JP6532760B2 - Valve timing control device for internal combustion engine and internal combustion engine using the same - Google Patents

Description

  The present invention relates to a valve timing control device that variably controls the open / close timing of an engine valve that is an intake valve or an exhaust valve of an internal combustion engine according to the operating state, and an internal combustion engine using the same.

  A vane type is well known as a conventional valve timing control device. This vane type valve timing control device includes a housing to which rotational force is transmitted from a crankshaft, and a vane member rotatably accommodated inside the housing and fixed to an end of the camshaft. An advance oil chamber and a retard oil chamber are formed on the inner peripheral surface of the plurality of shoes projecting inward from each other in the diametrical direction and the plurality of vanes of the vane member.

  Then, the hydraulic oil discharged from the electric pump or mechanical pump is selectively supplied to one of the advancing oil chamber and the retarding oil chamber according to the engine operating condition, and the vane oil is driven by the hydraulic pressure of the hydraulic oil. By rotating the valve in the forward and reverse directions and holding the vane at a predetermined position, the open / close timing of the intake valve or the exhaust valve is variably controlled.

  Such a vane type valve timing control device is mounted on an internal combustion engine in an engine room, and therefore needs to be miniaturized, and shortening of the valve timing device in the axial direction is one of them. In the conventional valve timing control device, since the timing pulley and the housing forming the advance oil chamber and the retard oil chamber are arranged in the axial direction, the axial direction can not be shortened.

  Then, various techniques have been developed and proposed in order to meet the demand for shortening of the valve timing control device in the axial direction. For example, in Japanese Patent Application Laid-Open No. 2012-132404 (Patent Document 1), an annular timing pulley is disposed so that a part thereof overlaps with the outer peripheral side of the housing, and protrudes inward at equal intervals toward the inner peripheral side of the timing pulley. A valve timing control device has been proposed in which a projecting joint is formed by bolting to a rear plate fixed to a housing so as to form a projecting joint and to form an advancing oil chamber and a retarding oil chamber.

JP 2012-132404 A

  By the way, in the valve timing control device described in Patent Document 1, the timing pulley is configured to be fixed to the rear plate by the protruding coupling portion. For this reason, since the outer peripheral part of the housing is the same as the conventional configuration, in order to suppress the deformation of the housing when the vane abuts on the shoe of the housing, it was necessary to increase the thickness of the outer peripheral part of the housing. For this reason, there still remains the problem that the diameter of the housing is increased and the weight is increased.

  An object of the present invention is to provide a novel valve timing control device capable of reducing the thickness of a housing and an internal combustion engine using the same.

  The present invention is characterized in that the timing pulleys are arranged at predetermined intervals on the outer peripheral portion of the housing forming the advancing oil chamber and the retarding oil chamber, and the outer peripheral portion of the housing main body constituting the housing and the timing pulley A plurality of coupling beams are coupled to the circumferential portion at circumferential intervals, and the housing, timing pulley and coupling beam are integrally formed.

  According to the present invention, since the outer periphery of the housing and the inner periphery of the timing pulley are connected by the connecting beam and integrally formed, the outer periphery of the housing is reinforced by the connecting beam and thus the outer periphery of the housing is The thickness can be reduced.

It is the schematic which shows the hydraulic circuit of the valve timing control apparatus which concerns on this invention. 1 is an exploded perspective view showing a first embodiment of a valve timing control device according to the present invention. FIG. 7 is an operation explanatory view showing a state in which the valve timing is controlled to be retarded according to the first embodiment. FIG. 7 is an operation explanatory view showing a state in which the valve timing is controlled to the advance side according to the first embodiment. It is a longitudinal cross-sectional view which shows the locked state by the locking mechanism provided to 1st Embodiment. It is operation | movement explanatory drawing which shows the state which controlled the valve timing to the retard side by 2nd Embodiment of this invention. It is operation | movement explanatory drawing which shows the state which controlled the valve timing to the advance side by 2nd Embodiment of this invention. It is operation | movement explanatory drawing which shows the state which controlled the valve timing by the 3rd Embodiment of this invention to the retard side.

  Embodiments of the present invention will be described in detail with reference to the drawings, but the present invention is not limited to the following embodiments, and various modifications and applications may be made within the technical concept of the present invention. It is included in the scope.

  Hereinafter, a valve timing control device for an internal combustion engine according to a first embodiment of the present invention will be described in detail with reference to FIGS. 1 to 5.

  The valve timing control device shown in FIG. 1 is disposed on the upper surface of the cylinder head of the engine to control the opening / closing timing of the engine valve. A timing pulley 1 is rotationally driven via a timing belt by a crankshaft that is rotated by the operation of a piston of an engine (not shown), a camshaft 2 rotatably provided relative to the timing pulley 1, and timing A phase conversion mechanism 3 disposed between the pulley 1 and the camshaft 2 for converting the relative rotational position of the two, and a hydraulic circuit mechanism 4 for supplying hydraulic oil for operating the phase conversion mechanism 3 ing.

  Here, in the present embodiment, the camshaft 2 is a camshaft on the intake side, and the phase conversion mechanism 3 controls the open / close timing of the intake valve. Of course, the phase conversion mechanism 3 can be attached to the camshaft on the exhaust side to control the opening and closing timing of the exhaust valve, and also to control the opening and closing timing of both the intake valve and the exhaust valve.

  The camshaft 2 is rotatably supported by a cylinder head (not shown) via a cam bearing, and a plurality of drive cams for opening the intake valve via a valve lifter are integrally provided at predetermined positions on the outer peripheral surface, A female screw hole 2b into which a cam bolt 6 described later is screwed is formed in the inner axial direction of the one end portion 2a.

  As shown in FIGS. 2 and 3, the phase conversion mechanism 3 is axially fixed to the cylindrical housing 5 disposed at one end of the camshaft 2 and to the one end of the camshaft 2 by the cam bolt 6. Vane member 7 rotatably accommodated in housing 5, and formed in housing 5 by four shoes 8 provided on the inner peripheral surface of housing 5 and four vanes 22 to 25 of vane member 7 In addition, four retard hydraulic pressure chambers 9 and advance hydraulic pressure chambers 10 are provided.

  The housing 5 includes a substantially cylindrical housing body 11 and a front plate 12 and a rear plate 13 for opening and closing the front and rear open ends of the housing body 11. The housing body 11, the front plate 12 and the rear plate 13 It is integrally coupled by co-clamping from the axial direction by a bolt 14 of a book.

  Further, on the inner peripheral surface of the housing main body 11, four shoes 8 are integrally protruded at substantially equidistant positions on the circumference. Each shoe 8 is formed substantially in a U-shape, and a substantially U-shaped seal member 28 in sliding contact with the circumferential surface 7c of the vane member 7 in a seal groove 57 formed along the axial direction at each tip end. Is fitted. Further, in the inner axial direction on the root portion side of each shoe 8, bolt insertion holes 17 through which the bolts 14 are inserted are formed to penetrate.

  As shown in FIG. 1 and FIG. 2, the front plate 12 is formed in a relatively thin disk shape, and a large diameter hole 12a through which the cam bolt 6 is inserted is formed at the center. Furthermore, four bolt holes 12c through which the bolts 14 are inserted are formed at substantially equally spaced positions in the circumferential direction on the outer peripheral side.

  The rear plate 13 has a support hole 19 at its center, in which the cam shaft 2 is inserted and rotatably supported. Further, female screw holes 13a into which male screws at the tip of the bolt 14 are screwed are formed at substantially equally spaced positions in the circumferential direction on the outer peripheral side. Further, positioning pins 13 b are provided on a part of the rear plate 13 and engaged with positioning holes (not shown) provided in the housing 5 to position the housing 5 and the rear plate 13.

  The vane member 7 is, as shown in FIGS. 2 and 3, a vane rotor 21 axially fixed to one end 2a of the camshaft 2 by a cam bolt 6 communicating the insertion hole 7a in the axial direction, and the outer periphery of the vane rotor 21. It comprises four vanes 22 to 25 radially provided at approximately equally spaced positions in the circumferential direction of the surface.

  The vane rotor 21 is rotatably supported while sliding on a seal member 28 fitted to the upper surface of the tip end portion of each shoe 8, and, as shown in FIGS. 2, 3 and 4, each Four retarded oil holes 20 communicating with the angular hydraulic chamber 9 and four advancing oil grooves 27 communicating with the advancing hydraulic chambers 10 are formed at the rear plate end.

  Each of the vanes 22 to 25 is disposed between each of the shoes 8 and is substantially in the axial direction in sliding contact with the inner peripheral surface 11 a of the housing main body 11 in a seal groove 57 formed in each tip end surface in the axial direction. A "-" shaped seal member 28 is fitted. Further, as shown in FIG. 2, FIG. 3, and FIG. 4, each vane 22 to 25 has different widths in the circumferential direction, one vane 22 is formed to have a maximum width, and a lock piston described later is formed. It can be accommodated. The remaining vanes 23 to 25 may have the same width or may be different. However, it is effective to make the vanes 24 located on the opposite side of the vanes 22 thicker than the vanes 23, 25 in order to balance the weight of the vanes 22.

  When the vane member 7 controls the intake valve as shown in FIG. 3, when the vane member 7 controls the intake valve as shown in FIG. 3, the leading edge of the vane 22 abuts against the side surface of the opposing shoe 8 Is regulated to adjust the relative rotation conversion angle with respect to the housing 5. In addition, when the vane member 7 controls the intake valve as shown in FIG. 4, the vane 22 having the largest width rotates in the direction of the opposing shoe 8 and rotates further when the vane member 7 rotates in the maximum clockwise direction. And a convex portion 200b for restricting the

  Furthermore, between the vane 22 of the largest width and the rear plate 13, a locking mechanism is provided which restrains the free rotation of the vane member 7. The lock mechanism is slidably accommodated in a sliding hole 29 formed in the axial direction of the vane 22 so as to be movable in and out with respect to the rear plate 13 side, and a rear plate The lock hole 31 is formed at a predetermined position in the circumferential direction of the inner end face 13 and the tip 30a of the lock piston 30 is advanced and engaged or retracted to release the engagement; In response, the lock screw 30 is engaged with or disengaged from the lock hole 31.

  As shown in FIG. 5, the lock piston 30 is formed in a cylindrical pin shape and has a substantially conical tip end portion 30 a so as to be easily engaged with the lock hole 31. Incidentally, as shown in FIG. 1, a short notch groove 7b is formed on the front plate 12 side of the sliding hole 29, and the notch groove 7b communicates with the outside air, whereby the rotation range of the vane member 7 is obtained. In order to ensure good sliding of the lock piston 30, it always functions as an air vent.

  Further, as shown in FIG. 3 and FIG. 4, when the lock piston 30 is engaged, the lock hole 31 is retarded so that the relative conversion angle between the housing 5 and the vane member 7 becomes an optimum conversion angle at engine start. The position is set to the side or the advance side.

  As shown in FIG. 5, the engagement / disengagement mechanism is resiliently mounted between the rear end portion of the lock piston 30 and the inner end surface of the front plate 12 to urge the lock piston 30 in the advancing direction, The release hydraulic circuit 54, 55 is provided with a release hydraulic circuit 54, 55 for supplying hydraulic pressure into the lock hole 31 to retract the lock piston 30, and the release hydraulic circuit 54, 55 comprises a retard oil chamber 9 and an advance oil chamber. The hydraulic oil selectively supplied to each of 10 is introduced through a predetermined oil hole.

  Returning to FIG. 1, the hydraulic circuit mechanism 4 selectively supplies the hydraulic oil to the advancing oil chamber 9 and the retarding oil chamber 10, or the operation in the advancing oil chamber 9 and the retarding oil chamber 10. When oil is discharged and the intake valves are controlled, the retard side passages 36 communicating with the respective retard side oil holes 20, the advance side passages 37 communicating with the advance side oil grooves 27, and the like. The oil pump 39 selectively supplies hydraulic fluid to the passages 36 and 37 via the electromagnetic switching valve 38, and the drain selectively connected to the retardation side passage 36 and the advance side passage 37 via the electromagnetic switching valve 38. A passage 40 is provided. The oil pump 39 sucks the working oil from the working oil container (oil pan) 41, and the drain passage 40 returns the working oil to the working oil container 41.

  The retard side passage 36 and the advance side passage 37 are provided with oil grooves 27 via oil passage holes 36a and 37a and groove grooves 36b and 37b formed along the radial direction and the axial direction inside the camshaft 2, respectively. It is in communication with each oil hole 20.

  The electromagnetic switching valve 38 is a two-way valve, and selectively switches between the retard side passage 36, the advance side passage 37, the discharge passage 39a of the oil pump 39 and the drain passage 40 according to an output signal from a controller not shown. It is supposed to

  The controller receives operation information signals from various sensors such as a crank angle sensor, an air flow meter, a water temperature sensor, and a throttle valve opening sensor (not shown) and detects the current engine operating condition. A control current is output to the electromagnetic coil of the electromagnetic switching valve 38 according to the engine operating state.

  The valve timing control device configured as described above performs the following operation. First, at the time of engine start, as shown in FIG. 3, the lock piston 30 is engaged in the lock hole 31 in advance, and the vane member 7 is restrained at the retarded side position optimum for the start. For this reason, when the ignition switch is turned on and start is started, good startability is obtained by smooth cranking.

  Then, in a predetermined load range after engine start, the controller energizes the control current to the electromagnetic coil of the electromagnetic switching valve 38. Thus, when controlling the intake valve from the discharge passage 39a of the oil pump 39, the advance side passage 37 is communicated, and at the same time, the retard side passage 36 and the drain passage 40 are communicated.

  For this reason, the hydraulic oil discharged from the oil pump 39 flows into the advance oil chamber 10 via the advance side passage 37, and the advance oil chamber 10 becomes high in pressure, while the retard oil chamber 9 The internal hydraulic oil is discharged from the drain passage 40 into the oil bun 41 through the retarding side passage 36, and the pressure in the retarding oil chamber 9 becomes low.

  At this time, the hydraulic oil that has flowed into the advance angle oil chamber 10 flows into the lock hole 31 and causes the lock piston 30 to move backward so as to come out of the lock hole 31. Thereby, the vane member 7 can ensure free rotation. Accordingly, as the volume of the advance angle oil chamber 10 is expanded, the vane member 7 rotates clockwise as shown in FIG. Therefore, the relative rotation angle of the camshaft 2 is converted to the advance side with respect to the timing pulley 1.

  On the other hand, when the engine shifts to another load region, the control current is shut off from the controller to the electromagnetic switching valve 38, and the discharge passage 39a and the retard side passage 36 are communicated with each other. The passage 40 is communicated. As a result, the hydraulic oil in the advance angle chamber 10 is discharged to a low pressure, and the hydraulic oil is supplied into the retard oil chamber 9 to a high pressure therein. At this time, since the hydraulic pressure is supplied from the retarded oil chamber 9 into the lock hole 31, the lock piston 30 is maintained in the state of being pulled out of the lock hole 31. Therefore, as shown in FIG. 3, the vane member 7 rotates counterclockwise with respect to the housing 5 to convert the relative rotational phase with respect to the timing pulley 1 to the retard side.

  In the valve timing control device as described above, this embodiment is characterized in that the configuration described below is added.

  As shown in FIGS. 2 and 3, the outer shape of the housing 5 is substantially circular, and the outer shape of the timing pulley 1 is also formed in a substantially annular shape. External teeth that mesh with the timing belt are formed on the outer peripheral side of the timing pulley. The timing pulley 1 is located outside the outer peripheral portion of the housing 5, and the housing 5 and the timing pulley 1 are divided and separated at a predetermined distance L (see FIG. 3).

  The inner peripheral side of the timing pulley 1 and the outer peripheral side of the housing main body 11 are coupled and integrated by four coupling beam portions 100a to 100d. Therefore, the housing main body 11 and the timing pulley 1 are not coupled to each other in the circumferential direction between the coupling beams 100a to 100d, and a space region Sr is formed.

  The housing body 11, the timing pulley 1, and the connecting beam portions 100a to 100d can be integrally formed by processing such as cutting, forging, or drawing of aluminum, aluminum alloy or the like. Furthermore, metal powder, for example, iron powder, aluminum powder, or iron-based metal powder can be sintered and integrally formed. Moreover, it is also possible to carry out integral molding by resin.

  In the present embodiment, the iron-based metal powder is sintered to integrally form the housing body 5, the timing pulley 1, and the connecting beam portions 100a to 100d. When the iron-based metal powder is sintered and manufactured as described above, the component parts of the valve timing control device having a complicated shape as in this embodiment can be easily manufactured.

  As shown in FIG. 1, the timing pulley 1 is disposed to overlap the outer periphery of the housing body 11. That is, the timing pulley 1 is positioned between the outer surface of the front plate 12 and the outer surface of the rear plate 13 in the radial direction with the front plate 12, the housing body 11 and the rear plate 13 assembled. It is supposed to be.

  Therefore, the axial length of the timing pulley 1 can be ignored because the timing pulley 1 is located between the outer surface of the front plate 12 and the projection surface which radially extends the outer surface of the rear plate 13 The axial length of the valve timing control device can be shortened accordingly.

  In this embodiment, as shown in FIG. 1, since the timing pulley 1 and the housing main body 11 are integrally formed, the axial length Lt of the timing pulley 1 and the axial length Lh of the housing main body 11 are It has the same length. As described above, when the length Lt of the timing pulley 1 and the length Lh of the housing main body 11 are the same, the mold structure in the case of sintering can be simplified.

  Further, the length in the axial direction of the four coupling beam portions 100a to 100d connecting the inner peripheral side of the timing pulley 1 and the outer peripheral side of the housing main body 11 is the length Lt of the timing pulley 1 and the length Lh of the housing main body 11 It may be the same. This can simplify the mold structure for sintering.

  On the other hand, in the present embodiment, the axial length of the four coupling beam portions 100a to 100d is shorter than the length Lt of the timing pulley 1 and the length Lh of the housing main body 11. In this way, the weight due to the connecting beam portions 100a to 100d can be reduced, and finally the weight of the finished valve timing control device can be reduced. Furthermore, the connecting beam portions 100a to 100d are connected in the vicinity of the axially central portion of the inner peripheral portion of the timing pulley 1 and the outer peripheral portion of the housing main body 11, and the connecting portion is arced to relieve stress concentration. It is supposed to be

  As shown in FIGS. 3 and 4, the coupling beam portions 100 a to 100 d are disposed in the area between the positions where the respective shoes 8 are disposed, and are coupled to the thin portion of the housing body 11. The mechanical strength of the four shoes 8 is sufficiently secured because of the large cross-sectional area, but the peripheral area between the four shoes 8 has a small thickness and therefore the mechanical strength is not sufficient. It was thick.

  On the other hand, in the present embodiment, since the connecting beam portions 100a to 100d are provided in the outer peripheral region between the four shoes 8, mechanical strength of the outer peripheral region between the four shoes 8 is enhanced by the connecting beam portions 100a to 100d. Can. Therefore, since the thickness of the outer peripheral portion of the housing main body 11 can be reduced, it is possible to reduce the diameter of the housing 5 or to reduce the weight.

  In the present embodiment, since four coupling beam portions 100a to 100d are provided between the four shoes 8 sandwiched by the space region Sr, the weight distribution between each shoe 8 and the coupling beam portions 100a to 100d is good. Thus, in the state where the timing pulley 1, the front plate 12, the housing body 11, and the rear plate 13 are assembled, the overall weight can be equalized, and the weight balance can be improved.

  Also, since the maximum width vane 22 on which the lock piston 30 is generally disposed is heavier than the other vanes 23 to 25, the state in which the timing pulley 1, the front plate 12, the housing body 11, and the rear plate 13 are assembled Therefore, the center of gravity on the plane orthogonal to the axial direction always approaches the maximum width vane 22 side. If the center of gravity is too close to one side, the center of gravity needs to be as close as possible to the center of rotation because it interferes with the rotational movement.

  As a countermeasure for this, it is conceivable to provide a buildup at a position opposed to the maximum width vane 22 (a position opposite to the rotation center of the maximum width vane 22). Creates a problem of increasing the total weight.

  On the other hand, in the present embodiment, in addition to arranging the coupling beam portion 100c on the substantially opposite side, overlaying is performed by arranging the coupling beam portions 100b and 100d toward the coupling beam portion 100c. Therefore, the center of gravity can be made as close as possible to the rotation center, and an increase in weight can be suppressed. Thus, in addition to the mechanical reinforcing function of the outer peripheral portion of the housing main body 11, the connecting beam portions 100b to 100d can be provided with a balance improving function for improving the weight balance.

  Furthermore, the timing pulley 1 has a problem that the area increases in shape with respect to the housing 5 and the weight increases. For this reason, in the present embodiment, the space regions Sr are formed by arranging the coupling beam portions 100a to 100d at predetermined intervals in the circumferential direction. As a result, the weight of the timing pulley 1 can be reduced.

  In addition, since the timing pulley 1 and the housing main body 11 are integrally formed by the coupling beam portions 100a to 100d, it is not necessary to connect and fix the timing pulley and the rear plate by bolts as in Patent Document 1; The problem of an increase in the number of assembly steps associated with this does not occur.

  Further, when the valve timing control device is assembled to the camshaft, since the housing 5 and the timing pulley 1 are integrated, the timing pulley 1 can be grasped and assembled to the camshaft, so centering at the time of assembly becomes easy. It also plays an effect.

  As described above, according to the present embodiment, the timing pulleys are arranged at intervals on the outer peripheral portion of the advance oil chamber and the retarded oil chamber, and between the outer peripheral portion of the housing and the timing pulley. Are circumferentially spaced apart and connected by a plurality of connecting beam portions, and the housing, the timing pulley and the connecting beam portion are integrally formed of metal.

  According to this configuration, since the outer periphery of the housing and the timing pulley are connected by the connecting beam and integrally molded, the outer periphery of the housing is reinforced by the connecting beam and therefore the thickness of the outer periphery of the housing is thin. can do.

  Next, a valve timing control apparatus according to a second embodiment of the present invention will be described with reference to FIGS. 6 and 7. The present embodiment is basically the same as the first embodiment, and thus the description of the same operations and effects as those of the first embodiment will be omitted.

  FIG. 6 shows the most retarded state, and FIG. 7 shows the most advanced state. A retarding side stopper surface 200 a and an advancing side stopper surface 200 b are formed on both side surfaces of the maximum width vane 22. Then, the retard side contact surface 300a is in collision, the retard side contact surface 300a is formed on the wall surface of the shoe 8r with which the contact comes in contact, and the advance side stopper surface 200b collides, the advance surface side with the wall surface of the shoe 8a An abutting surface 300 b is formed.

  Then, when the valve timing control device is controlled to the most retarded position shown in FIG. 6 in the operating state, the retarded side stopper surface 200a of the maximum width vane 22 is the retarded side abutting surface 300a of the shoe 8r. Clash with a strong force. At this time, deformation occurs such that the outer peripheral portion of the housing main body 11 on the opposite side to the retarding side contact surface 300a rotates around the bolt 14 of the bolt insertion hole 17 provided in the shoe 8r.

  Similarly, when the valve timing control device is controlled to be at the most advanced position shown in FIG. 7, the advance side stopper surface 200b of the maximum width vane 22 is the advance side contact surface of the shoe 8a. It collides with 300b with a strong force. At this time, a deformation occurs such that the outer peripheral portion of the housing main body 11 on the opposite side to the advancing side contact surface 300b rotates around the bolt 14 of the bolt insertion hole 17 provided in the shoe 8a.

  Therefore, in the present embodiment, as shown in FIG. 6, the coupling beam portion 100d is provided in the vicinity of the connection region Cr1 of the space region Sr close to the opposite side surface of the retard side contact surface 300a of the shoe 8r. In other words, the side surface 300c opposite to the retarded side contact surface 300a of the shoe 8r is provided closer to the shoe 8r than the circumferential center between the shoe 8c opposed to the side surface 300c in the circumferential direction. In this case, the coupling beam portion 00d may be disposed so as to partially overlap with the side surface of the shoe 8r opposite to the retarding side contact surface 200b as viewed in the circumferential direction.

  Similarly, as shown in FIG. 7, the coupling beam portion 100b is provided in the vicinity of the connection region Cr2 of the space region Sr close to the opposite side surface of the advance side contact surface 300b of the shoe 8a. In other words, it is provided closer to the shoe 8a than the circumferential center between the opposite side surface 300d of the advancing side abutting surface 300b of the shoe 8a and the shoe 8d circumferentially opposed to the 300d. Also in this case, the coupling beam portion 00b may be disposed so as to partially overlap with the side surface opposite to the advancing side contact surface 300b of the shoe 8a in the circumferential direction.

  Therefore, when controlled to the most retarded position shown in FIG. 6, the retarded side stopper surface 200a of the maximum width vane 22 collides with the retarded side abutting surface 300a of the shoe 8r with a strong force. At this time, a deformation occurs such that the outer peripheral portion of the housing main body 11 on the opposite side of the retarding side contact surface 300a rotates around the bolt 14 of the bolt insertion hole 17 provided in the shoe 8r. The deformation of the outer peripheral portion of the housing main body 11 is suppressed by being received by the coupling beam portion 100 d.

  Similarly, when controlled to the most advanced position shown in FIG. 7, the advance side stopper surface 200b of the maximum width vane 22 collides with the advance side contact surface 300b of the shoe 8a with a strong force. At this time, a deformation occurs such that the outer peripheral portion of the housing main body 11 on the opposite side to the advancing side contact surface 300b rotates around the bolt 14 of the bolt insertion hole 17 provided in the shoe 8a. Is received by the connecting beam 100b, and deformation of the outer peripheral portion of the housing body 11 is suppressed.

  Next, a valve timing control apparatus according to a third embodiment of the present invention will be described with reference to FIG. The present embodiment is basically the same as the first embodiment, and thus the description of the same operations and effects as those of the first embodiment will be omitted.

  In the present embodiment, as shown in FIG. 8, the connecting beam portions 100a to 100d are disposed at positions where the respective shoes 8 formed in the housing main body 11 and the timing pulley 1 face each other. That is, as shown by the arrow A, the connecting beam portions 100 a to 100 d are provided outside in the radial direction of the respective shoes 8. The reason for adopting such a configuration is as follows.

  The bolt 14 is inserted into the bolt insertion hole 17 of each shoe 8 so that the front plate 12, the housing body 11 and the rear plate 13 are firmly tightened. For this reason, in order to make the rotation of the vanes 22-25 arrange | positioned inside smooth, it is necessary to take the side clearance of the vanes 22-25, the front plate 12, and the rear plate 13 appropriately.

  If the side clearance is large, there is a high possibility that the hydraulic oil may leak between the advancing oil chamber 10 and the retarding oil chamber 9, the hydraulic oil leaks from the side clearances between the vanes 22 to 25 and the front plate 12 and the rear plate 13 In addition, it is necessary to narrow the vanes 22 to 25 so that they can rotate. However, when the tightening axial force of the bolt 14 is increased too much, the outer peripheral portion of the housing 5 is deformed and the vanes 22 to 25 come into contact with the front plate 12 and the rear plate 13.

  Therefore, in the present embodiment, the connecting beam portions 100a to 100d are disposed at positions where the respective shoes 8 formed in the housing main body 11 and the timing pulley 1 face each other. As a result, the shoes 8 and the coupling beam portions 100a to 100d are brought close to each other, so the mechanical strength of this portion is increased, and the outer peripheral portion of the housing main body 11 is made even if the tightening axial force of the bolt 14 is increased. It does not deform easily. As a result, it is possible to suppress the possibility of deformation of the outer peripheral portion of the housing main body 11 and contact between the vanes 22 to 25 and the front plate 12 and the rear plate 13.

  Further, in relation to this, since each shoe 8 and the coupling beam portions 100a to 100d are close to each other, when the housing main body 11 and the coupling beam portions 100a to 100d are integrated by sintering, each shoe 8 and the coupling beam Since the portions 100a to 100d are close to each other to increase the volume, a large amount of metal powder can be filled, and the balance of the sintered density at the time of integral formation is improved. This makes it easy to secure strength.

  In the first embodiment and the second embodiment, the connecting beam is provided between the two shoes, and in the third embodiment, the connecting beam is provided on the radial direction side of the respective shoes. The joint beam portion may be provided by combining the third embodiment and the third embodiment.

  Although the housing comprises the housing main body, the front plate and the rear plate, the housing main body and the front plate or the rear plate may be integrally formed to be the housing main body.

  As described above, according to the present invention, the timing pulleys are arranged at intervals on the outer peripheral portion of the advance oil chamber and the retard oil chamber, and the space between the outer periphery of the housing and the timing pulley is circumferentially arranged. A plurality of coupling beams are connected at intervals in the direction, and the housing, the timing pulley and the coupling beam are integrally formed of metal.

  According to this, since the outer periphery of the housing and the timing pulley are connected by the connecting beam and integrally formed, the outer periphery of the housing is reinforced by the connecting beam and therefore the thickness of the outer periphery of the housing is reduced. be able to.

  The present invention is not limited to the embodiments described above, but includes various modifications. For example, the embodiments described above are described in detail in order to explain the present invention in an easy-to-understand manner, and are not necessarily limited to those having all the configurations described. Also, part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of one embodiment. In addition, with respect to a part of the configuration of each embodiment, it is possible to add, delete, and replace other configurations.

  DESCRIPTION OF SYMBOLS 1 ... Timing pulley, 2 ... Camshaft, 3 ... Phase conversion mechanism, 4 ... Hydraulic circuit mechanism, 5 ... Housing, 6 ... Cam bolt, 7 ... Vane member, 8 ... Shoe, 9 ... Retardation hydraulic chamber, 10 ... Advance angle Hydraulic chamber, 11: housing body, 12: front plate, 13: rear plate, 14: bolt, 21: vane rotor, 22 to 25: vane, 100a to 100d: coupling beam portion.

Claims (11)

A timing pulley to which a rotational force is transmitted from a crankshaft via a timing belt, a housing which is rotated by the timing pulley and provided with a plurality of shoes on its inner circumferential surface, and is accommodated relatively rotatably inside the housing Valve timing control of an internal combustion engine comprising a vane rotor having a vane that rotates in synchronization with a camshaft and forms a retarded oil chamber and an advanced oil chamber inside the housing in cooperation with the shoes In the device
A predetermined distance is provided between the outer peripheral portion of the housing and the inner peripheral portion of the timing pulley, and an interval between the outer peripheral portion of the housing main body constituting the housing and the inner peripheral portion of the timing pulley is circumferentially Placing and joining with a plurality of connecting beams, and further integrally forming the housing body, the timing pulley and the connecting beam ;
The side opposite to the opposite side than the circumferential center between the opposite side of the shoe provided with the abutting face against which the stopper face formed on the vane abuts and the shoe circumferentially opposed to the opposite side A valve timing control device for an internal combustion engine, wherein one of the connecting beam portions is formed . In the valve timing control device for an internal combustion engine according to claim 1,
A valve timing control device for an internal combustion engine, wherein the housing body is formed in a cylindrical shape with both ends opened, and the opening is closed by a front plate and a rear plate. In the valve timing control device for an internal combustion engine according to claim 2,
A valve timing control device for an internal combustion engine, wherein the timing pulley is disposed between a projection surface which radially extends the outer surface of the front plate and the rear plate. In the valve timing control device for an internal combustion engine according to claim 3,
A valve timing control device for an internal combustion engine, wherein an axial length of the housing body and an axial length of the timing pulley are substantially equal. In the valve timing control device for an internal combustion engine according to claim 3,
The axial length of the plurality of the coupling beam portion, said housing body and a valve timing control apparatus for an internal combustion engine, characterized in that it is shorter than the axial length of the timing pulley. In the valve timing control apparatus for an internal combustion engine according to any one of claims 1 to 5,
A valve timing control device for an internal combustion engine, wherein all the coupling beams are formed between the shoes in a circumferential direction of the housing body. The valve timing control device for an internal combustion engine according to any one of claims 1 to 6.
A valve timing control device for an internal combustion engine, wherein the timing pulley, the housing main body and the connecting beam portion are integrally formed by sintering iron-based metal powder. A timing pulley to which a rotational force is transmitted from a crankshaft rotated by the operation of a piston via a timing belt, a housing rotated by the timing pulley and provided with a plurality of shoes on its inner circumferential surface, and the inside of the housing And a vane that rotates in synchronization with the camshaft that opens and closes the engine valve and forms a retarded oil chamber and an advanced oil chamber inside the housing in cooperation with the shoes. In an internal combustion engine equipped with a valve timing control device having a vane rotor and a cylinder head of the engine,
The valve timing control device provides a predetermined interval between the outer peripheral portion of the housing and the inner peripheral portion of the timing pulley, and further includes an outer peripheral portion of a housing main body constituting the housing and an inner peripheral portion of the timing pulley. Are circumferentially spaced apart and coupled by a plurality of coupling beams, and the housing body, the timing pulley and the coupling beams are integrally formed, and
An internal combustion engine , wherein an axial length of the plurality of coupling beam portions is formed shorter than an axial length of the housing body and the timing pulley . In the internal combustion engine according to claim 8,
The housing is formed in a cylindrical shape with both ends opened, and
A front plate and a rear plate closing the opening;
An internal combustion engine, wherein the timing pulley is disposed between a projection surface which radially extends the outer surface of the front plate and the rear plate. The internal combustion engine according to any one of claims 8 to 9,
The internal combustion engine, wherein the timing pulley, the housing body and the connecting beam portion are integrally formed by sintering iron-based metal powder. An internal combustion engine according to any one of claims 8 to 10
The internal combustion engine, wherein the coupling beam portion is formed between the shoes in a circumferential direction of the housing body.

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