JPH0783008A - Valve timing regulator of internal combustion engine - Google Patents

Abstract

PURPOSE:To provide a valve timing regulator which diminishes the tooth-striking sound of a tubular gear to mesh with a timing pulley and a can shaft and prevents the timing pulley from colliding with the cam shaft without increasing the number of parts. CONSTITUTION:The area of a pressure receiving surface 5c that receives oil pressure in the arrow P denoting angle retardation direction of a flange 5 fixed at a timing pulley 7: S1, the area of the pressure receiving surface 29a of a seal member 29 that receives oil pressure in an angle advance direction denoted by an arrow Q: S2, the area of a pressure receiving surface 8b that receives oil pressure in the angle advance direction of a tubular gear 8: S3, the area of a pressure receiving surface 8c that receives oil pressure in the angle retardation direction; S4, and in this instance, respective pressure receiving surfaces are formed so as to satisfy the relation of S1>S2, S4>S2. As a result, during the operation of an internal combustion engine, the sum of forces that are received by the timing pulley 7 becomes of the angle retardation direction, and the timing pulley 7 retains the state of having butted against the stopper 1a of a cam shaft 1.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a valve timing adjusting device for changing the opening / closing timing of intake / exhaust valves of an internal combustion engine in accordance with operating conditions.

[0002]

2. Description of the Related Art Conventionally, in an internal combustion engine, a valve drive in which a camshaft is rotationally driven from a crankshaft through a rotation transmission member such as a timing belt, a chain, or a gear, and the camshaft operates a valve. The mechanism is widely adopted. Then, in order to adjust the valve timing of the intake and exhaust valves according to the operating conditions of the internal combustion engine, for example, by providing relative rotation between the camshaft and a timing pulley provided coaxially with the camshaft, As a valve timing adjusting device for changing the valve timing, for example, Japanese Patent Application Laid-Open No. 63-13
Those disclosed in Japanese Patent No. 1808 and Japanese Utility Model Laid-Open No. 1-111111 are known.

In Japanese Laid-Open Patent Publication No. 63-131808 and Japanese Utility Model Laid-Open No. 1-113111, a tubular gear is axially movably engaged between a cam shaft and a timing pulley to form a cylinder. By moving the helical gear in the axial direction, the camshaft and the timing pulley are relatively rotated to change the valve timing. Then, in order to convert the movement of the cylindrical gear in the axial direction into the relative rotation of the cam shaft and the timing pulley, a meshing structure using a helical spline is adopted. Then, by dividing the tubular gear in the axial direction and connecting the divided gears with an elastic body and urging them in opposite directions, backlash between the helical splines is reduced, and due to rotation fluctuation of the internal combustion engine. The rattling noise of the helical spline is reduced.

In the system disclosed in Japanese Patent Laid-Open No. 63-131808, the moving position of the cylindrical gear in the axial direction is variable by adjusting the pressure in pressure chambers provided at both ends of the cylindrical gear. Controllable. In addition, the actual Kaihei 1-113
According to the technique disclosed in Japanese Patent Laid-Open No. 111, a spring member for biasing the timing pulley in the axial direction of the camshaft is interposed between the camshaft and the timing pulley, so that the torque change due to the fluctuation in the rotation of the camshaft. This prevents the timing pulley from moving in the gap with the cam shaft and colliding with the cam shaft.

[0005]

However, in the one disclosed in Japanese Patent Laid-Open No. 63-131808, the timing pulley moves in the gap between the camshaft and the camshaft due to the torque change due to the fluctuation of the rotation of the camshaft. There is a problem of collision with the camshaft. Actual Kaihei 1-1131
According to the publication No. 11, the spring member is interposed between the cam shaft and the timing pulley to prevent the timing pulley from colliding with the cam shaft. However, the spring member is used. Therefore, there is a problem that the number of parts increases and the number of assembling steps increases.

The present invention has been made to solve such a problem, and reduces the rattling noise of a cylindrical gear that meshes with a camshaft and a timing pulley, so that the timing pulley can be provided without increasing the number of parts. An object of the present invention is to provide a valve timing adjusting device that prevents a collision with a camshaft.

[0007]

SUMMARY OF THE INVENTION A valve timing adjusting device for an internal combustion engine according to the present invention made to achieve the above object meshes between a camshaft and a timing pulley of the internal combustion engine, at least one of which is A tubular gear that meshes via a helical tooth; and a hydraulic pressure supply unit that hydraulically moves the tubular gear in the axial direction of the camshaft,
Rotation is transmitted from the timing pulley to the cam shaft via the tubular gear, and the tubular gear is moved in the axial direction of the cam shaft by the hydraulic pressure supply means, whereby the cam shaft and the timing pulley are moved. In a valve timing adjusting device for an internal combustion engine that relatively rotates and the rotational phase of the camshaft, a reference position defining member is formed on the camshaft side, and the timing pulley is operated during operation of the internal combustion engine. The area ratio of the pressure receiving surface of the hydraulic pressure received from the hydraulic pressure supply means of the tubular gear to the pressure receiving surface of the hydraulic pressure received by the timing pulley from the hydraulic pressure supply means is set so as to come into contact with the reference position defining member. And

The hydraulic pressure supply means has an advancing side hydraulic chamber for applying an advancing direction hydraulic pressure to the cylindrical gear and a retarding side hydraulic chamber for applying a retarding direction hydraulic pressure to the cylindrical gear. Then
The area of the pressure receiving surface where the timing pulley receives the hydraulic pressure from the advance side hydraulic chamber in the retard direction is S ₁ , and the timing pulley receives the hydraulic pressure from the retard side hydraulic chamber in the advance direction. the area S _2, the retard direction area of the pressure receiving surface for receiving the hydraulic pressure toward the advance direction from the cylindrical gear the advance side hydraulic chamber from S _3, the cylindrical gear the retard side hydraulic chamber when the S ₄ the area of the pressure receiving surface receiving the hydraulic pressure towards, by setting the area to satisfy _{S 1> S 2, S 4} > S 2, the cylindrical gear by the hydraulic pressure supply means The timing pulley is brought into contact with the reference position defining member when performing the intermediate holding control, and the timing pulley is brought into contact with the reference position defining member when the tubular gear is biased to the most retarded position by the hydraulic pressure supply means. Is desirable.

The timing pulley has a retard stopper for restricting the movement of the tubular gear in the retard direction, and the timing pulley is at the most retarded position where the tubular gear abuts the retard stopper. Is preferably brought into contact with the reference position defining member. An advance stopper that restricts the movement of the tubular gear in the advance direction is formed on the camshaft, and the timing pulley is set to the reference at the most advanced position where the tubular gear contacts the advance stopper. It is desirable that the position-defining member is abutted.

The camshaft is formed with a retard stopper for restricting the movement of the cylindrical gear in the retard direction, and the pressure receiving surface of the timing pulley which receives the hydraulic pressure from the retard hydraulic chamber is The area S ₂ that receives the hydraulic pressure in the advance direction is set to 0, or the pressure receiving surface is formed so as to receive the hydraulic pressure in the retard direction, and the tubular gear contacts the retard stopper. The timing pulley may be brought into contact with the reference position defining member at the retard position.

The timing pulley is formed with an advance stopper that restricts the movement of the cylindrical gear in the advance direction, and the area S ₁ and the area S ₃ are S ₁ > S
It is also possible that the relationship of ₃ is established, and the timing pulley contacts the reference position defining member at the most advanced position where the tubular gear contacts the advance stopper.

[0012]

According to the valve timing adjusting device for an internal combustion engine of the present invention, the tubular gear is operated from the pressure supply means so that the timing pulley contacts the reference position defining member formed on the camshaft side during operation of the internal combustion engine. By setting the area ratio between the pressure receiving surface of the received hydraulic pressure and the pressure receiving surface of the hydraulic pressure received by the timing pulley from the hydraulic pressure supply means, the collision noise of the timing pulley colliding with the camshaft is suppressed.

[0013]

Embodiment 12 An embodiment of the present invention will be described with reference to the drawings. FIG. 2 shows one embodiment of an internal combustion engine system for an automobile to which the valve timing adjusting device according to the first embodiment of the present invention is applied. DO
A valve timing adjusting device is provided on the intake side camshaft 1 of the HC type internal combustion engine. Intake side sprocket 4
0 and the exhaust side sprocket 41 are rotationally driven by a crank sprocket 51 provided on a crankshaft 50 of an internal combustion engine via a timing chain 52 guided by guides 53a and 53b. Then, the intake-side camshaft 1 and the exhaust-side camshaft 42 are driven.

The hydraulic control valve 10 is feedback-controlled so that the valve timing control device 9 controls the switching of the hydraulic path to the valve timing adjusting device to obtain a desired valve timing. A camshaft 1 that generates a signal at a predetermined rotation angle in synchronization with the rotation of the camshaft 1.
Rotation sensor 54 and a rotation sensor 55 of the crankshaft 50 that generates a signal at every predetermined rotation angle in synchronization with the rotation of the crankshaft 50. The signals of the rotation sensors 54 and 55 are input to the valve timing control device 9. is doing. The valve timing control device 9 calculates the phase difference between the signals from the rotation sensors 54 and 55, and feedback-controls the hydraulic control valve 10 so that the detected phase difference becomes a target phase difference. Note that the target phase difference is the fuel injection valve 5
From the fuel injection control device 57 for controlling the intake air amount Q
And an internal-combustion-engine speed signal Ne are input, and the optimum valve timing is set according to the internal-combustion engine load indicated by these signals.

Next, a valve timing adjusting device according to a first embodiment of the present invention is shown in FIGS. 1 and 3 to 6. In FIG. 1, the camshaft 1 has an annular stopper 1a on the outer circumference.
Are integrally formed and are fixed to the sleeve 4 by bolts 2 and pins 3. A cylindrical portion 5b of the flange 5 is slidably supported by the camshaft 1, and a timing pulley 7 is fixed to an annular portion 5a of the flange 5 by a bolt 6. At the end of the camshaft 1, a stay 14 and a cam sleeve 16 fixed to the internal combustion engine head are fixed by bolts 15.

The sleeve 4 is formed in a cylindrical shape, a part of which covers the camshaft 1 and the other part of the sleeve 4 covers an outer wall of an inner ring portion of the cam sleeve 16 which will be described later. A helical spline 4 a is formed on the outer wall of the portion of the sleeve 4 that covers the camshaft 1. The oil passage 4b is formed by penetrating the outer wall of the sleeve 4 in which the helical spline 4a is not formed and does not cover the camshaft 1, and is formed by the retard side hydraulic chamber 12 and the inner ring portion of the cam sleeve 16 which will be described later. It communicates with the oil passage 16b.

The flange 5 is formed of an annular portion 5a extending in the radial direction of the camshaft 1 and a cylindrical portion 5b extending in the axial direction of the camshaft 1, and the cylindrical portion 5b is formed in the camshaft 1.
It is slidably supported by. When the end surface 5d of the annular portion 5a contacts the stopper 1a, the end portion 5e of the cylindrical portion 5b forms a gap having a distance a in the axial direction between the sleeve 4 and the camshaft 1.

An oil passage 14a communicating with the oil passage 16a of the cam sleeve 16, an oil passage 14b following the oil passage 14a, and an oil passage 14c communicating with the oil passage 16b of the cam sleeve 16 are formed inside the stay 14. ing. The timing pulley 7 is formed of an annular sprocket 7a extending in the radial direction of the camshaft 1 and a cylindrical portion 7b extending in the axial direction of the camshaft 1, and a helical spline 7c is formed on the inner wall of the cylindrical portion 7b. . The cylindrical portion 7b is
The wall thickness of the portion where the helical spline 7c is formed is thicker than the wall thickness of the portion on the cam sleeve 16 side where the helical spline 7c is not formed, and the annular pressure receiving surface 7d is on the advance side at the boundary portion of the wall thickness. It is formed so as to be located in the hydraulic chamber 13. An annular seal member 29 is fixed to the inner wall of the end of the cylindrical portion 7b, and the seal member 29 is in contact with an oil-tight seal ring 24 fixed to the outer wall of the cam sleeve 16 described later.

The cam sleeve 16 is formed of an outer ring portion, an inner ring portion, and a connecting portion connecting the outer ring portion and the inner ring portion.
An oil passage 16a is formed between the outer ring portion and the inner ring portion,
It communicates with the retard side hydraulic chamber 12. Inner ring and stay 14
Forms an oil passage 16b and communicates with the advance side hydraulic chamber 13 via the oil passage 4b. The oiltight seal ring 23 is fitted on the outer wall of the inner ring portion, and the oiltight seal ring 23 is in contact with the inner wall of the sleeve 4.

The tubular gear 8 has an L-shaped cross section as a whole, and comprises a piston portion 81 that expands in the radial direction and a gear portion 82 that extends in the axial direction. The cylindrical gear 8 has an internal tooth helical spline and an external tooth helical spline that can mesh with the helical spline 4a and the helical spline 7c. An annular groove 81a is formed on the outer circumference of the piston portion 81, and the oil-tight seal ring 11 is fitted in the groove 81a. The piston portion 81 is housed so as to partition the annular cylinder formed between the outer wall of the sleeve 4 and the cylindrical portion 7b of the timing pulley 7 into the retard side hydraulic chamber 12 and the advance side hydraulic chamber 13. . Delay side hydraulic chamber 12
Communicate with the oil passages 16a, 14a, 14b and 17 and the advance side hydraulic chamber 13 includes the oil passages 4b, 16b, 14c.
And 18 in communication. The oil passage 20 delivers the hydraulic oil sucked up from the drain 21 by the oil pump 19 to the oil passage 17 or 18 by switching the hydraulic control valve 10, and the oil passage 22 is switched to the oil passage 17 or 18 by switching the hydraulic control valve 10. The hydraulic oil discharged from the pump is sent to the drain 21.

The hydraulic control valve 10 is driven by the valve timing control device 9. Then, by switching the hydraulic control valve 10, the retard side hydraulic chamber 12 and the advance side hydraulic chamber 13
The cylindrical gear 8 moves or stops on the axis of the camshaft 1 by controlling the supply, discharge, or interruption of the hydraulic oil to the camshaft 1. Next, the configuration of the tubular gear 8 will be described in more detail.

The gear portion 82 of the tubular gear 8 is composed of four arc-shaped portions obtained by dividing a cylinder into four. The gear portion 82 includes gear portions 31 and 32 extending from the piston portion 81 and integrally formed with the piston portion 81, and arc type gears 25 and 26. On the inner circumferences of the gear portions 31 and 32, internal tooth helical splines 31a that mesh with the helical splines 4a.
And 32a are formed, and the external teeth helical splines 31b and 3 mesh with the helical spline 7c on the outer circumference.
2b is formed. Inner tooth helical splines 25a and 26a that mesh with the helical spline 4a are formed on the inner circumferences of the arc-shaped portions 25 and 26, and outer tooth helical splines 25b and 26b that mesh with the helical spline 7c are formed on the outer circumference. The gear parts 31 and 32 and the arc type gears 25 and 26 apparently constitute one cylindrical gear. A helical spline for 28 teeth is formed inside the gear portion 82 and for 40 teeth outside.

The arc gears 25 and 26 are made of a resin material having excellent slidability. The arc-shaped gears 25 and 26 have three holes 25c and 26c, respectively,
The spring 27 is compressed and accommodated in the holes 25c and 26c. As shown in FIG. 4, the ends of the arc type gears 31 and 32 are provided with a groove 31c in the radial direction.
And 32c are formed, and the snap ring 28 is attached thereto. Therefore, the arc-shaped gears 25 and 26
The movement of the shaft in the axial direction is restricted by contacting the end of the shaft with the snap ring 28. In this state,
The tooth traces of the internal tooth helical splines 31a and 32a and the internal tooth helical splines 25a and 26a are displaced from each other.

Next, the timing pulley 7 and the cylindrical gear
8 is received from the retard side hydraulic chamber 12 and the advance side hydraulic chamber 13.
The hydraulic pressure receiving surface is fixed to the timing pulley 7.
The flange 5 receives the hydraulic pressure in the direction of the retarded angle indicated by the arrow P in FIG.
Area of pressure receiving surface 5c: S₁, Advance angle indicated by arrow Q in FIG.
Of the pressure receiving surface 29a of the seal member 29 that receives the hydraulic pressure in the direction
Product: S₂ , A pressure receiving surface that receives hydraulic pressure in the advancing direction of the cylindrical gear 8.
Area of 8b: S₃ , Pressure receiving surface 8c that receives hydraulic pressure in the retard direction
Area: S_Four Then, S₁ > S₂ , S₁ > S ₃ , S_Four 
> S₂ Each pressure receiving surface is formed to satisfy the relationship of
It

The areas S ₁ , S ₂ , S ₃ , and
In S ₄ , each member is a retard side hydraulic chamber 12 or an advance side hydraulic chamber 1
3 is the total of the areas receiving hydraulic pressure, for example, area S
₁ is the total of the areas where the timing pulley 7 receives hydraulic pressure from the advance side hydraulic chamber 13 in the retard direction, and the area S ₂
Is a total of areas that receive hydraulic pressure from the retard side hydraulic chamber 12 in the advance direction. And each area S ₁ , S ₂ , S
The magnitude relationship between ₃ and S ₄ is set in consideration of the directionality of the hydraulic pressure acting on the timing pulley 7.

After the cylindrical gear 8 assembled in the state shown in FIGS. 3 and 4 is mounted on the sleeve 4, the timing pulley 7
Is assembled while engaging the helical splines. In this assembling process, the spring 27 is further compressed from the state shown in FIG. 4, and the deviation of the tooth trace existing in the states of FIGS. 3 and 4 is reduced. The meshing state of each helical spline is shown in FIGS. 5 (A), 5 (B) and 5 (C).

FIG. 5A shows a gear portion 31 (32),
The arc gear 25 (26) is shown by a solid line, and the timing pulley 7 is shown by a broken line. In FIG. 5B, the gear part 3
1 (32), the arc-shaped gear 25 (26), the sleeve 4 and the timing pulley 7 are shown in a schematic cross-sectional view. Further, in FIG. 5C, the gear portion 3
1 (32) and the arc type gear 25 (26) are shown by a solid line, and the sleeve 4 is shown by a broken line. Note that the cross-sectional view of FIG. 5C shows a cross section taken along line BB of FIG. 5A or 5B. Note that, in FIG. 5, for simplification of description, the number of inner teeth and outer teeth of the gear portion 82 is shown to be the same.

After assembly, as shown in FIG. 5B, the internal tooth helical spline 25a of the arc gear 25 (26).
(26a) and the internal tooth helical spline 31a (32a) of the gear portion 31 (32) are urged by the spring 27 toward one tooth surface and the other tooth surface of the helical spline 4a of the sleeve 4. . Further, the external tooth helical spline 25b (26
b) and the external tooth helical spline 31b (32b) of the gear portion 31 (32) are urged by the spring 27 toward one tooth surface and the other tooth surface of the helical spline 7c of the timing pulley 7. .

Therefore, the rotation of the timing pulley 7 in the direction of the arrow R shown in FIG. 5B is applied to the gear portion 31 (32) by the contact between the helical spline 7c and the external tooth helical spline 31b (32b). It is transmitted and further transmitted to the sleeve 4 by the contact between the internal tooth helical splines 31a (32a) and the helical splines 4a. At this time, a propulsive force in the arrow P direction shown in FIG. 1 is generated in the gear portion 31 (32) according to the twisting direction of the helical spline.

On the other hand, the arc type gear 25 (26) is a gear portion 3
1 (32) is deviated by the biasing force of the spring 27 in the direction of arrow P shown in FIG. 5 (A) by the distance d, and is in contact with the helical spline 7c and the helical spline 4a. Therefore, the timing pulley 7 shown in FIG.
Rotation in the direction of arrow R shown in (B) of FIG.
6), but the rotation of the sleeve 4 is transmitted to the camshaft 1 via the gear portion 31 (32).

According to the first embodiment, the biasing direction of the spring 27 is made to coincide with the arrow P direction shown in FIG.
The spring 27 does not have to bias the arc gears 25 and 26 against the propulsive force generated by the torsion of the helical splines. Therefore, the biasing force of the spring 27 can be reduced. In addition, the arc type gears 25 and 26
Since the tooth flank pressure applied to the helical spline tooth flank is also small, the arc-shaped gears 25 and 26 can be made of a resin material with smooth tooth flanks, and the axial movement of the cylindrical gear 8 can be prevented. Can be smooth.

Next, the operation of the valve timing adjusting device of the first embodiment will be described. Switching the hydraulic control valve 10 according to the control signal of the valve timing control device 9 to connect the oil passage 20 and the retard side hydraulic chamber 12 with each other and to connect the oil passage 22 and the advance side hydraulic chamber 13 with each other. You can The hydraulic oil sucked up from the drain 21 by the oil pump 19 is supplied to the oil passages 20, 17, 14b, 14a, 16
The hydraulic oil supplied to the retard side hydraulic chamber 12 through a and the hydraulic oil in the advance side hydraulic chamber 13 passes through the oil passages 4b, 16b, 14c, 18,
It is returned to the drain 21 through 22. At this time, the pressure in the retard side hydraulic chamber 12 rises above the pressure in the advance side hydraulic chamber 13, and the tubular gear 8 moves in the direction indicated by arrow P in FIG.
Sprocket 7 depending on the direction of twist of the helical spline
The camshaft 1 rotates relative to a and the angular phase is delayed. On the other hand, the hydraulic control valve 10 is switched to change the oil passage 22.
And the retard side hydraulic chamber 12 are electrically connected to each other, and the oil passage 2
It is possible to electrically connect 0 and the advance side hydraulic chamber 13. The hydraulic oil sucked up by the oil pump 19 from the drain 21 is
The hydraulic oil in the advance side hydraulic chamber 13 is supplied to the advance side hydraulic chamber 13 through the oil passages 20, 18, 14c, 16b and 4b, and is returned to the drain 21 through the oil passages 16a, 14a, 14b, 17 and 22. . At this time, the advance side hydraulic chamber 13
Pressure rises above the pressure in the retard side hydraulic chamber 12, and the tubular gear 8 moves in the direction indicated by arrow Q in FIG. The camshaft 1 rotates relatively to the sprocket 7a due to the twisting direction of the helical spline, and the angular phase advances. Further, the hydraulic control valve 10 is switched to control conduction and interruption, and the tubular gear 8 is moved or stopped at an arbitrary position in the axial direction, whereby the phase relationship between the sprocket 7a and the camshaft 1 is arbitrarily set within the control range. To continuously control the valve timing of the internal combustion engine.

Even during such operation, the arc gears 25 and 26 are moved by the spring 27 so that the arrow P shown in FIG.
The helical splines are urged in the direction to reduce the backlash of meshing between the helical splines, and suppress the generation of rattling noise between the helical splines due to fluctuations in the rotation of the internal combustion engine. Next, the camshaft 1 that the timing pulley 7 receives
The axial force of will be described. Pressure receiving surfaces 5c, 29a,
The hydraulic pressures 8b and 8c receive from the retard side hydraulic chamber 12 or the advance side hydraulic chamber 13 are respectively P ₁ , P ₂ , P ₃ and P.
_Set to ₄ .

When the axial position of the camshaft 1 of the cylindrical gear 8 is fixed, the helical gear is twisted from the tooth surface of the helical spline to the cylindrical gear 8.
The axial force of the camshaft 1 which is received by the camshaft 1 is in the direction of arrow P shown in FIG. FIG. 1 shows the torque, that is, the torque received when the cam is pushed back to the intake / exhaust valve.
Is in the direction of arrow Q. On the other hand, the timing pulley 7 receives a force in the direction of arrow Q or P shown in FIG. 1 opposite to the cylindrical gear 8, and the force causes the timing pulley 7 to fluctuate in the axial direction of the camshaft 1. When the gap a formed by the end 5e of the flange 5 and the sleeve 4 is not secured,
A collision hit sound with the stopper 1a or the sleeve 4 is generated on the surface 5d or 5e of the flange 5.

As shown in FIG. 6A, the axial direction of the camshaft 1 is such that the tubular gear 8 is not in contact with the stoppers 5c and 30 by the pressure of the retard side hydraulic chamber 12 and the advance side hydraulic chamber 13. Since the torque average value of the camshaft 1 is positive when the intermediate holding control is performed by supporting the
Is larger than the hydraulic pressure in the retard side hydraulic chamber 12. In the cylindrical gear 8, the force P received from the tooth surface of the helical spline
_The force in the retard direction indicated by the arrow P in FIG. 6 indicated by the sum of _a and P _b and the oil pressure P ₄ is in balance with the force in the advance direction indicated by the arrow Q in FIG. 6 indicated by the oil pressure P ₃ . , The following equation (1) is established.

P ₃ = P _a + P _b + P ₄ (1) At this time, in the timing pulley 7, the reaction force P _c of the force P _a received from the helical spline tooth surface and the hydraulic pressure P ₂
And P _c + P ₂ in the advance direction and the hydraulic pressure P ₁ in the retard direction. Here, the magnitude of the hydraulic pressure is proportional to the pressure receiving surface. In the retard side hydraulic chamber 12, since S ₄ > S ₂ , the following equation (2) is established.

P ₄ > P ₂ (2) Further, in the advance side hydraulic chamber 13, since S ₁ > S ₃ , the following equation (3) is established. P ₁ > P ₃ (3) Here, the following expression (4) is established from the expressions (1), (2), and (3).

P ₁ > P _a + P _b + P ₄ > P _a + P _b + P ₂ (4) Further, since P _a = P _c , the following equation (5) is established. P ₁ > P _b + P _c + P ₂ > P _c + P ₂ (5) Therefore, the sum of the forces received by the timing pulley 7 is the force in the retard angle direction, which corresponds to the fluctuation of the positive torque. However, the gap a is secured. Further, when the valve timing adjusting device of the present embodiment is configured so that S ₁ = S ₃ , P ₁ = P _{3 and} P ₁ > P _c + P ₂ is similarly established. With respect to the negative torque variation, the force P _c received from the spline tooth surface becomes the force in the retard angle direction, so the sum of the forces received by the timing pulley 7 becomes larger in the retard angle direction, and similarly the gap a is secured. To be done.

As shown in FIG. 6B, when the hydraulic pressure in the advance side hydraulic chamber 13 is released to move the cylindrical gear 8 in the retard direction, the cylindrical gear 8 and the timing pulley 7 are integrated. The camshaft 1 is prevented from moving in the axial direction when it hits the surface 5c of the flange 5 that moves toward. At this time, the hydraulic pressure P ₄ received by the tubular gear 8 in the retard direction is applied to the timing pulley 7 in the same direction and at the same pressure. Further, since the area S ₄ is larger than the area S _{2, the} oil pressure P ₄ becomes larger than the oil pressure P _{2 in the} advance direction. As a result, the reaction force P _c of the force P _a due to the positive torque that the timing pulley 7 receives from the helical spline tooth surface is applied.
Since the hydraulic pressure P ₄ acting in the retard direction becomes larger than the force in the advance direction represented by the sum of the hydraulic pressure P ₂ and the hydraulic pressure P ₂ , the sum of the forces applied to the timing pulley 7 becomes the force in the retard direction and the gap a Have secured.

On the contrary, the movement in the advance direction has a sufficient stroke so that the necessary phase conversion angle can be obtained even in consideration of variations in manufacturing and control. It is not pressed against the stopper 30. On the other hand, while the cylindrical gear 8 is moving in the axial direction of the camshaft 1, the sliding force of the helical spline tooth surface causes a force in the same direction as the moving direction of the cylindrical gear 8 to cause the timing pulley 7 to move.
Receives. Here, since the hydraulic pressure P ₄ in the retard direction is larger than the hydraulic pressure P _{2 in the} advance direction while the tubular gear 8 is moving in the retard direction, the sum of the forces applied to the timing pulley 7 is in the retard direction. A gap a is secured.

Further, while the cylindrical gear 8 is moving in the advancing direction, the hydraulic pressure in the retarding side hydraulic chamber 12 becomes smaller than that in the case of FIG. 6B, while the helical spline tooth flank slides. Although the force in the advancing direction due to the dynamic friction is applied to the timing pulley 7, the area of the pressure receiving surfaces 5c and 7d where the timing pulley 7 receives the hydraulic pressure in the retarding direction is secured so as to overcome the force in the advancing direction. a is maintained.

In the first embodiment, the areas S ₁ , S ₂ , S ₃ ,
S ₄ is formed on the _{S 1> S 2, S 4} > for the formation of the timing pulley 7 and the cylindrical gear 8 so as to satisfy the relation of S _2, the flange 5 is always camshaft 1 which is fixed to the timing pulley 7 It is possible to prevent the flange 5 from coming into contact with the stopper 1a that restricts the movement of the timing pulley 7 in the retard direction and causing the flange 5 to collide with the camshaft 1 and the sleeve 4 to generate a collision noise.

Further, according to the first embodiment, the spring 2
Since 7 is housed in arc-shaped gears 25 and 26, the overall size can be reduced. In particular, the overall length in the axial direction can be shortened, and the amount of protrusion when attached to the end of the camshaft 1 of the internal combustion engine can be reduced. In addition, since the snap ring 28 allows the tubular gear 8 to be temporarily assembled, the tubular gear 8 can be easily assembled to the valve timing device.

Further, in the first embodiment, when the arc-shaped gears 25 and 26 are provided, 180 degrees are provided on the circumference of the cylindrical gear 8.
The arc type gears 25 and 26 were arranged at intervals of °. Therefore, the spring 27 can be arranged on the circumference of the cylindrical gear 8 in a well-balanced manner, and the twisting of the spline meshing can be reduced. When n independent arc type gears are arranged instead of the configuration of the first embodiment, each independent arc type gear has 36
It is desirable to arrange them at intervals of 0 ° / n,
For example, 120 ° when arranging three independent arc type gears
It is desirable to set intervals.

Further, in the first embodiment, the arc type gears 25 and 26 are described to be formed over a range of about 90 °, but the forming range of the arc type gears 25 and 26 is about 30.
And the formation range of the gear parts 31 and 32 is about 150.
It may be °. Further, in the first embodiment, the total number of internal teeth and the total number of external teeth of the cylindrical gear 8 is a common divisor n (n is 2 or more).
With the number of teeth. Therefore, the positional relationship between the inner teeth and the outer teeth on the tubular gear 8 is the same every 360 ° / n. For this reason, n independent arc type gears can be used at 360 ° / n
In the case of arranging at every interval, the shape of the helical spline formed in each arc gear can be the same.

In the first embodiment, 28 is provided inside the cylindrical gear 8.
Forty teeth and helical splines for 40 teeth are formed on the outer side, and n (= 2) is a common divisor of the inner and outer teeth. Therefore, the tooth shapes of the arc-shaped gears 25 and 26 arranged every 180 ° can be made the same. Therefore, the process of forming the helical spline and the process of assembling the arc-shaped gears 25 and 26 are facilitated.

In the first embodiment, four arc type gears are used.
Even when they are arranged every 0 °, the four independent arc-shaped gears can have the same shape. Also, when 2n is one of the common divisors, all arc-shaped gears made by equally dividing one cylindrical gear into n are circular shapes 31 and 32, so it is easier to manufacture the arc-shaped gear. Becomes

Further, one cylindrical gear having helical splines formed on the inner and outer circumferences thereof is divided into gear parts 31 and 3
It is also possible to make 2 and arc-type gears 25 and 26. In the first embodiment described above, the cylindrical gear 8
The maximum advance position of is specified by feedback control without using a stopper. However, this maximum advance angle position may be defined by a stopper, and such an example will be described as a second embodiment. The second embodiment is realized with the same configuration as the first embodiment, and only the control is changed.

FIG. 7 shows a valve timing adjusting device for an internal combustion engine according to a second embodiment of the present invention. In the second embodiment, when the stopper 30 that defines the maximum advance side displacement of the tubular gear 8 is used, the hydraulic pressure in the retard side hydraulic chamber 12 is released to move the tubular gear 8 in the advance direction, Camshaft 1
The cylindrical gear 8 extending in the axial direction of the camshaft 1 is provided by the stopper 30 provided on the sleeve 4 which rotates integrally with the camshaft 1.
Is prevented from moving. At this time, since the oil pressure in the retard angle side hydraulic chamber 12 is exhausted, it is possible to secure the gap a in the first embodiment.

A timing valve adjusting device for an internal combustion engine according to a third embodiment of the present invention is shown in FIGS. The same components as those in the first embodiment are designated by the same reference numerals. Figure 8
A stopper 31 for advancing the tubular gear 8 indicated by an arrow Q is provided on the inner wall of the timing pulley 67. Also,
The stopper 6 in the retard direction of the cylindrical gear 8 indicated by the arrow P in FIG.
4a is formed at the end of the sleeve 64 in the retard direction. The flange 5 that moves on the shaft of the cam shaft 1 integrally with the timing pulley 67 is the stopper 1 of the cam shaft 1.
When contacting a, the distance b between the flange 5 and the sleeve 4
Gaps are formed.

The oil pressure in the retard side hydraulic chamber 12 is released to advance the side.
The cylindrical gear 8 is moved in the advance direction by the pressure in the hydraulic chamber 13.
When it is turned on, the stopper 31 of the timing pulley 67 is provided.
This prevents movement in the advance direction. Therefore, advance
Oil pressure P from the side hydraulic chamber 13 ₃ Is a cylindrical gear 8 and a stopper
Since it is transmitted to the timing pulley 67 via 31,
Receiving a large force in the advance direction as compared with the first embodiment
become. Therefore, the timing pulley 67 is set in the advance side hydraulic chamber.
Surface of pressure receiving surface 5c that receives hydraulic pressure from 13 in the retard direction
Product S₁ Is the area S of the pressure receiving surface 8b of the cylindrical gear 8.₃ Greater than
Combining, ie S₁ > S₃ Pressure receiving surface 5
Oil pressure P received by c₁ Is the hydraulic pressure P received by the pressure receiving surface 8b.₃ 
The timing pulley 67 in the retard direction.
An oil pressure is obtained to secure the gap b.

When the cylindrical gear 8 is moved in the retard direction by the pressure in the retard side hydraulic chamber 12 by releasing the hydraulic pressure in the advance side hydraulic chamber 13, the sleeve 64 integrated with the camshaft 1 is formed.
The movement in the retard direction is blocked by the stopper 64a formed on the. Therefore, in order to secure the gap b with respect to the reaction force P _{c in the} advancing direction due to the positive torque that the timing pulley 67 receives from the helical spline tooth surface, the hydraulic pressure P ₂ from the retard side hydraulic chamber 12 that is received by the pressure receiving surface 67 a. Is working in the retard direction. The area of the pressure receiving surface 67a is 0.
May be

In the third embodiment, the area S referred to in the first embodiment is
_{Since 2} corresponds to the area of the pressure receiving surface 67a and the direction of hydraulic pressure is opposite, the relationship of S ₁ > S ₂ and S ₄ > S ₂ is satisfied as in the first embodiment. FIG. 10 shows a valve timing adjusting device for an internal combustion engine according to a fourth embodiment of the present invention. The same components as those in the first embodiment are designated by the same reference numerals.

In the fourth embodiment, a stopper 74b is provided on the sleeve 74 instead of the advance angle direction stopper 31 provided on the timing pulley 67 of the third embodiment. The pressure receiving surface 77a formed on the timing pulley 77 is formed so that the hydraulic pressure P ₂ received by the pressure receiving surface 77a works in the retard direction, so that the timing pulley 77 easily contacts the stopper 1a of the camshaft 1. be able to.

[0055]

As described above, in the valve timing adjusting apparatus for an internal combustion engine according to the present invention, the reference position defining member is formed on the camshaft side, and the timing pulley is brought into contact with the reference position defining member during operation of the internal combustion engine. By setting the area ratio between the pressure receiving surface of the hydraulic pressure received from the hydraulic pressure supply means of the tubular gear and the pressure receiving surface of the hydraulic pressure received by the timing pulley from the hydraulic pressure supply means, the collision noise between the timing pulley and the cam shaft can be suppressed. At the same time, it is possible to prevent damage to the components due to a collision.

[Brief description of drawings]

FIG. 1 is a vertical cross-sectional view showing a valve timing adjusting device for an internal combustion engine according to a first embodiment of the present invention.

FIG. 2 is a schematic configuration diagram showing an embodiment in which the valve timing adjusting device for an internal combustion engine according to the first embodiment of the present invention is applied to an internal combustion engine system for an automobile.

FIG. 3 is a cross-sectional view of a cylindrical gear of the valve timing adjusting device for an internal combustion engine according to the first embodiment of the present invention.

FIG. 4 is a view taken along the line IV-IV in FIG.

FIG. 5 is a schematic explanatory view showing a meshing state of the helical splines of the valve timing adjusting device for the internal combustion engine according to the first embodiment of the present invention.

FIG. 6 is a schematic explanatory view showing a pressure application state in a hydraulic chamber of the valve timing adjusting device for an internal combustion engine according to the first embodiment of the present invention.

FIG. 7 is a schematic explanatory diagram showing a pressure application state in a hydraulic chamber of a valve timing adjusting device for an internal combustion engine according to a second embodiment of the present invention.

FIG. 8 is a vertical sectional view showing a valve timing adjusting device for an internal combustion engine according to a third embodiment of the present invention.

FIG. 9 is a schematic explanatory diagram showing a pressure application state in a hydraulic chamber of a valve timing adjusting device for an internal combustion engine according to a third embodiment of the present invention.

FIG. 10 is a schematic explanatory diagram showing a pressure application state in a hydraulic chamber of a valve timing adjusting device for an internal combustion engine according to a fourth embodiment of the present invention.

[Explanation of symbols]

 1 Camshaft 1a Stopper (reference position regulating member) 4 Sleeve 5 Flange 7 Timing pulley 8 Cylindrical gear 12 Delay angle hydraulic chamber 13 Advance hydraulic chamber 19 Oil pump (hydraulic supply means) 25 Arc gear 26 Arc gear 27 Spring 31 Gear Part 32 Gear Part

Claims (6)

[Claims] 1. A cylindrical gear that meshes between a camshaft and a timing pulley of an internal combustion engine, at least one of which meshes via a helical tooth, and a hydraulic pressure for the cylindrical gear in the axial direction of the camshaft. A hydraulic pressure supply means for moving the cylinder gear from the timing pulley to the camshaft via the tubular gear, and the hydraulic gear moves the tubular gear in the axial direction of the camshaft. Thus, in the valve timing adjusting device for an internal combustion engine, which relatively rotates the camshaft and the timing pulley to change the rotational phase of the camshaft, a reference position defining member is formed on the camshaft side. , The hydraulic pressure supply of the tubular gear so that the timing pulley contacts the reference position defining member during operation of the internal combustion engine. Hydraulic pressure-receiving surface and the timing pulleys valve timing control apparatus for an internal combustion engine, characterized in that setting the area ratio of the hydraulic pressure of the pressure receiving surface for receiving from said hydraulic pressure supply means for receiving from the stage. 2. The hydraulic pressure supply means includes an advance-side hydraulic chamber for applying an advance-direction hydraulic pressure to the cylindrical gear, and a retard-side hydraulic chamber for applying a retard-direction hydraulic pressure to the cylindrical gear. S _{1 is} an area of a pressure receiving surface on which the timing pulley receives the hydraulic pressure from the advance side hydraulic chamber in the retard direction, and the timing pulley has hydraulic pressure from the retard side hydraulic chamber in the advance direction. The area of the pressure receiving surface that receives the pressure is S ₂ , the area of the pressure receiving surface where the cylindrical gear receives the hydraulic pressure from the advance side hydraulic chamber in the advance direction is S ₃ , and the cylindrical gear is the retard side hydraulic chamber. When the area of the pressure receiving surface that receives the hydraulic pressure in the retard direction from S is S ₄ , the area is set so as to satisfy S ₁ > S ₂ and S ₄ > S ₂ , and the hydraulic pressure supply means When controlling the intermediate holding of the cylindrical gear, the timing pulley is set to the reference position defining member. 2. The valve timing adjustment of an internal combustion engine according to claim 1, wherein the timing pulley abuts against the reference position defining member when the tubular gear is abutted and biased to the most retarded position by the hydraulic pressure supply means. apparatus. 3. The timing pulley is formed with a retarding angle stopper that restricts the movement of the cylindrical gear in the retarding direction, and the timing gear has the retarding angle position at which the cylindrical gear comes into contact with the retarding angle stopper. The valve timing adjusting device for an internal combustion engine according to claim 2, wherein a timing pulley is brought into contact with the reference position defining member. 4. An advance-angle stopper that restricts movement of the cylindrical gear in the advance direction is formed on the camshaft,
3. The valve timing adjusting device for an internal combustion engine according to claim 2, wherein the timing pulley contacts the reference position defining member at a most advanced position where the tubular gear contacts the advance stopper. 5. The camshaft has a cylindrical gear
A retard stopper that restricts movement in the retard direction is formed.
At the same time, is the timing pulley on the retard side hydraulic chamber?
The pressure receiving surface that receives the oil pressure receives the oil pressure in the advance direction.
Area S ₂ Is set to 0, or the pressure receiving surface is in the retard direction
Is formed so as to receive hydraulic pressure toward
At the most retarded position in contact with the retardation stopper, the target
Make sure that the imming pulley does not contact the reference position regulating member.
The valve timing of an internal combustion engine according to claim 2,
Adjustment device. 6. The timing pulley is formed with an advance stopper for restricting the movement of the cylindrical gear in the advance direction, and the area S ₁ and the area S ₃ are S ₁ >.
Is formed as the relationship of S ₃ is satisfied, according to claim 2, wherein the cylindrical gear and said timing pulley in contact with the most advanced position in the advancing stopper is abutted to the reference position determining member A valve timing adjustment device for an internal combustion engine as described above.