JP5083377B2 - Valve timing adjustment device - Google Patents

Description

  The present invention relates to a valve timing adjusting device that adjusts the valve timing of a valve that opens and closes a camshaft by torque transmission from a crankshaft in an internal combustion engine.

  2. Description of the Related Art Conventionally, a valve timing adjusting device that adjusts a relative phase between a crankshaft and a camshaft that determines valve timing (hereinafter referred to as “engine phase”) according to a brake torque generated by an actuator is known. As a kind of such valve timing adjusting device, Patent Document 1 discloses a device having a configuration in which a brake torque is generated by a fluid actuator to adjust an engine phase.

  Specifically, in the device of Patent Document 1, an actuator that variably controls the viscosity of the magnetorheological fluid by applying a magnetic field to the magnetorheological fluid that is enclosed in a fluid chamber inside the housing and contacts the brake rotating body, It is used. According to such an actuator, the brake torque corresponding to the viscosity of the magnetorheological fluid is input to the brake rotator that is rotatably supported by the casing. Therefore, the engine is controlled by the phase adjustment mechanism linked to the brake rotator. The phase can be adjusted according to the brake torque.

JP 2008-51093 A

  A magnetorheological fluid generally known as a functional fluid in which magnetic particles are dispersed is in a glass transition state (solid state) in which it is difficult to stabilize the amount of viscosity change according to a magnetic field when the fluid temperature is excessively lowered. Therefore, in the apparatus of Patent Document 1, when the temperature of the magnetorheological fluid is lowered due to the stop of the internal combustion engine and is in the glass transition state, depending on the magnetorheological fluid in the glass transition state, it may be desired at the next start of the engine. The brake torque may not be generated. In such a case, since the optimum engine phase cannot be obtained and the startability of the internal combustion engine is deteriorated, it becomes difficult to guarantee the reliability as the valve timing adjusting device.

  The present invention has been made in view of the above-described problems, and an object thereof is to guarantee reliability as a valve timing adjusting device that adjusts the valve timing of an internal combustion engine.

  The invention according to claim 1 is a valve timing adjusting device that adjusts the valve timing of a valve that opens and closes a camshaft by torque transmission from a crankshaft in an internal combustion engine, and a housing that forms a fluid chamber therein. , Magnetic viscosity is dispersed, enclosed in a fluid chamber, and the viscosity of the magnetorheological fluid is variably controlled by applying the magnetic field to the magnetorheological fluid. And a brake rotating body that is rotatably supported by the casing and is in contact with the magnetorheological fluid in the fluid chamber and receives a brake torque according to the viscosity of the magnetorheological fluid, and is linked to the brake rotating body. The next start is predicted for the phase adjustment mechanism that adjusts the engine phase in accordance with the brake torque input to the brake rotating body and the internal combustion engine that is stopped. When the start prediction condition is satisfied, characterized in that it comprises a heating control means for starting the heating of the magneto-rheological fluid.

  According to such an invention, the heating of the magnetorheological fluid is started when the start prediction condition for predicting the next start is satisfied for the internal combustion engine in the stopped state. Therefore, even if the temperature of the magnetorheological fluid drops due to the stoppage of the internal combustion engine and becomes a glass transition state (solid state), the magnetorheological fluid heated when the next start of the engine is predicted is The viscosity change amount according to the magnetic field is easily stabilized by removing from the glass transition state. As a result, when the internal combustion engine is started, the viscosity of the magnetorheological fluid can be controlled by applying a magnetic field, and a desired brake torque can be stably input to the brake rotating body. Therefore, phase adjustment linked to the brake rotating body An optimal engine phase can be realized by the mechanism. According to this, it is possible to ensure the startability of the internal combustion engine and guarantee the reliability as the valve timing adjusting device.

Further, according to the invention of claim 1, the heating control unit, when starting prediction condition is satisfied, upon detecting a state in which the temperature of the magneto-rheological fluid is the lower limit temperature or less required for a change in the engine phase, the magnetic Start heating viscous fluid. In such an invention, the magnetorheological fluid is surely started to be heated in response to a predicted next start of the internal combustion engine in a glass transition state where the temperature is lower than the lower limit temperature necessary for engine phase change. Therefore, the glass transition state can be removed. Therefore, it is possible to guarantee the reliability when starting the internal combustion engine.

Further, according to the first aspect of the present invention, the heating control means has a coil held by the casing, and the magnetic field generated by energizing the coil as a variable magnetic field whose intensity varies is applied to the magnetorheological fluid. The magnetorheological fluid is heated by applying. In this way, when the magnetic field generated by energizing the coil is applied to the magnetorheological fluid, the magnetic particles in the magnetorheological fluid can form a chain cluster according to the intensity fluctuation of the magnetizing field. By repeating the decomposition, it becomes an exercise state. As a result, the magnetorheological fluid is heated by the temperature rising action caused by the motion of the magnetic particles, so even if the magnetorheological fluid is in the glass transition state due to the stop of the internal combustion engine, Can take off. Therefore, it is possible to guarantee the reliability when starting the internal combustion engine.

According to the invention of claim 2, 5, the heating control means, by transferring heat that is generated by energizing the coils to the magnetic fluid, to heat the magneto-rheological fluid. As described above, when the heat generated by energizing the coil is transferred to the magnetorheological fluid, even if the magnetorheological fluid is in the glass transition state due to the stop of the internal combustion engine, the magnetism in the glass transition state is not affected. The viscous fluid can be reliably heated by the heat transfer action. Therefore, it is possible to guarantee the reliability when starting the internal combustion engine.

According to the invention described in claim 3 , the heating control means variably controls the viscosity of the magnetorheological fluid as the viscosity control means by applying a magnetic field generated by energizing the coil to the magnetorheological fluid. According to such an invention, the coil that controls the change in viscosity by generating a magnetic field applied to the magnetorheological fluid by energization can be used as the coil that controls the heating to the magnetorheological fluid by the same energization. Therefore, after the start of the internal combustion engine is predicted, the heating control and the viscosity control of the magnetorheological fluid can be simultaneously performed by common coil energization to realize the optimum engine phase. Therefore, it is possible to guarantee the reliability when starting the internal combustion engine.

According to the invention of claim 4, pressurized thermal control unit, when starting prediction condition is satisfied, until starting of the internal combustion engine, sets the fluctuating frequency of the fluctuating magnetic field to the low side frequency, the start of the internal combustion engine Along with this, the fluctuation frequency of the fluctuation magnetic field is changed to a high side frequency higher than the low side frequency. According to such an invention, during the period from when the next start of the internal combustion engine is predicted until the engine start when the fluctuation frequency of the magnetic field applied to the magnetorheological fluid is set to a low frequency, the magnetorheological fluid As the magnetic particles of the present invention reliably repeat the formation and decomposition of chain clusters, the heating efficiency of the magnetorheological fluid can be enhanced. Furthermore, when the fluctuation frequency of the magnetic field applied to the magnetorheological fluid is changed to a higher frequency as the engine is started, a stirring action of the magnetorheological fluid is generated and a stable brake torque is easily obtained. . According to these, it becomes possible to guarantee high reliability when starting the internal combustion engine.

According to the fifth aspect of the present invention, the heating control means for heating the magnetorheological fluid by transferring the heat generated by energizing the coil to the magnetorheological fluid causes the internal combustion engine when the start prediction condition is satisfied. Until the engine is started, the energizing power amount to the coil is set to a high power amount, and the energizing power amount to the coil is changed to a low power amount lower than the high side power amount with the start of the internal combustion engine. . According to such an invention, the period from when the next start of the internal combustion engine is predicted until the engine start when the energization power amount to the coil is set to the high side power amount is determined according to the high side power amount. The heating efficiency of the magnetorheological fluid can be enhanced by the transfer of the generated heat. Further, when the amount of electric power supplied to the coil is changed to a low-side electric energy as the engine is started, a situation in which the fluid phase is affected by the adjustment of the engine phase at the time of starting the engine can be suppressed. According to these, it becomes possible to guarantee high reliability when starting the internal combustion engine.

According to the invention described in claim 6 , the heating control means has a heating control coil as a coil, and the viscosity control means has a viscosity control coil as a coil different from the heating control coil, and the viscosity control The viscosity of the magnetorheological fluid is variably controlled by applying a magnetic field generated by energizing the coil to the magnetorheological fluid. According to such an invention, the heating of the magnetorheological fluid by energizing the heating control coil, and the viscosity change according to the magnetic field applied to the magnetorheological fluid by energizing the viscosity control coil different from the heating control coil, Can be controlled independently of each other. Therefore, by applying heating control and viscosity control by applying a magnetic field to the magnetorheological fluid aiming at each necessary time, it is possible to improve the reliability guarantee effect at the start of the internal combustion engine.

According to the seventh aspect of the present invention, the viscosity control means controls the viscosity of the magnetorheological fluid so that the engine phase changes as the internal combustion engine starts, and the heating control means controls the heating of the magnetorheological fluid. After the start, when a change in the engine phase is detected as the internal combustion engine starts, the heating ends. In such an invention, the heating of the magnetorheological fluid can be continued until the engine phase is reliably changed by the viscosity control accompanying the start of the internal combustion engine. Therefore, at the time of starting the internal combustion engine, it is possible to realize an optimum engine phase by controlling the viscosity of the magnetorheological fluid which has escaped from the glass transition state, thereby ensuring high reliability.

According to the eighth aspect of the present invention, the heating control means starts the heating of the magnetorheological fluid, and when the temperature of the magnetorheological fluid detects a state of exceeding the lower limit temperature necessary for the change of the engine phase, the heating control unit performs the heating. finish. In such an invention, the heating of the magnetorheological fluid can be continued until the fluid temperature reliably realizes the state of exceeding the lower limit temperature necessary for the change of the engine phase. Therefore, at the time of starting the internal combustion engine, it is possible to realize an optimum engine phase by controlling the viscosity of the magnetorheological fluid which has escaped from the glass transition state, thereby ensuring high reliability.

According to the invention described in claim 9, after the heating control means starts heating the magnetorheological fluid, when the heating time for the temperature of the magnetorheological fluid to exceed the lower limit temperature necessary for the change of the engine phase elapses. The heating is finished. In such an invention, the heating of the magnetorheological fluid can be continued until the heating time for the fluid temperature to exceed the lower limit temperature necessary for the change of the engine phase has passed. Therefore, at the time of starting the internal combustion engine, it is possible to realize an optimum engine phase by controlling the viscosity of the magnetorheological fluid which has escaped from the glass transition state, thereby ensuring high reliability.

According to the invention of claim 1 0, heating control means, after starting the heating of the magnetic fluid, and ends the heating with the start of the internal combustion engine. As described above, when the heating of the magnetorheological fluid is terminated with the start of the internal combustion engine, the adjustment of the engine phase at the start of the engine does not affect the fluid heating. Therefore, it is possible to guarantee the reliability when starting the internal combustion engine.

It is a figure which shows the valve timing adjustment apparatus by 1st embodiment, Comprising: It is 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 a characteristic view for demonstrating the magnetorheological fluid shown in FIG. It is a characteristic view for demonstrating the magnetorheological fluid shown in FIG. It is a time chart for demonstrating energization control by the energization control circuit of FIG. It is a characteristic view for demonstrating the heating of the magnetorheological fluid shown in FIG. It is a flowchart which shows the control flow by the electricity supply control circuit of FIG. It is a time chart for demonstrating energization control by the energization control circuit of 2nd embodiment. It is a time chart for demonstrating energization control by the energization control circuit of 3rd embodiment. It is a flowchart which shows the control flow by the electricity supply control circuit of 4th embodiment. It is a flowchart which shows the control flow by the electricity supply control circuit of 5th embodiment. It is a figure which shows the valve timing adjustment apparatus by 6th embodiment, Comprising: It is sectional drawing corresponding to FIG. It is a flowchart which shows the control flow by the electricity supply control circuit of 6th embodiment. It is a flowchart which shows the control flow by the electricity supply control circuit of 7th embodiment.

  Hereinafter, a plurality of embodiments of the present invention will be described with reference to the drawings. In addition, the overlapping description may be abbreviate | omitted by attaching | subjecting the same code | symbol to the corresponding component in each embodiment. When only a part of the configuration is described in each embodiment, the configuration of the other embodiment described above can be applied to the other part of the configuration. In addition, not only combinations of configurations explicitly described in the description of each embodiment, but also the configurations of a plurality of embodiments can be partially combined even if they are not explicitly specified unless there is a problem with the combination. .

(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 mounted on a vehicle and provided in a transmission system that transmits engine torque from a crankshaft (not shown) of an internal combustion engine to a camshaft 2. Here, the camshaft 2 opens and closes an intake valve (not shown) of the “valve” of the internal combustion engine by transmitting engine torque, and the valve timing adjusting device 1 adjusts the valve timing of the intake valve. .

  As shown in FIGS. 1 to 3, the valve timing adjusting device 1 is a combination of the actuator 100, the energization control circuit 200, the phase adjusting mechanism 300, and the like, and adjusts the engine phase as the relative phase of the camshaft 2 with respect to the crankshaft. Realize the desired valve timing.

(Actuator)
As shown in FIG. 1, the actuator 100 is an electric fluid brake, and includes a housing 110, a brake rotating body 130, and a coil 150.

  The hollow casing 110 as a whole has a fixing member 111 and a cover member 112. The annular plate-shaped fixing member 111 is made of a magnetic material, and is fixed to a chain case (not shown) that is a fixing node of the internal combustion engine. The circular cup-shaped cover member 112 is formed of the same or different magnetic material as the fixing member 111 and is disposed on the opposite side of the phase adjustment mechanism 300 with the fixing member 111 sandwiched in the axial direction. The cover member 112 that is coaxially and liquid-tightly fixed to the fixing member 111 forms a fluid chamber 114 by a space between the fixing member 111 and the inside of the housing 110.

  The brake rotating body 130 is made of a magnetic material and has a shaft portion 131 and a rotor portion 132. The shaft-shaped shaft portion 131 penetrates the fixing member 111 on the phase adjustment mechanism 300 side of the housing 110 from the inner side to the outer side, and is connected to the phase adjustment mechanism 300 at the axial end portion on the outer side. Yes. An axial end portion of the shaft portion 131 opposite to the phase adjustment mechanism 300 is rotatably supported by a bearing portion 115 provided on the cover member 112 in the housing 110. In the shaft portion 131, the intermediate portion in the axial direction is rotatably supported by a bearing portion 116 provided on the fixed member 111 in the housing 110. With these configurations, the brake rotating body 130 rotates counterclockwise in FIGS. 2 and 3 when the engine torque output from the crankshaft is transmitted from the phase adjusting mechanism 300 during operation of the internal combustion engine. ing.

  As shown in FIG. 1, the annular plate-like rotor portion 132 projects coaxially from the axially intermediate portion of the shaft portion 131 to the outer peripheral side between the bearing portions 115 and 116, and enters the fluid chamber 114 inside the housing 110. Contained. With such accommodation, the fluid chamber 114 has a portion sandwiched between the rotor portion 132 and the fixing member 111 in the axial direction as a magnetic gap 114a, and a portion sandwiched between the rotor portion 132 and the cover member 112 in the axial direction. 114b.

  Thus, the magnetorheological fluid 140 is sealed in the fluid chamber 114 having the magnetic gaps 114a and 114b. Here, the magnetorheological fluid 140, which is a kind of functional fluid, is formed by dispersing magnetic particles in a suspended state in a liquid base material. As the base material of the magnetorheological fluid 140, a liquid non-magnetic material such as oil is used, and more preferably, the same type of oil as the lubricating oil of the internal combustion engine is used. As the magnetic particles of the magnetorheological fluid 140, for example, a powdered magnetic material such as carbonyl iron is used.

The magnetorheological fluid 140 having such a component structure has a characteristic that the apparent viscosity rises as shown in FIG. 4 following the strength of the applied magnetic field, and the shear yield stress increases in proportion to the viscosity. ing. At the same time, in the magnetorheological fluid 140, the base viscosity in a state where no magnetic field is applied rises and changes as the fluid temperature decreases as shown in FIG. 5, and when the fluid temperature decreases excessively, the amount of viscosity change according to the magnetic field is stabilized. It also has the property of becoming a difficult glass transition state (solid state). In the present embodiment, based on the latter characteristics, the magnetorheological fluid 140 exits the glass transition state, thereby generating a brake torque described in detail later and enabling the engine phase change. for the lower limit temperature T _l, it is previously set to, for example, -20 degrees.

  A coil 150 shown in FIG. 1 is formed by winding a metal wire around a resin bobbin 151, and is embedded in the casing 110 coaxially with a fixed member 111 via the bobbin 151. When the coil 150 held in the housing 110 is energized in this way, a magnetic field is generated so that the magnetic flux passes through the magnetic gap 114a, the rotor portion 132, the magnetic gap 114b, the cover member 112, and the fixing member 111. As a result, since the magnetic field generated by the coil 150 is applied to the magnetorheological fluid 140 in the magnetic gaps 114a and 114b in the fluid chamber 114, the viscosity of the magnetorheological fluid 140 in the gaps 114a and 114b. Will change. Therefore, between the elements 110 and 130 that are in contact with the magnetorheological fluid 140 whose viscosity has changed, the brake torque that brakes the brake rotating body 130 (rotor portion 132) by the action of shear stress is generated during operation of the internal combustion engine as shown in FIGS. Occurs clockwise. As described above, in this embodiment, the coil 150 that is energized generates a magnetic field applied to the magnetorheological fluid 140, so that a brake torque corresponding to the viscosity of the fluid 140 can be input to the brake rotating body 130. It is.

  As shown in FIG. 1, the resin bobbin 151 covering the coil 150 is exposed to the magnetic gap 114 a in the fluid chamber 114. The fixing member 111 in which the coil 150 is embedded together with the resin bobbin 151 is also exposed to the magnetic gap 114 a in the fluid chamber 114. In the actuator 100 employing such an exposed configuration, the heat generated by energizing the coil 150 is transmitted to the magnetorheological fluid 140 in the magnetic gap 114a through the resin bobbin 151 and the fixing member 111.

(Energization control circuit)
The energization control circuit 200 mainly composed of a microcomputer is disposed outside the actuator 100 and is electrically connected to the coil 150 and the vehicle battery 4. When the predetermined start condition _Cw is satisfied when the internal combustion engine is stopped, the energization control circuit 200 is switched from the sleep mode to the operation mode by supplying power from the battery 4 and can control the energization to the coil 150. Here, as the activation condition _Cw , for example, unlocking of the vehicle door lock, opening of the vehicle door, reception of a signal from a portable transmitter constituting the keyless entry system, or the like is employed. An energization control circuit 200, when the internal combustion engine even after setting since switched to operating mode time ST is not started, automatically cut instead to sleep mode, again start condition C _w Designed to wait for establishment.

  In the operation mode in which power is supplied from the battery 4, the energization control circuit 200 controls the energization of the coil 150 so as to adjust the magnetic field applied to the magnetorheological fluid 140 as described above. As a result, the viscosity of the magnetorheological fluid 140 is variably controlled according to the applied magnetic field, and the brake torque input to the brake rotating body 130 is increased or decreased. Here, the energization control by the energization control circuit 200 is realized by controlling the energization current I to the coil 150.

In particular, in the energization control of the present embodiment, the energization current is such that the intensity B of the magnetic field applied to the magnetorheological fluid 140 is a fluctuating magnetic field that fluctuates as shown in FIG. I is controlled as shown in FIG. Specifically, in the period α before the start of the internal combustion engine, the high-side electric power changes in a pulse shape (in this case, a rectangular pulse shape) at a predetermined low-side frequency f _α and is used as the effective electric energy within the specified time RT. as a pulse current to achieve the amount W _alpha, controls the energization current I. Further, in the period β when the internal combustion engine is started, the active power changes in a pulse shape (here, a rectangular pulse shape) at a high side frequency f _β higher than the low side frequency f _α and within the specified time RT. as a pulse current to achieve a high side power amount W _alpha low side power amount W _beta less than an amount, to control the energization current I.

According to such energization control, the magnetic particles in the magnetorheological fluid 140 in the period α are formed into chain clusters according to the fluctuation of the magnetic field strength B generated according to the low-side frequency f _{α as} shown in FIG. It becomes a motion state that repeats decomposition. As a result, the magnetorheological fluid 140 is heated because it is subjected to a temperature rising action due to the motion of the magnetic particles. Here, the magnetic fluid 140, as shown in FIG. 7, for example by 2~10Hz as low side frequency f _alpha is employed, it is heated at high efficiency. At this time, the magnetorheological fluid 140 is subjected to a heat transfer action through the elements 151 and 110 from the coil 150 that generates heat according to the high-side electric power W _α of, for example, about 5 W · s. It will be further enhanced.

On the other hand, the period MRF 140 in beta is low side frequency f higher side frequency f of the order of higher eg 50Hz than _{alpha beta} and high-side power amount W lower than _alpha e.g. 3W · s as low side power amount W By adopting _β , the heating efficiency can be lowered. At the same time, by varying in accordance with the high side frequency f _beta intensity B of as the applied magnetic field in FIG. 6 (b), so that the magnetic fluid 140 is subjected to stirring action. According to these, the amount of change in viscosity with respect to the applied magnetic field of the magnetorheological fluid 140 is likely to be stabilized, so that a desired brake torque can be stably obtained by the fluid 140.

  In addition, in the operation mode, the energization control circuit 200 of the present embodiment has a function of controlling the energization of the coil 150 described above, and a function of controlling other electrical components of the internal combustion engine and the vehicle. ing.

(Phase adjustment mechanism)
As shown in FIGS. 1 to 3, the phase adjustment mechanism 300 includes a drive rotator 10, a driven rotator 20, an assist member 30, a planet carrier 40, and a planetary gear 50.

  The overall cylindrical drive rotor 10 is formed by screwing a gear member 12 and a sprocket member 13 coaxially. As shown in FIGS. 1 and 2, the annular plate-like gear member 12 has a drive-side internal gear portion 14 having a tooth tip circle having a smaller diameter than the root circle on the peripheral wall portion. As shown in FIG. 1, the cylindrical sprocket member 13 has a plurality of teeth 16 protruding in the radial direction from the peripheral wall portion in the rotational direction. The sprocket member 13 is linked to the crankshaft by spanning a timing chain (not shown) between the teeth 16 and a plurality of teeth of the crankshaft. With this connection, when the engine torque output from the crankshaft is transmitted to the sprocket member 13 through the timing chain, the drive rotator 10 rotates in conjunction with the crankshaft. At this time, the rotation direction of the drive rotator 10 is the counterclockwise direction of FIGS.

  As shown in FIGS. 1 and 3, the bottomed cylindrical follower rotator 20 is coaxially disposed on the radially inner side of the sprocket member 13 in the drive rotator 10. The driven rotator 20 has a fixed portion 21 that is fitted on the camshaft 2 coaxially and fixed by screwing on the bottom wall portion. By such fixing, the driven rotating body 20 can rotate in conjunction with the cam shaft 2 and can rotate relative to the driving rotating body 10. Here, the rotational direction of the driven rotator 20 is set in the counterclockwise direction of FIGS.

  As shown in FIG. 1, the driven rotating body 20 has a driven-side internal gear portion 22 having a tooth tip circle having a smaller diameter than the root circle on the large-diameter peripheral wall portion. The inner diameter of the driven side internal gear part 22 is set larger than the inner diameter of the drive side internal gear part 14, and the number of teeth of the driven side internal gear part 22 is set larger than the number of teeth of the drive side internal gear part 14. . The driven-side internal gear portion 22 is disposed so as to be coaxially shifted to the opposite side of the actuator 100 with respect to the drive-side internal gear portion 14.

  The assist member 30 is a torsion coil spring, and is arranged coaxially on the inner peripheral side of the sprocket member 13. One end 31 of the assist member 30 is locked to the sprocket member 13, and the other end 32 of the assist member 30 is locked to the fixed portion 21. The assist member 30 is twisted between the rotating bodies 10 and 20 to generate assist torque, and bias the driven rotating body 20 toward the retard side with respect to the driving rotating body 10.

  As shown in FIGS. 1 to 3, the planetary carrier 40 having a cylindrical shape as a whole forms a transmission portion 41 to which brake torque is transmitted from the brake rotating body 130 of the actuator 100 on the peripheral wall portion. A pair of groove portions 42 are opened in the cylindrical hole-shaped transmission portion 41 disposed coaxially with the shaft portions 131 of the rotating bodies 10 and 20 and the brake rotating body 130, and are fitted into the groove portions 42. The transmission part 41 and the shaft part 131 are connected via the joint 43. With this connection, the planet carrier 40 can rotate integrally with the brake rotator 130 and can rotate relative to the drive rotator 10. Here, the rotation directions of the planet carrier 40 and the brake rotor 130 are counterclockwise in FIGS.

  As shown in FIGS. 1 to 3, the planetary carrier 40 has a bearing portion 46 for bearing the planetary gear 50 formed on the peripheral wall portion. A cylindrical surface-shaped bearing portion 46 that is eccentrically arranged with respect to the shaft portions 131 of the rotators 10 and 20 and the brake rotator 130 is fitted coaxially to the center hole 51 of the planetary gear 50 via the planetary bearing 48. Has been. The planetary gear 50 is supported by the bearing part 46 so that planetary motion is possible by such insertion. Here, the planetary motion refers to a motion in which the planetary gear 50 revolves around the eccentric center line of the bearing portion 46 with respect to the shaft portion 131 and revolves in the rotation direction of the planetary carrier 40. Therefore, when the planetary carrier 40 rotates relative to the drive rotator 10 in the revolving direction of the planetary gear 50, the planetary gear 50 performs planetary motion.

  As a whole, the stepped cylindrical planetary gear 50 has outer gear portions 52 and 54 having tooth tips with a diameter larger than the root circle on the peripheral wall portion. The drive-side external gear portion 52 disposed on the radially inner side of the drive-side internal gear portion 14 meshes with the internal gear portion 14 on the eccentric side of the bearing portion 46 with respect to the shaft portion 131. The driven-side external gear portion 54 that is coaxially displaced from the drive-side external gear portion 52 to the opposite side of the actuator 100 and is arranged on the radially inner side of the driven-side internal gear portion 22 is provided on the bearing portion 46 with respect to the shaft portion 131. The inner gear portion 22 is meshed with the eccentric side. The outer diameter of the driven-side external gear portion 54 is set larger than the outer diameter of the driving-side external gear portion 52, and the number of teeth of the driven-side external gear portion 54 and the driving-side external gear portion 52 is respectively the driven-side internal gear. The number of teeth is set to be the same as the number of teeth of the portion 22 and the drive side internal gear portion 14.

  The phase adjustment mechanism 300 having the above configuration includes the brake torque input to the brake rotator 130, the assist torque of the assist member 30 that acts on the brake rotator 130 in the opposite direction to the brake torque, and the camshaft. The engine phase is adjusted according to the balance with the variable torque transmitted from 2 to the brake rotor 130.

  Specifically, when the brake rotator 130 achieves the same speed rotation as the drive rotator 10 by holding the brake torque or the like, the planet carrier 40 does not rotate relative to the rotator 10. As a result, the planetary gear 50 rotates with the rotating bodies 10 and 20 without planetary motion, so that the engine phase is maintained.

  On the other hand, when the brake rotator 130 realizes rotation at a lower speed than the drive rotator 10 against the assist torque due to an increase in brake torque or the like, the planetary carrier 40 rotates relative to the retard side with respect to the rotator 10. To do. As a result, the planetary gear 50 moves in a planetary motion and the driven rotator 20 rotates relative to the advance angle side with respect to the drive rotator 10, so that the engine phase is advanced.

  On the other hand, when the brake rotator 130 receives the assist torque and realizes rotation at a speed higher than that of the drive rotator 10 due to a decrease in brake torque or the like, the planet carrier 40 rotates relative to the advance side with respect to the rotator 10. To do. As a result, the planetary gear 50 moves in a planetary motion and the driven rotor 20 rotates relative to the retard side with respect to the drive rotor 10, so that the engine phase is retarded.

(Control flow)
Next, a control flow realized by execution of the computer program by the energization control circuit 200 switched from the sleep mode to the operation mode will be described with reference to FIG.

In S100 of the control flow, whether the starting prediction condition C _s the next start is expected for an internal combustion engine in the stopped state is satisfied, it determines. Here, the start prediction condition C _s may be an event that occurs prior to the start of the internal combustion engine. For example, as the start condition C _w , in addition to the events illustrated above, a passenger seated on a vehicle seat, a vehicle seat belt, The installation by the occupant, confirmation of the presence of the occupant by the vehicle camera, etc. are employed.

In S101 start prediction condition _{C s} shifts from S100 when established, per cold state _{S l} the temperature of the magneto-rheological fluid 140 in the housing 110 becomes less than the lower limit temperature _{T l,} it determines whether it has detected . Here, the low temperature state S ₁ is provided in the casing 110 in addition to a state in which a physical quantity such as cooling water temperature having a predetermined correlation with the temperature of the magnetorheological fluid 140 in the internal combustion engine corresponds to a temperature of a value T ₁ or less. the fluid temperature may be in a state less than or equal to the value T _l which is measured by the temperature sensor.

In S102 proceeds from S101 by detecting the low-temperature state _{S l,} starts energization control of the period α with respect to the coil 150. As a result, the energizing current I that changes at the low-side frequency f _α and realizes the high-side electric power W _α is applied to the coil 150, so that the magnetorheological fluid 140 that receives the varying magnetic field and heat from the coil 150. High-efficiency heating is started.

In S103 subsequent to S102 determines, for example on operation of a vehicle engine switch, whether it has detected the engine start command O _s. As a result, when the start command O _s is detected by the transition to S104, and ends the started and period α energization control the cranking for starting the internal combustion engine. Therefore, the magnetorheological fluid 140 is continuously heated with high efficiency until the internal combustion engine is started.

In S105 following S104, the energization control of the period β is started for the coil 150. As a result, an energizing current I that changes at the high frequency f _β and realizes the low power W _β is applied to the coil 150, so that the magnetic viscosity that receives a low-intensity magnetic field that fluctuates at a high frequency from the coil 150. The engine phase is adjusted by the generation of the brake torque in a state where the fluid 140 is agitated and hardly heated (or in a state where the heating is substantially finished).

In the subsequent S106 to S105, every whether it has detected the complete combustion state _{S s} of the internal combustion engine, it determines. As a result, when the complete explosion state S _s is detected, the present control flow including the energization control in the period β is terminated. Therefore, when the internal combustion engine is started, stable brake torque can be generated by the stirring action of the magnetorheological fluid 140, and thus stable engine phase adjustment can be achieved.

In this embodiment when the low-temperature state _{S l} is not detected by the S101, determines a detection whether the start command _{O s} by S107 pursuant to S103, the start command _{O s} is detected, S105, S106 of The energization control in the period β is performed by execution.

In the first embodiment described so far, the magnetorheological fluid 140 is predicted to start the next internal combustion engine even if it is in the glass transition state (low temperature state S ₁ ) below the temperature T ₁ after the internal combustion engine is stopped. In such a case, the heat transfer effect can be combined with the temperature rising effect by the particle motion, so that the heating can be ensured. As a result, the magneto-rheological fluid 140 having a stable viscosity change amount corresponding to the applied magnetic field after being out of the glass transition state is hardly affected by heating while receiving a stirring action at the start of the internal combustion engine (or the influence of heating). Therefore, a desired brake torque can be stably input to the brake rotating body 130. Therefore, according to the phase adjusting mechanism 300 linked to the brake rotating body 130, the engine phase is adjusted to advance and optimized for starting the internal combustion engine, so that the startability of the internal combustion engine is ensured and the valve timing adjusting device 1 is obtained. It is possible to guarantee a high reliability of Moreover, in the first embodiment, the coil 150 for controlling the viscosity of the magnetorheological fluid 140 necessary for adjusting the valve timing during operation of the internal combustion engine (including when the engine is started) is also used for heating control of the fluid 140 before starting the engine. Since it is used, the reliability guarantee effect can be demonstrated with a simple configuration.

  As described above, in the first embodiment, the coil 150 and the energization control circuit 200 constitute a “viscosity control unit”, and the elements 150 and 200 also constitute a “heating control unit”.

(Second embodiment)
As shown in FIG. 9, the second embodiment of the present invention is a modification of the first embodiment. In the energization control in the period α in S102 (see FIG. 8) in the control flow of the second embodiment, instead of the pulse current, alternating at the low side frequency f _{α as} shown in FIG. 9A and within the specified time RT. as the alternating current to achieve a high side power amount W _alpha as active energy, for controlling the energization current I. As a result, as shown in FIG. 9B, the magnetorheological fluid 140 is not only subjected to a temperature rising action due to particle motion by applying a fluctuating magnetic field whose strength B fluctuates at the low side frequency f _α , but also has a high side electric energy. by receiving the heat transfer effect from the coil 150 which generates heat in response to W _alpha, it starts the heating.

In addition, in the energization control in the period β in S105 in the control flow of the second embodiment, instead of the pulse current, the active power is alternated at the high frequency f _{β as} shown in FIG. 9B and within the specified time RT. The energization current I is controlled so as to be an alternating current that realizes the low-side power amount _Wβ as an amount. As a result, the magnetic fluid 140, the application of the magnetic field strength B varies at a high side frequency f _beta as in FIG. 9 (b), by the heating limit of the coil 150 in response to the low side power amount W _beta, Stirred and less likely to be heated (or substantially finished heating).

  According to the second embodiment, not only can the magnetorheological fluid 140 in the glass transition state after the stop of the internal combustion engine be reliably heated when the next start of the internal combustion engine is predicted, At the time of starting, the amount of change in viscosity with respect to the applied magnetic field of the magnetorheological fluid 140 can be stabilized. According to this, a desired brake torque is stably input to the brake rotating body 130, and the engine phase adjusted by the phase adjusting mechanism 300 linked to the rotating body 130 is optimized for starting the internal combustion engine. . Therefore, it is possible to ensure the startability of the internal combustion engine and ensure high reliability as the valve timing adjusting device 1.

(Third embodiment)
As shown in FIG. 10, the third embodiment of the present invention is a modification of the first embodiment. In the energization control of period α in S102 (see FIG. 8) in the control flow of the third embodiment, instead of the pulse current, as shown in FIG. so that a constant current I _alpha to realize _alpha, controls the energization current I. As a result, the magnetorheological fluid 140 is applied with a magnetic field having a constant strength B as shown in FIG. 10B and receives a heat transfer action from the coil 150 that generates heat in accordance with the high-side power amount W _α . Heating is started.

In addition, in the energization control in the period β in S105 in the control flow of the second embodiment, the low-side power amount W _β is realized as the active power amount within the specified time RT as shown in FIG. The energization current I is controlled so that the constant current _Iβ is constant. As a result, the magnetic fluid 140, while receiving the heating limiting action of the coil 150 in response to the low side power amount W _beta, that the intensity B as shown in FIG. 10 (b) is applied a constant magnetic field, is heated It becomes difficult (or heating is substantially finished).

  According to the third embodiment, the magnetorheological fluid 140 that has entered the glass transition state after the internal combustion engine is stopped can be heated when the next start of the internal combustion engine is predicted. Sometimes, the amount of change in viscosity with respect to the applied magnetic field of the magnetorheological fluid 140 can be stabilized. Therefore, a desired brake torque can be stably input to the brake rotator 130 and the engine phase adjusted by the phase adjustment mechanism 300 linked to the rotator 130 can be optimized for starting the internal combustion engine. Therefore, it is possible to ensure the startability of the internal combustion engine and guarantee the reliability as the valve timing adjusting device 1.

(Fourth embodiment)
As shown in FIG. 11, the fourth embodiment of the present invention is a modification of the first embodiment. In the control flow of the fourth embodiment, S400 and S401 as shown in FIG. 11 are executed.

Specifically, in S400 shifts from S102, per normal temperature state _{S n} that the temperature of the magnetic fluid 140 is the lower limit temperature _{T l} exceeded in the housing 110, determines whether it has detected. Here, the normal temperature state S _n, other conditions physical quantity such as, for example, cooling water temperature has a temperature and a predetermined correlation between the MRF 140 corresponding to the temperature exceeds the value T _l in an internal combustion engine, the housing 110 The fluid temperature measured by the provided temperature sensor may be in a state exceeding the value _Tl .

While S400 by undetected normal temperature state _{S n} is, S103, S400 that is repeated, the MRF 140 to the starting of the internal combustion engine can be continued heating at high efficiency. On the other hand, when the normal temperature state S _n is detected by the S400, after completion of the energization control remains period α in a stopped state of the internal combustion engine proceeds to S401, waiting for the start of the internal combustion engine proceeds to S107 . At the time of transition to S105 by executing S107 passed through the S401, so that the temperature of the heated magnetic fluid 140 can inhibit a situation in which the lower than the lower limit temperature T _l, the energization control described in the first embodiment The set time ST of the circuit 200 is adjusted as appropriate.

According to such a fourth embodiment, the normal temperature state S reliably exceeding the temperature T ₁ after the next start of the internal combustion engine is predicted for the magnetorheological fluid 140 that has entered the glass transition state after the internal combustion engine is stopped. Heat until _n . Therefore, at the time of starting the internal combustion engine, it is possible to realize an optimum engine phase by controlling the viscosity of the magnetorheological fluid 140 that is out of the glass transition state, thereby ensuring high reliability.

(Fifth embodiment)
As shown in FIG. 12, the fifth embodiment of the present invention is a modification of the fourth embodiment. In the control flow of the fifth embodiment, S500 as shown in FIG. 12 is executed instead of S400.

Specifically, in S500, it is determined whether or not a predetermined heating time HT has elapsed after the transition from the latest S101 to S102 (that is, after the start of heating by energization control in the period α). Here the heating time HT is a time required for heating to the MRF 140 a low temperature state S _l in the housing 110 is the lower limit temperature T _l normal temperature state S _n of the excess, low The frequency is set in advance in consideration of the side frequency f _α and the magnitude of the high power amount W _α .

  While the elapse of the heating time HT is not confirmed in S500, the magnetic viscous fluid 140 can be continuously heated with high efficiency until the internal combustion engine is started by repeating S103 and S500. On the other hand, when the heating time HT is confirmed in S500, the process shifts to S401 to end the energization control in the period α while the internal combustion engine is stopped, and then shifts to S107 to wait for the start of the internal combustion engine. Become.

According to the fifth embodiment, the heating time for reliably exceeding the temperature T ₁ after the next start of the internal combustion engine is predicted for the magnetorheological fluid 140 that has entered the glass transition state after the internal combustion engine is stopped. Heat can be applied until HT has elapsed. Therefore, at the time of starting the internal combustion engine, it is possible to realize an optimum engine phase by controlling the viscosity of the magnetorheological fluid 140 that is out of the glass transition state, thereby ensuring high reliability.

(Sixth embodiment)
As shown in FIG. 13, the sixth embodiment of the present invention is a modification of the first embodiment. The actuator 600 of the sixth embodiment includes a heating control coil 650 that controls the heating of the fluid 140 separately from the viscosity control coil 150 as the coil 150 that controls the viscosity of the magnetorheological fluid 140 necessary for valve timing adjustment. ing.

  Specifically, a heating control coil 650 formed by winding a metal wire around a resin bobbin 651 is embedded coaxially in the cover member 112 of the housing 110 via the bobbin 651. Thus, when the heating control coil 650 held in the casing 110 is energized on the opposite side of the cover member 112 across the rotor portion 132 in the axial direction, the cover member 112, the magnetic gap 114b, the rotor portion 132, A magnetic field is generated so that the magnetic flux passes through the magnetic gap 114a and the fixed member 111. As a result, the magnetic field generated by the heating control coil 650 is applied to the magnetorheological fluid 140 in the magnetic gaps 114a and 114b in the fluid chamber 114.

  Further, the cover member 112 embedded with the heating control coil 650 covered with the resin bobbin 651 is exposed to the magnetic gap 114 b in the fluid chamber 114. In the actuator 600 adopting such an exposure configuration, the heat generated by energizing the heating control coil 650 is transmitted to the magnetorheological fluid 140 in the magnetic gap 114b through the resin bobbin 651 and the cover member 112. In this embodiment, the cover member 112 is formed of two magnetic materials 612a and 612b sandwiching the heating control coil 650, and one of the magnetic materials 612a is exposed to the magnetic gap 114b.

  Further, an energization control circuit 620 is electrically connected to the heating control coil 650. In addition to the same configuration and function as the energization control circuit 200 described in the first embodiment, the energization control circuit 620 adjusts the magnetic field applied to the magnetorheological fluid 140 in the operation mode when energizing the heating control coil 650. As described above, a function of controlling the viscosity control coil 150 independently of energization is also provided. Here, the energization control for the heating control coil 650 can be realized by controlling the energization current I to the coil 650 as described later in detail according to the energization control for the viscosity control coil 150 described in the first embodiment. It has become.

In the control flow of the sixth embodiment implemented by such an energization control circuit 620, S600 as shown in FIG. 14 is executed instead of S102. In S600, the energization control for the period α is started not for the viscosity control coil 150 but for the heating control coil 650. As a result, an energizing current I that changes at the low-side frequency f _α and realizes the high-side electric power W _α is applied to the heating control coil 650, so that the magnetic viscosity that receives the variable magnetic field and heat from the coil 650 is provided. High-efficiency heating of the fluid 140 is started according to the first embodiment. Note that the energization control of the period α to the heating control coil 650 is terminated together with the start of cranking according to the start command O _s by the execution of S103 and S104, so that the magnetorheological fluid 140 starts the internal combustion engine. Can be continuously heated with high efficiency.

  Therefore, also in the sixth embodiment described so far, the energization control to the heating control coil 650 when the next start of the internal combustion engine is predicted for the magnetorheological fluid 140 that has entered the glass transition state after the internal combustion engine is stopped. Thus, it can be surely heated. In addition, when the internal combustion engine is started, it is possible to substantially avoid the influence of heating on the magnetorheological fluid 140 in the energization control (S105) to the viscosity control coil 150 by reliably ending the energization control to the heating control coil 650. It becomes. In this way, the heating control and the viscosity control by applying a magnetic field are performed on the magnetorheological fluid 140 aiming at the necessary time, respectively, and the reliability guarantee effect at the start of the internal combustion engine can be enhanced.

  As described above, in the sixth embodiment, the viscosity control coil 150 and the energization control circuit 620 jointly constitute the “viscosity control means”, and the heating control coil 650 and the energization control circuit 620 jointly constitute the “heating control means”. It is composed.

(Seventh embodiment)
As shown in FIG. 15, the seventh embodiment of the present invention is a modification of the sixth embodiment. In the control flow of the seventh embodiment, S700 to S703 as shown in FIG. 15 are executed.

  Specifically, in S700 executed instead of S104, cranking for starting the internal combustion engine starts, but in a state where the energization control for the period α with respect to the heating control coil 650 is continued even in the period β, S105 is performed. Migrate to

  Further, in S701 executed following S105, the change in the engine phase is performed after the transition from the latest S700 to S105 (that is, after the start of the engine phase adjustment by the energization control of the period β to the viscosity control coil 150). It is determined whether or not it has been detected. Here, regarding the presence or absence of a change in engine phase, for example, when the change amount of the engine phase is calculated based on the output signals of the rotation sensors of the crankshaft and camshaft 2, and the change amount becomes equal to or larger than the set amount Δθ. , And determine that there is a change. As a result, when a change in the engine phase is detected, the energization control for the heating control coil 650 is terminated by shifting to S702, and the process proceeds to S106. From these facts, the magnetorheological fluid 140 can be continuously heated with high efficiency until the engine phase changes in the internal combustion engine.

In the present embodiment along with the execution of the above S700～S702, when the start command _{O s} is detected by the S107, that shifts to S106 after executing the S703 equivalent to S105, viscosity control coil The energization control of period β with respect to 150 is performed.

  According to the seventh embodiment, after the internal viscosity of the magnetorheological fluid 140 in the glass transition state after the internal combustion engine is stopped, the engine phase is determined by viscosity control accompanying the start of the internal combustion engine after the next start of the internal combustion engine is predicted. It can be heated until it changes reliably. Therefore, at the time of starting the internal combustion engine, it is possible to realize an optimum engine phase by controlling the viscosity of the magnetorheological fluid 140 that is out of the glass transition state, thereby ensuring high reliability.

(Other embodiments)
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 various embodiments and combinations can be made without departing from the scope of the present invention. Can be applied.

Specifically, in the first, second, and fourth to seventh embodiments, in the energization control of the period 150 to the coil 150, the active power amount within the specified time RT is changed from the low-side frequency _fα to the high-side frequency _fβ. depending on the changes to increase than the power amount W _alpha in the period alpha, or may be set to the same value and irrespective power amount W _alpha to the change. Also in the third embodiment, energization control period β for the coil 150, higher than that amount of power W _alpha in the period alpha active energy within a specified time RT, or set to the same value and the amount of power W _alpha May be. Further, in the first to seventh embodiments, a configuration in which a heat transfer action from the coils 150 and 650 to the magnetorheological fluid 140 is hardly generated or substantially not generated may be employed. You may deform | transform so that active electric energy may not be controlled.

In the first, second, and fourth to seventh embodiments, the energization control for the periods α and β for the coils 150 and 650 is set by directly controlling the fluctuation frequencies f _α and f _β of the energization current I. _{Alternatively} , the fluctuation frequencies f _α and f _β may be set by controlling the fluctuation period of the energization current I. In the first, second, and fourth to seventh embodiments, in the energization control of the coil 150 during the period β, the variation frequency of the energization current I is changed from the high-side power amount W _α to the low-side power amount W _β . it may be set to the same value and irrespective frequency f _alpha to reduce, or the change than the frequency f _alpha in the period alpha in accordance with the. Further, in the sixth and seventh embodiments, a configuration may be adopted in which the magnetic field generated by the coil 650 is difficult to be applied to the magnetorheological fluid 140 or is not substantially applied. The variation frequency may be modified so as not to control.

Second, third, in the control flow of the sixth and seventh embodiments, between S102 or S600 and S103, executes the S400 pursuant to the fourth embodiment, the detection is normal temperature state _{S n} by the S400 In such a case, the process may be modified such that S401 according to the fourth embodiment is executed and the process proceeds to S107. Moreover, in the control flow of 2nd, 3rd, 6th, and 7th embodiment, S500 according to 5th embodiment is performed between S102 or S600, and S103, and progress of heating time HT by the said S500 If it is confirmed, S401 according to the fifth (fourth) embodiment may be executed, and the process may be changed to S107. Furthermore, in the control of the sixth and seventh embodiments, the energization control according to S102 of the second embodiment or the energization control according to S102 of the third embodiment may be performed on the coil 650 in S600.

  In the first to seventh embodiments, a dedicated circuit for energizing the coils 150 and 650 is provided between the energization control circuits 200 and 620 and the coils 150 and 650 in accordance with a control command from the energization control circuits 200 and 700. You may deform | transform into. In the first to seventh embodiments, the holding positions of the coils 150 and 650 in the housing 110 can be set as appropriate, and may be set, for example, on the outer peripheral side of the rotor portion 132. Furthermore, in the first to seventh embodiments, the structure of the phase adjustment mechanism 300 is arbitrary as long as the engine phase can be adjusted in accordance with the brake torque input to the rotary body 130 in conjunction with the brake rotary body 130. A structure can be adopted.

  The relationship between “advance angle” and “retard angle” may be performed in the opposite manner to the first to seventh embodiments. In addition to the device that adjusts the valve timing of the intake valve as the “valve”, the present invention also includes a device that adjusts the valve timing of the exhaust valve as the “valve”, both the intake valve and the exhaust valve. It can be applied to a device for adjusting the valve timing.

DESCRIPTION OF SYMBOLS 1 Valve timing adjustment apparatus, 2 Cam shaft, 4 Battery, 10 Drive rotary body, 13 Sprocket member, 20 Driven rotary body, 30 Assist member, 50 Planetary gear, 100,600 Actuator, 110 Case, 111 Fixing member, 112 Cover Member, 114 fluid chamber, 114a, 114b magnetic gap, 131 shaft portion, 132 rotor portion, 140 magnetorheological fluid, 150 coil (viscosity control means / heating means) / viscosity control coil (viscosity control means), 151, 651 resin bobbin , 200,620 energization control circuit (viscosity controller, heating control means) 300 phase adjustment mechanism, 612a, 612b magnetic material, 650 heating control coil (heating control means), _{C s} start prediction condition, f _alpha low side frequency, f _beta high side frequency, HT heating time, I applied current, _{O s} start command, _{S l} cold state , _{S s} complete combustion state, _{S n} normal temperature state, RT specified time, ST set time, _{T l} lower limit temperature, W _alpha high side power amount, W _beta low-side power amount, [Delta] [theta] set amount

Claims (10)

A valve timing adjusting device for adjusting a valve timing of a valve that opens and closes a camshaft by torque transmission from a crankshaft in an internal combustion engine,
A housing that forms a fluid chamber therein;
A magnetorheological fluid in which magnetic particles are dispersed, enclosed in the fluid chamber, and the viscosity is changed by applying a magnetic field;
Viscosity control means for variably controlling the viscosity of the magnetorheological fluid by applying a magnetic field to the magnetorheological fluid;
A brake rotating body that is rotatably supported by the housing and is in contact with the magnetorheological fluid in the fluid chamber, to which a brake torque according to the viscosity of the magnetorheological fluid is input;
A phase adjustment mechanism that is linked to the brake rotator and adjusts a relative phase between the crankshaft and the camshaft in accordance with the brake torque input to the brake rotator;
A heating control means for starting heating of the magnetorheological fluid when a start prediction condition for predicting the next start is satisfied for the internal combustion engine in a stopped state;
Equipped with a,
The heating control for heating the magnetorheological fluid by applying to the magnetorheological fluid a magnetic field generated by energizing the coil as a fluctuating magnetic field whose strength varies with the coil held by the casing The means starts heating the magnetorheological fluid when detecting a state in which the temperature of the magnetorheological fluid is lower than a lower limit temperature necessary for the change of the relative phase when the start prediction condition is satisfied. The valve timing adjustment device. Said heating control means, by transferring heat that is generated by energizing the prior Kiko yl to the magneto-rheological fluid, the valve timing control according to claim 1, characterized in that heating the MRF apparatus. Said heating control means, by application of magnetic field generated by energization of the coil to the magnetic fluid, according to claim 1, characterized by variably controlling the viscosity of the magnetic viscous fluid as the viscosity control unit or valve timing controller according to 2. Before Symbol heating control means,
When the start prediction condition is satisfied, until the internal combustion engine is started, the fluctuation frequency of the fluctuation magnetic field is set to a low frequency,
4. The valve timing adjusting device according to claim 3 , wherein the fluctuation frequency of the fluctuation magnetic field is changed to a high frequency higher than the low frequency as the internal combustion engine is started. 5. The heating control means for heating the magnetorheological fluid by transferring heat generated by energizing the coil to the magnetorheological fluid,
When the start prediction condition is satisfied, until the start of the internal combustion engine, the energization power amount to the coil is set to a high-side power amount,
Wherein with the start of the internal combustion engine, the valve timing controller according energization electric energy to the coil to claim 3 or 4, characterized in that to change the low side power amount is lower than the high-side power. The heating control means has a heating control coil as the coil,
The viscosity control means has a viscosity control coil as a coil different from the heating control coil, and applies the magnetic field generated by energizing the viscosity control coil to the magnetorheological fluid, thereby valve timing controller according to claim 1 or 2, characterized in that variably controlling the viscosity of the fluid. The viscosity control means controls the viscosity of the magnetorheological fluid so that the relative phase changes as the internal combustion engine starts.
7. The heating control unit according to claim 6 , wherein after the heating of the magnetorheological fluid is started, the heating control unit ends the heating when the change of the relative phase is detected as the internal combustion engine is started. Valve timing adjustment device. The heating control means ends heating when detecting a state in which the temperature of the magnetorheological fluid exceeds the lower limit temperature necessary for the change of the relative phase after starting the heating of the magnetorheological fluid. The valve timing adjusting device according to any one of claims 1 to 6 . The heating control means ends heating when the heating time for the temperature of the magnetorheological fluid to exceed the lower limit temperature necessary for the change of the relative phase has elapsed after the heating of the magnetorheological fluid is started. The valve timing adjusting device according to any one of claims 1 to 6 , wherein The valve timing according to any one of claims 1 to 6 , wherein the heating control unit ends the heating as the internal combustion engine starts after starting the heating of the magnetorheological fluid. Adjustment device.

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