JP2019044616A - Valve timing adjusting device - Google Patents

Abstract

To provide a valve timing adjusting device which has the high controllability of a motor, and can accurately hold a phase while an internal combustion engine is paused.SOLUTION: A housing 20 can rotate with a crank shaft 2. A cam plate 30 is connected to a cam shaft 3, and can relatively rotate with respect to the housing 20. An input member 60, an eccentric member 40, and an Oldham joint 50 transmit rotations inputted from the outside to the cam plate 30 to enable the housing 20 and the cam plate 30 to relatively rotate. A motor 80 has a stator 82, a coil 83, a rotor 84, a plurality of magnets 841, and a motor shaft 85, and can output rotations to the input member 60 by energizing the coil 83. A control portion 86 controls the energization of the coil 83, can control rotations of the rotor 84 and the motor shaft 85, and energizes the coil 83 so as to hold a relative phase of the housing 20 and the cam plate 30, when an engine 1 is stopped.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a valve timing adjusting device.

  2. Description of the Related Art Conventionally, there has been known a valve timing adjusting device that relatively rotates a housing rotating with a drive shaft of an internal combustion engine and a cam plate connected to a driven shaft by rotation of a motor to change the phase between the drive shaft and the driven shaft. ing. For example, in the valve timing adjusting device of Patent Document 1, the rotation of the motor from the motor shaft is input to a transmission unit including a speed reducer, and the housing and the cam plate are relatively rotated.

JP 2008-2362 A

  In the valve timing adjusting device of Patent Document 1, energization to the motor is stopped when the internal combustion engine is stopped. Further, in the valve timing adjusting device of Patent Document 1, the peak value of the cogging torque of the motor is set to be larger than the absolute value of the positive and negative cam torque acting on the motor shaft from the driven shaft via the transmission unit. When the internal combustion engine is stopped, the rotational position of the motor shaft of the non-energized motor is held to maintain the phase when the internal combustion engine is stopped.

However, in the valve timing adjusting device of Patent Document 1, when the transmission unit has a low reduction ratio, the absolute value of the cam torque acting on the motor shaft from the driven shaft via the transmission unit is larger than the cogging torque of the motor. There is a risk. In this case, when the internal combustion engine is stopped, the rotational position of the motor shaft cannot be maintained, and the phase when the internal combustion engine is stopped may not be maintained. Therefore, the startability, fuel consumption, and output performance of the internal combustion engine may be deteriorated.
Further, when the cogging torque of the motor is set excessively large, the controllability of the motor is deteriorated, and the accuracy of phase control during operation of the internal combustion engine may be deteriorated.

  An object of the present invention is to provide a valve timing adjusting device that has high controllability of a motor and can accurately maintain the phase when the internal combustion engine is stopped.

The present invention is a valve timing adjusting device that adjusts the valve timing of a valve that opens and closes by a driven shaft that rotates by torque transmission from a drive shaft of an internal combustion engine, and includes a housing, a cam plate, a transmission unit, a motor, and a control unit. I have.
The housing is rotatable with the drive shaft.
The cam plate is connected to the driven shaft and is rotatable relative to the housing.
The transmission unit transmits rotation input from the outside to the cam plate, and can relatively rotate the housing and the cam plate.
The motor includes an annular stator having a plurality of teeth portions, a coil wound around the teeth portions, a rotor provided rotatably inside the stator, and a plurality of portions provided on the rotor so as to face the teeth portions. A magnet and a motor shaft that is provided so as to be rotatable integrally with the rotor and connected to the transmission portion, and can rotate the rotor and the motor shaft by energizing the coil to output rotation to the transmission portion.
The control unit can control energization to the coil and control rotation of the rotor and the motor shaft.

  When the internal combustion engine is stopped, the control unit energizes the coil so as to maintain the relative phase between the housing and the cam plate. Therefore, for example, in the case of a configuration in which the transmission unit has a low reduction ratio, when the internal combustion engine is stopped, the absolute value of the cam torque that acts on the motor shaft from the driven shaft via the transmission unit is greater than the cogging torque of the motor. In addition, by energizing the coil, the relative phase between the housing and the cam plate can be accurately maintained. Thereby, the startability, fuel consumption, and output performance of the internal combustion engine can be improved. In addition, it is not necessary to set the cogging torque of the motor excessively large, and the controllability of the motor can be improved.

Sectional drawing which shows the valve timing adjustment apparatus by 1st Embodiment. II-II sectional view taken on the line of FIG. III-III sectional view taken on the line of FIG. IV-IV sectional view taken on the line of FIG. (A) is a schematic diagram which shows the connection state of the coil of the valve timing adjustment apparatus by 1st Embodiment, (B) is a schematic diagram which shows the positional relationship of the coil and magnet of the valve timing adjustment apparatus by 1st Embodiment. (A) is a schematic diagram which shows the connection state of the coil of the valve timing adjustment apparatus by 2nd Embodiment, (B) is a schematic diagram which shows the positional relationship of the coil and magnet of the valve timing adjustment apparatus by 2nd Embodiment.

  Hereinafter, valve timing adjusting devices according to a plurality of embodiments of the present invention will be described with reference to the drawings. Note that, in a plurality of embodiments, substantially the same components are denoted by the same reference numerals, and description thereof is omitted. In the plurality of embodiments, substantially the same constituent parts have the same or similar operational effects.

(First embodiment)
1 to 4 show a valve timing adjusting device according to the first embodiment and a part thereof. The valve timing adjusting device 10 changes the rotational phase of the camshaft 3 with respect to the crankshaft 2 of the engine 1 as an internal combustion engine to thereby change the intake valve 4 of the intake valve 4 or the exhaust valve 5 that the camshaft 3 is driven to open and close. The valve timing is adjusted. The valve timing adjusting device 10 is provided in a power transmission path from the crankshaft 2 to the camshaft 3. The crankshaft 2 corresponds to a “drive shaft”. The cam shaft 3 corresponds to a “driven shaft”. The intake valve 4 and the exhaust valve 5 correspond to “valves”. That is, the valve timing adjusting device 10 adjusts the valve timing of the intake valve 4 that is opened and closed by the camshaft 3 that is rotated by torque transmission from the crankshaft 2 of the engine 1.

The valve timing adjusting device 10 includes a housing 20, a cam plate 30, an eccentric member 40, an Oldham joint 50, an input member 60, a motor 80, a control unit 86, and the like.
The housing 20 is made of, for example, metal, and includes a housing cylinder portion 21, a housing bottom portion 22, a sprocket 23, and the like.
The housing cylinder part 21 is formed in a substantially cylindrical shape. The housing bottom 22 is formed integrally with the housing cylinder 21 so as to close the opening at one end of the housing cylinder 21. Thus, the housing 20 is formed in a bottomed cylindrical shape.
The sprocket 23 is formed integrally with the housing cylinder portion 21 so as to extend annularly outwardly from the outer peripheral wall of the end portion of the housing cylinder portion 21 on the housing bottom portion 22 side. External teeth 231 are formed on the outer periphery of the sprocket 23.

A housing hole 24 is formed at the center of the housing bottom 22. The end of the cam shaft 3 is inserted into the housing hole 24. The cam shaft 3 can rotatably support the housing 20.
The chain 6 is wound around the crankshaft 2 and the external teeth 231 of the sprocket 23. Thereby, the housing 20 rotates in conjunction with the crankshaft 2.

An end opening 25 serving as an opening is formed at the end of the housing tube 21 opposite to the housing bottom 22.
The housing 20 has a ring gear 27. The ring gear 27 is formed in a substantially annular shape, and an inner tooth 271 is formed on the inner peripheral portion. The ring gear 27 is formed integrally with the housing cylinder 21 on the inner side of the end of the housing cylinder 21 opposite to the housing bottom 22. That is, the inner teeth 271 are formed on the inner peripheral portion of the housing cylinder portion 21.
The housing 20 has a stopper 26. The stopper 26 is formed integrally with the housing cylinder part 21 and the housing bottom part 22 at the inner peripheral part of the end part of the housing cylinder part 21 on the housing bottom part 22 side.

The cam plate 30 is made of, for example, metal, and includes a cam plate cylinder portion 31, a cam plate bottom portion 32, a cam plate plate portion 33, and the like.
The cam plate cylinder portion 31 is formed in a substantially cylindrical shape. The cam plate bottom 32 is formed integrally with the cam plate cylinder 31 so as to close the opening at one end of the cam plate cylinder 31. Thus, the cam plate 30 is formed in a bottomed cylindrical shape.
The cam plate plate portion 33 is formed integrally with the cam plate tube portion 31 so as to extend in an annular plate shape radially outward from the outer peripheral wall of the end portion of the cam plate tube portion 31 opposite to the cam plate bottom portion 32. ing.

The cam plate 30 is provided on the inner side of the housing 20 so that the cam plate cylinder portion 31 is positioned on the radially inner side with respect to the stopper 26 and the cam plate plate portion 33 is positioned on the opposite side of the housing bottom portion 22 with respect to the stopper 26. It has been.
The cam plate 30 is rotatable relative to the housing 20.

A cam plate hole 34 is formed at the center of the cam plate bottom 32. The fastening member 14 is inserted into the cam plate hole 34. The fastening member 14 has a shaft part 141 and a head part 142. A screw thread is formed on the outer peripheral wall at one end of the shaft portion 141. The head portion 142 is formed at the other end of the shaft portion 141.
The valve timing adjusting device 10 is attached to the cam shaft 3 such that the cam plate 30 is connected to the end of the cam shaft 3. The shaft portion 141 of the fastening member 14 is inserted into the cam plate hole portion 34 and screwed into a screw groove formed in the shaft hole portion 100 at the end portion of the cam shaft 3. And the head 142 of the fastening member 14. Thereby, the cam plate 30 is connected and fixed to the cam shaft 3.

  At the end of the cam shaft 3, a restricting portion 101 is formed that extends annularly from the outer peripheral wall to the outside in the radial direction. When the valve timing adjusting device 10 is attached to the cam shaft 3, the periphery of the housing hole 24 of the housing bottom 22 is located between the cam plate bottom 32 and the restricting portion 101. The restricting portion 101 can restrict the movement of the housing 20 in a direction away from the cam plate 30.

  In the present embodiment, a clearance is set between the housing hole 24 and the outer peripheral wall at the end of the camshaft 3. In the housing 20, the inner peripheral wall of the housing cylindrical portion 21 is supported by the outer edge portion of the cam plate plate portion 33. In other words, in the cam plate 30, the outer edge portion of the cam plate plate portion 33 is supported by the inner peripheral wall of the housing cylindrical portion 21.

  An extension hole 35 and an oil passage groove 36 are formed in the cam plate bottom 32. The extending hole 35 is formed to extend radially outward from the cam plate hole 34. The oil passage groove 36 is formed in an annular shape so as to be recessed from the end surface of the cam plate bottom portion 32 on the cam shaft 3 side toward the cam plate cylinder portion 31 side. An oil passage 102 that connects the outer peripheral wall and the end face is formed at the end of the camshaft 3. An oil pump 8 is connected to one end of the oil passage 102. The other end of the oil passage 102 is formed at a position corresponding to the oil passage groove 36. The lubricating oil stored in the oil pan 7 is pumped up by the oil pump 8 and supplied to the oil passage 102. Here, the lubricating oil corresponds to “fluid”. The lubricating oil supplied to the oil passage 102 can flow to the cam plate cylinder portion 31 side with respect to the cam plate bottom portion 32 via the oil passage groove 36 and the extending hole portion 35.

  The eccentric member 40 is formed in a substantially annular shape from metal, for example. The eccentric member 40 has external teeth 41. The external teeth 41 are formed on the outer peripheral portion of the eccentric member 40. The eccentric member 40 is provided on the inner side of the housing 20 so as to be located on the opposite side of the cam plate 3 from the cam shaft 3 and on the inner side in the radial direction of the inner teeth 271 of the ring gear 27.

  The outer diameter of the eccentric member 40, that is, the tooth tip diameter of the outer tooth 41 is set smaller than the inner diameter of the ring gear 27, that is, the tooth tip diameter of the inner tooth 271. Further, the number of teeth of the outer teeth 41 of the eccentric member 40 is set to be smaller than the number of teeth of the inner teeth 271 of the ring gear 27. The eccentric member 40 is provided eccentric to the housing 20 and the cam plate 30 so that the outer teeth 41 mesh with the inner teeth 271 of the ring gear 27. The eccentric member 40 can rotate inside the ring gear 27 while the outer teeth 41 mesh with the inner teeth 271 of the ring gear 27. At this time, the eccentric member 40 revolves with respect to the housing 20 while rotating.

The Oldham coupling 50 is formed in a substantially annular shape from metal, for example. The Oldham coupling 50 is provided between the cam plate 30 and the eccentric member 40 inside the housing 20 (see FIGS. 1 to 3).
The Oldham joint 50 is provided so as to be movable and slidable relative to the cam plate 30 and the eccentric member 40 in the radial direction. The Oldham joint 50 transmits the rotation component of the eccentric member 40 to the cam plate 30 when the eccentric member 40 revolves while rotating inside the ring gear 27. Thereby, the Oldham joint 50 can rotate the housing 20 and the cam plate 30 relative to each other.

The input member 60 is made of, for example, metal. The input member 60 includes an input cylinder portion 61, an input plate portion 63, and the like.
The input cylinder part 61 has a concentric cylinder part 611 and an eccentric cylinder part 612. The concentric cylinder part 611 is formed in a substantially cylindrical shape. The eccentric tube portion 612 is formed integrally with the concentric tube portion 611 so that one end thereof is connected to the end portion of the concentric tube portion 611. Here, the outer peripheral wall of the eccentric cylinder part 612 is formed to be eccentric with respect to the outer peripheral wall of the concentric cylinder part 611. Further, the outer diameter of the eccentric tube portion 612 is larger than the outer diameter of the concentric tube portion 611. On the other hand, the inner peripheral wall of the concentric cylinder part 611 and the inner peripheral wall of the eccentric cylinder part 612 are set concentrically and with the same diameter.

  An input groove portion 62 is formed in the input cylinder portion 61. The input groove 62 is formed so as to extend in the axial direction from the end on the opposite side to the concentric cylinder part 611 of the eccentric cylinder part 612 while being recessed radially outward from the inner peripheral wall of the eccentric cylinder part 612. Yes. In the present embodiment, two input groove portions 62 are formed at equal intervals in the circumferential direction of the eccentric cylindrical portion 612, that is, so as to face each other.

The input plate portion 63 is formed integrally with the input tube portion 61 so as to extend in a plate shape radially outward from the outer peripheral wall of the end of the eccentric tube portion 612 opposite to the concentric tube portion 611.
The input member 60 is provided inside the housing 20 so that the concentric cylinder part 611 is located inside the cam plate cylinder part 31 and the eccentric cylinder part 612 is located inside the eccentric member 40.

  In the present embodiment, the input plate portion 63 is formed in a substantially disc shape. The outer diameter of the input plate portion 63 is set larger than the inner diameter of the eccentric member 40 and smaller than the outer diameter of the eccentric member 40. Therefore, the end surface of the eccentric member 40 opposite to the cam plate 30 is exposed to the outside of the housing 20 via the end opening 25 on the radially outer side of the input plate portion 63.

A bearing 11 is provided between the inner peripheral wall of the cam plate cylinder portion 31 and the outer peripheral wall of the concentric cylinder portion 611. Further, a bearing 12 is provided between the inner peripheral wall of the eccentric member 40 and the outer peripheral wall of the eccentric cylindrical portion 612. The bearings 11 and 12 are ball bearings, for example.
In the bearing 11, the outer ring is fitted to the inner peripheral wall of the cam plate cylinder part 31, and the inner ring is fitted to the outer peripheral wall of the concentric cylinder part 611. In the bearing 12, the outer ring is fitted to the inner peripheral wall of the eccentric member 40, and the inner ring is fitted to the outer peripheral wall of the eccentric cylindrical portion 612.
Here, the inner peripheral wall of the concentric cylinder part 611 and the eccentric cylinder part 612 and the outer peripheral wall of the concentric cylinder part 611 are concentric with the housing cylinder part 21 and the cam plate cylinder part 31, and the outer peripheral wall of the eccentric cylinder part 612 is It is eccentric with respect to the housing cylinder part 21 and the cam plate cylinder part 31.
As described above, the cam plate 30 supports the input member 60 via the bearing 11.
The input member 60 can rotate relative to the housing 20.

  A spring 13 is provided at a portion of the eccentric cylindrical portion 612 in the eccentric direction. The spring 13 biases the bearing 12 in the eccentric direction. Thereby, the external teeth 41 of the eccentric member 40 are pressed against the internal teeth 271 of the ring gear 27, and the meshing state of the external teeth 41 and the internal teeth 271 is maintained well.

The motor 80 is provided as an actuator that drives a built-in component of the valve timing adjusting device 10.
The motor 80 includes a case 81, a stator 82, a coil 83, a rotor 84, a magnet 841, a motor shaft 85, a joint 851, and the like.
The case 81 is formed, for example, from a metal into a bottomed cylindrical shape, and forms a space inside. The case 81 is fixed to the engine 1 via, for example, a stay (not shown).
The stator 82, the coil 83, the rotor 84, and the like are accommodated inside the case 81. The stator 82 is formed in a substantially annular shape and is fixed inside the case 81. The coil 83 is wound around a plurality of teeth 821 formed on the stator 82. The rotor 84 is rotatably provided inside the stator 82.

  Here, the teeth portion 821 is formed to extend inward in the radial direction of the stator 82. In the present embodiment, twelve teeth portions 821 are formed at equal intervals in the circumferential direction of the stator 82. A total of twelve coils 83 are provided for each of the tooth portions 821.

  As shown in FIG. 4, the twelve coils 83 are provided in the respective tooth portions 821 so as to be coils 831, 832, 833, 831,. Here, the coils 831, 832, and 833 correspond to a U-phase winding, a V-phase winding, and a W-phase winding, respectively. In addition, one winding set is configured by three coils 83 (831, 832, and 833) arranged with three spaces in the circumferential direction. That is, in this embodiment, four winding sets are provided. Each winding set is configured by Y-connecting coils 831, 832, and 833.

The motor shaft 85 is provided integrally with the rotor 84 so as to penetrate the center of the rotor 84. The motor shaft 85 and the rotor 84 are rotatably supported by the case 81. The motor shaft 85 is exposed to the outside of the case 81 through a hole formed in the bottom of the case 81.
The magnet 841 is provided on the outer peripheral wall of the rotor 84 so as to be able to face the tip of the tooth portion 821 of the stator 82. Eight magnets 841 are provided at equal intervals in the circumferential direction of the rotor 84. Here, the eight magnets 841 are provided so that the magnetic poles with respect to the tooth portion 821 are alternately N and S in the circumferential direction. The motor shaft 85 generates cogging torque due to the magnetic force of the magnet 841.

When the coil 83 is energized, a rotating magnetic field is generated in the stator 82 and the rotor 84 and the motor shaft 85 rotate.
The joint 851 is attached to the tip of the motor shaft 85. The motor 80 is attached to the engine 1 so that the joint 851 is fitted into the input groove 62 of the input member 60. Therefore, the rotation of the motor 80 is input to the input member 60.

  When the coil 83 of the motor 80 is energized, the motor shaft 85 rotates. The input member 60 rotates relative to the housing 20 when rotation is input from the motor 80. When the input member 60 rotates relative to the housing 20, the outer peripheral wall of the eccentric cylindrical portion 612 rotates in a state of being eccentric with respect to the outer peripheral wall of the concentric cylindrical portion 611. Thereby, the eccentric member 40 rotates inside the ring gear 27 while the outer teeth 41 mesh with the inner teeth 271 of the ring gear 27. At this time, the eccentric member 40 revolves with respect to the housing 20 while rotating. At this time, the eccentric member 40 reciprocates relative to the Oldham joint 50 in the xy direction while sliding with the Oldham joint 50 (see FIG. 3). At this time, the Oldham coupling 50 reciprocates relative to the cam plate 30 in the ab direction while sliding with the cam plate 30 (see FIG. 2). Here, the ab direction and the xy direction are directions on a virtual plane orthogonal to the axis of the housing 20, and the xy direction and the ab direction are orthogonal to each other. The ab direction is parallel to the eccentric direction of the eccentric cylindrical portion 612 relative to the concentric cylindrical portion 611, that is, the eccentric direction of the eccentric member 40 relative to the housing 20 and the cam plate 30.

  The rotation is input to the input member 60 and the eccentric member 40 and the Oldham coupling 50 are operated as described above, whereby the rotation component of the eccentric member 40 is transmitted to the cam plate 30. As a result, the housing 20 and the cam plate 30 rotate relative to each other. Here, the stopper 26 abuts against a predetermined portion of the cam plate 30, thereby restricting the range in which the cam plate 30 can rotate relative to the housing 20 to a predetermined range.

The input member 60, the eccentric member 40, and the Oldham coupling 50 can transmit the rotation input from the motor 80 to the input member 60 to the cam plate 30, and can relatively rotate the housing 20 and the cam plate 30. Here, the input member 60, the eccentric member 40, and the Oldham joint 50 correspond to a “transmission portion”. In the present embodiment, the reduction ratio of the transmission unit is set to be relatively low.
Thus, the motor 80 changes the relative phase between the housing 20 and the cam plate 30 by rotating the input member 60. As a result, the relative phase between the crankshaft 2 and the camshaft 3 changes, and the valve timing of the intake valve 4 changes.

  The controller 86 is provided so as to close the opening on the side opposite to the bottom of the case 81. The controller 86 controls energization to the coil 83 of the motor 80 and controls the rotation of the motor 80. Accordingly, the cam plate 30 can be rotated relative to the housing 20 in the advance direction or the retard direction. As a result, the control unit 86 can adjust the valve timing of the intake valve 4 according to the operating state of the engine 1.

  In the present embodiment, a rotational position sensor 861 is further provided. The rotational position sensor 861 is provided in the vicinity of one end of the rotor 84 in the axial direction. The rotational position sensor 861 outputs a signal corresponding to the rotational position of the rotor 84 to the control unit 86. Thereby, the control unit 86 can detect the rotational position of the rotor 84. Here, the rotational position sensor 861 corresponds to a “rotational position detection estimation unit”.

Next, the configuration of the cam plate 30, the eccentric member 40, and the Oldham joint 50 will be described in detail.
As shown in FIG. 2, the cam plate 30 has a cam plate side groove portion 37. The cam plate side groove portion 37 is formed so as to be recessed from the end surface on the eccentric member 40 side of the cam plate plate portion 33 toward the cam shaft 3 side. The cam plate side groove portion 37 includes a cylindrical wall surface 370, extending groove portions 371 and 372, a cam plate side protruding portion 373, a bent portion 374, and the like.

The cylindrical wall surface 370 is formed in a cylindrical surface shape around the axis of the cam plate 30.
The extending groove 371 is formed so as to extend radially outward from the cylindrical wall surface 370 and connect to the outer peripheral wall of the cam plate plate portion 33. Two extending groove portions 371 are formed at equal intervals in the circumferential direction of the cam plate plate portion 33. The two extending groove portions 371 are formed so as to face each other across the axis of the cam plate 30 on a straight line orthogonal to the axis of the cam plate 30 and extending in the ab direction (see FIG. 2). Each extending groove 371 is formed with two planar sliding surfaces 375. The two sliding surfaces 375 are parallel to the ab direction and are formed to face each other.

  The extending groove 372 is formed so as to extend radially outward from the cylindrical wall surface 370. The extending groove portion 372 is not connected to the outer peripheral wall of the cam plate plate portion 33. Two extending groove portions 372 are formed at equal intervals in the circumferential direction of the cam plate plate portion 33. The two extending groove portions 372 are formed so as to face each other across the axis of the cam plate 30 on a straight line orthogonal to the axis of the cam plate 30 and extending in the xy direction (see FIG. 2).

  The cam plate side protruding portion 373 is formed to protrude radially inward from the portions on both sides in the circumferential direction of the extending groove portions 371 and 372 of the cylindrical wall surface 370. Therefore, a total of eight cam plate side protrusions 373 are formed on the cam plate 30.

  The bent portion 374 is formed at a connection portion between the cam plate side protruding portion 373 and the cylindrical wall surface 370. The bent portion 374 is formed to be bent at a substantially right angle when viewed from the axial direction of the cam plate 30. Here, the bent portion 374 corresponds to the “inhibition portion”.

  As shown in FIG. 3, the eccentric member 40 has an eccentric member side groove 42. The eccentric member side groove portion 42 is formed so as to be recessed from the end surface of the eccentric member 40 on the cam plate 30 side to the side opposite to the cam shaft 3. The eccentric member side groove portion 42 includes a cylindrical wall surface 420, extending groove portions 421 and 422, an eccentric member side protruding portion 423, a bent portion 424, and the like.

The cylindrical wall surface 420 is formed in a cylindrical surface shape around the axis of the eccentric member 40.
The extending groove 421 is formed to extend radially outward from the cylindrical wall surface 420. Two extending groove portions 421 are formed at equal intervals in the circumferential direction of the eccentric member 40. The two extending groove portions 421 are formed so as to face each other across the axis of the eccentric member 40 on a straight line orthogonal to the axis of the eccentric member 40 and extending in the ab direction (see FIG. 3). Each extending groove 421 is formed with one flat sliding surface 425. A total of two sliding surfaces 425 formed in each extending groove 421 are parallel to the xy direction and are formed to face each other.
The position of each extending groove 421 corresponds to the position of each extending groove 371 of the cam plate 30 (see FIGS. 2 and 3).

The extending groove 422 is formed so as to extend radially outward from the cylindrical wall surface 420. Two extending groove portions 422 are formed at equal intervals in the circumferential direction of the eccentric member 40. The two extending groove portions 422 are formed so as to face each other across the axis of the eccentric member 40 on a straight line orthogonal to the axis of the eccentric member 40 and extending in the xy direction (see FIG. 3). Each extending groove 422 is formed with two planar sliding surfaces 426. The two sliding surfaces 426 are parallel to the xy direction and are formed to face each other.
The position of each extending groove 422 corresponds to the position of each extending groove 372 of the cam plate 30 (see FIGS. 2 and 3).

The eccentric member side protrusions 423 are formed so as to protrude radially inward from the portions on both sides in the circumferential direction of the extending groove portions 421 and 422 of the cylindrical wall surface 420. Therefore, a total of eight eccentric member side protrusions 423 are formed on the eccentric member 40.
The position of each eccentric member side protrusion 423 corresponds to the position of each cam plate side protrusion 373 of the cam plate 30 (see FIGS. 2 and 3).

  The bent portion 424 is formed at a connection portion between the eccentric member side protruding portion 423 and the cylindrical wall surface 420. The bent portion 424 is formed so as to be bent at a substantially right angle when viewed from the axial direction of the eccentric member 40. Here, the bent portion 424 corresponds to the “inhibition portion”.

As shown in FIGS. 2 and 3, the Oldham coupling 50 includes an Oldham main body 51, Oldham protrusions 521 and 522, Oldham recess 53, and the like.
The Oldham body 51 is formed in a substantially cylindrical shape.
The Oldham protrusion 521 is formed to protrude in a rectangular column shape from the outer peripheral wall of the Oldham main body 51 radially outward. Two Oldham protrusions 521 are formed at equal intervals in the circumferential direction of the Oldham body 51. The two Oldham protrusions 521 are formed so as to face each other across the axis of the Oldham body 51 on a straight line orthogonal to the axis of the Oldham body 51 and extending in the ab direction (see FIGS. 2 and 3).

  The Oldham protrusion 522 is formed so as to protrude in a rectangular column shape from the outer peripheral wall of the Oldham main body 51 radially outward. Two Oldham protrusions 522 are formed at equal intervals in the circumferential direction of the Oldham body 51. The two Oldham protrusions 522 are formed so as to face each other across the axis of the Oldham body 51 on a straight line orthogonal to the axis of the Oldham body 51 and extending in the xy direction (see FIGS. 2 and 3).

The Oldham protrusions 521 and 522 are each formed between two virtual planes including both axial end surfaces of the Oldham body 51. The Oldham protrusions 521 and 522 each have five planar outer walls. Two of the five planar outer walls of the Oldham protrusions 521 and 522 are end faces in the circumferential direction of the Oldham main body 51 and are parallel to each other. This end face is referred to as a circumferential end face 523.
One of the five planar outer walls of the Oldham protrusions 521 and 522 is an end face formed at the tip of the Oldham protrusion 521 and is orthogonal to the circumferential end face 523. This end face is referred to as a front end face 524.

  The Oldham recess 53 is formed so as to be recessed radially inward from the portions on both sides in the circumferential direction of the Oldham protrusions 521 and 522 on the outer peripheral wall of the Oldham body 51. Therefore, a total of eight Oldham recesses 53 are formed in the Oldham joint 50.

  In the Oldham joint 50, a part of each Oldham protrusion 521 on the cam plate 30 side is located in each extending groove 371, and a part of each Oldham protrusion 521 on the eccentric member 40 side is each extending groove 421. A part of each Oldham protrusion 522 on the cam plate 30 side is located in each extending groove 372, and a part of each Oldham protrusion 522 on the eccentric member 40 side is each extending groove 422. It is provided between the cam plate 30 and the eccentric member 40 so as to be located inside.

One end surface of the Oldham joint 50 in the axial direction can abut and slide on the bottom surface of the cam plate side groove portion 37. The other end surface in the axial direction of the Oldham joint 50 can contact and slide on the bottom surface of the eccentric member side groove portion 42.
Here, the surface of the cam plate plate portion 33 on which the cam plate side groove portion 37 is formed and the surface of the eccentric member 40 on which the eccentric member side groove portion 42 is formed are opposed to each other, but are not in contact with each other. Absent.

The width of the Oldham protrusions 521 and 522 in the circumferential direction of the Oldham body 51, that is, the distance between the two circumferential end surfaces 523 of the Oldham protrusions 521 and 522 is set to be the same.
The distance between the two sliding surfaces 375 facing each other in the circumferential direction in the extending groove 371 of the cam plate 30 is set slightly larger than the distance between the two circumferential end surfaces 523 of the Oldham protrusion 521. In addition, the distance between the two wall surfaces facing each other in the circumferential direction in the extending groove 372 of the cam plate 30 is set to be larger than the distance between the two circumferential end surfaces 523 of the Oldham protrusion 522. Therefore, the Oldham coupling 50 is configured such that the two circumferential end surfaces 523 of each Oldham protrusion 521 slide with the sliding surface 375 and the end surface on the cam plate 30 side slides with the bottom surface of the cam plate side groove portion 37. Reciprocal movement relative to the plate 30 in the ab direction is possible. Further, when the Oldham joint 50 reciprocates relative to the cam plate 30, the cam plate side protruding portion 373 can enter the Oldham concave portion 53.

  The distance between the two sliding surfaces 426 facing each other in the circumferential direction in the extending groove 422 of the eccentric member 40 is set to be slightly larger than the distance between the two circumferential end surfaces 523 of the Oldham protrusion 522. In addition, the distance between the two wall surfaces facing each other in the circumferential direction in the extending groove 421 of the eccentric member 40 is set to be larger than the distance between the two circumferential end surfaces 523 of the Oldham protrusion 521. Further, the distance between the two sliding surfaces 425 facing in the ab direction in the extending groove portion 421 of the eccentric member 40 is set to be slightly larger than the distance between the two front end surfaces 524 of the Oldham protrusion 521. Therefore, in the Oldham joint 50, the two circumferential end surfaces 523 of each Oldham protrusion 522 slide with the sliding surface 426, the tip surface 524 of each Oldham protrusion 521 slides with the sliding surface 425, and the eccentric member While the end surface on the 40 side slides on the bottom surface of the eccentric member side groove portion 42, the end surface can reciprocate relative to the eccentric member 40 in the xy direction. Further, when the Oldham joint 50 reciprocates relatively with respect to the eccentric member 40, the eccentric member side protruding portion 423 can enter the Oldham concave portion 53.

  As described above, when rotation is input to the input member 60 and the eccentric member 40 revolves with respect to the housing 20 while rotating, the Oldham joint 50 slides with the respective portions of the cam plate 30 and the eccentric member 40. However, the cam plate 30 and the eccentric member 40 move relative to each other in the ab direction or the xy direction.

  As shown in FIG. 1, in this embodiment, the lubricating oil supplied to the inside of the cam plate cylinder portion 31 via the oil passage 102, the oil passage groove 36, and the extending hole portion 35 is the bearing 11, the cam plate plate It flows around the Oldham coupling 50 via the portion 33 and the eccentric member 40. Therefore, the circumferential end surface 523 and the sliding surface 375, which are sliding locations between the Oldham joint 50 and other members, the circumferential end surface 523 and the sliding surface 426, the tip surface 524 and the sliding surface 425, and the axial direction of the Oldham joint 50 And the bottom surface of the cam plate side groove portion 37 or the bottom surface of the eccentric member side groove portion 42 are lubricated by the lubricating oil. Thereby, abrasion of each sliding location can be suppressed.

  The bent portion 54 of the Oldham joint 50, the bent portion 374 of the cam plate 30, and the bent portion 424 of the eccentric member 40 can inhibit the flow of lubricating oil between the Oldham joint 50 and the cam plate 30 or the eccentric member 40. Therefore, when the Oldham joint 50 reciprocates relatively with respect to the cam plate 30 and the eccentric member 40, a damper effect by lubricating oil is provided between the Oldham concave portion 53, the cam plate side protruding portion 373, and the eccentric member side protruding portion 423. Arise. Thereby, it is possible to suppress the collision energy between the clearance between the Oldham joint 50, the cam plate 30, and the eccentric member 40 from being converted into noise and vibration.

  In the present embodiment, the lubricating oil around the Oldham joint 50 passes through the gap between the cam plate plate portion 33 and the eccentric member 40 and the extending groove portion 371 and the outer edge portion and the eccentric member of the cam plate plate portion 33. It can flow between the outer edge portion of 40 and the inner peripheral wall of the housing tube portion 21. Therefore, the inner peripheral wall of the housing cylinder portion 21 that bears the outer edge portion of the cam plate plate portion 33, the outer teeth 41 of the eccentric member 40, and the inner teeth 271 of the ring gear 27 are lubricated by the lubricating oil. Thereby, the wear of the bearing location of the cam plate 30 and the meshing location of the eccentric member 40 and the ring gear 27 can be suppressed.

Lubricating oil that has flowed between the outer edge of the cam plate plate 33 and the outer edge of the eccentric member 40 and the inner peripheral wall of the housing cylinder portion 21 passes through the end opening 25 of the housing 20 to the outside of the housing 20. It flows out and is returned to the oil pan 7.
In addition, the lubricating oil supplied to the inside of the cam plate cylinder portion 31 via the oil passage 102, the oil passage groove 36, and the extending hole portion 35 passes through the input cylinder portion 61 of the input member 60 to the oil pan. It is also possible to return to 7.
The housing cylinder portion 21 is not formed with a hole that connects the inner peripheral wall and the outer peripheral wall. Therefore, the lubricating oil can be retained for a long time inside the housing cylinder portion 21.

Next, the control of the motor 80 by the control unit 86 when the engine 1 is stopped will be described based on FIGS. 5 (A) and 5 (B).
FIGS. 5A and 5B are diagrams schematically showing one of the four winding sets of the motor 80 and the magnet 841.

  When the engine 1 is stopped, the control unit 86 estimates the position of the magnet 841 with respect to the teeth unit 821 based on the rotational position of the rotor 84 detected by the signal of the rotational position sensor 861, and the coil 83 based on the estimated position of the magnet 841. Determine the direction of current to flow through.

  For example, when the estimated position of the magnet 841 is the position shown in FIG. 5B, the control unit 86 determines that the direction of the current flowing through the coil 831 that is the U-phase winding is “from the neutral point to the neutral point. Is determined to be “the direction of flow to the opposite side”, the direction of the current flowing through the coil 832 that is the V-phase winding is determined to be “the direction of flow from the end opposite to the neutral point to the neutral point side”, and W The direction of the current flowing through the coil 833 that is the phase winding is determined as “the direction of flow from the end opposite to the neutral point toward the neutral point”. And the energization to the coil 83 is controlled so that the current flows in the determined direction. Thus, an S pole magnetic pole is generated in the tooth portion 821 around which the coil 831 is wound, an N pole magnetic pole is generated in the tooth portion 821 around which the coil 832 is wound, and the teeth portion around which the coil 833 is wound. An N-pole magnetic pole is generated in 821 (see FIG. 5B). As a result, the coil 833 was wound between the tooth portion 821 around which the coil 831 was wound and the north pole of the magnet 841, and between the tooth portion 821 around which the coil 832 was wound and the south pole of the magnet 841. An attractive force is generated between the tooth portion 821 and the south pole of the magnet 841. Therefore, the rotational positions of the rotor 84 and the motor shaft 85 are held at predetermined positions. At this time, since the direction of the current flowing through the coil 83 is determined based on the estimated position of the magnet 841, a phase shift when an attractive force is generated between the tooth portion 821 and the magnet 841 is suppressed. The amount of rotation when the rotor 84 rotates to the holding position by the suction force can be reduced.

  By maintaining the rotational positions of the rotor 84 and the motor shaft 85 at predetermined positions, the relative phase between the housing 20 and the cam plate 30 is maintained. Therefore, the startability at the next start of the engine 1 can be improved.

  In the present embodiment, the control unit 86 changes the value of the current flowing through the coil 83 in accordance with the cam torque generated on the cam shaft 3. For example, as the cam torque increases, the cam torque that acts on the motor shaft 85 from the input member 60 increases, so the value of the current flowing through the coil 83 is increased. Thereby, as the cam torque increases, the attractive force between the tooth portion 821 and the magnet 841 increases, and the rotational positions of the rotor 84 and the motor shaft 85 can be reliably held at predetermined positions.

  In the present embodiment, the control unit 86 changes the value of the current flowing through the coil 83 according to the temperature of the engine 1. For example, the higher the temperature of the engine 1, the lower the viscosity of the lubricating oil in the housing 20 and the greater the cam torque that acts on the motor shaft 85 from the input member 60. Thereby, as the temperature of the engine 1 is higher, the attractive force between the tooth portion 821 and the magnet 841 increases, and the rotational positions of the rotor 84 and the motor shaft 85 can be reliably held at predetermined positions. The temperature of the engine 1 can be detected by, for example, a temperature sensor 862 provided in the engine 1.

In the present embodiment, the control unit 86 changes the value of the current passed through the coil 83 in accordance with the vibration of the engine 1. For example, since the rotational position of the rotor 84 may change as the vibration of the engine 1 increases, the value of the current flowing through the coil 83 is increased. Thereby, as the vibration of the engine 1 increases, the attractive force between the tooth portion 821 and the magnet 841 increases, and the rotational positions of the rotor 84 and the motor shaft 85 can be reliably held at predetermined positions. The vibration of the engine 1 can be detected by, for example, an acceleration sensor 863 provided in the engine 1.
As described above, when the engine 1 is stopped, the control unit 86 energizes the coil 83 so as to maintain the relative phase between the housing 20 and the cam plate 30.

As described above, (1) the present embodiment is a valve timing adjusting device that adjusts the valve timing of the intake valve 4 or the exhaust valve 5 that is opened and closed by the camshaft 3 that rotates by torque transmission from the crankshaft 2 of the engine 1. 10, including a housing 20, a cam plate 30, an input member 60 as a transmission unit, an eccentric member 40, an Oldham joint 50, a motor 80, and a control unit 86.
The housing 20 can rotate together with the crankshaft 2.
The cam plate 30 is connected to the cam shaft 3 and is rotatable relative to the housing 20.
The input member 60, the eccentric member 40, and the Oldham coupling 50 can transmit rotation input from the outside to the cam plate 30, and can relatively rotate the housing 20 and the cam plate 30.
The motor 80 can be opposed to an annular stator 82 formed with a plurality of tooth portions 821, a coil 83 wound around the tooth portions 821, a rotor 84 rotatably provided inside the stator 82, and the teeth portions 821. A plurality of magnets 841 provided on the rotor 84, and a motor shaft 85 that is rotatably provided integrally with the rotor 84 and connected to the input member 60 of the transmission unit. The rotation can be output to the input member 60 of the transmission unit by rotating the motor shaft 85.
The control unit 86 can control the energization of the coil 83 and can control the rotation of the rotor 84 and the motor shaft 85.

  The control unit 86 energizes the coil 83 so that the relative phase between the housing 20 and the cam plate 30 is maintained when the engine 1 is stopped. Therefore, for example, in a configuration where the reduction ratio of the transmission unit is relatively low, the absolute value of the cam torque that acts on the motor shaft 85 from the cam shaft 3 via the transmission unit when the engine 1 is stopped is greater than the cogging torque of the motor 80. Even if it becomes larger, the relative phase between the housing 20 and the cam plate 30 can be accurately maintained by energizing the coil 83. Thereby, the startability, fuel consumption, and output performance of the engine 1 can be improved. This also eliminates the need for setting the cogging torque of the motor 80 to be excessively large, thereby improving the controllability of the motor 80.

  (2) In the present embodiment, the control unit 86 maintains the relative phase between the housing 20 and the cam plate 30 by energizing the coil 83 and maintaining the rotational positions of the rotor 84 and the motor shaft 85. Therefore, the relative phase between the housing 20 and the cam plate 30 can be maintained regardless of the magnitude of the cogging torque of the motor 80.

  (3) In the present embodiment, the control unit 86 maintains the rotational positions of the rotor 84 and the motor shaft 85 by energizing the coil 83 so that an attractive force is generated between the magnet 841 and the tooth portion 821. In this way, the rotational position of the rotor 84 and the motor shaft 85 can be accurately maintained using the attractive force generated between the magnet 841 and the tooth portion 821.

  (5) In the present embodiment, the control unit 86 changes the value of the current flowing through the coil 83 in accordance with the cam torque generated in the cam shaft 3. In the present embodiment, as the cam torque increases, the cam torque that acts on the motor shaft 85 from the input member 60 increases, so the value of the current that flows through the coil 83 is increased. Thereby, as the cam torque increases, the attractive force between the tooth portion 821 and the magnet 841 increases, and the rotational positions of the rotor 84 and the motor shaft 85 can be reliably held at predetermined positions. Therefore, the rotational positions of the rotor 84 and the motor shaft 85 can be appropriately held according to the cam torque generated in the cam shaft 3.

  (6) In the present embodiment, the control unit 86 changes the value of the current passed through the coil 83 according to the temperature of the engine 1. In this embodiment, the higher the temperature of the engine 1, the lower the viscosity of the lubricating oil in the housing 20 and the greater the cam torque that acts on the motor shaft 85 from the input member 60. Enlarge. Thereby, as the temperature of the engine 1 is higher, the attractive force between the tooth portion 821 and the magnet 841 increases, and the rotational positions of the rotor 84 and the motor shaft 85 can be reliably held at predetermined positions. Therefore, the rotational positions of the rotor 84 and the motor shaft 85 can be appropriately maintained according to the temperature of the engine 1.

  Moreover, (7) In this embodiment, the control part 86 changes the value of the electric current sent through the coil 83 according to the vibration of the engine 1. In the present embodiment, since the rotational position of the rotor 84 may change as the vibration of the engine 1 increases, the value of the current flowing through the coil 83 is increased. Thereby, as the vibration of the engine 1 increases, the attractive force between the tooth portion 821 and the magnet 841 increases, and the rotational positions of the rotor 84 and the motor shaft 85 can be reliably held at predetermined positions. Therefore, the rotational positions of the rotor 84 and the motor shaft 85 can be appropriately maintained according to the vibration of the engine 1.

  (8) The present embodiment further includes a rotational position sensor 861. The controller 86 can detect the rotational position of the rotor 84 by the rotational position sensor 861. The control unit 86 estimates the position of the magnet 841 with respect to the teeth unit 821 based on the rotational position of the rotor 84 detected by the rotational position sensor 861, determines the direction of the current flowing through the coil 83 based on the estimated position of the magnet 841, The rotational position of the rotor 84 is held. Therefore, it is possible to suppress a phase shift when an attractive force is generated between the tooth portion 821 and the magnet 841 and to reduce the amount of rotation when the rotor 84 is rotated to the holding position by the attractive force. Therefore, the rotor 84 can be quickly rotated to the holding position.

(Second Embodiment)
A valve timing adjusting device according to a second embodiment will be described based on FIGS. 6 (A) and 6 (B). The second embodiment is different from the first embodiment in how the control unit 86 controls the motor 80 when the engine 1 is stopped.
In the second embodiment, the physical configuration of the valve timing adjusting device 10 is the same as that of the first embodiment.

Hereinafter, control of the motor 80 by the control unit 86 when the engine 1 is stopped in the second embodiment will be described based on FIGS. 6 (A) and 6 (B).
FIGS. 6A and 6B are diagrams schematically showing one of the four winding sets of the motor 80 and the magnet 841.

  When the engine 1 is stopped, the control unit 86 estimates the position of the magnet 841 with respect to the teeth unit 821 based on the rotational position of the rotor 84 detected by the signal of the rotational position sensor 861, and the coil 83 based on the estimated position of the magnet 841. Determine the direction of current to flow through.

  For example, when the estimated position of the magnet 841 is the position shown in FIG. 6B, the control unit 86 determines that the direction of the current flowing through the coil 831 that is a U-phase winding is “on the opposite side of the neutral point. The direction of the current flowing through the coil 832 that is the V-phase winding is determined as “the direction of flow from the neutral point to the side opposite to the neutral point” and W The direction of the current flowing through the coil 833, which is a phase winding, is determined as “the direction of flow from the neutral point to the side opposite to the neutral point”. And the energization to the coil 83 is controlled so that the current flows in the determined direction. Thus, an N-pole magnetic pole is generated in the tooth portion 821 around which the coil 831 is wound, an S-pole magnetic pole is generated in the tooth portion 821 around which the coil 832 is wound, and the teeth portion around which the coil 833 is wound. An S pole is generated in 821 (see FIG. 6B). As a result, the coil 833 was wound between the tooth portion 821 around which the coil 831 was wound and the north pole of the magnet 841, and between the tooth portion 821 around which the coil 832 was wound and the south pole of the magnet 841. A repulsive force is generated between the tooth portion 821 and the south pole of the magnet 841. Therefore, the rotational positions of the rotor 84 and the motor shaft 85 are held at predetermined positions. At this time, since the direction of the current flowing through the coil 83 is determined based on the estimated position of the magnet 841, when a repulsive force is generated between the tooth portion 821 and the magnet 841, the position until the rotor 84 is held is reached. The amount of rotation can be reduced.

  By maintaining the rotational positions of the rotor 84 and the motor shaft 85 at predetermined positions, the relative phase between the housing 20 and the cam plate 30 is maintained. Therefore, the startability at the next start of the engine 1 can be improved.

  In the present embodiment, the control unit 86 changes the value of the current flowing through the coil 83 in accordance with the cam torque generated on the cam shaft 3. For example, as the cam torque increases, the cam torque that acts on the motor shaft 85 from the input member 60 increases, so the value of the current flowing through the coil 83 is increased. Thereby, the repulsive force between the teeth part 821 and the magnet 841 increases as the cam torque increases, and the rotational positions of the rotor 84 and the motor shaft 85 can be reliably held at predetermined positions.

  In the present embodiment, the control unit 86 changes the value of the current flowing through the coil 83 according to the temperature of the engine 1. For example, the higher the temperature of the engine 1, the lower the viscosity of the lubricating oil in the housing 20 and the greater the cam torque that acts on the motor shaft 85 from the input member 60. Thereby, the higher the temperature of the engine 1, the greater the repulsive force between the tooth portion 821 and the magnet 841, and the rotational positions of the rotor 84 and the motor shaft 85 can be reliably held at predetermined positions.

  In the present embodiment, the control unit 86 changes the value of the current passed through the coil 83 in accordance with the vibration of the engine 1. For example, since the rotational position of the rotor 84 may change as the vibration of the engine 1 increases, the value of the current flowing through the coil 83 is increased. Thereby, the greater the vibration of the engine 1, the greater the repulsive force between the tooth portion 821 and the magnet 841, and the rotational positions of the rotor 84 and the motor shaft 85 can be reliably held at predetermined positions.

  As described above, (4) in the present embodiment, the control unit 86 energizes the coil 83 so that a repulsive force is generated between the magnet 841 and the tooth portion 821, thereby rotating the rotor 84 and the motor shaft 85. Hold. As described above, the repulsive force generated between the magnet 841 and the tooth portion 821 can be used to hold the rotational positions of the rotor 84 and the motor shaft 85 with high accuracy.

(Other embodiments)
In the above-described embodiment, an example in which the temperature of the engine 1 is detected by the temperature sensor 862 provided in the engine 1 has been described. On the other hand, in another embodiment of the present invention, the temperature sensor 862 is not provided, and the temperature of the engine 1 may be estimated by detecting the temperature of the cooling water of the engine 1, for example. You may estimate from a driving | running state.

  In another embodiment of the present invention, when the engine 1 is stopped, the control unit 86 energizes the coil 83 regardless of the cam torque generated in the camshaft 3, the temperature of the engine 1, and the vibration of the engine 1, and the rotor 84 and the rotation position of the motor shaft 85 may be held.

  In another embodiment of the present invention, the rotational position sensor 861 may not be provided. In this case, the control unit 86 may estimate the rotational position of the rotor 84 based on the induced voltage during the rotation of the motor 80. Here, the control unit 86 corresponds to a “rotational position detection estimation unit”.

  In another embodiment of the present invention, if the rotation input from the motor 80 is transmitted to the cam plate 30 and the housing 20 and the cam plate 30 can be rotated relative to each other, the rotation is transmitted by, for example, a planetary gear. You may comprise a part.

  In another embodiment of the present invention, the housing 20 and the crankshaft 2 may be connected by a transmission member such as a belt instead of the chain 6.

  In the above-described embodiment, the cam plate 30 is fixed to the end of the camshaft 3 and the housing 20 rotates in conjunction with the crankshaft 2. On the other hand, in another embodiment of the present invention, the cam plate 30 may be fixed to the end of the crankshaft 2 and the housing 20 may rotate in conjunction with the camshaft 3.

The valve timing adjusting device 10 of the present invention may adjust the valve timing of the exhaust valve 5 of the engine 1.
Thus, the present disclosure is not limited to the above-described embodiment, and can be implemented in various forms without departing from the gist thereof.

1 engine (internal combustion engine), 2 crankshaft (drive shaft), 3 camshaft (driven shaft), 4 intake valve (valve), 5 exhaust valve (valve), 10 valve timing adjustment device (rotation adjustment device), 20 housing , 30 Cam plate, 40 Eccentric member (transmission part), 50 Oldham coupling (transmission part), 60 Input member (transmission part), 80 Motor, 82 Stator, 821 Teeth part, 83, 831, 832, 833 Coil, 84 Rotor , 841 Magnet, 85 Motor shaft, 86 Control unit

Claims (8)

A valve timing adjusting device (10) for adjusting valve timing of valves (4, 5) opened and closed by a driven shaft (3) rotated by torque transmission from a drive shaft (2) of an internal combustion engine (1),
A housing (20) rotatable with the drive shaft;
A cam plate (30) connected to the driven shaft and rotatable relative to the housing;
A transmission unit (40, 50, 60) capable of transmitting rotation input from the outside to the cam plate and relatively rotating the housing and the cam plate;
An annular stator (82) in which a plurality of teeth (821) are formed, coils (83, 831, 832, 833) wound around the teeth, and a rotor that is rotatably provided inside the stator ( 84), a plurality of magnets (841) provided on the rotor so as to be able to face the teeth portion, and a motor shaft (85) provided rotatably with the rotor and connected to the transmission portion. A motor (80) capable of rotating the rotor and the motor shaft by energizing the coil and outputting the rotation to the transmission unit;
A controller (86) for controlling energization to the coil and controlling rotation of the rotor and the motor shaft,
The said control part is a valve timing adjustment apparatus which supplies with electricity to the said coil so that the relative phase of the said housing and the said cam plate may be hold | maintained when the said internal combustion engine has stopped.   2. The valve timing adjusting device according to claim 1, wherein the control unit maintains a relative phase between the housing and the cam plate by energizing the coil and maintaining a rotational position of the rotor and the motor shaft.   The valve timing adjusting device according to claim 2, wherein the control unit holds the rotational positions of the rotor and the motor shaft by energizing the coil so that an attractive force is generated between the magnet and the teeth unit.   The valve timing adjusting device according to claim 2, wherein the controller holds the rotational positions of the rotor and the motor shaft by energizing the coil so that a repulsive force is generated between the magnet and the teeth portion.   The valve timing adjusting device according to any one of claims 1 to 4, wherein the control unit changes a value of a current flowing through the coil in accordance with a cam torque generated in the driven shaft.   The valve timing adjusting device according to any one of claims 1 to 5, wherein the control unit changes a value of a current flowing through the coil in accordance with a temperature of the internal combustion engine.   The valve timing adjusting device according to any one of claims 1 to 6, wherein the control unit changes a value of a current flowing through the coil in accordance with vibration of the internal combustion engine. A rotation position detection estimation unit (861) capable of detecting or estimating the rotation position of the rotor;
The control unit estimates the position of the magnet with respect to the teeth portion based on the rotational position of the rotor detected or estimated by the rotational position detection estimation unit, and the direction of the current flowing through the coil based on the estimated position of the magnet The valve timing adjusting device according to any one of claims 1 to 7, wherein the rotational position of the rotor is held.

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