JP4160414B2 - Valve timing control device for internal combustion engine - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The invention of this application relates to a valve timing control device for an internal combustion engine that variably controls the opening / closing timing of an intake-side or exhaust-side engine valve of the internal combustion engine in accordance with an operating state.
[0002]
[Prior art]
As this type of valve timing control device, the following has been devised.
[0003]
In this valve timing control device, a housing (drive rotator) linked to a crankshaft via a timing chain or the like is rotatably assembled to the end of a camshaft (driven rotator), and the housing and camshaft are assembled. While being connected by the corner operating means, the assembled corner operating means is driven by a spring member and an electromagnetic brake. The spring member applies an urging force in the same direction as the engine rotation direction to the assembly angle operation means, and the electromagnetic brake applies a braking force to the assembly angle operation means as a force against the urging force of the spring member. . Therefore, in the case of this valve timing control device, when the electromagnetic brake is off, the assembly angle operating means is operated in the retarding direction or the advancing direction by the force of the spring member, and the electromagnetic brake is turned on from this state. Then, the assembly angle operating means is operated in the advance or retard direction.
[0004]
Further, in this valve timing control device, cooling oil is supplied between the braking part and the braked part of the electromagnetic brake, and the heat generated by the electromagnetic brake is reliably cooled by the oil.
[0005]
[Patent Literature]
Japanese Patent Laid-Open No. 5-179908 [0006]
[Problems to be solved by the invention]
However, in the case of the conventional valve timing control device described above, since the cooling oil is always supplied to the electromagnetic brake portion in the same manner, if the viscosity of the oil increases at a low temperature, the oil functions as a medium for transmitting the braking force. . In other words, if the viscosity of the cooling oil increases due to a decrease in temperature, the braking force may be transmitted to the braked part when the electromagnetic brake is off, and even if the same braking signal is output to the electromagnetic brake, When the viscosity of the oil is high, the generated braking force becomes larger than when the viscosity is low. Therefore, in the conventional valve timing control device, the valve timing control varies due to temperature changes, and it is difficult to perform highly accurate and stable valve timing control.
[0007]
In view of this, the invention of this application prevents the braking force of the electromagnetic brake from fluctuating due to the change in the viscosity even when the viscosity of the cooling oil increases due to the temperature drop, and always stabilizes the highly accurate valve timing control. It is an object of the present invention to provide a valve timing control device for an internal combustion engine that can be performed by the
[0008]
[Means for Solving the Problems]
As means for solving the above-described problems, the invention of this application is provided with a flow rate limiting means for limiting the supply flow rate of the cooling oil in accordance with the temperature drop of the cooling oil in the oil supply mechanism.
[0009]
In the case of this invention, when the temperature of the cooling oil decreases, the flow rate limiting means limits the supply flow rate of the cooling oil, and as a result, the flow rate of the cooling oil supplied between the braking part and the braked part of the electromagnetic brake decreases. To do. At this time, the viscosity of the cooling oil increases as the temperature decreases, but since the flow rate of the cooling oil supplied to the electromagnetic brake portion is limited, the braking force acting on the braked portion does not change significantly. . Therefore, according to the present invention, it is possible to stably apply the desired braking force of the electromagnetic brake to the assembly angle operation means without being affected by the temperature change. And at the time of low temperature, since the temperature of an electromagnetic brake and its peripheral part also falls, even if it reduces the supply amount of cooling oil, the problem of the fall of cooling performance does not arise. Further, when the temperature of the cooling oil is increased, the supply flow rate of the cooling oil is increased. At this time, since the viscosity of the cooling oil is low, the electromagnetic brake is not adversely affected.
[0010]
The flow rate restricting means may change the area of the oil supply passage by deformation according to the temperature of the member. In this case, the flow rate limiting means can be configured with a simple configuration with a small number of parts.
[0011]
Further, the flow rate limiting means is constituted by a temperature sensitive member that changes its shape according to the ambient temperature and changes the opening area of the oil supply passage, and the root portion of the temperature sensitive member is separated from the opening of the oil supply passage. And a strength reinforcing portion may be provided on the tip side of the temperature-sensitive member with respect to the root portion.
[0012]
In this case, since the temperature-sensitive member is provided with the strength reinforcing portion on the tip side from the root portion, the temperature-sensitive member is easily deformed from the root portion to the strength reinforcing portion, and the tip side is more difficult to deform. As a result, the tip side of the temperature sensitive member is not easily deformed when receiving the oil pressure in the oil supply passage, and the supply flow rate of the cooling oil can be reliably limited. Further, since the temperature sensitive member basically deforms in response to the temperature, the deformation is not greatly hindered by providing the strength reinforcing portion.
[0013]
DETAILED DESCRIPTION OF THE INVENTION
Next, each embodiment of the invention of this application will be described with reference to the drawings.
[0014]
First, the first embodiment shown in FIGS. 1 to 6 will be described. In this embodiment, the valve timing control device according to the invention of this application is applied to the valve system on the intake side of the internal combustion engine, but can also be applied to the valve system on the exhaust side.
[0015]
As shown in FIG. 1, the valve timing control device includes a camshaft 1 rotatably supported by a cylinder head (not shown) of an internal combustion engine, and a driven shaft member 7 (coupled to the front end portion of the camshaft 1). A driven rotating body) and a timing sprocket 2 which is assembled to the driven shaft member 7 so as to be rotatable relative to the driven shaft member 7 and linked to a crankshaft (not shown) via a chain (not shown). Is disposed on the front side (left side in FIG. 1) of the drive ring 3 and the driven shaft member 7, and the assembly angle is manipulated by relatively rotating both 3 and 1. An assembly angle operating means 4 and an operation force applying means 5 for applying an operating force to the assembly angle operating means 4 are provided.
[0016]
The drive ring 3 is formed in a substantially disc shape having a step-like insertion hole 6, and the insertion hole 6 portion is rotatably assembled to a driven shaft member 7 (driven rotation body). The front surface of the drive ring 3 (the surface opposite to the camshaft 1) has three radial grooves 8 (radial guides) having parallel side walls facing each other as shown in FIGS. The ring 3 is formed so as to be substantially along the radial direction. In the case of this embodiment, the drive ring 3 is configured by combining two members.
[0017]
Further, as shown in FIG. 1, the driven shaft member 7 has an enlarged diameter portion formed on the outer circumference on the base side that is abutted against the front end portion of the camshaft 1, and an outer circumference on the front side of the enlarged diameter portion. Three levers 9 projecting radially on the surface are integrally formed, and are coupled to the camshaft 1 by bolts 10 penetrating the shaft core portion. The base end of each link 11 is pivotally connected to each lever 9 by a pin 12, and a columnar protrusion 13 slidably engaged with each radial groove 8 is integrally formed at the tip of each link 11. Is formed.
[0018]
Each link 11 is connected to the driven shaft member 7 via the pin 12 in a state where the protruding portion 13 is engaged with the corresponding radial groove 8, so that the distal end side of the link 11 receives an external force and receives the radial groove. When displaced along 8, the drive ring 3 and the driven shaft member 7 are relatively rotated by the action of the link 11 by a direction and an angle corresponding to the displacement of the protrusion 13.
[0019]
In addition, a housing hole 14 that opens to the front side in the axial direction is formed at the tip of each link 11, and an engagement pin 16 that engages with a spiral groove 15 (a spiral guide), which will be described later, in the housing hole 14. A coil spring 17 that urges the engaging pin 16 forward (spiral groove 15 side) is accommodated. In the case of this embodiment, a movable guide portion that is displaceable in the radial direction is configured by the protruding portion 13 at the tip of the link 11, the engaging pin 16, the coil spring 17, and the like.
[0020]
On the other hand, an intermediate rotating body 18 having a disk-like flange wall is rotatably supported via a bearing 19 on the front side of the protruding position of the lever 9 of the driven shaft member 7. The aforementioned spiral groove 15 having a semicircular cross section is formed on the rear surface side of the flange wall of the intermediate rotating body 18, and the engagement pin 16 at the tip of each link 11 is rotatably guided in the spiral groove 15. Is engaged. The spiral of the spiral groove 15 is formed so as to gradually reduce the diameter along the engine rotation direction R. Therefore, when the intermediate rotating body 18 rotates relative to the drive ring 3 in the delay direction in a state where the engaging pin 16 at the tip of each link 11 is engaged with the spiral groove 15, the tip of the link 11 is in the radial groove 8. , Guided to the spiral shape of the spiral groove 15 and moved radially inward, and conversely, when the intermediate rotating body 18 is relatively displaced in the advance direction, it moves radially outward.
[0021]
The assembly angle operating means 4 is constituted by the radial groove 8, the link 11, the protrusion 13, the engagement pin 16, the lever 9, the intermediate rotating body 18, and the spiral groove 15 of the drive ring 3 described above. The assembly angle operation means 4 receives the rotation operation force relative to the camshaft 1 from the operation force application means 5 described later to the intermediate rotating body 18, and the operation force is applied to the spiral groove 15 and the engagement pin. The distal end of the link 11 is displaced in the radial direction through the 16 engaging portions. At this time, the link 11 swings, and the drive ring 3 and the driven shaft member 7 are relatively rotated according to the swing amount.
[0022]
On the other hand, the operating force applying means 5 includes a spring spring 45 as an urging means for urging the intermediate rotator 18 in the engine rotation direction R with respect to the drive ring 3, and the intermediate rotator 18 with respect to the drive ring 3. A hysteresis brake 20 as an electromagnetic brake that operates in a direction opposite to the rotation direction R (generates a braking force against the urging means), and balances the urging force of the mainspring spring 45 and the operating force of the hysteresis brake 20. Thus, the intermediate rotator 18 is rotated.
[0023]
The spring spring 45 has an outer peripheral end coupled to the cylindrical member 21 fixed to the drive ring 3, and an inner peripheral end coupled to the cylindrical base of the intermediate rotating body 18.
[0024]
As shown in FIG. 1, the hysteresis brake 20 is attached to a VTC cover (not shown), which is a non-rotating member, and provided with a magnetic induction member 22 having an opposing surface sandwiching a substantially cylindrical gap, and the opposing surface. An inner coil tooth 23, an outer pole tooth 24, an electromagnetic coil 25 that is attached to the magnetic induction member 22 and generates a magnetic field between the inner pole tooth 23 and the outer pole tooth 24, and between the both pole teeth 23, 24 A cylindrical hysteresis ring 26 inserted and arranged in a non-contact state, and a circle connected to the intermediate rotating body 18 via a rubber bush 47 and a connecting pin 48 with the outer peripheral end integrally connected to the hysteresis ring 26. The electromagnetic coil 25 is appropriately energized and controlled by a controller (not shown).
[0025]
Each of the inner pole teeth 23 and the outer pole teeth 24 of the magnetic induction member 22 has a plurality of pole teeth elements extending along the axial direction. The pole tooth elements of the both pole teeth 23, 24 are arranged along the circumferential direction, and the pole tooth elements of the pole teeth 23, 24 are offset in the circumferential direction. Therefore, when the electromagnetic coil 25 is energized, a magnetic field is generated between the pole teeth 23 and 24 toward the counterpart pole tooth element having an offset positional relationship.
[0026]
The hysteresis ring 26 is made of a hysteresis material having magnetic hysteresis characteristics. When a magnetic field is generated between the inner pole teeth 23 and the outer pole teeth 24 during the rotation of the ring 26, the direction of the magnetic field and the inside of the hysteresis ring 26 are changed. Deviation occurs in the direction of the magnetic flux. The hysteresis brake 20 generates a braking force due to this deviation. The plate member 27 is integrally coupled to a shaft member 30 supported on the inner peripheral surface of the magnetic induction member 22 via a bearing 28. Therefore, the hysteresis ring 20 is supported by the magnetic induction member 22 via the plate member 27 and the shaft member 30 so as to be relatively rotatable.
[0027]
In the case of this embodiment, the pole teeth 23 and 24 of the magnetic induction member 22 constitute a braking part of the electromagnetic brake, and the hysteresis ring 26 constitutes a braked part of the electromagnetic brake.
[0028]
In addition, the valve timing control device is provided with an oil supply mechanism 32 that supplies lubricating oil as cooling oil from the engine body side. The oil supply mechanism 32 includes an oil pump (not shown), an oil supply passage 33 formed from the camshaft 1 to the driven shaft member 7, and a temperature sensitive valve 34 that opens and closes the oil supply passage 33 according to temperature. ing. The oil supply passage 33 opens at the end face of the driven shaft member 7 facing the intermediate rotator 18, and supplies the lubricating oil to the space 36 in the peripheral area of the link 11 through the opening 35. Further, the space portion 36 in the peripheral area of the link 11 communicates with the passage hole 38 of the plate member 27 through the bearing 19 of the intermediate rotating body 18, and the lubricating oil serves as cooling oil to the hysteresis brake 20 portion (the pole teeth 23 and 24 and the hysteresis ring). 26).
[0029]
Further, the temperature sensitive valve 34 is formed in a strip shape by a bimetal which is a temperature sensitive member, and as shown in FIGS. 4 to 5, the root portion 34 a is an oil supply passage in the end face of the driven shaft member 7. In addition to being fixed by a screw 37 at a position spaced from the opening 35 of the 33, the opening 35 is appropriately opened and closed by a tip side edge 34b. A bent portion 34c bent in a substantially V-shaped cross section is provided between the root portion 34a and the tip side edge portion 34b of the temperature sensitive valve 34, and the bent portion 34c serves as a strength reinforcing portion. In the temperature sensitive valve 34, the tip side edge 34b closes the opening 35 in a low temperature state, and the tip side edge 34b opens the opening 35 by deformation near the root 34a in a high temperature state. In the case of this embodiment, the temperature sensitive valve 34 constitutes the flow rate limiting means in the invention of this application.
[0030]
Since this valve timing control device is configured as described above, when the rotational phase of the crankshaft and the camshaft 1 (the opening / closing timing of the engine valve) is changed to the most advanced angle side, an appropriate current is applied to the hysteresis brake 20. When energized, a braking force against the force of the mainspring spring 45 is transmitted from the plate member 27 to the intermediate rotating body 18 through the rubber bush 47 and the connecting pin 48. As a result, the intermediate rotating body 18 rotates in the opposite direction with respect to the drive ring 3, whereby the engaging pin 16 at the tip of the link 11 is guided to the spiral groove 15, and the tip of the link 11 is displaced radially inward. At this time, as shown in FIG. 3, the assembly angle of the drive ring 3 and the driven shaft member 7 is changed to the most advanced position by the action of the link 11.
[0031]
Further, when the rotational phase of the crankshaft and the camshaft 1 (opening / closing timing of the engine valve) is changed to the most retarded angle side, the intermediate rotating body 18 is turned off by turning off or weakening the energizing current of the hysteresis brake 20. The mainspring spring 45 is rotated in the engine rotation direction by the force of the mainspring spring 45. Then, the leading end portion of the link 11 is displaced radially outward by the guide of the engaging pin 16 by the spiral groove 15, and at this time, the combination of the drive ring 3 and the driven shaft member 7 by the action of the link 11 as shown in FIG. The angle is changed to the most retarded position.
[0032]
Further, when the inside of the valve timing control device is at a normal temperature or a high temperature during the rotation of the engine, the temperature sensitive valve 34 opens the opening 35 of the oil supply passage 33 as shown in FIG. The supply of lubricating oil to the hysteresis brake 20 portion through the passage 33 is permitted. At this time, the lubricating oil flows into the gaps between the pole teeth 23 and 24 of the hysteresis brake 20 and the hysteresis ring 26 through the passage holes 38 of the plate member 27, and cools these portions.
[0033]
On the other hand, when the internal temperature of the valve timing control device decreases, the temperature sensitive valve 34 gradually closes the oil supply passage 33 according to the temperature decrease (see FIG. 5), thereby supplying the lubricating oil to the hysteresis brake 20 portion. Limit. At this time, the viscosity of the lubricating oil increases as the temperature decreases, but the flow rate is limited in exchange for the increase in the viscosity, so that the braking force of the hysteresis brake 20 does not increase due to the increase in the viscosity of the lubricating oil. . Note that when the supply flow rate of the lubricating oil to the hysteresis brake 20 portion decreases, the cooling efficiency by the lubricating oil decreases, but at this time, since it is originally a low temperature condition, there is almost no influence on the cooling surface of the hysteresis brake 20.
[0034]
Therefore, in this valve timing control device, it is possible to eliminate the problem that the lubricating oil functions as a power transmission medium in the hysteresis brake 20 portion due to the increase in the viscosity of the lubricating oil accompanying the temperature decrease, and the influence of the temperature change. Therefore, it is possible to always perform highly accurate valve timing control stably without being subjected to the above.
[0035]
In particular, in the case of the apparatus of this embodiment, since the hysteresis brake 20 is employed as an electromagnetic brake that applies a braking force to the assembly operation means 4, by reducing the influence of the increase in the viscosity of the lubricating oil at low temperatures, There is an advantage that the generated braking force can be increased. That is, the hysteresis brake 20 can generate a larger braking force by reducing the air gap between the pole teeth 23 and 24 and the hysteresis ring 26. However, in the apparatus of this embodiment, the viscosity of the lubricating oil is increased. The air gap can be made sufficiently small without considering the adverse effects of the increase.
[0036]
In this embodiment, since the temperature sensitive valve 34 is used as the flow rate restricting means, the above basic effect can be obtained without complicating the apparatus configuration.
[0037]
Further, in the case of this device, since a V-shaped bent portion 34c is provided as a strength reinforcing portion on the tip side of the root portion 34a of the temperature sensitive valve 34, the supply pressure of the lubricating oil acting through the opening 35 is provided. Thus, the vicinity of the root portion 34a can be reliably deformed at the time of temperature change without incurring the problem that the tip side edge portion 34b of the temperature sensitive valve 34 is deformed. Therefore, in this embodiment, the flow rate restriction according to the temperature change can be accurately performed. In addition to providing the V-shaped bent portion 34c as means for providing the temperature-sensitive valve 34 with a strength reinforcing portion, it is also conceivable to increase the thickness or widen the tip side of the root portion 34a. However, when the bent portion 34c is provided as in this embodiment, there is an advantage that the weight of the temperature sensitive valve 34 can be reduced as compared with other types.
[0038]
Next, the second embodiment shown in FIG. 7 will be described. In addition, about embodiment described below also including 3rd, 4th embodiment, the same code | symbol shall be attached | subjected to the same part as 1st Embodiment, and description shall be abbreviate | omitted about the overlapping part.
[0039]
This valve timing control device is different from the first embodiment in the configuration of the flow rate limiting means provided in the oil supply passage 33, and the other parts are the same as those in the first embodiment.
[0040]
That is, in this apparatus, a part of the oil supply passage 33 is constituted by a gap 40 between the through hole of the driven shaft member 7 and the bolt 10 inserted through the through hole, and the driven shaft member 7 and the bolt 10 are linearly expanded. Are formed by different members. The flow restricting means is constituted by these two members having different linear expansion coefficients and a gap 40 between them, and the gap 40 between them is enlarged at a high temperature due to a difference in linear expansion coefficient between the two members and reduced at a low temperature. ing.
[0041]
The device of this embodiment can basically obtain the same effects as those of the first embodiment, but it is not necessary to add a separate member specially only by changing the material of the two members. There is an advantage that the existing apparatus configuration can be used as it is with little change.
[0042]
8 and 9 show a third embodiment. Also in this embodiment, only the configuration of the flow restricting means is different from that of the first embodiment.
[0043]
In the case of the apparatus of this embodiment, a plurality of throttle passages 51 are provided in parallel in a portion of the oil supply passage 33 that communicates the clearance passage 50 between the driven shaft member 7 and the bolt 10 and the space 36. These throttle passages 51 constitute flow rate limiting means. Since a plurality of throttle passages 51 are provided, the sum of their cross-sectional areas is ensured to be large, but the cross-sectional areas of the individual throttle passages 51 are set to be sufficiently small. Accordingly, the lubricating oil flows smoothly through each throttle passage 51 without receiving flow resistance while its viscosity is small. However, when the viscosity of the lubricating oil increases, the flow resistance of each throttle passage 51 increases accordingly. The passage flow rate is limited by.
[0044]
Therefore, in the case of the apparatus of this embodiment, as in the other embodiments, the lubricating oil sufficient for the hysteresis brake is supplied as cooling oil at high temperatures, and the lubricating oil supply flow rate is limited at low temperatures. It is possible to eliminate the valve timing control error caused by the viscosity.
[0045]
Furthermore, the apparatus of this embodiment has an advantage that it is possible to contribute to weight reduction and cost reduction because it is not necessary to add separate parts or use a special material.
[0046]
FIG. 10 shows a fourth embodiment. In the apparatus of this embodiment, an electromagnetic valve 55 that is energized and controlled by a controller (not shown) is interposed in the middle of the oil supply passage 33. A flow restriction means is configured. In the figure, reference numeral 56 denotes an oil pan, and 57 denotes an oil pump.
[0047]
The controller receives a signal related to the temperature of the lubricating oil (cooling oil) from a water temperature sensor or the like, and controls the electromagnetic valve 55 to an opening corresponding to the temperature of the lubricating oil based on the input signal. The solenoid valve 55 is energized and controlled so that the lubricating oil supply flow rate increases at high temperatures, and when the temperature decreases, the energization control is performed so that the flow rate is restricted according to the decrease.
[0048]
Since the apparatus of this embodiment is configured as described above, the same basic operational effects as those of the other embodiments can be obtained. However, since the electromagnetic valve 55 controlled by the controller is used, it responds to temperature changes. In addition, it is possible to perform highly accurate control, and there is a further advantage that the degree of freedom in changing the control is high.
[0049]
Next, inventions other than those described in the claims that can be grasped from each of the above embodiments will be described below together with the effects thereof.
[0050]
(B) The valve timing control device for an internal combustion engine according to claim 3, wherein the temperature sensitive member is a bimetal.
[0051]
(B) The valve timing control for an internal combustion engine according to (3) or (a), wherein the strength reinforcing portion is formed by bending a temperature-sensitive member in a substantially V-shaped cross section in the longitudinal direction. apparatus.
[0052]
In this case, the strength reinforcing portion can be configured without increasing the thickness, width, weight, and the like.
[0053]
(C) A part of the cross section of the oil supply passage is formed by gaps between a plurality of members having different linear expansion coefficients, and the flow restriction means is configured by the plurality of members and the gaps therebetween. The valve timing control device for an internal combustion engine according to claim 2.
[0054]
In this case, the flow rate restricting means can be configured without changing the structure of the existing apparatus.
[0055]
3. The valve for an internal combustion engine according to claim 2, wherein a part of the oil supply passage is formed by a plurality of throttle passages provided in parallel, and the flow restriction means is constituted by the throttle passages. Timing control device.
[0056]
In this case, the flow restricting means can be configured without using a special material or adding parts.
[0057]
(E) The valve timing control device for an internal combustion engine according to claim 2, wherein the flow rate limiting means is constituted by an electromagnetic valve that is energized and controlled in accordance with the temperature of the cooling oil.
[0058]
In this case, highly accurate control according to the temperature change of the cooling oil can be realized, and the degree of freedom in changing the control is increased.
[0059]
(F) The assembly angle operating means is
A radial guide provided on one of the drive rotor and the driven rotor,
An intermediate rotator that is provided so as to be relatively rotatable with respect to the drive rotator and the driven rotator, and that has a spiral guide on a surface facing the radial guide;
A movable guide unit that is movably guided and engaged with the radial guide and the spiral guide;
A link that oscillates the movable guide portion and a portion that is separated from the rotation center of the other of the drive rotator and the driven rotator,
The braking force of the electromagnetic brake input to the intermediate rotator is amplified by the engaging portion of the spiral guide and the movable guide portion, and converted to an assembly angle operating force of the drive rotator and the driven rotator. The valve timing control device for an internal combustion engine according to claim 1.
[0060]
In this case, since the braking force generated in the electromagnetic brake part is amplified and converted into the assembly angle operating force of the drive rotator and the driven rotator, the change in the braking force of the electromagnetic brake due to the change in cooling oil viscosity is the assembly angle. Although this greatly affects the control, the supply flow rate of the cooling oil is limited by the flow rate limiting means according to the temperature, so that the deviation of the assembly angle control accompanying the temperature change becomes very small.
[0061]
(G) The valve timing control device for an internal combustion engine according to claim 1 or (f), wherein a hysteresis brake is used as the electromagnetic brake.
[0062]
In the hysteresis brake, a large braking force can be obtained by reducing the air gap. However, when the air gap is reduced, the viscosity of the cooling oil greatly affects the generated braking force. However, in this case, the supply flow rate of the cooling oil is limited by the flow rate limiting means according to the temperature, so that the influence of the viscosity of the cooling oil at a low temperature can be reduced, and this makes the air gap smaller. Therefore, it is possible to secure a larger braking force.
[Brief description of the drawings]
FIG. 1 is a longitudinal sectional view showing a first embodiment of the invention of this application.
2 is a cross-sectional view taken along the line AA of FIG. 1 showing the embodiment.
3 is a cross-sectional view corresponding to FIG. 2 showing an operating state of the embodiment.
FIG. 4 is an exploded perspective view of a main part showing the embodiment.
5 is an enlarged sectional view taken along line BB in FIG. 2 showing the embodiment. FIG. 6 is an enlarged sectional view corresponding to FIG. 5 showing an operating state of the embodiment.
FIG. 7 is a half sectional view showing a second embodiment of the invention of this application.
FIG. 8 is a half sectional view showing a third embodiment of the invention of this application.
9 is a cross-sectional view taken along line CC of FIG. 8 showing the embodiment.
FIG. 10 is a longitudinal sectional view showing a fourth embodiment of the invention of this application.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Cam shaft 3 ... Drive ring (drive rotary body)
4 ... Assembly angle operating means 7 ... Driven shaft member (driven rotor)
20 ... Hysteresis brake (electromagnetic brake)
32 ... Oil supply mechanism 33 ... Oil supply passage 34 ... Temperature sensitive valve (flow rate limiting means, temperature sensitive member, bimetal)
34a ... root portion 34c ... bent portion (strength reinforcing portion)
35 ... opening 40 ... gap (flow rate limiting means)
50 ... Restriction passage (flow restriction means)
55 ... Solenoid valve (flow restriction means)

Claims (10)

A driven rotating body that is driven by a crankshaft of an internal combustion engine, and a camshaft or a separate member coupled to the shaft, and is configured so that the driving rotating body can be rotated relative to each other as necessary. A body, an assembly angle operating means for operating the assembly angle of the drive rotating body and the driven rotation body, an electromagnetic brake for applying a generated braking force as an operating force to the assembly angle operating means, and a brake for the electromagnetic brake In an internal combustion engine valve timing control device comprising an oil supply mechanism that supplies cooling oil between a part and a braked part,
A valve timing control device for an internal combustion engine, wherein the oil supply mechanism is provided with a flow rate limiting means for limiting a supply flow rate of the cooling oil in accordance with a temperature drop of the cooling oil.   2. The valve timing control device for an internal combustion engine according to claim 1, wherein the flow rate restricting means changes the area of the oil supply passage by deformation according to the temperature of the member.   The flow restricting means is constituted by a temperature sensitive member that changes its shape according to the ambient temperature and changes the opening area of the oil supply passage, and the base of the temperature sensitive member is fixed apart from the opening of the oil supply passage. The valve timing control device for an internal combustion engine according to claim 2, wherein a strength reinforcing portion is provided on the tip side of the root portion of the temperature sensitive member.   4. The valve timing control apparatus for an internal combustion engine according to claim 3, wherein the temperature sensitive member is a bimetal.   5. The valve timing control device for an internal combustion engine according to claim 3, wherein the strength reinforcing portion is formed by bending a temperature-sensitive member into a substantially V-shaped cross section in the longitudinal direction.   The cross section of a part of the oil supply passage is formed by a gap between a plurality of members having different linear expansion coefficients, and the flow rate limiting means is configured by the plurality of members and the gap between them. A valve timing control device for an internal combustion engine according to claim 1.   3. The valve timing control device for an internal combustion engine according to claim 2, wherein a part of the oil supply passage is formed by a plurality of throttle passages provided in parallel, and the flow restriction means is constituted by the throttle passages. .   3. The valve timing control device for an internal combustion engine according to claim 2, wherein the flow rate limiting means is constituted by an electromagnetic valve that is energized and controlled according to the temperature of the cooling oil.   The assembly angle operating means is
  A radial guide provided on one of the drive rotor and the driven rotor,
  An intermediate rotator which is provided so as to be relatively rotatable with respect to the drive rotator and the driven rotator, and which has a spiral guide on a surface facing the radial guide;
  A movable guide unit that is movably guided and engaged with the radial guide and the spiral guide;
  A link that oscillates the movable guide part and a portion that is separated from the rotation center of the other of the drive rotator and the driven rotator,
  The braking force of the electromagnetic brake input to the intermediate rotator is amplified by the engaging portion of the spiral guide and the movable guide portion, and converted to an assembly angle operating force of the drive rotator and the driven rotator. The valve timing control device for an internal combustion engine according to claim 1.   The valve timing control device for an internal combustion engine according to claim 9, wherein a hysteresis brake is used as the electromagnetic brake.

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