JP2020133445A - Valve timing change device - Google Patents

Abstract

To secure a failsafe function when employed to a camshaft of an exhaust valve while promoting the simplification, the cost reduction, the size reduction or the like of a structure of a valve timing change device.SOLUTION: A valve timing change device includes: a rotating member 80 which is rotationally driven by being exerted with a rotation drive force in order to change the opening/closing timing of an exhaust valve driven by a camshaft to an advance side or a retard side by changing a relative rotational phase between the camshaft 2 and a housing rotor 10 interlocked with the rotation of the crankshaft; an outer gear 50 interlocked with a rotating member; a first inner gear 20 directly or indirectly engaged with the outer gear, and rotating integrally with the housing rotor; and a second inner gear 30 directly or indirectly engaged with the outer gear, rotating integrally with the camshaft, and having a tooth number smaller than a tooth number of the first inner gear. By this constitution, a failsafe function when employed to the camshaft of the exhaust valve can be secured while achieving cost reduction, size reduction or the like.SELECTED DRAWING: Figure 5

Description

The present invention relates to a valve timing changing device for an internal combustion engine, and more particularly to a valve timing changing device applied when changing the opening / closing timing (valve timing) of an exhaust valve.

As a conventional valve timing changing device, a timing sprocket that is interlocked with the rotation of the crankshaft, a driven member that rotates integrally with the camshaft on the exhaust side, and a driven member that is interposed between the timing sprocket and the driven member and are relative to each other. A phase changing mechanism for changing the rotation phase and a torsion spring for urging the camshaft on the exhaust side to the advance angle side with respect to the timing sprocket are known (see, for example, Patent Document 1).

Here, the phase change mechanism includes an electric motor and a reduction mechanism for decelerating the output of the electric motor, and the torsion spring advances the camshaft on the exhaust side with respect to the timing sprocket when the electric motor or the like fails. It is designed to function as a fail-safe to urge.

However, since the above-mentioned device uses a torsion spring, it is possible to increase the size of the device by ensuring its placement space, increase the cost due to the increase in parts, and overcome the urging force of the torsion spring to change the phase. As a result, the size of the electric motor will be increased.
Further, if the torsion spring is damaged due to breakage or the like, the fail-safe function cannot be obtained.

Japanese Patent No. 6054760

The present invention has been made in view of the above circumstances, and an object of the present invention is to solve the above-mentioned problems of the prior art, to simplify the structure, reduce the cost, reduce the size, and the like. Another object of the present invention is to provide a valve timing changing device capable of ensuring a fail-safe function when applied to a camshaft of an exhaust valve.

The valve timing changing device of the present invention changes the relative rotation phase between the camshaft and the housing rotor linked to the rotation of the crankshaft, and advances or delays the opening / closing timing of the exhaust valve driven by the camshaft. A valve timing changer that changes to the corner side. A rotating member that is driven to rotate by applying a rotational driving force, an external gear that is interlocked with the rotating member, and a housing rotor that directly or indirectly meshes with the external gear. A first internal gear that rotates integrally with the external gear, and a second internal gear that directly or indirectly meshes with the external gear, rotates integrally with the camshaft, and has a smaller number of teeth than the first internal gear. And, including.

In the valve timing changing device, the external gear is formed so as to be elastically deformable so as to directly mesh with the first internal gear and the second internal gear, and the rotating member causes an elliptical deformation with respect to the external gear to mesh. A configuration may be adopted that includes a cam portion that exerts a cam action.

In the valve timing changing device, a configuration may be adopted in which the cam portion of the rotating member is fitted inside the external gear via an elliptical deformable bearing.

In the valve timing changing device, the external gear is formed in an annular shape so as to directly mesh with the first internal gear and the second internal gear, and the rotating member includes the first internal gear and the first internal gear while eccentricizing the external gear. A configuration may be adopted that includes an eccentric portion that exerts an eccentric action to mesh with the second internal gear.

In the valve timing changing device, the eccentric portion of the rotating member may be fitted inside the external gear via a bearing.

In the valve timing changing device, the configuration in which the number of teeth of the second internal gear is the same as the number of teeth of the external gear may be adopted.

In the valve timing changing device, the external gear is arranged so as to indirectly mesh with the first internal gear and the second internal gear via the planetary gear, and the rotating member is attached to the external gear as a part of the external gear. A configuration that is integrally formed may be adopted.

In the valve timing changing device, the housing rotor may adopt a configuration in which the housing rotor is rotatably supported around the axis of the camshaft via the second internal gear.

In the valve timing changing device, the second internal gear includes a spacer member joined to the camshaft, the second internal gear is fixed to the camshaft via the spacer member, and the spacer member has a rotation range relative to the housing rotor. Configurations that are formed to be regulated may be adopted.

In the valve timing changing device, the housing rotor has a cylindrical first housing having a sprocket on the outer circumference and a disk-shaped second housing having an opening connected to the first housing and exposing the end portion of the rotating member. A configuration may be adopted that includes a housing.

The valve timing changing device may adopt a configuration including an electric motor that exerts a rotational driving force on the rotating member.

In the valve timing changing device, the electric motor includes a housing and a rotating shaft rotatably supported by the housing and connected to a rotating member, and the housing is fixed to a cover member of the engine. It may be adopted.

According to the valve timing changing device having the above configuration, it is possible to secure a fail-safe function when applied to the camshaft of the exhaust valve while achieving simplification of the structure, cost reduction, miniaturization and the like.

It is a perspective view which shows typically the structure which applied the valve timing change device which concerns on 1st Embodiment of this invention to a camshaft for exhaust of an engine. It is a partial cross-sectional view which shows the relationship between the valve timing change device and the electric motor which concerns on 1st Embodiment. It shows the relationship between the valve timing changing device and the camshaft which concerns on 1st Embodiment, and is the exploded perspective view seen from the front obliquely. It shows the relationship between the valve timing change device and the camshaft which concerns on 1st Embodiment, and is the exploded perspective view seen from the rear oblique view. It is a perspective sectional view in the state which the valve timing change device which concerns on 1st Embodiment is assembled to a camshaft. It is an exploded perspective view which looked at the valve timing change device which concerns on 1st Embodiment from the front obliquely. It is an exploded perspective view which looked at the valve timing change device which concerns on 1st Embodiment from the rear oblique view. It is an external perspective view of the valve timing change device which concerns on 2nd Embodiment of this invention as seen from the front oblique view. It is a perspective sectional view of the valve timing change device which concerns on 2nd Embodiment. It is sectional drawing of the valve timing changing apparatus which concerns on 2nd Embodiment. It is an exploded perspective view which looked at the valve timing change device which concerns on 2nd Embodiment from the front obliquely. It is an exploded perspective view which looked at the valve timing change device which concerns on 2nd Embodiment from the rear oblique view. It is an external perspective view of the valve timing change device which concerns on 3rd Embodiment of this invention as seen from the front oblique view. It is a perspective sectional view of the valve timing change device which concerns on 3rd Embodiment. It is sectional drawing of the valve timing changing apparatus which concerns on 3rd Embodiment. FIG. 5 is an exploded perspective view of the valve timing changing device according to the third embodiment as viewed obliquely from the front. It is an exploded perspective view which looked at the valve timing change device which concerns on 3rd Embodiment from the rear oblique view.

Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.
The valve timing changing device of the present invention is applied to an internal combustion engine 1.
Here, as shown in FIG. 1, the engine 1 is a valve timing changing device M, M2 that is attached corresponding to the camshaft 2 that opens and closes the exhaust valve, the camshaft 3 that opens and closes the intake valve, and the camshaft 2. , M3, a valve timing changing device D attached corresponding to the camshaft 3, and a timing chain 4 for interlocking the rotation of the crankshaft with the sprocket 11a of the devices M, M2 and M3 and the sprocket of the device D.

Here, the camshaft 2 rotates in one direction around the axis S (R direction in FIG. 1), and as shown in FIG. 3, a collar-shaped fitting portion 2a, a screw hole 2b, and an oil passage. It is provided with 2c and a fitting hole 2d for the positioning pin P.
The camshaft 3 is the same as the camshaft 2.

Then, the valve timing changing devices M, M2, and M3 are appropriately driven and controlled by the electric motor 5, so that the opening / closing timing (valve timing) of the exhaust valve driven by the camshaft 2 is changed.
The valve timing changing device D is also appropriately driven and controlled by the electric motor 6, so that the opening / closing timing of the intake valve driven by the camshaft 3 is changed.

Here, as shown in FIG. 2, the electric motor 5 includes a housing 5a and a rotating shaft 5b rotatably supported by the housing 5a.
The housing 5a is fixed to a part of the engine 1, for example, the cover member 1a.
The rotating shaft 5b generates a rotational driving force around the axis S of the camshaft 2, and the connecting top 5c attached to the end of the rotating shaft 5b is a rotating member that forms a part of the valve timing changing devices M, M2, and M3. It is connected to exert a rotational driving force.
The same applies to the configuration and function of the electric motor 6.

As shown in FIGS. 2, 5 to 7, the valve timing changing device M according to the first embodiment includes a housing rotor 10, a first internal gear 20, a second internal gear 30, a rotor 40 as a spacer member, and an external gear. It includes a gear 50, a receiving member 60, a bearing 70, and a rotating member 80.

The housing rotor 10 includes a first housing 11 that is rotatably supported around the axis S, and a second housing 12 that is coupled to the first housing 11 by a screw b1.

The first housing 11 is formed in a substantially cylindrical shape using a metal material, and has a sprocket 11a, a cylindrical portion 11b, an inner peripheral surface 11c, an annular bottom wall surface 11d, oil passages 11e and 11f, an advance side stopper 11g, and a retard angle. It is provided with a side stopper 11h and a plurality of screw holes 11j for screwing the screw b1.

The inner peripheral surface 11c slidably contacts the outer peripheral surface 31a of the second internal gear 30 so that the first housing 11 is rotatably supported around the axis S.
The bottom wall surface 11d slidably contacts the outer peripheral region of the joint surface 34 of the second internal gear 30 so that the first housing 11 is positioned in the axis S direction.
The oil passage 11e is formed in a groove shape extending in parallel with the axis S on the inner peripheral surface 11c, and is guided to the inside of the second internal gear 30 via the oil passage 2c of the camshaft 2 and the oil passage 45 of the rotor 40. The lubricating oil is guided to the sliding region of the outer peripheral surface 31a and the inner peripheral surface 11c of the second internal gear 30.
The oil passage 11f is formed in a groove shape extending in the radial direction on the front end surface of the cylindrical portion 11b, and guides the lubricating oil guided into the housing rotor 10 to the outside of the housing rotor 10.
The advance angle side stopper 11g abuts the advance angle side contact portion 46 of the rotor 40 to position the camshaft 2 at the maximum advance angle position.
The retard angle side stopper 11h abuts the retard angle side contact portion 47 of the rotor 40 to position the camshaft 2 at the maximum retard angle position.

The second housing 12 is formed in a disk shape using a metal material, and includes a circular opening 12a centered on the axis S and a plurality of circular holes 12b through which the screw b1 is passed.
The opening 12a has a gap around the rotating member 80 to expose the annular portion 81 and the connecting portion 82 as the ends of the rotating member 80.

Then, the second internal gear 30 in which the rotor 40 is fitted, the receiving member 60, the first internal gear 20, the external gear 50, and the rotating member 80 in which the bearing 70 is fitted are assembled to the first housing 11. Later, the second housing 12 is coupled to the first housing 11 with a screw b1 to form a housing rotor 10 that rotates about the axis S.

Here, since the housing rotor 10 is rotatably supported around the axis S via the second internal gear 30, the housing rotor 10 and the external gear are based on the second internal gear 30 fixed to the camshaft 2. 50, the first internal gear 20 can be positioned.
Further, the housing rotor 10 adopts a configuration including the first housing 11 and the second housing 12, and by accommodating the above-mentioned various parts to the first housing 11 and connecting the second housing 12 to the valve. The timing change device M can be easily assembled.

As shown in FIGS. 6 and 7, the first internal gear 20 is formed in a substantially annular shape by forging, for example, using a metal material, and has a cylindrical portion 21, a dentition 22, and a flange portion 23 centered on the axis S. , A plurality of circular holes 24 through which the screw b1 is passed are provided.

The cylindrical portion 21 is formed to have an outer diameter dimension that is fitted into the inner peripheral surface 11c of the first housing 11.
The dentition 22 is composed of the number of teeth Z2, is formed by arranging in an annular shape centered on the axis S on the inner peripheral surface of the cylindrical portion 21, and is formed on the front side of approximately half of the dentition 51 of the external gear 50 in the axis S direction. Engage with the area. Here, the "front side" is the left side in the axis S direction in FIG. 2, that is, the side on which the electric motor 5 is arranged.
The collar portion 23 is formed in a flat plate shape perpendicular to the axis S, and is sandwiched and assembled between the first housing 11 and the second housing 12.
That is, the first internal gear 20 is fixed by the screw b1 so as to rotate integrally with the housing rotor 10 and meshes with the external gear 50.

Further, since the first internal gear 20 is formed separately from the housing rotor 10 and retrofitted to the housing rotor 10, it is easier to manufacture as compared with the case where the first internal gear 20 is integrally formed with the housing rotor 10. And productivity is improved.

As shown in FIGS. 6 and 7, the second internal gear 30 is formed into a bottomed cylindrical shape by forging, for example, using a metal material, and has a cylindrical portion 31, a dentition 32, a bottom wall surface 33, and a joint surface 34. It includes a fitting hole 35, oil passages 36 and 37, and an inner peripheral corner R portion 38.

The cylindrical portion 31 defines an outer peripheral surface 31a centered on the axis S so as to slidably contact the inner peripheral surface 11c of the first housing 11.
The dentition 32 is composed of a number of teeth Z3, which is smaller than the number of teeth Z2 of the first internal gear 20, and is formed by arranging in an annular shape centered on the axis S on the inner peripheral surface of the cylindrical portion 31 of the external gear 50. It meshes with the inner region of approximately half of the dentition 51 in the axial direction S direction. Here, the "back side" is the right side in the axis S direction in FIG. 2, that is, the side on which the camshaft 2 is arranged.
The bottom wall surface 33 is formed as a flat surface perpendicular to the axis S, and the receiving member 60 is arranged in contact with the bottom wall surface 33 and functions as a seating surface for the fastening bolt b2.
The joint surface 34 forms a flat surface parallel to the bottom wall surface 33 so that the rotor 40 can be joined.
The fitting hole 35 has a circular shape centered on the axis S so that the tubular fitting portion 42 of the rotor 40 is fitted.
The oil passage 36 is formed as a groove extending in the radial direction on the bottom wall surface 33, and guides the lubricating oil that has passed through the inside of the oil passage 45 of the rotor 40 and the tubular fitting portion 42 into the inside of the second internal gear 30. ..
The oil passage 37 is formed as a groove extending in the radial direction on the front end surface of the cylindrical portion 31, and guides the lubricating oil in the second internal gear 30 to the oil passages 11e and 11f of the first housing 11.
The inner peripheral corner R portion 38 is formed by being curved in a region connecting the peripheral edge of the bottom wall surface 33 to the inner peripheral surface of the cylindrical portion 31, and is a region in which the dentition 32 does not exist in the axis S direction.

The rotor 40 is formed in a substantially flat plate shape using a metal material, and as shown in FIGS. 6 and 7, a through hole 41, a tubular fitting portion 42, a fitting recess 43, a positioning hole 44, an oil passage 45, and the like. The advance angle side contact portion 46 and the retard angle side contact portion 47 are provided.

The through hole 41 has a circular shape centered on the axis S so that the fastening bolt b2 is passed through with a gap through which the lubricating oil flows.
The tubular fitting portion 42 defines a part of the through hole 41, is fitted into the fitting hole 35 of the second internal gear 30, and has an axis so as not to block the oil passage 36 in the fitted state. It has a cylindrical shape centered on S.
The fitting recess 43 has a circular shape centered on the axis S so that the fitting portion 2a of the camshaft 2 is fitted.
The positioning hole 44 is formed so as to fit the positioning pin P fixed to the fitting hole 2d of the camshaft 2, and serves to position the angular position around the axis S.
The oil passage 45 is formed on the bottom wall surface of the fitting recess 43 as a groove that extends radially and communicates with the through hole 41 and also communicates with the oil passage 2c of the camshaft 2 from the oil passage 2c of the camshaft 2. The supplied lubricating oil is guided into the second internal gear 30 through the through hole 41.
The advance angle side contact portion 46 comes into contact with the advance angle side stopper 11g of the first housing 11 so as to be detachable.
The retard angle side contact portion 47 comes into contact with the retard angle side stopper 11h of the first housing 11 so as to be detachable.

Then, the rotor 40 is integrally assembled with the second internal gear 30 in advance by fitting the tubular fitting portion 42 into the fitting hole 35.
Subsequently, with the first housing 11 rotatably attached to the second internal gear 30, the rotor 40 is brought closer to the camshaft 2, the positioning pin P is fitted into the positioning hole 44, and the fitting recess 43 is fitted. The fitting portion 2a is fitted. As a result, the rotor 40 is joined to the camshaft 2.
After that, the fastening bolt b2 is passed through the through hole 41 and screwed into the screw hole 2b, so that the second internal gear 30 is fixed to the camshaft 2 via the rotor 40.

Further, the rotor 40 is positioned at the maximum advance position when the advance side contact portion 46 abuts on the advance side stopper 11g, and the retard side contact portion 47 abuts on the retard side stopper 11h. Positioned at the maximum retard position.
That is, the rotation range of the camshaft 2 relative to the housing rotor 10 is regulated via the rotor 40.
Thereby, the range of the rotation phase in which the valve timing can be changed, that is, the adjustable angle range from the maximum retard position to the maximum advance position can be regulated to a desired range.

Here, by adopting the rotor 40 as the spacer member, when the shape of the fitting portion 2a of the camshaft 2 differs according to the specifications of the engine, the rotor 40 is simply set corresponding to various camshafts 2. Therefore, the valve timing changing device M can be applied to various engines.

As shown in FIGS. 6 and 7, the external gear 50 is formed of a thin cylindrical shape that can be elastically deformed by using a metal material, and has a dentition 51 on its outer peripheral surface.
The dentition 51 is composed of a number of teeth Z1 different from the number of teeth Z2 of the first internal gear 20, and a substantially half front region in the axis S direction meshes with the dentition 22 of the first internal gear 20 and is substantially abbreviated in the axis S direction. The half back region meshes with the dentition 32 of the second internal gear 30.
In this embodiment, the case where the number of teeth Z1 is different from the number of teeth Z2 is shown, but the present invention is not limited to this, and it is assumed that the number of teeth Z3 is smaller than the number of teeth Z2. The number Z1 may be the same as the number of teeth Z2.

Then, the external gear 50 is deformed into an elliptical shape by receiving the cam action of the cam portion 83 of the rotating member 80 via the bearing 70, and directly meshes with the first internal gear 20 in two regions. At the same time, it meshes directly with the second internal gear 30 in two regions.

As shown in FIGS. 6 and 7, the receiving member 60 is formed of an annular shape forming a flat plate by using a metal material, and the length of the inner peripheral corner R portion 38 of the second internal gear 30 in the axis S direction. It is formed to be thicker than the tablet size.
Then, the receiving member 60 is assembled so as to come into contact with the bottom wall surface 33 of the second internal gear 30, receives the end surface of the external gear 50 in the axis S direction, and the external gear 50 enters the inner peripheral corner R portion 38 side. It plays a role in regulating.

As described above, by adopting the receiving member 60, additional cutting work or the like is not required for the second internal gear 30, and the cost can be reduced as a whole.
In the second internal gear 30, when there is no inner peripheral corner R portion 38 and an annular groove is formed in the inner peripheral corner region, or when the dentition 33 is formed in the entire area in the axis S direction, the receiving member 60 May be abolished.

As shown in FIG. 2, the bearing 70 holds an annular inner ring 71, an annular outer ring 72, a plurality of rolling elements 73 rotatably arranged between the inner ring 71 and the outer ring 72, and a plurality of rolling elements 73. It is equipped with a retainer 74.

The inner ring 71 is formed in an endless belt shape that can be elastically deformed using a metal material, and the cam portion 83 of the rotating member 80 is fitted inside the inner ring 71.
The outer ring 72 is formed in an endless belt shape that can be elastically deformed using a metal material, and is fitted inside the outer gear 50.
The plurality of rolling elements 73 are formed into a sphere using a metal material, are sandwiched between the inner ring 71 and the outer ring 72, and are held at equal intervals around the axis S by the retainer 74.
The retainer 74 is formed of an endless belt that can be elastically deformed by using a metal material, and holds a plurality of rolling elements 73 so that they can roll at equal intervals.

Then, the inner ring 71 and the outer ring 72 of the bearing 70 are deformed in an elliptical shape along the cam portion 83 of the rotating member 80.
In this way, since the bearing 70 is interposed between the cam portion 83 of the rotating member 80 and the external gear 50 in the elliptical deformed state, the external gear 50 is smoothly elliptical deformed as the rotating member 80 rotates. Can be made to.

As shown in FIGS. 6 and 7, the rotating member 80 is formed in a substantially cylindrical shape using a metal material, and includes an annular portion 81, a connecting portion 82, and a cam portion 83.

The annular portion 81 forms an annular shape centered on the axis S.
The connecting portion 82 is formed as a U-shaped rib that opens toward the radial center perpendicular to the axis S inside the annular portion 81, and is connected to the connecting top 5c that forms a part of the rotating shaft 5b.
The connecting portion 82 may be partially formed of a resin material in order to have a vulnerability so as to cut off the transmission of the rotational force with the rotating shaft 5b when an excessive load is generated.
The cam portion 83 is formed in an elliptical ring whose outer peripheral surface defines an elliptical shape having a long axis in a linear direction perpendicular to the axis S, and exerts a cam action that causes elliptical deformation on the external gear 50.

Then, in the rotating member 80, the rotating shaft 5b of the electric motor 5 is connected to exert a rotational driving force, and when the rotating member 80 rotates, the cam portion 83 exerts a cam action on the external gear 50.
As a result, the external gear 50 in the state of being meshed with the first internal gear 20 and the second internal gear 30 is elliptical deformed and its meshing position continuously changes around the axis S.

In the above configuration, the relationship between the number of teeth Z1 of the external gear 50, the number Z2 of the first internal gear 20, and the number Z3 (Z3 <Z2) of the second internal gear 30 will be described.
Here, the external gear 50 interlocked with the rotating member 80 that is rotationally driven by the electric motor 5 is input, and the second internal gear 30 that rotates integrally with the camshaft 2 is output, and the housing rotor 10 and the housing rotor 10 are subjected to the gluing method. When the speed ratio i is calculated by fixing the first internal gear 20 that rotates integrally, i = 1- (Z2 / Z3).

Since the number of teeth Z3 of the second internal gear 30 is set to be smaller than the number of teeth Z2 of the first internal gear 20, the value of the speed ratio i is always negative.
That is, the rotation direction on the output side is opposite to the rotation direction on the input side, and the input is performed only by the relationship between the number of teeth Z2 of the first internal gear 20 and the number of teeth Z3 of the second internal gear 30. The direction of rotation of the output side with respect to the rotation of the side can be determined.

In this embodiment, for example, the number of teeth of the external gear 50 is set to Z1 = 200, the number of teeth of the first internal gear 20 is set to Z2 = 202, and the number of teeth of the second internal gear 30 is set to Z3 = 200.
In this case, the speed ratio i = 1- (202/200) = −0.01.
That is, as a deceleration mechanism, the rotation speed on the input side is decelerated to 1/100 and output as reverse rotation. Therefore, the electric motor 5 can be miniaturized with low power consumption.

Next, the operation when the valve timing changing device M according to the first embodiment is applied to the engine 1 will be described.
First, when the valve timing of the exhaust valve is not changed, the electric motor 5 applies a rotational driving force to the rotating member 80 in the same rotational direction as the camshaft 2 at the same rotational speed as the rotational speed of the camshaft 2. Drive-controlled to exert.
Therefore, the external gear 50 and the first internal gear 20 are locked at positions where they mesh with each other, and the external gear 50 and the second internal gear 30 are locked at positions where they mesh with each other.
As a result, the camshaft 2 and the housing rotor 10 rotate integrally in one direction (R direction in FIG. 1) around the axis S.

When changing the valve timing of the exhaust valve, the electric motor 5 drives and controls the rotating member 80 so as to exert a rotational driving force on the rotating member 80 in the same direction as the camshaft 2 at a rotational speed different from the rotational speed of the camshaft 2. Will be done.
For example, when the electric motor 5 is driven and controlled so as to exert a rotational driving force on the rotating member 80 in the same direction as the cam shaft 2 at a rotational speed faster than the rotational speed of the cam shaft 2, the rotation on the input side The member 80 is rotated relative to the cam shaft 2 in one direction around the axis S (CW direction in FIG. 1), and the second internal gear 30 on the output side becomes the first internal gear 20. On the other hand, it rotates relatively in the opposite direction (CCW direction in FIG. 1).
That is, by rotating the rotating member 80 relatively in one direction (CW direction), the rotation phase of the camshaft 2 is delayed with respect to the housing rotor 10, and the opening / closing timing of the exhaust valve is changed to the retard side. Will be done.

On the other hand, when the electric motor 5 is driven and controlled so as to exert a rotational driving force on the rotating member 80 in the same direction as the camshaft 2 at a rotational speed slower than the rotational speed of the camshaft 2, the rotation on the input side The member 80 is rotated relative to the camshaft 2 in the other direction around the axis S (CCW direction in FIG. 1), and the second internal gear 30 on the output side becomes the first internal gear 20. On the other hand, it rotates relatively in one direction (CW direction in FIG. 1) in the opposite direction.
That is, by rotating the rotating member 80 relatively in the other direction (CCW direction), the rotation phase of the camshaft 2 is advanced with respect to the housing rotor 10, and the opening / closing timing of the exhaust valve is changed to the advance angle side. Will be done.

Here, when the rotating member 80 is subjected to a rotational driving force by the electric motor 5 in the same direction (CW direction) as the rotation direction (R direction) of the camshaft 2 at a rotation speed slower than the rotation speed of the camshaft 2. , It is set to perform advance angle operation.
Therefore, if the electric motor 5 becomes inoperable, the electric motor 5 causes the camshaft 2 with respect to the rotating member 80 due to the cogging torque, the frictional force, the alternating torque of the camshaft 2, and the like. It functions in the same manner as when a rotational driving force is applied in the same direction as the camshaft 2 at a rotational speed slower than the rotational speed.

That is, the rotating member 80 is rotated relative to the camshaft 2 in the other direction around the axis S (CCW direction in FIG. 1), and the rotation phase of the camshaft 2 is advanced with respect to the housing rotor 10. , The opening / closing timing of the exhaust valve is changed to the advance side.
Then, the advance angle side contact portion 46 of the rotor 40 comes into contact with the advance angle side stopper 11 g of the housing rotor 10, and the opening / closing timing of the exhaust valve is maintained at the maximum advance angle position.

In this way, since the opening / closing timing of the exhaust valve is positioned at the maximum advance position, the valve overlap at the time of starting the engine 1 can be reduced, and it is possible to prevent the intake air from escaping to the exhaust side and maintain the startability. it can.
That is, when the electric motor 5 fails, the fail-safe function of the engine 1 can be ensured.

In the valve timing changing device M, the lubricating oil stored in the oil pan of the engine 1 is supplied to the camshaft 2 by an oil pump or the like, and passes through the oil passages 2c and 45, the through holes 41, and the oil passage 36. , It is guided to the inside of the second internal gear 30, is guided to the outside of the housing rotor 10 through the openings 12a, the oil passages 37 and 11f, flows inside the cover member 1a, and is returned to the oil pan. As described above, since the lubrication action is surely performed, wear and deterioration of the sliding region can be suppressed, and the valve timing can be smoothly changed.

As described above, according to the valve timing changing device M according to the first embodiment, since the torsion spring as a fail-safe function as in the conventional case is unnecessary, the structure is simplified, the cost is reduced, the size is reduced, and the like. Can be achieved, and a fail-safe function can be ensured in the camshaft 2 of the exhaust valve.

8 to 12 show the valve timing changing device M2 according to the second embodiment of the present invention, and the same components as those of the first embodiment described above are designated by the same reference numerals and the description thereof will be omitted. To do.
The valve timing changing device M2 according to the second embodiment includes a housing rotor 110, a first internal gear 120, a second internal gear 130, a rotor 140 as a spacer member, an external gear 150, a snap ring 160, a bearing 170, and a rotating member 180. , Equipped with bearing 190.

The housing rotor 110 includes a first housing 111 that is rotatably supported around the axis S, and a second housing 112 that is coupled to the first housing 111 by a screw b1.

The first housing 111 is formed in a substantially cylindrical shape using a metal material, and has a sprocket 11a, a cylindrical portion 11b, an inner peripheral surface 111c, an annular bottom wall surface 111d, an advance angle side stopper 111g, a retard angle side stopper 111h, and a screw b1. It is provided with a plurality of screw holes 11j for screwing in.

The inner peripheral surface 111c slidably contacts the outer peripheral surface 131a of the second internal gear 130 so that the first housing 111 is rotatably supported around the axis S.
The bottom wall surface 111d slidably contacts the outer peripheral region of the joint surface 134 of the second internal gear 130 so that the first housing 111 is positioned in the axis S direction.
The advance angle side stopper 111g abuts the advance angle side contact portion 144 of the rotor 140 to position the camshaft 2 at the maximum advance angle position.
The retard angle side stopper 111g abuts the retard angle side contact portion 145 of the rotor 140 to position the camshaft 2 at the maximum retard angle position.

The second housing 112 is formed in a substantially disk shape using a metal material, and includes a cylindrical portion 112a centered on the axis S, an annular inner wall surface 112b, an opening 112c, and a plurality of circular holes 112d through which a screw b1 is passed. There is.

The cylindrical portion 112a is formed so as to fit a bearing 190 that rotatably supports the rotating member 180 on its inner peripheral surface.
The annular inner wall surface 112b is arranged adjacent to the bearing 190 fitted to the cylindrical portion 181 of the rotating member 180, and serves to prevent the bearing 190 from falling off in the axis S direction.
The opening 112c leaves a gap around the rotating member 180 to expose the cylindrical portion 181 and the connecting portion 182 as the ends of the rotating member 180.

Then, the second internal gear 130, the first internal gear 120, the external gear 150, the snap ring 160, and the bearings 170, 190 fitted with the rotor 140 are fitted to the first housing 111. After assembly, the second housing 112 is coupled to the first housing 111 with a screw b1 to form a housing rotor 110 that rotates about the axis S.

Here, since the housing rotor 110 is rotatably supported around the axis S via the second internal gear 130, the housing rotor 110 and the external gear are supported with reference to the second internal gear 130 fixed to the camshaft 2. The 150 and the first internal gear 120 can be positioned.
Further, the housing rotor 110 adopts a configuration including the first housing 111 and the second housing 112, and by accommodating the above-mentioned various parts to the first housing 111 and connecting the second housing 112 to the valve. The timing change device M2 can be easily assembled.

As shown in FIGS. 11 and 12, the first internal gear 120 is formed in a substantially annular shape by forging, for example, using a metal material, and has a cylindrical portion 121, a dentition 122, and a flange portion 123 centered on the axis S. , A plurality of circular holes 124 through which the screw b1 is passed are provided.

The cylindrical portion 121 is formed to have an outer diameter dimension that is fitted into the inner peripheral surface 111c of the first housing 111.
The dentition 122 is composed of the number of teeth Z22, is formed by arranging in an annular shape centered on the axis S on the inner peripheral surface of the cylindrical portion 121, and is formed on the front side of approximately half of the dentition 151 of the external gear 150 in the axis S direction. Engage with the area. Here, the "front side" is the left side in the axis S direction in FIG. 10, that is, the side on which the electric motor 5 is arranged.
The collar portion 123 is formed in a flat plate shape perpendicular to the axis S, and is sandwiched and assembled between the first housing 111 and the second housing 112.

That is, the first internal gear 120 is fixed by the screw b1 so as to rotate integrally with the housing rotor 110, and meshes with the external gear 150.
Further, since the first internal gear 120 is formed separately from the housing rotor 110 and retrofitted to the housing rotor 110, it is easier to manufacture than when the first internal gear 120 is integrally formed with the housing rotor 110. And productivity is improved.

As shown in FIGS. 11 and 12, the second internal gear 130 is formed into a bottomed cylindrical shape by forging, for example, using a metal material, and has a cylindrical portion 131, a dentition 132, a bottom wall surface 133, and a joint surface 134. It is provided with a through hole 135, a cylindrical fitting portion 136, and a positioning hole 137.

The cylindrical portion 131 defines an outer peripheral surface 131a centered on the axis S so as to slidably contact the inner peripheral surface 111c of the first housing 111.
The dentition 132 is composed of the number of teeth Z23, which is smaller than the number of teeth Z22 of the first internal gear 120, and is formed by arranging the dentition 132 in an annular shape centered on the axis S on the inner peripheral surface of the cylindrical portion 131. It meshes with the inner region of approximately half of the dentition 151 in the axis S direction. Here, the "back side" is the right side in the axis S direction in FIG. 10, that is, the side on which the camshaft 2 is arranged.
The bottom wall surface 133 is formed as a flat surface perpendicular to the axis S, and functions as a seating surface for the fastening bolt b2.
The joint surface 134 forms a flat surface parallel to the bottom wall surface 133 so that the rotor 140 can be joined.
The through hole 135 has a circular shape centered on the axis S so that the fastening bolt b2 can pass through.
The tubular fitting portion 136 defines a part of the through hole 135 and has a cylindrical shape centered on the axis S so as to be fitted into the fitting hole 141 of the rotor 140.
The positioning hole 137 is formed so as to fit the positioning pin P fixed to the fitting hole 2d of the camshaft 2, and serves to position the angular position around the axis S.

The rotor 140 is formed in a substantially flat plate shape using a metal material, and as shown in FIGS. 11 and 12, the fitting hole 141, the fitting recess 142, the positioning hole 143, the advance angle side contact portion 144, and the retard angle It is provided with a side contact portion 145.

The fitting hole 141 has a circular shape centered on the axis S so that the tubular fitting portion 136 of the second internal gear 130 is fitted.
The fitting recess 142 has a circular shape centered on the axis S so that the fitting portion 2a of the camshaft 2 is fitted.
The positioning hole 143 is formed so as to fit the positioning pin P fixed to the fitting hole 2d of the camshaft 2, and serves to position around the axis S.
The advance angle side contact portion 144 comes into contact with the advance angle side stopper 111 g of the first housing 111 so as to be detachable.
The retard angle side contact portion 145 comes into contact with the retard angle side stopper 111h of the first housing 111 so as to be detachable.

Then, the rotor 140 is pre-assembled to the second internal gear 130 by fitting the tubular fitting portion 136 into the fitting hole 141.
Subsequently, with the first housing 111 rotatably attached to the second internal gear 130, the rotor 140 is brought closer to the camshaft 2, the positioning pins P are fitted into the positioning holes 143 and 137, and the fitting recesses. The fitting portion 2a is joined to 142. As a result, the rotor 140 is joined to the camshaft 2.
After that, the fastening bolt b2 is passed through the through hole 135 and screwed into the screw hole 2b, so that the second internal gear 130 is fixed to the camshaft 2 via the rotor 140.

Further, the rotor 140 is positioned at the maximum advance position when the advance side contact portion 144 abuts on the advance side stopper 111g, and the retard side contact portion 145 abuts on the retard side stopper 111h. Positioned at the maximum retard position.
That is, the rotation range of the camshaft 2 relative to the housing rotor 110 is regulated via the rotor 140.
Thereby, the range of the rotation phase in which the valve timing can be changed, that is, the adjustable angle range from the maximum retard position to the maximum advance position can be regulated to a desired range.

Here, by adopting the rotor 140 as a spacer member, when the shape of the fitting portion 2a of the camshaft 2 differs according to the specifications of the engine, the rotor 140 is simply set corresponding to various camshafts 2. Therefore, the valve timing changing device M2 can be applied to various engines.

As shown in FIGS. 11 and 12, the external gear 150 is formed of a rigid annular shape using a metal material, and includes a dentition 151, an inner peripheral surface 152, an annular bottom wall surface 153, and an annular convex portion 154. ing.

The dentition 151 is formed by arranging in an annular shape centered on the axis S, and is composed of a number of teeth Z21 different from the number of teeth Z22 of the first internal gear 120, and approximately half of the front region in the axis S direction is inside the first. It meshes with the dentition 122 of the gear 120, and the inner region of about half in the axis S direction meshes with the dentition 132 of the second internal gear 130.
The inner peripheral surface 152 forms a cylindrical surface centered on the axis S so that the outer ring 172 of the bearing 170 fitted to the rotating member 180 is fitted.
The annular bottom wall surface 153 is positioned in the axis S direction by abutting the end surface of the outer ring 172 of the bearing 170 fitted to the rotating member 180.
The annular convex portion 154 slidably contacts the bottom wall surface 133 of the second internal gear 130, and serves to separate the inner side of the dentition 151 from the bottom wall surface 133 by a predetermined amount.
In this embodiment, the case where the number of teeth Z21 is different from the number of teeth Z22 is shown, but the present invention is not limited to this, and it is assumed that the number of teeth Z23 is smaller than the number of teeth Z22. The number Z21 may be the same as the number of teeth Z22.

Then, the external gear 150 receives an eccentric action of the eccentric portion 183 of the rotating member 180 via the bearing 170, so that the external gear 150 directly meshes with the first internal gear 120 in one region and the second internal gear 150. It meshes directly with the gear 130 in one area.

The snap ring 160 is formed in a substantially C shape using a metal material and is fitted into the annular groove 185 of the rotating member 180 to prevent the bearing 170 fitted in the eccentric portion 183 of the rotating member 180 from coming off.

The bearing 170 is a rigid radial bearing, and includes a plurality of rolling elements 173 arranged between an inner ring 171 and an outer ring 172, an inner ring 171 and an outer ring 172, and held by a retainer.
Then, the bearing 170 is interposed between the eccentric portion 183 of the rotating member 180 and the inner peripheral surface 152 of the external gear 150 to rotatably support the external gear 150.

As shown in FIGS. 11 and 12, the rotating member 180 is formed in a substantially cylindrical shape using a metal material, and includes a cylindrical portion 181, a connecting portion 182, an eccentric portion 183, a flange portion 184, and an annular groove 185. ing.

The cylindrical portion 181 defines an outer peripheral surface centered on the axis S so that the inner ring 191 of the bearing 190 is fitted.
The connecting portion 182 is formed inside the cylindrical portion 181 as a U-shaped groove that opens toward the center in the radial direction perpendicular to the axis S, and is connected to the connecting top 5b that forms a part of the rotating shaft 5a.
The eccentric portion 183 defines an outer peripheral surface centered on an axis deviated in the radial direction by a predetermined amount from the axis S so that the inner ring 171 of the bearing 170 is fitted. That is, the eccentric portion 183 is fitted inside the external gear 150 via the bearing 170.
The flange portion 184 is formed so as to have an outer diameter larger than that of the cylindrical portion 181 and the eccentric portion 183, and positions the bearings 170 and 190 in the axis S direction.
The annular groove 185 is formed so that the snap ring 160 can be attached.

Then, in the rotating member 180, the rotating shaft 5a of the electric motor 5 is connected to exert a rotational driving force, and the rotating member 180 rotates around the axis S, so that the eccentric portion 183 deviates the external gear 150. It exerts an eccentric action of meshing with the first internal gear 120 and the second internal gear 130 while being centered.
As a result, the external gear 150 in the state of being meshed with the first internal gear 120 and the second internal gear 130 is eccentric and its meshing position continuously changes around the axis S.

The bearing 190 is a rigid radial bearing, and includes a plurality of rolling elements 193 arranged between an inner ring 191 and an outer ring 192, an inner ring 191 and an outer ring 192, and held by a retainer.
Then, the bearing 190 is interposed between the cylindrical portion 181 of the rotating member 180 and the cylindrical portion 112a of the housing rotor 110 to rotatably support the rotating member 180 with respect to the housing rotor 110 around the axis S.

In the above configuration, the relationship between the number of teeth Z21 of the external gear 150, the number of teeth Z22 of the first internal gear 120, and the number of teeth Z23 (Z23 <Z22) of the second internal gear 130 will be described.
Here, the external gear 150 interlocked with the rotating member 180 rotationally driven by the electric motor 5 is input, the second internal gear 130 that rotates integrally with the camshaft 2 is output, and the housing rotor 110 is subjected to the gluing method. When the first internal gear 120 that rotates integrally is fixed and the speed ratio i is calculated, i = 1- (Z22 / Z23).

Since the number of teeth Z23 of the second internal gear 130 is set to be smaller than the number of teeth Z22 of the first internal gear 120, the value of the speed ratio i is always negative.
That is, the rotation direction on the output side is opposite to the rotation direction on the input side, and the input is based only on the relationship between the number of teeth Z22 of the first internal gear 120 and the number of teeth Z23 of the second internal gear 130. The direction of rotation of the output side with respect to the rotation of the side can be determined.

In this embodiment, for example, the number of teeth of the external gear 150 is set to Z21 = 60, the number of teeth of the first internal gear 120 is set to Z22 = 61, and the number of teeth of the second internal gear 130 is set to Z23 = 60.
In this case, the speed ratio i = 1- (61/60) = −0.0166.
That is, as a deceleration mechanism, the rotation speed on the input side is decelerated to about 1/60 and output as reverse rotation. Therefore, the electric motor 5 can be miniaturized with low power consumption.

Next, the operation when the valve timing changing device M2 according to the second embodiment is applied to the engine 1 will be described.
First, when the valve timing of the exhaust valve is not changed, the electric motor 5 applies a rotational driving force to the rotating member 180 in the same rotational direction as the camshaft 2 at the same rotational speed as the rotational speed of the camshaft 2. Drive-controlled to exert.
Therefore, the external gear 150 and the first internal gear 120 are locked at positions where they mesh with each other, and the external gear 150 and the second internal gear 130 are locked at positions where they mesh with each other.
As a result, the camshaft 2 and the housing rotor 110 rotate integrally in one direction (R direction in FIG. 1) around the axis S.

When changing the valve timing of the exhaust valve, the electric motor 5 drives and controls the rotating member 180 so as to exert a rotational driving force on the rotating member 180 in the same direction as the camshaft 2 at a rotational speed different from that of the camshaft 2. Will be done.
For example, when the electric motor 5 is driven and controlled so as to exert a rotational driving force on the rotating member 180 in the same direction as the cam shaft 2 at a rotational speed faster than the rotational speed of the cam shaft 2, the rotation on the input side The member 180 is rotated relative to the cam shaft 2 in one direction around the axis S (CW direction in FIG. 1), and the second internal gear 130 on the output side becomes the first internal gear 120. On the other hand, it rotates relatively in the opposite direction (CCW direction in FIG. 1).
That is, by rotating the rotating member 180 relatively in one direction (CW direction), the rotation phase of the camshaft 2 is delayed with respect to the housing rotor 110, and the opening / closing timing of the exhaust valve is changed to the retard side. Will be done.

On the other hand, when the electric motor 5 is driven and controlled so as to exert a rotational driving force on the rotating member 180 in the same direction as the camshaft 2 at a rotational speed slower than the rotational speed of the camshaft 2, the rotation on the input side The member 180 is rotated relative to the camshaft 2 in the other direction around the axis S (CCW direction in FIG. 1), and the second internal gear 130 on the output side becomes the first internal gear 120. On the other hand, it rotates relatively in one direction (CW direction in FIG. 1) in the opposite direction.
That is, by rotating the rotating member 180 relatively in the other direction (CCW direction), the rotation phase of the camshaft 2 is advanced with respect to the housing rotor 110, and the opening / closing timing of the exhaust valve is changed to the advance angle side. Will be done.

Here, when the rotating member 180 is subjected to a rotational driving force by the electric motor 5 in the same direction (CW direction) as the rotation direction (R direction) of the camshaft 2 at a rotation speed slower than the rotation speed of the camshaft 2. , It is set to perform advance angle operation.
Therefore, if the electric motor 5 becomes inoperable, the electric motor 5 causes the camshaft 2 to have a relative torque to the rotating member 180 due to the cogging torque, the frictional force, the alternating torque of the camshaft 2, and the like. It functions in the same manner as when a rotational driving force is applied in the same direction as the camshaft 2 at a rotational speed slower than the rotational speed.

That is, the rotating member 180 is rotated relative to the camshaft 2 in the other direction around the axis S (CCW direction in FIG. 1), and the rotation phase of the camshaft 2 is advanced with respect to the housing rotor 110. , The opening / closing timing of the exhaust valve is changed to the advance side.
Then, the advance angle side contact portion 144 of the rotor 140 comes into contact with the advance angle side stopper 111 g of the housing rotor 110, and the opening / closing timing of the exhaust valve is maintained at the maximum advance angle position.

In this way, since the opening / closing timing of the exhaust valve is positioned at the maximum advance position, the valve overlap at the time of starting the engine 1 can be reduced, and it is possible to prevent the intake air from escaping to the exhaust side and maintain the startability. it can.
That is, when the electric motor 5 fails, the fail-safe function of the engine 1 can be ensured.

In the valve timing changing device M2 as well, by providing the lubricating oil supply path as in the first embodiment, the lubricating oil stored in the oil pan of the engine 1 is transferred to the housing rotor via the camshaft 2. It can be supplied to the inside of the 110, guided to the outside of the housing rotor 110, and returned to the oil pan through the inside of the cover member 1a. As a result, the lubrication action is surely performed, so that wear and deterioration of the sliding region can be suppressed, and the valve timing can be changed smoothly.

As described above, according to the valve timing changing device M2 according to the second embodiment, since the torsion spring as a fail-safe function as in the conventional case is unnecessary, the structure is simplified, the cost is reduced, the size is reduced, and the like. Can be achieved, and a fail-safe function can be ensured in the camshaft 2 of the exhaust valve.

13 to 17 show the valve timing changing device M3 according to the third embodiment of the present invention, and the same reference numerals are given to the same configurations as those of the first embodiment or the second embodiment described above. The explanation will be omitted.
The valve timing changing device M3 according to the third embodiment includes a housing rotor 210, a first internal gear 220, a second internal gear 230, a rotor 240 as a spacer member, an external gear 250, a planetary gear 260, a carrier 270, and a bearing 280. It includes a support member 290.

The housing rotor 210 includes a first housing 211 that is rotatably supported around the axis S, and a second housing 212 that is coupled to the first housing 211 by a screw b1.

The first housing 211 is formed in a substantially cylindrical shape using a metal material, and has a sprocket 11a, a cylindrical portion 11b, an inner peripheral surface 211c, an annular bottom wall surface 211d, an advance side stopper 211g, a retard side stopper 211h, and a screw b1. It is provided with a plurality of screw holes 11j for screwing in.

The inner peripheral surface 211c slidably contacts the outer peripheral surface 231a of the second internal gear 230 so that the first housing 211 is rotatably supported around the axis S.
The bottom wall surface 211d slidably contacts the outer peripheral region of the joint surface 234 of the second internal gear 230 so that the first housing 211 is positioned in the axis S direction.
The advance angle side stopper 211g abuts the advance angle side contact portion 244 of the rotor 240 to position the camshaft 2 at the maximum advance angle position.
The retard angle side stopper 211g abuts the retard angle side contact portion 245 of the rotor 240 to position the camshaft 2 at the maximum retard angle position.

The second housing 212 is formed in a substantially disk shape using a metal material, and includes a circular opening 212a centered on the axis S and a plurality of circular holes 212b through which the screw b1 is passed.
The opening 212a has a gap around the external gear 250 to expose the annular portion 254 and the connecting portion 255 as the end portions of the rotating member integrally formed with the external gear 250.

Then, the second internal gear 230 fitted with the rotor 240, the first internal gear 220, the planetary gear 260 held by the carrier 270, and the external gear 250 fitted with the bearing 280 are assembled to the first housing 211. After the support member 290 is assembled to the bearing 280 and the second internal gear 230, the second housing 212 is coupled to the first housing 211 with a screw b1 to form a housing rotor 210 that rotates around the axis S. Will be done.

Here, since the housing rotor 210 is rotatably supported around the axis S via the second internal gear 230, the housing rotor 210 and the external gear are rotatably supported with reference to the second internal gear 230 fixed to the camshaft 2. The 250 and the first internal gear 220 can be positioned.
Further, the housing rotor 210 adopts a configuration including the first housing 211 and the second housing 212, and by accommodating the above-mentioned various parts to the first housing 211 and connecting the second housing 212 to the valve. The timing change device M3 can be easily assembled.

As shown in FIGS. 16 and 17, the first internal gear 220 is formed in a substantially annular shape by forging, for example, using a metal material, and has a cylindrical portion 221, a dentition 222, and a flange portion 223 centered on the axis S. , A plurality of circular holes 224 through which the screw b1 is passed are provided.

The cylindrical portion 221 is formed to have an outer diameter dimension that is fitted into the inner peripheral surface 211c of the first housing 211.
The dentition 222 is composed of the number of teeth Z32, is formed by arranging in an annular shape centered on the axis S on the inner peripheral surface of the cylindrical portion 221 and is substantially half of the dentition 261 of the three planetary gears 260 in the axis S direction. It meshes with the anterior region of. Here, the "front side" is the left side in the axis S direction in FIG. 15, that is, the side on which the electric motor 5 is arranged.
The collar portion 223 is formed in a flat plate shape perpendicular to the axis S, and is sandwiched and assembled between the first housing 211 and the second housing 212.

That is, the first internal gear 220 is fixed by the screw b1 so as to rotate integrally with the housing rotor 210, and meshes with the external gear 250 via the planetary gear 260.
Further, since the first internal gear 220 is formed separately from the housing rotor 210 and retrofitted to the housing rotor 210, it is easier to manufacture than when the first internal gear 220 is integrally formed with the housing rotor 210. And productivity is improved.

As shown in FIGS. 16 and 17, the second internal gear 230 is formed into a bottomed cylindrical shape by forging, for example, using a metal material, and has a cylindrical portion 231, a dentition 232, a bottom wall surface 233, and a joint surface 234. It is provided with a through hole 235, a cylindrical fitting portion 236, a positioning hole 237, and a fitting recess 238.

The cylindrical portion 231 defines an outer peripheral surface 231a centered on the axis S so as to slidably contact the inner peripheral surface 211c of the first housing 211.
The dentition 232 is composed of a number of teeth Z33, which is smaller than the number of teeth Z32 of the first internal gear 220, and is formed by arranging in an annular shape centered on the axis S on the inner peripheral surface of the cylindrical portion 231 and three planetary gears. It meshes with the inner region of approximately half of the 260 dentition 261 in the axis S direction. Here, the "back side" is the right side in the axis S direction in FIG. 15, that is, the side on which the camshaft 2 is arranged.
The bottom wall surface 233 is formed as a flat surface perpendicular to the axis S, faces the end faces of the carrier 270 and the planetary gear 260 with a gap, and receives the annular step portion 294 of the support member 290.
The joint surface 234 forms a flat surface parallel to the bottom wall surface 233 so that the rotor 240 can be joined.
The through hole 235 has a circular shape centered on the axis S so that the fastening bolt b2 can pass through.
The tubular fitting portion 236 defines a part of the through hole 235 and has a cylindrical shape centered on the axis S so as to be fitted into the fitting hole 241 of the rotor 240.
The positioning hole 237 is formed so as to fit the positioning pin P fixed to the fitting hole 2d of the camshaft 2, and serves to position the angular position around the axis S.
The fitting recess 238 has a circular shape centered on the axis S so that the tubular fitting portion 293 of the support member 290 is fitted.

The rotor 240 is formed in a substantially flat plate shape using a metal material, and as shown in FIGS. 16 and 17, the fitting hole 241, the fitting recess 242, the positioning hole 243, the advance angle side contact portion 244, and the retard angle It is provided with a side contact portion 245.

The fitting hole 241 has a circular shape centered on the axis S so that the tubular fitting portion 236 of the second internal gear 230 is fitted.
The fitting recess 242 has a circular shape centered on the axis S so that the fitting portion 2a of the camshaft 2 is fitted.
The positioning hole 243 is formed so as to fit the positioning pin P fixed to the fitting hole 2d of the camshaft 2, and serves to position around the axis S.
The advance side contact portion 244 comes into contact with the advance side stopper 211g of the first housing 211 so as to be detachable.
The retard angle side contact portion 245 comes into contact with the retard angle side stopper 211h of the first housing 211 so as to be detachable.

As shown in FIGS. 16 and 17, the external gear 250 is formed of a rigid annular shape using a metal material, and has a dentition 251 and an inner peripheral surface 252, an annular bottom wall surface 253, an annular portion 254, and a connecting portion. It has 255.

The dentition 251 is formed by arranging in an annular shape centered on the axis S, and is composed of the number of teeth Z32 of the first internal gear 220 and the number of teeth Z31 different from the number Z33 of the second internal gear 230, and three planets. It meshes with the dentition 261 of the gear 260.
That is, the external gear 250 indirectly meshes with the first internal gear 220 and the second internal gear 230 in three regions via the three planetary gears 260.
The inner peripheral surface 252 forms a cylindrical surface centered on the axis S so that the outer ring 282 of the bearing 280 fitted to the support member 290 is fitted.
The annular bottom wall surface 253 is positioned in the axis S direction by bringing the end faces of the outer ring 282 of the bearing 280 fitted to the support member 290 into contact with each other.
The annular portion 254 is formed in a cylindrical shape on the front side of the gear 251 in the S direction of the axis, and functions as a rotating member. That is, the rotating member is integrally formed with the external gear 250 as a part of the external gear 250.
The connecting portion 255 is formed as a notched groove in which the end portion of the annular portion 254 is cut out in the radial direction perpendicular to the axis S, and is connected to the connecting top 5b forming a part of the rotating shaft 5a.

The planetary gear 260 is made of a metal material and is formed in a rigid columnar shape as shown in FIGS. 16 and 17, and has a tooth row 261 and a bearing hole 262.
The dentition 261 is formed by arranging in an annular shape centered on the bearing hole 262, has the number of teeth Z34, and the front region of about half in the axis S direction meshes with the dentition 222 of the first internal gear 220. Approximately half of the inner region in the S direction of the axis meshes with the dentition 232 of the second internal gear 230.
The bearing hole 262 has a cylindrical shape so that the support shaft 273 of the carrier 270 is slidably fitted.

The carrier 270 is formed by using a metal material, and as shown in FIGS. 16 and 17, the carrier 270 is fixed to the first ring plate 271, the second ring plate 272 having three circular holes, and the first ring plate 271. It has two support shafts 273.
Then, the planetary gears 260 are fitted into the three support shafts 273, respectively, and the ends of the three support shafts 273 are caulked through the circular holes of the second ring plate 272, whereby the carrier 270 is assembled. , The planetary gear 260 is rotatably supported.
Then, the planetary gear 260 is rotatably supported by the support shaft 273 of the carrier 270, and is revolved around the axis S via the carrier 270.

The bearing 280 is a rigid radial bearing, and includes a plurality of rolling elements 283 arranged between an inner ring 281, an outer ring 282, an inner ring 281 and an outer ring 282, and held by a retainer.
Then, the bearing 280 is interposed between the cylindrical portion 291 of the support member 290 and the inner peripheral surface 252 of the external gear 250, and rotatably supports the external gear 150 with respect to the support member 290.

As shown in FIGS. 16 and 17, the support member 290 is formed in a substantially cylindrical shape using a metal material, and has a cylindrical portion 291 and a flange portion 292, a tubular fitting portion 293, an annular step portion 294, and a through hole. It is equipped with 295.

The cylindrical portion 291 has a cylindrical shape centered on the axis S in order to fit the inner ring 281 of the bearing 280.
The flange portion 292 has an outer diameter larger than that of the cylindrical portion 291 and functions to sandwich the bearing 280 fitted in the cylindrical portion 291 in cooperation with the annular bottom wall surface 253 of the external gear 250.
The tubular fitting portion 293 has a cylindrical shape centered on the axis S so as to be fitted in the fitting recess 238 of the second internal gear 230.
The annular step portion 294 abuts on the bottom wall surface 233 of the second internal gear 230, and functions to sandwich the rotor 240 and the second internal gear 230 in cooperation with the fitting portion 2a.
The through hole 295 has a circular shape centered on the axis S so as to pass the fastening bolt b2.

In the above configuration, the rotor 240 is pre-assembled to the second internal gear 230 by fitting the tubular fitting portion 236 into the fitting hole 241.
Subsequently, with the first housing 211 rotatably attached to the second internal gear 230, the rotor 240 is brought closer to the camshaft 2, the positioning pins P are fitted into the positioning holes 243 and 237, and the fitting recesses. The fitting portion 2a is joined to the 242. As a result, the rotor 240 is joined to the camshaft 2.
After that, the tubular fitting portion 293 of the support member 290 is fitted into the fitting recess 238 of the second internal gear 230, and the fastening bolt b2 is passed through the through holes 295 and 235 and screwed into the screw hole 2b. By being inserted, the second internal gear 230 is fixed to the camshaft 2 via the rotor 240.

Further, the rotor 240 is positioned at the maximum advance position when the advance side contact portion 244 abuts on the advance side stopper 211g, and the retard side contact portion 245 abuts on the retard side stopper 211h. Positioned at the maximum retard position.
That is, the rotation range of the camshaft 2 relative to the housing rotor 210 is regulated via the rotor 240.
Thereby, the range of the rotation phase in which the valve timing can be changed, that is, the adjustable angle range from the maximum retard position to the maximum advance position can be regulated to a desired range.

Here, by adopting the rotor 240 as a spacer member, when the shape of the fitting portion 2a of the camshaft 2 differs according to the specifications of the engine, the rotor 240 is simply set corresponding to various camshafts 2. Therefore, the valve timing changing device M3 can be applied to various engines.

In the above configuration, the relationship between the number of teeth Z31 of the external gear 250, the number of teeth Z32 of the first internal gear 220, the number of teeth Z33 (Z33 <Z32) of the second internal gear 230, and the number of teeth Z34 of the planetary gear 260 will be described. ..
Here, the external gear 250 that is rotationally driven by the electric motor 5 is input, the second internal gear 230 that rotates integrally with the camshaft 2 is used as the output, and the second internal gear 230 that rotates integrally with the housing rotor 210 is used as an output. 1 When the internal gear 220 is fixed and the speed ratio i is calculated,
i = [1- (Z32 / Z33)] / [1+ (Z32 / Z31)].

Since the number of teeth Z33 of the second internal gear 230 is set to be smaller than the number of teeth Z32 of the first internal gear 220, the value of the speed ratio i is always negative.
That is, the rotation direction on the output side is opposite to the rotation direction on the input side, and the input is performed only by the relationship between the number of teeth Z32 of the first internal gear 220 and the number of teeth Z33 of the second internal gear 230. The direction of rotation of the output side with respect to the rotation of the side can be determined.

In this embodiment, for example, the number of teeth of the external gear 250 is Z31 = 27, the number of teeth of the first internal gear 220 is Z32 = 63, the number of teeth of the second internal gear 230 is Z33 = 60, and the number of teeth of the planetary gear 260 is Z34 =. It is set as 18.
In this case, the speed ratio i = [1- (63/60)] / [1+ (63/27)] = −0.015.
That is, as a deceleration mechanism, the rotation speed on the input side is decelerated to about 1 / 66.7 and output as reverse rotation. Therefore, the electric motor 5 can be miniaturized with low power consumption.

Next, the operation when the valve timing changing device M3 according to the third embodiment is applied to the engine 1 will be described.
First, when the valve timing of the exhaust valve is not changed, the electric motor 5 applies a rotational driving force to the external gear 250 in the same rotational direction as the camshaft 2 at the same rotational speed as the rotational speed of the camshaft 2. Drive-controlled to exert.
Therefore, the external gear 250 and the first internal gear 220 are locked at positions where they mesh with each other via the planetary gear 260, and the external gear 250 and the second internal gear 230 are locked at positions where they mesh with each other via the planetary gear 260. Locked with.
As a result, the camshaft 2 and the housing rotor 210 rotate integrally in one direction (R direction in FIG. 1) around the axis S.

When changing the valve timing of the exhaust valve, the electric motor 5 drives and controls the external gear 250 so as to exert a rotational driving force on the external gear 250 in the same direction as the camshaft 2 at a rotational speed different from that of the camshaft 2. Will be done.
For example, when the electric motor 5 is driven and controlled so as to exert a rotational driving force on the external gear 250 in the same direction as the camshaft 2 at a rotational speed faster than the rotational speed of the camshaft 2, the outside of the input side The gear 250 is rotated relative to the camshaft 2 in one direction around the axis S (CW direction in FIG. 1), and the second internal gear 230 on the output side is opposite to the first internal gear 220. It rotates relatively in the other direction (CCW direction in FIG. 1).
That is, by rotating the external gear 250 relatively in one direction (CW direction), the rotation phase of the camshaft 2 is delayed with respect to the housing rotor 210, and the opening / closing timing of the exhaust valve is changed to the retard side. Will be done.

On the other hand, when the electric motor 5 is driven and controlled so as to exert a rotational driving force on the external gear 250 in the same direction as the camshaft 2 at a rotational speed slower than the rotational speed of the camshaft 2, the outside of the input side The gear 250 is rotated relative to the camshaft 2 in the other direction around the axis S (CCW direction in FIG. 1), and the second internal gear 230 on the output side is opposite to the first internal gear 220. It rotates relatively in one direction (CW direction in FIG. 1).
That is, by rotating the external gear 250 relatively in the other direction (CCW direction), the rotation phase of the camshaft 2 is delayed with respect to the housing rotor 210, and the opening / closing timing of the exhaust valve is changed to the advance side. Will be done.

Here, when the external gear 250 is subjected to a rotational driving force by the electric motor 5 in the same direction (CW direction) as the rotation direction (R direction) of the camshaft 2 at a rotation speed slower than the rotation speed of the camshaft 2. , It is set to perform advance angle operation.
Therefore, if the electric motor 5 becomes inoperable, the electric motor 5 causes the camshaft 2 to move with respect to the external gear 250 due to the cogging torque, the frictional force, the alternating torque of the camshaft 2, and the like. It functions in the same manner as when a rotational driving force is applied in the same direction as the camshaft 2 at a rotational speed slower than the rotational speed.

That is, the external gear 250 is rotated relative to the camshaft 2 in the other direction around the axis S (CCW direction in FIG. 1), and the rotation phase of the camshaft 2 is advanced with respect to the housing rotor 110. , The opening / closing timing of the exhaust valve is changed to the advance side.
Then, the advance angle side contact portion 244 of the rotor 240 comes into contact with the advance angle side stopper 211 g of the housing rotor 210, and the opening / closing timing of the exhaust valve is maintained at the maximum advance angle position.

In this way, since the opening / closing timing of the exhaust valve is positioned at the maximum advance position, the valve overlap at the time of starting the engine 1 can be reduced, and it is possible to prevent the intake air from escaping to the exhaust side and maintain the startability. it can.
That is, when the electric motor 5 fails, the fail-safe function of the engine 1 can be ensured.

In the valve timing changing device M3 as well, by providing the lubricating oil supply path as in the first embodiment, the lubricating oil stored in the oil pan of the engine 1 is transferred to the housing rotor via the camshaft 2. It can be supplied to the inside of the 210, guided to the outside of the housing rotor 210, and returned to the oil pan through the inside of the cover member 1a. As a result, the lubrication action is surely performed, so that wear and deterioration of the sliding region can be suppressed, and the valve timing can be changed smoothly.

As described above, according to the valve timing changing device M3 according to the third embodiment, since the torsion spring as a fail-safe function as in the conventional case is unnecessary, the structure is simplified, the cost is reduced, the size is reduced, and the like. Can be achieved, and a fail-safe function can be ensured in the camshaft 2 of the exhaust valve.

In the above embodiment, as the reduction mechanism, a wave gear type reduction mechanism including the first internal gear 20, the second internal gear 30, and the external gear 50, the first internal gear 120, the second internal gear 130, and the external gear Reference numeral 150 denotes a composite hypocycloidal reduction mechanism and a mysterious planetary gear reduction mechanism including a first internal gear 220, a second internal gear 230, an external gear 250, and a planetary gear 260, but the invention is not limited thereto. However, the present invention can also be adopted in a pin gear reduction mechanism, another reduction mechanism, and the like.

In the above embodiment, the housing rotors 10, 110, and 210 are divided into two parts as the housing rotor, but the housing rotor is not limited to this, and a housing rotor having another form may be adopted.
Further, in the first to third embodiments, the case where the bearings 70, 170, 190, and 280 are adopted is shown, but the present invention is not limited to this, and a configuration that is appropriately abolished may be adopted. ..

In the above embodiment, the valve timing changing devices M, M2, and M3 including the first internal gears 20, 120, 220 and the second internal gears 30, 130, 230 are attached to the camshaft 2 for opening and closing the exhaust valve of the engine 1. Although the case where it is applied is shown, the valve timing changing device D applied to the camshaft 3 that opens and closes the intake valve of the engine 1 is provided by reducing the number of teeth of the first internal gear to be smaller than the number of teeth of the second internal gear. It can also be configured.

In this case, the rotating member or the external gear is subjected to a rotational driving force by the electric motor 6 in the same direction (CW direction) as the rotation direction (R direction) of the camshaft 3 at a rotation speed slower than the rotation speed of the camshaft 3. When it is, it is set to perform retarded operation.
Therefore, if the electric motor 6 becomes inoperable, the electric motor 6 causes the camshaft with respect to the rotating member or the external gear due to the cogging torque, the frictional force, the alternating torque of the camshaft 3, and the like. It rotates in the same direction as the camshaft 3 at a rotation speed slower than the rotation speed of 3, and the rotating member or the external gear is relative to the camshaft 3 in the other direction around the axis S (CCW direction in FIG. 1). The rotation phase of the camshaft 3 is delayed with respect to the housing rotor, and the opening / closing timing of the intake valve is changed to the retard side.
Then, the retard angle side contact portion of the rotor abuts on the retard angle side stopper of the housing rotor, and the opening / closing timing of the intake valve is maintained at the maximum retard angle position.

In this way, since the opening / closing timing of the intake valve is positioned at the maximum retard angle position, the valve overlap at the time of starting the engine 1 can be reduced, the blowback of the combustion gas to the intake side can be prevented, and the startability can be maintained. Can be done. That is, when the electric motor 6 fails, the fail-safe function of the engine 1 can be ensured.
As described above, the valve timing changing devices M, M2 and M3 and the valve timing changing device D can share parts except that the number of teeth is different, which contributes to cost reduction of the engine as a whole.

In the above embodiment, in the valve timing changing devices M, M2, and M3, the case where the electric motor 5 is not included as a part of the component is shown, but the electric motor 5 may be included as a part of the component. Good.

As described above, the valve timing changing device of the present invention can secure a fail-safe function when applied to the camshaft of an exhaust valve while achieving simplification of the structure, cost reduction, miniaturization, and the like. It can be applied not only as a valve timing changing device for an engine, but also as another speed reducer, speed increaser, transmission, or the like.

1a Cover member 2 Camshaft S Axis 5 Electric motor 5a Housing 5b Rotating shaft 10,110,210 Housing rotor 11,111,211 First housing 11a Sprocket 12,112,212 Second housing 12a, 112c, 212a Opening 20, 120, 220 First internal gear Z2, Z22, Z32 Number of teeth of the first internal gear 30, 130, 230 Number of teeth of the second internal gear Z3, Z23, Z33 Number of teeth of the second internal gear 40, 140, 240 Rotor (spacer member)
50, 150 External gear 70, 170 Bearing 80 Rotating member 81 An annular part (end of rotating member)
82 Connecting part (end of rotating member)
83 Cam part 180 Rotating member 181 Cylindrical part (end of rotating member)
182 Connecting part (end of rotating member)
183 Eccentric part 250 External gear (rotating member)
254 annular part (end of rotating member)
255 connecting part (end of rotating member)
260 planetary gears

Claims (12)

Valve timing change that changes the relative rotation phase between the camshaft and the housing rotor that is linked to the rotation of the crankshaft, and changes the opening / closing timing of the exhaust valve driven by the camshaft to the advance or retard side. It ’s a device,
Rotating members that are driven by rotational driving force,
An external gear interlocking with the rotating member and
A first internal gear that directly or indirectly meshes with the external gear and rotates integrally with the housing rotor.
A second internal gear that directly or indirectly meshes with the external gear, rotates integrally with the camshaft, and has a number of teeth smaller than the number of teeth of the first internal gear.
A valve timing changing device characterized by this. The external gear is formed so as to be elastically deformable so as to directly mesh with the first internal gear and the second internal gear.
The rotating member includes a cam portion that exerts a cam action that causes an elliptical deformation and meshes with the external gear.
The valve timing changing device according to claim 1. The cam portion of the rotating member is fitted inside the external gear via an elliptical deformable bearing.
The valve timing changing device according to claim 2, wherein the valve timing is changed. The external gear is formed in an annular shape so as to directly mesh with the first internal gear and the second internal gear.
The rotating member includes an eccentric portion that exerts an eccentric action of engaging the first internal gear and the second internal gear while eccentricizing the external gear.
The valve timing changing device according to claim 1. The eccentric portion of the rotating member is fitted inside the external gear via a bearing.
The valve timing changing device according to claim 4. The number of teeth of the second internal gear is the same as the number of teeth of the external gear.
The valve timing changing device according to any one of claims 1 to 5, wherein the valve timing changing device is characterized. The external gear is arranged so as to indirectly mesh with the first internal gear and the second internal gear via a planetary gear.
The rotating member is integrally formed with the external gear as a part of the external gear.
The valve timing changing device according to claim 1. The housing rotor is rotatably supported around the axis of the camshaft via the second internal gear.
The valve timing changing device according to any one of claims 1 to 7, wherein the valve timing changing device is characterized. Includes a spacer member joined to the camshaft
The second internal gear is fixed to the camshaft via the spacer member, and is fixed to the camshaft.
The spacer member is formed so that the rotation range relative to the housing rotor is regulated.
The valve timing changing device according to any one of claims 1 to 8. The housing rotor includes a cylindrical first housing having a sprocket on its outer circumference and a disc-shaped second housing having an opening that is coupled to the first housing and exposes the ends of the rotating member.
The valve timing changing device according to any one of claims 1 to 9, wherein the valve timing changing device is characterized. Including an electric motor that exerts the rotational driving force on the rotating member,
The valve timing changing device according to any one of claims 1 to 10. The electric motor includes a housing and a rotating shaft that is rotatably supported by the housing and connected to the rotating member.
The housing is fixed to the engine cover member,
The valve timing changing device according to claim 11.

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