JP2010281292A - Valve timing adjustment device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a valve timing adjustment device improving adjustability of an engine phase, quietness, durability and a power saving property. <P>SOLUTION: The valve timing adjustment device 1 includes a lock mechanism 400 holding/releasing a relative phase between a drive rotating body 10 and an input rotating body 130. The lock mechanism 400 has: an intermediate rotating body 410 reciprocating between first and second positions in a common rotational shaft direction of the drive rotating body 10 and the input rotating body 130, and restricting relative rotation with respect to the input rotating body 130; an urging member 430 urging the intermediate rotating body 410 on a first position side; a lock coil 440 generating an electromagnetic drive force driving the intermediate rotating body 410 to the second position; an inclined surface 468 of the intermediate rotating body 410 inclined on a wedge surface 462 side of the drive rotating body 10; a rolling element 470 moved along the inclined surface 468 to be pressed against a wedge surface 462, along with the movement of the intermediate rotating body 410 on the first position side. An energization control circuit 200 causes the lock coil 440 to stop the generation of the electromagnetic drive force by stopping the energization of the lock coil 440 when holding the engine phase. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a valve timing adjusting device that adjusts the valve timing of a valve that opens and closes a camshaft by torque transmission from a crankshaft in an internal combustion engine.

  Conventionally, an input torque to be input to the input rotator is generated by energizing the actuator, and the relative phase between the shafts is controlled by controlling the rotation state of the input rotator relative to the interlocking rotator of the crankshaft or camshaft ( Hereinafter, there is known a valve timing adjusting device that adjusts the engine phase).

  As a type of such valve timing adjusting device, there has been proposed a device equipped with a locking means for holding an engine phase by locking an input rotating body with respect to an interlocking rotating body (see Patent Document 1).

  In the valve timing adjusting device of Patent Document 1, the input rotator is interlocked and rotated by urging the interlock rotator with the urging force of the wave ring at a position where the teeth provided on the interlock rotator and the input rotator mesh with each other. The engine phase is maintained by locking against the body. On the other hand, by generating an electromagnetic driving force for driving the interlocking rotator to the position where the engagement between the teeth is released by energizing the solenoid coil, the input rotator is unlocked with respect to the interlocking rotator, Changes in engine phase are allowed.

  Therefore, the engine phase is maintained by stopping the generation of input torque and electromagnetic driving force by cutting off the energization of the actuator and solenoid coil, while the input torque and electromagnetic driving force are reduced by energizing the actuator and solenoid coil. Can be generated to change the engine phase. Therefore, the energization time to the actuator and the solenoid coil is reduced, and the power saving performance is improved.

JP-A-9-250309

  However, in the valve timing adjusting device of Patent Document 1, it is necessary to provide the teeth of the interlocking rotator and the input rotator at intervals in the rotational circumferential direction. Thereby, since the meshing positions of the teeth become discrete, the engine phase holding phase cannot be set continuously, and the adjustment accuracy of the engine phase is lowered. The present invention has been made in view of such problems, and an object of the present invention is to provide a valve timing adjusting device that enhances adjustability of an engine phase that determines valve timing as well as power saving.

The invention according to claim 1 is a valve timing adjusting device for adjusting a valve timing of a valve that opens and closes a camshaft by torque transmission from a crankshaft in an internal combustion engine,
An input rotator has an actuator that generates input torque to be input to the input rotator, and an interlocking rotator that rotates in conjunction with the crankshaft or camshaft. A phase adjustment mechanism that adjusts the relative phase between the crankshaft and the camshaft according to the rotational state of the input rotator, and the relative phase is maintained by locking the interlocking rotator with respect to the input rotator. In a valve timing adjustment device comprising: a lock unit that allows a change in relative phase by releasing the power; and an energization control unit that controls each operation of the actuator and the lock unit by energization.
The lock means is capable of reciprocating between the first position and the second position in the rotation axis direction common to the input rotator and the interlocking rotator, and substantially restricts relative rotation with the input rotator. Interlocked with an intermediate rotating body provided, a biasing member that generates a biasing force that biases the intermediate rotating body toward the first position, and a lock coil that generates an electromagnetic driving force that drives the intermediate rotating body to the second position A wedge surface provided on one of the rotating body and the intermediate rotating body, an inclined surface provided on the other of the interlocking rotating body and the intermediate rotating body and inclined toward the wedge surface in the radial direction, the interlocking rotating body, and the intermediate rotation It is interposed between the bodies, and is pressed against the wedge surface by moving along the inclined surface along with the movement of the intermediate rotating body to the first position side. A rolling element whose pressing is released,
When maintaining the relative phase, the energization control means cuts off the energization to the actuator to stop the generation of the input torque, cuts off the energization to the lock coil to stop the generation of the electromagnetic driving force, and sets the relative phase. When changing, the energization control means controls the energization of the actuator to set the input torque, and energizes the lock coil to generate an electromagnetic driving force.

  According to the present invention, when the energization to the lock coil is cut, the intermediate rotating body moves to the first position side by the urging force generated by the urging member. The moving rolling element is pressed against the wedge surface. As a result, the wedge action is exerted, and the positional deviation of the rolling element and the inclined surface with respect to the wedge surface is restricted in the rotational circumferential direction of the intermediate rotator.

  Here, since the wedge surface and the slope are respectively provided on one and the other of the interlocking rotating body and the intermediate rotating body, the intermediate rotating body is locked to the interlocking rotating body by such positional deviation restriction. Become. Further, the relative rotation of the intermediate rotator with respect to the input rotator is substantially restricted.

  From the above, as the intermediate rotating body is driven, the inclined surface presses the rolling element against the wedge surface, thereby locking the input rotating body with respect to the interlocking rotating body via the intermediate rotating body at an arbitrary engine phase. realizable. Therefore, by cutting the energization of the actuator that generates the input torque to the input rotating body together with the energization of the lock coil, it is possible to continuously set the holding phase by the lock with respect to the engine phase, thereby improving the adjustability. be able to.

  In addition, when the lock coil is energized in the first aspect of the invention, the intermediate rotating body is driven to the second position by the electromagnetic driving force generated by the coil, and the pressing of the rolling element to the wedge surface is released. Therefore, the intermediate rotating body is unlocked with respect to the interlocking rotating body. Therefore, by setting the input torque that is input to the input rotator by controlling the energization of the actuator along with the energization of the lock coil, the engine phase is adjusted according to the rotation of the input rotator relative to the interlocking rotator. Can be changed. Here, since the energization to the lock coil and the actuator is cut when the engine phase is maintained as described above, the timing of energizing them is limited to when the engine phase changes, so that the power saving can be improved. .

  According to a second aspect of the present invention, the wedge surface is an arcuate surface having a curvature that approaches the inclined surface as it goes to both sides in the rotational circumferential direction of the intermediate rotating body from the position where the rolling element contacts. It is characterized by that.

  According to this invention, the wedge surface against which the rolling element is pressed is an arcuate surface that has a curvature that approaches the inclined surface as it goes in the rotational circumferential direction of the intermediate rotating body rather than the rolling element comes into contact. When the rolling element is pressed against the wedge surface having an arcuate surface, the wedge surface engages with the rolling element from both sides in the rotational circumferential direction. This engagement action ensures the wedge action.

  Further, in the present invention, since the surface that engages the rolling element from both sides in the rotational circumferential direction is realized by one arc surface, the shape of the wedge surface can be simplified, and the wedge surface Is easy to process.

  According to a third aspect of the present invention, the wedge surface, the rolling element, and the inclined surface are provided side by side in the rotational radial direction of the intermediate rotating body, and the locking means is provided on either the interlocking rotating body or the intermediate rotating body. A recess that opens to the inclined surface side and accommodates a rolling element therein, and has a wedge surface at the bottom, and a recess having a side wall that surrounds the rotation circumferential direction and the rotation axis direction of the intermediate rotation body. It is characterized by that.

  According to this invention, the wedge surface, the rolling element, and the inclined surface are provided side by side in the rotational radial direction of the intermediate rotator, and either the interlocking rotator or the intermediate rotator has a wedge surface at the bottom. And a recess for housing the rolling element, which has side walls that surround the four sides in the rotational circumferential direction and the rotation axis direction of the rotating body, so that the rolling element is reliably prevented from falling off the locking means. be able to.

  According to a fourth aspect of the present invention, among the side wall portions facing in the rotation axis direction in the concave portion, the rolling element is disposed between the first position side wall portion and the rolling element toward the second position side wall portion. A rolling element urging member for pressing is provided.

  According to this invention, since the rolling element is pressed toward the side wall portion on the second position side in the recess by the rolling element urging member, the intermediate rotating body is in the first position, and the wedge surface is The distance between the inclined surface and the rolling element when the wedge action is not exhibited can be shortened as much as possible. For this reason, the impact on the rolling element of the inclined surface when the intermediate rotating body moves to the second position can be minimized, and the quietness at the time of switching can be improved. In addition, since the distance between the inclined surface and the rolling element can be shortened as much as possible, the time for the locked state can be shortened as much as possible.

  The invention according to claim 5 is characterized in that the lock means has a plurality of sets of wedge surfaces, inclined surfaces, and rolling elements in the rotational circumferential direction of the intermediate rotating body.

  According to the present invention, the forces such as the drag generated by the inclined surfaces pressing the rolling elements against the wedge surfaces in each set are dispersed in the rotational circumferential direction of the intermediate rotating body, which contributes to improving the durability. be able to.

  Here, when a plurality of wedge surfaces are formed on either the interlocking rotator or the intermediate rotator, the distance from the rotation axis of the intermediate rotator to each wedge surface may differ due to the occurrence of a processing error. In such a state, when the rolling element is disposed between the wedge surface and the inclined surface, and the intermediate rotating body is moved from the second position to the first position in order to press the rolling element against the wedge surface by the inclined surface, When a specific rolling element is pressed against the wedge surface, there is a possibility that a state where the rolling element arranged outside the specific rolling element is not pressed against the wedge surface may occur. If all the rolling elements are not pressed against the wedge surface in this way, there is a possibility that the locking of the intermediate rotating body with respect to the interlocking rotating body becomes incomplete.

  Further, according to the present invention, in combination with the fourth aspect, in a state where the intermediate rotating body is in the second position, all the rolling elements do not exhibit the wedge action on both the wedge surface and the inclined surface. Touch. In this state, when the rolling elements are in the second position, all the rolling elements are in contact with both surfaces, so even if the wedge surface formation position is slightly shifted, the intermediate rotating body is moved to the first position. All the rolling elements are pressed against the wedge surface, and all wedge surfaces, inclined surfaces, and sets of rolling elements can exert a wedge action.

  The invention described in claim 6 is characterized in that the concave portion having the wedge surface is provided in a direction in which the rolling element does not fall off even when centrifugal force is applied. According to the present invention, since the recess in the locking means is provided in a direction in which the rolling element does not fall off even when centrifugal force is applied, the rolling element rotates around the rotation axis of the intermediate rotating member, and the centrifugal force is applied to the rolling member. Even if it works, it can prevent reliably that a rolling element falls out to the said radial direction outer side in a recessed part.

  The invention according to claim 7 is characterized in that the rolling element has a circular outline in a cross section perpendicular to the rotation axis direction of the intermediate rotating body. According to this invention, the friction generated by the inclined surface pressing the rolling element against the wedge surface can be reduced by the rolling of the rolling element, thereby contributing to the improvement of durability.

  The invention according to claim 8 is characterized in that the rolling element is a sphere. According to this invention, since the rolling element is a sphere, the contact area between the wedge surface and the inclined surface can be minimized. According to this, the force which presses a rolling element on a wedge surface in order to exhibit a wedge effect | action can be reduced. Therefore, since the force which presses a rolling element to a wedge surface can be reduced, the physique of a biasing member can be made small, and it can contribute to size reduction of a valve timing adjustment apparatus by extension.

  According to the ninth aspect of the present invention, the locking means is provided so as to be reciprocally movable with the intermediate rotating body in the direction of the rotation axis, and has a movable body that allows relative rotation of the intermediate rotating body. An urging force is applied to the intermediate rotating body via the lock coil, and the lock coil applies an electromagnetic driving force to the intermediate rotating body via the movable body.

  According to this invention, since the urging force generated by the urging member is applied via the movable body, the intermediate rotator that has moved to the first position is locked with respect to the interlocking rotator. It rotates in conjunction with the camshaft. At this time, the movable body moves to the first position together with the intermediate rotator, but can allow relative rotation of the intermediate rotator. Therefore, the movable body is localized regardless of the rotation of the intermediate rotating body, and the urging force of the urging member can be applied to the intermediate rotating body via the movable body in the localized state, so that the locked state is reliably maintained. be able to.

  Further, according to the present invention, the electromagnetic driving force generated by the lock coil is applied to the intermediate rotating body at the first position, which rotates by being locked with respect to the interlocking rotating body, via the movable body in the localized state. Thus, the intermediate rotating body can be reliably driven to the second position.

  In the invention according to claim 10, the actuator generates brake torque as input torque by braking the input rotator, and the phase adjustment mechanism decelerates the rotation of the input rotator to adjust the relative phase. It is characterized by.

  In the case of an actuator that generates braking torque by braking the input rotating body, the response to energization generally tends to be difficult to increase. Therefore, it is desirable to increase the response of the device by reducing the reduction ratio in the phase adjustment mechanism. Here, when the reduction ratio in the phase adjusting device is reduced, the shift of the lock position of the input rotor relative to the interlocking rotor tends to affect the adjustment accuracy of the engine phase, but the holding phase can be set continuously by the lock. Therefore, the engine phase can be adjusted with high accuracy.

  According to an eleventh aspect of the present invention, the actuator generates a brake torque corresponding to the viscosity of the functional fluid that contacts the input rotor, and the energization control means variably controls the viscosity of the functional fluid by energizing the actuator. It is characterized by doing.

  According to the present invention, it is possible to set the brake torque without substantially generating abnormal noise by variably controlling the viscosity of the functional fluid contacting the input rotor by energizing the actuator. . Therefore, it can contribute to the improvement of silence.

It is sectional drawing which shows the valve timing apparatus by one Embodiment of this invention. It is sectional drawing which expands and shows the actuator of FIG. It is the III-III line expanded sectional view of FIG. It is a schematic diagram for demonstrating the shape of the wedge surface shown in FIG. It is sectional drawing which shows the operation state different from FIG. It is the VI-VI sectional view taken on the line of FIG. It is a schematic diagram for demonstrating the valve timing adjustment operation | movement by the valve timing adjustment apparatus of FIG.

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

  FIG. 1 shows a valve timing adjusting apparatus 1 according to an embodiment of the present invention. The valve timing adjusting device 1 is mounted on a vehicle and installed in a transmission system that transmits engine torque from a crankshaft (not shown) of an internal combustion engine to a camshaft 2. Here, the camshaft 2 shown in FIG. 1 opens and closes an intake valve (not shown) in the “valve” of the internal combustion engine. The valve timing adjusting device 1 of the present embodiment adjusts the valve timing of the intake valve.

(Basic part)
First, the basic part of the valve timing adjusting device 1 will be described. The valve timing adjusting device 1 of the present embodiment is a combination of the actuator 100, the energization control circuit 200, the phase adjusting mechanism 300, the lock mechanism 400, and the like, and adjusts the engine phase that is the relative phase of the camshaft 2 with respect to the crankshaft. Thus, the valve timing suitable for the operating state of the internal combustion engine is realized.

(Actuator)
As shown in FIG. 1, the actuator 100 is an electric fluid brake in this embodiment, and includes a housing 110, an input rotating body 130, and a brake coil 150.

  As shown in FIG. 2, the housing 110 has a fixing member 112 made of a magnetic material and a support member 114 fixed together in a liquid-tight manner, and has a hollow shape as a whole. The fixing member 112 has a bottomed cylindrical shape, and is fixed to the support member 114 by fixing means (not shown). The support member 114 has an annular plate shape coaxial with the fixing member 112, and is disposed closer to the mechanisms 300 and 400 than the bottom 116 of the fixing member 112. The support member 114 is fixed to a chain case 4 (see also FIG. 1), which is a fixed node of the internal combustion engine.

  The input rotating body 130 is formed by mutually fixing a main body member 131 and a connecting member 136. The main body member 131 is made of a magnetic material, and integrally includes a rotating shaft portion 132 and a rotor portion 134. A cylindrical connecting member 136 that penetrates the support member 114 and is connected to the mechanisms 300 and 400 is concentrically fitted to the shaft-like rotating shaft portion 132. The rotating shaft portion 132 is linked to the mechanisms 300 and 400 via the connecting member 136 by this fitting. The connecting member 136 is supported by the bearing 118 of the support member 114. With this connection, the input rotating body 130 rotates when engine torque output from the crankshaft is transmitted from the phase adjusting mechanism 300 during operation of the internal combustion engine.

  As shown in FIG. 2, the annular plate-like rotor portion 134 is coaxially provided at the end of the rotating shaft portion 132 opposite to the connecting member 136 and is accommodated in the housing 110. Thereby, in the rotation axis direction of the input rotating body 130, a magnetic gap 120 is formed between the rotor portion 134 and the bottom portion 116 of the fixing member 112, and a magnetic gap is formed between the rotor portion 134 and the support member 114. 124 is formed.

  The inside of the housing 110 in which the magnetic gaps 120 and 124 are thus formed is sealed so as to be partially filled with the magnetorheological fluid 140. Here, the magnetorheological fluid 140 is a kind of “functional fluid”, and is formed by suspending magnetic particles in a liquid base material. As the base material of the magnetorheological fluid 140, for example, a liquid non-magnetic material such as oil is used, and more preferably, the same kind of oil as the lubricating oil of the internal combustion engine is used. As magnetic particles of the magnetorheological fluid 140, for example, a powdery magnetic material such as carbonyl iron is used.

  The magnetorheological fluid 140 having such a component structure has a characteristic that the apparent viscosity increases following the strength of the applied magnetic field. Further, the magnetic viscous fluid 140 has a characteristic that the shear stress increases in proportion to the viscosity and in inverse proportion to the size of the space where the magnetic viscous fluid 140 exists.

  The brake coil 150 is disposed concentrically on the outer peripheral side of the rotor portion 134. The brake coil 150 is held by the fixing member 112 and the support member 114 via the bobbin 152. By energizing and exciting the brake coil 150, the brake coil 150 generates magnetic flux that sequentially passes through the fixed member 112, the magnetic gap 120, the rotor part 134, the magnetic gap 124, and the support member 114 as indicated by the broken line arrow B in FIG. 5. Generates a magnetic field that forms.

  When the brake coil 150 generates a magnetic field according to the energization current while the input rotating body 130 is rotating, the magnetorheological fluid 140 flows into the magnetic gaps 120 and 124 and has a viscosity corresponding to the strength of the generated magnetic field. As a result, between the housing 110 and the input rotating body 130 that are in contact with the magnetorheological fluid 140 of each of the magnetic gaps 120 and 124, the brake torque that brakes the rotor unit 134 by the shear stress proportional to the viscosity of the magnetorheological fluid 140 is increased. 3 occurs in the clockwise direction. That is, the brake torque is input to the input rotating body 130 as “input torque”.

(Energization control circuit)
An energization control circuit 200 shown in FIG. 1 is composed of, for example, a microcomputer and is disposed outside the actuator 100 and is electrically connected to the brake coil 150 and the vehicle battery 6. While the internal combustion engine is stopped, the energization control circuit 200 is in a state where the energization to the brake coil 150 is cut off by the interruption of the power supply from the battery 6. Therefore, at this time, no magnetic field is generated by the brake coil 150, and the generation of brake torque acting on the input rotating body 130 is stopped.

  On the other hand, during operation of the internal combustion engine, the energization control circuit 200 controls the energization current to the brake coil 150 while supplying power from the battery 6. Accordingly, at this time, the viscosity of the magnetorheological fluid 140 is variably controlled, and the brake torque input to the input rotating body 130 increases or decreases following the current supplied to the brake coil 150. Note that the control state of the energization control circuit 200 during operation of the internal combustion engine includes a state in which the energization to the brake coil 150 is cut off. In the energization cut state, the generation of the brake torque is stopped as in the case where the internal combustion engine is stopped.

(Phase adjustment mechanism)
As shown in FIG. 1, the phase adjustment mechanism 300 includes a drive rotator 10, a driven rotator 20, an assist member 30, a planet carrier 40, and a planetary gear 50.

  As shown in FIGS. 1 and 6, the drive rotator 10 is formed by screwing a gear member 12 and a sprocket 13, both of which are cylindrical, on the same axis. The inner peripheral portion of the gear member 12 forms a drive side internal gear portion 14. A plurality of teeth 16 are provided on the outer periphery of the sprocket 13 so as to protrude outward in the rotational radial direction. The sprocket 13 is linked to the crankshaft by an annular timing chain being spanned between the teeth 16 and the plurality of teeth of the crankshaft. Therefore, when the engine torque output from the crankshaft during operation of the internal combustion engine is input to the sprocket 13 through the timing chain, the drive rotor 10 rotates in the clockwise direction in FIG. 6 in conjunction with the crankshaft.

  The driven rotor 20 has a cylindrical shape, and is concentrically disposed on the inner peripheral side of the sprocket 13. The outer peripheral portion of the driven rotor 20 forms a driven side external gear portion 22. The inner peripheral portion of the driven rotating body 20 forms a connecting portion 24 that is coaxially fixed to the camshaft 2 by bolts. With this connection, the driven rotator 20 can rotate in the clockwise direction of FIG. 6 in conjunction with the camshaft 2, and can rotate relative to the drive rotator 10.

  As shown in FIG. 1, the assist member 30 is formed of a torsion coil spring and is arranged concentrically on the inner peripheral side of the sprocket 13. One end of the assist member 30 is locked to the sprocket 13, and the other end of the assist member 30 is locked to the connecting portion 24. In this embodiment, the assist member 30 interposed between the rotary bodies 10 and 20 generates an assist torque that biases the driven rotary body 20 on the retard side with respect to the drive rotary body 10 by torsional deformation. .

  The planet carrier 40 has a cylindrical shape as a whole. An inner peripheral portion of the planetary carrier 40 forms a transmission portion 41 to which brake torque is transmitted from the input rotating body 130 of the actuator 100. The transmission part 41 arranged concentrically with respect to the rotary bodies 10 and 20 and the input rotary body 130 has a plurality of fitting groove parts 42, and via joints 43 that fit into the fitting groove parts 42. The planet carrier 40 is connected to the connecting member 136 of the input rotating body 130. By this connection, the planet carrier 40 can rotate integrally with the input rotating body 130 and can rotate relative to the driving rotating body 10.

  As shown in FIGS. 1 and 6, the outer peripheral portion of the planet carrier 40 forms an eccentric portion 44 that is eccentric with respect to the transmission portion 41. The eccentric portion 44 is concentrically fitted to the inner peripheral side of the planetary gear 50 via a planetary bearing 45. By this fitting, the planetary carrier 40 supports the planetary gear 50 so as to be capable of planetary movement in accordance with the relative rotation of the planetary carrier 40 with respect to the driving side internal gear portion 14. Here, the planetary movement refers to a planetary movement in which the planetary gear 50 revolves around the eccentric center line of the eccentric portion 44 and revolves in the circumferential direction of the planet carrier 40.

  The planetary gear 50 has a cylindrical shape and is disposed concentrically with the eccentric portion 44. That is, the planetary gear 50 is arranged eccentrically with respect to the gear portions 14 and 22. The outer peripheral portion of the planetary gear 50 forms a drive-side external gear portion 52 that meshes with the drive-side internal gear portion 14 on the eccentric side. The number of teeth of the drive side external gear portion 52 is set to be smaller than the number of teeth of the drive side internal gear portion 14. The inner peripheral portion of the planetary gear 50 forms a driven side internal gear portion 54 that meshes with the driven side external gear portion 22 on the side opposite to the eccentric side. The number of teeth of the driven side internal gear portion 54 is set to be larger than the number of teeth of the driven side external gear portion 22 and smaller than the number of teeth of the driving side external gear portion 52.

  Thus, the phase adjustment mechanism 300 constitutes a so-called differential gear type planetary speed reduction mechanism that adjusts the engine phase by decelerating the rotation of the input rotating body 130 and transmitting it to the camshaft 2.

  Specifically, when the input rotator 130 rotates at the same speed as the drive rotator 10 by the locking action of the lock mechanism 400 described later, and the planetary carrier 40 does not rotate relative to the drive-side internal gear unit 14, the planetary gears. 50 rotates with the rotators 10 and 20 without planetary motion. Therefore, the engine phase at this time is held.

  On the other hand, when the brake torque of the input rotator 130 is generated under unlocking of the lock mechanism 400 described later, the input rotator 130 rotates at a lower speed than the drive rotator 10. As a result, when the planetary carrier 40 rotates relative to the retard side with respect to the drive-side internal gear portion 14, the planetary gear 50 moves in a planetary motion and the driven rotor 20 rotates relative to the advance side with respect to the drive rotor 10. Therefore, the engine phase at this time is advanced.

  On the other hand, when the brake torque of the input rotator 130 decreases with the lock mechanism 400 unlocked, the assist torque of the assist member 30 is transmitted to the input rotator 130 through the phase adjustment mechanism 300, thereby the input rotator 130. Rotates faster than the drive rotor 10. Thereby, when the planet carrier 40 rotates relative to the advance side with respect to the drive side internal gear portion 14, the planetary gear 50 moves in a planetary motion, and the driven rotor 20 rotates relative to the retard side with respect to the drive rotor 10. Therefore, the engine phase at this time is retarded.

(Characteristic part)
Next, the characteristic part of the valve timing adjusting device 1 will be described in detail. As shown in FIG. 1, the valve timing adjusting device 1 of the present embodiment is characterized in that an electric lock mechanism 400 is provided and the operation of the lock mechanism 400 is controlled by an energization control circuit 200 common to the actuator 100. is there.

(Lock mechanism)
As shown in FIG. 2, the lock mechanism 400 includes an intermediate rotating body 410, a movable body 420, an urging member 430, and a lock coil 440.

  As shown in FIGS. 2 and 3, the intermediate rotator 410 is disposed concentrically with the rotators 10 and 130 and faces the planet carrier 40 in the direction of the rotation axis common to the rotators 10 and 130. The intermediate rotator 410 integrally includes a support shaft portion 412 and a lock portion 414. The cylindrical support shaft portion 412 can be reciprocated in the direction of the rotation axis, and is supported by the connecting member 136 so that relative rotation with respect to the input rotation body 130 is substantially restricted. An outer peripheral portion of the connecting member 136 forms an external tooth portion 137 including a plurality of teeth extending in the rotation axis direction. Further, the inner peripheral portion of the support shaft portion 412 forms an inner tooth portion 413 composed of a plurality of teeth that mesh with the outer tooth portion 137 and extend in the rotation axis direction. When the external tooth portion 137 of the connecting member 136 meshes with the internal tooth portion 413 of the support shaft portion 412, the intermediate rotating body 410 has the first position in FIG. 2 and the second position in FIG. 5 in the rotational axis direction. It can be reciprocated between them and is supported by the connecting member 136 so that relative rotation with respect to the input rotating body 130 is substantially restricted.

  A cylindrical lock portion 414 shown in FIGS. 2 and 3 is coaxially provided at the end of the support shaft portion 412 on the planet carrier 40 side. The lock portion 414 is disposed on the inner peripheral side of the gear member 12 in the drive rotator 10 with a clearance in the radial direction between the gear member 12.

  As shown in FIG. 2, the movable body 420 made of a magnetic material has a cylindrical shape, and is concentrically fitted to the outer peripheral side of the support shaft portion 412 of the intermediate rotating body 410 via the movable bearing 422. With this fitting, the intermediate rotating body 410 can reciprocate in the direction of the rotation axis together with the movable body 420, and relative rotation with respect to the movable body 420 is allowed.

  The urging member 430 is formed of a compression coil spring and is disposed concentrically on the outer peripheral side of the input rotating body 130. One end portion of the biasing member 430 is locked to a movable side locking portion 432 provided on the movable body 420, and the other end portion of the biasing member 430 is an annular groove shape provided on the support member 114 of the housing 110. The fixed side locking portion 434 is locked. As a result, the biasing member 430 interposed between the movable body 420 and the drive rotary body 10 is compressed and deformed to bias the intermediate rotary body 410 to the first position side via the movable body 420. Is generated.

  The lock coil 440 is disposed concentrically on the outer peripheral side of the input rotating body 130, and is held by the support member 114 of the housing 110 via the bobbin 442. By energizing and energizing the lock coil 440, the lock coil 440 generates a magnetic field that forms a magnetic flux that sequentially passes through the movable body 420 and the support member 114, as indicated by the broken arrow R in FIG. 5. When the lock coil 440 generates a magnetic field according to the energization current, a magnetic attractive force acts between the movable body 420 and the support member 114, and the intermediate rotating body 410 together with the movable body 420 resists the biasing force of the biasing member 430. To move to the second position. That is, a magnetic attractive force as an “electromagnetic driving force” applied to the intermediate rotating body 410 via the movable body 420 is generated, and thereby the movable body 420 is driven to the second position.

  Under such a configuration, the lock mechanism 400 is provided with a plurality of clutch portions 460 in the rotational circumferential direction of the intermediate rotating body 410 as shown in FIGS. Specifically, as shown in FIGS. 2 and 3, the clutch portion 460 includes a set of a wedge surface 462, an inclined surface 468, a rolling element 470, and a rolling element urging member 472.

  The wedge surface 462 is formed by the inner surface of the recess 463 that opens to the inner peripheral portion of the gear member 12 in the drive rotating body 10. The wedge surface 462 has an arc shape that opens in the rotational circumferential direction of the intermediate rotator 410 in a cross section (the cross section shown in FIG. 3) orthogonal to the rotation axis direction of the intermediate rotator 410. Thus, the wedge surface 462 forms arcuate engagement surface portions 462a and 462b that are inclined in directions opposite to the rotational radial direction line L of the intermediate rotating body 410, respectively. More specifically, each of the engagement surface portions 462a and 462b is an arc surface whose distance from the inclined surface 468 decreases as it goes from the radial line L toward the rotational circumferential direction.

  The inclined surface 468 is formed by the outer peripheral surface of the tapered portion 469 provided on the inner peripheral side of the gear member 12 in the lock portion 414 of the intermediate rotating body 410, and is thus common to each set of the clutch portions 460. . The inclined surface 468 of the present embodiment increases in diameter toward the housing 110 side of the actuator 100 from the planet carrier 40 side of the phase adjustment mechanism 300. As a result, the inclined surface 468 is inclined toward the wedge surface 462 side of each pair of clutch portions 460 in the rotational radial direction of the intermediate rotating body 410.

  In this embodiment, the rolling element 470 is a sphere, opens to the inclined surface 468 side in the same set of clutch portions 460, forms a wedge surface 462 at the bottom, and rotates in the circumferential direction and rotation of the intermediate rotating body 410. It is accommodated in a recessed portion 463 that forms a side wall portion 464 surrounding the four sides in the axial direction so as to be able to roll. As a result, the rolling element 470 is interposed between the wedge surface 462 and the inclined surface 468 so as to have a circular contour in a cross section (the cross section shown in FIG. 3) orthogonal to the rotation axis direction of the intermediate rotator 410. 10 and can be rotated.

  Of the side wall portions 464 of the recess 463, the side wall portion 464a on the housing 110 side is formed so as to prevent the rolling element 470 from falling off to the housing 110 side. A protruding portion 465 that protrudes from the rolling member 470 from the recess 463 toward the inner peripheral side is formed at the end of the side wall portion 464a on the intermediate rotating body 410 side. Of the side wall portions 464 of the recesses 463, the side wall portions 464b on the planet carrier 40 side are formed so as to prevent the rolling elements 470 from dropping off to the planet carrier 40 side. With such a structure of the recess 463, it is possible to prevent the rolling element 470 from dropping to the housing 110 side, the planetary carrier 40 side, and the intermediate rotating body 410 side.

  The rolling element urging member 472 is formed of a compression coil spring, and is held in a holding recess 466 provided in the gear member 12 in the driving rotating body 10. The holding recess 466 is open to a side wall portion 464b on the planet carrier 40 side that forms the wedge surface 462 of the clutch portion 460 of the same set. The urging member 472 protrudes from the holding recess 466 into the recess 463, and the end protruding from the recess 463 is brought into contact with the rolling element 470. As a result, the rolling element urging member 472 interposed between the drive rotator 10 and the rolling element 470 is compressed and deformed to urge the rolling element 470 toward the side wall portion 464a on the housing 110 side. Generate power.

  With the above configuration, in the clutch portion 460, the rolling element 470 moves toward the wedge surface 462 along the inclination of the inclined surface 468 as the intermediate rotating body 410 moves toward the first position shown in FIG. . As a result, when the intermediate rotating body 410 reaches the first position, it is pressed against the wedge surface 462 by the inclined surface 468 as shown in FIGS.

  In this pressing state, the engaging surface portions 462a and 462b of the wedge surface 462 are engaged with the rolling elements 470 from both sides in the rotational circumferential direction of the intermediate rotating body 410, so that the engaging surface portions 462a and 462b are connected to the rolling elements 470. The wedge action is exhibited by the acting drag. As a result, the positional deviation of the rolling element 470 and the inclined surface 468 with respect to the wedge surface 462 in both sides in the rotational circumferential direction is restricted, so that the intermediate rotator 410 is locked to the drive rotator 10 so as not to be relatively rotatable. Become.

  On the other hand, as the intermediate rotating body 410 moves to the second position side shown in FIG. 5, the distance between the inclined surface 468 sandwiching the rolling element 470 and the wedge surface 462 increases in the clutch portion 460. As a result, when the intermediate rotating body 410 reaches the second position, the pressing of the rolling element 470 against the wedge surface 462 is released. Therefore, in this pressing release state, the lock of the intermediate rotator 410 with respect to the drive rotator 10 is released.

  In such a clutch portion 460, it is desirable that the elements 12, 410 provided with the surfaces 462, 468 and the rolling elements 470 are materials having high wear resistance, for example, a metal such as an iron-based alloy. Material will be adopted.

  Here, the shape of the wedge surface 462 will be described in detail. FIG. 4 schematically shows the wedge surface 462, the inclined surface 468, and the rolling element 470 in the cross section shown in FIG. In FIG. 4, for convenience of explanation, only one wedge surface 462 is shown among the plurality of wedge surfaces 462. The other wedge surfaces 462 are also formed in the same way as the wedge surfaces 462 described in this figure.

  A lower arc illustrated as a solid line in contact with the rolling element 470 is an arc formed on the inclined surface 468, and is an intersection of the rotation axis of the intermediate rotation body 410 and the cross section orthogonal to the rotation axis shown in FIG. A part of a circle with a radius R centered on O. Here, the radius R is a distance from the intersection point O to the contact portion between the rolling element 470 and the inclined surface 468. An arc illustrated as a one-dot chain line in contact with the rolling element 470 is a part of a circle having a radius (R + D) centered on the intersection O when the diameter of the rolling element 470 is D, and is a virtual that does not actually exist. There is an arc. In this embodiment, the wedge surface 462 (shown by a solid line in FIG. 4) against which the rolling element 470 is pressed when locked is a curvature (1 / (R + D)) larger than the curvature (1 / (R + D)) of the circle having the radius (R + D) shown by the chain line. 1 / r), which is an arcuate surface.

  In this way, by forming the wedge surface 462 with an arc surface having a curvature larger than the curvature of the circle of radius (R + D), as shown in FIG. 4, the rotational surface is rotated from the contact portion between the rolling element 470 and the wedge surface 462. It is possible to form the wedge surface 462 such that the distance between the wedge surface 462 and the inclined surface 468 becomes shorter toward both sides in the direction. Accordingly, when the intermediate rotating body 410 is moved to the second position, the rolling body 470 is pressed against the wedge surface 462 and the intermediate rotating body 410 can be locked with respect to the drive rotating body 10.

  In the present embodiment, the value of r of the curvature of the arc surface is set to the same value as the value of R, and the center of the arc surface is offset from the intersection point O by a distance D (the diameter of the rolling element 470) in the rotation radius direction. Thus, the wedge surface 462 is formed.

  In the present embodiment, as described above, the engagement surface portions 462a and 462b that exhibit the wedge action are formed by arcuate surfaces, so that the shape of the wedge surface 462 can be simplified, and the processing of the wedge surface 462 can be performed. It becomes easy.

(Lock mechanism control by energization control circuit)
As shown in FIG. 1, the energization control circuit 200 is electrically connected to the lock coil 440 of the lock mechanism 400 in addition to the brake coil 150 of the actuator 100 and the battery 6 of the vehicle. While the internal combustion engine is stopped, the energization control circuit 200 is in a state where the energization to the lock coil 440 is cut off by the interruption of the power supply from the battery 6. Therefore, at this time, the magnetic field is not generated by the lock coil 440, and the generation of the magnetic attractive force acting on the movable body 420 is stopped.

  On the other hand, during operation of the internal combustion engine, the energization control circuit 200 controls the energization current to the lock coil 440 while supplying power from the battery 6. Therefore, at this time, the magnetic attractive force acting on the movable body 420 is variably controlled, and the movable body 420 and the intermediate rotating body 410 are reciprocated following the energization current to the lock coil 440.

  Note that the control state of the energization control circuit 200 during operation of the internal combustion engine includes a state in which the energization to the lock coil 440 is cut off. In the energization cut state, the state is the same as when the internal combustion engine is stopped. As a result, the generation of the magnetic attractive force is stopped.

(Valve timing adjustment operation)
Next, the valve timing adjustment operation by the valve timing adjustment device 1 will be described in detail.

(Holding operation)
In the internal combustion engine, when an operation condition indicating a stable operation state such as an accelerator holding state is satisfied, the energization control circuit 200 performs a holding process for holding the valve timing. In this holding process, as shown in FIG. 7A, the energization current to the brake coil 150 of the actuator 100 is controlled to be zero, and the energization to the coil 150 is cut off. As a result, in the actuator 100, the generation of the brake torque that acts on the input rotating body 130 stops.

  At the same time, in the holding process, as shown in FIG. 7A, the energization current to the lock coil 440 of the lock mechanism 400 is controlled to zero, and the energization to the coil 440 is cut off. As a result, in the lock mechanism 400, the generation of the magnetic attractive force acting on the movable body 420 is stopped, and the intermediate rotating body 410 is driven to the first position by the urging force of the urging member 430. Therefore, the wedge surface 462 exerts a wedge action on the rolling element 470 pressed by the inclined surface 468 in each of the plurality of clutch portions 460, so that the intermediate rotator 410 is locked to the drive rotator 10. The intermediate rotating body 410 is supported by the connecting member 136 so that relative rotation with respect to the input rotating body 130 is restricted. As described above, since the input rotator 130 is locked with respect to the drive rotator 10, the rotators 10 and 130 rotate at the same speed, and the engine phase that determines the valve timing is maintained.

  As described above, according to the present embodiment, when the intermediate rotating body 410 is driven to the first position, the inclined surface 468 of the clutch portion 460 merely presses the rolling element 470 against the wedge surface 462, so that an impact is substantially applied. It can be maintained at any engine phase without occurring. Therefore, it is possible to improve the adjustability by making it possible to continuously set the holding phase with respect to the engine phase while avoiding the occurrence of impact and improving the silence and durability.

  In this embodiment, since the movable body 420 allows relative rotation of the intermediate rotating body 410, the movable body 420 is localized regardless of the rotation of the intermediate rotating body 410, and the movable body 420 is positioned via the localized state movable body 420. Thus, the urging force of the urging member 430 can be applied to the intermediate rotating body 410. Therefore, the first position of the rotating intermediate rotating body 410 can be secured and the locked state and thus the engine phase holding state can be reliably maintained.

  In the present embodiment, the energization control circuit 200 cuts off the energization to the brake coil 150 and the lock coil 440 by cutting off the power supply from the battery 6 when the internal combustion engine is stopped. The operation according to the above is realized even when the engine is stopped.

  Therefore, even when the camshaft rotates and the cam torque is transmitted to the phase adjustment mechanism 300 when the internal combustion engine is stopped or after the stop, the engine phase is held by the lock of the input rotary body 130 with respect to the drive rotary body 10 to Can be prepared for the next start-up. Therefore, when the internal combustion engine is started, the engine phase suitable for the start is correctly ensured, so that a secondary effect such as excellent engine startability can be obtained.

(Advanced / retarded operation)
In the internal combustion engine, the energization control circuit 200 performs an advance processing for advancing the valve timing when an operating condition indicating an accelerator off state or a low / medium speed / high load operating state is established. In this advance processing, as shown in FIG. 7B, energization to the brake coil 150 of the actuator 100 is turned on, and the energization current is controlled to a set value larger than zero. As a result, in the actuator 100, the brake torque that acts on the input rotating body 130 is generated according to the set value of the energization current.

  At the same time, in the advance processing, as shown in FIG. 7B, energization of the lock coil 440 of the lock mechanism 400 is turned on, and the energization current is controlled to a set value larger than zero. As a result, in the lock mechanism 400, a magnetic attractive force acting on the movable body 420 is generated, and the intermediate rotating body 410 is driven to the second position. Therefore, in each of the plurality of clutch portions 460, the pressing of the rolling element 470 against the wedge surface 462 by the inclined surface 468 is released, so that the lock of the intermediate rotator 410 with respect to the drive rotator 10 is released. As described above, the engine phase that determines the valve timing by causing the input rotator 130 to rotate at a lower speed than the drive rotator 10 by generating a brake torque in a state where the lock of the input rotator 130 with respect to the drive rotator 10 is released. Will advance.

  Here, in the present embodiment, the movable body 420 allows relative rotation of the intermediate rotator 410, so that the movable body 420 is localized regardless of the rotation of the intermediate rotator 410 in the first position, and the movable body in the localized state. The magnetic attraction force of the lock coil 440 can be applied to the intermediate rotating body 410 via 420. Accordingly, it is possible to correctly drive the rotating intermediate rotating body 410 to the second position to release the lock, and thus to reliably achieve the advance angle of the engine phase.

  In contrast to such advance processing, the energization control circuit 200 performs retard processing for retarding the valve timing when operating conditions representing a light load normal operation state or the like are satisfied in the internal combustion engine. In this retardation processing, as shown in FIG. 7C, the energization current to the brake coil 150 of the actuator 100 is controlled to zero, and the energization to the coil 150 is cut. As a result, in the actuator 100, the generation of the brake torque that acts on the input rotating body 130 stops.

  At the same time, in the retard processing, as shown in FIG. 7C, energization of the lock coil 440 of the lock mechanism 400 is turned on, and the energization current is controlled to the same set value as in the advance processing. As a result, similarly to the advance processing, the intermediate rotator 410 is correctly driven to the second position, and the lock of the intermediate rotator 410 with respect to the drive rotator 10 is released. As described above, when the input rotator 130 is unlocked with respect to the drive rotator 10, the generation of the brake torque stops, so that the input rotator 130 rotates faster than the drive rotator 10 and determines the valve timing. The engine phase will be retarded.

  As described above, according to the present embodiment, since the state in which at least one of the brake coil 150 and the lock coil 440 is energized is limited when the engine phase changes, power saving can be improved.

  Further, according to the present embodiment, the brake torque increase / decrease setting for adjusting the engine phase is realized by variably controlling the viscosity of the magnetorheological fluid 140 in contact with the input rotor 130. Therefore, the above-mentioned quietness is maintained without generating abnormal noise.

  Further, since the actuator that generates the brake torque tends to be difficult to increase the responsiveness to energization compared to the actuator that generates the motor torque, the reduction ratio of the phase adjustment mechanism 300 is reduced to increase the responsiveness as the total device. It is desirable to increase.

  Here, when the reduction ratio in the phase adjustment mechanism 300 is reduced, the shift of the lock position of the input rotator 130 with respect to the drive rotator 10 tends to affect the adjustment accuracy of the engine phase. However, as described above, the holding phase is continuously set. Therefore, the engine phase can be adjusted with high accuracy.

  Further, the rolling element 470 is urged by the rolling element urging member 472 to the side wall portion 464 a on the housing 110 side that forms a part of the inner surface of the recess 463. According to such a structure, the distance between the rolling element 470 and the inclined surface 468 when the intermediate rotating body 410 is in the second position, that is, when the intermediate rotating body 410 is unlocked with respect to the drive rotating body 10 is Compared with the case where 470 is arranged on the side wall portion 464b side on the planet carrier 40 side, the length becomes shorter. For this reason, when the intermediate rotator 410 moves from the second position to the first position in order to lock the intermediate rotator 410 with respect to the drive rotator 10, the impact when the inclined surface 468 and the rolling element 470 collide with each other. Can be made as small as possible, and the quietness when shifting from the unlocked state to the locked state can be improved. In addition, the time required to shift from the unlocked state to the locked state can be shortened as much as possible.

  In the present embodiment, the lock mechanism 400 includes a plurality of sets of the wedge surface 462, the inclined surface 468, and the rolling element 470 in the rotational circumferential direction of the intermediate rotating body 410. A force such as a drag force generated by pressing the rolling element 470 against the wedge surface 462 is dispersed in the rotational circumferential direction of the intermediate rotating body 410, which can contribute to an improvement in durability.

  Here, in this embodiment, the drive rotor 10 is formed by casting, forging, or cutting. At least the wedge surface 462 is formed by the above-described processing method, and then formed by removal processing to obtain a desired arc surface.

  However, when a plurality of wedge surfaces 462 are formed on the drive rotating body 10, a processing error occurs during the formation, and thus the distance from the intersection point O to the wedge surface 462 may differ. For this reason, the installation position with respect to the intersection O of the rolling element 470 will also differ (refer FIG. 4). Since the installation position of each rolling element 470 with respect to the intersection point O is different, when the intermediate rotating body 410 moves from the second position to the first position, when the specific rolling element 470 closest to the intersection point O is pressed against the wedge surface 462, There is a possibility that a state in which the rolling element 470 disposed outside the specific rolling element 470 is not pressed against the wedge surface 462 may occur. If all the rolling elements 470 are not pressed against the wedge surface 462 in this way, there is a possibility that the intermediate rotating body 410 is not completely locked with respect to the driving rotating body 10.

  Therefore, in this embodiment, a rolling element urging member 472 that urges the rolling element 470 toward the housing 110 is provided in the recess 463. Therefore, all the rolling elements 470 can be brought into contact with both the wedge surface 462 and the inclined surface 468 in a state where the intermediate rotating body 410 is in the second position. At this time, the rolling element 470 merely abuts against the both surfaces 462 and 468 and does not exhibit the wedge action.

  Since all the rolling elements 470 are in contact with the both surfaces 462 and 468 when the rolling elements 470 are in the second position at the time of the second position, even if the formation position of the wedge surface 462 is slightly shifted, When the intermediate rotating body 410 moves to the first position, all the rolling elements 470 are pressed against the wedge surface 462, and a wedge action can be exhibited.

  In addition, the concave portion 463 that accommodates the rolling element 470 is provided in a direction that does not drop out of the concave portion 463 even if centrifugal force is applied to the rolling element 470, that is, on the outer side in the rotational radial direction than the inclined surface 468. Even if centrifugal force acting on the rolling element 470 toward the outer side in the radial direction from the inclined surface 468 acts on the rolling element 470, the rolling element 470 is separated from the driving rotor 10 by the wedge surface 462 formed in the recess 463. It can be surely prevented from falling off.

  Further, as shown in the cross-sectional view of FIG. 3, the rolling element 470 has a circular outline in a cross section orthogonal to the rotation axis direction of the intermediate rotating body 410 and is accommodated in the recess 463 so as to be able to roll. Therefore, the friction generated by the inclined surface 468 pressing the rolling element 470 against the wedge surface 462 can be reduced by the rolling of the rolling element 470.

  In this embodiment, since a spherical body is used as the rolling element 470, the contact area between the rolling element 470 and the inclined surface 468 and the contact area between the rolling element 470 and the wedge surface 462 can be minimized. According to this, the force which presses the rolling element 470 to the wedge surface 462 so that a wedge effect | action can be exhibited can be reduced. As described above, the physique of the urging member 430 can be reduced, and as a result, the physique of the valve timing adjusting device 1 can be reduced.

  In the embodiment described so far, the drive rotator 10 corresponds to the “interlocking rotator” described in the claims, the lock mechanism 400 corresponds to the “lock means” described in the claims, The energization control circuit 200 corresponds to “energization control means” recited 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 actuator 100, in addition to the fluid brake using the magnetorheological fluid 140 as the “functional fluid”, for example, a brake torque such as a fluid brake using an electrorheological fluid as the “functional fluid”, a hysteresis brake, a friction brake, etc. A device that generates motor torque such as an electric motor or a hydraulic motor may be employed. When an electric motor is used as the actuator 100, the assist member 30 may not be provided in the phase adjustment mechanism 300.

  Regarding the clutch portion 460, the wedge surface 462 may be provided on the intermediate rotator 410 and the inclined surface 468 may be provided on the drive rotator 10. Moreover, about the rolling element 470, you may use a roller-shaped thing.

  The phase adjusting mechanism 300 may be configured such that the drive rotator 10 rotates in conjunction with the camshaft 2 and the driven rotator 20 rotates in conjunction with the crankshaft. The phase adjusting mechanism 300 includes various mechanisms other than those constituting the planetary speed reducing mechanism as described above as long as the engine phase can be adjusted according to the rotation state of the input rotating body 130 with respect to the driving rotating body 10. Can be adopted.

  The retarding operation (retarding process) is controlled on the input rotating body 130 by controlling the energization current to the brake coil 150 of the actuator 100 to be larger than zero and smaller than that at the advance operation. The brake torque to be reduced may be reduced as compared with the advance angle operation. For example, when the biasing direction of the driven rotor 20 by the assist member 30 is set to the advance side with respect to the drive rotor 10, or when an electric motor is used as the actuator 100 as described above, the energization to the brake coil 150 is performed. With respect to the current, the value at the time of the retarding operation (retarding process) and the value at the time of the advancement operation (advancing process) may be interchanged.

  In addition to the device that adjusts the valve timing of the intake valve, the present invention is a device that adjusts the valve timing of the exhaust valve as a “valve”, or a device that adjusts the valve timing of both the intake valve and the exhaust valve. It can also be applied.

  DESCRIPTION OF SYMBOLS 1 Valve timing adjustment apparatus, 2 Cam shaft, 4 Chain case, 6 Battery, 10 Driven rotary body (interlocking rotary body), 20 Followed rotary body, 30 Assist member, 40 Planet carrier, 50 Planetary gear, 100 Actuator, 110 Housing, 130 Input Rotating Body, 131 Main Body Member, 132 Rotating Shaft, 134 Rotor, 136 Linking Member, 140 Magnetorheological Fluid, 150 Brake Coil, 200 Energization Control Circuit (Energization Control Means), 300 Phase Adjustment Mechanism, 400 Lock Mechanism ( Locking means), 410 Intermediate rotating body, 412 Support shaft portion, 413 Internal tooth portion, 414 Lock portion, 420 Movable body, 430 Energizing member, 440 Lock coil, 460 Clutch portion, 462 Wedge surface, 462a Engagement surface portion, 462b Engagement surface portion, 463 concave portion, 464 side wall portion 464a side wall portion, 464b side wall, 465 protrusion 468 inclined surface 469 tapered portions, 470 rolling element, 472 rolling element biasing member

Claims (11)

A valve timing adjusting device for adjusting a valve timing of a valve that opens and closes a camshaft by torque transmission from a crankshaft in an internal combustion engine,
An actuator having an input rotator and generating an input torque input to the input rotator;
An interlocking rotator that rotates in conjunction with the crankshaft or the camshaft is coaxial with the input rotator, and the crankshaft and the camshaft according to the rotation state of the input rotator with respect to the interlocking rotator. A phase adjustment mechanism for adjusting the relative phase between
Lock means for maintaining the relative phase by locking the interlocking rotating body with respect to the input rotating body, while allowing the change of the relative phase by releasing the lock;
In a valve timing adjusting device comprising: energization control means for controlling each operation of the actuator and the lock means by energization,
The locking means is
Provided so as to be capable of reciprocating between a first position and a second position in a rotation axis direction common to the input rotator and the interlocking rotator, and substantially restricting relative rotation with the input rotator. An intermediate rotating body,
A biasing member that generates a biasing force that biases the intermediate rotating body toward the first position;
A lock coil for generating an electromagnetic driving force for driving the intermediate rotating body to the second position;
A wedge surface provided on one of the interlocking rotating body and the intermediate rotating body;
An inclined surface which is provided on the other of the interlocking rotating body and the intermediate rotating body and which is inclined toward the wedge surface in the rotational radial direction;
It is interposed between the interlocking rotator and the intermediate rotator, and is pressed against the wedge surface by moving along the inclined surface as the intermediate rotator moves toward the first position. A rolling element whose pressing is released by the movement of the intermediate rotating body toward the second position side,
When the relative phase is maintained, the energization control unit cuts off the energization to the actuator to stop the generation of the input torque, and cuts off the energization to the lock coil to generate the electromagnetic driving force. Stop,
When changing the relative phase, the energization control unit controls energization to the actuator to set the input torque, and energizes the lock coil to generate the electromagnetic driving force. Valve timing adjustment device.   The wedge surface is a circular arc surface having a curvature that approaches the inclined surface as it goes to both sides in the rotational circumferential direction of the intermediate rotating body from a position where the rolling element contacts. The valve timing adjusting device according to claim 1. The wedge surface, the rolling element, and the inclined surface are provided side by side in the radial direction of the intermediate rotator,
The locking means is a recess that opens on the inclined surface side and accommodates the rolling element inside either the interlocking rotating body or the intermediate rotating body, and has the wedge surface at the bottom, and 3. The valve timing adjusting device according to claim 1, further comprising a concave portion having a side wall portion surrounding four sides in a rotation circumferential direction and a rotation axis direction of the intermediate rotating body.   Among the side wall portions facing in the direction of the rotation axis in the concave portion, between the side wall portion on the first position side and the rolling element, the rolling body is pressed against the side wall portion on the second position side. The valve timing adjusting device according to claim 3, wherein a moving body biasing member is provided.   5. The valve timing adjusting device according to claim 4, wherein the locking unit includes a plurality of sets of the wedge surface, the inclined surface, and the rolling elements in a rotational circumferential direction of the intermediate rotating body.   The valve timing adjusting device according to any one of claims 3 to 5, wherein the concave portion having the wedge surface is provided in a direction in which the rolling element does not fall off even when a centrifugal force is applied.   The valve timing adjusting device according to any one of claims 1 to 6, wherein the rolling element has a circular outline in a cross section orthogonal to a rotation axis direction of the intermediate rotating body.   The valve timing adjusting device according to any one of claims 1 to 7, wherein the rolling element is a sphere. The locking means is provided so as to be reciprocally movable with the intermediate rotating body in the rotation axis direction, and has a movable body that allows relative rotation of the intermediate rotating body,
The biasing member applies the biasing force to the intermediate rotating body via the movable body,
The valve timing adjusting device according to any one of claims 1 to 8, wherein the lock coil applies the electromagnetic driving force to the intermediate rotating body via the movable body. The actuator generates a brake torque as the input torque by braking the input rotating body,
The valve timing adjusting device according to any one of claims 1 to 9, wherein the phase adjusting mechanism adjusts the relative phase by decelerating the rotation of the input rotating body. The actuator generates the brake torque according to the viscosity of the functional fluid that contacts the input rotating body,
11. The valve timing adjusting device according to claim 10, wherein the energization control means variably controls the viscosity of the functional fluid by energizing the actuator.

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