JP2017227200A

JP2017227200A - Speed reducer and valve timing adjustment device using speed reducer

Info

Publication number: JP2017227200A
Application number: JP2016125727A
Authority: JP
Inventors: 誠大坪; Makoto Otsubo; 修平大江; Shuhei Oe; 正孝錦織; Masataka Nishigori; 翔大戸田; Shota Toda; 中村　兼仁; Kanehito Nakamura; 兼仁中村; 渡辺　聖彦; Masahiko Watanabe; 聖彦渡辺; 将宏平野; Masahiro Hirano; 皓國米; Hikaru Kokumai; 賢司多田; Kenji Tada
Original assignee: Denso Corp; Soken Inc
Current assignee: Denso Corp; Soken Inc
Priority date: 2016-06-24
Filing date: 2016-06-24
Publication date: 2017-12-28
Anticipated expiration: 2036-06-24
Also published as: JP6606023B2

Abstract

PROBLEM TO BE SOLVED: To provide a speed reducer of which durability is improved also under a low temperature environment through its simple configuration and provide a valve timing adjustment device using the speed reducer.SOLUTION: A speed reducer of this invention comprises a driving rotor 20, a driven rotor 30, a planetary rotor 40, an input rotor 60 and a pressure applying rotor 80. The planetary rotor 40 includes a third oblique tooth 411 and a fourth oblique tooth 421 at its outside part. The third oblique tooth 411 and the fourth oblique tooth 421 may act a force in a direction where the planetary rotor 40 is pushed against either a driving inner gear part 21 or a driven inner gear part 31, resulting in that it is not required to arrange a biasing member. The driving rotor 20 has a first discharging hole 85 capable of discharging lubricant liquid and placed more inside in a radial direction than that of the driving inner gear part 21 or the driven inner gear part 31. With this arrangement as above, when a speed reducer 151 is stopped, the lubricant liquid is left between the inner wall of the driving rotor 20 and the outer wall of the driven rotor 30 and when the speed reducer 151 is operated again, frictional wearing of the speed reducer 151 caused by the lubricant liquid of high viscosity is restricted.SELECTED DRAWING: Figure 2

Description

本発明は、減速装置およびその減速装置を用いたバルブタイミング調整装置に関する。 The present invention relates to a reduction gear and a valve timing adjusting device using the reduction gear.

従来、バルブタイミング調整装置等に用いられ、特許文献１、２の記載のように、遊星回転体、駆動回転体および従動回転体を備える減速装置がある。この減速装置は、遊星回転体が駆動回転体に対して遊星運動することによって、駆動回転体と従動回転体との相対回転位相を変更する。特許文献２の記載では、潤滑液が内部に導入され、回転体の噛合い部分を潤滑しつつ、排出孔を経由して潤滑液が排出される。 2. Description of the Related Art Conventionally, there is a speed reduction device that is used in a valve timing adjusting device or the like and includes a planetary rotating body, a driving rotating body, and a driven rotating body as described in Patent Documents 1 and 2. The reduction gear device changes the relative rotational phase between the drive rotator and the driven rotator by causing the planetary rotator to perform a planetary motion with respect to the drive rotator. In the description of Patent Document 2, the lubricating liquid is introduced into the interior, and the lubricating liquid is discharged through the discharge hole while lubricating the meshing portion of the rotating body.

特開２０１３−１６７１７３号公報JP 2013-167173 A 米国特許６６３７３８９Ｂ２号明細書US Pat. No. 6,637,389B2

特許文献１の構成では、駆動回転体および従動回転体の内歯に遊星回転体の外歯を押し付けるために、遊星回転体の径方向外側に遊星回転体を付勢する付勢部材が遊星回転体内部に設けられている。付勢部材を設けることによって、減速装置の構造が複雑になり、部品点数が増加し、コストが増加する。 In the configuration of Patent Document 1, in order to press the outer teeth of the planetary rotator against the inner teeth of the drive rotator and the driven rotator, the urging member that urges the planetary rotator radially outward of the planetary rotator is planetary rotation. It is provided inside the body. By providing the urging member, the structure of the reduction gear becomes complicated, the number of parts increases, and the cost increases.

特許文献２の構成では、回転体が軸方向に貫通しており、潤滑液が軸方向に案内されるため、回転体の回転によって遠心力が作用する潤滑液は、排出孔から流出しにくい。このため、遊星回転体、駆動回転体または従動回転体との間に潤滑液が滞留しやすくなる。
ところで、低温環境下で減速装置が作動するとき、潤滑液が高粘度化し、滞留する潤滑液の流動抵抗が大きくなる。このため、回転体が回転するとき回転体の噛合い部の摩耗が増大する虞がある。 In the configuration of Patent Document 2, since the rotating body penetrates in the axial direction and the lubricating liquid is guided in the axial direction, the lubricating liquid to which the centrifugal force acts by the rotation of the rotating body is difficult to flow out from the discharge hole. For this reason, the lubricating liquid tends to stay between the planetary rotating body, the driving rotating body, and the driven rotating body.
By the way, when the speed reducer operates in a low temperature environment, the lubricating liquid becomes highly viscous and the flow resistance of the staying lubricating liquid increases. For this reason, when a rotary body rotates, there exists a possibility that the abrasion of the meshing part of a rotary body may increase.

特許文献２の構成に、歯当たりによる振動または騒音の抑制するために上記の付勢部材を設けて潤滑液による潤滑を行い、低温環境下で用いられる場合、滞留する潤滑液の流動抵抗に付勢部材による力が回転体に加わる。付勢部材による力が回転体に加わることによって、回転体の噛合い部の摩耗がさらに増大する虞がある。
本発明は、このような点に鑑みて創作されたものであり、その目的は、簡易な構成で、低温環境下においても耐久性が向上する減速装置およびその減速装置を用いたバルブタイミング調整装置を提供することにある。 In the configuration of Patent Document 2, the above urging member is provided to suppress vibration or noise due to tooth contact, and lubrication is performed with a lubricating liquid. When used in a low temperature environment, the flow resistance of the staying lubricating liquid is added. The force by the urging member is applied to the rotating body. When the force by the urging member is applied to the rotating body, the wear of the meshing portion of the rotating body may further increase.
The present invention has been created in view of the above points, and an object of the present invention is to provide a speed reducing device with improved durability even in a low temperature environment with a simple configuration, and a valve timing adjusting device using the speed reducing device. Is to provide.

本発明による減速装置は、駆動回転体（２０）、従動回転体（３０）、遊星回転体（４０）、入力回転体（６０）および与圧回転体（８０）を備える。
駆動回転体は、駆動内歯車部（２１）およびスプロケット部（２２）を有し、回転可能である。
駆動内歯車部は、歯スジがねじれている第１斜歯（２１１）を内側に含む。
スプロケット部は、駆動内歯車部に嵌合される。
従動回転体は、スプロケット部側で駆動回転体に収容され、従動内歯車部（３１）および導入孔（３２）を有し、回転可能である。
従動内歯車部は、第２斜歯（３１１）を内側に含む。
導入孔は、スプロケット部側から潤滑液を導入可能である。 The speed reducer according to the present invention includes a drive rotator (20), a driven rotator (30), a planetary rotator (40), an input rotator (60), and a pressurized rotator (80).
The drive rotator has a drive internal gear portion (21) and a sprocket portion (22), and is rotatable.
The drive internal gear portion includes first inclined teeth (211) in which the tooth stripes are twisted inside.
The sprocket portion is fitted to the drive internal gear portion.
The driven rotator is accommodated in the drive rotator on the sprocket portion side, has a driven internal gear portion (31) and an introduction hole (32), and is rotatable.
The driven internal gear portion includes second inclined teeth (311) on the inner side.
The introduction hole can introduce the lubricant from the sprocket part side.

遊星回転体は、駆動側遊星外歯車部（４１）および従動側遊星外歯車部（４２）を有し、遊星運動可能である。
駆動側遊星外歯車部は、駆動内歯車部に嵌合され第３斜歯（４１１）を外側に含む。
従動側遊星外歯車部は、従動内歯車部に嵌合され第４斜歯（４２１）を外側に含む。
入力回転体は、入力外歯車部（６１）を有し、回転したとき遊星回転体が遊星運動して、駆動回転体および従動回転体の相対回転位相を変更し、駆動回転体または従動回転体の回転を加減速する。
入力外歯車部は、駆動側遊星外歯車部に嵌合され第５斜歯（６１１）を外側に含む。 The planetary rotator has a drive-side planetary external gear portion (41) and a driven-side planetary external gear portion (42), and is capable of planetary motion.
The drive-side planetary external gear portion is fitted to the drive internal gear portion and includes third inclined teeth (411) on the outside.
The driven-side planetary external gear portion is fitted to the driven internal gear portion and includes a fourth inclined tooth (421) on the outside.
The input rotator has an input external gear portion (61), and when the planetary rotator rotates, the planetary rotator moves in a planetary motion to change the relative rotational phase of the drive rotator and the driven rotator, and the drive rotator or the driven rotator. Accelerates / decelerates the rotation.
The input external gear portion is fitted to the drive-side planetary external gear portion and includes fifth inclined teeth (611) on the outside.

与圧回転体は、与圧外歯車部（８１）を有し、回転可能である。
与圧外歯車部は、従動側遊星外歯車部に嵌合され第６斜歯（８１１）を外側に含む。
また、スプロケット部２２は、第１排出孔（８５）を含む。
第１排出孔（８５）は、導入孔を経由して流れる潤滑液を排出可能であり、駆動内歯車部または従動内歯車部よりも駆動回転体の径方向内側に形成されている。
第５斜歯が第３斜歯を軸方向に押し付ける方向の力（Ｆａ１）または第６斜歯が第４斜歯を軸方向に押し付ける方向の力（Ｆａ２）が作用したとき、駆動内歯車部または従動内歯車部に遊星回転体が押し付けられる方向の力（Ｆｒ）が遊星回転体に作用する。 The pressurizing rotator has a pressurizing external gear portion (81) and is rotatable.
The pressurized external gear portion is fitted to the driven planetary external gear portion and includes sixth inclined teeth (811) on the outside.
The sprocket part 22 includes a first discharge hole (85).
The first discharge hole (85) can discharge the lubricant flowing through the introduction hole, and is formed on the inner side in the radial direction of the drive rotor than the drive internal gear part or the driven internal gear part.
When the force (Fa1) in the direction in which the fifth inclined tooth presses the third inclined tooth in the axial direction or the force (Fa2) in the direction in which the sixth inclined tooth presses the fourth inclined tooth in the axial direction acts, Alternatively, a force (Fr) in a direction in which the planetary rotator is pressed against the driven internal gear portion acts on the planetary rotator.

第３斜歯および第４斜歯によって、第５斜歯が第３斜歯を軸方向に押し付ける方向の力または第６斜歯が第４斜歯を軸方向に押し付ける方向の力が駆動内歯車部または従動内歯車部に遊星回転体が押し付けられる方向の力に変換される。このため、駆動回転体および従動回転体に遊星回転体が径方向に直接押し付けられるため、付勢部材を設ける必要がなくなる。 The third oblique tooth and the fourth oblique tooth cause the fifth oblique tooth to exert a force in the direction in which the third oblique tooth is pressed in the axial direction, or a force in the direction in which the sixth oblique tooth presses the fourth oblique tooth in the axial direction. Is converted into a force in a direction in which the planetary rotating body is pressed against the portion or the driven internal gear portion. For this reason, the planetary rotator is directly pressed in the radial direction against the drive rotator and the driven rotator, so that it is not necessary to provide a biasing member.

第１排出孔が駆動内歯車部または従動内歯車部よりも駆動回転体の径方向内側の位置に形成されているため、減速装置が停止時、排出されなかった潤滑液が駆動回転体の内壁と従動回転体の外壁との間で残留する。このため、減速装置が再度作動するとき、駆動内歯車部または従動内歯車部と、遊星回転体との間に、低温環境下で高粘度化した潤滑液が浸漬されず、駆動内歯車部、従動内歯車部または遊星回転体の摩耗が抑制される。 Since the first discharge hole is formed at a position radially inward of the drive rotator with respect to the drive internal gear portion or the driven internal gear portion, the lubricating liquid that has not been discharged when the speed reducer stops is the inner wall of the drive rotator. And the outer wall of the driven rotor. For this reason, when the speed reducer operates again, the lubricating liquid having increased viscosity under a low temperature environment is not immersed between the driving internal gear portion or the driven internal gear portion and the planetary rotating body, and the driving internal gear portion, Wear of the driven internal gear portion or the planetary rotor is suppressed.

減速装置の作動が進むに伴い、潤滑液の粘度が低下する。駆動内歯車部または従動内歯車部と、遊星回転体との間に、駆動回転体の遠心力によって低粘度化した潤滑液が浸漬され、駆動内歯車部、従動内歯車部または遊星回転体の摩耗が抑制される。
このように、低温環境下において、減速装置の耐久性が向上する。 As the operation of the reduction gear proceeds, the viscosity of the lubricating liquid decreases. A lubricating liquid whose viscosity has been reduced by the centrifugal force of the drive rotator is immersed between the drive internal gear portion or the driven internal gear portion and the planetary rotator, so that the drive internal gear portion, the driven internal gear portion or the planetary rotator Wear is suppressed.
In this way, the durability of the speed reducer is improved in a low temperature environment.

もう１つの発明は、内燃機関（１）のクランク軸（２）からのトルクの伝達によりカム軸（４、５）が開閉する吸気弁（８）または排気弁（９）のうち少なくとも一方のバルブタイミングを調整するバルブタイミング調整装置（１０）である。また、上記減速装置を用いたバルブタイミング調整装置であって、上記減速装置と同様の効果を奏する。 Another invention relates to at least one of the intake valve (8) and the exhaust valve (9) whose camshafts (4, 5) open and close by transmission of torque from the crankshaft (2) of the internal combustion engine (1). A valve timing adjusting device (10) for adjusting timing. Further, the valve timing adjusting device using the speed reducer has the same effect as the speed reducer.

本発明の第１実施形態による減速装置が用いられるバルブタイミング調整装置の概略図。1 is a schematic diagram of a valve timing adjusting device in which a reduction gear according to a first embodiment of the present invention is used. 本発明の第１実施形態による減速装置の断面図。1 is a cross-sectional view of a reduction gear according to a first embodiment of the present invention. 図２のＩＩＩ−ＩＩＩ線断面図。III-III sectional view taken on the line of FIG. 図２のＩＶ−ＩＶ線断面図。IV-IV sectional view taken on the line of FIG. 図２のＶ−Ｖ線断面図。VV sectional view taken on the line of FIG. 本発明の第１実施形態による減速装置の力の作用を説明するための図。The figure for demonstrating the effect | action of the force of the speed reducer by 1st Embodiment of this invention. 図６のＶＩＩ−ＶＩＩ線断面図。VII-VII line sectional drawing of FIG. 本発明の第１実施形態による減速装置の潤滑液の経路を説明するための図。The figure for demonstrating the path | route of the lubricating fluid of the speed reducer by 1st Embodiment of this invention. 本発明の第１実施形態による減速装置が停止したときの潤滑液の挙動を説明するための図。The figure for demonstrating the behavior of the lubricating fluid when the speed reducer by 1st Embodiment of this invention stops. 本発明の第１実施形態による減速装置が作動したときの潤滑液の挙動を説明するための図。The figure for demonstrating the behavior of the lubricating liquid when the speed reducer by 1st Embodiment of this invention act | operates. 本発明の第２実施形態による減速装置の断面図。Sectional drawing of the reduction gear device by 2nd Embodiment of this invention. 本発明の第２実施形態による減速装置が用いられるバルブタイミング調整装置のクランク角と吸気バルブリフト量との関係を示す特性図。The characteristic view which shows the relationship between the crank angle and intake valve lift of the valve timing adjusting device in which the speed reducer according to the second embodiment of the present invention is used. 内燃機関が停止したときの本発明の第２実施形態による減速装置の第１排出孔および第２排出孔の挙動を説明するための図。The figure for demonstrating the behavior of the 1st discharge hole and the 2nd discharge hole of the speed reducer by 2nd Embodiment of this invention when an internal combustion engine stops. 内燃機関が作動したときの本発明の第２実施形態による減速装置の第１排出孔および第２排出孔の挙動を説明するための図。The figure for demonstrating the behavior of the 1st discharge hole and the 2nd discharge hole of the speed reducer by 2nd Embodiment of this invention when an internal combustion engine act | operates. その他の実施形態による減速装置の径方向の断面図。Sectional drawing of the radial direction of the speed reducer by other embodiment. その他の実施形態による減速装置の径方向の断面図。Sectional drawing of the radial direction of the speed reducer by other embodiment. その他の実施形態による減速装置の径方向の断面図。Sectional drawing of the radial direction of the speed reducer by other embodiment. その他の実施形態による減速装置の断面図。Sectional drawing of the speed reducer by other embodiment. その他の実施形態による減速装置の径方向の断面図。Sectional drawing of the radial direction of the speed reducer by other embodiment.

以下、本発明の実施形態による減速装置を図面に基づいて説明する。複数の実施形態の説明において、第１実施形態と実質的に同一の構成には、同一の符号を付して説明を省略する。また、「本実施形態」という場合、第１および第２実施形態を包括する。これらの実施形態の減速装置は、例えば、吸気弁および排気弁のうち少なくとも一方のバルブタイミングを調整する内燃機関のバルブタイミング調整装置に用いられる。 Hereinafter, a reduction gear according to an embodiment of the present invention will be described with reference to the drawings. In the description of the plurality of embodiments, the same reference numerals are given to substantially the same components as those in the first embodiment, and the description thereof is omitted. Further, when referring to “this embodiment”, the first and second embodiments are included. The speed reducer of these embodiments is used, for example, in a valve timing adjusting device for an internal combustion engine that adjusts the valve timing of at least one of an intake valve and an exhaust valve.

本実施形態の減速装置１５１に用いられるバルブタイミング調整装置１０について説明する。
図１に示すように、車両等に用いられる内燃機関１において、クランク歯車３と、減速装置１５１の駆動回転体２０と、にチェーン７が巻き掛けられている。
クランク歯車３は、内燃機関１の駆動軸としてのクランク軸２に固定される。
減速装置１５１の駆動回転体２０は、従動軸としてのカム軸４、５に固定される。
カム軸４、５は、減速装置１５１に潤滑液を供給可能となるように、流路１１が形成されている。
チェーン７を介してクランク軸２からカム軸４、５にトルクＴｃが伝達される。一方のカム軸４は吸気弁８を駆動し、他方のカム軸５は排気弁９を駆動する。 The valve timing adjusting device 10 used for the reduction gear 151 of the present embodiment will be described.
As shown in FIG. 1, in an internal combustion engine 1 used in a vehicle or the like, a chain 7 is wound around a crank gear 3 and a drive rotating body 20 of a reduction gear 151.
The crank gear 3 is fixed to a crankshaft 2 as a drive shaft of the internal combustion engine 1.
The drive rotating body 20 of the reduction gear 151 is fixed to the cam shafts 4 and 5 as driven shafts.
The camshafts 4 and 5 are formed with a flow path 11 so that the lubricant can be supplied to the reduction gear 151.
Torque Tc is transmitted from the crankshaft 2 to the camshafts 4 and 5 via the chain 7. One camshaft 4 drives an intake valve 8 and the other camshaft 5 drives an exhaust valve 9.

本実施形態のバルブタイミング調整装置１０は、クランク軸２とカム軸４、５とを相対回転位相を変更することにより、吸気弁８または排気弁９の開閉タイミングを調整する。
本実施形態の減速装置１５１は、クランク軸２とカム軸４、５とを相対回転位相を変更するために用いられる。 The valve timing adjusting device 10 of this embodiment adjusts the opening / closing timing of the intake valve 8 or the exhaust valve 9 by changing the relative rotational phase of the crankshaft 2 and the camshafts 4, 5.
The speed reducer 151 of the present embodiment is used for changing the relative rotational phase between the crankshaft 2 and the camshafts 4 and 5.

バルブタイミング調整装置１０は、クランク軸２と一体に回転する駆動回転体２０に対し、クランク軸２と同一の回転方向へカム軸４、５が相対回転することによって、吸気弁８または排気弁９のバルブタイミングを早くする。このように吸気弁８または排気弁９のバルブタイミングが早くなるようにカム軸４、５が相対回転することを「進角する」という。 The valve timing adjusting device 10 is configured such that the camshafts 4 and 5 are rotated relative to the drive rotating body 20 that rotates integrally with the crankshaft 2 in the same rotational direction as the crankshaft 2, whereby the intake valve 8 or the exhaust valve 9. Accelerate valve timing. Thus, the relative rotation of the camshafts 4 and 5 so that the valve timing of the intake valve 8 or the exhaust valve 9 is advanced is referred to as “advance”.

また、バルブタイミング調整装置１０は、クランク軸２とは反対の回転方向へカム軸４、５が相対回転することによって、吸気弁８または排気弁９のバルブタイミングを遅くする。このように吸気弁８または排気弁９のバルブタイミングが遅くなるようにカム軸４、５が相対回転することを「遅角する」という。 Further, the valve timing adjusting device 10 delays the valve timing of the intake valve 8 or the exhaust valve 9 by the relative rotation of the cam shafts 4 and 5 in the rotation direction opposite to the crankshaft 2. Thus, the relative rotation of the camshafts 4 and 5 so that the valve timing of the intake valve 8 or the exhaust valve 9 is delayed is referred to as “retarding”.

（第１実施形態）
図２に示すように、減速装置１５１は、駆動回転体２０、従動回転体３０、複数の遊星回転体４０、入力回転体６０、制御ユニット７０および与圧回転体８０を備える。 (First embodiment)
As shown in FIG. 2, the speed reducer 151 includes a drive rotator 20, a driven rotator 30, a plurality of planetary rotators 40, an input rotator 60, a control unit 70, and a pressurized rotator 80.

駆動回転体２０は、有底円筒状の駆動内歯車部２１と有底円筒状のスプロケット部２２とを同軸に組み合わせた容器状で、内部に空間が形成され、回転軸Ｏを中心に回転可能に形成されている。
また、駆動回転体２０は、一方のカム軸４または他方のカム軸５と同軸に設けられている。 The drive rotator 20 has a container shape in which a bottomed cylindrical drive internal gear portion 21 and a bottomed cylindrical sprocket portion 22 are coaxially combined. A space is formed inside the drive rotator 20, and the drive rotator 20 can rotate around a rotation axis O. Is formed.
The drive rotator 20 is provided coaxially with one camshaft 4 or the other camshaft 5.

駆動内歯車部２１は、歯先円が歯底円から駆動回転体２０の径方向内側に向かうように形成されており、第１斜歯２１１を含む。
第１斜歯２１１は、駆動内歯車部２１の内周壁に形成されており、歯スジが一方向にねじれている。 The drive internal gear portion 21 is formed such that the tip circle is directed radially inward of the drive rotator 20 from the root circle, and includes first inclined teeth 211.
The first inclined teeth 211 are formed on the inner peripheral wall of the drive internal gear portion 21, and the tooth lines are twisted in one direction.

スプロケット部２２は、駆動内歯車部２１とねじ２７によって嵌合されており、駆動内歯車部２１とスプロケット部２２とが結合されている。
スプロケット部２２は、複数のスプロケット歯２９および第１排出孔８５を有する。 The sprocket portion 22 is fitted with a drive internal gear portion 21 and a screw 27, and the drive internal gear portion 21 and the sprocket portion 22 are coupled.
The sprocket part 22 has a plurality of sprocket teeth 29 and a first discharge hole 85.

複数のスプロケット歯２９は、スプロケット部２２の外周壁に設けられている。複数のスプロケット歯２９にチェーン７が巻き掛けられ、クランク軸２から出力されるトルクＴｃがチェーン７を介してスプロケット部２２に入力される。トルクＴｃが入力されるとき、駆動回転体２０は、クランク軸２と連動して回転軸Ｏを中心に回転する。このとき、駆動回転体２０の回転方向は、本実施形態では図１の時計方向である。 The plurality of sprocket teeth 29 are provided on the outer peripheral wall of the sprocket portion 22. The chain 7 is wound around the plurality of sprocket teeth 29, and the torque Tc output from the crankshaft 2 is input to the sprocket portion 22 via the chain 7. When the torque Tc is input, the drive rotator 20 rotates around the rotation axis O in conjunction with the crankshaft 2. At this time, the rotation direction of the drive rotating body 20 is the clockwise direction of FIG. 1 in this embodiment.

第１排出孔８５は、駆動回転体２０の軸方向に開口しており、スプロケット部２２の外壁２２１および内壁２２２が連通するように形成され、従動回転体３０の導入孔３２を経由して流れる潤滑液を排出可能な孔である。
潤滑液は、例えば、ギア油等の油が用いられる。
また、第１排出孔８５は、駆動内歯車部２１および従動内歯車部３１の位置よりも駆動回転体２０の径方向内側の位置に形成されている。
図３に示すように、第１排出孔８５は、径方向の断面が円形形状で駆動回転体２０の周方向に等間隔で４つ形成されている。 The first discharge hole 85 is open in the axial direction of the drive rotator 20, is formed so that the outer wall 221 and the inner wall 222 of the sprocket part 22 communicate with each other, and flows through the introduction hole 32 of the driven rotator 30. It is a hole through which the lubricating liquid can be discharged.
As the lubricating liquid, for example, oil such as gear oil is used.
Further, the first discharge hole 85 is formed at a position radially inward of the drive rotating body 20 with respect to the positions of the drive internal gear portion 21 and the driven internal gear portion 31.
As shown in FIG. 3, four first discharge holes 85 are formed at equal intervals in the circumferential direction of the drive rotor 20 with a circular cross section in the radial direction.

図２に戻って、従動回転体３０は、駆動回転体２０と同軸にスプロケット部２２側で駆動回転体２０に大部分が収容され、有底円筒状に形成されており、スリーブボルト３７が挿入される中心孔３８を中央に有する。
また、従動回転体３０は、スリーブボルト３７とカム軸４、５とに挟まれて、一方のカム軸４または他方のカム軸５と連結固定されており、カム軸４、５と連動して回転軸Ｏを中心に回転可能である。
さらに、従動回転体３０は、駆動回転体２０に対して相対回転可能で、従動内歯車部３１および導入孔３２を有する。 Returning to FIG. 2, the driven rotator 30 is mostly accommodated in the drive rotator 20 on the sprocket portion 22 side coaxially with the drive rotator 20, is formed in a bottomed cylindrical shape, and the sleeve bolt 37 is inserted. A central hole 38 is formed in the center.
The driven rotating body 30 is sandwiched between the sleeve bolt 37 and the cam shafts 4 and 5 and is connected and fixed to one cam shaft 4 or the other cam shaft 5. It can rotate around the rotation axis O.
Further, the driven rotator 30 is rotatable relative to the drive rotator 20 and has a driven internal gear portion 31 and an introduction hole 32.

図４に示すように、従動内歯車部３１は、歯先円が歯底円から従動回転体３０の径方向内側に向かうように形成されており、第２斜歯３１１を含む。
第２斜歯３１１は、従動内歯車部３１の内周壁に形成されており、第１斜歯２１１と同様に歯スジがねじれている。 As shown in FIG. 4, the driven internal gear portion 31 is formed such that the tip circle is directed radially inward of the driven rotating body 30 from the root circle, and includes second inclined teeth 311.
The second inclined teeth 311 are formed on the inner peripheral wall of the driven internal gear portion 31, and the tooth lines are twisted similarly to the first inclined teeth 211.

導入孔３２は、スプロケット部２２側から潤滑液を導入可能なように、従動回転体３０の軸方向に流路１１と連通している。
また、導入孔３２は、従動内歯車部３１の位置よりも従動回転体３０の径方向内側の位置に形成され、第１排出孔８５の位置よりも従動回転体３０の径方向内側の位置に形成されている。
さらに、導入孔３２は、従動回転体３０の径方向内側から径方向外側に向かって流路１１を経由する潤滑液が流れるように形成されている。 The introduction hole 32 communicates with the flow path 11 in the axial direction of the driven rotor 30 so that the lubricant can be introduced from the sprocket portion 22 side.
The introduction hole 32 is formed at a position radially inward of the driven rotator 30 with respect to the position of the driven internal gear portion 31, and at a position radially inward of the driven rotator 30 with respect to the position of the first discharge hole 85. Is formed.
Further, the introduction hole 32 is formed so that the lubricating liquid flows through the flow path 11 from the radially inner side of the driven rotor 30 toward the radially outer side.

遊星回転体４０は、駆動内歯車部２１側の駆動回転体２０と従動回転体３０とに接触可能に収容され、駆動内歯車部２１と入力回転体６０との間、および、スプロケット部２２と与圧回転体８０との間で、周方向に３つ設けられている。
遊星回転体４０は、遊星運動可能に形成されており、遊星運動したとき、駆動回転体２０と従動回転体３０との相対回転位相を変更し、駆動回転体２０または従動回転体３０の回転を加減速する。
また、遊星回転体４０は、駆動側遊星外歯車部４１および従動側遊星外歯車部４２を有する。 The planetary rotator 40 is accommodated so as to be able to come into contact with the drive rotator 20 and the driven rotator 30 on the drive internal gear portion 21 side, between the drive internal gear portion 21 and the input rotator 60, and with the sprocket portion 22. Three are provided in the circumferential direction between the pressurizing rotating body 80.
The planetary rotator 40 is configured to be capable of planetary motion. When the planetary rotator 40 performs planetary motion, the relative rotational phase of the drive rotator 20 and the driven rotator 30 is changed to rotate the drive rotator 20 or the driven rotator 30. Accelerate and decelerate.
Further, the planetary rotator 40 includes a driving side planetary external gear part 41 and a driven side planetary external gear part 42.

駆動側遊星外歯車部４１は、駆動内歯車部２１と嵌合しており、歯先円が歯底円から遊星回転体４０の径方向外側に向かうように形成されており、第３斜歯４１１を含む。
第３斜歯４１１は、駆動側遊星外歯車部４１の外周壁に形成されており、第１斜歯２１１および第２斜歯３１１と同様に歯スジがねじれている。 The drive-side planetary outer gear portion 41 is fitted with the drive inner gear portion 21 and is formed so that the tooth tip circle extends from the root circle to the radially outer side of the planetary rotating body 40, and the third inclined tooth 411.
The third inclined teeth 411 are formed on the outer peripheral wall of the drive-side planetary external gear portion 41, and the tooth lines are twisted similarly to the first inclined teeth 211 and the second inclined teeth 311.

従動側遊星外歯車部４２は、従動内歯車部３１と嵌合しており、歯先円が歯底円から遊星回転体４０の径方向外側に向かうように形成されており、第４斜歯４２１を含む。
第４斜歯４２１は、従動側遊星外歯車部４２の外周壁に形成されており、第３斜歯４１１と同様に歯スジがねじれている。 The driven-side planetary outer gear portion 42 is fitted with the driven inner gear portion 31 and is formed so that the tooth tip circle extends from the root circle to the radially outer side of the planetary rotating body 40. 421.
The fourth inclined teeth 421 are formed on the outer peripheral wall of the driven planetary external gear portion 42, and the tooth lines are twisted similarly to the third inclined teeth 411.

入力回転体６０は、円筒状に形成され、駆動内歯車部２１側の遊星回転体４０に接触して回転可能に形成されており、入力回転体６０が回転したとき、遊星回転体４０が遊星運動する。
また、入力回転体６０は、入力外歯車部６１、延長部６２およびモータ接続部６３を有する。 The input rotator 60 is formed in a cylindrical shape and is formed so as to be rotatable in contact with the planetary rotator 40 on the drive internal gear portion 21 side. When the input rotator 60 rotates, the planetary rotator 40 rotates to the planet. Exercise.
The input rotating body 60 has an input external gear portion 61, an extension portion 62, and a motor connection portion 63.

図５に示すように、入力外歯車部６１は、駆動内歯車部２１側に設けられ、駆動側遊星外歯車部４１に嵌合されており、歯先円が歯底円から入力回転体６０の径方向外側に向かうように形成されており、第５斜歯６１１を含む。
第５斜歯６１１は、入力外歯車部６１の外周壁に形成されており、歯スジがねじれるように形成されており、第１斜歯２１１、第２斜歯３１１、第３斜歯４１１および第４斜歯４２１のねじれ方向とは反対方向にねじれている。 As shown in FIG. 5, the input external gear portion 61 is provided on the drive internal gear portion 21 side, is fitted to the drive-side planetary external gear portion 41, and the tooth tip circle extends from the root circle to the input rotating body 60. Are formed so as to extend outward in the radial direction, and include fifth inclined teeth 611.
The fifth inclined teeth 611 are formed on the outer peripheral wall of the input external gear portion 61, and are formed so that the tooth stripes are twisted. The first inclined teeth 211, the second inclined teeth 311, the third inclined teeth 411, and The fourth oblique teeth 421 are twisted in the opposite direction to the twist direction.

延長部６２は、駆動内歯車部２１からスプロケット部２２に向かう方向に延びており、外周壁が与圧回転体８０の内周壁と嵌合している。入力回転体６０と与圧回転体８０とが軸方向に自在に相対変位し、かつ、相対回転を防止するように、延長部６２の外壁には多数の溝が形成されている。
モータ接続部６３は、制御ユニット７０のモータ軸７４が接続される溝である。 The extension part 62 extends in the direction from the drive internal gear part 21 toward the sprocket part 22, and the outer peripheral wall is fitted to the inner peripheral wall of the pressurized rotating body 80. A number of grooves are formed in the outer wall of the extension portion 62 so that the input rotator 60 and the pressurized rotator 80 are relatively displaced in the axial direction and prevent relative rotation.
The motor connection portion 63 is a groove to which the motor shaft 74 of the control unit 70 is connected.

図２に戻って、制御ユニット７０は、電動モータ７１と制御回路７２とによって構成されている。
電動モータ７１は、例えば、永久磁石式同期型の３相交流のモータで、従動回転体３０および入力回転体６０を挟んでカム軸４、５とは反対側に設けられており、モータケース７３に収容され、モータ軸７４を有する。
モータ軸７４は、モータケース７３によって正逆回転可能に支持されており、モータ接続部６３を介して入力回転体６０と接続されている。 Returning to FIG. 2, the control unit 70 includes an electric motor 71 and a control circuit 72.
The electric motor 71 is, for example, a permanent magnet type synchronous three-phase AC motor, and is provided on the opposite side of the camshafts 4 and 5 with the driven rotary body 30 and the input rotary body 60 interposed therebetween. And has a motor shaft 74.
The motor shaft 74 is supported by a motor case 73 so as to be able to rotate in the forward and reverse directions, and is connected to the input rotating body 60 via a motor connecting portion 63.

制御回路７２は、マイコンを主体として構成されており、モータケース７３の外部または内部に設けられている。制御回路７２における処理は、ＲＯＭ等の実体的なメモリ装置に予め記憶されたプログラムをＣＰＵで実行することによるソフトウェア処理であってもよいし、専用の電子回路によるハードウェア処理であってもよい。 The control circuit 72 is mainly composed of a microcomputer, and is provided outside or inside the motor case 73. The process in the control circuit 72 may be a software process by executing a program stored in advance in a substantial memory device such as a ROM by a CPU, or may be a hardware process by a dedicated electronic circuit. .

制御回路７２は、電動モータ７１と接続され、内燃機関１の運転状態に応じて電動モータ７１を制御する。制御された電動モータ７１は、モータ軸７４の周囲に回転磁界を発生し、回転磁界の方向に応じ、進角方向Ｘまたは遅角方向Ｙに回転トルクＴｍをモータ軸７４から出力する。回転トルクＴｍが出力されたとき、入力回転体６０が正逆回転する。 The control circuit 72 is connected to the electric motor 71 and controls the electric motor 71 according to the operating state of the internal combustion engine 1. The controlled electric motor 71 generates a rotating magnetic field around the motor shaft 74 and outputs a rotating torque Tm from the motor shaft 74 in the advance angle direction X or the retard angle direction Y according to the direction of the rotating magnetic field. When the rotational torque Tm is output, the input rotator 60 rotates forward and backward.

与圧回転体８０は、円筒状に形成され、延長部６２を内側で収容し、スプロケット部２２側の遊星回転体４０に接触可能で、遊星回転体４０とともに回転可能に形成されており、与圧外歯車部８１を有する。
与圧外歯車部８１は、スプロケット部２２側に設けられ、従動側遊星外歯車部４２に嵌合されており、歯先円が歯底円から与圧回転体８０の径方向外側に向かうように形成されており、第６斜歯８１１を含む。 The pressurizing rotator 80 is formed in a cylindrical shape, accommodates the extension 62 inside, can contact the planetary rotator 40 on the sprocket part 22 side, and is configured to be rotatable together with the planetary rotator 40. An external gear portion 81 is provided.
The pressurized external gear portion 81 is provided on the sprocket portion 22 side, and is fitted to the driven planetary external gear portion 42 so that the tooth tip circle extends from the root circle toward the radially outer side of the pressurized rotating body 80. And includes sixth inclined teeth 811.

第６斜歯８１１は、与圧外歯車部８１の外周壁に形成されており、歯スジが第５斜歯６１１のねじれ方向と同一方向にねじれている。ねじれ方向は、例えば、歯車の中心軸を天地に向けて、正面から見て歯が右上がりであれば右ねじれとし、歯が左上がりであれば左ねじれとする。ここで、「同一」とは常識的な誤差範囲を含む。本明細書中では、「同一」は、同様に拡大解釈するものとする。 The sixth inclined teeth 811 are formed on the outer peripheral wall of the pressurized external gear portion 81, and the tooth lines are twisted in the same direction as the twisting direction of the fifth inclined teeth 611. The twist direction is, for example, right-twisted when the teeth are raised to the right when viewed from the front with the central axis of the gear toward the top, and left-twisted when the teeth are raised to the left. Here, “same” includes a common-sense error range. In this specification, “identical” shall be interpreted in the same way.

図６および図７に示すように、入力回転体６０は、遊星回転体４０の軸方向の力Ｆａ１を駆動側遊星外歯車部４１に作用する。
また、与圧回転体８０は、遊星回転体４０の軸方向に作用する力Ｆａ２を従動側遊星外歯車部４２に作用する。 As shown in FIGS. 6 and 7, the input rotator 60 applies the axial force Fa <b> 1 of the planetary rotator 40 to the drive-side planetary external gear portion 41.
Further, the pressurizing rotating body 80 applies a force Fa2 acting in the axial direction of the planetary rotating body 40 to the driven-side planetary external gear portion 42.

力Ｆａ１および力Ｆａ２は、第５斜歯６１１から第６斜歯８１１までの軸方向の距離が変化する方向に作用する力である。また、力Ｆａ１および力Ｆａ２は、第３斜歯４１１および第４斜歯４２１によって、駆動内歯車部２１または従動内歯車部３１に遊星回転体４０が押し付けられる方向の力Ｆｒに変換される。入力回転体６０および与圧回転体８０は、変換された力Ｆｒを遊星回転体４０に作用する。
また、遊星回転体４０は、従動回転体３０の軸方向に作用する力Ｆｓを従動回転体３０に作用する。 The force Fa1 and the force Fa2 are forces acting in the direction in which the axial distance from the fifth inclined tooth 611 to the sixth inclined tooth 811 changes. Further, the force Fa1 and the force Fa2 are converted into a force Fr in a direction in which the planetary rotating body 40 is pressed against the driving internal gear portion 21 or the driven internal gear portion 31 by the third inclined teeth 411 and the fourth inclined teeth 421. The input rotator 60 and the pressurizing rotator 80 apply the converted force Fr to the planetary rotator 40.
Further, the planetary rotator 40 acts on the driven rotator 30 with a force Fs acting in the axial direction of the driven rotator 30.

力Ｆｒは、遊星回転体４０の径方向内側から径方向外側に向かう方向に作用する力である。
力Ｆｓは、従動回転体３０の軸方向に作用する力であり、カム軸４とスプロケット部２２との間で伝達されるトルクの方向により作用する方向が反転する。また、力Ｆｓは、従動回転体３０の回転力が大きくなる方向に遊星回転体４０が遊星運動したとき、駆動内歯車部２１と従動内歯車部３１とが引き合うような軸方向の力である。ここで、減速装置１５１における従動回転体３０の回転力が大きくなる方向は、内燃機関１の回転方向とは反対である遅角方向Ｙである。
このような方向に力Ｆｒおよび力Ｆｓが作用するように各斜歯２１１、３１１、４１１、４２１、６１１、８１１のねじれ方向が設定されている。 The force Fr is a force that acts in a direction from the radially inner side of the planetary rotator 40 toward the radially outer side.
The force Fs is a force acting in the axial direction of the driven rotor 30, and the acting direction is reversed depending on the direction of the torque transmitted between the camshaft 4 and the sprocket portion 22. The force Fs is an axial force that causes the driving internal gear portion 21 and the driven internal gear portion 31 to attract each other when the planetary rotating body 40 performs a planetary motion in a direction in which the rotational force of the driven rotating body 30 increases. . Here, the direction in which the rotational force of the driven rotor 30 in the reduction gear 151 increases is a retarded direction Y that is opposite to the rotational direction of the internal combustion engine 1.
The torsional directions of the inclined teeth 211, 311, 411, 421, 611, 811 are set so that the force Fr and the force Fs act in such a direction.

（作用）
本実施形態の減速装置１５１の作用について説明する。
モータ軸７４が駆動回転体２０に対して相対回転しないとき、入力回転体６０および与圧回転体８０が遊星回転体４０との噛合位置を保ち、遊星回転体４０が駆動回転体２０との噛合位置を保ちつつ、駆動回転体２０と従動回転体３０とともに回転する。
このとき、駆動回転体２０と従動回転体３０との間の相対回転位相が保持されるので、バルブタイミングが保持される。 (Function)
The operation of the reduction gear 151 according to this embodiment will be described.
When the motor shaft 74 does not rotate relative to the drive rotator 20, the input rotator 60 and the pressurizing rotator 80 maintain the meshing position with the planetary rotator 40, and the planetary rotator 40 meshes with the drive rotator 20. It rotates together with the drive rotator 20 and the driven rotator 30 while maintaining the position.
At this time, since the relative rotational phase between the drive rotator 20 and the driven rotator 30 is maintained, the valve timing is maintained.

モータ軸７４が駆動回転体２０に対して進角方向Ｘに相対回転するとき、モータ軸７４から進角方向Ｘに向かって回転トルクＴｍが発生する。このとき、入力回転体６０が駆動回転体２０に対して進角方向Ｘに相対回転し、駆動回転体２０と遊星回転体４０との噛合位置が変化しつつ、遊星回転体４０が遊星運動する。遊星回転体４０が遊星運動することによって、従動回転体３０が駆動回転体２０に対して進角方向Ｘに相対回転する。従動回転体３０の回転速度が加速され、吸気弁８または排気弁９のバルブタイミングが早くなる。 When the motor shaft 74 rotates relative to the drive rotator 20 in the advance direction X, a rotational torque Tm is generated from the motor shaft 74 in the advance direction X. At this time, the input rotator 60 rotates relative to the drive rotator 20 in the advance direction X, and the planetary rotator 40 performs planetary motion while the meshing position between the drive rotator 20 and the planetary rotator 40 changes. . As the planetary rotator 40 performs a planetary motion, the driven rotator 30 rotates relative to the drive rotator 20 in the advance direction X. The rotational speed of the driven rotor 30 is accelerated, and the valve timing of the intake valve 8 or the exhaust valve 9 is advanced.

モータ軸７４が駆動回転体２０に対して遅角方向Ｙに相対回転するとき、モータ軸７４から遅角方向Ｙに向かって回転トルクＴｍが発生する。このとき、入力回転体６０が駆動回転体２０に対して遅角方向Ｙに相対回転し、駆動回転体２０と遊星回転体４０との噛合位置が変化しつつ、遊星回転体４０が遊星運動する。遊星回転体４０が遊星運動することによって、従動回転体３０が駆動回転体２０に対して遅角方向Ｙに相対回転する。従動回転体３０の回転速度が減速され、吸気弁８または排気弁９のバルブタイミングが遅くなる。 When the motor shaft 74 rotates relative to the drive rotator 20 in the retarding direction Y, a rotational torque Tm is generated from the motor shaft 74 toward the retarding direction Y. At this time, the input rotator 60 rotates relative to the drive rotator 20 in the retarding direction Y, and the planetary rotator 40 performs planetary motion while the meshing position between the drive rotator 20 and the planetary rotator 40 changes. . As the planetary rotator 40 performs a planetary motion, the driven rotator 30 rotates relative to the drive rotator 20 in the retarding direction Y. The rotational speed of the driven rotor 30 is reduced, and the valve timing of the intake valve 8 or the exhaust valve 9 is delayed.

このように、遊星回転体４０と入力回転体６０とが回転伝達可能に連結され、モータ軸７４から回転トルクＴｍが出力されて入力回転体６０が駆動回転体２０に対して相対回転するとき、遊星回転体４０が遊星運動する。遊星回転体４０が遊星運動することによって、駆動回転体２０と従動回転体３０との相対回転位相が変更される。相対回転位相が変更されるとき、従動回転体３０の回転速度が加減速され、吸気弁８または排気弁９のバルブタイミングが調整される。 Thus, when the planetary rotator 40 and the input rotator 60 are connected so as to be able to transmit rotation, and when the rotational torque Tm is output from the motor shaft 74 and the input rotator 60 rotates relative to the drive rotator 20, The planetary rotator 40 performs planetary motion. When the planetary rotator 40 performs a planetary motion, the relative rotational phase between the drive rotator 20 and the driven rotator 30 is changed. When the relative rotational phase is changed, the rotational speed of the driven rotor 30 is accelerated and decelerated, and the valve timing of the intake valve 8 or the exhaust valve 9 is adjusted.

本実施形態の減速装置１５１の潤滑液の挙動を説明する。
図８に示すように、潤滑液の経路を破線で示す。
流路１１を経由した潤滑液は、導入孔３２を経由し、従動内歯車部３１と遊星回転体４０の外壁との間を経由し、従動回転体３０と駆動内歯車部２１との間を経由する。
従動回転体３０と駆動内歯車部２１との間を経由した潤滑液は、駆動回転体２０の内壁２０３と従動回転体３０の外壁３０１との間を経由し、従動回転体３０とスプロケット部２２の内壁２２２との間を経由し、第１排出孔８５を経由して排出される。 The behavior of the lubricating liquid in the speed reducer 151 according to this embodiment will be described.
As shown in FIG. 8, the route of the lubricating liquid is indicated by a broken line.
The lubricating liquid passing through the flow path 11 passes through the introduction hole 32, passes between the driven internal gear portion 31 and the outer wall of the planetary rotating body 40, and passes between the driven rotary body 30 and the driving internal gear portion 21. Via.
The lubricating liquid that passes between the driven rotor 30 and the drive internal gear portion 21 passes between the inner wall 203 of the drive rotor 20 and the outer wall 301 of the driven rotor 30, and then follows the driven rotor 30 and the sprocket portion 22. It is discharged via the first discharge hole 85 via the space between the inner wall 222 and the inner wall 222.

図９に示すように、内燃機関１が停止したとき、第１排出孔８５を経由して排出されなかった潤滑液が駆動回転体２０の内部に残留する。ここで、「内燃機関１が停止する」とは、車両がアイドリングストップするような走行中の一時停車に伴う内燃機関１の停止ではなく、運転者が意図して車両の使用を終了するときに伴う内燃機関１の停止である。 As shown in FIG. 9, when the internal combustion engine 1 is stopped, the lubricating liquid that has not been discharged via the first discharge hole 85 remains inside the drive rotor 20. Here, “the internal combustion engine 1 is stopped” is not when the internal combustion engine 1 is stopped due to a temporary stop while the vehicle is idling stop but when the driver intentionally ends the use of the vehicle. Along with this, the internal combustion engine 1 is stopped.

図１０に示すように、内燃機関１が始動直後、駆動回転体２０が回転し、駆動回転体２０の遠心力によって、駆動内歯車部２１または従動内歯車部３１の内周縁部に潤滑液が押し付けられる。遊星回転体４０、駆動内歯車部２１および従動内歯車部３１が良好に潤滑される。図９および図１０において、潤滑液の所在を明確にするため、潤滑液をドット柄で示す。 As shown in FIG. 10, immediately after the internal combustion engine 1 is started, the drive rotator 20 rotates. Due to the centrifugal force of the drive rotator 20, the lubricating liquid is applied to the inner peripheral edge of the drive internal gear portion 21 or the driven internal gear portion 31. Pressed. The planetary rotor 40, the drive internal gear portion 21, and the driven internal gear portion 31 are well lubricated. 9 and 10, the lubricating liquid is indicated by a dot pattern in order to clarify the location of the lubricating liquid.

内燃機関１が停止したときの駆動回転体２０の内部に残留する潤滑液の体積を残留体積Ｖｒとする。残留体積Ｖｒは、例えば、減速装置１５１が停止したときの減速装置１５１の重量から潤滑液が導入される前の減速装置１５１を減算することによって求めることができる。
また、従動内歯車部３１の位置よりも従動回転体３０の径方向外側で、駆動回転体２０の内壁２０３と従動回転体３０の外壁３０１とで区画形成されている空間２０２の容積を空間容積Ｖｓとする。
第１排出孔８５は、空間容積Ｖｓが残留体積Ｖｒよりも大きくなるように、以下関係式（１）となるように、開口する面積が設定されている。
Ｖｓ＞Ｖｒ・・・（１） Let the volume of the lubricating liquid remaining inside the drive rotor 20 when the internal combustion engine 1 is stopped be the residual volume Vr. The residual volume Vr can be obtained, for example, by subtracting the speed reduction device 151 before the lubricating liquid is introduced from the weight of the speed reduction device 151 when the speed reduction device 151 stops.
Further, the volume of the space 202 defined by the inner wall 203 of the drive rotator 20 and the outer wall 301 of the follower rotator 30 on the radially outer side of the driven rotator 30 with respect to the position of the driven internal gear portion 31 is defined as a space volume. Vs.
The opening area of the first discharge hole 85 is set so as to satisfy the following relational expression (1) so that the spatial volume Vs becomes larger than the residual volume Vr.
Vs> Vr (1)

特許文献２の構成では、回転体が軸方向に貫通しており、潤滑液が軸方向に案内されるため、回転体の回転によって遠心力が作用する潤滑液は、排出孔から流出しにくい。このため、遊星回転体、駆動回転体または従動回転体との間に潤滑液が滞留しやすくなる。
ところで、低温環境下で減速装置が作動するとき、潤滑液が高粘度化し、滞留する潤滑液の流動抵抗が大きくなる。このとき、回転体が回転するとき回転体の噛合い部の摩耗が増大する虞がある。 In the configuration of Patent Document 2, since the rotating body penetrates in the axial direction and the lubricating liquid is guided in the axial direction, the lubricating liquid to which the centrifugal force acts by the rotation of the rotating body is difficult to flow out from the discharge hole. For this reason, the lubricating liquid tends to stay between the planetary rotating body, the driving rotating body, and the driven rotating body.
By the way, when the speed reducer operates in a low temperature environment, the lubricating liquid becomes highly viscous and the flow resistance of the staying lubricating liquid increases. At this time, when the rotating body rotates, there is a possibility that the wear of the meshing portion of the rotating body increases.

特許文献２の構成に、歯当たりによる振動または騒音の抑制するために上記の付勢部材を設けて潤滑液による潤滑を行い、低温環境下で用いられる場合、滞留する潤滑液の流動抵抗に付勢部材による力が回転体に加わる。付勢部材による力が回転体に加わることによって、回転体の噛合い部の摩耗がさらに増大する虞がある。
そこで、本実施形態の減速装置１５１および減速装置１５１を用いたバルブタイミング調整装置１０では、振動または騒音を抑制し、低温環境下においても耐久性が向上する。 In the configuration of Patent Document 2, the above urging member is provided to suppress vibration or noise due to tooth contact, and lubrication is performed with a lubricating liquid. When used in a low temperature environment, the flow resistance of the staying lubricating liquid is added. The force by the urging member is applied to the rotating body. When the force by the urging member is applied to the rotating body, the wear of the meshing portion of the rotating body may further increase.
Therefore, in the valve timing adjusting device 10 using the speed reducer 151 and the speed reducer 151 according to the present embodiment, vibration or noise is suppressed, and durability is improved even in a low temperature environment.

（効果）
［１］本実施形態の減速装置１５１では、第５斜歯６１１および第６斜歯８１１が設けられており、従動側遊星外歯車部４２および駆動側遊星外歯車部４１に力Ｆａ１、Ｆａ２が作用する。力Ｆａ１、Ｆａ２は第３斜歯４１１および第４斜歯４２１によって力Ｆｒに変換される。 (effect)
[1] In the speed reduction device 151 of the present embodiment, the fifth inclined teeth 611 and the sixth inclined teeth 811 are provided, and the forces Fa1 and Fa2 are applied to the driven planetary outer gear portion 42 and the driving planetary gear portion 41, respectively. Works. The forces Fa1 and Fa2 are converted into a force Fr by the third inclined teeth 411 and the fourth inclined teeth 421.

力Ｆｒは、例えば、以下関係式（２）のように表すことができる。Ｐは、力Ｆａ１、Ｆａ２の大きさである。α₃は、第３斜歯４１１の歯車圧力角であり、第３斜歯４１１と第５斜歯６１１とが接触する面の共通接線と、遊星回転体４０または入力回転体６０の径方向に延びる半径線と、のなす角度である。また、α₄は、第４斜歯４２１の歯車圧力角であり、第４斜歯４２１と第６斜歯８１１とが接触する面の共通接線と、遊星回転体４０または与圧回転体８０の径方向に延びる半径線と、のなす角度である。β₃は、第３斜歯４１１のねじれ角であり、β₄は、第４斜歯４２１のねじれ角であり、遊星回転体４０の軸に対し第３斜歯４１１および第４斜歯４２１が傾斜する角度である。
Ｆｒ＝（Ｐ×ｔａｎβ₃）×ｔａｎα₃＋（Ｐ×ｔａｎβ₄）×ｔａｎα₄
・・・（２） The force Fr can be expressed as, for example, the following relational expression (2). P is the magnitude of the forces Fa1 and Fa2. α ₃ is the gear pressure angle of the third inclined tooth 411, and is in the radial direction of the planetary rotating body 40 or the input rotating body 60 and the common tangent of the surface where the third inclined tooth 411 and the fifth inclined tooth 611 are in contact with each other. This is the angle formed by the extending radial line. Α ₄ is the gear pressure angle of the fourth inclined tooth 421, the common tangent of the surface where the fourth inclined tooth 421 and the sixth inclined tooth 811 are in contact with the planetary rotating body 40 or the pressurized rotating body 80. It is an angle formed by a radial line extending in the radial direction. β ₃ is the twist angle of the third oblique tooth 411, β ₄ is the twist angle of the fourth oblique tooth 421, and the third oblique tooth 411 and the fourth oblique tooth 421 are relative to the axis of the planetary rotor 40. The angle to tilt.
Fr = (P × tan β ₃ ) × tan α ₃ + (P × tan β ₄ ) × tan α ₄
... (2)

力Ｆｒによって、駆動回転体２０および従動回転体３０に遊星回転体４０が径方向に直接押し付けられるため、付勢部材を設ける必要がなくなる。
また、駆動内歯車部２１または従動内歯車部３１と遊星回転体４０との隙間が小さくなり、駆動内歯車部２１または従動内歯車部３１と遊星回転体４０との歯当たりによる振動または騒音が抑制される。 Since the planetary rotator 40 is directly pressed against the driving rotator 20 and the driven rotator 30 in the radial direction by the force Fr, there is no need to provide an urging member.
Further, the clearance between the driving internal gear portion 21 or the driven internal gear portion 31 and the planetary rotating body 40 is reduced, and vibration or noise due to contact between the driving internal gear portion 21 or the driven internal gear portion 31 and the planetary rotating body 40 is generated. It is suppressed.

［２］第１排出孔８５は、駆動内歯車部２１および従動内歯車部３１よりも駆動回転体２０の径方向内側の位置に形成されている。これにより、低温環境下で作動していた減速装置１５１が停止時、第１排出孔８５を経由して排出されなかった潤滑液が遠心力により空間２０２に残留する。 [2] The first discharge hole 85 is formed at a position radially inward of the drive rotating body 20 with respect to the drive internal gear portion 21 and the driven internal gear portion 31. As a result, when the speed reducer 151 operating in a low temperature environment is stopped, the lubricating liquid that has not been discharged through the first discharge hole 85 remains in the space 202 due to centrifugal force.

減速装置１５１が再度作動するとき、駆動内歯車部２１または従動内歯車部３１と、遊星回転体４０と、の間に高粘度化した潤滑液が浸漬されず、駆動内歯車部２１または従動内歯車部３１と遊星回転体４０との摩耗が抑制される。
減速装置１５１の作動が進むに伴い、潤滑液の粘度が低下する。駆動内歯車部２１または従動内歯車部３１と遊星回転体４０との間に駆動回転体２０の遠心力によって低粘度化した潤滑液が浸漬され、駆動内歯車部２１、従動内歯車部３１および遊星回転体４０の摩耗が抑制される。
このように、低温環境下において、減速装置１５１および減速装置１５１を用いたバルブタイミング調整装置１０の耐久性が向上する。 When the reduction gear 151 is operated again, the lubricating fluid having increased viscosity is not immersed between the drive internal gear portion 21 or the driven internal gear portion 31 and the planetary rotating body 40, and the drive internal gear portion 21 or the driven internal gear portion is not immersed. Wear of the gear unit 31 and the planetary rotating body 40 is suppressed.
As the operation of the reduction gear 151 proceeds, the viscosity of the lubricating liquid decreases. A lubricating liquid whose viscosity has been reduced by the centrifugal force of the drive rotator 20 is immersed between the drive internal gear portion 21 or the driven internal gear portion 31 and the planetary rotator 40, and the drive internal gear portion 21, the driven internal gear portion 31, and Wear of the planetary rotating body 40 is suppressed.
Thus, the durability of the valve timing adjusting device 10 using the speed reducer 151 and the speed reducer 151 is improved in a low temperature environment.

［３］第１排出孔８５の開口する面積が関係式（１）を満たすように設定されているため、低温環境下で作動していた減速装置１５１が停止時、潤滑液が空間２０２に確実に残留する。 [3] Since the opening area of the first discharge hole 85 is set so as to satisfy the relational expression (1), the lubricating liquid is reliably supplied to the space 202 when the speed reducer 151 operating in the low temperature environment is stopped. To remain.

（第２実施形態）
第２実施形態の構成では、従動回転体に第２排出孔が設けられている点を除き、第１実施形態と同様である。
図１１に示すように、第２実施形態の減速装置１５２の従動回転体１３０は、第２排出孔８６を有する。 (Second Embodiment)
The configuration of the second embodiment is the same as that of the first embodiment, except that the driven rotor is provided with a second discharge hole.
As shown in FIG. 11, the driven rotor 130 of the speed reducer 152 of the second embodiment has a second discharge hole 86.

第２排出孔８６は、従動回転体１３０の周方向に等間隔で４つ形成され、径方向の断面が第１排出孔８５と同一形状に形成されており、第１排出孔８５と連通可能である。
また、第２排出孔８６は、駆動回転体２０の内壁２２２と軸方向に向き合う従動回転体１３０の外壁３０３と従動回転体１３０の内壁３０４とが連通するように形成されている。 Four second discharge holes 86 are formed at equal intervals in the circumferential direction of the driven rotor 130, and the radial cross section is formed in the same shape as the first discharge holes 85, and can communicate with the first discharge holes 85. It is.
Further, the second discharge hole 86 is formed so that the outer wall 303 of the driven rotating body 130 and the inner wall 304 of the driven rotating body 130 that face the inner wall 222 of the driving rotating body 20 in the axial direction communicate with each other.

第１排出孔８５および第２排出孔８６は、駆動回転体２０と従動回転体１３０との相対位相が特定の位相となるときに連通するように、駆動回転体２０および従動回転体１３０に設けられている。ここで、特定の位相とは、内燃機関１が停止したときの駆動回転体２０と従動回転体１３０との相対位相である。以下、特定の位相について、図１２を参照して説明する。 The first discharge hole 85 and the second discharge hole 86 are provided in the drive rotator 20 and the driven rotator 130 so as to communicate with each other when the relative phase between the drive rotator 20 and the driven rotator 130 becomes a specific phase. It has been. Here, the specific phase is a relative phase between the drive rotator 20 and the driven rotator 130 when the internal combustion engine 1 is stopped. Hereinafter, the specific phase will be described with reference to FIG.

図１２に示すように、バルブタイミング調整装置１０が最も進角しているときの内燃機関１のクランク角と吸気弁８のリフト量との特性Ａ１を一点鎖線で示す。また、バルブタイミング調整装置１０が最も遅角しているときの内燃機関１のクランク角と吸気弁８のリフト量との特性Ａ２を二点鎖線で示す。
内燃機関１は、図示はしないがクランク角センサが設けられており、クランク角は、上死点を基準としてクランク軸２の回転角をクランク角センサが検出した角度［度］である。 As shown in FIG. 12, a characteristic A1 between the crank angle of the internal combustion engine 1 and the lift amount of the intake valve 8 when the valve timing adjusting device 10 is most advanced is indicated by a one-dot chain line. A characteristic A2 between the crank angle of the internal combustion engine 1 and the lift amount of the intake valve 8 when the valve timing adjusting device 10 is most retarded is indicated by a two-dot chain line.
Although not shown, the internal combustion engine 1 is provided with a crank angle sensor, and the crank angle is an angle [degree] detected by the crank angle sensor with respect to the rotation angle of the crankshaft 2 with reference to the top dead center.

特性Ａ１、特性Ａ２、特性Ｂ、特性Ｃ１および特性Ｃ２は、２次曲線で示される。
特性Ａ１から特性Ａ２までの位相の間で駆動回転体２０と従動回転体１３０との相対位相を減速装置１５２は変更可能である。なお、吸気弁８のリフト量は、吸気弁８が開いてから運動方向に移動した距離を示す。また、吸気弁８に代替して、排気弁９のリフト量が用いられてもよい。図１２において、ＴＤＣは上死点を示し、ＢＤＣは下死点を示す。 The characteristic A1, the characteristic A2, the characteristic B, the characteristic C1, and the characteristic C2 are indicated by a quadratic curve.
The speed reduction device 152 can change the relative phase between the drive rotator 20 and the driven rotator 130 between the phase from the characteristic A1 to the characteristic A2. The lift amount of the intake valve 8 indicates a distance moved in the movement direction after the intake valve 8 is opened. Further, the lift amount of the exhaust valve 9 may be used instead of the intake valve 8. In FIG. 12, TDC indicates top dead center and BDC indicates bottom dead center.

減速装置１５２においての内燃機関１が停止したときの内燃機関１のクランク角と吸気弁８のリフト量との特性Ｂを実線で示す。特性Ｂから所定の位相γ分ずれた位相でのクランク角と吸気弁８のリフト量との特性Ｃ１および特性Ｃ２を破線で示す。内燃機関１が停止したときの位相および所定の位相γは、例えば、実験やシミュレーションを用いて算出される。
特定の位相である内燃機関１が停止したときは、特性Ｃ１から特性Ｃ２までの位相を含む。特性Ｃ１から特性Ｃ２の位相であるとき、第１排出孔８５と第２排出孔８６とが連通する。 A solid line indicates a characteristic B between the crank angle of the internal combustion engine 1 and the lift amount of the intake valve 8 when the internal combustion engine 1 in the reduction gear 152 is stopped. Characteristic C1 and characteristic C2 of the crank angle and the lift amount of intake valve 8 at a phase shifted from characteristic B by a predetermined phase γ are indicated by broken lines. The phase when the internal combustion engine 1 is stopped and the predetermined phase γ are calculated using, for example, experiments or simulations.
When the internal combustion engine 1 having a specific phase is stopped, the phase from the characteristic C1 to the characteristic C2 is included. When the phase is from the characteristic C1 to the characteristic C2, the first discharge hole 85 and the second discharge hole 86 communicate with each other.

図１３に示すように、内燃機関１が停止したとき、第１排出孔８５および第２排出孔８６は連通し、第１排出孔８５および第２排出孔８６を経由して潤滑液は排出される。
図１４に示すように、内燃機関１が作動したとき、従動回転体１３０が駆動回転体２０に対して進角方向Ｘまたは遅角方向Ｙに相対回転し、第１排出孔８５および第２排出孔８６は連通しないで、第２排出孔８６は、駆動回転体２０に閉塞される。このとき、潤滑液は駆動内歯車部２１または従動内歯車部３１と遊星回転体４０との間で保持され、駆動回転体２０、従動回転体１３０および遊星回転体４０は潤滑される。 As shown in FIG. 13, when the internal combustion engine 1 is stopped, the first discharge hole 85 and the second discharge hole 86 communicate with each other, and the lubricating liquid is discharged via the first discharge hole 85 and the second discharge hole 86. The
As shown in FIG. 14, when the internal combustion engine 1 operates, the driven rotor 130 rotates relative to the drive rotor 20 in the advance direction X or the retard direction Y, and the first discharge hole 85 and the second discharge are generated. The hole 86 is not communicated, and the second discharge hole 86 is closed by the drive rotator 20. At this time, the lubricating liquid is held between the drive internal gear portion 21 or the driven internal gear portion 31 and the planetary rotator 40, and the drive rotator 20, the driven rotator 130, and the planetary rotator 40 are lubricated.

（効果）
第２実施形態の減速装置１５２では、内燃機関１が停止したとき、第１排出孔８５と第２排出孔８６とが連通して潤滑液が排出され、内燃機関１が作動するとき第１排出孔８５および第２排出孔８６は連通しないで、減速装置１５２の内部で保持される。このため、第１実施形態の効果［２］と同様の効果が得られ、低温環境下での耐久性が向上する。 (effect)
In the reduction gear 152 of the second embodiment, when the internal combustion engine 1 is stopped, the first discharge hole 85 and the second discharge hole 86 communicate with each other to discharge the lubricating liquid, and when the internal combustion engine 1 operates, the first discharge is performed. The hole 85 and the second discharge hole 86 do not communicate with each other and are held inside the speed reduction device 152. For this reason, the effect similar to effect [2] of 1st Embodiment is acquired, and durability in a low temperature environment improves.

（その他の実施形態）
（ｉ）第１実施形態の思想を共有する他の実施形態を以下に示す。
図１５に示すように、減速装置１５３の第１排出孔１８５は、駆動回転体２０の径方向の断面が円形形状に限定されず、楕円形形状となるように形成されていてもよい。
図１６に示すように、減速装置１５４の第１排出孔２８５は、駆動回転体２０の径方向の断面が環状となるように形成されていてもよい。
図１７に示すように、減速装置１５５の第１排出孔３８５は、駆動回転体２０の周方向に等間隔で８つ形成されていてもよい。
第１排出孔は、駆動回転体の径方向の断面が多角形形状であってもよく、形状および数を問わず、第１実施形態と同様の効果を奏する。 (Other embodiments)
(I) Other embodiments that share the idea of the first embodiment are shown below.
As shown in FIG. 15, the first discharge hole 185 of the reduction gear 153 is not limited to a circular shape in the radial direction of the drive rotating body 20, and may be formed to have an elliptical shape.
As shown in FIG. 16, the first discharge hole 285 of the reduction gear 154 may be formed such that the radial cross section of the drive rotating body 20 is annular.
As shown in FIG. 17, eight first discharge holes 385 of the reduction gear 155 may be formed at equal intervals in the circumferential direction of the drive rotating body 20.
The first discharge hole may have a polygonal cross section in the radial direction of the drive rotator, and has the same effect as the first embodiment regardless of the shape and number.

図１８に示すように、減速装置１５６の駆動回転体２０の軸方向と天地方向とが同一方向に設けられてもよく、第１排出孔４８５は、地方向に開口していることがよい。第１排出孔４８５が地方向に開口することによって、減速装置１５６が停止したとき重力によって潤滑液が地方向に移動し、第１排出孔４８５を経由して排出されやすくなる。このため、残留体積Ｖｒを最小とすることができ、関係式（１）を満たす第１排出孔４８５の開口する面積が設定しやすくなる。
また、第２実施形態において、従動回転体の径方向と天地方向とが同一方向に設けられ、第２排出孔が従動回転体の地方向側に設けられることによっても、上記と同様の効果を奏する。 As shown in FIG. 18, the axial direction of the drive rotator 20 of the reduction gear 156 and the vertical direction may be provided in the same direction, and the first discharge hole 485 is preferably open in the ground direction. When the first discharge hole 485 opens in the ground direction, the lubricating liquid moves in the ground direction due to gravity when the speed reducer 156 stops, and is easily discharged through the first discharge hole 485. For this reason, the residual volume Vr can be minimized, and the opening area of the first discharge hole 485 satisfying the relational expression (1) can be easily set.
In the second embodiment, the radial direction and the vertical direction of the driven rotor are provided in the same direction, and the second discharge hole is provided on the ground direction side of the driven rotor. Play.

（ｉｉ）第２実施形態の思想を共有する他の実施形態を以下に示す。
図１９に示すように、減速装置１５７の第１排出孔５８５および第２排出孔１８６はスプロケット部２２および従動回転体１３０の周方向に等間隔に８つ形成されていてもよい。
また、第２排出孔は、従動回転体の径方向の断面が楕円形形状、環状または多角形形状であってもよい。
第１排出孔および第２排出孔は、形状および数を問わず、第２実施形態と同様の効果を奏する。
以上、本発明はこのような実施形態に限定されるものではなく、発明の趣旨を逸脱しない範囲において、種々の形態で実施することができる。 (Ii) Another embodiment sharing the idea of the second embodiment will be described below.
As shown in FIG. 19, eight first discharge holes 585 and second discharge holes 186 of the reduction gear 157 may be formed at equal intervals in the circumferential direction of the sprocket portion 22 and the driven rotor 130.
Further, the second discharge hole may have an elliptical, annular or polygonal cross section in the radial direction of the driven rotor.
The first discharge hole and the second discharge hole have the same effect as that of the second embodiment regardless of the shape and number.
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.

１・・・内燃機関、
２・・・クランク軸、
４、５・・・カム軸、
８・・・吸気弁、
９・・・排気弁、
２０・・・駆動回転体、
２１、１２１・・・駆動内歯車部、２１１・・・第１斜歯、
２２・・・スプロケット部、
３０、１３０・・・従動回転体、
３１・・・従動内歯車部、３１１・・・第２斜歯、
３２・・・導入孔、
４０・・・遊星回転体、
４１・・・駆動側遊星外歯車部、４１１・・・第３斜歯、
４２・・・従動側遊星外歯車部、４２１・・・第４斜歯、
６０・・・入力回転体、
６１・・・入力外歯車部、６１１・・・第５斜歯、
８０・・・与圧回転体、
８１・・・与圧外歯車部、８１１・・・第６斜歯、
８５・・・排出孔 1 ... an internal combustion engine,
2 ... crankshaft,
4, 5 ... camshaft,
8 ・・・ Intake valve,
9 ... exhaust valve,
20... Drive rotator,
21, 121 ・・・ Drive internal gear part, 211 ・・・ First inclined tooth,
22 ... Sprocket part,
30, 130 ... driven rotor,
31 ... driven internal gear section, 311 ... second inclined tooth,
32 ... introduction hole,
40: Planetary rotating body,
41: Drive-side planetary external gear portion, 411: Third inclined tooth,
42 ... driven-side planetary external gear section, 421 ... fourth inclined tooth,
60 ・・・ Input rotator,
61 ・・・ Input external gear portion, 611 ・・・ Fifth tooth,
80 ・・・ Pressurized rotating body,
81 ・・・ Pressurized external gear portion, 811 ・・・ Sixth inclined tooth,
85 ... discharge hole

Claims

A drive having a drive internal gear portion (21, 121) including a first inclined tooth (211) having a twisted tooth stripe inside and a sprocket portion (22) fitted to the drive internal gear portion, and capable of rotating. A rotating body (20);
A driven internal gear portion (31) housed in the drive rotator on the sprocket portion side and including a second inclined tooth (311) on the inside, and an introduction hole (32) through which the lubricating liquid can be introduced from the sprocket portion side are provided. A rotatable driven rotor (30, 130),
A drive-side planetary external gear portion (41) that is fitted to the drive internal gear portion and includes a third inclined tooth (411) on the outside, and a fourth inclined tooth (421) that is fitted to the driven internal gear portion and is included on the outside. A planetary rotor (40) having a driven planetary external gear portion (42) and capable of planetary movement;
It has an input external gear part (61) fitted to the drive-side planetary external gear part and including a fifth inclined tooth (611) on the outside. When the planetary rotary body rotates, the planetary rotary body makes a planetary motion, and the drive rotary body And an input rotator (60) for changing the relative rotation phase of the driven rotator and accelerating / decelerating the rotation of the drive rotator or the driven rotator,
A pressurizing rotating body (80) having a pressurizing external gear part (81) fitted to the driven planetary external gear part and including a sixth inclined tooth (811) on the outside;
With
The sprocket part includes a first discharge hole (85) capable of discharging the lubricant flowing through the introduction hole,
The first discharge hole is formed on the radially inner side of the drive rotating body with respect to the drive internal gear portion or the driven internal gear portion,
When the force (Fa1) in the direction in which the fifth inclined tooth presses the third inclined tooth in the axial direction or the force (Fa2) in the direction in which the sixth inclined tooth presses the fourth inclined tooth in the axial direction is applied, A speed reducer in which a force (Fr) in a direction in which the planetary rotating body is pressed against the driving internal gear portion or the driven internal gear portion acts on the planetary rotating body.

When the driving rotating body rotates, the lubricating liquid that has flowed through the introduction hole is immersed in the driving internal gear portion or the driven internal gear portion,
When the drive rotator stops rotating, the lubricating liquid immersed in the drive internal gear portion or the driven internal gear portion is discharged via the first discharge hole,
The volume of the space defined by the inner wall (203) of the drive rotator and the outer wall (301) of the driven rotator on the radially outer side of the driven rotator with respect to the driven internal gear portion is a space volume (Vs). age,
When the drive rotator stops rotating, and the volume of the lubricating liquid remaining inside the drive rotator is the residual volume (Vr),
The reduction gear according to claim 1, wherein an opening area of the first discharge hole is set so that the space volume is larger than the residual volume.

The speed reducer according to claim 1 or 2, wherein the driven rotor (130) further includes a second discharge hole (86) capable of communicating with the first discharge hole.

The reduction gear according to any one of claims 1 to 3, wherein the first discharge hole opens in a ground direction.

Valve timing for adjusting the valve timing of at least one of the intake valve (8) and the exhaust valve (9) that opens and closes the camshaft (4, 5) by transmission of torque from the crankshaft (2) of the internal combustion engine (1). An adjustment device (10),
A drive having a drive internal gear portion (21, 121) including a first inclined tooth (211) having a twisted tooth stripe inside and a sprocket portion (22) fitted to the drive internal gear portion, and capable of rotating. A rotating body (20);
A driven internal gear portion (31) housed in the drive rotator on the sprocket portion side and including a second inclined tooth (311) on the inside, and an introduction hole (32) through which the lubricating liquid can be introduced from the sprocket portion side are provided. A rotatable driven rotor (30, 130),
A drive-side planetary external gear portion (41) that is fitted to the drive internal gear portion and includes a third inclined tooth (411) on the outside, and a fourth inclined tooth (421) that is fitted to the driven internal gear portion and is included on the outside. A planetary rotor (40) having a driven planetary external gear portion (42) and capable of planetary movement;
It has an input external gear part (61) fitted to the drive-side planetary external gear part and including a fifth inclined tooth (611) on the outside. When the planetary rotary body rotates, the planetary rotary body makes a planetary motion, and the drive rotary body And an input rotator (60) for changing the relative rotation phase of the driven rotator and accelerating / decelerating the rotation of the drive rotator or the driven rotator,
A pressurizing rotating body (80) having a pressurizing external gear part (81) fitted to the driven planetary external gear part and including a sixth inclined tooth (811) on the outside;
With
The sprocket part includes a first discharge hole (85) capable of discharging the lubricant flowing through the introduction hole,
The first discharge hole is formed on the radially inner side of the drive rotating body with respect to the drive internal gear portion or the driven internal gear portion,
When the force (Fa1) in the direction in which the fifth inclined tooth presses the third inclined tooth in the axial direction or the force (Fa2) in the direction in which the sixth inclined tooth presses the fourth inclined tooth in the axial direction is applied, A valve timing adjusting device using a speed reducer in which a force (Fr) in a direction of pressing the planetary rotating body against the driving internal gear portion or the driven internal gear portion acts on the planetary rotating body.

The driven rotor (130) further includes a second discharge hole (86) capable of communicating with the first discharge hole,
When the internal combustion engine stops, the first exhaust hole and the second exhaust hole communicate with each other,
The valve timing adjusting device according to claim 5, wherein when the internal combustion engine is operated, the second discharge hole is closed by the drive rotor.