133, 134, 135. The housing 11 and the rotor 20 are relatively rotatable in the circumferential direction. The rotor 20 has a slightly smaller axial length than the vane housing 13. Therefore, a slight thrust gap is formed between the rotor 20 and the chain sprocket 12.

  As shown in FIG. 2, the rotor 20 has a hole 26 that penetrates the vane 22 in the axial direction. A stopper piston 60 as a stopper member is accommodated in the hole portion 26. The stopper piston 60 is formed in a substantially cylindrical shape, and is accommodated on the inner peripheral side of the hole portion 26 so as to be capable of reciprocating in the axial direction. The stopper piston 60 is pressed toward the chain sprocket 12 by a spring 61 that is an elastic member. The chain sprocket 12 has a recess 62 on the end surface 12 a side facing the rotor 20. The recess 62 is formed to be recessed from the end surface 12 a facing the rotor 20 of the chain sprocket 12 to the opposite side of the rotor 20. A bush 63 is installed in the recess 62. The bush 63 is fixed to the recess 62 of the chain sprocket 12 by, for example, press fitting. The inner peripheral surface of the bush 63 is in contact with the outer peripheral surface of the stopper piston 60 and guides the movement of the stopper piston 60. The stopper piston 60 can be fitted into the recess 62 of the chain sprocket 12 in which the bush 63 is installed.

  The stopper piston 60 and the recess 62 of the chain sprocket 12 form a pressure receiving chamber 64. Hydraulic oil is supplied to the pressure receiving chamber 64. The pressure of the hydraulic oil supplied to the pressure receiving chamber 64 acts in a direction in which the stopper piston 60 comes out of the recess 62. The stopper piston 60 moves in the axial direction by the balance of the pressing force of the spring 61, the force received from the hydraulic oil in the pressure receiving chamber 64, and the force received from the hydraulic oil in the pressure receiving chamber 601 formed on the side wall. The stopper piston 60 fits into the recess 62 by the pressing force of the spring 61 when the rotor 20 is at the most retarded position. When the stopper piston 60 fits into the recess 62, the relative rotation between the housing 11 and the rotor 20 is restricted. When the rotor 20 rotates from the most retarded position to the advanced side with respect to the housing 11, the positions of the stopper piston 60 and the recessed portion 62 in the rotational direction are shifted, and the stopper piston 60 cannot fit into the recessed portion 62.

  The plate housing 14 has a connection path 141. When the rotor 20 is at the most retarded position with respect to the housing 11, the hole 26 of the rotor 20 is connected to the connection path 141 at the end opposite to the recess 62. Since the connection path 141 is open to the atmosphere, when the rotor 20 is at the most retarded position, the back pressure of the stopper piston 60, that is, the force that presses the stopper piston 60 toward the chain sprocket 12 is generated by the hydraulic oil pressure. do not do. Thereby, the movement of the stopper piston 60 in the axial direction is not hindered.

  As shown in FIG. 1, an advance hydraulic chamber 31 is formed between the shoe 135 and the vane 22, an advance hydraulic chamber 32 is formed between the shoe 132 and the vane 23, and the shoe 133 and the vane 24 An advance hydraulic chamber 33 is formed between them, and an advance hydraulic chamber 34 is formed between the shoe 134 and the vane 25. Further, a retard hydraulic chamber 41 is formed between the shoe 132 and the vane 22, a retard hydraulic chamber 42 is formed between the shoe 133 and the vane 23, and the retard hydraulic pressure is formed between the shoe 134 and the vane 24. A chamber 43 is formed, and a retard hydraulic chamber 44 is formed between the shoe 135 and the vane 25. The advance hydraulic chambers 31, 32, 33, and 34 and the retard hydraulic chambers 41, 42, 43, and 44 are connected to an oil pump and a drain (not shown), respectively. An oil pump (not shown) supplies hydraulic oil pumped up from the drain to each hydraulic chamber via a switching valve (not shown). Each hydraulic chamber is connected to the drain via a switching valve (not shown). By switching the switching valve, hydraulic oil is supplied from the drain to one of the advance hydraulic chambers 31, 32, 33, 34 or the retard hydraulic chambers 41, 42, 43, 44, and the advance hydraulic chambers 31, 32 , 33, 34 or the other of the retarded hydraulic chambers 41, 42, 43, 44 is discharged to the drain. Thereby, the relative rotational position of the rotor 20 with respect to the housing 11 changes due to the hydraulic pressure balance, and the phase between the crankshaft and the camshaft 16 (not shown) is changed.

Next, the vicinity of the stopper piston 60 of the rotor 20 will be described in detail.
The rotor 20 has a groove 65 in the vane 22. The groove 65 is formed to be recessed from the end surface of the vane 22 on the chain sprocket 12 side to the plate housing 14 side. The groove 65 is covered with the chain sprocket 12 on the side opposite to the plate housing 14. Thus, the vane 22 of the rotor 20 and the chain sprocket 12 form an air vent passage 67. The groove portion 65 is located closer to the retarded hydraulic chamber 41 than the hole portion 26 of the vane 22. The groove part 65 is formed in the intermediate part of the vane 22 in the circumferential direction of the rotor 20. Therefore, the air vent passage 67 formed by the groove 65 is located between the retard hydraulic chamber 41 and the pressure receiving chamber 64. The groove 65 is formed to extend from the radially outer end of the vane 22 toward the center in the radial direction of the rotor 20. An end portion on the outer peripheral side of the groove portion 65 is open to a tip on the radially outer side of the vane 22. In addition, the edge part of the outer peripheral side of the groove part 65 may be obstruct | occluded in the middle of the radial direction of the vane 22. FIG. In this embodiment, the thrust gap formed between the vane 22 and the chain sprocket 12 is several tens of μm. The hydraulic fluid supplied to the advance hydraulic chambers 31, 32, 33, 34 and the retard hydraulic chambers 41, 42, 43, 44 has a hydraulic pressure of about several hundred kPa. At this time, the cross-sectional area S1 of the air vent passage 67 formed by the groove portion 65 is about several mm ² .

  The groove portion 65 is connected to the atmospheric passage 68 at the radially inner end. The atmospheric passage 68 is formed through the rotor 20 in the axial direction. The air passage 68 has one end connected to the air vent passage 67 and the other end opened to the opposite side of the rotor 20 from the chain sprocket 12. The opposite side of the rotor 20 from the chain sprocket 12 is open to the atmosphere. Therefore, the atmospheric passage 68 is at atmospheric pressure. When the sectional area of the air vent passage 67 is S1 and the sectional area of the air passage 68 is S2, S1 ≦ S2. As a result, the air present together with the hydraulic oil is discharged to the atmospheric passage 68 via the air vent passage 67, and the air can be reliably discharged without being blocked in the atmospheric passage.

Next, the operation of the air vent passage 67 will be described.
When the engine is stopped, the oil pump that supplies hydraulic oil is also stopped. Therefore, the hydraulic oil supplied to the advance hydraulic chambers 31, 32, 33, 34 and the retard hydraulic chambers 41, 42, 43, 44 flows out to the drain via the gap between the housing 11 and the rotor 20. To do. Thereby, the hydraulic oil and air are mixed in the advance hydraulic chambers 31, 32, 33, and 34, the retard hydraulic chambers 41, 42, 43, and the piping connected to them. Further, when the engine is stopped, the rotor 20 moves to the most retarded side, and the stopper piston 60 fits into the recess 62. As a result, when the engine is started, the valve timing of the intake valve is displaced to the most retarded side, and the startability is improved.

  When the engine is started, the oil pump is also started. The oil pump pumps up the hydraulic oil from the drain and supplies the hydraulic oil to the retarded hydraulic chambers 41, 42, 43, and 44 via a switching valve (not shown). At this time, not only the hydraulic oil but also air is mixed in the retarded hydraulic chambers 41, 42, 43, and 44 and the pipes connected thereto as described above. The air existing together with the hydraulic oil in the retarded hydraulic chamber 41 passes through a thrust gap formed between the rotor 20 and the chain sprocket 12 as the hydraulic oil is supplied to the retarded hydraulic chamber 41. 64 may flow in. The stopper piston 60 is pressed against the chain sprocket 12 by the pressing force of the spring 61. On the other hand, when air flows into the pressure receiving chamber 64, the stopper piston 60 may come out of the recess 62 due to the air pressure in addition to the pressure of the hydraulic oil supplied to the pressure receiving chamber 601. At the time of starting the engine, when sufficient hydraulic pressure and amount of hydraulic fluid are not supplied to the retarded hydraulic chambers 41, 42, 43, 44, if the stopper piston 60 comes out of the recess 62, the rotor 20 and the housing 11 Relative rotation is allowed. As a result, the rotor 20 and the housing 11 collide due to fluctuations in the pressure of the hydraulic oil supplied to the retarding chambers 41, 42, 43, 44, or fluctuations in the torque applied to the camshaft 16, and sound is generated. To do.

  On the other hand, in the present embodiment, an air vent passage 67 is provided between the retarded hydraulic chamber 41 and the pressure receiving chamber 64. Therefore, the air flowing from the retarded hydraulic chamber 41 toward the pressure receiving chamber 64 via the thrust gap between the rotor 20 and the chain sprocket 12 is discharged from the air vent passage 67 to the atmospheric passage 68. As a result, the air is discharged to the atmosphere, and air existing together with the hydraulic oil in the retarded hydraulic chamber 41 is prevented from flowing into the pressure receiving chamber 64.

  As described above, in the first embodiment, the air existing together with the hydraulic oil in the retarded hydraulic chamber 41 is discharged from the air vent passage 67 to the atmosphere via the atmospheric passage 68 before reaching the pressure receiving chamber 64. . Therefore, the air that is present together with the hydraulic oil is prevented from flowing into the pressure receiving chamber 64. As a result, the stopper piston 60 is prevented from coming off from the recess 62, and the relative rotation between the rotor 20 and the housing 11 is constrained even when the hydraulic oil pressure is insufficient when starting the engine. The air vent passage 67 is formed by the groove portion 65 of the vane 22, and the air passage 68 is formed through the rotor 20. Therefore, no additional member is required to discharge air. Therefore, it is possible to prevent the generation of noise due to the collision between the rotor 20 and the housing 11 when starting the engine with a simple configuration without increasing the number of parts.

  In the first embodiment, the groove portion 65 that forms the air vent passage 67 is formed in the intermediate portion of the vane 22 in the circumferential direction of the rotor 20. As a result, the seal length between the axial end of the vane 22 and the vane housing 13 is extended. Therefore, the space between the retarded hydraulic chamber 41 and the air vent passage 67 is sealed by the outer wall of the rotor 20. Therefore, the hydraulic oil sealing performance in the retarded hydraulic chamber 41 can be improved.

(Second Embodiment)
A valve timing adjusting device according to a second embodiment of the present invention is shown in FIG. In addition, the same code | symbol is attached | subjected to the component substantially the same as 1st Embodiment, and description is abbreviate | omitted.
In the second embodiment, as shown in FIG. 3, the vane 22 of the rotor 20 has a groove portion 65 that forms an air vent passage 67 at an end portion on the retard hydraulic chamber 41 side in the circumferential direction. As a result, the air present together with the hydraulic oil in the retarded hydraulic chamber 41 is discharged to the atmosphere via the air vent passage 67 and the air passage 68. In the second embodiment, the groove 65 can be installed in the vane 22 even when the length of the vane 22 in the circumferential direction is short. Further, the air that is present together with the hydraulic oil in the retarded hydraulic chamber 41 flows into the air vent passage 67 before flowing into the thrust gap between the rotor 20 and the chain sprocket 12. Therefore, the inflow of air from the retarded hydraulic chamber 41 to the pressure receiving chamber 64 can be prevented.

(Third embodiment)
A valve timing adjusting device according to a third embodiment of the present invention is shown in FIGS. In addition, the same code | symbol is attached | subjected to the component substantially the same as 1st Embodiment, and description is abbreviate | omitted.
In the third embodiment, the valve timing adjusting device shown in FIG. 4 adjusts the valve timing of the exhaust valve. When adjusting the valve timing of the exhaust valve, the initial position of the rotor 20 at the time of engine start is located on the most advanced side. Therefore, when the rotor 20 is positioned on the most advanced side, the stopper piston 60 fits into the recess 62. Further, the oil pump supplies hydraulic oil to the advance hydraulic chamber 31 when the engine is started. Accordingly, if air is present together with the hydraulic oil in the advance hydraulic chamber 31, the air may flow into the pressure receiving chamber 64. Therefore, in the third embodiment, the air vent passage 67 is located between the advance hydraulic chamber 31 and the pressure receiving chamber 64. For this reason, the vane 22 has a groove 65 on the advance hydraulic chamber 31 side of the hole 26. The air vent passage 67 is connected to an air passage 68 penetrating the vane 22 in the axial direction as in the first embodiment.

In the third embodiment, the valve timing adjusting device 10 is applied to the adjustment of the valve timing of the exhaust valve. Even in this case, the air existing together with the hydraulic oil in the advance hydraulic chamber 31 is discharged to the atmosphere via the air vent passage 67 and the air passage 68. Therefore, the stopper piston 60 is prevented from coming off from the recess 62, and the relative rotation between the rotor 20 and the housing 11 at the time of starting the engine is maintained. Therefore, it is possible to prevent the generation of noise due to the collision between the rotor 20 and the housing 11 when the engine is started.
In the third embodiment, as shown in FIG. 5, the groove 65 may be formed at the end of the vane 22 on the advance hydraulic chamber 31 side, as in the second embodiment.

(Fourth embodiment)
A valve timing adjusting device according to a fourth embodiment of the present invention is shown in FIGS. In addition, the same code | symbol is attached | subjected to the component substantially the same as 1st Embodiment, and description is abbreviate | omitted.
In the fourth embodiment, as shown in FIG. 6, the chain sprocket 12 has an atmospheric passage 18 penetrating in the axial direction. One end of the air passage 18 opens to the end surface of the chain sprocket 12 on the rotor 20 side, and the other end opens to the atmosphere. When the valve timing adjusting device 10 is applied to the adjustment of the valve timing of the intake valve, when the rotor 20 is at the most retarded position, the groove 65 formed in the vane 22 opens on the end surface of the chain sprocket 12 on the rotor 20 side. Connected to the atmospheric passage 18. Thus, when the rotor 20 is at the most retarded position, the air vent passage 67 connects the atmospheric passage 18. Therefore, the air existing together with the hydraulic oil in the retarded hydraulic chamber 41 is discharged to the atmosphere via the air vent passage 67 and the atmospheric passage 18.

  On the other hand, when the engine shifts from the start state to the operation state, the rotor 20 rotates to the advance side under a predetermined condition. At this time, since the rotor 20 and the housing 11 rotate relative to each other, the groove portion 65 formed in the vane 22 of the rotor 20 and the atmospheric passage 18 formed in the chain sprocket 12 are positioned as shown in FIG. Deviation occurs. Thereby, when the engine is in an operating state, the air vent passage 67 and the atmospheric passage 18 are not connected by relative rotation between the rotor 20 and the housing 11. As a result, when the rotor 20 rotates in the advance direction, the hydraulic oil is not discharged to the outside of the valve timing adjusting device 10 via the atmospheric passage 18. Therefore, in the fourth embodiment, the sealing performance of the hydraulic oil during operation is improved.

(Fifth embodiment)
A valve timing adjusting device according to a fifth embodiment of the present invention is shown in FIG.
In the fifth embodiment, as shown in FIG. 8, the valve timing adjusting device 110 includes a housing 111 as a first rotating member. The housing 111 has a chain sprocket 112 and a housing main body 113. The housing main body 113 has a side portion 114 and a bottom portion 115 that are formed in an integral cup shape. The chain sprocket 112 and the housing main body 113 are fixed coaxially by a bolt 116.

The valve timing adjusting device 110 includes a rotor 120 as a second rotating member. The rotor 120 includes a boss portion 121 and a plurality of vanes 122 arranged in the circumferential direction outside the boss portion 121 in the radial direction. The rotor 120 is fixed integrally with the camshaft 118 by bolts 117.
The vane 122 of the rotor 120 has a hole 123 penetrating in the axial direction. The hole 123 accommodates a stopper piston 160 as a stopper member. The housing main body 113 has a recess 162 on the end face side of the bottom 115 facing the rotor 120. The recess 162 is formed to be recessed from the end surface of the bottom 115 facing the rotor 120 to the opposite side of the rotor 120. In other words, in the fifth embodiment, the stopper piston 160 fits into the recess 162 formed in the bottom 115 of the housing body 113. As a result, a pressure receiving chamber 164 is formed between the stopper piston 160 and the bottom 115 of the housing body 113.

  The rotor 120 has a groove 165 that forms an air vent passage 167 in the vane 122. The position and shape of the groove 165 are the same as those of any of the above-described embodiments. The vane 122 has an atmospheric passage 168 that penetrates in the axial direction. The atmospheric passage 168 has one end connected to the air vent passage 167 and the other end connected to a space 169 that is open to the atmosphere. Thereby, the air present together with the hydraulic oil is discharged to the atmosphere via the air vent passage 167 and the air passage 168.

  In the fifth embodiment, the recess 162 into which the stopper piston 160 is fitted may be formed in the bottom 115 of the housing body 113. Also in the fifth embodiment, the air present together with the hydraulic oil in the hydraulic chamber is discharged to the atmosphere and does not flow into the pressure receiving chamber 164. Therefore, the stopper piston 160 can be prevented from coming off when the engine is started. Therefore, it is possible to prevent the generation of noise due to the collision between the rotor 120 and the housing 111.

  As described above, in the plurality of embodiments described above, the example in which the groove portion forming the air vent passage is formed in the rotor has been described. However, the groove that forms the air vent passage may be formed in the chain sprocket, the plate housing, or the housing main body that constitutes the housing that is the first rotating member.

It is sectional drawing cut | disconnected by the II line | wire of FIG. It is a figure which shows the valve timing adjustment apparatus by 1st Embodiment of this invention, Comprising: It is sectional drawing cut | disconnected by the plane containing the axis | shaft of a cam shaft. It is a figure which shows the valve timing adjustment apparatus by 2nd Embodiment of this invention, Comprising: It is sectional drawing corresponding to FIG. It is a figure which shows the valve timing adjustment apparatus by 3rd Embodiment of this invention, Comprising: It is sectional drawing corresponding to FIG. It is a figure which shows the modification of the valve timing adjustment apparatus by 3rd Embodiment of this invention, Comprising: It is sectional drawing corresponding to FIG. FIG. 9 is a view showing a valve timing adjusting device according to a fourth embodiment of the present invention, and is a cross-sectional view corresponding to FIG. 2. It is sectional drawing cut | disconnected by the VII-VII line of FIG. FIG. 6 is a view showing a valve timing adjusting device according to a fifth embodiment of the present invention, and is a cross-sectional view corresponding to FIG. 2.

Explanation of symbols

10, 110 Valve timing adjusting device, 11, 111 Housing (first rotating member), 12, 112 Chain sprocket (first rotating member), 13 Vane housing (first rotating member), 14 Plate housing (first rotating member) , 16, 118 Camshaft (driven shaft), 18, 68, 168 Atmospheric passage, 20, 120 Rotor (second rotating member), 22, 23, 24, 25, 122 Vane, 31, 32, 33, 34 Advance angle Hydraulic chamber, 41, 42, 43, 44 Retarded hydraulic chamber, 60, 160 Stopper piston (stopper member), 62, 162 Recess, 64, 164 Pressure receiving chamber, 65, 165 Groove, 67, 167 Air vent passage, 113 Housing body (First rotating member)

Claims (8)

Installed in a driving force transmission system that transmits a driving force from a driving shaft of an internal combustion engine to a driven shaft that opens and closes at least one of an intake valve and an exhaust valve, and opens and closes at least one of the intake valve and the exhaust valve A valve timing adjusting device for adjusting timing,
A first rotating member having a concave portion forming a pressure receiving chamber on one surface side and rotating with one of the drive shaft or the driven shaft;
The first rotating member is disposed to face the surface side having the recess, and is rotatable relative to the first rotating member together with the other of the drive shaft or the driven shaft, and the first rotating member; A second rotating member that forms an advance hydraulic chamber and a retard hydraulic chamber between,
A stopper member that is installed in the second rotating member so as to be reciprocally movable in the axial direction, and restrains relative rotation between the first rotating member and the second rotating member by being fitted in the concave portion;
The first rotating member and the second rotating member form an air vent passage connected to the atmospheric passage opened to the atmosphere between the advance hydraulic chamber or the retard hydraulic chamber and the pressure receiving chamber. A valve timing adjusting device characterized by that.   The valve timing adjusting device according to claim 1, wherein the first rotating member has a groove portion that forms the air vent passage with the second rotating member.   2. The valve timing adjusting device according to claim 1, wherein the second rotating member includes a groove portion that forms the air vent passage between the second rotating member and the first rotating member.   4. The valve according to claim 3, wherein the second rotating member includes a vane that partitions the advance hydraulic chamber and the retard hydraulic chamber, and the vane includes the groove at a circumferential end. 5. Timing adjustment device.   4. The valve according to claim 3, wherein the second rotating member includes a vane that partitions the advance hydraulic chamber and the retard hydraulic chamber, and the vane includes the groove portion in an intermediate portion in a circumferential direction. Timing adjustment device.   The valve timing adjusting device according to any one of claims 1 to 5, wherein the first rotating member includes the atmospheric passage.   The valve timing adjusting device according to claim 1, wherein the second rotating member has the atmospheric passage.   8. The valve timing adjusting device according to claim 1, wherein the cross-sectional area S <b> 1 of the air vent passage satisfies S <b> 1 ≦ S <b> 2, where S <b> 2 is a cross-sectional area of the atmospheric passage.

Images