JPH05340217A - Valve timing controller for engine - Google Patents

Abstract

PURPOSE:To control the revolution angle phase of a driving shaft installed in a valve system for transmitting the turning moment of a crankshaft to a camshaft, revolution angle phase of a driven shaft, and the deflection in stepless form, in a valve timing controller for an engine. CONSTITUTION:A cam pulley 12 is fixed at the top edge part of an exhaust side camshaft 10 as driving shaft. An exhaust side variable V type pulley 29 on a driving shaft side is installed on the exhaust side camshaft 10, and a suction side variable V type pulley 47 is installed on a suction side camshaft 14 as driven shaft, and dowel belt 56 is wound between the exhaust side variable V type pulley 29 and the suction side variable V type pulley 47. A continuously variable transmission is constituted of the exhaust side variable V type pulley 29, suction side variable V type pulley 47, and the dowel belt 56, and the pulley ratio between the exhaust side V type pulley 29 and the suction side variable V type pulley 47 can be varied by controlling a pressure adjusting valve 53 installed in an oil feeding passage 54.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a valve timing control system for an engine, and more particularly to a rotational angle phase of a drive shaft and a rotational angle of a driven shaft provided in a valve train that transmits the rotational force of a crankshaft to a camshaft. The present invention relates to a valve timing control device that controls the valve timing of an engine by shifting the phase.

[0002]

2. Description of the Related Art As a valve timing control device for an engine as described above, an exhaust side camshaft as a drive shaft and an intake side camshaft as a driven shaft are disclosed, as disclosed in JP-A-63-140808. It is known that it was installed between. This valve timing control device shifts the winding position of the chain wound between the sprocket on the exhaust side camshaft and the sprocket on the intake side camshaft with respect to either of the above two sprockets so that the exhaust side camshaft is displaced. And the rotation angle phase of the intake side camshaft are deviated.

Further, as the valve timing control device for an engine as described above, a pair of helical gears that relatively move in the axial direction by hydraulic pressure between the drive shaft and the driven shaft or change the rotational angle phase by electromagnetic force. It is also known that the rotation angle phase of the drive shaft and the rotation angle phase of the driven shaft are displaced by interposing the above.

[0004]

However, in the former engine valve timing control device, the rotational angle phase between the exhaust side camshaft and the intake side camshaft is changed by shifting the winding positions of the chain and the sprocket. Since they are displaced, the deviation of the rotation angle phase must be stepwise.

Further, in the latter engine valve timing control device, since the on / off control causes a constant advance angle or retard angle rotation angle phase between the drive shaft and the driven shaft, the rotation is prevented. The deviation of the angular phase must be stepwise.

Therefore, in the conventional engine valve timing control device, it is impossible to make ideal the deviation of the opening / closing timing of the intake valve with respect to the exhaust valve or the opening / closing timing of the intake valve and the exhaust valve with respect to the crankshaft. There's a problem.

In view of the above, the present invention steplessly controls the deviation between the rotational angle phase of the drive shaft and the rotational angle phase of the driven shaft provided in the valve train that transmits the rotational force of the crankshaft to the camshaft. The purpose is to be able to.

[0008]

To achieve the above object, the invention of claim 1 winds a drive shaft and a driven shaft between a pair of variable V-shaped pulleys and a pair of variable V-shaped pulleys. Connected via a continuously variable transmission, and the pulley ratio of the pair of variable V-shaped pulleys is changed and driven so that the rotational angle phase of the driven shaft deviates from the rotational angle phase of the drive shaft. When the rotational angle phase of the shaft deviates from the phase of the drive shaft rotational angle by a predetermined amount, the pulley ratio of the pair of variable V-shaped pulleys is returned to 1: 1.

Specifically, the means for solving the problems according to the invention of claim 1 is that the rotational angle phase of the drive shaft and the rotational angle phase of the driven shaft provided in the valve train that transmits the rotational force of the crankshaft to the camshaft. A valve timing control device for an engine, which controls valve timing by shifting the valve timing, targeting a drive shaft variable V-type pulley provided on the drive shaft, a driven shaft variable V-type pulley provided on the driven shaft, and these drives. A continuously variable transmission having a variable shaft V-shaped pulley and a belt wound between the driven shaft variable V-type pulley, and the rotation angle phase of the driven shaft deviated from the rotation angle phase of the drive shaft. Drive shaft variable V type pulley and driven shaft variable V
A pulley ratio variable means for changing the pulley ratio to the mold pulley, and the drive shaft variable V type pulley and the driven shaft variable V type when the rotation angle phase of the driven shaft deviates from the phase of the drive shaft rotation angle by a predetermined amount. And a pulley ratio returning means for returning the pulley ratio to the pulley to 1: 1.

The invention of claim 2 is based on the premise of a valve timing control device for an engine provided in a valve train having a drive shaft having a drive shaft pulley and a driven shaft provided outside the drive shaft pulley. The shaft and the driven shaft are connected via a continuously variable transmission including a pair of variable V-type pulleys and a belt wound between the pair of variable V-type pulleys. The movable part is provided on the side opposite to the drive shaft pulley in the crankshaft direction, and the movable part of the variable V-shaped pulley of the driven shaft is provided on the drive shaft pulley side in the crankshaft direction.

Specifically, the solution means taken by the invention of claim 2 is the rotational angle phase of a drive shaft having a drive shaft pulley provided in a valve train for transmitting the rotational force of a crankshaft to a camshaft, and the valve train. For a valve timing control device of an engine that controls valve timing by shifting the rotational angle phase of a driven shaft provided outside the drive shaft pulley in the system, the drive shaft variable provided on the drive shaft is targeted. A continuously variable transmission having a V-shaped pulley, a driven shaft variable V-shaped pulley provided on the driven shaft, and a belt wound between the drive shaft variable V-shaped pulley and the driven shaft variable V-shaped pulley, and the driven device. A pulley that changes the pulley ratio between the drive shaft variable V-type pulley and the driven shaft variable V-type pulley so that the rotation angle phase of the shaft deviates from the rotation angle phase of the drive shaft. And a movable portion of the drive shaft variable V-type pulley is provided on the side opposite to the drive shaft pulley in the crankshaft direction, and the movable portion of the driven shaft variable V-type pulley is a drive shaft in the crankshaft direction. The structure is provided on the pulley side.

According to a third aspect of the present invention, the intake side camshaft and the exhaust side camshaft are connected via a continuously variable transmission. Therefore, in the configuration of the first or second aspect, the drive shaft is the intake side camshaft and One of the exhaust side camshafts,
The driven shaft is configured to be the other of the intake side camshaft and the exhaust side camshaft.

The invention of claim 4 is a crankshaft,
In order to connect the intermediate shaft provided between the crankshaft and the camshaft via a continuously variable transmission, in the structure of claim 1 or 2, the drive shaft is a crankshaft,
The driven shaft is an intermediate shaft provided between the crankshaft and the camshaft.

According to a fifth aspect of the present invention, when the rotational angle phase of the driven shaft deviates from the phase of the drive shaft rotational angle by a predetermined amount, the pulley ratio between the drive shaft variable V-type pulley and the driven shaft variable V-type pulley is 1. In order to restore the predetermined amount by returning to the pair, the structure of claim 2 is urged so that the pulley ratio of the drive shaft variable V type pulley and the driven shaft variable V type pulley becomes 1: 1. A structure including a neutral return spring is added.

[0015]

According to the structure of claim 1, the drive shaft variable V type pulley provided on the drive shaft, the driven shaft variable V type pulley provided on the driven shaft, and the drive shaft variable V type pulley and the driven shaft variable V type pulley. A continuously variable transmission having a belt wound between the drive shaft variable V type pulley and the driven shaft variable V type pulley so that the rotational angle phase of the driven shaft deviates from the rotational angle phase of the drive shaft. Since the pulley ratio changing means for changing the pulley ratio is provided, the rotation angle phase of the drive shaft and the rotation angle phase of the driven shaft can be continuously shifted.

Further, when the rotational angle phase of the driven shaft deviates from the phase of the drive shaft rotational angle by a predetermined amount, the pulley ratio of the drive shaft variable V type pulley and the driven shaft variable V type pulley is restored to 1: 1. Since the pulley ratio restoring means is provided, it is possible to prevent the rotation angle phase of the driven shaft from continuously deviating from the rotation angle phase of the drive shaft, and to prevent the rotation angle phase of the driven shaft from that of the drive shaft. The deviation can be maintained at a predetermined amount.

According to the structure of claim 2, similarly to claim 1, the rotational angle phase of the drive shaft and the rotational angle phase of the driven shaft can be shifted steplessly.

Further, since the movable portion of the drive shaft variable V-type pulley is provided on the side opposite to the drive shaft pulley in the crankshaft direction, the fixed portion of the drive shaft variable V-type pulley is necessarily provided on the drive shaft pulley side. Therefore, the dimension between the drive shaft pulley and the belt core, and the dimension between the drive shaft pulley and the engine body can be reduced.

Further, since the movable part of the driven shaft variable V-type pulley is provided on the drive shaft pulley side in the crankshaft direction, the driven shaft is provided outside of the drive shaft pulley. The space of the intermediate shaft facing the space between the drive shaft pulley and the belt core in the drive shaft can be effectively used.

According to the structure of claim 3, the drive shaft is one of the intake side camshaft and the exhaust side camshaft, and the driven shaft is the other of the intake side camshaft and the exhaust side camshaft. The rotation angle phase of the intake side camshaft and the rotation angle phase of the exhaust side camshaft can be steplessly shifted.

According to the structure of claim 4, since the drive shaft is the crankshaft and the driven shaft is the intermediate shaft provided between the crankshaft and the camshaft, the rotation angle phase of the intermediate shaft is set to the rotation of the camshaft. It is possible to shift the angular phase steplessly.

According to the fifth aspect of the present invention, since the neutral return spring for urging the drive shaft variable V-type pulley and the driven shaft variable V-type pulley to urge the pulley ratio to be 1: 1 is provided. It is possible to prevent the rotation angle phase from continuously deviating from the rotation angle phase of the drive shaft, and maintain a predetermined amount of deviation between the rotation angle phase of the driven shaft and the rotation angle phase of the drive shaft.

[0023]

Embodiments of the present invention will be described below with reference to the drawings.

1 and 2 show an engine valve timing control device according to a first embodiment of the present invention. FIG. 1 is a sectional view and FIG. 2 is a sectional perspective view. The engine valve timing control device according to the present embodiment includes a DOH
In the C engine, the rotational force of the crankshaft transmitted to the cam pulley 12 as the drive shaft pulley of the exhaust side camshaft 10 via the crank pulley and the timing belt is applied to the exhaust side camshaft 1 as the drive shaft.
It is transmitted from 0 to the intake side camshaft 14 as a driven shaft, and the rotational angle phase of the exhaust side camshaft 10 and the rotational angle phase of the intake side camshaft 14 are shifted from each other.

The front end side of the exhaust side camshaft 10 (see FIG. 1)
On the left side), the cylinder head 16 has a bearing 18
An exhaust side pulley shaft 22 that is rotatably supported through the exhaust side fixed portion pulley 20 and is integrally formed with the exhaust side fixed portion pulley 20 is provided. The exhaust side pulley shaft 22 is inserted into the exhaust side pulley shaft 22. At the same time, it is fixed to the exhaust side camshaft 10 by an exhaust side fastening bolt 26 which is screwed to the exhaust side camshaft 10 and has a hollow oil passage 24. The exhaust side pulley shaft 22 is provided between the exhaust side fixed portion pulley 20 and the exhaust side cam shaft 10 in the exhaust side pulley shaft 22.
The exhaust side movable part pulley 28 is slidable with respect to the axial direction.
Are fitted. In this way, the exhaust side movable portion pulley 28 is provided on the counter drive shaft pulley side (right side in FIG. 1) in the crankshaft direction, and the drive shaft is constituted by the exhaust side fixed portion pulley 20 and the exhaust side movable portion pulley 28. An exhaust side variable V-shaped pulley 29 as a variable V-shaped pulley is configured.

On the exhaust side movable portion pulley 28, an exhaust side oil reservoir 32 is formed by an exhaust side casing 30 which extends over the exhaust side movable portion pulley 28 and the exhaust side pulley shaft 22. Exhaust oil reservoir 3
2 communicates with the oil passage 24 of the exhaust side fastening bolt 26. A coil spring 34 is contracted between the exhaust side movable portion pulley 28 and the exhaust side casing 30 inside the exhaust side oil reservoir 32, and the exhaust side movable portion pulley 28 has a biasing force by the coil spring 34 and an exhaust force. The pressure of the oil supplied to the side oil reservoir 32 is pressed against the exhaust side fixed portion pulley 20 side.

On the front end side of the intake side camshaft 14,
An intake side pulley shaft 40, which is rotatably supported by a cylinder head 16 via a bearing 36 and is integrally formed with an intake side fixed portion pulley 38, is provided. The intake side pulley shaft 40 is provided in the intake side pulley shaft 4.
No. 0 is inserted inside and the intake side camshaft 1
It is fixed to the intake-side camshaft 14 by an intake-side fastening bolt 44 having a hollow oil passage 42 screwed to the No. 4. An intake side movable portion pulley 46 is axially slidably fitted to the intake side pulley shaft 40 on the front end side of the intake side pulley shaft 40 with respect to the intake side fixed portion pulley 38. In this way, the intake side movable portion pulley 46 is provided on the drive shaft pulley side (left side in FIG. 1) in the crankshaft direction, and the driven side shaft is driven by the intake side fixed portion pulley 38 and the intake side movable portion pulley 46. An intake side variable V-type pulley 47 as a variable V-type pulley is configured.

An intake side oil reservoir 50 is formed in the intake side movable portion pulley 46 by an intake side casing 48 provided so as to extend between the intake side movable portion pulley 46 and the intake side pulley shaft 40. The intake side oil reservoir 50 communicates with the oil passage 42 of the intake side fastening bolt 44. As a result, the intake side movable portion pulley 46 is pressed toward the intake side fixed portion pulley 38 by the pressure of the oil supplied to the intake side oil reservoir 50. In this case, a ring-shaped pressing member 52 is fixed to the outer peripheral portion of the intake-side movable portion pulley 46, and the same pressure oil is supplied to the exhaust-side oil reservoir 32 and the intake-side oil reservoir 50. In addition, the intake side movable portion pulley 46 is pressed to the fixed portion side with a force larger than that of the exhaust side movable portion pulley 28.

The oil passage 42 of the intake side fastening bolt 44 is connected to an oil supply path 54 in which a pressure adjusting valve 53 is interposed. By controlling the pressure adjusting valve 53, the intake side oil reservoir 50 is connected. The pressure of the supplied oil can be adjusted. Then, the exhaust side variable V-shaped pulley 29 is connected by the pressure control valve 53 and the oil supply passage 54.
And a pulley ratio changing means 55 for changing the pulley ratio between the intake side variable V-shaped pulley 47 and the intake side variable V type pulley 47.

Between the exhaust side variable V-type pulley 29 and the intake side variable V-type pulley 47, a steel coma belt 5 is provided.
6,56 is wound and the exhaust side variable V type pulley 2
The rotational force of 9 is transmitted to the intake side variable V-shaped pulley 47 via the coma belt 56.

Exhaust side variable V-shaped pulley 29 described above
The intake side variable V-shaped pulley 47 and the coma belt 56 constitute a continuously variable transmission, and the continuously variable transmission operates as follows. That is, when the oil of the same pressure is supplied to the exhaust side oil sump 32 and the intake side oil sump 50 and the pressure of the oil is set to a small value, the oil of the exhaust side oil sump 32 is Since the total force of the pressure and the urging force of the coil spring 34 exceeds the pressure of the oil in the intake-side oil reservoir 50, the pulley width of the exhaust-side variable V-shaped pulley 29 becomes smaller, so that the coma belt 56 becomes the exhaust-side variable V. It is suspended on the outer peripheral side of the mold pulley 29, and accordingly, the coma belt 56 is suspended on the inner peripheral side of the intake side variable V-shaped pulley 47. On the other hand, when the pressure of the oil supplied to the exhaust side oil reservoir 32 and the intake side oil reservoir 50 is set to a large value, the oil pressure in the intake side oil reservoir 50 is the same as that of the exhaust side oil reservoir 50. Since the total pressure of the oil pressure of the portion 32 and the urging force of the coil spring 34 is exceeded, the pulley width of the intake side variable V-shaped pulley 47 becomes smaller as shown by the chain double-dashed line. The V-shaped pulley 47 is suspended on the outer peripheral side, and accordingly, the coma belt 56 is suspended on the inner peripheral side of the exhaust side variable V-shaped pulley 29.

A method for controlling the valve timing of the engine using the above continuously variable transmission will be described below.

By adjusting the pressure of the oil supplied to the intake side oil reservoir 50, the pulley ratio between the exhaust side variable V-shaped pulley 29 and the intake side variable V-shaped pulley 47 is set to 1: 1. The camshaft 14 and the exhaust side camshaft 10 have the same rotational angle phase, and when the pulley ratio of the intake side variable V-type pulley 47 is made larger than the pulley ratio of the exhaust side variable V-type pulley 29, the intake side camshaft 14 becomes When the rotation angle phase is delayed with respect to the exhaust side camshaft 10 and the pulley ratio of the intake side variable V-type pulley 47 is made smaller than the pulley ratio of the exhaust side variable V-type pulley 29, the intake side camshaft 14 becomes the exhaust side camshaft 1.
The rotation angle phase advances with respect to zero. Specifically, when the pulley ratio of the intake side variable V-type pulley 47 and the exhaust side variable V-type pulley 29 is set to 10: 9, the exhaust side camshaft 10
Since the intake side camshaft 14 makes 10/9 rotations during one rotation, the phase of the intake side camshaft 14 is 360 °.
X (10 / 9-1) = 40 ° is advanced.

The actual control of the pulley ratio between the exhaust side camshaft 10 and the intake side camshaft 14 is performed as follows.

First, the pulley ratio between the intake-side variable V-shaped pulley 47 and the exhaust-side variable V-shaped pulley 29 is accurately set to 1: 1.
As a control method, the cam angle sensor is attached to each of the exhaust side camshaft 10 and the intake side camshaft 14, and the oil supplied to the intake side oil reservoir 50 is controlled by feedback controlling the pressure control valve 53. 3 or adjust the pressure between the intake side casing 48 and the intake side movable part pulley 46 inside the intake side oil reservoir 50 when the pulley ratio is 1: 1 as shown in FIG. A neutral return spring 58 for reducing the force to 0 is provided, and when the pulley ratio is not 1: 1 due to the pressure of the oil supplied to the exhaust side oil reservoir 32 and the intake side oil reservoir 50, the neutral return spring 58 is provided. The pulley ratio is returned to 1: 1 by the biasing force of 58.

When the coma belt 56 slips when the intake camshaft 14 is driven or when the rotational angle phase of the intake camshaft 14 is shifted, feedback control of the pressure control valve 53 is used to intake air. The pressure of the oil supplied to the side oil reservoir 50 is adjusted.

When the rotation angle phase of the intake side camshaft 14 is advanced or delayed with respect to the rotation angle phase of the exhaust side camshaft 10, the area of the shaded portion in FIG. 4A is predetermined. To make the amount of advance,
Alternatively, the pressure control valve 53 is feedback-controlled so that a value obtained by subtracting the total area of the shaded portions on the Ret side from the total area of the shaded portions on the Adv side in FIG.

5 and 6 show a valve timing control device for an engine according to a second embodiment of the present invention. FIG. 5 is a front view and FIG. 6 is a sectional view. The valve timing control device for an engine according to the present embodiment provides a rotational force of a crankshaft 62 having a crank pulley 60 as a drive shaft pulley provided in the front part of the engine body in the front part of the engine body in the DOHC engine. The rotation angle phase of the crankshaft 62 and the rotation angle phase of the intermediate shaft 64 are shifted while being transmitted to the intermediate shaft 64 as the driven shaft. The rotational force of the crankshaft 62 transmitted to the intermediate shaft 64 is transmitted to the exhaust side cam pulley 68 and the intake side cam pulley 70 via the timing belt 66.

A crank fixing portion pulley 72 is formed integrally with the crankshaft 62 on the front end side (left side in FIG. 6) of the crankshaft 62, and the crank fixing portion pulley 72 at the front end portion of the crankshaft 62.
Counter crank pulley 60 side (right side in FIG. 6)
A crank movable portion pulley 74 is fitted to the crank shaft 62 so as to be slidable in the axial direction. The crank fixed portion pulley 72 and the crank movable portion pulley 74 described above constitute a crank variable V-type pulley 75 as a drive shaft movable V-type pulley.

A crank oil sump 78 is formed in the crank movable part pulley 74 by a crank casing 76 which extends over the crank movable part pulley 74 and the crankshaft 62. It communicates with the oil passage 80 of the crankshaft 62. A coil spring 80 is contracted between the crank movable portion pulley 74 and the crank casing 76 inside the crank oil reservoir 78, and the crank movable portion pulley 74 has an urging force by the coil spring 80 and a crank oil reservoir 78. It is pressed against the crank fixing portion pulley 72 side by the pressure of the oil supplied to the crank fixing portion.

An intermediate shaft fixing portion pulley 82 is formed integrally with the intermediate shaft 64 at the rear end portion of the intermediate shaft 64, and the intermediate shaft 64 is provided closer to the front end side than the intermediate shaft fixing portion pulley 82. The movable portion pulley 84 is fitted on the intermediate shaft 64 so as to be slidable in the axial direction. In this way, the intermediate shaft movable portion pulley 84 is provided on the drive shaft pulley side (left side in FIG. 6) in the crankshaft direction,
Intermediate shaft fixed portion pulley 82 and intermediate shaft movable portion pulley 84
And constitute an intermediate shaft variable V-type pulley 85 as a driven shaft variable V-type pulley.

An intermediate shaft oil reservoir 88 is formed in the intermediate shaft movable portion pulley 84 by an intermediate shaft casing 86 provided between the intermediate shaft movable portion pulley 84 and the intermediate shaft 64. The oil reservoir 88 is the intermediate shaft 64.
Of the oil passage 90. As a result, the intermediate shaft movable portion pulley 84 is pressed toward the intermediate shaft fixed portion pulley 82 by the pressure of the oil supplied to the intermediate shaft oil reservoir 88. In this case, a ring-shaped pressing member 92 is fixed to the intermediate shaft movable portion pulley 84, and when oil of the same pressure is supplied to the crank oil sump 78 and the intermediate shaft oil sump 88, The shaft movable portion pulley 84 is pressed toward the fixed portion by a force larger than that of the crank movable portion pulley 74.

Steel coma belts 94, 94 are wound between the crank variable V-type pulley 75 and the intermediate shaft variable V-type pulley 85, and the rotational force of the crank variable V-type pulley 75 is transmitted through the coma belt 94. Intermediate axis variable V
It is transmitted to the mold pulley 85. Crank V described above
The type pulley 75, the intermediate shaft variable V type pulley 85 and the coma belt 94 constitute a continuously variable transmission. The continuously variable transmission includes the exhaust side camshaft 10 and the intake side camshaft 14 in the first embodiment. The same operation as the continuously variable transmission provided between the two.

In the second embodiment, since the continuously variable transmission is provided between the crankshaft 62 and the intermediate shaft 64,
By changing the pulley ratio of the crank variable V-type pulley 75 and the intermediate shaft variable V-type pulley 85 from 1: 1, the rotational angle phases of the intake side camshaft and the exhaust side camshaft with respect to the crankshaft 62 can be shifted at the same time. You can

In the second embodiment, the intermediate shaft 64 is provided between the crankshaft 62 and the exhaust side camshaft.
Although the continuously variable transmission is provided between the crankshaft 62 and the intermediate shaft 64, instead of this, an intermediate shaft is provided between the exhaust side camshaft and the intake side camshaft. And the intermediate shaft, or between the intermediate shaft and the intake camshaft, a continuously variable transmission may be provided.

In the first and second embodiments, the continuously variable transmission and thus the valve timing control device for the engine are arranged in front of the engine body.
Instead of this, the valve timing device of the engine as described above may be arranged on the rear side of the engine body.

[0047]

As described above, according to the valve timing control device for an engine of the present invention, the drive shaft and the driven shaft are connected via the continuously variable transmission, and the rotational angle phase of the driven shaft is increased. Since the pulley ratio varying means for changing the pulley ratio so as to deviate from the rotation angle phase of the drive shaft is provided, the rotation angle phase of the drive shaft and the rotation angle phase of the driven shaft can be continuously shifted. In addition, since the pulley ratio returning means for returning the pulley ratio to 1: 1 when the rotational angle phase of the driven shaft deviates from the phase of the driving shaft by a predetermined amount is provided, the rotational angle phase of the driven shaft and the drive shaft are The deviation from the rotation angle phase can be maintained at a predetermined amount.

According to the engine valve timing control device of the second aspect of the present invention, the drive shaft and the driven shaft are connected via the continuously variable transmission, and the rotational angle phase of the driven shaft is the rotational angle phase of the drive shaft. Since the pulley ratio changing means for changing the pulley ratio so as to be displaced with respect to each other is provided, the rotation angle phase of the drive shaft and the rotation angle phase of the driven shaft can be steplessly shifted, and the drive shaft variable V-type pulley is provided. Since the movable part of the drive shaft pulley is provided on the side opposite to the drive shaft pulley in the crankshaft direction, and the movable part of the driven shaft variable V-type pulley is provided on the drive shaft pulley side in the crankshaft direction, the dimension between the drive shaft pulley and the engine body is reduced. The size of the drive shaft pulley can be reduced, and the space between the drive shaft pulley and the belt core of the driven shaft can be effectively used. It can be accommodated in the defect.

According to the valve timing control device for an engine of the third aspect, the drive shaft is one of the intake side camshaft and the exhaust side camshaft, and the driven shaft is the intake side camshaft and the exhaust side camshaft. Since the other of the two is used, the rotational angle phase of the intake side camshaft and the rotational angle phase of the exhaust side camshaft can be steplessly shifted.

According to the valve timing control device for an engine of the fourth aspect, since the drive shaft is the crankshaft and the driven shaft is the intermediate shaft provided between the crankshaft and the camshaft, the rotation of the intermediate shaft is prevented. The angular phase can be continuously shifted with respect to the rotational angle phase of the camshaft.

According to the valve timing control device for an engine of the fifth aspect of the present invention, since the neutral return spring for urging the pulley ratio to be 1: 1 is provided, the rotational angle phase of the driven shaft and the rotation of the drive shaft are increased. The deviation from the angular phase can be maintained at a predetermined amount.

[Brief description of drawings]

FIG. 1 is a sectional view showing a valve timing control device for an engine according to a first embodiment of the present invention.

FIG. 2 is a cross-sectional perspective view showing a valve timing control device for an engine according to the first embodiment.

FIG. 3 is a sectional view showing a valve timing control device for an engine according to a modified example of the first embodiment.

FIG. 4 is an explanatory diagram showing a method of controlling the pulley ratio between the exhaust side camshaft and the intake side camshaft by using the valve timing control device for the engine according to the first embodiment.

FIG. 5 is a front view showing a valve timing control device for an engine according to a second embodiment of the present invention.

FIG. 6 is a sectional view showing a valve timing control device for an engine according to the second embodiment.

FIG. 7 is an explanatory diagram of rotational angle phases of the exhaust side camshaft and the intake side camshaft when controlling the valve timing of the engine using the second embodiment.

[Explanation of symbols]

10 exhaust side camshaft (driving shaft) 12 cam pulley (driving shaft pulley) 14 intake side camshaft (driven shaft) 20 exhaust side fixed part pulley 28 exhaust side movable part pulley 29 exhaust side variable V type pulley (drive shaft variable V Type pulley) 38 intake side fixed part pulley 46 intake side movable part pulley 47 intake side variable V type pulley (driven shaft variable V type pulley) 53 pressure control valve 54 oil supply path 55 pulley ratio changing means 56 coma belt 58 neutral return spring (Pulley ratio returning means) 60 Crank pulley (Drive shaft pulley) 62 Crank shaft (Drive shaft) 64 Intermediate shaft (Drive shaft) 72 Crank fixed part pulley 74 Crank movable part pulley 75 Crank variable V type pulley (Drive shaft variable V type) Pulley) 82 Intermediate shaft fixed part pulley 84 Intermediate shaft Movable part pulley 85 Intermediate shaft variable V type pulley (driven shaft variable V type pulley) 94 Frame belt

Claims (5)

[Claims] 1. A valve of an engine for controlling valve timing by shifting a rotational angle phase of a drive shaft and a rotational angle phase of a driven shaft provided in a valve train that transmits a rotational force of a crankshaft to a camshaft. A timing control device comprising: a drive shaft variable V-type pulley provided on the drive shaft; a driven shaft variable V-type pulley provided on the driven shaft; and a drive shaft variable V-type pulley and a driven shaft variable V type. A continuously variable transmission having a belt wound between pulleys, and the drive shaft variable V-type pulley and the driven shaft variable V so that the rotational angle phase of the driven shaft deviates from the rotational angle phase of the drive shaft. A pulley ratio varying means for changing the pulley ratio to the driven pulley, and the drive shaft variable V-shaped pulley and the driven shaft when the rotational angle phase of the driven shaft deviates from the rotational angle phase of the drive shaft by a predetermined amount. A valve timing control device for an engine, comprising: a pulley ratio returning means for returning the pulley ratio to the variable shaft V-shaped pulley to 1: 1. 2. A rotation angle phase of a drive shaft having a drive shaft pulley provided in a valve train system for transmitting the rotational force of a crankshaft to a cam shaft, and the drive shaft pulley provided outside the drive shaft pulley in the valve train system. A valve timing control device for an engine, which controls a valve timing by shifting a rotational angle phase of a driven shaft, comprising: a drive shaft variable V-shaped pulley provided on the drive shaft; and a driven shaft provided on the driven shaft. A continuously variable transmission having a variable shaft V-shaped pulley and a belt wound between the variable drive shaft V-shaped pulley and the driven shaft variable V-pulley, and the rotational angle phase of the driven shaft is the rotation of the drive shaft. The drive shaft variable V type is provided with pulley ratio changing means for changing a pulley ratio between the drive shaft variable V type pulley and the driven shaft variable V type pulley so as to be displaced with respect to an angular phase. The movable part of the pulley is provided on the side opposite to the drive shaft pulley in the crankshaft direction,
A valve timing control device, wherein a movable part of the driven shaft variable V-type pulley is provided on a drive shaft pulley side in a crankshaft direction. 3. The drive shaft is one of an intake side camshaft and an exhaust side camshaft, and the driven shaft is the other of an intake side camshaft and an exhaust side camshaft. Item 3. The valve timing control device according to item 1 or 2. 4. The drive shaft is a crankshaft,
The driven shaft is an intermediate shaft provided between the crankshaft and the camshaft.
Or the valve timing control device according to 2. 5. A neutral return spring for urging the drive shaft variable V-type pulley and the driven shaft variable V-type pulley so as to have a pulley ratio of 1: 1. The valve timing control device described.