JP2009019595A - Valve timing adjusting device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a valve timing adjusting device for guaranteeing a valve timing adjustment in a range suitable for operation of an internal combustion engine. <P>SOLUTION: An introducing hole 80 for introducing lubricating oil into its inside is arranged in a driving side rotary body 10 among the driving side rotary body 10 as a first rotary body for rotating by interlocking with a crankshaft and a driven side rotary body 20 as a second rotary body for rotating by interlocking with a camshaft, in close vicinity to an abutting place of stopper faces 70a and 73a so as to be communicable with a separation clearance 82 between the stopper face 70a arranged in the driving side rotary body 10 and the stopper surface 73a arranged in the driven side rotary body 20. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a valve timing adjusting device for an internal combustion engine that adjusts the valve timing of at least one of an intake valve and an exhaust valve whose camshaft opens and closes by torque transmission from a crankshaft.

  Conventionally, the rotating body that rotates in conjunction with the crankshaft and the rotating body that rotates in conjunction with the camshaft are linked by a planetary gear mechanism, and the valve timing is adjusted based on the relative phase between the rotating bodies. Such a valve timing adjusting device is known.

  In a device disclosed in Patent Documents 1 and 2 as a kind of such valve timing adjusting device, a first gear portion provided on a crankshaft interlocking rotating body and a second gear portion provided on a camshaft interlocking rotating body; On the other hand, the third gear portion and the fourth gear portion provided on the planetary rotor are respectively meshed in an eccentric state. According to such a configuration, a large reduction ratio can be obtained with a compact design, which is suitable as a valve timing adjusting device installed in an internal combustion engine.

  Here, in the apparatus of Patent Document 1, the relative phase between the rotating bodies is brought into contact with the side surface of the notch provided on the interlocking rotating body of the crankshaft and the side surface of the tooth provided on the interlocking rotating body of the camshaft. I try to regulate change. Such regulation of relative phase change makes it possible to adjust the valve timing within a range suitable for the operation of the internal combustion engine.

Further, in the device of Patent Document 2, the lubricating oil is introduced into the interlocking rotating body of the crankshaft through the introduction hole provided in the interlocking rotating body of the camshaft, so that the meshing portion of the first and third gear portions and the second In addition, the meshing portion of the fourth gear portion is lubricated. Such lubrication allows for improved durability.
German Patent Invention No. 4110195C2 JP 2007-71056 A

  Now, assuming a combination of the devices of Patent Documents 1 and 2, it is considered that the side surfaces of the notch and teeth are lubricated by the lubricating oil introduced into the interlocking rotating body of the crankshaft. The lubrication of each side of the notch and teeth can prevent the wear and suppress the relative phase change for a long period of time despite the occurrence of a large impact each time the side surfaces come into contact with each other repeatedly. Therefore, it is desirable. However, since the notch and the side surfaces of the teeth provided on the outermost peripheral side in the interlocking rotating body of the crankshaft are fed with lubricating oil from the introduction hole located relatively on the inner peripheral side, using centrifugal force, The lubrication of those sides becomes a matter of course. As a result, it is predicted that a lubrication failure will occur on each side surface of the notch and the teeth and this will affect the restriction position of the relative phase change.

  Accordingly, an object of the present invention is to provide a valve timing adjusting device that ensures valve timing adjustment in a range suitable for operation of an internal combustion engine.

  The invention according to claim 1 is a first rotating body that rotates in conjunction with one of a crankshaft and a camshaft of an internal combustion engine, the first rotating body having a first stopper surface and a first gear portion; A second rotating body housed in the first rotating body and rotating in conjunction with the other of the crankshaft and the camshaft, wherein the first and second rotating bodies come into contact with the first stopper surface in the circumferential direction. A second stopper surface and a second gear portion that restricts a change in relative phase between the first stopper surface and allows the relative phase change between the first and second rotating bodies to be changed in the circumferential direction. The rotating body and the third and fourth gear portions that are eccentrically engaged with the first and second gear portions, respectively, and the first and second rotations by the planetary movement of the third and fourth gear portions integrally. A planetary rotor that changes the relative phase between the bodies, and a crankshaft In the valve timing adjusting device for adjusting the valve timing of at least one of the intake valve and the exhaust valve whose camshaft opens and closes by torque transmission, at least one of the first and second rotating bodies is moved into the first rotating body. The introduction hole for introducing the lubricating liquid is provided so as to be able to communicate with a separation gap between the first and second stopper surfaces and in proximity to a contact portion between the first and second stopper surfaces.

  In this way, the first stopper surface of the first rotating body and the second stopper surface of the second rotating body are in contact with each other in the circumferential direction, thereby regulating the relative phase change between the first and second rotating bodies. The relative phase change is allowed by separating in the circumferential direction. Therefore, there is a concern that the first and second stopper surfaces repeatedly come into contact with each other to cause wear. However, according to the first aspect of the present invention, the introduction hole for introducing the lubricating liquid into the first rotating body can be communicated with the separation gap between the first and second stopper surfaces so as to be close to the contact portion of the stopper surfaces. Provided. According to this, since the lubricating liquid is directly supplied to the first and second stopper surfaces and it is difficult for lubrication to occur, it is possible to suppress the occurrence of wear due to repeated contact of these stopper surfaces. Moreover, according to the introduction hole close to the contact portion of the first and second stopper surfaces, the lubricating liquid is supplied to the gap between the stopper surfaces until just before the contact, and a damping resistance due to the supplied lubricating liquid is generated. be able to. Therefore, the impact itself at the time of contact of the first and second stopper surfaces can be reduced, and the effect of suppressing the wear of the stopper surfaces can be enhanced. From the above, it is possible to guarantee the regulation position of the relative phase change determined by the contact between the first and second stopper surfaces over a long period of time and to ensure the valve timing adjustment in a range suitable for the operation of the internal combustion engine. .

  According to the invention described in claim 2, the introduction hole is provided on the second stopper surface side of the first stopper surface in the first rotating body. Since the introduction hole having such a configuration can communicate with the separation gap between the stopper surfaces in the vicinity of the contact portion of the first and second stopper surfaces, the valve timing can be adjusted within a range suitable for the operation of the internal combustion engine. A security effect can be ensured.

  According to the invention described in claim 3, the introduction hole is provided on the first stopper surface side of the second stopper surface in the second rotating body. Since the introduction hole having such a configuration can communicate with the gap between the stopper surfaces in the vicinity of the contact point between the first and second stopper surfaces, valve timing adjustment within a range suitable for the operation of the internal combustion engine is possible. This can surely bring about a security effect.

  According to invention of Claim 4, a 1st and 2nd stopper surface is provided in the outermost periphery side in a 1st rotary body. According to this, when the relative phase change between the first and second rotating bodies is restricted by the contact of the first and second stopper surfaces, the surface pressure acting on the stopper surfaces can be reduced as much as possible. it can. Therefore, the effect of suppressing wear of the first and second stopper surfaces can be enhanced.

  According to the invention described in claim 5, at least one of the first and second rotating bodies has the second introduction hole for introducing the lubricating liquid into the first rotating body separately from the first introduction hole as the introduction hole. , Provided on the inner peripheral side of the first and second stopper surfaces in the first rotating body. According to this, for the first and second stopper surfaces on the outermost peripheral side in the first rotating body, the stoppers are mainly provided with lubrication and buffering action by the lubricant introduced from the first introduction hole. For the inner peripheral side of the surface, the lubricating action can be exerted mainly by the introduced lubricating liquid from the second introduction hole. Therefore, it is possible to suppress wear in a wide range within the first rotating body.

  According to the invention described in claim 6, the introduction hole opens in the axial direction of the first and second rotating bodies, and the first gear portion is located on the opening side. According to this, the lubricating liquid introduced from the introduction hole into the first rotary body passes through the gap between the first and second stopper surfaces and moves in the axial direction of the first and second rotary bodies on the opening side of the introduction hole. It can flow and reach the first gear portion located on the opening side. Therefore, according to the lubricating liquid from the introduction hole, not only the lubricating and buffering action of the first and second stopper surfaces but also the lubricating action of the meshing first and third gear portions can be surely exhibited. .

  According to a seventh aspect of the present invention, there is provided a planetary carrier that rotatably supports the planetary rotator and rotates in the revolving direction of the planetary rotator, a torque generating means that generates rotational torque applied to the planetary carrier, Learning means for learning the relative phase between the first and second rotating bodies in the contact state of the two stopper surfaces, and control for controlling the generation of rotational torque by the torque generating means based on the relative phase learned by the learning means Means. In such a configuration, the relative phase in the contact state of the first and second stopper surfaces is stabilized over a long period of time due to the effect of suppressing the wear of the stopper surfaces. Therefore, according to controlling the rotational torque applied to the planet carrier rotating in the revolving direction while supporting the planetary rotator rotatably, based on the relative phase in the contact state of the first and second stopper surfaces. The relative phase between the first and second rotating bodies, which changes with the planetary motion of the planetary rotating body, and hence the valve timing can always be adjusted accurately.

  Hereinafter, a plurality of embodiments of the present invention will be described with reference to the drawings. In addition, the overlapping description is abbreviate | omitted by attaching | subjecting the same code | symbol to the corresponding component in each embodiment.

(First embodiment)
1 to 3 show a valve timing adjusting device 1 according to a first embodiment of the present invention. Hereinafter, a basic configuration of the valve timing adjusting device 1 will be described.

  As shown in FIG. 1, a valve timing adjusting device 1 including an electric unit 4 and a mechanism unit 8 is installed in a transmission system that transmits engine torque from a crankshaft (not shown) of an internal combustion engine to a camshaft 2 in a vehicle. Is done. In the present embodiment, the camshaft 2 opens and closes an intake valve (not shown) of the internal combustion engine, and the valve timing adjusting device 1 adjusts the valve timing of the intake valve.

(Electric unit)
The electric unit 4 includes an electric motor 5 and an energization control circuit unit 6. The electric motor 5 is, for example, a brushless motor or the like, and generates a control torque as “rotational torque” applied to the rotary shaft 7 by energization. The energization control circuit unit 6 includes, for example, a microcomputer and a motor driver, and is disposed outside and / or inside the electric motor 5. The energization control circuit unit 6 is electrically connected to the electric motor 5 and controls energization to the electric motor 5 in accordance with the operation status of the internal combustion engine. In response to this energization control, the electric motor 5 holds or increases or decreases the control torque applied to the rotating shaft 7.

(Mechanism unit)
The mechanism unit 8 is a differential gear type planetary gear mechanism, and includes a driving side rotating body 10, a driven side rotating body 20, a planetary carrier 40, and a planetary rotating body 60.

  As shown in FIGS. 1 to 3, the drive-side rotator 10 includes a gear member 12 and a sprocket 13 that are both formed in a bottomed cylindrical shape and are coaxially screwed together, and the other components 20 of the mechanism unit 8. , 40, 60 are housed inside. The peripheral wall portion of the gear member 12 forms a drive-side internal gear portion 14 having a tip circle on the inner peripheral side of the root circle. The sprocket 13 is provided with a plurality of teeth 16 protruding outward in the radial direction. The sprocket 13 is linked to the crankshaft by passing an annular timing chain (not shown) between the teeth 16 and a plurality of teeth of the crankshaft. Therefore, when the engine torque output from the crankshaft is input to the sprocket 13 through the timing chain, the drive side rotator 10 rotates in conjunction with the crankshaft. At this time, the rotation direction of the drive side rotating body 10 is the clockwise direction of FIGS.

  As shown in FIGS. 1 and 2, the driven side rotating body 20 is formed in a bottomed cylindrical shape and is concentrically fitted to the inner peripheral side of the sprocket 13. The peripheral wall portion of the driven-side rotator 20 forms a driven-side internal gear portion 22 having a tip circle on the inner peripheral side of the root circle. The driven-side internal gear portion 22 is disposed coaxially with respect to the drive-side internal gear portion 14 in the axial direction. In this embodiment, the diameter of the driven side internal gear portion 22 is smaller than the diameter of the drive side internal gear portion 14, and the number of teeth of the driven side internal gear portion 22 is smaller than the number of teeth of the drive side internal gear portion 14. .

  As shown in FIG. 1, the bottom wall portion of the driven-side rotator 20 forms a connecting portion 24 that is coaxially connected to the cam shaft 2. As a result, the driven-side rotator 20 can rotate in conjunction with the cam shaft 2 and can rotate relative to the drive-side rotator 10. 2 and 3, the relative rotation direction to the retard side with respect to the drive side rotator 10 is indicated by an arrow Y, and the relative rotation direction to the advance side with respect to the drive side rotator 10 is indicated by an arrow X. ing.

  As shown in FIGS. 1 to 3, the planet carrier 40 is formed in a cylindrical shape, and an input portion 41 to which a control torque is input from the rotating shaft 7 is formed by an inner peripheral portion. The input portion 41 is disposed concentrically with respect to the drive-side external gear portion 14 and the rotation shaft 7 and has a plurality of groove portions 42 that open radially inward. The planet carrier 40 is connected to the rotating shaft 7 via a joint 43 that fits into the groove portions 42. As a result, the planet carrier 40 can rotate integrally with the rotating shaft 7 and can rotate relative to the rotating bodies 10 and 20.

  The planetary carrier 40 further includes an eccentric portion 44 that is eccentric with respect to the gear portions 14 and 22 by an outer peripheral portion.

  The planetary rotating body 60 is formed in a stepped cylindrical shape, and is concentrically fitted to the outer peripheral side of the eccentric portion 44 via the planetary bearing 62. Thereby, the planetary rotator 60 is supported by the planetary carrier 40 in an eccentric state with respect to the gear portions 14 and 22. In the planetary rotator 60, a driving-side external gear portion 68 and a driven-side external gear portion 69 having a tip circle on the outer peripheral side of the root circle are integrally formed by a large-diameter portion and a small-diameter portion, respectively.

  The drive-side external gear portion 68 meshes with the gear portion 14 on the inner peripheral side of the drive-side internal gear portion 14. The driven-side external gear portion 69 is disposed coaxially with respect to the drive-side external gear portion 68 in the axial direction, and meshes with the gear portion 22 on the inner peripheral side of the driven-side internal gear portion 22. Thus, the planetary rotator 60 can realize a planetary motion that revolves around the eccentric axis of the gear portions 68 and 69 and revolves in the rotation direction of the planet carrier 40. In the present embodiment, the number of teeth of the driving side external gear part 68 and the driven side external gear part 69 is set to be the same as the number of teeth of the driving side internal gear part 14 and the driven side internal gear part 22, respectively. Is set.

  The mechanism unit 8 having such a configuration adjusts the relative phase between the rotating bodies 10 and 20 in accordance with the control torque input from the rotating shaft 7 to the planetary carrier 40, so that the valve timing according to the operation of the internal combustion engine. Are realized sequentially.

  Specifically, when the planetary carrier 40 does not rotate relative to the drive-side rotator 10 due to control torque or the like, the planetary rotator 60 maintains the meshing position with the gear portions 14 and 22 of the gear portions 68 and 69. Then, the rotating bodies 10 and 20 are rotated together. That is, the relative phase between the rotating bodies 10 and 20 does not change, and the valve timing is kept constant. On the other hand, when the planetary carrier 40 rotates relative to the drive side rotator 10 in the direction Y due to an increase in the control torque in the direction Y, the gear portions 68 and 69 of the planetary rotator 60 perform a planetary motion integrally. As a result, the driven-side rotator 20 rotates relative to the drive-side rotator 10 in the direction Y. That is, since the relative phase between the rotators 10 and 20 changes to the retard side, the valve timing is retarded. On the other hand, when the planetary carrier 40 rotates relative to the drive side rotor 10 in the direction X due to an increase in the control torque in the direction X, the gear portions 68 and 69 of the planetary rotor 60 integrally perform planetary motion. As a result, the driven-side rotator 20 rotates relative to the drive-side rotator 10 in the direction X. That is, since the space between the rotators 10 and 20 changes to the advance side, the valve timing advances.

  The basic configuration of the first embodiment has been described above. Hereinafter, a characteristic configuration of the first embodiment will be described.

(Stopper structure)
As shown in FIGS. 1 and 2, the sprocket 13 of the drive side rotating body 10 is provided with a plurality of stopper groove portions 70, 71, and 72 that are open on the inner peripheral surface with a gap in the circumferential direction. Further, the driven-side rotating body 20 is provided with a plurality of stopper protrusions 73, 74, and 75 that protrude toward the outer peripheral side of the driven-side internal gear portion 22 at intervals in the circumferential direction. The stopper protrusions 73, 74, 75 can swing in the circumferential direction of the rotating bodies 10, 20 while being inserted into the stopper groove portions 70, 71, 72 on the outermost peripheral side in the driving side rotating body 10, respectively. It has become. In particular, in this embodiment, when the stopper surfaces 73a and 73b of the stopper protrusion 73 and the stopper surfaces 70a and 70b of the stopper groove 70 abut in the circumferential direction, the rotational phase change between the rotating bodies 10 and 20 is changed. Being regulated.

  Specifically, as shown in FIG. 2, when the stopper surface 73 a facing the direction Y of the stopper protrusion 73 abuts on the stopper surface 70 a facing the direction X of the stopper groove 70, the driven side with respect to the drive side rotating body 10 Relative rotation in the direction Y of the rotating body 20 is restricted. Therefore, the relative phase between the rotating bodies 10 and 20 at this time becomes the most retarded phase. On the other hand, as shown in FIG. 4, when the stopper surface 73 b facing the direction X of the stopper protrusion 73 comes into contact with the stopper surface 70 b facing the direction Y of the stopper groove 70, the driven side rotating body 20 with respect to the driving side rotating body 10. Relative rotation in the direction X is restricted. Accordingly, the relative phase between the rotating bodies 10 and 20 at this time becomes the most advanced angle phase.

  When the stopper surface 73a of the stopper protrusion 73 is separated from the stopper surface 70a of the stopper groove 70 in the circumferential direction and the stopper surface 73b of the stopper protrusion 73 is separated from the stopper surface 70b of the stopper groove 70 in the circumferential direction, the rotation is performed. The relative phase change between the bodies 10 and 20 will be allowed. Also, regarding the set of the stopper projection 74 and the stopper groove portion 71 and the set of the stopper projection 75 and the stopper groove portion 72, if an abnormality occurs in the set of the stopper projection 73 and the stopper groove portion 70, these stopper projections Instead of the portion 73 and the stopper groove portion 70, a preliminary provision is provided in order to exert a restricting action on the rotational phase change.

(Lubricating structure)
As shown in FIGS. 1 and 4, the sprocket 13 of the driving side rotating body 10 is provided with one first introduction hole 80 for introducing lubricating oil as “lubricating liquid” into the driving side rotating body 10. ing. One end of the first introduction hole 80 is always in communication with the conveyance passage 3 of the camshaft 2 that conveys lubricating oil from the pump 9 for the internal combustion engine. As a result, the first introduction hole 80 receives the lubricating oil from the transport passage 3.

  The end of the first introduction hole 80 on the side opposite to the conveyance path 3 is formed on the stopper groove 70 facing the axial gear member 12 side on the stopper surface 73a side of the stopper projection 73 rather than the stopper surface 70a of the stopper groove 70. It opens to the inner side surface 70c. As a result, when the stopper surfaces 70a and 73a are separated from each other as shown in FIG. Lubricating oil from the passage 3 is supplied to the gap 82. Further, as shown in FIG. 1, the drive-side internal gear portion 14 provided in the gear member 12 is positioned on the opening side of the first introduction hole 80, and the lubricating oil supplied to the gap 82 It flows to the gear portion 14 side.

  On the other hand, as shown in FIG. 2, when the stopper surfaces 70 a and 73 a come into contact with each other, the opening of the first introduction hole 80 is closed by the stopper protrusion 73. However, in the present embodiment, the opening of the first introduction hole 80 is located at the end of the stopper groove portion 70 on the stopper surface 70a side, that is, close to the contact portion of the stopper surfaces 70a and 73a. As a result, the opening of the first introduction hole 80 is not closed until just before the stopper surfaces 70a and 73a come into contact, and the lubricating oil can be supplied to the gap 82 between the stopper surfaces 70a and 73a.

  As shown in FIGS. 1 and 2, in order to introduce the lubricating oil into the drive side rotor 10 in the connecting portion 24 of the driven side rotor 20 according to the present embodiment, in addition to the first introduction hole 80, Two second introduction holes 90 are provided at substantially equal intervals in the circumferential direction. Each second introduction hole 90 is adapted to receive lubricating oil from the passage 3 by having one end portion thereof always communicating with the conveyance passage 3 of the camshaft 2.

  As shown in FIG. 1, the end of each second introduction hole 90 on the side opposite to the transport passage 3 has a connecting portion 24 facing the planetary carrier 40 in the axial direction on the inner peripheral side of the stopper surfaces 70a and 73a. It opens to the side surface 24a. As a result, each second introduction hole 90 is always in communication with the inside of the drive-side rotator 10 in the vicinity of the planet carrier 40, and the lubricating oil from the transport passage 3 is moved to the driven-side external gear portion 69 side of the planetary rotator 60. It comes to supply. In the present embodiment, the driven-side external gear portion 69 and the driven-side internal gear portion 22 that meshes with the driven-side external gear portion 69 are located on the inner peripheral side of the stopper surfaces 70a and 73a.

  According to the configuration described so far, in the first embodiment, the lubricating oil from the first introduction hole 80 is directly supplied to the stopper surfaces 70a and 73a located on the outermost peripheral side in the drive-side rotator 10. Can do. According to this, since it becomes difficult for the poor lubrication of the stopper surfaces 70a and 73a to occur, it is possible to suppress the occurrence of wear due to repeated contact of the stopper surfaces 70a and 73a. In addition, lubricating oil can be supplied to the gap 82 between the stopper surfaces 70a and 73a until just before the stopper surfaces 70a and 73a come into contact with each other, thereby generating damping resistance due to the supplied lubricating oil. According to this, the impact itself at the time of contact | abutting 70a, 73a can be relieve | moderated, and the suppression effect of wear of these stopper surfaces 70a, 73a can be heightened. As described above, in the first embodiment, the restriction position of the relative phase change between the rotating bodies 10 and 20 determined by the contact of the stopper surfaces 70a and 73a is ensured for a long time, and the valve is in a range suitable for the operation of the internal combustion engine. Timing adjustment can be guaranteed.

  Further, in the first embodiment, the lubricating oil supplied to the gap 82 between the stopper surfaces 70a and 73a from the first introduction hole 80 can surely reach the driving-side internal gear section 14 with the lubricating oil. it can. This makes it difficult for poor lubrication of the drive-side internal gear portion 14 and the drive-side external gear portion 68 meshing therewith to occur.

  Furthermore, in the first embodiment, the second introduction hole is provided for the driven side external gear portion 69 and the driven side internal gear portion 22 that are located on the inner peripheral side of the stopper surfaces 70a and 73a in the drive side rotating body 10. Since the lubricating oil from 90 can be supplied, poor lubrication of the gear portions 69 and 22 is less likely to occur.

(Control operation)
When the internal combustion engine is started, the energization control circuit unit 6 in FIG. 1 sets the relative phase between the rotating bodies 10 and 20 in the contact state of the stopper surfaces 70a and 73a, that is, the most retarded phase in FIG. Learning from the rotational position of the rotary shaft 7 and the like. Here, the most retarded phase can be stabilized over a long period of time due to the effect of suppressing the wear of the stopper surfaces 70a and 73a.

  In addition, after the internal combustion engine is started, the energization control circuit unit 6 determines the current relative phase between the rotating bodies 10 and 20 from the rotational position of the rotary shaft 7 with reference to the most retarded phase learned at the time of starting the internal combustion engine. Calculation is performed, and energization to the electric motor 5 is controlled based on the deviation between the current phase and the target phase. Here, the target phase is a phase that realizes an optimal valve timing according to the operating state of the internal combustion engine as a relative phase between the rotating bodies 10 and 20, and is sequentially set by the energization control circuit unit 6. Therefore, the generation of the control torque by the electric motor 5 is accurately controlled according to the energization from the energization control circuit unit 6, and the valve timing is optimized.

  In the first embodiment described above, the drive-side rotator 10 corresponds to the “first rotator” described in the claims, and the drive-side internal gear portion 14 corresponds to the “first rotator” described in the claims. The stopper surface 70a corresponds to the “gear portion” and the “first stopper surface” recited in the claims. The driven side rotating body 20 corresponds to a “second rotating body” recited in the claims, the driven side internal gear portion 22 corresponds to a “second gear portion” recited in the claims, and a stopper The surface 73a corresponds to a “second stopper surface” recited in the claims. Furthermore, the driving side external gear portion 68 corresponds to the “third gear portion” described in the claims, the driven side external gear portion 69 corresponds to the “fourth gear portion” described in the claims, The gap 82 corresponds to a “separation gap” described in the claims. Furthermore, the electric motor 5 corresponds to “torque generation means” described in the claims, and the energization control circuit unit 6 corresponds to “learning means” and “control means” described in the claims.

(Second embodiment)
As shown in FIGS. 5 and 6, the second embodiment of the present invention is a modification of the first embodiment. In the first introduction hole 180 of the second embodiment, the end portion on the opposite side to the conveyance passage 3 is open to the stopper surface 70 a of the stopper groove portion 70. That is, the opening of the first introduction hole 180 is located close to the contact portion of the stopper surfaces 70a and 73a.

  With such a configuration, when the stopper surfaces 70a and 73a shown in FIG. 5 are separated from each other, the first introduction hole 180 communicates with the gap 82 between the stopper surfaces 70a and 73a, and the lubricating oil from the transport passage 3 is allowed to pass through the gap 82. Supplied to. On the other hand, when the stopper surfaces 70a and 73a shown in FIG. 6 are in contact, the opening of the first introduction hole 180 is closed by the stopper surface 73a, but the opening is not closed until just before the contact, and the gap 82 is lubricated. Oil supply becomes possible.

  As described above, also in the second embodiment, the lubricating oil from the first introduction hole 180 can be directly supplied to the stopper surfaces 70a and 73a. Therefore, it is possible to guarantee the regulation position of the relative phase change determined by the contact of the stopper surfaces 70a and 73a for a long period of time and to ensure the valve timing adjustment in a range suitable for the operation of the internal combustion engine.

(Third embodiment)
As shown in FIGS. 7 and 8, the third embodiment of the present invention is a modification of the first embodiment. In the third embodiment, the inner side surface 70c does not exist in the stopper groove portion 270 that forms the stopper surfaces 70a and 70b in the sprocket 213 of the drive side rotating body 210. Instead, flange portions 226 that are adjacent to the opposite sides of the gear member 12 in the axial direction with respect to the stopper protrusions 73, 74, and 75 and project toward the outer peripheral side of the driven-side internal gear portion 22 in the entire circumferential direction are provided for each stopper. It is provided on the driven side rotating body 220 together with the protrusions 73, 74, and 75, and the axial end surface 226 a of the flange portion 226 is exposed in the stopper groove portion 270. In order to realize the above configuration, in the present embodiment, the sprocket 213 is divided into two members as shown in FIG. The other member is fixed to and integrated with this member.

  In the third embodiment, the first introduction hole 280 is provided in the driven side rotating body 220. The first introduction hole 280 branches off from the middle portion of the second introduction hole 90 provided in the same driven side rotating body 220. Thereby, the lubricating oil from the conveyance passage 3 is diverted from the second introduction hole 90 to the first introduction hole 280.

  An end portion of the first introduction hole 280 opposite to the second introduction hole 90 is a flange portion facing the gear member 12 in the axial direction on the stopper surface 70a side of the stopper groove portion 270 rather than the stopper surface 73a of the stopper projection 73. It opens to the end surface 226a of 226. As a result, the first introduction hole 280 communicates with the gap 82 between the stopper faces 70a and 73a when the stopper faces 70a and 73a shown in FIG. It supplies to the drive side internal gear part 14 side. On the other hand, as shown in FIG. 9, when the stopper surfaces 70a and 73a are brought into contact with each other, the opening of the first introduction hole 280 is closed by the partition 218 between the stopper groove portions 70 and 72 of the sprocket 213. Until that time, the opening is not closed, and the lubricating oil can be supplied to the gap 82.

  Thus, according to the third embodiment, the lubricating oil from the first introduction hole 280 can be directly supplied to the stopper surfaces 70a and 73a. Therefore, it is possible to guarantee the regulation position of the relative phase change determined by the contact of the stopper surfaces 70a and 73a for a long period of time and to ensure the valve timing adjustment in a range suitable for the operation of the internal combustion engine.

  In the third embodiment described above, the driving side rotating body 210 corresponds to the “first rotating body” described in the claims, and the driven side rotating body 220 is the “second rotation” described in the claims. Corresponds to "body".

(Other embodiments)
Although a plurality of embodiments of the present invention have been described above, the present invention is not construed as being limited to these embodiments, and can be applied to various embodiments without departing from the scope of the present invention. .

  For example, the rotators 10 and 210 may be rotated in conjunction with the camshaft 2 and the rotators 20 and 220 may be rotated in conjunction with the crankshaft. Further, the lubricating liquid introduced into the rotating bodies 10 and 210 may be other than the lubricating oil for the internal combustion engine. Further, for each gear portion 14, 22, 68, 69, at least one of the gear portions 14, 22 and at least one of the gear portions 68, 69 are changed to an external gear portion and an internal gear portion that mesh with each other. Alternatively, the gear portions 22 and 69 may be formed larger in diameter than the gear portions 14 and 68, respectively.

  The first introduction holes 80, 180, 280 can be communicated with the separation gap 82 of the stopper surfaces 70a, 73a and provided in the vicinity of the contact portions of the stopper surfaces 70a, 73a, or in addition thereto, the stopper surface 70b , 73b may be provided close to the contact portion of the stopper surfaces 70b, 73b. In this case, the learning of the relative phase at the start of the internal combustion engine may be performed in the contact state of the stopper surfaces 70b and 73b.

  The first introduction holes 80, 180, 280 are a set of other stopper groove portions 71, 72 and stopper protrusions 74, 75 according to the arrangement of the stopper groove portions 70, 270 and stopper protrusion 73. May also be provided. Furthermore, at least one of the first introduction holes 80 and 180 according to the first and second embodiments and the first introduction hole 280 according to the third embodiment may be provided together. Furthermore, you may change so that the 1st introduction hole 280 by 3rd embodiment may open to the stopper surface 73a of the stopper protrusion 73 according to 2nd embodiment.

  The second introduction hole 90 may be provided in the rotary bodies 10 and 210 (sprockets 13 and 213) instead of or in addition to the rotary bodies 20 and 220. Alternatively, the second introduction hole 90 may not be provided.

  As the “torque generating means” that gives the control torque to the planetary carrier 40, in addition to the electric motor 5, for example, an electric brake such as an electromagnetic brake or a fluid brake or a hydraulic motor may be used.

  The present invention can be applied not only to a device that adjusts the valve timing of the intake valve, but also to a device that adjusts the valve timing of the exhaust valve and a device that adjusts the valve timing of both the intake valve and the exhaust valve. it can.

It is a figure which shows the valve timing adjustment apparatus by 1st embodiment of this invention, Comprising: It is the II sectional view taken on the line of FIG. It is the II-II sectional view taken on the line of FIG. It is the III-III sectional view taken on the line of FIG. It is sectional drawing which shows the operation state different from FIG. 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 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 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 valve timing adjustment apparatus by 3rd embodiment of this invention, Comprising: It is sectional drawing corresponding to FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Valve timing adjustment device, 2 Cam shaft, 3 Conveyance path, 4 Electric unit, 5 Electric motor (torque generation means), 6 Current supply control circuit part (learning means / control means), 7 Rotating shaft, 8 Mechanism unit, 9 Pump DESCRIPTION OF SYMBOLS 10,210 Drive side rotary body (1st rotary body), 12 gear member, 13,213 sprocket, 14 drive side internal gear part (first gear part), 20,220 Drive side rotary body (second rotary body) , 22 driven side internal gear portion (second gear portion), 24 connecting portion, 24a side surface, 40 planet carrier, 41 input portion, 44 eccentric portion, 60 planetary rotating body, 68 drive side external gear portion (third gear portion) 69, driven outer gear (fourth gear), 70, 71, 72, 270 stopper groove, 70a stopper surface (first stopper surface), 70b, 73b stopper surface, 70c inner surface, 73 74, 75 Stopper protrusion, 73a Stopper surface (second stopper surface), 80, 180, 280 First introduction hole (introduction hole), 82 Gap (separation gap), 90 Second introduction hole, 218 Bulkhead, 226 Flange 226a End face

Claims (7)

A first rotating body that rotates in conjunction with one of a crankshaft and a camshaft of an internal combustion engine, the first rotating body having a first stopper surface and a first gear portion;
A second rotating body housed in the first rotating body and rotating in conjunction with the other of the crankshaft and the camshaft, wherein the first rotation is brought into contact with the first stopper surface in the circumferential direction. A second stopper surface and a second gear portion that restrict a change in the relative phase between the body and the second rotating body and allow the change in the relative phase by separating from the first stopper surface in the circumferential direction. A rotating body,
By having a third gear portion and a fourth gear portion that are eccentrically engaged with the first gear portion and the second gear portion, respectively, and the third gear portion and the fourth gear portion make a planetary motion integrally. A planetary rotor that changes the relative phase;
A valve timing adjusting device for adjusting the valve timing of at least one of an intake valve and an exhaust valve that opens and closes the camshaft by torque transmission from the crankshaft,
In at least one of the first rotating body and the second rotating body, an introduction hole for introducing a lubricating liquid into the first rotating body can communicate with a separation gap between the first stopper surface and the second stopper surface. And a valve timing adjusting device, wherein the valve timing adjusting device is provided close to a contact portion between the first stopper surface and the second stopper surface.   The valve timing adjusting device according to claim 1, wherein the introduction hole is provided on the second stopper surface side of the first stopper surface in the first rotating body.   3. The valve timing adjusting device according to claim 1, wherein the introduction hole is provided on the first stopper surface side of the second stopper surface in the second rotating body. 4.   4. The valve timing adjusting device according to claim 1, wherein the first stopper surface and the second stopper surface are provided on an outermost peripheral side in the first rotating body. 5.   At least one of the first rotating body and the second rotating body has a second introduction hole for introducing a lubricating liquid into the first rotating body separately from the first introduction hole as the introduction hole. The valve timing adjusting device according to claim 4, wherein the valve timing adjusting device is provided on an inner peripheral side of the first stopper surface and the second stopper surface in the rotating body.   The said introduction hole opens in the axial direction of said 1st rotary body and said 2nd rotary body, and said 1st gear part is located in the said opening side, The any one of Claims 1-5 characterized by the above-mentioned. The valve timing adjusting device according to 1. A planet carrier that supports the planetary rotator so as to rotate freely, and rotates in a revolving direction of the planetary rotator;
Torque generating means for generating rotational torque applied to the planet carrier;
Learning means for learning the relative phase in the contact state of the first stopper surface and the second stopper surface;
Control means for controlling generation of the rotational torque by the torque generating means based on the relative phase learned by the learning means;
The valve timing adjusting device according to any one of claims 1 to 6, further comprising:

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