JP4419091B2 - Valve timing adjustment device - Google Patents

Description

  The present invention relates to a valve timing adjusting device for an internal combustion engine that adjusts the valve timing of at least one of an intake valve and an exhaust valve whose camshaft opens and closes by torque transmission from a crankshaft.

  2. Description of the Related Art Conventionally, there is known a valve timing adjusting device that adjusts a valve timing by changing a relative rotational phase between two rotating bodies that rotate in conjunction with a crankshaft and a camshaft. For example, Patent Document 1 discloses a valve timing adjusting device that changes a relative rotational phase between two rotating bodies by a differential gear mechanism mainly including a planetary gear.

  When a differential gear mechanism is used as disclosed in Patent Document 1, the frequency of operation of the mechanism that follows the operating state of the internal combustion engine becomes extremely high, and therefore wear easily occurs at the meshing portion of the constituent gears. Therefore, in the apparatus disclosed in Patent Document 1, lubricating oil is introduced into the apparatus through a hollow central screw of the cam shaft.

US Pat. No. 6,637,389B2

  However, in the apparatus disclosed in Patent Document 1, lubricating oil is introduced from the cam shaft into the central hole of the interlocking rotating body, and further, the planetary gear is supported from the inner peripheral side in the central hole. The center hole of the planetary frame communicates. Therefore, the lubricating oil that has received the introduction pressure easily flows into the inner peripheral side of the planetary frame, and it is difficult for the lubricating oil to reach the lubrication required part such as the meshing part of the planetary gear on the outer peripheral side of the planetary frame and other gears. It has become.

In addition, although the oil inflow to the inner peripheral side of the planetary frame can be suppressed by reducing the introduction pressure of the lubricating oil, the lubricating oil does not spread to every corner of the differential gear mechanism under such a low pressure condition. In addition, it is possible to provide an oil passage in the peripheral wall portion of the planetary frame to guide the lubricating oil to the planetary gear side. However, as disclosed in Patent Document 1, a bearing is disposed between the planetary frame and the planetary gear. In this case, the opening area of the outlet portion of the oil passage cannot be sufficiently secured, and as a result, the lubricating oil does not reach every corner of the differential gear mechanism.
The present invention has been made in view of the above-described problems, and an object thereof is to provide a valve timing adjusting device having excellent internal lubricity.

In the valve timing control apparatus which is an invention of claim 1, conductive entry apertures guides the lubricating fluid towards the outer circumferential side of the planetary carrier. According to this guide action, the lubricating fluid can surely reach the meshing portion between the planetary gear supported by the planetary frame from the inner peripheral side and the internal gear portion. Therefore, high internal lubricity can be realized. Further, the introduction hole has a throttle portion that restricts a flow path area through which the lubricating fluid flows and a guide portion that guides the lubricating fluid toward the outer peripheral side of the planetary frame, and the throttle portion receives the lubricating fluid from the camshaft side. It is in the shape of a flat long hole that communicates the supply hole supplied to the one rotating body and the guide portion. As a result, the flow rate of the lubricating fluid introduced into the valve timing device can be minimized because the flow rate of the lubricating oil is limited by the action of the throttle portion. Therefore, the influence on the internal combustion engine can be small.

In the invention according to claim 2, the planetary frame is formed in a cylindrical shape, but the lubricating fluid flows toward the outer peripheral side of the planetary frame by the guide action of the introduction hole, so that the lubricating fluid flows into the inner peripheral side of the planetary frame. It becomes difficult. Therefore, the lubricating fluid can be sufficiently supplied to the meshing portion of the planetary gear and the internal gear portion without providing a flow path in the peripheral wall portion of the planetary frame.
According to the third aspect of the present invention, since a plurality of introduction holes for guiding the lubricating fluid toward the outer peripheral side of the planetary frame are provided in the circumferential direction of the internal gear portion, the periphery of the meshing portion between the planetary gear and the internal gear portion is provided. The lubricity in the direction is improved.

As the lubricating fluid, for example, as in the invention described in claim 4, the lubricating fluid for the internal combustion engine may be used to share a flow system such as a fluid supply pump and a fluid filter. The lubricating fluid may be used .

According to the fifth aspect of the present invention, since the lubricating fluid is discharged to the outside from the side opposite to the introduction hole with the planetary gear interposed therebetween, the lubricating fluid is generated inside the apparatus due to wear or the like between the planetary gear and the internal gear portion. It is possible to prevent foreign matter from staying inside the apparatus.
It is also possible to discharge the lubricating fluid from the same side as the introduction hole with respect to the planetary gear.

According to the sixth aspect of the present invention, the planetary gear having the first and second external gear portions that mesh with the first and second internal gear portions that are offset from each other in the axial direction is formed by the planetary frame. Supported from the side. Therefore, the lubricating fluid is directed toward the outer peripheral side of the planetary frame by the guide action of the introduction hole, and surely reaches the meshing portion of the first inner and outer gear portions and the meshing portion of the second inner and outer gear portions. Can do. Furthermore, in the invention according to claim 6, the first and second external gear portions of the planetary gear are engaged with the first and second internal gear portions, respectively, so that the planetary motion is integrally performed, thereby causing the first and second rotating bodies to move. Therefore, a large reduction ratio can be obtained while reducing the diameter of each gear portion.

As in the invention described in claim 7 , the planetary gear meshing with the internal gear portion of the second rotator presses the first rotator along with the planetary motion, thereby causing relative rotation between the first and second rotators. A configuration in which the phase changes may be employed. Even in such a relatively simple configuration, the lubricating fluid can be reliably guided to the meshing portion between the planetary gear and the internal gear portion by the guide action of the introduction hole, and high internal lubricity can be obtained.

According to the invention described in claim 8 , a rotational torque controlled by the control unit is applied to the planetary frame in the revolution direction of the planetary gear. Upon receiving this rotational torque, the planetary gear performs a planetary motion and causes a relative rotational phase change between the first and second rotating bodies. Therefore, the relative rotational phase and further the valve timing are accurately controlled by the rotational torque control of the control unit. Can be adjusted. In particular, since the planetary gear that performs planetary motion and the internal gear portion that meshes with the planetary gear are sufficiently lubricated to suppress wear, accurate adjustment of the valve timing can be realized over a long period of time.

According to the ninth aspect of the present invention, the control unit generates the rotational torque applied to the planetary frame by the electric motor. Thus, the adjustment precision of valve timing can be raised by using the electric motor which can be electrically controlled with high precision.
Note that the control unit may generate rotation torque by a hydraulic motor, an electromagnetic brake device, or the like, in addition to the rotation torque generated by the electric motor.

Hereinafter, a plurality of embodiments of the present invention will be described with reference to the drawings.
(First embodiment)
FIG. 1 shows a valve timing adjusting apparatus 1 according to a first embodiment of the present invention. The valve timing adjusting device 1 is provided in a transmission system that transmits engine torque from the crankshaft of the internal combustion engine to the camshaft 2. The valve timing adjusting device 1 adjusts the valve timing of the intake valve of the internal combustion engine by changing the relative rotational phase between the crankshaft and the camshaft 2.
The valve timing adjusting device 1 includes a driving side rotating body 10, a driven side rotating body 20, a control unit 30, a planetary frame 40, and a planetary gear 50.

The drive-side rotator 10 and the driven-side rotator 20 jointly form an accommodation space 11 such as the planetary frame 40 and the planetary gear 50 inside.
As shown in FIGS. 1 and 2, the drive-side rotator 10 is configured by coaxially combining a bottomed cylindrical gear member 12 and a two-stage cylindrical sprocket 13. The peripheral wall portion of the gear member 12 forms a drive-side internal gear portion 14 whose tooth tip circular surface is on the inner peripheral side of the root circle. The gear member 12 is screwed to the sprocket 13 in a state where the outer peripheral wall of the drive side internal gear portion 14 is fitted to the inner peripheral wall of the large diameter portion 15 of the sprocket 13. In the sprocket 13, a stepped portion 17 connecting the large diameter portion 15 and the small diameter portion 16 is provided with a plurality of teeth 19 in a form protruding to the outer peripheral side, and these teeth 19 and a plurality of teeth of the crankshaft are provided. An annular timing chain is wound around. Therefore, when the engine torque output from the crankshaft is input to the sprocket 13 through the timing chain, the drive side rotating body 10 rotates around the rotation axis O while maintaining a relative phase with respect to the shaft in conjunction with the crankshaft. . At this time, the rotation direction of the drive-side rotator 10 is the counterclockwise direction of FIG. 2 in the present embodiment.

  As shown in FIGS. 1 and 3, the driven-side rotator 20 has a bottomed cylindrical shape and is arranged coaxially with the drive-side rotator 10 and the camshaft 2. The bottom wall portion of the driven side rotating body 20 forms a fixing portion 21 that is bolted to one end portion of the cam shaft 2. By this bolt fixing, the driven-side rotator 20 can be rotated around the rotation axis O while maintaining the relative rotation phase with respect to the shaft 2 in conjunction with the camshaft 2, and is relative to the drive-side rotator 10. It can be rotated. In the following description, the relative rotation direction in which the driven-side rotator 20 advances with respect to the drive-side rotator 10 is referred to as an advance angle direction X, and the driven-side rotator 20 is delayed with respect to the drive-side rotator 10. The angled relative rotational direction is referred to as the retarded direction Y.

  The peripheral wall portion of the driven-side rotator 20 forms a driven-side internal gear portion 22 having a tip circle on the inner peripheral side of the root circle. Here, the inner diameter of the driven side internal gear portion 22 is set smaller than the inner diameter of the drive side internal gear portion 14, and the number of teeth of the driven side internal gear portion 22 is set to be smaller than the number of teeth of the drive side internal gear portion 14. ing. The outer peripheral wall of the driven side internal gear portion 22 is fitted to the inner peripheral wall of the small diameter portion 16 and the stepped portion 17 in the sprocket 13 so that the driven side rotating body 20 rotates the drive side rotating body 10 relative to the inner peripheral side. Supports freely. A flange portion 23 that protrudes to the outer peripheral side is provided at the end of the driven side internal gear portion 22 opposite to the fixed portion 21. The flange portion 23 is sandwiched between the end surface 24 of the drive-side internal gear portion 14 and the end surface 25 of the stepped portion 17 that face each other in the axial direction. By this clamping form, the driven side internal gear portion 22 and the drive side internal gear portion 14 are adjacently shifted in the axial direction, and the axial relative displacement of the drive side rotary body 10 with respect to the driven side rotary body 20 is restricted. ing.

  As shown in FIG. 1, the control unit 30 includes an electric motor 32, an energization control circuit 33, and the like. The electric motor 32 is disposed on the opposite side of the camshaft 2 with the rotating bodies 10 and 20 interposed therebetween. The electric motor 32 is, for example, a brushless motor or the like, and includes a motor case 31 fixed to an internal combustion engine via a stay (not shown) and a motor shaft 34 supported by the motor case 31 so as to be rotatable forward and backward. The energization control circuit 33 is an electric circuit such as a microcomputer, and is disposed outside or inside the motor case 31 and is electrically connected to the electric motor 32. The energization control circuit 33 controls energization of a coil (not shown) of the electric motor 32 according to the operating state of the internal combustion engine. By this energization control, the electric motor 32 forms a rotating magnetic field around the motor shaft 34 and outputs rotational torque in directions X and Y (see FIG. 4) corresponding to the direction of the rotating magnetic field from the motor shaft 34.

  As shown in FIGS. 1 and 4, the input portion 41 of the planetary frame 40 has a cylindrical shape coaxial with the rotating bodies 10 and 20 and the shafts 2 and 34, and is fixed to the motor shaft 34 via a joint 42. By this fixing, the planetary frame 40 can rotate around the rotation axis O in conjunction with the motor shaft 34 and can rotate relative to the drive side rotating body 10. The input portion 41 is disposed on the inner peripheral side of the center hole 19 that penetrates the bottom wall portion 18 of the gear member 12 in the axial direction, and supports the drive side rotating body 10 from the inner peripheral side via a bearing 43. Yes.

  As shown in FIGS. 1 and 2, in the planetary frame 40, the eccentric portion 44 closer to the fixed portion 21 than the input portion 41 has a cylindrical shape whose outer peripheral wall is eccentric with respect to the rotating bodies 10 and 20 and the shafts 2 and 34. . The eccentric portion 44 is disposed on the inner peripheral side of the center hole 51 penetrating the planetary gear 50 in the axial direction, and supports the planetary gear 50 from the inner peripheral side via the bearing 45. With this support, the planetary gear 50 can rotate about the eccentric axis P that is the central axis of the outer peripheral wall of the eccentric portion 44 and can revolve in the rotation direction of the eccentric portion 44. That is, the planetary gear 50 is arranged so as to be capable of planetary movement.

  As shown in FIGS. 1 to 3, the planetary gear 50 has a two-stage cylindrical shape, and the driving-side external gear portion 52 and the driven-side external gear portion 54, each having a tip circle on the outer peripheral side of the root circle, respectively, It is formed by a small diameter part. Here, the number of teeth of the driving side external gear part 52 is set to be a predetermined number N (one in this case) less than the number of teeth of the driving side internal gear part 14, and the number of teeth of the driven side external gear part 54 is set to the driven side. The predetermined number N is set smaller than the internal gear portion 22. Therefore, the number of teeth of the driven side external gear portion 54 is smaller than the number of teeth of the drive side external gear portion 52. The drive-side external gear portion 52 is disposed on the inner peripheral side of the drive-side internal gear portion 14 and meshes with a part of the gear portion 14. Further, the driven-side external gear portion 54 closer to the fixed portion 21 than the driving-side external gear portion 52 is disposed on the inner peripheral side of the driven-side internal gear portion 22 and meshes with a part of the gear portion 22.

  With the above configuration, in the internal space 11 of the rotators 10 and 20, the differential is formed by connecting the driving side internal gear portion 14 and the driven side internal gear portion 22 via the planetary gear 50 on the outer peripheral side of the eccentric portion 44. A gear mechanism 60 is formed. In the differential gear mechanism 60, when the planetary frame 40 does not rotate relative to the drive-side rotator 10, the planetary gear 50 maintains the meshing position between the outer gear portions 52, 54 and the inner gear portions 14, 22. It rotates with the rotators 10 and 20. As a result, the relative rotational phase between the rotating bodies 10 and 20 is maintained, so that the valve timing is also maintained. On the other hand, when the planetary frame 40 rotates relative to the drive-side rotating body 10 in the advance angle direction X as the rotational torque increases in the direction X, the planetary gear 50 has the outer gear portions 52 and 54 and the inner gear portion 14. , 22, and the planetary motion while changing the meshing position with the drive-side rotator 10 relative to the drive-side rotator 10. Accordingly, the valve timing is shifted to the advance side. On the other hand, when the planetary frame 40 rotates relative to the drive-side rotating body 10 in the retarding direction Y as the rotational torque increases in the direction Y, the planetary gear 50 has the outer gear portions 52 and 54 and the inner gear portion. By performing a planetary motion while changing the meshing position with 14, 22, the driven-side rotator 20 rotates relative to the drive-side rotator 10 in the retarding direction Y. Therefore, the valve timing is shifted to the retard side.

Next, the characteristic part of the valve timing adjusting device 1 will be described in detail.
As shown in FIGS. 1 and 5, two introduction holes 70 are formed in the fixed portion 21 in order to introduce lubricating oil for an internal combustion engine, which is a lubricating fluid, into the internal space 11 of the rotating bodies 10 and 20. These introduction holes 70 are provided at two locations that are symmetrical with respect to the rotation axis O, and are arranged at equal intervals in the circumferential direction of the fixed portion 21 that coincides with the circumferential direction of the driven-side internal gear portion 22. In each introduction hole 70, the upstream restricting portion 72 has a long and flat elongated shape in the radial direction of the fixed portion 21, and opens on the outer surface 28 of the fixed portion 21 in contact with the end surface of the cam shaft 2. Here, the opening in the outer surface 28 of the throttle portion 72 communicates with the corresponding one of the two supply holes 5 through which the lubricating oil is discharged and supplied from the pump 4 in the camshaft 2. The area is narrower than the flow area of the corresponding supply hole 5. In each introduction hole 70, the guide portion 74 on the downstream side of the throttle portion 72 has a cylindrical hole shape extending in the axial direction of the fixed portion 21, and opens to the inner surface 29 of the fixed portion 21 facing the end surface of the eccentric portion 44 in the axial direction. ing. Here, as shown by a two-dot chain line in FIG. 1 and a broken line in FIG. 5, the opening in the inner surface 29 of the guide portion 74 is provided on the outer peripheral side with respect to the projection of the eccentric portion 44 in the axial direction.

  As shown in FIGS. 1 and 4, in the gear member 12, the bottom wall portion 18 located on the opposite side of the fixed portion 21 with the differential gear mechanism 60 interposed therebetween is connected to the outside from the internal space 11 of the rotating bodies 10 and 20. Nine discharge holes 80 for discharging the lubricating oil are formed. These discharge holes 80 are arranged at a set interval from each other in the circumferential direction of the bottom wall portion 18 that coincides with the circumferential direction of the drive-side internal gear portion 14. Each discharge hole 80 has a cylindrical hole shape and penetrates the bottom wall portion 18 in the axial direction.

  In the valve timing adjusting device 1 having such a configuration, the lubricating oil supplied to the supply holes 5 flows into the introduction holes 70 and passes through the throttle portions 72 of the holes 70. At this time, since the flow rate of the lubricating oil is limited by the action of the throttle portion 72, the amount of the lubricating oil can be minimized and the influence on the lubrication of the internal combustion engine can be minimized. In addition, the lubricating oil that has passed through the throttle portion 72 in each introduction hole 70 flows through the guide portion 74 and is guided to the internal space 11 of the rotating bodies 10 and 20. At this time, the lubricating oil is ejected from each introduction hole 70 toward the outer peripheral side of the eccentric portion 44 by the guiding action of the guide portion 74 located on the outer peripheral side with respect to the axial projection of the eccentric portion 44. As a result, the lubricating oil does not easily flow into the inner peripheral side of the eccentric portion 44, but flows toward the bottom wall portion 18 on the outer peripheral side of the eccentric portion 44 in which the differential gear mechanism 60 is formed. On this flow path, there are meshing portions of the inner and outer gear portions 22, 54, and further, meshing portions of the inner and outer gear portions 14, 52, so that the lubricating oil can surely reach these meshing portions. . Therefore, the lubricity of the differential gear mechanism 60 can be improved and the occurrence of wear can be suppressed.

Lubricating oil that has lubricated the inner and outer gear portions 22 and 54 and the inner and outer gear portions 14 and 52 sequentially and has reached the vicinity of the bottom wall portion 18 is provided on the bottom wall portion 18. It is discharged from any of the discharge holes 80. As described above, in the valve timing adjusting device 1, it is possible to generate a lubricating oil flow from each introduction hole 70 to each discharge hole 80 via the differential gear mechanism 60. It becomes difficult to stay inside 10 and 20. Accordingly, it is possible to prevent malfunction or damage of the differential gear mechanism 60 due to foreign matter.
As described above, according to the valve timing adjustment device 1, durability is increased, and thus accurate valve timing adjustment according to the rotational torque control of the control unit 30 can be realized over a long period of time.

  In the first embodiment described so far, the driven-side rotator 20 corresponds to the “first rotator” described in the claims, and the drive-side rotator 10 corresponds to the “first rotator” described in the claims. Corresponds to “Two Rotating Body” The driven-side internal gear portion 22 corresponds to “internal gear portion” and “first internal gear portion” recited in the claims, and the drive-side internal gear portion 14 corresponds to “internal gear” recited in the claims. Part "and" second internal gear part ". Further, the driven-side external gear portion 54 corresponds to the “first external gear portion” recited in the claims, and the drive-side external gear portion 52 corresponds to the “second external gear portion” recited in the claims. To do.

(Second embodiment)
The second embodiment of the present invention is a modification of the first embodiment as shown in FIGS. 6 and 7, and components that are substantially the same as those of the first embodiment are denoted by the same reference numerals, and thus overlapped. Description to be omitted is omitted.
In the valve timing adjusting device 100 of the second embodiment, the driven side rotating body 110 does not form the driven side internal gear portion 22 by the peripheral wall portion 111, and instead, on the end surface of the peripheral wall portion 111 on the flange portion 23 side. A plurality of engaging holes 112 are provided. Here, each engagement hole 112 has a cylindrical hole shape, and is provided at equal intervals in the circumferential direction of the peripheral wall portion 111.

  Further, in the valve timing adjusting device 100, the planetary gear 120 does not have a small-diameter portion that forms the driven-side external gear portion 54, but instead, from the end surface facing the peripheral wall portion 111 of the driving-side external gear portion 52. The same number of protruding protrusions 122 as the engagement holes 112 are provided. Here, each engagement protrusion 122 is cylindrical, and is provided at equal intervals in the circumferential direction of the drive side external gear portion 52. Each engagement protrusion 122 is inserted into the corresponding engagement hole 112, so that the drive-side external gear portion 52 and the peripheral wall portion are formed in the inner space 11 of the rotating bodies 10 and 110 on the outer peripheral side of the eccentric portion 44. A differential gear mechanism 130 is formed in which 111 and the planetary gear 120 are connected to each other.

  In this differential gear mechanism 130, when the planetary frame 40 does not rotate relative to the drive-side rotator 10, the planetary gear 120 maintains the meshing position between the drive-side outer gear portion 52 and the drive-side inner gear portion 14. It rotates with the driving side rotating body 10. Then, each engagement projection 122 presses each engagement hole 112 in the rotation direction, and the driven side rotating body 110 receives the pressure and rotates while maintaining the relative rotation phase with the driving side rotating body 10. Valve timing is maintained. On the other hand, when the planetary frame 40 rotates relative to the driving-side rotator 10 in the retarding direction Y, the planetary gear 120 changes the meshing position of the driving-side outer gear portion 52 and the driving-side inner gear portion 14 while changing the planetary position. By moving, the pressing force in the rotation direction of each engagement protrusion 122 with respect to each engagement hole 112 increases. As a result, the driven-side rotator 110 rotates relative to the drive-side rotator 10 in the advance angle direction X, so that the valve timing changes to the advance angle side. On the other hand, when the planetary frame 40 rotates relative to the drive-side rotator 10 in the advance angle direction X, the planetary gear 120 changes the meshing position between the drive-side outer gear portion 52 and the drive-side inner gear portion 14. Due to the planetary motion, each engagement protrusion 122 presses each engagement hole 112 in the reverse direction of rotation. As a result, the driven-side rotator 110 rotates relative to the drive-side rotator 10 in the retarding direction Y, so that the valve timing is shifted to the retarding side.

Also in such a valve timing adjusting device 100, as shown in FIG. 6, the two introduction holes 70 for guiding the lubricant toward the outer peripheral side of the eccentric portion 44 (however, the throttle portion 72 has the fixed portion 21 and the peripheral wall portion). 111, and the guide part 74 penetrates the peripheral wall part 111 in the axial direction), and these introduction holes 70 discharge nine lubricating oils from the opposite side across the differential gear mechanism 130. A discharge hole 80 is provided. Therefore, the same effect as the first embodiment can be enjoyed.
In the second embodiment described so far, the driven-side rotator 110 corresponds to the “first rotator” described in the claims, and the drive-side rotator 10 corresponds to the “first rotator” described in the claims. The drive-side internal gear portion 14 corresponds to an “internal gear portion” recited in the claims.

Although a plurality of embodiments of the present invention have been described above, the present invention is not construed as being limited to these embodiments, and can be applied to various embodiments without departing from the scope of the present invention.
For example, in the above-described embodiment, the valve timing adjusting devices 1 and 100 that adjust the valve timing of the intake valve have been described. However, the present invention is not limited to the device that adjusts the valve timing of the exhaust valve, both the intake valve and the exhaust valve. You may apply to the apparatus which adjusts a valve timing.

In the above-described embodiment, two introduction holes 70 and nine discharge holes 80 are provided. However, the number of the introduction holes 70 and the discharge holes 80 can be appropriately set according to requirements.
Furthermore, in the above-described embodiment, the introduction hole 70 is constituted by the elongated hole-shaped throttle part 72 and the cylindrical hole-shaped guide part 74, and the discharge hole 80 is formed in a cylindrical hole shape. About the shape of the discharge hole 80, it can set suitably according to a request | requirement. For example, as shown in a modified example (FIG. 8 is a modified example of the first embodiment) in FIG. 8, the guide portion 74 of the introduction hole 70 is formed in a shape that is inclined toward the outer peripheral side toward the downstream side with respect to the rotation axis O. Alternatively, although not shown, the guide portion 74 may be directly communicated with the supply hole 5 without providing the throttle portion 72.

Furthermore, in the above-described embodiment, in addition to the introduction hole 70, another introduction hole that guides the lubricating oil toward the inner peripheral side from the outermost peripheral edge of the planetary frame 40 may be provided. In this case, for example, by guiding the lubricating oil toward the inner peripheral side of the center hole of the planetary frame 40, the joint 42 and the like can be lubricated.
In addition, in the above-described embodiment, the discharge hole 80 is provided on the opposite side to the introduction hole 70 with the differential gear mechanisms 60 and 130 interposed therebetween, but the introduction hole in the axial direction with respect to the differential gear mechanisms 60 and 130 is provided. A discharge hole may be provided on the same side as 70. In this case, the discharge hole may be provided in the driven-side rotator 20, 100, or may be provided in the drive-side rotator 10.
In addition, in the above-described embodiment, the valve timing adjusting devices 1 and 100 in which the rotating body 10 is interlocked with the crankshaft and the rotating bodies 20 and 110 are interlocked with the camshaft 2 have been described. The rotating bodies 20 and 110 may be interlocked with the crankshaft.

It is a figure which shows the valve timing adjustment apparatus by 1st embodiment, Comprising: It corresponds to the II sectional view taken on the line of FIG. It is the II-II sectional view taken on the line of FIG. It is the III-III sectional view taken on the line of FIG. It is the IV-IV sectional view taken on the line of FIG. It is a side view of the valve timing adjustment apparatus of FIG. It is a figure which shows the valve timing adjustment apparatus by 2nd embodiment, Comprising: It is sectional drawing corresponding to FIG. It is the VII-VII sectional view taken on the line of FIG. It is a figure which shows the modification of the valve timing adjustment apparatus by 1st embodiment, Comprising: It is sectional drawing corresponding to FIG.

Explanation of symbols

1,100 Valve timing adjusting device, 2 cam shaft, 4 pump, 5 supply hole, 10 driving side rotating body (second rotating body), 11 space, 12 gear member, 13 sprocket, 14 driving side internal gear part (internal gear) Part, second internal gear part), 18 bottom wall part, 20, 110 driven side rotating body (first rotating body), 21 fixed part, 22 driven side internal gear part (internal gear part, first internal gear part), 30 control unit, 32 electric motor, 33 energization control circuit, 34 motor shaft, 40 planetary frame, 41 input section, 44 eccentric section, 50, 120 planetary gear, 52 drive side external gear section (second external gear section), 54 Drive side external gear part (first external gear part), 60, 130 differential gear mechanism, 70 introduction hole, 72 throttle part, 74 guide part, 80 discharge hole, 111 peripheral wall part, 112 engagement hole, 122 engagement protrusion

Claims (9)

A valve timing adjustment device for an internal combustion engine that adjusts the valve timing of at least one of an intake valve and an exhaust valve whose camshaft opens and closes by torque transmission from a crankshaft,
A first rotating body having an introduction hole for introducing a lubricating fluid therein, and rotating in conjunction with one of the crankshaft and the camshaft;
A second rotating body that rotates in conjunction with the other of the crankshaft and the camshaft;
An internal gear provided on at least one of the first rotating body and the second rotating body;
A planetary gear that changes a relative rotational phase between the first rotating body and the second rotating body by performing planetary movement while meshing with the internal gear portion;
A planetary frame that supports the planetary gear so as to rotate freely from an inner peripheral side, and rotates in the revolution direction of the planetary gear;
With
Before Symbol introduction hole, and a guide portion in which the lubricating fluid for guiding the lubricating fluid towards the outer periphery of the planet carrier and the throttle portion throttling the flow area of the distribution,
The throttle section, a valve timing control device comprising a flat elongated shape der Rukoto that communicates supply hole and said guide portion for supplying lubricating fluid from said camshaft to said first rotary member. 2. The valve timing adjusting device according to claim 1, wherein the planetary frame is formed in a cylindrical shape. Before Symbol introduction hole, the valve timing controller according to claim 1 or 2, characterized in that it is plurality in the circumferential direction of the internal gear. The valve timing adjusting device according to any one of claims 1 to 3, wherein the lubricating fluid is a lubricating fluid for the internal combustion engine. 5. The valve timing adjusting device according to claim 1, wherein the lubricating fluid is discharged to the outside from a side opposite to the introduction hole with the planetary gear interposed therebetween . The first rotating body has a first internal gear portion as the internal gear portion,
The second rotating body has a second internal gear portion as the internal gear portion located in an axial direction shifted from the first internal gear portion,
The planetary gear has a first external gear portion and a second external gear portion, and the first external gear portion and the second external gear portion mesh with the first internal gear portion and the second internal gear portion, respectively. The valve timing adjusting device according to any one of claims 1 to 5 , wherein the relative rotational phase is changed by performing a planetary motion integrally . The first rotating body rotating in conjunction with the camshaft engages the planetary gear;
The second rotating body that rotates in conjunction with the crankshaft has the internal gear portion, and the planetary gear that meshes with the internal gear portion presses the first rotating body in accordance with planetary motion, thereby causing the relative rotation. The valve timing adjusting device according to any one of claims 1 to 6 , wherein a rotation phase changes . The valve timing adjusting device according to any one of claims 1 to 7 , further comprising a control unit that controls rotational torque in the revolving direction applied to the planetary frame . The valve timing adjusting apparatus according to claim 8 , wherein the control unit includes an electric motor that generates the rotational torque .

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