JP2015040509A - Valve timing adjusting device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a valve timing adjusting device capable of improving fuel consumption of a vehicle.SOLUTION: A valve timing adjusting device 1 includes: a cam carrier 30 that supports a camshaft 2 having a camshaft-side transport flow channel 21; a drive rotor 60 that rotates interlocking with a crankshaft; a driven rotor 70 that rotates interlocking with the camshaft 2; and a planetary gear 80 arranged in the drive rotor 60. The driven rotor 70 has an introduction hole 76 communicating to the camshaft-side transport flow channel 21, and the drive rotor 60 has a discharge hole 615 arranged radially outside the introduction hole 76. The cam carrier 30 has a cam carrier-side transport flow channel 32 communicating to the discharge hole 615 and the camshaft-side transport flow channel 21. Oil can lubricate an internal space of the drive rotor 60 via the discharge hole 615, the cam carrier-side transport flow channel 32, the camshaft-side transport flow channel 21, and the introduction hole 76.

Description

  The present invention relates to a valve timing adjusting device.

  2. Description of the Related Art Conventionally, an electric valve timing adjusting device that adjusts the valve timing of an internal combustion engine using the rotational force of a motor is known. In an electric valve timing adjusting device, a planetary gear is connected to two rotating bodies, a driving side rotating body that transmits rotation of a crankshaft and a driven side rotating body that transmits rotation to a camshaft. When the planetary gear changes the relative rotational phase of the two rotating bodies by the rotational force applied from the motor, the opening / closing timing of the valve that is driven to open / close by the camshaft is changed.

  In the valve timing adjusting device as described above, the planetary gear is disposed inside one of the rotating bodies, and the connecting portion between the two rotating bodies and the planetary gear is lubricated by the oil supplied from the pump. Oil is always supplied by the pump, and excess oil is discharged to the outside through a through hole in the center of one of the rotating bodies. Further, in the apparatus disclosed in Patent Document 1, in order to discharge foreign matter generated due to wear or the like due to contact between the two rotating bodies and the planetary gear to the outside, a discharge hole through which one rotating body penetrates in the radial direction It has further. The foreign matter mixed in the oil is discharged to the outside together with the oil using the centrifugal force generated by the rotation.

JP 2008-215312 A

  However, in the conventional valve timing adjusting device, it is necessary to always supply oil necessary for lubrication from the pump. In particular, in the apparatus disclosed in Patent Document 1, since oil is discharged from the discharge hole in addition to the through hole of one of the rotating bodies, the oil consumption is excessive. Excessive oil consumption means that the power of the internal combustion engine is wasted in order to maintain the discharge pressure of the oil pump, reducing the fuel consumption of the vehicle.

  The present invention has been created in view of such a point, and an object thereof is to provide a valve timing adjusting device capable of improving the fuel efficiency of a vehicle.

  The valve timing adjusting device according to the present invention includes a first rotating body, a second rotating body, a phase adjusting mechanism, and a stationary body. The first rotating body has a container shape that can rotate in conjunction with the drive shaft. The second rotator is connected to an end of a driven shaft having a first transport channel for transporting oil, and is rotatable in conjunction with the driven shaft. The phase adjustment mechanism is disposed inside the first rotator, connects the first rotator and the second rotator so as to be able to transmit rotation, and the first rotator and the second rotator are rotated by a rotational force applied from a motor. The relative rotational phase of can be changed. A stationary body is arrange | positioned on the outer side of a 1st rotary body, and supports a driven shaft rotatably.

  The first rotator has a discharge passage that penetrates the first rotator inward and outward and discharges oil in the internal space of the first rotator to the outside of the first rotator. The stationary body can connect the discharge channel and the first transport channel, and has a second transport channel that transports the lubricating oil discharged from the discharge channel to the first transport channel. The second rotating body penetrates the second rotating body radially inward with respect to the discharge flow path, and can connect the first transport path and the internal space of the first rotating body. An introduction flow path for introducing the supplied lubricating oil into the internal space of the first rotating body is provided.

  In the above configuration, during operation of the internal combustion engine, the first rotating body, the second rotating body, and the phase adjusting mechanism rotate in conjunction with the drive shaft or the driven shaft. Therefore, centrifugal force is generated in the oil in the internal space of the first rotating body. The oil that sticks to the inner peripheral surface of the first rotating body due to the centrifugal force flows into the second transport flow path of the stationary body through the discharge flow path provided as the escape path. Since the centrifugal force is not applied to the oil in the second transport channel, the oil originally in the second transport channel is pushed by the oil that flows in from the discharge channel and flows radially inward. Then, it returns to the internal space of the first rotating body again through the first transport channel and the introduction channel.

  As described above, the oil can circulate in the circulation path including the internal space of the first rotator and the respective flow paths without using a pump due to the centrifugal force generated by rotating together with the first rotator. Therefore, the oil that has been conventionally supplied from the pump to the valve timing adjusting device is unnecessary, and the amount of oil consumption can be reduced accordingly. Therefore, the power loss of the internal combustion engine can be reduced, and the fuel efficiency of the vehicle can be improved.

It is a figure which shows the valve timing adjustment apparatus by one Embodiment of this invention. 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 a figure which expands and shows the arrow VI part of FIG. It is a schematic diagram which shows the internal combustion engine to which the valve timing adjustment apparatus of FIG. 1 was applied.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
First, an outline of the driving force transmission system of the internal combustion engine 90 provided with the valve timing adjusting device 1 of the present embodiment will be described with reference to FIG. The valve timing adjusting device 1 is installed in a driving force transmission system that transmits rotation from the crankshaft 97 to the camshafts 2 and 94 in the internal combustion engine 90 mounted on the vehicle. In the driving force transmission system, a timing chain is connected to a gear 98 supported by a crankshaft 97 as a driving shaft of the internal combustion engine 90 and gears (sprocket members) 61 and 95 supported by camshafts 2 and 94 as driven shafts. 96 is wound and the driving force is transmitted from the crankshaft 97 to the camshaft 2. The camshaft 2 drives the intake valve 91 to open / close via a cam mechanism, and the camshaft 94 drives the exhaust valve 92 to open / close via a cam mechanism.

  The valve timing adjusting device 1 according to the present embodiment is connected to the end of the camshaft 2 and adjusts the relative rotational phase between the crankshaft 97 and the camshaft 2 to realize a desired opening / closing timing of the intake valve 91. In the present embodiment, the camshaft 2 is supported by a cam carrier 30 that forms an upper portion of a cylinder head (not shown) of the internal combustion engine 90 (see FIG. 1). The cam carrier 30 corresponds to a “stationary body” described in the claims.

(Basic configuration)
Hereinafter, the basic configuration of the valve timing adjusting device 1 will be described with reference to FIGS. As shown in FIG. 1, the valve timing adjusting device 1 includes a motor 40, a control device (not shown), a driving rotating body 60, a driven rotating body 70, a planetary gear 80, a planetary carrier 83, and rolling bearings 84 and 85. I have. Note that the vertical direction in FIG. 1 substantially coincides with the vertical direction of the vehicle. In the following, for the sake of explanation, the direction in which the cam shaft 2 extends is referred to as the axial direction, and the direction orthogonal to the axial direction is referred to as the radial direction. Further, in the following description, when “inside” and “outside” are simply referred to, a radially inner side and a radially outer side around the axis of the cam shaft 2 are shown.

  The motor 40 is an electric motor such as a brushless motor, for example, and has a control shaft 41 that is supported so as to be rotatable forward and backward. The control shaft 41 is coaxial with the cam shaft 2. The control device includes, for example, a drive circuit and a control microcomputer, and is electrically connected to the motor 40. The control device controls the rotation state of the control shaft 41 by energizing the motor 40 in order to adjust the relative rotation phase between the crankshaft 97 and the camshaft 2.

  The drive rotor 60 includes a sprocket member 61, a gear member 62, a first cover member 63, and a second cover member 64. A gear member 62 is sandwiched between the sprocket member 61 and the first cover member 63, and these are fastened coaxially with the cam shaft 2. The second cover member 64 is fastened coaxially to the first cover member 63. The drive rotator 60 is configured as a container coaxial with the camshaft 2 as a whole, and a driven rotator 70, a planetary gear 80, a planet carrier 83, and rolling bearings 84 and 85 are disposed in the inner space thereof.

  The sprocket member 61 has a bottomed cylindrical shape and has a bottom portion 614 inserted through the cam shaft 2. A plurality of sprocket teeth 611 are formed in the circumferential direction on the outer peripheral portion of the sprocket member 61. As described with reference to FIG. 7, the sprocket member 61 is connected to the crankshaft 97 by the timing chain 96 being hung around the sprocket teeth 611. Since the rotation of the crankshaft 97 is transmitted to the sprocket member 61 through the timing chain 96, the drive rotating body 60 rotates in the circumferential direction in conjunction with the crankshaft 97. The rotation direction of the drive rotator 60 at this time is the clockwise direction of FIG. Further, a plurality of stopper recesses 612 are formed in the inner portion of the sprocket member 61 at intervals in the circumferential direction.

  The gear member 62 has an annular plate shape, and a drive-side internal gear portion 621 composed of a plurality of internal teeth is formed on the inner peripheral portion thereof. The first cover member 63 is formed so as to cover the drive-side internal gear portion 621 of the gear member 62 from the axial direction. The second cover member 64 is formed to cover the axial opening of the first cover member 621 while being inserted into the motor 40. By combining the sprocket member 61, the gear member 62, the first cover member 63, and the second cover member 64 described above, a container-like drive rotating body 60 is configured.

  The driven rotator 70 has a bottomed cylindrical shape and is disposed inside the sprocket member 61. The driven rotating body 70 has a bottom portion 75 that is fastened coaxially to the end portion of the cam shaft 2. By this fastening, the driven rotating body 70 can rotate in conjunction with the cam shaft 2. Here, the rotation direction of the driven rotator 70 is the same as the clockwise direction of FIG.

  A driven-side internal gear portion 71 composed of a plurality of internal teeth is formed on the inner peripheral portion of the driven rotor 70. The inner diameter of the driven side internal gear portion 71 is set smaller than the inner diameter of the drive side internal gear portion 621, and the number of teeth of the driven side internal gear portion 71 is set smaller than the number of teeth of the drive side internal gear portion 621. . The driven side internal gear portion 71 is arranged so as to be shifted in the axial direction from the drive side internal gear portion 621. A plurality of stopper convex portions 72 having a rectangular cross section are formed on the outer peripheral portion of the driven rotating body 70 at intervals in the circumferential direction. Each stopper projection 72 can swing while being inserted into each stopper recess 612 of the sprocket member 61.

  The planetary gear 80 has a stepped cylindrical shape as a whole, and is disposed inside the gear member 62 and the driven rotor 70. The planetary gear 80 is formed with two external gear portions 81 and 82 composed of a plurality of external teeth protruding outward. The two external gear portions 81 and 82 are arranged so as to be shifted in the axial direction, and the motor 40 side is referred to as a driving-side external gear portion 81 and the camshaft 2 side is referred to as a driven-side external gear portion 82. The outer diameter of the driven side external gear portion 82 is set smaller than the outer diameter of the driving side external gear portion 81.

  As shown in FIG. 2, the drive-side external gear portion 81 is arranged inside the drive-side internal gear portion 621 so that the external teeth mesh with the internal teeth of the drive-side internal gear portion 621. On the other hand, as shown in FIG. 3, the driven-side external gear portion 82 is arranged inside the driven-side internal gear portion 71 so that the external teeth mesh with the internal teeth of the driven-side internal gear portion 71. The number of teeth of the driving side external gear part 81 and the driven side external gear part 82 is set to be equal to the number of teeth of the driving side internal gear part 621 and the driven side internal gear part 71, respectively.

  The planet carrier 83 has a stepped cylindrical shape as a whole, and is disposed inside the first cover member 63 and the planetary gear 80. The planetary carrier 83 can rotate integrally with the control shaft 41 by fitting the inner peripheral surface thereof with the joint material 42 of the control shaft 41. The inner peripheral surface of the planet carrier 83 is coaxial with the control shaft 41.

  Of the outer peripheral surface of the planetary carrier 83, the outer peripheral surface on the first cover member 63 side is coaxial with the camshaft 2. The planet carrier 83 is supported by the first cover member 63 via a rolling bearing 85 so as to be relatively rotatable.

  Of the outer peripheral surface of the planetary carrier 83, the outer peripheral surface on the planetary gear 80 side has a cylindrical surface shape that is eccentric with respect to the cam shaft 2. The eccentric outer peripheral surface supports the planetary gear 80 via a rolling bearing 84 so as to be capable of planetary movement. Here, the planetary movement refers to a movement in which the planetary gear 80 revolves around the axis of the inner peripheral surface of the planet carrier 83 while rotating about the eccentric axis of the outer peripheral surface of the planet carrier 83.

  As described above, the valve timing adjusting device 1 converts the rotational motion of the planet carrier 83 according to the rotational state of the control shaft 41 into the planetary motion of the planetary gear 80. As a result, the relative rotational phase between the drive rotator 60 and the driven rotator 70, that is, the relative rotational phase between the crankshaft 97 and the camshaft 2 is adjusted, and the valve timing is adjusted. In the present embodiment, the planetary gear 80 and the planet carrier 83 constitute a “phase adjusting mechanism” described in the claims.

  For example, when the control shaft 41 rotates at the same speed as the drive rotator 60, the planet carrier 83 does not rotate relative to the drive side internal gear portion 621. At this time, the planetary gear 80 rotates with the drive rotator 60 and the driven rotator 70 without planetary motion. As a result, the relative rotational phase between the drive rotator 60 and the driven rotator 70 does not change, so that the valve timing is maintained.

  On the other hand, when the control shaft 41 rotates at a higher speed than the drive rotor 60, the planet carrier 83 rotates relative to the drive side internal gear portion 621 in the advance side. At this time, the planetary gear 80 makes a planetary motion while the driving-side external gear portion 81 and the driven-side external gear portion 82 are engaged with the driving-side internal gear portion 621 and the driven-side internal gear portion 71. As a result, the driven rotator 70 rotates relative to the advance side with respect to the drive rotator 60, and the relative rotation phase between the drive rotator 60 and the driven rotator 70 changes toward the advance side. Horn.

  On the other hand, when the control shaft 41 rotates at a lower speed than the drive rotator 60 or reversely rotates with respect to the drive rotator 60, the planet carrier 83 rotates relative to the drive side internal gear portion 621 toward the retard side. To do. At this time, the planetary gear 80 makes a planetary motion while the driving-side external gear portion 81 and the driven-side external gear portion 82 are engaged with the driving-side internal gear portion 621 and the driven-side internal gear portion 71. As a result, the driven rotator 70 rotates relative to the drive rotator 60 toward the retard side, and the relative rotation phase between the drive rotator 60 and the driven rotator 70 changes toward the retard side, so that the valve timing is delayed. Horn.

  Such a change in the relative rotational phase between the drive rotator 60 and the driven rotator 70 is regulated by the stopper projection 72 abutting against the inner surface of the corresponding stopper recess 612 in the circumferential direction. The regulation only needs to be performed by one set of the stopper convex portion 72 and the stopper concave portion 612, and the other three sets are preliminarily provided.

(Feature configuration)
Hereinafter, a characteristic configuration of the valve timing adjusting device 1 will be described with reference to FIGS. 1 and 4 to 6. The valve timing adjusting device 1 and the connecting cam shaft 2 are formed with a flow path for circulating oil as a lubricating liquid via the internal space of the drive rotating body 60. This flow path will be described below.

  As shown in FIG. 1, the camshaft 2 is formed with a camshaft-side transport passage 21 extending in the axial direction. The camshaft-side transport channel 21 extends to the end surface of the camshaft 2 that is in contact with the driven rotator 70, and one end of the camshaft-side transport channel 21 is open to the driven rotator 70 side. In addition, a connecting hole 22 that opens to the side surface of the camshaft 2 is formed at the opposite end of the camshaft-side transport channel 21. The cam shaft side transport channel 21 and the connecting hole 22 of the cam shaft 2 constitute a “first transport channel” recited in the claims.

  An introduction groove 74 that opens to the camshaft 2 side is formed in the bottom 75 of the driven rotor 70 that is in axial contact with the camshaft 2. As shown in FIG. 4, the introduction groove 74 is formed in an annular shape concentric with the camshaft 2, and the opening of the introduction groove 74 communicates with the camshaft-side transport passage 21 of the camshaft 2. An introduction hole 76 that penetrates the driven rotator 70 in the axial direction is formed in the bottom 75 of the driven rotator 70. One end of the introduction hole 76 opens to the bottom of the introduction groove 74, and the other end opens to the internal space of the drive rotator 60. The introduction hole 76 and the introduction groove 74 constitute an “introduction channel” described in the claims.

  Inside the drive rotator 60, oil is fitted between the drive-side internal gear portion 621 and the drive-side external gear portion 81, the engagement portion between the driven-side internal gear portion 71 and the driven-side external gear portion 82, and In addition, there is an internal space as a gap between the members that enables the sliding surfaces of the rolling bearings 84 and 85 to circulate.

  A discharge hole 615 that penetrates the sprocket member 61 in the axial direction is formed in the bottom 614 of the sprocket member 61 that is in contact with the cam carrier 30 in the axial direction. A discharge groove 617 that opens to the cam carrier 30 side is formed in the bottom 614 of the sprocket member 61. As shown in FIG. 4, the discharge groove 617 is formed in an annular shape concentric with the cam shaft 2. One end of the discharge hole 615 opens to the bottom of the discharge groove 617, and the other end opens to the internal space of the drive rotator 60. The discharge hole 615 and the discharge groove 617 constitute a “discharge channel” described in the claims.

  The discharge hole 615 of the sprocket member 61 is disposed radially outside the introduction hole 76 of the driven rotor 70. Specifically, a part on the radially outer side of the opening edge 616 of the discharge hole 615 that opens into the internal space of the drive rotating body 60 is in contact with the inner peripheral surface 618 of the sprocket member 61.

  A connecting groove 33 that opens toward the axis of the cam shaft 2 is formed in the support portion 31 of the cam carrier 30. As shown in FIG. 5, the connecting groove 33 is formed in an annular shape concentric with the cam shaft 2, and the opening of the connecting groove 33 communicates with the connecting hole 22 of the cam shaft 2. Further, the cam carrier 30 is formed with a cam carrier-side transport channel 32 that communicates the connecting groove 33 and the discharge groove 617 of the sprocket member 61. One end of the cam carrier-side transport channel 32 communicates with the opening of the discharge groove 617, and the other end opens at the bottom of the connection groove 33. The connecting groove 33 of the cam carrier 30 and the cam carrier-side transport channel 32 constitute a “second transport channel” recited in the claims.

  The cam carrier side transport channel 32 is formed so as to pass through the ground direction side of the cam carrier 30. In addition, the cam carrier-side transport channel 32 is formed with a foreign substance reservoir 34 that is recessed toward the ground side. The opening of the foreign substance reservoir 34 is directed to the top side.

  As described above, the camshaft side transport passage 21 and the connection hole 22 of the camshaft 2, the introduction groove 74 and the introduction hole 76 of the driven rotor 70, the discharge hole 615 and the discharge groove 617 of the sprocket member 61, and the cam carrier The circulation path 10 through which oil circulates through the internal space of the drive rotating body 60 is constituted by the cam carrier-side transport flow path 32 and the connecting groove 33.

  Since the camshaft 2 and the sprocket member 61 rotate relative to the cam carrier 30 that is a non-rotating body, the bottom portion 614 of the sprocket member 61 and the side surface of the camshaft 2 can slide relative to the cam carrier 30. Is in contact with Here, since the discharge groove 617 is formed in an annular shape, the discharge hole 615 always communicates with the cam carrier-side transport channel 32 via the discharge groove 617 even when the sprocket member 61 rotates. Similarly, since the connecting groove 33 is formed in an annular shape, the cam carrier-side transport channel 32 is always in communication with the connecting hole 22 through the connecting groove 33 even when the cam shaft 2 rotates.

  An oil seal 51 is provided between the cam carrier 30 and the sprocket member 61 outside the cam carrier-side transport flow path 32 and the discharge groove 617. The oil seal 51 seals the gap between the cam carrier 30 and the sprocket member 61 in a liquid-tight manner. Similarly, an oil seal 52 is provided between the cam carrier 30 and the cam shaft 2 on the axially outer side with respect to the connection groove 33 and the connection hole 22. The oil seal 52 seals the gap between the cam carrier 30 and the cam shaft 2 in a liquid-tight manner.

  In addition, as shown in FIG. 6, the drive rotator 60 is provided with a plurality of O-rings 54, 55, and 56 so as not to leak oil from the internal space. Specifically, the O-ring 54 is provided between the sprocket member 61 and the gear member 62, the O-ring 55 is provided between the gear member 62 and the first cover member 63, and the O-ring 56 is the first cover. It is provided between the member 63 and the second cover member 64. As a result, oil is prevented from leaking from between the members constituting the drive rotor 60. Further, an oil seal 54 is provided between the second cover member 64 and the control shaft 41 to seal the gap between the second cover member 64 and the control shaft 41 in a liquid-tight manner.

  Next, the flow of oil will be described with reference to FIG. First, oil is put in a region where the internal space of the drive rotor 60 and the circulation path 10 are combined. This amount of oil is larger than the total capacity of the circulation path 10. As a result, oil always exists in the internal space of the drive rotor 60.

  Before starting the internal combustion engine, the oil is in a state of being accumulated inside the drive rotor 60 and on the ground direction side of the circulation path 10. When the internal combustion engine is started, rotation of the drive rotator 60 and the driven rotator 70 starts, and centrifugal force acts on the oil existing in the internal space of the drive rotator 60.

  Oil that has received centrifugal force in the internal space of the drive rotor 60 flows into the discharge hole 615. The oil that has flowed into the discharge hole 615 flows into the cam carrier-side transport channel 32 via the discharge groove 617. Since the cam carrier 30 does not rotate, the oil flowing through the cam carrier side transport channel 32 is pushed by the oil that flows later, and flows into the cam shaft side transport channel 21 through the connection groove 33 and the connection hole 22. Further, since the cam carrier 30 does not rotate, the foreign matter contained in the oil flowing through the cam carrier-side transport channel 32 sinks into the foreign matter reservoir 34 due to gravity.

  The oil that has flowed into the camshaft side transport channel 21 is pushed by oil that subsequently flows into the camshaft side transport channel 21 and flows into the introduction groove 74 of the driven rotor 70. The oil spreads along the annular introduction groove 74 and flows into the internal space of the drive rotor 60 through the introduction hole 76.

  The oil introduced into the internal space of the drive rotator 60 lubricates the fitting portion between the members and the sliding surface. Specifically, it flows into the motor 40 in the axial direction by the momentum flowing from the introduction hole 76, and lubricates the sliding surfaces of the rolling bearings 84, 85 and the like. At the same time, the oil flows radially outward by the centrifugal force generated by the rotation of the drive rotator 60, and finally the drive rotation is performed while lubricating the fitting portions of the drive rotator 60, the driven rotator 70, and the planetary gear 80. It reaches the inner peripheral surface 618 of the body 60. Thereafter, the oil is pushed by the oil flowing later and flows into the discharge hole 615 connected to the inner peripheral surface 618. The oil that has flowed into the discharge hole 615 flows again into the cam carrier-side transport flow path 32 via the discharge groove 617.

  Due to the oil flow described above, during operation of the internal combustion engine, the oil always circulates in the internal space of the drive rotator 60 and the circulation path 10, and the drive rotator 60, the driven rotator 70 and the planetary gear 80 are fitted. And the sliding surfaces of the rolling bearings 84, 85 and the like are lubricated.

(effect)
Generally, in order to supply lubricating oil to an internal combustion engine, a vehicle is equipped with a lubricating device including an oil pump or the like. The oil pump of the lubrication device is driven using the power of the internal combustion engine. In the valve timing device 1 according to the present embodiment, since oil circulates by the rotation of the drive rotor 60, it is not necessary to supply oil from the oil pump to the valve timing device 1. Therefore, the discharge force of the oil pump can be suppressed, and consequently the fuel consumption of the internal combustion engine can be improved.

  Further, according to the valve timing device 1 according to the present embodiment, since the foreign substance reservoir 34 is provided in the circulation path 10, the foreign substance mixed in the oil can be removed from the oil. Further, since the foreign substance reservoir 34 is formed to be recessed in the ground direction in the cam carrier 30 that is a non-rotating body, there is no possibility that the foreign substance will flow out of the foreign substance reservoir 34 even when the internal combustion engine is stopped. . Therefore, the circulating oil can be kept clean.

  In addition, a gap is required between the two members that rotate relative to each other, such as the cam carrier 30 and the sprocket member 61, and the cam carrier 30 and the cam shaft 2. In the configuration in which the flow paths formed respectively on the two members that rotate relative to each other are connected, oil may leak through the gap. Therefore, in the valve timing device 1 according to the present embodiment, the oil seal 51 is provided outside the cam carrier-side transport channel 32 and the discharge groove 617 in the gap between the cam carrier 30 and the sprocket member 61. ing. For this reason, oil leakage can be prevented. Similarly, the oil seal 52 is provided on the outer side in the axial direction with respect to the connecting groove 33 and the connecting hole 22 in the gap between the cam carrier 30 and the cam shaft 2, thereby preventing oil leakage. .

(Other embodiments)
In the above-described embodiment, the concave foreign substance reservoir 34 opened to the cam carrier side transport flow path 32 is formed. However, the present invention is not limited to this, and foreign substances in oil are introduced into the cam carrier side transport flow path 32. A filter 35 for capturing may be provided. For example, the filter 35 may be installed together with the foreign material reservoir 34, or the filter 35 may be installed alone.

  In the above-described embodiment, the annular discharge groove 617 is formed in the sprocket member 61 in the above-described embodiment with respect to the annular groove that communicates the cam carrier-side transport flow path 32 and the discharge hole 15. Is not limited thereto, and an annular discharge groove may be formed in the cam carrier 30. Similarly, with respect to the annular groove for communicating the cam carrier-side transport channel 32 and the coupling hole 22, the annular coupling groove 33 is formed in the cam carrier 30 in the above embodiment, but the present invention is not limited to this. The connecting hole 22 of the cam shaft 2 may be formed as an annular connecting groove.

  Moreover, in the above-mentioned embodiment, although the discharge hole 615 has penetrated the sprocket member 61 in the axial direction, you may penetrate to radial direction. In this case, the entire opening edge 616 of the discharge hole 615 is in contact with the inner peripheral surface 618 of the sprocket member 61, and the discharge groove 617 is formed in the outer peripheral portion of the sprocket member 61 that is in contact with the cam carrier 30 in the radial direction.

  Moreover, in the above-mentioned embodiment, although the cam carrier 30 comprises the stationary body, this invention is not limited to this. For example, a stationary body separate from the cam carrier 30 may be disposed outside the driving rotary body 60 and may support the end portion of the cam carrier.

  As mentioned above, this invention is not limited to such embodiment, In the range which does not deviate from the meaning of invention, it can implement with a various form.

DESCRIPTION OF SYMBOLS 1 ... Valve timing adjustment device 2 ... Cam shaft (driven shaft)
21 ・ ・ ・ Cam shaft side transport channel (first transport channel)
22 ・ ・ ・ Connection hole (first transport channel)
30 ・ ・ ・ Cam carrier (stationary body)
32 ・ ・ ・ Cam carrier side transport channel (second transport channel)
33 ・ ・ ・ Connection groove (second transport channel)
60 ・ ・ ・ Drive rotator (first rotator)
615 ... Discharge hole (discharge flow path)
617 ... discharge groove (discharge channel)
618 ... Inner peripheral surface
70 ... driven rotor (second rotor)
74 ... Introduction groove (introduction channel)
76 ・ ・ ・ Introduction hole (introduction flow path)
80 ... Planetary gear (phase adjustment mechanism)
83 ・ ・ ・ Planet carrier (phase adjustment mechanism)

Claims (6)

The driving force is transmitted from the driving shaft (97) of the internal combustion engine (90) to the driven shaft (2), and the opening / closing timing of at least one of the intake valve (91) and the exhaust valve (92) driven to open / close by the driven shaft. A valve timing adjusting device (1) for adjusting
A container-like first rotating body (60) that can rotate in conjunction with the drive shaft;
A second rotating body (70) connected to an end of the driven shaft having a first transport channel (21, 22) for transporting oil, and rotatable in conjunction with the driven shaft;
It arrange | positions inside said 1st rotary body, connects said 1st rotary body and said 2nd rotary body so that rotation transmission is possible, and said 1st rotary body and said 2nd with the rotational force applied from a motor (40). A phase adjusting mechanism (80, 83) capable of changing a relative rotational phase with the rotating body;
A stationary body (30) disposed outside the first rotating body and rotatably supporting the driven shaft;
With
The first rotator has discharge passages (615, 617) that penetrate the inside of the first rotator inward and outward and discharge oil in the internal space of the first rotator to the outside of the first rotator. And
The stationary body connects the discharge channel and the first transport channel, and transports oil discharged from the discharge channel to the first transport channel (32, 33). Have
The second rotator passes through the second rotator radially inside the discharge passage, connects the first transport passage and the internal space of the first rotator, and A valve timing adjusting device comprising an introduction channel (74, 76) for introducing oil supplied from a transport channel into the internal space of the first rotating body.   The opening edge (616) of the discharge channel that opens into the internal space of the first rotating body is at least partially in contact with the inner peripheral surface (618) of the first rotating body. Item 3. The valve timing adjusting device according to Item 2.   The region including the internal space, the discharge flow channel, the second transport flow channel, the first transport flow channel, and the introduction flow channel of the first rotating body includes the discharge flow channel and the second transport flow. 3. The valve timing adjusting device according to claim 1, wherein a larger amount of oil is contained than a total capacity of the road, the first transport channel, and the introduction channel.   The valve timing adjusting device according to any one of claims 1 to 3, wherein the second transport channel is formed with a foreign substance reservoir portion (34) that is recessed toward the ground side in the vertical direction.   The valve timing adjusting device according to any one of claims 1 to 4, wherein a filter (35) for capturing foreign matter in oil is provided in the second transport channel.   Between the first rotating body and the stationary body, a gap between the first rotating body and the non-rotating body is liquid-tightly arranged radially outward with respect to the discharge channel and the second transport channel. The valve timing adjusting device according to any one of claims 1 to 5, wherein a sealing member (51) for sealing is provided.

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