JP2009068457A - Valve timing adjusting apparatus - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a valve timing adjusting apparatus for securing the starting performance of an internal combustion engine. <P>SOLUTION: In a valve timing adjusting system, the electric motor 4 generates a driving torque for rotatably driving the motor shaft 102 by conducting electric power thereto and stops the generation of the driving torque by shutting off the electric power. The phase adjusting mechanism 8 transmits cam torque to the motor shaft 102 to adjust the relative phase between the crank shaft and the cam shaft 2 depending on the rotational state of the motor shaft 102. The solenoid actuator 120 comprises an engagement member 124 being capable of shifting to the rotation controlling position where the rotation of the motor shaft 102 is controlled by engaging with the motor shaft 102 to the rotation allowing position where the motor shaft 102 is allowed to rotate, in which the engagement member 124 is driven to the rotation allowing position by conducting electric power and to the rotation controlling position by shutting off the electric power. The electric power conduct controlling circuit part 6 shuts off the electric power to the electric motor 4 and the solenoid actuator 120 as the internal combustion engine is shut down. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a valve timing adjusting device 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 in an internal combustion engine.

  2. Description of the Related Art Conventionally, there has been known a valve timing adjustment device that uses a torque generated by an actuator such as an electric motor or an electric brake to adjust a relative phase between a crankshaft and a camshaft that determines valve timing (hereinafter referred to as “engine phase”). It has been. As an example of such a valve timing adjusting device, in the device of Patent Document 1, the engine phase when the internal combustion engine is stopped is held at a start phase that allows the start of the internal combustion engine to ensure startability of the internal combustion engine. .

Specifically, in the device of Patent Document 1, in addition to the main brake that outputs the braking torque from the brake shaft to the phase adjustment mechanism in the operating state of the internal combustion engine, the braking torque is output from the brake shaft to the phase adjustment mechanism in the stopped state of the internal combustion engine. A sub brake is provided. Thus, when the internal combustion engine is stopped, the braking torque of the sub brake acting on the brake shaft is balanced with the spring torque of the phase adjusting mechanism, so that the engine phase is held at the starting phase.
JP 2005-146993 A

  In the device of Patent Document 1, cam torque generated in the camshaft in the operating state of the internal combustion engine is transmitted to the brake shaft through the phase adjustment mechanism. However, even when the internal combustion engine is stopped, the camshaft rotates. The resulting cam torque may be transmitted to the brake shaft. As described above, when the cam torque acts on the brake shaft when the internal combustion engine is stopped, the torque balance on the brake shaft may be lost, so that the engine phase may be greatly deviated from the start phase.

  The present invention has been made in view of these problems, and an object of the present invention is to provide a valve timing adjusting device that ensures startability of an internal combustion engine.

  The invention according to claim 1 is a valve timing adjusting device for adjusting 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 in an internal combustion engine, and is rotatable. A main actuator that has an output rotator provided, generates drive torque to rotate the output rotator by energization, and stops generation of drive torque by energization cut, and transmits cam torque generated at the camshaft to the output rotator And a phase adjusting mechanism that adjusts the engine phase according to the rotation state of the output rotator, a rotation restricting position that restricts the rotation of the output rotator by engaging with the output rotator, and the separation from the output rotator. Has an engaging member that can be moved to a rotation allowable position that allows rotation of the output rotating body, and the engaging member is rotated by energization. The sub-actuator that drives the engagement member to the rotation restricting position by energization cut and the energization to the main actuator and the sub-actuator are controlled along with the operation of the internal combustion engine. And an energization control unit that cuts when stopped.

  According to such an invention, energization of the main and sub actuators is cut off as the internal combustion engine is stopped, so that generation of drive torque for rotationally driving the output rotator is stopped and rotation of the output rotator is involved. It is regulated by the engagement of the combined member. Therefore, after the energization of each actuator is cut off, even if the cam torque generated on the camshaft is transmitted to the output rotating body through the phase adjusting mechanism, the engine phase is phase adjusted by the rotation regulation of the output rotating body. It will be held by the mechanism. According to this, the engine phase can be held at the start phase when the internal combustion engine is stopped, and startability at the next start of the internal combustion engine can be ensured.

  According to the second aspect of the present invention, the output rotator has a plurality of engagement grooves in the rotation direction with which the engagement members are engaged at the rotation restricting position. According to this, the engagement member can be engaged with the output rotator at a plurality of rotational positions corresponding to the respective engagement grooves. Therefore, when restricting the rotation of the output rotator, By engaging the engaging member quickly in the groove, the engine phase can be properly maintained at the starting phase.

  According to the third aspect of the present invention, the subactuator has the elastic member that presses the engaging member against the engaging groove by generating a restoring force at the rotation restricting position. According to this, the engaging member pressed against the engaging groove by the restoring force of the elastic member at the rotation restricting position is firmly engaged with the engaging groove, and the cam torque acting on the output rotating body from the phase adjusting mechanism is obtained. It becomes possible to compete. Therefore, regardless of the transmission of the cam torque, the rotation of the output rotating body can be surely restricted to ensure the starting phase.

  According to the fourth aspect of the present invention, the energization control means starts energization of the sub-actuator with the start of the internal combustion engine, thereby moving the engagement member together with the elastic member to the rotation allowable position. As a result, when the internal combustion engine is started, the engagement member at the rotation restriction position can be detached from the engagement groove and moved to the rotation permission position regardless of the restoring force of the elastic member. Therefore, in the operation state after the start of the internal combustion engine, the rotation drive of the output rotating body due to the generation of the drive torque, and thus the adjustment of the engine phase according to the rotation drive can be appropriately realized without being hindered. .

  According to the invention described in claim 5, the energization control means controls the energization to the main actuator as the internal combustion engine is started, thereby pressing the engagement member against the restoring force of the elastic member by the engagement groove. A possible driving torque is generated. As a result, even if an abnormality that prevents the engagement member from being removed from the engagement groove occurs depending on the sub-actuator, the rotation restriction is achieved by using the drive torque generated by the main actuator in the output rotating body. The engaging member at the position can be pressed against the restoring force of the elastic member and can be detached from the engaging groove. According to this, it is possible to avoid a situation in which it is difficult to adjust the engine phase after starting the internal combustion engine due to an abnormality.

  According to the sixth aspect of the present invention, the drive torque generated by the energization control means when the internal combustion engine is started is set to be larger than the maximum value of the cam torque that acts on the output rotating body from the phase adjustment mechanism. According to this, even if the engaging member is engaged with the engaging groove by the restoring force of the elastic member and can counter the cam torque, the restoring force is generated by the generation of the driving torque larger than the maximum value of the cam torque. It becomes possible to disengage from the engaging groove against the force. Therefore, it is possible to enhance the effect of avoiding a situation in which it is difficult to adjust the engine phase after starting the internal combustion engine due to the abnormality.

  According to the seventh aspect of the present invention, the energization control means controls the energization to the main actuator while maintaining the energization to the sub-actuator and detects the predetermined engine phase when the indispensable condition for stopping the internal combustion engine is detected. After realization, the power supply to these actuators is cut off. According to this, since the rotation of the output rotator is regulated by the energization cut for each actuator in a state where a predetermined engine phase is realized, it is possible to obtain a stable start phase.

  According to the invention described in claim 8, the main actuator is an electric motor having a motor coil excited by energization and generating a drive torque by the excitation. As described above, by using the electric motor capable of generating the driving torque for rotating the output rotator quickly by exciting the motor coil, the responsiveness to energization control and energization cut is improved, and the valve timing adjustment accuracy is improved. In addition, it is possible to improve the startability ensuring accuracy.

  According to the ninth aspect of the present invention, the sub-actuator is a solenoid actuator that has a solenoid coil that is excited by energization and generates an electromagnetic driving force that drives the engaging member by the excitation. In this way, by using the solenoid actuator that can generate the electromagnetic driving force for driving the engaging member quickly by exciting the solenoid coil, the response to energization control and energization cut is improved, and the startability is ensured. This can be improved.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

(Basic configuration)
FIG. 1 shows a valve timing adjusting apparatus 1 according to an embodiment of the present invention. The valve timing adjusting device 1 is provided in a transmission system that transmits engine torque from a crankshaft (not shown) of the internal combustion engine to the camshaft 2. The valve timing adjusting device 1 includes an electric motor 4, an energization control circuit unit 6, and a phase adjusting mechanism 8, and adjusts the valve timing determined by the engine phase between the crankshaft and the camshaft 2. 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.

  As shown in FIGS. 1 and 2, the electric motor 4 is a brushless motor, and includes a motor case 100, a bearing 101, a motor shaft 102, and a motor stator 103. The motor case 100 is attached to a fixed node (for example, a chain case) of the internal combustion engine. Two bearings 101 and a motor stator 103 are accommodated and fixed in the hollow motor case 100. Each bearing 101 supports a metal shaft main body 104 of the motor shaft 102 so as to be rotatable forward and backward in the directions X and Y of FIG. In the motor shaft 102, the magnetic metal rotor portion 105 is formed in an annular plate shape protruding from the shaft main body 104 to the outer peripheral side. The rotor portion 105 is provided with a plurality of permanent magnets 106 arranged at equal intervals in the rotation direction of the motor shaft 102. As a result, each permanent magnet 106 can rotate forward and backward together with the motor shaft 102. The permanent magnets 106 adjacent to each other in the rotational direction form magnetic poles having opposite polarities on the outer peripheral side of the rotor portion 105. The motor stator 103 is arranged concentrically on the outer peripheral side of the rotor portion 105 and has a motor core 108 and a motor coil 109. The motor core 108 is formed by stacking metal pieces, and a plurality of motor cores 108 are provided at equal intervals in the rotation direction of the motor shaft 102. The energization control circuit unit 6 is electrically connected to the motor coils 109 that are individually wound around the motor cores 108.

  The energization control circuit unit 6 includes, for example, a control computer and an energization driver, and at least a part thereof is accommodated and fixed in the motor case 100. The energization control circuit unit 6 is electrically connected to each motor coil 109 of the electric motor 4 and controls energization of the coils 109. In response to this energization control, the electric motor 4 forms a magnetic field acting on each permanent magnet 106 by exciting each motor coil 109, thereby driving the motor shaft 102 with driving torques in the directions X and Y corresponding to the formed magnetic field. And the motor shaft 102 is driven to rotate. When the energization of each motor coil 109 is cut by the energization control circuit unit 6, the magnetic field formed by the motor coils 109 disappears, so that the generation of the drive torque is stopped.

  As shown in FIG. 1, the phase adjustment mechanism 8 includes a driving side rotating body 10, a driven side rotating body 20, a planetary carrier 40, and a planetary gear 50.

  As shown in FIGS. 1 and 3, the drive-side rotator 10 includes a gear member 12 and a sprocket 13 that are both formed in a cylindrical shape and are coaxially screwed together, and the other components 20 and 40 of the phase adjustment mechanism 8. 60 are housed inside. The peripheral wall portion of the gear member 12 forms a drive-side internal gear portion 14 having a tooth tip circle on the inner peripheral side of the root circle. The sprocket 13 is provided with a plurality of teeth 19 protruding to the outer peripheral side. The sprocket 13 is linked to the crankshaft by winding an annular timing chain between the teeth 19 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 rotating body 10 rotates in conjunction with the crankshaft. At this time, the rotation direction of the drive-side rotator 10 is the clockwise direction in FIG.

  As shown in FIGS. 1 and 4, the driven side rotating body 20 is formed in a bottomed cylindrical shape, and is concentrically fitted to the inner peripheral side of the driving side rotating body 10. The bottom wall portion of the driven-side rotator 20 forms a connecting portion 21 that is coaxially screwed to the cam shaft 2 and connected. By this connection, the driven-side rotator 20 can rotate in conjunction with the cam shaft 2 and can rotate relative to the drive-side rotator 10. The relative rotation direction in which the driven-side rotator 20 advances with respect to the drive-side rotator 10 is the direction X, and the relative rotation direction in which the driven-side rotator 20 retards with respect to the drive-side rotator 10 is the direction. Y.

  The peripheral wall portion of the driven side rotating body 20 forms a driven side internal gear portion 22 having a tooth tip circle on the inner peripheral side of the root circle. Here, the inner diameter of the driven side internal gear part 22 is set smaller than the inner diameter of the drive side internal gear part 14, and the number of teeth of the driven side internal gear part 22 is set smaller than the number of teeth of the drive side internal gear part 14. Has been. The driven side internal gear portion 22 is arranged so as to be shifted in the axial direction with respect to the drive side internal gear portion 14.

  As shown in FIGS. 1, 3, and 4, the planet carrier 40 is formed in a cylindrical shape as a whole, and an input portion 41 is formed by an inner peripheral surface portion. The input unit 41 is disposed concentrically with the rotating bodies 10 and 20 and the motor shaft 102. A groove portion 42 is opened in the input portion 41, and the planetary carrier 40 is connected to the motor shaft 102 through a joint 43 that fits into the groove portion 42. Thereby, the planetary carrier 40 can be rotated together with the motor shaft 102 according to the generation of the driving torque, and can be rotated relative to the internal gear portions 14 and 22 of the rotating bodies 10 and 20.

  The planet carrier 40 forms an eccentric portion 44 by an outer peripheral surface portion that is eccentric with respect to the input portion 41. The eccentric portion 44 is fitted on the inner peripheral side of the center hole 51 of the planetary gear 50 via a bearing 45. Thus, the planetary gear 50 is supported by the eccentric portion 44 so as to be capable of planetary movement in accordance with the relative rotation of the planet carrier 40 with respect to the internal gear portions 14 and 22. Here, the planetary motion refers to a planetary motion in which the planetary gear 50 revolves around the eccentric center line of the eccentric portion 44 and revolves in the rotation direction of the planet carrier 40.

  The planetary gear 50 is formed in a stepped cylindrical shape, and a driving-side external gear portion 52 and a driven-side external gear portion 54 having a tip circle on the outer peripheral side of the root circle are formed by a large diameter portion and a small diameter portion, respectively. . The number of teeth of the driving side external gear part 52 and the driven side external gear part 54 is set to be smaller by the same number than the number of teeth of the driving side internal gear part 14 and the driven side internal gear part 22, respectively. The drive-side external gear portion 52 is disposed on the inner peripheral side of the drive-side internal gear portion 14 and meshes with the gear portion 14. The driven-side external gear portion 54 closer to the connecting portion 21 than the drive-side external gear portion 52 is disposed on the inner peripheral side of the driven-side internal gear portion 22 and meshes with the gear portion 22.

  With the above configuration, a differential gear mechanism 60 in which the driving side internal gear portion 14 and the driven side internal gear portion 22 are connected via the planetary gear 50 is constructed inside the rotating bodies 10 and 20. The phase adjustment mechanism 8 including such a differential gear mechanism 60 adjusts the engine phase according to the rotation state of the motor shaft 102 and the planetary carrier 40 while transmitting the cam torque generated in the cam shaft 2 to the motor shaft 102. To do.

  Specifically, when the motor shaft 102 and the planetary carrier 40 rotate at the same speed as the driving-side rotator 10 and the planetary carrier 40 does not rotate relative to the driving-side internal gear portion 14, the planetary gear 50 performs planetary motion. Without rotating with the rotating bodies 10 and 20. Therefore, the engine phase does not change, and as a result, the valve timing is maintained.

  On the other hand, when the motor shaft 102 and the planetary carrier 40 rotate at high speed with respect to the driving side rotating body 10, the planetary carrier 40 rotates relative to the driving side internal gear portion 14 in the direction X. As a result, the driven-side rotator 20 rotates relative to the drive-side rotator 10 in the direction X. Therefore, the engine phase changes toward the advance side of the camshaft 2 with respect to the crankshaft, and the valve timing advances accordingly.

  On the other hand, when the planetary carrier 40 rotates in the direction Y with respect to the driving-side internal gear portion 14 by rotating the motor shaft 102 and the planetary carrier 40 at a low speed or reversely rotating with respect to the driving-side rotating body 10, The driven-side rotator 20 rotates relative to the drive-side rotator 10 in the direction Y by the planetary motion of the gear 50. Therefore, the engine phase changes to the retard side of the camshaft 2 with respect to the crankshaft, and the valve timing is retarded accordingly.

(Characteristic configuration)
Hereinafter, a characteristic configuration of the present embodiment will be described.

  As shown in FIGS. 1 and 5, the valve timing adjusting device 1 of this embodiment includes a solenoid actuator 120 in addition to the basic elements 4, 6, and 8. The solenoid actuator 120 includes a rotation control member 122, a link member 123, an engagement member 124, an elastic member 125, an electromagnetic drive unit 126, and the like, and is provided in the motor case 100 of the electric motor 4.

  The metal rotation control member 122 has a bracket portion 130 and a groove forming portion 132. The bracket portion 130 is formed in a bottomed cylindrical shape, and is mounted coaxially to the rotor portion 105 of the motor shaft 102 on the bottom side. As a result, the rotation control member 122 can rotate forward and backward as part of the motor shaft 102. The groove forming portion 132 is formed in an annular plate shape, and is provided coaxially on the opening side of the bracket portion 130. The groove forming portion 132 is formed with a plurality of engaging grooves 134 that open toward the outer peripheral side in a form aligned at equal intervals in the circumferential direction.

  The metal link member 123 shown in FIG. 5 is supported by the motor case 100 via the rotary shaft 135 so as to be swingable in the directions A and B in FIG. 5 on the outer peripheral side of the rotation control member 122. . A sleeve portion 136 and a connecting portion 137 are provided on both sides of the link member 123 that sandwich the rotating shaft 135 in the radial direction.

  The metal engaging member 124 is formed in a columnar shape and is concentrically inserted into a bottomed cylindrical sleeve portion 136. As a result, the engaging member 124 can swing together with the link member 123 and can move in sliding contact with the sleeve portion 136. An end portion of the engaging member 124 opposite to the bottom portion of the sleeve portion 136 forms a substantially hemispherical engaging portion 138, which always protrudes from the opening portion of the sleeve portion 136.

  In this embodiment, the elastic member 125 is a metal compression coil spring, and is accommodated concentrically in the sleeve portion 136. The elastic member 125 is interposed between the bottom portion of the sleeve portion 136 and the end portion of the engaging member 124 on the bottom portion side, and generates a restoring force by compressive deformation.

  The electromagnetic drive unit 126 includes a solenoid housing 140, a movable shaft 141, a movable core 144, a fixed core 145, a solenoid coil 142, and a biasing member 143. The solenoid housing 140 is housed and fixed at a location near the link member 123 in the motor case 100. The metal movable shaft 141 is formed in a long bar shape, and one end connected to the movable core 144 is inserted into the hollow solenoid housing 140 so as to be reciprocally movable. The end of the movable shaft 141 opposite to the movable core 144 is connected to the connecting portion 137 of the link member 123 through a pair of turns via the connecting pin 146. As described above, in this embodiment, when the movable shaft 141 moves in the direction α of FIG. 5, the link member 123 swings in the direction A, while when the movable shaft 141 moves in the direction β of FIG. 123 swings in the direction B.

  The movable core 144 made of magnetic metal is formed in a cylindrical shape, is coaxially connected to the movable shaft 141, and is accommodated in the solenoid housing 140 so as to be reciprocally movable. The magnetic metallic fixed core 145 is formed in a cylindrical shape, and is housed and fixed in the solenoid housing 140 in a state of being concentrically disposed on the outer peripheral side of the movable core 144.

  The solenoid coil 142 is wound around the outer periphery of the fixed core 145 in the solenoid housing 140. The solenoid coil 142 is electrically connected to the energization control circuit unit 6 (see FIG. 1), and energization of the solenoid coil 142 is controlled by the energization control circuit unit 6. Accordingly, the solenoid coil 142 is energized under energization control by the energization control circuit unit 6 to generate a magnetic field that acts on the cores 144 and 145, thereby driving the movable shaft 141 in the direction β of FIG. It generates power.

  In this embodiment, the urging member 143 is a metal compression coil spring, and is accommodated in the solenoid housing 140 coaxially with the movable shaft 141. The biasing member 143 is interposed between the movable core 144 and the solenoid housing 140, and generates a restoring force by compressive deformation. Here, the restoring force of the urging member 143 acts on the movable core 144 as a driving force for driving the movable shaft 141 in the direction α in FIG. Therefore, when the energization of the solenoid coil 142 is cut by the energization control circuit unit 6, the magnetic field formed by the solenoid coil 142 disappears, so that the movable shaft 141 is driven in the direction α in FIG. 5 by the restoring force. .

  In such a configuration, when the movable shaft 141 and the link member 123 are driven in the directions α and A by the energization cut to the solenoid coil 142, respectively, and the engagement member 124 reaches the position shown in FIG. Engages with any one of the engagement grooves 134 of the rotation control member 122. At this time, the elastic member 125 is compressed between the engaging member 124 and the sleeve portion 136 to generate a restoring force, thereby pressing the engaging portion 138 against the engaging groove 134 to be firmly engaged. Therefore, the rotation of the motor shaft 102 is restricted by the engagement of the engagement member 124.

  On the other hand, when the movable shaft 141 and the link member 123 are driven in the directions β and B by energizing the solenoid coil 142, respectively, and the engaging member 124 reaches the position shown in FIG. Regardless, the engaging portion 138 is disengaged from the engaging groove 134 of the rotation control member 122. Therefore, in this case, the rotation of the motor shaft 102 is allowed.

  On the other hand, even when the movable shaft 141 and the link member 123 are localized at the same position as in FIG. 5, the engaging member 124 is restored to the elastic member 125 with respect to the link member 123 in the localized state as shown in FIG. 7. By moving against the force, the engaging portion 138 is detached from the engaging groove 134. Therefore, also in this case, the rotation of the motor shaft 102 is allowed.

  As described above, in the present embodiment, the movement position of the engagement member 124 shown in FIG. 5 is the rotation restriction position, and the movement position of the engagement member 124 shown in FIGS.

(Characteristic operation)
Hereinafter, characteristic operations of the present embodiment will be described.

  When the internal combustion engine in the idling state is stopped in response to a stop command such as an ignition switch OFF command, the energization control circuit unit 6 detects the stop command and maintains the energization of the solenoid coil 142 on. At the same time, the energization control circuit unit 6 controls the energization of each motor coil 109 to maintain the engine phase at a predetermined phase Ph shown in FIG. In the present embodiment, the phase Ph is set to an optimum phase (hereinafter referred to as “optimum start phase”) in the start phase of the range ΔPs that allows the next start of the stopped internal combustion engine and improves fuel consumption. . In this embodiment, the optimum starting phase is an intermediate phase between the most retarded angle phase and the most advanced angle phase, but may be the most retarded phase or the most advanced angle phase.

  When the rotational speed of the internal combustion engine falls below a threshold value Rth (for example, 200 rpm) with the engine phase held at the optimum start phase Ph in this way, the energization control circuit unit 6 energizes each motor coil 109 and solenoid coil 142. Cut both. As a result, the generation of the drive torque stops and the engagement member 124 of the rotation control member 122 that rotates inertially with the motor shaft 102 moves to the rotation restriction position as shown in FIG. The engaging portion 138 is quickly engaged. As a result, the motor shaft 102 is completely stopped, and the internal combustion engine is also completely stopped in a very short time (for example, about 0.1 second) after the energization cut. Therefore, as shown in FIG. It stably stops within the starting phase range ΔPs including

  As described above, the cam torque generated by the rotation of the camshaft 2 due to the valve reaction force may act on the motor shaft 102 through the phase adjusting mechanism 8 during the period from when the internal combustion engine is stopped until the next start. Therefore, in the present embodiment, with respect to the restoring force generated by the elastic member 125 with respect to the engagement member 124 at the rotation restriction position, the rotation control member 122 is engaged with the engagement groove 134 by the cam torque having the maximum expected value acting on the motor shaft 102. Even when the engagement portion 138 is pressed by the above, the engagement state between the elements 134 and 138 can be maintained. According to this, the engagement state between the elements 134 and 138 is maintained against the cam torque, and the rotation of the motor shaft 102 is surely restricted. Therefore, when the internal combustion engine is stopped, the engine phase is It is maintained within the proper starting phase range ΔPs. Therefore, when the internal combustion engine receives a start command such as an ignition switch on command, the startability can be ensured when the engine is started next time.

  When the internal combustion engine receives a start command, the energization control circuit unit 6 detects the start command and starts energizing the solenoid coil 142. As a result, as shown in FIG. 6, the engaging member 124 quickly moves to the rotation allowable position together with the elastic member 125, and the engaging portion 138 is detached from the engaging groove 134 of the rotation control member 122. As a result, the rotation of the motor shaft 102 is allowed. Therefore, when the energization control circuit unit 6 starts energization control for each motor coil 109 with or after energization of the solenoid coil 142, the drive torque is reduced. This can be realized appropriately without obstructing the engine phase adjustment due to the occurrence.

  Note that if an abnormality occurs in which the engagement member 124 cannot be separated from the engagement groove 134 due to a failure of the solenoid actuator 120 or the like, the engine phase adjustment after starting the internal combustion engine may be affected. is there.

  Therefore, in the present embodiment, the engagement member 124 can be pressed against the restoring force of the elastic member 125 by the engagement groove 134 with respect to the driving torque generated in the motor shaft 102 when energization to each motor coil 109 is started. Set so that According to this, by using the driving torque generated in the motor shaft 102 to adjust the engine phase, the engaging member 124 at the rotation restricting position is pressed toward the elastic member 125 as shown in FIG. Thus, the engaging portion 138 of the member 124 can be detached from the engaging groove 134.

  In the present embodiment, the drive torque generated in the motor shaft 102 when energization of each motor coil 109 is started is larger than the expected maximum value of the cam torque that acts on the motor shaft 102 when the internal combustion engine is stopped. Set to. According to this, even if the engaging member 124 is in a state that can counter the cam torque by engaging with the engaging groove 134 by the restoring force of the elastic member 125, the engaging member 124 is engaged against the restoring force. It is possible to disengage from the mating groove 134.

According to such characteristic setting of the drive torque, it is possible to surely avoid a situation in which it is difficult to adjust the engine phase after starting the internal combustion engine due to an abnormality, so that high fail-safety can be exhibited. is there.

  In the embodiment described so far, the electric motor 4 corresponds to the “main actuator” recited in the claims, and the motor shaft 102 including the rotation control member 122 is the “output rotating body” recited in the claims. The solenoid actuator 120 corresponds to the “subactuator” described in the claims, and the energization control circuit unit 6 corresponds to the “energization control means” described in the claims.

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

  As the electric motor 4, various motors other than the brushless motor having the above-described configuration can be used as long as the effects of the present invention can be obtained. In addition to the electric motor, for example, a fluid motor capable of generating a relatively large driving torque may be employed as the “main actuator” that generates the driving torque.

  As the solenoid actuator 120, other than the one having the above-described configuration, for example, a member in which the engagement member 124 can be directly driven by the electromagnetic drive unit 126 without providing the link member 123 may be adopted. . In addition to the solenoid actuator, for example, a piezo actuator or a fluid drive piston actuator may be employed as the “subactuator” for driving the engagement member 124.

  As the phase adjustment mechanism 8, the engine phase can be adjusted according to the rotation state of the motor shaft 102 and the cam torque of the cam shaft 2 can be transmitted to the motor shaft 102 in addition to the one provided with the differential gear mechanism 60 as described above. Insofar as various mechanisms can be employed.

  As an “indispensable condition for stopping the internal combustion engine”, in addition to the above-described stop command for the internal combustion engine, for example, an idling speed of the internal combustion engine is adopted as long as it is a condition that always appears when the internal combustion engine stops. May be.

  The present invention is also applicable to a device for adjusting the valve timing of the exhaust valve and a device for adjusting the valve timing of both the intake valve and the exhaust valve, in addition to the above-described device for adjusting the valve timing of the intake valve. It can be done.

It is a figure which shows the basic composition of the valve timing adjustment apparatus by one 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 the IV-IV sectional view taken on the line of FIG. It is the VV sectional view taken on the line of FIG. It is sectional drawing which shows the operation state different from FIG. It is sectional drawing which shows the operation state different from FIG. It is a schematic diagram for demonstrating the characteristic operation | movement of the valve timing adjustment apparatus by one Embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Valve timing adjustment apparatus, 2 Cam shaft, 4 Electric motor (main actuator), 6 Current supply control circuit part (energization control means), 8 Phase adjustment mechanism, 100 Motor case, 102 Motor shaft (output rotary body), 103 Motor stator , 104 shaft main body, 105 rotor portion, 106 permanent magnet, 108 motor core, 109 motor coil, 120 solenoid actuator (subactuator), 122 rotation control member (output rotating body), 123 link member, 124 engagement member, 125 elastic member 126 Electromagnetic drive part, 130 Bracket part, 132 Groove formation part, 134 Engagement groove, 136 Sleeve part, 137 Linking part, 138 Engagement part, 140 Solenoid housing, 141 Movable shaft, 142 Solenoid coil, 143 Energizing member, 144 Movable A, 145 fixed core, Ph optimal starting phase, a range of ΔPs starting phase, Rth threshold

Claims (9)

A valve timing adjusting device that adjusts the valve timing of at least one of an intake valve and an exhaust valve that opens and closes a camshaft by torque transmission from a crankshaft in an internal combustion engine,
A main actuator having an output rotator provided rotatably, generating a drive torque for rotationally driving the output rotator by energization, and stopping the generation of the drive torque by energization cut;
A phase adjusting mechanism for transmitting cam torque generated in the cam shaft to the output rotating body and adjusting a relative phase between the crankshaft and the cam shaft in accordance with a rotation state of the output rotating body;
A rotation restricting position for restricting the rotation of the output rotator by engaging with the output rotator and a rotation allowing position for allowing the output rotator to rotate by detachment from the output rotator are provided. A sub-actuator having an engagement member and driving the engagement member to the rotation allowable position by energization while driving the engagement member to the rotation restriction position by energization cut;
Energization control means for controlling energization to the main actuator and the sub-actuator with the operation of the internal combustion engine, and cutting energization to the actuator with the stop of the internal combustion engine;
A valve timing adjusting device comprising:   2. The valve timing adjusting device according to claim 1, wherein the output rotating body has a plurality of engaging grooves with which the engaging member engages at the rotation restricting position in a rotation direction.   The valve timing adjusting device according to claim 2, wherein the sub-actuator includes an elastic member that presses the engagement member against the engagement groove by generating a restoring force at the rotation restriction position.   4. The energization control unit according to claim 3, wherein the energization control unit moves the engagement member together with the elastic member to the rotation permission position by starting energization of the sub-actuator with the start of the internal combustion engine. The valve timing adjusting device described.   The energization control means controls the energization of the main actuator with the start of the internal combustion engine, whereby the driving torque capable of pressing the engagement member against the restoring force by the engagement groove, The valve timing adjusting device according to claim 4, wherein the valve timing adjusting device is generated.   The drive torque generated by the energization control means when the internal combustion engine is started is set to be larger than a maximum value of the cam torque that acts on the output rotating body from the phase adjustment mechanism. 5. The valve timing adjusting device according to 5.   When the energization control unit detects a condition indispensable for stopping the internal combustion engine, the energization control unit controls energization to the main actuator while maintaining energization to the sub-actuator, and realizes the predetermined relative phase. The valve timing adjusting device according to any one of claims 1 to 6, wherein the energization to the actuator is cut off.   The valve timing adjusting device according to any one of claims 1 to 7, wherein the main actuator is an electric motor having a motor coil excited by energization and generating the driving torque by the excitation. .   The said subactuator has a solenoid coil excited by energization, It is a solenoid actuator which generate | occur | produces the electromagnetic drive force which drives the said engagement member by the said excitation. The valve timing adjusting device according to 1.

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