JP2006250098A - Valve timing control device for internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To avoid unexpected brake action of a hysteresis ring due to viscosity of oil by effectively discharging oil in a cylindrical groove in a coil yoke. <P>SOLUTION: This valve timing control device is provided with the coil yoke 25 comprising a bottomed cylindrical groove 30, having a plurality of protruded parts 26a and 27a on mutually facing surfaces 26 and 26, an electromagnetic coil 24 to generate a magnetic field in the coil yoke, and the hysteresis ring 23 disposed in a noncontact state between the protruded parts to be relatively rotatable, having hysteresis characteristics of a magnetic flux. As the electromagnetic coil is energized, brake force is added to the hysteresis ring to vary opening/closing timing of an intake valve. On the bottom part side of the cylindrical groove in the coil yoke, a drain hole 33 is provided to discharge oil staying between the protruded part and the hysteresis ring to the external. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a valve timing control device for an internal combustion engine that variably controls, for example, the opening / closing timing of an engine valve on the intake side or exhaust side of the internal combustion engine in accordance with the operating state.

  As this type of conventional valve timing control device, there is one as described in the following Patent Document 1 previously filed by the present applicant.

  The valve timing control device includes a timing pulley connected to an output shaft of an engine, a sleeve rotatably supported within a predetermined angle range with respect to the timing pulley, and a sleeve connected to a camshaft of the engine, and the timing An electromagnetic brake mechanism is provided between the pulley and the sleeve and converts a relative rotational phase of the timing pulley and the camshaft in accordance with an engine operating state.

  The electromagnetic brake mechanism has a bottomed shape having an electromagnetic coil provided in a coil yoke provided on a distal end side of the sleeve and a pole tooth formed on an axially end portion of the coil yoke and facing surfaces on the inner and outer circumferences. A cylindrical groove and a cylindrical hysteresis material that is arranged in a non-contact state and rotatable relative to each pole tooth and has a magnetic flux hysteresis characteristic are provided.

  Then, by energizing the electromagnetic coil, a magnetic field is generated between the pole teeth to attract each other, so that an electromagnetic brake is applied to the hysteresis member, and the timing pulley and the sleeve are connected to each other. It is designed to rotate relatively within the angle range.

  Cooling oil is supplied into the cylindrical groove from the camshaft through the inside of the coil yoke, and the hysteresis material and the like are cooled by the cooling oil.

  That is, when the braking force is applied, the hysteresis material generates heat when the mechanical energy is converted into thermal energy, and the surroundings also becomes high temperature. If this state is left unattended, when oil scatters from each part and adheres to the hysteresis material, so-called coking occurs, which promotes the deterioration of the oil, and the clearance between the hysteresis material and the pole teeth due to the accumulation of coking material. Are buried and interfere with each other, and as a result, there is a possibility that brake torque is generated unexpectedly.

Therefore, oil such as engine lubricating oil is supplied into the cylindrical groove for the purpose of cooling these hysteresis members and the like.
JP 2004-11537 A

  However, in the conventional valve timing control device, as described above, although the hysteresis material can be effectively cooled by the cooling oil supplied into the cylindrical groove, the electromagnetic brake mechanism is When the engine is stopped in a state inclined with respect to the direction, the cooling oil stays on the bottom side of the cylindrical groove and the hysteresis material is immersed.

  For this reason, even when the electromagnetic coil is not energized at the time of restarting the engine, there is a risk that the hysteresis material will inadvertently generate braking force due to the viscous resistance of the cooling oil in the cylindrical groove. is there. As a result, there is a possibility that the responsiveness toward the retarded side will be deteriorated, or that it will rotate freely on the advanced side.

  The present invention has been devised in order to solve the above-mentioned conventional technical problem, and the invention according to claim 1 provides, inter alia, oil to the cylindrical groove of the yoke, and the yoke to the engine. An valve timing control device for an internal combustion engine, comprising an oil discharge portion for discharging oil accumulated between the pole teeth and the hysteresis material to the outside during stoppage.

  According to the present invention, even if the oil supplied into the cylindrical groove flows temporarily between the pole teeth and flows downward after stopping the engine, It is discharged quickly through the outside.

  Therefore, the oil does not continuously stay in the cylindrical groove, so that it is possible to prevent an inadvertent braking action of the hysteresis material due to the viscous resistance of the oil when the engine is restarted.

  The invention described in claim 2 is provided with an oil discharge portion that supplies oil into the cylindrical groove and communicates the lower part of the outer circumferential pole teeth in the gravity direction in the cylindrical groove with the outside of the cylindrical groove, among others. It is characterized by that.

  This invention can achieve the same effects as the invention of the first aspect.

  The invention described in claim 3 is characterized in that, in particular, oil is supplied into the cylindrical groove, and the opening end side of the cylindrical groove is formed to be inclined downward in the direction of gravity.

  According to this invention, since the opening end side of the cylindrical groove is formed in an inclined shape, the engine is stopped in a state where the electromagnetic brake mechanism is inclined with respect to the gravitational direction, and the lateral bottom portion of the cylindrical groove is formed. Even if the side is slightly lowered, the oil in the cylindrical groove can be discharged to the outside along the inclined surface on the opening end side by its own weight.

  Therefore, the oil does not stay in the lower position of the cylindrical groove when the engine is stopped, so that the same effect as the invention of claim 1 can be obtained.

  DESCRIPTION OF EMBODIMENTS Hereinafter, an embodiment of a valve timing control device for an internal combustion engine according to the present invention will be described based on the drawings.

  That is, as shown in FIGS. 1 to 6, the valve timing control device includes an intake side camshaft 1 disposed along an engine front-rear direction on an upper portion of a cylinder head 3 of an internal combustion engine, and the camshaft 1. A timing sprocket 2 that is a driving rotating body that is assembled to the front end portion so as to be relatively rotatable as required, and that transmits rotational force from a crankshaft (not shown) via a timing chain (not shown), and the timing An assembly angle operating means 4 disposed on the inner peripheral side of the sprocket 2 for operating the assembly angles of both 1 and 2, and between the front end portion of the camshaft 1 and the timing sprocket 2, that is, an assembly angle operation. An operation force applying means 5 is provided on the rear side closer to the camshaft 1 than the means 4 and drives the assembly angle operation means 4. The assembly angle operation means 4 and the operation force application means 5 constitute a phase adjustment mechanism.

  The camshaft 1 is rotatably supported by a plurality of bearings 6 provided at the upper end of the cylinder head 3, and has a substantially cylindrical sleeve 1a fitted to the front end from the axial direction, and the sleeve 1a. A driven shaft member 7, which is a driven rotating body fitted from the axial direction to the front end, is jointly fastened from the axial direction via a cam bolt 10. The driven shaft member 7 is integrally provided with a large-diameter disk-shaped partition wall 7a at the tip.

  The timing sprocket 2 is formed integrally with a large-diameter annular portion 2b in which the timing chain is wound and a ring-shaped gear portion 2a is integrally formed on the outer periphery, and an inner peripheral end of the large-diameter annular portion 2b. The small-diameter cylindrical portion 2c is formed in a stepped diameter shape, and the small-diameter cylindrical portion 2c is rotatably assembled to the outer periphery of the driven shaft member 7.

  Also, at the equally spaced positions in the circumferential direction of the large-diameter annular portion 2b, as shown in FIGS. 4 to 6, radial holes 8 which are three radial guides having parallel side walls facing each other are provided. The timing sprocket 2 is formed so as to be substantially along the radial direction.

  Further, as shown in FIG. 4, the driven shaft member 7 is integrally formed with three lever protrusions 9 projecting radially on the outer peripheral surface of the end portion on the camshaft 1 side of the partition wall portion 7a. It is coupled to the camshaft 1 by the bolt 10 that penetrates the through hole 7b formed in the portion. Each lever protrusion 9 is pivotally connected to the base end of each of the three links 11 by means of a pin 12, and a cylindrical protrusion that slidably engages with each of the radial holes 8 at the distal end of each link 11. The part 13 is integrally formed.

  Each link 11 is connected to the driven shaft member 7 via the pin 12 in a state in which each protruding portion 13 is engaged with the corresponding radial hole 8, so that the distal end side of the link 11 receives an external force to receive the radial direction. When displaced along the hole 8, the timing sprocket 2 and the driven shaft member 7 are relatively rotated by a direction and an angle corresponding to the displacement of the protruding portion 13 by the action of each link 11.

  In addition, an accommodation hole 14 that opens to the front side in the axial direction is formed at the distal end portion of each link 11, and an engagement pin 16 having a spherical protrusion 16 a that engages with a spiral groove 15 described later in this accommodation hole 14. And a coil spring 17 that biases the engagement pin 16 forward (spiral groove 15 side).

  On the other hand, a disc-shaped vortex disk 18 as an intermediate rotating body is rotatably supported via a ball bearing 29 on the rear side of the protruding position of the lever projection 9 of the driven shaft member 7. The above-described spiral groove 15 having a semicircular cross section is formed on the front side of the vortex disk 18, and the distal end portions 16a of the respective engagement pins 16 are guided and engaged with the spiral groove 15 so as to be capable of rolling. Yes.

  The spiral of the spiral groove 15 is formed so as to gradually reduce the diameter along the rotational direction of the timing sprocket 2. Therefore, when the vortex disk 18 rotates relative to the timing sprocket 2 in the delayed direction in a state where each engagement pin 16 is engaged with the spiral groove 15, the leading end of each link 11 is guided to the radial hole 8. When the vortex disk 18 is relatively displaced in the advancing direction, it is guided by the spiral shape of the spiral groove 15 and moves radially outward.

  The assembly angle operating means 4 is constituted by a radial hole 8 of the timing sprocket 2, a link 11, a protrusion 13, an engagement pin 16, a lever projection 9, a vortex disk 18, a spiral groove 15, and the like.

  When the relative turning operation force with respect to the camshaft 1 is input from the operation force applying means 5 to the vortex disk 18, the assembly angle operation means 4 is engaged with the spiral groove 15 and the engagement pin 16. The distal end of the link 11 is displaced in the radial direction through the joint, and at this time, the relative turning force is transmitted to the timing sprocket 2 and the driven shaft member 7 by the action of the link 11 and the lever projection 9.

  On the other hand, the operating force applying means 5 includes a torsion coil spring 19 that urges the vortex disk 18 in the rotation direction of the timing sprocket 2 and a hysteresis brake 20 that urges the vortex disk 18 in a direction opposite to the rotation direction of the timing sprocket 2. The vortex disk 18 is rotated relative to the timing sprocket 2 or the rotational positions of both are maintained by appropriately controlling the braking force of the hysteresis brake 20 according to the operating state of the engine. It is like that.

  As shown in FIG. 1, the torsion coil spring 19 is wound around the outer circumference of the sleeve 1a, and its one end 19a is locked to the camshaft 1 side end of the sleeve 1a, while the other end 19b. Is locked in the locking groove of the cylindrical inner peripheral portion 18 a of the vortex disk 18.

  On the other hand, the hysteresis brake 20 includes a retainer plate 22 disposed at the rear end of the vortex disk 18 and a protrusion described later engaged with an engagement hole 22a formed in the outer peripheral portion of the retainer plate 22 in the axial direction. A bottomed cylindrical hysteresis ring 23 attached via 23d, an electromagnetic coil 24 that is energized and controlled by a controller (not shown) according to the operating state of the engine, and the electromagnetic coil 24 while accommodating the electromagnetic coil 24 therein. A coil yoke 25 which is a brake action part for guiding the magnetism of the coil 24 is provided.

  The hysteresis ring 23 includes a cylindrical base portion 23a disposed on the outer peripheral side of the torsion coil spring 19, a disc portion 23b integrally provided at the end of the base portion 23a on the vortex disk 18 side, and the disc portion 23b. A cylindrical portion 23c coupled to the outer peripheral side via screws; the disc portion 23b has a circular projection portion 23d that engages and engages with the engagement hole 22a of the retainer plate 22 on the front end surface. It is integrally formed at equally spaced positions in the circumferential direction.

  The hysteresis ring 23 is formed of a hysteresis material (semi-hard material) having a characteristic (magnetic hysteresis characteristic) in which a magnetic flux changes with a phase lag with respect to a change in the external magnetic field, and the cylindrical portion on the outer peripheral side. The portion 23b receives a braking action by the coil yoke 25.

  As shown in FIG. 1, the coil yoke 25 includes an inner peripheral portion 25a and an outer peripheral portion 25b fixed to the outer periphery of the inner peripheral portion 25a. The electromagnetic coil 24 is housed and held, while the cylindrical portion 23a side of the hysteresis ring 23 is rotatably supported by a pair of ball bearings 31 on the inner peripheral side of the inner peripheral portion 25a.

  A cylindrical groove 30 into which the cylindrical portion 23c of the hysteresis ring 23 is fitted is formed at the end of the outer peripheral portion 25b on the vortex disk 18 side. The cylindrical groove 30 is formed in a bottomed shape so that oil is supplied to the inside through an oil supply passage, which will be described later, and opposed surfaces 26 and 27 having a predetermined width on the inside. Is formed.

  As shown in FIG. 3, a plurality of concaves and convexes are continuously formed on both opposing surfaces 26 and 27 along the circumferential direction, and convex portions 26 a and 27 a that are pole teeth of these concaves and convexes. Constitutes a magnetic field generator.

  And the convex part 26a of one opposing surface 26 and the convex part 27a of the other opposing surface 27 are alternately arrange | positioned in the circumferential direction, respectively, and convex part 26a, 27a which the opposing surfaces 26 and 27 mutually adjoin is all circular. Deviation in the circumferential direction. Therefore, a magnetic field having an inclination in the circumferential direction is generated by the excitation of the electromagnetic coil 24 between the adjacent convex portions 26a and 27a of the opposing surfaces 26 and 27. A cylindrical portion 23a of the hysteresis ring 23 is interposed in the gap between the opposing surfaces 26 and 27 in a non-contact state.

  The hysteresis brake 20 has a braking force irrespective of the rotational speed of the hysteresis ring 23 (relative speed between the opposed surfaces 26 and 27 and the hysteresis ring 23), that is, the strength of the magnetic field, that is, the magnitude of the excitation current of the electromagnetic coil 24. It becomes a constant value almost proportional to.

  As shown in FIG. 1, the coil yoke 25 has an annular groove 32 formed on the inner peripheral surface on the bottom side of the cylindrical groove 30, and has a concave shape in the vicinity of the annular groove 32. A drain hole 33, which is an oil discharge portion that discharges oil accumulated in the space between the opposing surfaces 26 and 27 and the inner and outer peripheral surfaces of the cylindrical portion 23 c of the hysteresis ring 23 (cylindrical groove 30), penetrates along the vertical direction. Is formed.

  Further, the opposing surfaces 26 and 27 of the cylindrical groove 30 are each formed in a tapered shape that is inclined so as to expand from the bottom side toward the opening end side.

  That is, the one tapered facing surface 27 is formed in a trumpet shape on the opening end side by cutting out the facing surface 27, and as a result, the tapered surface 27b in the lower region has a lower side in the gravity direction. It is formed towards. Further, the tapered surface 30b on the other facing surface 26 side is also formed in a trumpet shape on the opening end side by cutting out a part of the facing surface 26. As a result, the tapered surface 26b in the upper region has a gravitational direction. It is formed toward the lower side.

  Further, as shown in FIG. 1, the oil supply passage is formed inside the cylinder head 3, and an oil supply hole 34 that communicates with a main oil gallery (not shown) that supplies lubricating oil of the engine to each sliding portion. The oil shaft 35 is formed between a radial oil hole 35 that is formed in the radial direction of the cam shaft 1 and communicates with the oil supply hole 34, and a bolt hole of the cam shaft 1 and a shaft portion of the cam bolt 10. It is mainly composed of an annular passage 36 that communicates the hole 35 with the inside of the coil yoke 25. Cooling lubricating oil is supplied to the supply hole 34 from an unillustrated oil pump through a main oil gallery, and this lubricating oil is previously cooled by an oil cooler to a temperature of about 80 ° C., for example. In addition to being cooled, the metal powder and the like are removed by passing through an oil filter.

  Hereinafter, the operation of the valve timing control device of this embodiment will be described.

  First, when the engine is stopped, the excitation of the electromagnetic coil 24 of the hysteresis brake 20 is turned off, whereby the vortex disk 18 is rotated to the maximum in the engine rotation direction with respect to the timing sprocket 2 by the force of the torsion coil spring 19. (See FIG. 4). As a result, during the start of the internal combustion engine or during idling, the rotational phase of the crankshaft and the camshaft 1 (the opening / closing timing of the engine valve) is maintained at the most retarded angle, thereby stabilizing the engine rotation and improving fuel efficiency. .

  When the engine operation is shifted to the normal operation from this state and a command to change the rotational phase to the most advanced angle side is issued from the controller, the excitation of the electromagnetic coil 24 of the hysteresis brake 20 is turned on. Thus, a braking force against the force of the torsion coil spring 19 is applied to the vortex disk 18.

  As a result, the vortex disk 18 rotates in the opposite direction with respect to the timing sprocket 2, whereby the engagement pin 16 at the tip of the link 11 is guided to the spiral groove 15, and the tip of the link 11 enters the radial hole 8. As shown in FIG. 5, the assembly angle of the timing sprocket 2 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 rotational phase of the crankshaft and the camshaft 1 is changed to the most advanced angle side, thereby increasing the engine output.

  When a command is issued from the controller to change the rotational phase to the most retarded side from this state, the excitation of the electromagnetic coil 24 of the hysteresis brake 20 is turned off, and the vortex disk is again driven by the force of the torsion coil spring 19. 18 is rotated in the positive direction.

  Then, the link 11 swings in the direction opposite to the above by the guide of the engaging pin 16 by the spiral groove 15, and the assembly angle of the timing sprocket 2 and the driven shaft member 7 is changed by the action of the link 11 as shown in FIG. It is changed again to the most retarded angle side.

  Note that the rotational 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, as described above, but can be arbitrarily controlled by controlling the braking force of the hysteresis brake 20. For example, as shown in FIG. 6, the phase can be maintained at a substantially intermediate position of a crank angle of about 50 ° by the balance between the force of the torsion coil spring 19 and the braking force of the hysteresis brake 20.

  Next, the flow of the cooling lubricating oil in this embodiment will be described. As described above, the lubricating oil introduced from the main oil gallery into the oil supply hole 34 is the oil hole as shown by the arrow in FIG. The air then flows into the space portion on the inner peripheral side of the coil yoke 25 through the annular passage 36 via 35. In the coil yoke 25, the air flows between the inner surface of the hysteresis ring 23 and the coil yoke 25 through the inside of the pair of ball bearings 31, 31. From here, in the upper region, the outer opposing surface 27 flows into the cylindrical groove 30, that is, between the inner facing surface 26 and the inner peripheral surface of the cylindrical portion 23 c, passes through the annular groove 32 and the periphery of the electromagnetic coil 24. Between the cylindrical portion 30 and the outer peripheral surface of the cylindrical portion, and is discharged from the opening end of the cylindrical groove 30 to the outside.

  In the lower region, as indicated by the arrow in the figure, the lubricating oil passes between the inner peripheral surface of the cylindrical portion 23c and the inner facing surface 26 and flows into the annular groove 32, and a part thereof Is discharged to the outside through the drain hole 33 and the other part is discharged to the outside through the tapered bottom surface which is the outer facing surface 27.

  The lubricating oil that has flowed into the inner circumferential space of the coil yoke 25 from the annular passage 36 flows into the ball bearing 29 and the vortex disk 18 from the inner and outer circumferential sides of the torsion coil spring 19.

  As described above, the electromagnetic coil 24 is effectively cooled by being absorbed by the cooled lubricating oil, and the hysteresis ring 23 is cooled by the lubricating oil that has passed through the cylindrical groove 30. The entire hysteresis brake 20 can be effectively cooled.

  Thus, since the electromagnetic coil 24 and the hysteresis ring 23 are effectively cooled by the lubricating oil, instability of the exciting force of the electromagnetic coil 24 is prevented, and the electromagnetic brake is always stably operated. be able to. As a result, the valve timing control accuracy can be improved.

  The oil is forcibly supplied between the inner and outer rings of the ball bearings 29 and 31, the vortex disks 18, and the sliding portions such as the radial holes 8 and the spiral grooves 15.

  Therefore, each ball bearing 31, radial hole 8, spiral groove 15 and the like are sufficiently lubricated. As a result, the occurrence of wear due to friction of each sliding portion can be sufficiently prevented, and the durability of the apparatus is improved.

  Furthermore, as described above, since the oil is sufficiently supplied to the ball bearings 29, 31, 31 as well, the lubrication performance and cooling effect thereof are improved, and contamination such as metal powder existing in these parts is reduced. It becomes possible to discharge to the outside.

  In this embodiment, the oil in the cylindrical groove 30 after the stop of the engine is quickly discharged to the outside along the tapered opposing surfaces 26 and 27, and from the bottom side the drain. It is quickly discharged to the outside through the hole 33.

  In particular, when the vehicle is parked on a sloping ground such as a hill or when the engine is stopped while the bottom side of the cylindrical groove 30 is at a low position, the oil flows to the bottom side of the cylindrical groove 30. Although the oil stays easily, the oil temporarily staying on the bottom side is quickly discharged from the drain hole 33 to the outside through the annular groove 32 and along the tapered surfaces of the facing surfaces 26 and 27. It is discharged promptly.

  For this reason, when the engine is restarted, an inadvertent braking action of the hysteresis material due to the viscous resistance of the oil is prevented. As a result, there is no deterioration in the responsiveness to the retarded angle side or rotation to the advanced angle side without permission.

  Further, as described above, when the cylindrical groove 30 is inclined and the oil stays on the bottom side, the drain hole 33 is opened further downward in the gravity direction than the oil staying location. Is quickly discharged to the outside through the drain hole 33 and does not stay around the convex portions 26a and 27a. Therefore, the occurrence of inadvertent braking action at the time of restarting the engine can be more effectively prevented.

  Further, since the oil flowing into the cylindrical groove 30 flows into and collects in the annular groove 32 at the bottom side end, it is possible to prevent the oil from staying between the adjacent convex portions 26a and 27a. It becomes possible.

  Further, in this embodiment, since the engine lubricating oil is used as the cooling oil, it is not necessary to use a special coolant, so that the cost can be reduced.

  The technical ideas other than the invention described in the claims, as grasped from the embodiment, will be described below.

  (1) The valve timing control device for an internal combustion engine according to (2), wherein the oil discharge portion is opened downward in the direction of gravity with respect to the bottom end portion of the pole teeth on the outer peripheral side.

  According to this invention, when the cylindrical groove is inclined and the oil stays on the bottom side, the bottom side end of the pole teeth on the outer peripheral side is located at the lowest part in the direction of gravity, and the oil is finally at this location. However, since the oil discharge portion opens further downward in the direction of gravity than the oil retention portion, the oil is quickly discharged to the outside through the oil discharge portion, It does not stay around the pole teeth.

  As a result, the inadvertent braking action of the hysteresis material at the time of restarting the engine can be reliably prevented.

  (2) The valve timing control device for an internal combustion engine according to (1), characterized in that an annular groove is formed at the bottom side end of the outer peripheral side pole tooth of the cylindrical groove.

  Oil that flows between adjacent pole teeth in the cylindrical groove flows in and collects in the annular groove at the bottom side end, thus preventing oil from staying between adjacent pole teeth. become.

  (3) The valve timing control device for an internal combustion engine according to (2), wherein the oil discharge portion is formed to be inclined with respect to the opening end of the cylindrical groove.

  By forming the oil discharge portion in an inclined shape, the apparent opening area of the oil discharge portion can be increased, so that the oil discharge efficiency can be increased.

  (4) At least the lower part of the outer circumferential side pole teeth of the cylindrical groove is formed in an inclined shape so that the depth increases toward the opening end of the cylindrical groove at least in the lower part in the gravity direction. A valve timing control device for an internal combustion engine as described.

  (5) The valve timing control device for an internal combustion engine according to (3), wherein the cylindrical groove is formed to be inclined in the direction of gravity.

  (6) The at least the upper part in the gravity direction of the inner circumferential pole tooth of the cylindrical groove is formed so as to be inclined toward the opening end of the cylindrical groove. 4. A valve timing control device for an internal combustion engine according to claim 3.

  During rotation, oil existing between the inner peripheral surface of the hysteresis member and the inner peripheral side pole teeth at the upper part in the gravity direction of the cylindrical groove can be quickly discharged along the inclined portion of the cylindrical groove. .

  Accordingly, it is possible to further improve the oil dischargeability in the cylindrical groove.

  (7) The valve timing control device for an internal combustion engine according to (4) or (6), wherein the inclined portion of the cylindrical groove is formed over the entire circumference of the cylindrical groove.

  According to the present invention, when the entire yoke including the cylindrical groove and the pole teeth is molded, the inclined portion facilitates the punching of the cylindrical groove and the pole teeth, and thus the yoke can be easily molded. become.

(8) A drive rotator that is rotationally driven by a crankshaft of an engine;
A camshaft or a driven rotor coupled to the camshaft;
A radial guide provided on any one of the drive rotator and the driven rotator,
An intermediate rotator provided in a relatively rotatable manner with respect to the drive rotator and the driven rotator, and having a spiral guide groove;
An engaging member guided to be displaceable in the radial guide and the spiral guide groove;
A motion conversion mechanism that converts the displacement of the engagement member into a relative rotation phase of the drive rotator and the driven rotator,
The valve timing control device for an internal combustion engine according to any one of claims 1 to 8, wherein a hysteresis member of the motion conversion mechanism is fixed to the intermediate rotating body.

  The present invention is not limited to the configuration of the above embodiment. For example, when the drain hole 33 is formed in an inclined shape with respect to the opening end of the cylindrical groove 30, the drain hole 33 apparently appears. Since the opening area of the oil becomes large, the oil discharge efficiency can be increased.

  Further, the oil supply passage may be directly supplied to a bearing portion between the driven shaft member 7 and the timing sprocket 2 or the spiral groove 15.

1 is a longitudinal sectional view of an embodiment of a valve timing control device for an internal combustion engine according to the present invention. It is a principal part expanded sectional view of FIG. It is the sectional view on the AA line of FIG. It is an operation state explanatory view at the time of the most retarded angle control of the same embodiment. It is an operation state explanatory view at the time of the most advanced angle control of the same embodiment. It is an operation state explanatory view at the time of intermediate position control of the embodiment.

Explanation of symbols

1 ... Camshaft 2 ... Timing sprocket (drive rotor)
4 ... Assembly angle operation means (phase adjustment mechanism)
5. Operational force applying means (phase adjusting mechanism)
7 ... driven shaft member (driven rotor)
8. Radial hole (radial guide)
15 ... Swirl groove (Swirl guide groove)
16 ... engaging pin (engaging member)
18 ... Vortex disk (intermediate rotating body)
20 ... Hysteresis brake (motion conversion mechanism)
23 ... Hysteresis ring (hysteresis material)
24 ... Electromagnetic coil 25 ... Coil yoke 26 ... Inner facing surface 27 ... Outer facing surface 26a, 27a ... Convex part (pole tooth)
30 ... cylindrical groove 32 ... annular groove 33 ... drain hole (oil discharge part)

Claims (3)

A yoke formed with a bottomed cylindrical groove having a plurality of pole teeth on the inner and outer circumferences;
A coil that generates a magnetic field in the yoke by energization;
Cylindrical hysteresis material that is arranged in a non-contact state and relatively rotatable between the pole teeth on the inner and outer circumferences of the cylindrical groove and has a hysteresis characteristic of magnetic flux, and
In a valve timing control device for an internal combustion engine that applies a braking force to the hysteresis material by energizing the coil to vary the opening / closing timing of the engine valve,
An internal combustion engine characterized in that oil is supplied into the cylindrical groove, and an oil discharge portion is provided in the yoke for discharging oil accumulated between the pole teeth and the hysteresis material to the outside when the engine is stopped. Valve timing control device. A yoke formed with a bottomed cylindrical groove having a plurality of pole teeth on the inner and outer circumferences;
A coil that generates a magnetic field in the yoke by energization;
Cylindrical hysteresis material that is arranged in a non-contact state and relatively rotatable between the pole teeth on the inner and outer circumferences of the cylindrical groove and has a hysteresis characteristic of magnetic flux, and
In a valve timing control device for an internal combustion engine that applies a braking force to the hysteresis material by energizing the coil to vary the opening / closing timing of the engine valve,
A valve timing control for an internal combustion engine, wherein oil is supplied into the cylindrical groove, and an oil discharge portion is provided to communicate the lower part of the outer circumferential pole teeth in the cylindrical groove in the direction of gravity and the outside of the cylindrical groove. apparatus. A yoke formed with a bottomed cylindrical groove having a plurality of pole teeth on the inner and outer circumferences;
A coil that generates a magnetic field in the yoke by energization;
Cylindrical hysteresis material that is arranged in a non-contact state and relatively rotatable between the pole teeth on the inner and outer circumferences of the cylindrical groove and has a hysteresis characteristic of magnetic flux, and
In a valve timing control device for an internal combustion engine that applies a braking force to the hysteresis material by energizing the coil to vary the opening / closing timing of the engine valve,
A valve timing control device for an internal combustion engine, wherein oil is supplied into the cylindrical groove and the opening end side of the cylindrical groove is inclined downward in the direction of gravity.

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