JP3885682B2 - Valve opening / closing timing control device and assembly method thereof - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a method for assembling a valve opening / closing timing control device for controlling the opening / closing timing of an intake / exhaust valve of an engine.
[0002]
[Prior art]
As a conventional valve opening / closing timing control device, for example, there is a technique disclosed in Japanese Patent Application Laid-Open No. 2000-110526. This includes a rotor that rotates together with the camshaft of the internal combustion engine, a housing that is rotatably mounted on the outer peripheral surface of the rotor, a driving force transmission member that connects the housing to the rotating shaft of the engine, and a fluid pressure that is applied to the inner peripheral surface of the housing. A chamber, a vane provided in a rotor that divides the fluid pressure chamber into an advance chamber or a retard chamber, fluid supply / discharge means for supplying and discharging fluid to the advance chamber and the retard chamber, and a relative relationship between the housing and the rotor It has a lock mechanism that keeps the phase in a predetermined phase and is released by the fluid supplied to the advance chamber or retard chamber, and the coaxiality between the separate housing and the driving force transmission member is highly accurate. Securing and assembling the rotor and vane.
[0003]
In the conventional valve timing control apparatus described above, as shown in FIG. 4, there are two portions having a constant gap, that is, the driving force transmission member 440, the camshaft 410, the rotor 420 and the housing 430. Since the bearing portions are limited to the sliding portions between the driving force transmission member 440 and the camshaft 410, the rotor 420 and the housing 430 are separated from each other by the gap between the driving force transmission member and the camshaft 410. It has a structure that requires a large gap.
[0004]
For this reason, there is a problem that by increasing the gap between the rotor 420 and the housing 430, the performance of the valve opening / closing timing control device deteriorates and the consumption of engine oil increases.
[0005]
Further, since the driving force transmission member 440 is supported so as to be relatively rotatable with respect to the camshaft 410 at a position spaced apart from the housing 430 in the axial direction, the valve opening / closing timing control device has a good relative rotation and rotational power. In order to perform transmission, it is necessary to assemble the rotor 420 and the vane 470 while maintaining the coaxiality of the housing 430 and the driving force transmission member 440.
[0006]
Therefore, in the prior art, as shown in FIG. 5, after adjusting the coaxiality of the housing 430 and the driving force transmission member 440 on the surface plate 450 using the jig 452 during assembly of the valve timing control device. The housing 430 and the driving force transmission member 440 are held on the surface plate 450 in the axial direction by the chuck claws 451 so as to keep the housing 430 and the driving force transmission member 440 aligned (coaxially positioned). After the rotor 420 and the vane 470 are assembled, the plate 450 is attached to the housing 430 by the fastening member 495.
[0007]
Further, until the rotor 420 and the vane 470 are assembled and the plate 450 is attached to the housing 430, the housing 430 and the driving force transmission member 440 must be continuously pressed by the chuck claws 451 in the axial direction. For this reason, an assembling apparatus for assembling a conventional valve timing control apparatus needs to be large and highly accurate having a surface plate 450 and chuck claws 451 as shown in FIG.
[0008]
[Problems to be solved by the invention]
Then, this invention makes it the technical subject to provide the assembly method which can ensure the coaxiality of a housing and a driving force transmission member easily.
[0009]
[Means for Solving the Problems]
A first technical means for solving the above problems includes a housing that rotates integrally with one of an engine rotation shaft or a driven shaft, and a housing that is integrally assembled with the housing. A driving force transmission member that transmits a rotational force to the housing via a transmission member, and the housing and the driving force transmission member are assembled so as to be relatively rotatable with the same radial gap, and the driven A rotor that rotates integrally with the shaft or the other of the rotating shaft, a plurality of fluid pressure chambers formed between the housing and the rotor, and at least one of the housing or the rotor, the fluid pressure A valve opening / closing timing control device comprising a vane that divides a chamber into an advance oil chamber and a retard oil chamber, wherein the housing and the driving force transmission member are integrally assembled. Kicking in, it is to have the housing and the driving force transmitting member to said rotor to determine the relative position by contact pressing from the same direction.
[0010]
According to this means, when the housing and the driving force transmission member are assembled together, the relative position is determined by pressing the housing and the driving force transmission member from the same direction against the rotor. The coaxiality with the transmission member can be easily secured.
[0011]
A second technical means for solving the above-mentioned problem is that the contact portion where the housing and the rotor abut is integrated with the housing or the rotor which divides a plurality of fluid pressure chambers formed between the housing and the rotor. Among the convex portions formed in the above, the convex portion having the maximum circumferential length is interposed.
[0012]
According to this means, when the housing is pressed against the rotor, misalignment due to deformation of the housing can be prevented.
[0013]
A third technical means for solving the above problems includes a housing that rotates integrally with one of the rotating shaft and the driven shaft of the engine,
A driving force transmission member assembled integrally with the housing and transmitting the rotational force of the rotary shaft or the driven shaft to the housing via the transmission member;
With assembled rotatably relative against the housing and the driving force transmitting member, a rotor which other integrally with the rotation of the driven shaft and the rotary shaft,
A plurality of fluid pressure chambers formed between the housing and the rotor;
In a valve opening / closing timing control device provided in at least one of the housing or the rotor, and comprising a vane that divides the fluid pressure chamber into an advance oil chamber and a retard oil chamber,
The gap provided between the housing and the rotor is the same as the gap provided between the driving force transmission member and the rotor.
[0014]
According to this means, since the gap provided between the housing and the rotor and the gap provided between the driving force transmission member and the rotor are the same, the housing and the driving force transmission member are assembled coaxially. And the gap can be reduced.
[0015]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, an embodiment of a valve timing control apparatus according to the present invention will be described with reference to the drawings.
[0016]
The valve opening / closing timing control device shown in FIG. 1 and FIG. 2 is provided with a rotor 20 that is integrally assembled at the tip of a camshaft (driven shaft) 10 and is externally mounted on the rotor 20 so as to be relatively rotatable within a predetermined range. The rotor 30 is assembled with the housing 30, the driving force transmission member 40 formed on the outer periphery of the housing 30, the timing sprocket 41 attached to one end of the housing 30 in the axial direction and transmitting the rotational power of the crankshaft (drive shaft) 130. It is composed of four vanes 70 and the like. The rotational force is transmitted to the timing sprocket 41 from the crankshaft 130 via a crank sprocket (not shown) and a timing chain (transmission member) 120. In this embodiment, as an example, a configuration in which the rotational force of the crankshaft 130 of the engine is transmitted to the timing sprocket 41 of the driving force transmission member 40 via the timing chain 120 will be described. However, the present invention is not limited thereto. Is not to be done. For example, as another configuration, a belt member may be used instead of the timing chain 120, and the timing sprocket 41 may be replaced with a pulley.
[0017]
The rotor 20 has a stepped cylindrical shape composed of a large diameter portion 20a having the same central axis and a small diameter portion 20b. A housing 30 is attached to the outside of the large diameter portion 20a of the rotor 20 so as to be relatively rotatable. A driving force transmission member 40 is attached to the outside of the small diameter portion 20b so as to be relatively rotatable. At this time, the gap between the large diameter portion 20a of the rotor 20 and the inner peripheral surface 33c of the housing 30 is the same as the gap between the small diameter portion 20b of the rotor 20 and the inner peripheral surface of the through hole 42 of the driving force transmitting member 40. ing. Thereby, the housing 30 and the driving force transmission member 40 can be assembled | attached coaxially. Further, the clearance between the large diameter portion 20a of the rotor 20 and the inner peripheral surface 33c of the housing 30 and the clearance between the small diameter portion 20b of the rotor 20 and the inner peripheral surface of the through hole 42 of the driving force transmitting member 40 are reduced. Can do. For this reason, it is possible to prevent problems such as deterioration in performance of the valve timing control device and large consumption of engine oil.
[0018]
The rotor 20 has a recess 20d formed on the end surface to which the camshaft 10 is attached, and the camshaft 10 is positioned in the recess 20d. A through hole 20c is formed in the center of the recess 20d in the axial direction. A single fastening member 90 is fastened to the camshaft 10 through the through hole 20c and fixes the rotor 20. On the outside of the rotor 20, there are provided four vane grooves 21, a receiving groove 22 and four passages 23, 24 extending in the radial direction. Four vanes 70 are attached to the vane groove 21 so as to be movable in the radial direction, and a leaf spring 25 is disposed between the bottom of the vane groove 21 and the bottom surface of the vane 70. Accordingly, the vane 70 is urged outward and slides on the sliding surface 30 b of the housing 30. When the relative positions of the camshaft 10 and the rotor 20 and the housing 30 are synchronized at a predetermined phase (most retarded angle position) in the state shown in FIG. Is arranged. The receiving groove 22 communicates with the advance passage 23.
[0019]
Each vane 70 has a fluid pressure chamber R0 formed between the convex portion 33 adjacent to the circumferential direction of the housing 30 and the rotor 20 as an advance oil chamber (advance oil chamber) R1 and a retard oil chamber ( (Retarded oil chamber) R2. On the most advanced angle side, relative rotation is restricted at a position where the vane 70a abuts on the circumferential side surface 33a of the convex portion 33, and on the most retarded angle side, the vane 70b abuts on the circumferential side surface 33b of the convex portion 33. Regulated by position. On the retard side, the relative rotation between the rotor 20 and the housing 30 is restricted by the head of the lock key 80 entering the receiving groove 22.
[0020]
The housing 30 is assembled to the outer periphery of the rotor 20 so as to be relatively rotatable within a predetermined angle range. As shown in FIG. 2, the housing 30 is provided with four concave portions 31 from the center toward the outer peripheral direction, and between the concave portions 31, four convex portions 33 protruding in the central direction are provided. The inner peripheral surface 33 c of the convex portion 33 is in contact with the outer peripheral surface of the large-diameter portion 20 a of the rotor 20, and the housing 30 is rotatably supported by the rotor 20. A certain projecting portion 33 is formed with a retracting groove 34 for storing the lock key 80 and a storing groove 35 for the spring 60 that communicates with the retracting groove 34 and biases the lock key 80 radially inward. . Moreover, the through-hole 30a is formed in each convex part 33 at the axial direction at equal angular intervals in the circumferential direction.
[0021]
A driving force transmission member 40 is disposed on the end surface of the housing 30 on the camshaft 10 side. A timing sprocket 41 to which the rotational power of the crankshaft 130 is transmitted is formed on the outer periphery of the driving force transmission member 40, a through hole 42 is formed in the center, and the inner peripheral surface of the through hole 42 is the small diameter portion 20b of the rotor. It is assembled so as to be in sliding contact with the outer peripheral surface of the.
[0022]
A front plate 50 is disposed on the end surface of the housing 30 opposite to the cam shaft, and the front plate 50 is attached by a fastening member 95. As shown in FIG. 3, the fastening members 95 are attached at five locations outside the front plate 50. Thus, the housing 30, the driving force transmission member 40, and the front plate 50 are assembled together to form a rotation transmission member.
[0023]
A method for assembling the valve timing control device of the present invention will be described with reference to FIG.
[0024]
First, the driving force transmission member 40 is disposed on the surface plate 200. The housing 30 is disposed thereon, and the small-diameter portion 20b and the large-diameter portion 20a of the rotor 20 are inserted into the inner peripheral surface 33c of the convex portion 33 of the housing 30 and the inner peripheral surface of the through hole 42 of the driving force transmission member 40, respectively. To do. Next, the vane 70, the spring 25, and the torsion spring 26 are assembled from the opening on the side where the front plate 50 is attached. The lock key 80 and the lock spring 60 are inserted and assembled from the side where the front plate 50 is attached to the retraction hole 34 and the accommodation groove 35 penetrating in the axial direction of the housing 30. The driving force transmission member 40 and the housing 30 and the rotor 20 are fixed on the surface plate 200 by the rotor fixing jig 210. Then, the V-shaped concave portion of the driving force transmission member fixing jig 220 is brought into contact with the outer peripheral surface of the driving force transmission member 40 to apply and push a predetermined amount of load toward the center of the rotor 20, and the outer peripheral surface of the housing 30. A predetermined amount of load is applied to the center of the rotor 20 in the same direction as the direction of load applied to the driving force transmission member 40 and pressed to determine the relative position. . When a load is applied and pressed by the driving force transmission member fixing jig 220 and the housing fixing jig 230, the driving force transmission member 40 and the housing 30 are positioned coaxially. At this time, the projecting portion 33 formed integrally with the housing 30 that divides the fluid pressure chamber R0 formed between the housing 30 and the rotor 20 into a plurality of the contact portion where the housing 30 and the rotor 20 abut. Among them, the convex portion 33A having the maximum circumferential length is interposed. Accordingly, misalignment due to deformation of the housing 30 can be prevented during alignment by the housing fixing jig 230.
[0025]
After all the assembly is completed, the front plate 50 is rotated to rotate the torsion spring 26 to a predetermined position, and the fastening member 95 is driven through the front plate 50 and the through holes 50a and 30a of the housing 30, respectively. 40, the front plate 50, the housing 30, and the driving force transmission member 40 are integrally coupled, and the assembly of the valve opening / closing timing control device is completed.
[0026]
【The invention's effect】
As described above, according to the first aspect of the present invention, when the housing and the driving force transmission member are assembled together, the relative position is determined by pressing the housing and the driving force transmission member against the rotor from the same direction. As a result, the coaxiality between the housing and the driving force transmission member can be easily secured.
[0027]
According to the invention of claim 2, when the housing is pressed against the rotor, misalignment due to deformation of the housing can be prevented.
[0028]
According to the invention of claim 3, the gap provided between the housing and the rotor and the gap provided between the driving force transmission member and the rotor are made the same, so that the housing and the driving force transmission member are Can be assembled coaxially, and the gap can be reduced.
[Brief description of the drawings]
FIG. 1 is a sectional view showing an assembled state of a valve timing control device of the present invention.
FIG. 2 is a plan view showing a state in which a front plate is removed in FIG.
FIG. 3 is a diagram illustrating an assembling method of the valve opening / closing timing control device according to the embodiment of the present invention.
FIG. 4 is a sectional view showing an assembled state of a conventional valve timing control device.
FIG. 5 is a diagram showing an assembling method of a conventional valve timing control device.
[Explanation of symbols]
10 ... Cam shaft (driven shaft)
20 ... rotor 30 ... housing 33, 33A ... convex part 40 ... driving force transmission member 70 ... vane 120 ... timing chain (transmission member)
130 ... Crank shaft (drive shaft)
R0: Fluid pressure chamber R1: Advance oil chamber (advance oil chamber)
R2 ... retarding oil chamber (retarding oil chamber)

Claims (3)

A housing that rotates integrally with one of the rotating shaft or driven shaft of the engine;
A driving force transmission member assembled integrally with the housing and transmitting the rotational force of the rotary shaft or the driven shaft to the housing via the transmission member;
A rotor that is rotatably assembled to the housing and the driving force transmission member with the same radial gap, and that rotates integrally with the driven shaft or the other of the rotating shaft;
A plurality of fluid pressure chambers formed between the housing and the rotor;
In a valve opening / closing timing control device provided in at least one of the housing or the rotor, and comprising a vane that divides the fluid pressure chamber into an advance oil chamber and a retard oil chamber,
When the housing and the driving force transmission member are assembled together, the relative position is determined by pressing and contacting the housing and the driving force transmission member from the same direction against the rotor. Assembling method of control device.   Of the convex portions formed integrally with the housing or the rotor, the fluid pressure chamber formed between the housing and the rotor is divided into a plurality of fluid pressure chambers formed between the housing and the rotor. The method for assembling the valve opening / closing timing control device according to claim 1, wherein a convex portion having a maximum circumferential length is interposed. A housing that rotates integrally with one of the rotating shaft and driven shaft of the engine;
A driving force transmission member that is assembled integrally with the housing and transmits the rotational force of the rotary shaft or the driven shaft to the housing via the transmission member;
With assembled rotatably relative against the housing and the driving force transmitting member, a rotor which other integrally with the rotation of the driven shaft and the rotary shaft,
A plurality of fluid pressure chambers formed between the housing and the rotor;
In a valve opening / closing timing control device provided on at least one of the housing or the rotor and comprising a vane that divides the fluid pressure chamber into an advance oil chamber and a retard oil chamber,
A valve opening / closing timing control device characterized in that a gap provided between the housing and the rotor and a gap provided between the driving force transmission member and the rotor are the same.

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