JP6131665B2 - Valve timing control device - Google Patents

Description

  The present invention includes a drive-side rotator that rotates synchronously with a crankshaft of an internal combustion engine, an outer peripheral wall portion that constitutes the drive-side rotator, and a front wall portion and a rear wall portion that are provided at both ends along the rotation axis. Integrated with the camshaft for opening and closing the valve on the same rotational axis as the drive-side rotator while forming a space to be an advance chamber and a retard chamber between the inner surface of the drive-side rotator A driven driven rotating body that rotates, and a phase control unit that controls the relative phase between the driving rotating body and the driven rotating body by supplying and discharging working fluid to and from the advance chamber or the retard chamber. The present invention relates to a valve opening / closing timing control device.

The valve opening / closing timing control device, for example, changes the relative phase between the driving side rotating body and the driven side rotating body to a predetermined phase when the internal combustion engine is stopped in order to improve the startability of the internal combustion engine. After start-up, it is possible to execute control to change the relative phase to the advance side (the side where the advance chamber volume increases) or the retard side (the side where the retard chamber volume increases).
When the internal combustion engine is started, for example, when the relative phase between the driving side rotating body and the driven side rotating body is not fixed to an intermediate lock phase suitable for starting, the driven side rotating body is fixed to the driving side rotating body. It is necessary to fix it to the intermediate lock phase quickly for easy tapping.
In addition, the change of the relative phase after the start of the internal combustion engine is achieved by supplying the working fluid to either the advance chamber or the retard chamber and increasing the volume thereof, while simultaneously increasing the volume of the other advance chamber or retard chamber. This is done by reducing the volume.
For this reason, if the working fluid remains in the other advance chamber or retard chamber whose volume is to be reduced, either the advance chamber or the retard chamber is discharged while discharging the remaining working fluid. It is necessary to supply a working fluid to
Since there is usually a gap at the interface between the drive-side rotator and the driven-side rotator that allows leakage of the working fluid remaining in the advance chamber or retard chamber to the outside. It is possible to supply the working fluid to either the advance chamber or the retard chamber while discharging the remaining working fluid through the gap.
However, if the discharge speed of the working fluid through such a gap is slow, the rapid increase in the volume of the advance chamber or the retard chamber is prevented, and the operation to either the advance chamber or the retard chamber is prevented. Since the fluid supply speed decreases, the relative phase cannot be changed quickly.

Japanese Patent Laid-Open No. 2004-151867 discloses that the discharge of the working fluid remaining in the advance chamber or the retard chamber is promoted while the internal combustion engine is stopped, so that the relative phase can be quickly changed after the internal combustion engine is started. A valve opening / closing timing control device in which an air inflow mechanism is provided on a side wall portion or a rear side wall portion is disclosed.
In this air inflow mechanism, an air inflow passage that communicates the external space of the drive side rotor with the advance chamber or retard chamber is formed in the front side wall portion or the rear side wall portion, and a valve that opens and closes the air inflow passage. A body and a spring that biases the valve body toward the opening side.
When the internal combustion engine is stopped, the valve body moves to the side where the air inflow path is opened by the biasing force of the spring, and allows the inflow of air into the advance chamber or the retard chamber related to the discharge of the working fluid. When the driving side rotating body rotates by starting the engine, the air inflow path is closed by the centrifugal force against the urging force of the spring, thereby preventing the inflow of air.

JP 2010-223212 A

An air inflow mechanism provided in a conventional valve opening / closing timing control device has an air inflow passage that communicates an external space of a driving side rotor with an advance chamber or a retard chamber on a front side wall portion or a rear side wall portion. A valve body that opens and closes the inflow path and a spring that biases the valve body toward the opening side are provided.
For this reason, there is a problem that the structure of the air inflow mechanism is complicated and it is difficult to reduce the manufacturing cost.
Further, since the valve body and the urging spring are assembled in the air inflow passage formed in the front side wall part or the rear side wall part, the thickness of the front side wall part or the rear side wall part becomes thick, and it is difficult to reduce the size of the apparatus. There is also.
The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a valve opening / closing timing control device that is provided with an air inflow mechanism and that can easily reduce the manufacturing cost and reduce the size of the device.

The characteristic configuration of the valve timing control apparatus according to the present invention is provided at a driving side rotating body that rotates synchronously with a crankshaft of an internal combustion engine, an outer peripheral wall portion that constitutes the driving side rotating body, and both ends along a rotation axis. On the same rotational axis as the drive side rotator while forming a space for an advance angle chamber and a retard angle chamber between the front side wall portion and the rear side wall portion and between the inner surface of the drive side rotator The driven-side rotating body that rotates integrally with the camshaft for opening and closing the valve, and the working fluid is supplied to and discharged from the advance chamber or the retard chamber, and the relative phase between the drive-side rotating body and the driven-side rotating body A phase control unit for controlling the air flow, and permitting air to flow into at least one of the advance chamber and the retard chamber when the working fluid is discharged from the advance chamber and the retard chamber. At least the front side wall and the rear side wall. The air inlet mechanism is provided between the one and the driven side rotational member,
The air inflow mechanism is attached to an annular groove provided in the driven-side rotator, and the longitudinal axis of the rotating shaft core with respect to the inner peripheral surface of the drive-side rotator facing the annular groove from the ring radial direction. A seal ring that is slidable along a direction, and an air inflow path that opens and closes as the seal ring slides is provided between the drive-side rotator and the driven-side rotator or the seal ring. It is in the point formed in at least any one of these .

The valve opening / closing timing control device of the present configuration allows air to flow into at least one of the advance chamber and the retard chamber when discharging the working fluid from the advance chamber and the retard chamber. As described above, an air inflow mechanism is provided between at least one of the front side wall part and the rear side wall part and the driven side rotating body.
That is, when the working fluid is discharged from the advance chamber and the retard chamber while the internal combustion engine is stopped, the internal pressure of these advance chamber and retard chamber tends to become negative. At this time, the working fluid is quickly discharged to prevent air from entering the at least one of the advance chamber and the retard chamber through the air inflow mechanism and the internal pressure of at least one chamber from becoming negative. The

Further, the driving side rotating body and the driven side rotating body rotate relative to each other, and some gap originally exists between the two. Since such a gap is located at a position close to the advance chamber and the retard chamber, the air inflow path to both chambers can be shortened, and air can easily enter. The present configuration using such a gap can efficiently take in air without greatly changing the configuration of the conventional valve timing control apparatus.
In other words, using the phenomenon that the internal pressure of both chambers becomes negative when the working fluid is discharged from the advance chamber and the retard chamber, the advance chamber or the retard chamber related to the discharge of the working fluid is used. Positively allow the inflow of air.
Therefore, with the valve opening / closing timing control device of this configuration, the structure of the air inflow mechanism can be simplified, so that the manufacturing cost can be easily reduced and the device can be easily downsized.

If the seal ring is slidable along the longitudinal direction of the rotation axis with respect to the inner peripheral surface of the drive side rotator as in this configuration, the advance chamber and the valve opening / closing timing control device are operated. Since pressure is applied to the retardation chamber, the seal ring is pressed against one wall portion forming the annular groove. Further, since the seal ring is in contact with the inner peripheral surface of the drive side rotating body facing the annular groove from the ring radial direction, centrifugal force acts on the seal ring during operation of the valve timing control device. The seal ring is pressed against the inner peripheral surface of the drive side rotating body. Therefore, during operation, communication with the external space of the air inflow path is prevented, and leakage of the working fluid is effectively suppressed.
On the other hand, when the internal combustion engine and the valve timing control device stop, the working fluid in the advance chamber and the retard chamber starts to flow out and the internal pressure in both chambers becomes negative. The opening operation is performed so that the air inflow path communicates with the external space by moving away from the section.
In this way, the sealing effect and the air inflow effect can be reliably obtained while having a relatively simple configuration.

  Another feature of the present invention is that the air inflow path is a wall portion forming an annular groove provided in the driven side rotating body, and the internal pressure of the advance chamber and the retard chamber is negative. The seal ring is formed by a groove portion along the radial direction of the ring provided on the adjacent wall portion.

If the air inflow path is formed on the driven side rotating body as in this configuration, for example, when the driven side rotating body is manufactured by sintering, the air inflow path is formed at the same time as sintering. can do. Also, when the air inflow path is formed by cutting the driven-side rotating body or the like, since these processed portions are on the surface side of the member, it is easy to perform such processing.
On the other hand, it is possible to form a groove or a hole in the seal ring to form an air inflow path. In this case, however, the sealing function and the air intake function must be processed together with relatively fine members. There is little freedom of processing.
Therefore, the air inflow mechanism can be rationally configured by processing the driven side rotating body as in this configuration.

1 is a cross-sectional view taken along a rotation axis X representing the overall configuration of a valve opening / closing timing control device according to the present invention. FIG. 2 is a cross-sectional view taken along line II-II in FIG. 1 in a locked state. FIG. 3 is a cross-sectional view taken along the line III-III in FIG. 1 in an unlocked state. The expanded sectional view which shows the air inflow mechanism of the state which closed the air inflow path. The expanded sectional view which shows the air inflow mechanism of the state which opened the air inflow path. The VI-VI line arrow directional cross-sectional view of FIG. 1 which shows arrangement | positioning of an air inflow path. FIG. 7 is a sectional view taken along line VII-VII in FIG. The perspective view which shows an inner rotor and a seal ring. The expanded sectional view which shows the air inflow mechanism which closed the air inflow path in 2nd Embodiment. The expanded sectional view which shows the air inflow mechanism which opened the air inflow path in 2nd Embodiment. The perspective view which shows the seal ring in 2nd Embodiment. The expanded sectional view which shows the air inflow mechanism which closed the air inflow path in 3rd Embodiment. The expanded sectional view which shows the air inflow mechanism which opened the air inflow path in 3rd Embodiment. The expanded sectional view which shows the air inflow mechanism which closed the air inflow path in 4th Embodiment. The expanded sectional view which shows the air inflow mechanism which opened the air inflow path in 4th Embodiment. The expanded sectional view which shows the air inflow mechanism which closed the air inflow path in 5th Embodiment. The expanded sectional view which shows the air inflow mechanism which opened the air inflow path in 5th Embodiment. The perspective view which shows the seal ring in 5th Embodiment.

Embodiments of the present invention will be described below with reference to the drawings.
[First Embodiment]
1 to 8 show a valve opening / closing timing control device A according to the present invention provided in an internal combustion engine B. FIG.
As shown in FIGS. 1 to 3, the valve timing control device A is made of a metal such as a sintered metal or an aluminum alloy as a drive side rotating body that rotates synchronously with a crankshaft B1 of an automobile engine B as an internal combustion engine. And a sintered metal inner rotor 2 as a driven rotating body that rotates integrally with the camshaft B2 for opening and closing the valve on the same rotation axis as that of the housing 1.

The housing 1 includes an outer rotor 1d constituting an outer peripheral wall portion, a front plate 1a constituting a front side wall portion provided at both ends along the rotational axis X of the outer rotor 1d, and a rear plate 1c constituting a rear side wall portion. It is integrated by fastening with screws or the like.
The rear plate 1c is integrally provided with a timing sprocket 1b.

The inner rotor 2 is integrally fixed to the front end portion of the camshaft B2 with a bolt 2a, and is assembled to the housing 1 so as to be relatively rotatable within a certain angle range.
The camshaft B2 is a rotating shaft of a cam (not shown) that controls opening and closing of the intake valve of the engine B, and is rotatably assembled to a cylinder head (not shown) of the engine B.

  The inner rotor 2 includes a first shaft portion 13 and a second shaft portion 14 that project left and right along the rotation axis X. As shown in FIGS. 4 and 5, the front plate 1 a is formed on the first shaft portion 13. On the other hand, a front inner peripheral surface 16 is provided which is opposed from the radial direction with an interval over the entire circumference, and the rear plate 1c is disposed in the rear facing the second shaft portion 14 with an interval over the entire circumference. A peripheral surface 17 is provided.

When the crankshaft B1 is rotationally driven, the rotational driving force is transmitted to the timing sprocket 1b via the power transmission member B3, and the housing 1 rotates in the rotational direction indicated by the arrow S in FIGS.
As the housing 1 rotates, the inner rotor 2 is driven to rotate in the rotational direction S together with the camshaft B2, and the cam provided on the camshaft B2 opens and closes the intake valve of the engine B.

The inner rotor 2 is enclosed by an outer rotor 1 d constituting the housing 1, a front plate 1 a and a rear plate 1 c, and forms four fluid pressure chambers (spaces) 3 between the inner surface of the housing 1.
The fluid pressure chamber 3 is partitioned by four projecting portions 4 formed on the inner peripheral side of the outer rotor 1d so as to project from each other in the rotational direction S and project radially inward.

  A vane groove 5a is formed in the outer peripheral portion of the inner rotor 2 facing each fluid pressure chamber 3, and the vane 5 is slidably mounted along the radial direction in these vane grooves 5a. The vane 5 is urged outward in the radial direction by a spring (not shown) provided on the back side of the vane groove 5a.

The fluid pressure chamber 3 is partitioned by a vane 5 into a space that becomes an advance chamber 3a and a retard chamber 3b. The advance chamber 3a and the retard chamber 3b are connected to an advance channel 6a and a retard channel 6b formed in the inner rotor 2, respectively.
A fluid supply / discharge mechanism 7 that supplies and discharges working fluid (hydraulic oil) to and from the advance chamber 3a and the retard chamber 3b is provided via the advance channel 6a and the retard channel 6b.

A torsion spring (not shown) is mounted across the inner rotor 2 and the front plate 1a. Due to the urging force of the torsion spring, the relative rotational phase of the housing 1 and the inner rotor 2 moves in the advance direction indicated by the arrow S1 with respect to the housing 1 (the direction in which the volume of the advance chamber 3a increases). Is being energized.

When the engine B is stopped, the valve opening / closing timing control device A determines the relative rotational phase between the housing 1 and the inner rotor 2 as the most advanced angle phase (the phase at which the volume of the advanced angle chamber 3a becomes maximum) and the most retarded angle phase (slow). The lock mechanism 8 is fixed to an intermediate lock phase that is an intermediate phase between the corner chamber 3b and the phase where the volume of the corner chamber 3b is maximized.
The intermediate lock phase is a predetermined phase that is optimal for starting the engine B, or a phase that is suitable for reducing exhaust gas within a range where the engine B can be started.

  The lock mechanism 8 includes a first lock portion 9 that restricts relative rotation of the inner rotor 2 with respect to the housing 1 in the advance angle direction S1 and a retard angle direction indicated by an arrow S2 with respect to the housing 1 of the inner rotor 2 (the volume of the retard chamber 3b is A second lock portion 10 that restricts relative rotation in the direction of increasing), and a switching mechanism 11 that can be switched between a locked state that is fixed to the intermediate lock phase and a unlocked state that releases the fixed state.

  As shown in FIG. 2, the lock mechanism 8 regulates the relative rotation of the inner rotor 2 with respect to the housing 1 by the first lock portion 9 and the second lock portion 10, thereby changing the relative rotation phase between the housing 1 and the inner rotor 2. Fix to the intermediate lock phase.

The first lock portion 9 includes a first recess 9c formed in the inner rotor 2, and a first lock member 9b that is provided in the outer rotor 1d and engages and disengages from the first recess 9c.
The first lock member 9b is housed in the first housing portion 9a so as to be able to move in and out toward the radially inner side, and has a locked state in which the tip portion enters and engages with the first recess 9c from the rotational radial direction. The first recessed portion 9c is switched to the unlocked state in which the first recessed portion 9c is retracted from the rotational radial direction to release the engagement.

The second lock portion 10 includes a second recess 10c formed in the inner rotor 2, and a second lock member 10b that is provided in the outer rotor 1d and engages and disengages from the second recess 10c.
The second lock member 10b is housed in the second housing portion 10a so as to be able to move in and out radially inward, and the distal end portion enters the second recess 10c from the rotational radial direction and engages with the locked state. The second recessed portion 10c is switched to the unlocked state in which the engagement is released by retreating from the rotational radial direction.

Each of the first lock portion 9 and the second lock portion 10 includes compression coil springs 9d and 10d that project and bias the corresponding first lock member 9b or second lock member 10b in the direction of engagement with the recesses 9c and 10c. ing.
The unlocking flow path 12 formed in the inner rotor 2 is opened at the back bottom surface of each of the first recess 9c and the second recess 10c.
The unlocking flow path 12 supplies the first and second recesses 9c and 10c with working fluid that causes the first and second lock portions 9 and 10 to be retracted from the corresponding first and second recesses 9c and 10c. .

  Accordingly, the lock mechanism 8 is configured such that the first lock member 9b is engaged with the first recess 9c and the second lock member is not supplied to the first recess 9c and the second recess 10c. By engaging 10b with the second recess 10c, as shown in FIG. 2, the relative rotation phase between the housing 1 and the inner rotor 2 is switched to a locked state that fixes the intermediate lock phase.

  Further, when the working fluid is supplied to the first recess 9c and the second recess 10c, the lock mechanism 8 has a first recess 9c corresponding to the first lock 9 and the second lock 10 as shown in FIG. And it retracts from the 2nd recessed part 10c, and switches to a lock release state.

  The fluid supply / discharge mechanism 7 locks the first lock portion 9 and the second lock portion 10 by supplying and discharging the working fluid to and from the first recess portion 9c and the second recess portion 10c via the unlocking flow path 12. It functions as a switching mechanism 11 that can be switched between a state and an unlocked state.

  As shown in FIG. 1, the fluid supply / discharge mechanism 7 is driven by the engine B and supplies a working fluid to the mechanical oil pump 18 that supplies the working fluid, and the advance fluid passage 6a and the retard fluid passage 6b. A spool-type OCV (oil control valve) 19 that controls discharge, a spool-type OSV (oil switching valve) 20 that switches between supply and discharge of the working fluid to the unlocking flow path 12, OCV 19, OSV 20, and oil An ECU (Engine Control Unit) 21 that controls the operation of the pump 18 is provided.

  The ECU 21 changes the position of the spool valve by controlling the energization amount to the OCV 19 to advance the inner rotor 2 relative to the housing 1 in the advance direction S1, and to delay the inner rotor 2 relative to the housing 1. The retard control for moving in the angular direction S2 and the control for shutting off the supply and discharge of the working fluid to the advance chamber 3a and the retard chamber 3b are executed.

In the advance angle control, the working fluid is supplied to the advance chamber 3a and discharged from the retard chamber 3b to the oil pan 15 so that the rotation phase of the inner rotor 2 with respect to the housing 1 changes in the advance direction S1.
In the retard control, the working fluid is supplied to the retard chamber 3b and discharged from the advance chamber 3a to the oil pan 15 so that the rotation phase of the inner rotor 2 with respect to the housing 1 changes in the retard direction S2.
Therefore, the ECU 21 constitutes a phase control unit that controls the relative phase between the housing 1 and the inner rotor 2 by supplying and discharging the working fluid to and from the advance chamber 3a or the retard chamber 3b.

  In the valve timing control device A, for example, when the engine B is stopped, the working fluid staying in the advance chamber 3a and the retard chamber 3b is transferred to the advance channel 6a, the retard channel 6b, or the housing 1 and the inner rotor. Two air inflow mechanisms C (C1, C2) that allow the inflow of air into each advance chamber 3a and each retard chamber 3b when naturally discharging by its own weight through a gap existing at the interface with It is provided.

A first air inflow mechanism C1 that allows inflow of air into each advance chamber 3a is provided between the front plate 1a and the inner rotor 2.
A second air inflow mechanism C2 that allows inflow of air into each retard chamber 3b is provided between the rear plate 1c and the inner rotor 2.

  As shown in FIGS. 4 to 6 and 8, the first air inflow mechanism C <b> 1 has a first annular groove 22 provided in the first shaft portion 13 and a rectangular cross-section attached to the first annular groove 22. 1 seal ring 23, and a first air inflow passage 24 that is opened and closed as the first seal ring 23 slides.

  The first seal ring 23 is in a state where the outer peripheral edge is in close contact with the front inner peripheral surface 16 opposed to the first annular groove 22 from the ring radial direction over the entire periphery. An inner diameter larger than the diameter corresponding to the bottom surface of the first annular groove 22 is provided so that a gap is formed between the bottom surface of the groove 22.

  The first annular groove 22 is formed across the base portion of the first shaft portion 13 with a groove width wider than the thickness of the first seal ring 23, and enters the inner peripheral side of the first seal ring 23. One seal ring 23 is slidably attached to the front inner peripheral surface 16 along the longitudinal direction of the rotation axis X.

As shown in FIGS. 6 and 8, the first air inflow passage 24 is provided between the housing 1 and the inner rotor 2 so that the advance chamber 3a and the first annular groove 22 communicate with each advance chamber 3a. Is formed.
In other words, the first air inflow passage 24 has the first seal ring 23 when the internal pressure of the advance chamber 3a and the retard chamber 3b in the wall portion forming the first annular groove 22 becomes negative. It is provided on the wall 22a on the inner side in the direction of the rotation axis that is close.

The first air inflow passage 24 is provided by forming a groove portion along the ring radial direction that communicates the advance chamber 3 a and the first annular groove 22 in the vicinity of the vane groove 5 a over the bottom surface of the first annular groove 22. is there.
For this reason, even when the relative rotational phase between the housing 1 and the inner rotor 2 is the most retarded phase, the advance chamber 3a and the first annular groove 22 can be communicated with each other.

  When the working fluid is supplied to the advance chamber 3a while the engine B is driven, the first seal ring 23 is a wall that forms the first annular groove 22 by the pressure of the working fluid, as shown in FIG. The hydraulic fluid is pressed against the wall portion 22b on the outer side in the rotation axis direction of the portion to prevent the working fluid from leaking to the outside, and the first air inflow path 24 is maintained in a closed state that blocks communication with the external space. .

Then, when the engine B is stopped, the working fluid remaining in the advance chamber 3a and the retard chamber 3b is spontaneously discharged by its own weight through the gap between the housing 1 and the inner rotor 2, and the advance chamber 3a and the retard chamber 3 As the internal pressure of 3b becomes negative, the first seal ring 23 is drawn toward the wall portion 22a on the inner side in the rotational axis direction of the wall portion forming the first annular groove 22, and the inflow of air Is separated from the wall portion 22b.
As shown in FIG. 5, the first air inflow passage 24 communicates near the bottom surface of the first annular groove 22 even if the first seal ring 23 is pulled until it contacts the wall portion 22 a on the inner side in the rotational axis direction. ing.

  Thus, the first air inflow passage 24 is maintained in an open state communicating with the external space, the air inflow into the advance chamber 3a is allowed, and the housing 1 of the working fluid remaining in the advance chamber 3a. And the discharge through the gap between the inner rotor 2 can be promoted.

  As shown in FIGS. 4, 5, 7, and 8, the second air inflow mechanism C <b> 2 has a second annular groove 25 provided in the second shaft portion 14 and a cross-sectional shape attached to the second annular groove 25. A rectangular second seal ring 26 and a second air inflow passage 27 that is opened and closed as the second seal ring 26 slides are provided.

  The second seal ring 26 has an inner peripheral edge and a second annular ring in a state where the outer peripheral edge is in close contact with the rear inner peripheral surface 17 facing the second annular groove 25 from the ring radial direction over the entire periphery. An inner diameter larger than the diameter corresponding to the bottom surface of the second annular groove 25 is provided so that a gap is formed between the bottom surface of the groove 25.

  The second annular groove 25 is formed across the base portion of the second shaft portion 14 with a groove width wider than the thickness of the second seal ring 26, and enters the inner peripheral side of the second seal ring 26. The two seal rings 26 are slidably mounted along the longitudinal direction of the rotary shaft X with respect to the rear inner peripheral surface 17.

As shown in FIGS. 7 and 8, the second air inflow passage 27 is provided between the housing 1 and the inner rotor 2 so that the retard chamber 3 b and the second annular groove 25 communicate with each retard chamber 3 b. Is formed.
That is, the second air inflow passage 27 has the second seal ring 26 formed when the internal pressure of the advance chamber 3a and the retard chamber 3b in the wall portion forming the second annular groove 25 becomes negative. It is provided on the wall portion 25a on the inner side in the direction of the rotation axis that is close.

The first air inflow passage 24 is formed by forming a groove portion along the ring radial direction that communicates the retard chamber 3b and the second annular groove 25 in the vicinity of the vane groove 5a across the bottom surface of the second annular groove 25. is there.
For this reason, even when the relative rotational phase of the housing 1 and the inner rotor 2 is the most advanced angle phase, the retard chamber 3b and the second annular groove 25 can be communicated with each other.

  In the state where the working fluid is supplied to the retard chamber 3b while the engine B is driven, the second seal ring 26 is a wall that forms the second annular groove 25 by the pressure of the working fluid, as shown in FIG. The hydraulic fluid is pressed against the wall portion 25b on the outer side in the rotational axis direction of the portion to prevent the working fluid from leaking to the outside, and the second air inflow passage 27 is maintained in a closed state that blocks communication with the external space. .

Then, when the engine B is stopped, the working fluid remaining in the advance chamber 3a and the retard chamber 3b is spontaneously discharged by its own weight through the gap between the housing 1 and the inner rotor 2, and the advance chamber 3a and the retard chamber 3 As the internal pressure of 3b becomes negative, the second seal ring 26 is drawn toward the wall portion 25a on the inner side in the rotational axis direction of the wall portion forming the second annular groove 25, and the inflow of air To be separated from the wall 25b.
As shown in FIG. 5, the second air inflow passage 27 communicates near the bottom surface of the second annular groove 25 even if the second seal ring 26 is pulled until it comes into contact with the inner wall portion 25 a in the rotational axis direction. ing.

Thus, the second air inflow passage 27 is maintained in an open state communicating with the external space, allowing the inflow of air into the retard chamber 3b, and the working fluid housing 1 remaining in the retard chamber 3b. And the discharge through the gap between the inner rotor 2 can be promoted.
In addition, as the first seal ring 23 and the second seal ring 26, those formed in a C ring shape that is easy to mount with a cut in one circumferential direction are illustrated, but formed in a continuous ring shape. It may be what you did.

[Second Embodiment]
9 to 11 show another embodiment of the present invention.
In this embodiment, as shown in FIGS. 9 and 10, the groove portions forming the first air inflow passage 24 and the second air inflow passage 27 are formed on the bottom surfaces of the first annular groove 22 and the second annular groove 25. The inner rotor 2 is formed with a short length that does not reach.

  Moreover, as shown in FIG. 11, the 1st seal ring 23 and the 2nd seal ring 26 are provided with a plurality of protrusions 28 that are intermittent in the circumferential direction along the inner peripheral side of the end surface on the inner side in the rotational axis direction. They are arranged in an arc shape.

  When the working fluid is supplied to the advance chamber 3a and the retard chamber 3b during the operation of the engine B, the first seal ring 23 and the second seal ring 26 are, as shown in FIG. Accordingly, the first air inflow passage 24 and the second air inflow passage 27 are maintained in a closed state in which the communication with the external space is interrupted by contacting the wall portions 22b and 25b.

  Then, as the internal pressure of the advance chamber 3a and the retard chamber 3b becomes negative while the engine B is stopped, the protrusion 28 of the first seal ring 23 is in the first annular shape as shown in FIG. Even when abutting against the inner wall portion 22a that forms the groove 22, the first air inflow passage 24 can be maintained in an open state communicating with the external space through the gaps 28 adjacent in the circumferential direction. .

Similarly, as shown in FIG. 10, even if the protruding portion 28 of the second seal ring 26 contacts the inner wall portion 25 a that forms the second annular groove 25, the adjacent protrusions in the circumferential direction. The second air inflow passage 27 can be maintained in an open state communicating with the external space through the gaps 28.
Other configurations are the same as those of the first embodiment.

[Third Embodiment]
12 and 13 show another embodiment of the present invention.
In the present embodiment, the groove portion forming the first air inflow passage 24 shown in the second embodiment is formed in the front plate 1a so as to open to the front inner peripheral surface 16, and the second embodiment shown in the second embodiment. A groove that forms the air inflow passage 27 is formed in the rear plate 1 c so as to open to the rear inner peripheral surface 17.

  The first air inflow path 24 is formed in the front plate 1 a so as to be in the same phase as the advance angle side end face 29 on the side facing the advance angle chamber 3 a of the protrusion 4, and the second air inflow path 27. Are arranged on the rear plate 1c so as to be in the same phase as the retard side end face 30 on the side facing the retard chamber 3b of the protruding portion 4.

For this reason, even when the relative rotational phase between the housing 1 and the inner rotor 2 is the most retarded phase, the advance chamber 3a and the first annular groove 22 can be communicated with each other.
Further, even when the relative rotational phase between the housing 1 and the inner rotor 2 is at the most advanced angle phase, the retard chamber 3b and the second annular groove 25 can be communicated with each other.

  When the working fluid is supplied to the advance chamber 3a and the retard chamber 3b while the engine B is being driven, the first seal ring 23 and the second seal ring 26 are, as shown in FIG. Accordingly, the first air inflow passage 24 and the second air inflow passage 27 are maintained in a closed state in which the communication with the external space is interrupted by contacting the wall portions 22b and 25b.

  Then, as the internal pressure of the advance chamber 3a and the retard chamber 3b becomes negative while the engine B is stopped, as shown in FIG. 13, the protrusion 28 of the first seal ring 23 is in the first annular shape. Even when abutting against the inner wall portion 22a that forms the groove 22, the first air inflow passage 24 can be maintained in an open state communicating with the external space through the gaps 28 adjacent in the circumferential direction. .

  Similarly, as shown in FIG. 13, even if the protruding portion 28 of the second seal ring 26 contacts the inner wall portion 25 a that forms the second annular groove 25, the adjacent protrusions in the circumferential direction. The second air inflow passage 27 can be maintained in an open state communicating with the external space through the gaps 28.

In the present embodiment, the groove portions forming the first air inflow passage 24 and the second air inflow passage 27 may be formed in the plate-like front plate 1a and rear plate 1c. Manufacture and processing become easy.
Other configurations are the same as those of the second embodiment.

[Fourth Embodiment]
14 and 15 show another embodiment of the present invention.
In the present embodiment, a gap 31 that has conventionally existed at the interface between the housing 1 and the inner rotor 2 is used as the first air inflow path 24 and the second air inflow path 27.
Therefore, only the first air inflow mechanism C1 on the first shaft portion 13 side is provided.

  In the present embodiment, as shown in FIG. 14, during the operation of the valve opening / closing timing control device without separately providing grooves or the like that form the first air inflow passage 24 and the second air inflow passage 27, respectively. While the valve opening / closing timing control device is stopped while preventing leakage of the working fluid by the first seal ring 23, the first seal ring 23 is in the direction of the rotational axis of the wall portion forming the first annular groove 22. It is attracted to the inner wall portion 22a side and is separated from the wall portion 22b so as to allow inflow of air.

  As shown in FIG. 15, the first air inflow mechanism C <b> 1 has a gap that extends around the entire circumference between the housing 1 and the inner rotor 2 even when the first seal ring 23 is drawn until it contacts the wall 22 a on the inner side in the rotational axis direction. The inflow of air from 31 to the advance chamber 3a and the retard chamber 3b is allowed to facilitate the inflow of air from the gap 31 and the discharge of the residual working fluid by its own weight.

Further, at the place where the first annular groove 22 is formed, the length along the ring radial direction of the interface between the housing 1 and the inner rotor 2 forming the gap 31 is shortened by the amount of the first annular groove 22, so that air passes. This facilitates the inflow of air into the advance chamber 3a and the retard chamber 3b.
Other configurations are the same as those of the second embodiment.

[Fifth Embodiment]
FIGS. 16-18 shows the modification of the 1st seal ring 23 and the 2nd seal ring 26 which are used for the valve timing control apparatus of 2nd-4th embodiment.
In the present embodiment, as shown in FIG. 18, the first seal ring 23 and the second seal ring 26 include a series of annular convex portions 32 along the inner peripheral side of the end surface on the inner side in the rotation axis direction. A plurality of through holes 34 are formed in the end face portion 33 on the inner side in the rotational axis direction on the outer peripheral side of the annular protrusion 32.

  As shown in FIG. 16, these through-holes 34 are formed in the end surface portions that are in contact with the wall portions 22 b and 25 b when the first air inflow passage 24 is maintained in the closed state among the end surfaces on the outer side in the rotation axis direction. It is open.

  Therefore, when the working fluid is supplied to the advance chamber 3a and the retard chamber 3b during the operation of the engine B, the first seal ring 23 and the second seal ring 26 are as shown in FIG. Due to this pressure, the through hole 34 is closed by the walls 22b and 25b, and the first air inflow path 24 and the second air inflow path 27 are maintained in a closed state.

  Then, as the internal pressure of the advance chamber 3a and the retard chamber 3b becomes negative while the engine B is stopped, the first seal ring 23 is separated from the wall portion 22b so as to allow inflow of air, As shown in FIG. 17, the annular convex portions 32 of the first seal ring 23 and the second seal ring 26 form the first annular groove 22 or the second annular groove 25, and the inner wall portions 22 a and 25 a in the rotational axis direction. The first air inflow passage 24 and the second air inflow passage 27 can be maintained in the open state through the through hole 34 even if they are in contact with each other.

Therefore, in 4th Embodiment, the air inflow mechanism C in which the through-hole 34 functions as an air inflow path can be comprised.
According to this embodiment, the shape of the first seal ring 23 or the second seal ring 26 can be formed into a shape that can be easily manufactured with few uneven portions.

[Other Embodiments]
1. The valve opening / closing timing control device according to the present invention may control the opening / closing timing of the exhaust valve.
2. The valve timing control device according to the present invention allows only the inflow of air into either the advance chamber or the retard chamber according to the discharge when the working fluid is discharged from the advance chamber and the retard chamber. A single air inflow mechanism may be provided.
3. The valve opening / closing timing control device according to the present invention is a wall portion on the inner side in the rotational axis direction of the wall portion in which the seal ring forms an annular groove as the internal pressure of the advance chamber and the retard chamber becomes negative. An air inflow mechanism may be provided that is provided with a stopper that restricts the range of movement of the seal ring to the wall portion side so that the seal ring does not come into contact with the wall portion.
4). The valve timing control apparatus according to the present invention can be used for automobiles and other internal combustion engines.

DESCRIPTION OF SYMBOLS 1 Drive side rotary body 1a Front side wall part 1c Rear side wall part 1d Outer wall part 2 Driven side rotary body 3a Advance angle chamber 3b Delay angle chamber 16, 17 Inner peripheral surface 21 of drive side rotary body Phase control parts 22, 25 Annular groove 22a, 25a Wall portions 23, 26 Seal rings 24, 27 Air inflow path B Internal combustion engine B1 Crankshaft B2 Camshaft C Air inflow mechanism X Rotating shaft

Claims (2)

A drive-side rotating body that rotates synchronously with the crankshaft of the internal combustion engine;
An angle chamber and an inner wall of the drive-side rotator, which are enclosed by an outer peripheral wall portion constituting the drive-side rotator and front and rear wall portions provided at both ends along the rotation axis; A driven side rotating body that rotates integrally with a camshaft for opening and closing a valve on the same rotation axis as the driving side rotating body, while forming a space serving as a retarded angle chamber;
A phase control unit that supplies and discharges the working fluid to the advance chamber or the retard chamber and controls a relative phase between the driving side rotating body and the driven side rotating body;
When the working fluid is discharged from the advance chamber and the retard chamber, the front side wall and the rear wall are allowed to allow air to flow into at least one of the advance chamber and the retard chamber according to the discharge. An air inflow mechanism is provided between at least one of the sections and the driven-side rotator ,
The air inflow mechanism is attached to an annular groove provided in the driven-side rotator, and the longitudinal axis of the rotating shaft core with respect to the inner peripheral surface of the drive-side rotator facing the annular groove from the ring radial direction. It has a seal ring that can slide along the direction,
A valve opening / closing timing control device in which an air inflow path that opens and closes as the seal ring slides is formed between the driving side rotating body and the driven side rotating body or at least one of the seal rings. . The air inflow path is a wall portion that forms an annular groove provided in the driven side rotating body, and the seal ring comes close when the internal pressure of the advance chamber and the retard chamber becomes negative. The valve opening / closing timing control device according to claim 1, wherein the valve opening / closing timing control device is formed by a groove portion along a ring radial direction provided in a wall portion on the side to be operated.

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