JPH09236003A - Valve timing changer for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress the mixture of air into a pressure chamber, caused by torque fluctuation of a camshaft, and prevent deterioration of controllability in valve timing control. SOLUTION: A phase changing mechanism is arranged on an intake side camshaft. The phase changing mechanism has a housing 28, vanes 29 arranged inside the housing 28, and phase advance side oil pressure chambers 13 and phase lag side oil pressure chambers 14 which are formed on both sides of the vanes 19. The vanes 29 are integrally rotatively fixed to the side surface of the tip side of an enlarged diametral part formed on the intake side camshaft. A driven gear is rotatively arranged along the periphery of the enlarged diametral part, and the housing 28 is integrally rotatively fixed to the driven gear. Chamfering is applied to the tip side periphery of the enlarged diametral part so as to form an oil groove 21a, and a communicating passage 51 through which the oil pressure chambers 13, 14 are communicated with each other is formed by the oil groove 21a and the vanes 29. Chamfering is applied to the tip side periphery of the housing 28, and an annular oil space 52 is formed by the tip side periphery of the housing 28 and a cover 38.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a valve timing changing device for changing the opening / closing timing of intake / exhaust valves provided in a cylinder of an internal combustion engine during operation of the engine.

[0002]

2. Description of the Related Art As a technique relating to a valve timing changing device for changing the opening / closing timing of intake / exhaust valves provided in a cylinder of an internal combustion engine, Japanese Patent Laid-Open No. 1-9250
Japanese Patent No. 4 discloses a "valve opening / closing timing control device". 13 and 14 show this valve opening / closing timing control device.

As shown in FIG. 13, a camshaft 101 is supported by the engine 100, and an inner rotor 102 is integrally rotatably provided at the tip of the camshaft 101. Further, a timing pulley 103 is provided on the outer periphery of the inner rotor 102 so as to be relatively rotatable. The timing pulley 103 is drivingly connected to a crank pulley (not shown) of the engine 100 via a timing belt (not shown), and is rotationally driven as the crankshaft (not shown) rotates. .

FIG. 14 is a sectional view taken along line XIV-XIV in FIG. As shown in the figure, a plurality of vanes 10 extending in the radial direction of the inner rotor 102 are provided on the outer peripheral portion of the inner rotor 102.
5 is fixed. A plurality of oil grooves 106 are formed in the inner peripheral portion of the timing pulley 103, and the vanes 105 are arranged in the grooves 106. Also, FIG.
As shown in FIG. 3, an outer side plate 108 is fixed to the most distal end portion of the inner rotor 102 by a bolt 107, and the outer side plate 108, the inner peripheral wall of the oil groove 106, and each vane 105 cause the vane 105 to move. Pressure chambers 109 (only the pressure chambers formed on one side of the vane 105 are shown in FIG. 14) are defined on both sides.

Two insertion holes 111 and 112 extending in the radial direction are formed inside the timing pulley 103.
The knock pins 113 and 11 are inserted into the insertion holes 111 and 112, respectively.
4 is provided in a state of being urged by springs 115 and 116 toward the axial center of the timing pulley 103. Further, fitting holes 117 and 118 into which the knock pins 113 and 114 are fitted are formed in the outer peripheral portion of the inner rotor 102. When the knock pins 113 and 114 are fitted into the fitting holes 117 and 118, relative rotation between the internal rotor 102 and the timing pulley 103 is restricted, and the valve opening / closing timing is advanced or delayed. It is designed to be fixed in two states.

In the conventional valve opening / closing timing control device having the above structure, the supply / discharge state of oil in each pressure chamber 109, 110 is changed by a switching valve (not shown), so that each vane moves from each pressure chamber 109. The internal rotor 102 can be rotated by adjusting the hydraulic pressure acting on 105 to change the rotational phase of the camshaft 101 with respect to the timing pulley 103. Then, by changing the rotational phase of the cam shaft 101 with respect to the timing pulley 103, the opening / closing timing of the valve (valve) driven to be opened / closed by the shaft 101 can be changed so as to be advanced or delayed.

By the way, in the above-mentioned conventional valve opening / closing timing control device, the opening / closing timing of the valve can be switched between two states, that is, the advanced state and the delayed state, and can be continuously changed. is not. Therefore,
In the above device, knock pins 113, 11 for restricting relative rotation of the internal rotor 102 and the timing rotor
4 and the fitting holes 117 and 118 are omitted, the rotation of the vane 195 is restricted by the hydraulic pressure of the pressure chambers 109 formed on both sides of each vane 105, and the rotational phase of the internal rotor 102 with respect to the timing pulley 103 is arbitrarily set. It is conceivable that the configuration can be changed to the phase of. With such a configuration, it becomes possible to select a valve opening / closing timing that is more suitable for the operating state of the engine 100.

[0008]

Usually, the camshaft 1 is used.
When the valve is opened and closed by 01, torque fluctuation occurs on the shaft 101 due to the reaction force of the valve spring or the inertial force of the valve itself. When torque fluctuation occurs in the camshaft 101, the internal rotor 102
The vane 105 fixed to oscillates in both directions in the rotation direction, and the vibration causes the hydraulic pressure in each pressure chamber 109 to repeatedly increase and decrease.

When the oil pressure in the pressure chamber 109 fluctuates in this way, the oil moves from the pressure chamber 109 with the increased oil pressure so as to leak to the outside. For example, in the above-described conventional valve opening / closing timing control device, the seal member 119 is provided at the connecting portion between the outer side plate 108 and the timing pulley 103 so that the airtightness inside the pressure chamber 109 is maintained. However, when the hydraulic pressure in the pressure chamber 109 increases, the oil leaks out from the pressure chamber 109 through the contact surface between the outer plate 108 and the timing pulley 103. vice versa,
When the oil pressure in the pressure chamber 109 decreases, air is mixed into the chamber 109 from the outside through the contact surfaces. As a result, the oil in the pressure chamber 109 is in a state of containing air, and the apparent bulk modulus of elasticity of the oil is greatly reduced.

As described above, when the apparent bulk modulus decreases, the oil, which is originally an incompressible fluid, exhibits compressibility, and the position of each vane 105 in the rotational direction of each pressure chamber 109 is changed. Hydraulic pressure makes it difficult to fix. Therefore, the rotation phase of the internal rotor 102 cannot be reliably held at an arbitrary phase, which causes deterioration of controllability in valve timing control.

The present invention has been made in view of the above circumstances, and an object thereof is to control in valve timing control by suppressing air from being mixed into a pressure chamber due to torque fluctuation occurring in a camshaft. It is to prevent the deterioration of sex.

[0012]

In order to achieve the above object, the invention according to claim 1 includes a first rotating body and a second rotating body which rotate about the same shaft as a rotating shaft. Is formed with a convex portion extending in the radial direction of the camshaft, a concave portion extending in the same radial direction is formed in the second rotary body, and both rotary bodies are combined in a state in which the convex portion is arranged in the concave portion. A phase changing mechanism in which pressure chambers defined by the convex portion and the concave portion are formed on both sides of the convex portion in the rotation direction of the camshaft, and a liquid having a predetermined pressure with respect to each pressure chamber. And a liquid supply means for supplying the liquid, and one of the two rotating bodies is drivingly connected to the drive shaft of the internal combustion engine, and the other is drivingly connected to the camshaft, and is supplied to the pressure chamber by the liquid supplying means. Adjust the liquid pressure to By changing the relative rotation phase of the rotating body, the rotation phase of the camshaft with respect to the drive shaft is changed to change the opening / closing timing of the valve that is driven to open / close by the shaft. In the device, a liquid storage space is disposed in the middle of a liquid movement path in which the liquid in each pressure chamber can leak to the outside, and the liquid moved from one pressure chamber whose liquid pressure has increased into the liquid movement path is the liquid The gist of the invention is that the liquid is stored in the storage space and the liquid in the storage space is caused to flow into the other pressure chamber having a reduced hydraulic pressure through the liquid movement path.

According to a second aspect of the present invention, in the valve timing changing device for an internal combustion engine according to the first aspect, the liquid storage space communicates the pressure chambers with each other and allows mutual movement of liquid between the chambers. The main point is that it is a communication space.

(Operation) The operation of the invention described in claims 1 and 2 will be described below. According to the invention described in claim 1, as the drive shaft of the internal combustion engine rotates, one of the two rotating bodies drive-connected to the drive shaft is rotationally driven.
The rotational driving force transmitted to one rotating body is transmitted to the other rotating body via the liquid in each pressure chamber, and is further transmitted from the rotating body to the camshaft. The camshaft is rotated by the transmitted rotational driving force, and the valve of the internal combustion engine is opened / closed in accordance with the rotation.

Liquid of a predetermined pressure is supplied to each pressure chamber of the phase changing mechanism by liquid supply means. Then, the relative rotational phase of both rotary bodies is changed according to the pressure of the liquid supplied to each pressure chamber. As a result, the rotational phase of the cam shaft with respect to the drive shaft of the internal combustion engine is changed, and the opening / closing timing of the valve that is opened / closed by the shaft is changed.

Torque fluctuations occur in the camshaft as the camshaft opens and closes the valve. When torque fluctuations occur in the camshaft, the relative rotational phases of the two rotary bodies fluctuate, and the liquid pressure in each of the pressure chambers repeatedly increases and decreases. That is, when the hydraulic pressure in one pressure chamber increases, the hydraulic pressure in the other pressure chamber decreases, and conversely, when the hydraulic pressure in one pressure chamber decreases, the hydraulic pressure in the other pressure chamber decreases. The pressure increases.

In general, when the liquid pressure in the pressure chamber fluctuates, the liquid in the pressure chamber having the increased liquid pressure moves so as to leak to the outside due to the pressure. On the contrary, outside air is introduced into the pressure chamber in which the liquid pressure is reduced through the same path through which the liquid moves when the liquid leaks to the outside. Therefore, the liquid in each pressure chamber contains air, and the apparent bulk modulus decreases. As a result, the liquid becomes compressible, and it becomes difficult to maintain the relative rotational phase of both rotary bodies by the liquid pressure in each pressure chamber, which may adversely affect the controllability in the valve timing control. Occurs.

However, according to the first aspect of the invention, since the liquid storage space is disposed in the middle of the liquid movement path, when the hydraulic pressure in one pressure chamber increases, the liquid movement path from the chamber moves. The liquid that has moved into the liquid storage space is introduced and stored in the liquid storage space before it leaks to the outside. Be moved and supplied.

As a result, fluctuations in the hydraulic pressure in each pressure chamber are absorbed, liquid does not leak from each pressure chamber to the outside, and air may mix into each pressure chamber from the outside. Absent.

According to the second aspect of the present invention, in addition to the above action, when the hydraulic pressure in one pressure chamber increases and the hydraulic pressure in the other pressure chamber decreases, the communication space is caused by the hydraulic pressure difference between the two pressure chambers. The liquid moves from one pressure chamber to the other through the pressure chamber.

As a result, the movement of the liquid between the pressure chambers is allowed, and the fluctuation of the hydraulic pressure in each pressure chamber is absorbed. Therefore, the liquid does not leak from the pressure chambers to the outside through the liquid moving path, and the air does not enter the pressure chambers from the outside.

[0022]

BEST MODE FOR CARRYING OUT THE INVENTION

(First Embodiment) A first embodiment in which the present invention is embodied as a valve timing changing device provided in a multi-cylinder gasoline engine as an internal combustion engine will be described below.

FIG. 1 shows an intake side camshaft 1 provided with a phase changing mechanism (hereinafter referred to as "VVT mechanism") 11.
2, each hydraulic chamber 13, 1 provided in the VVT mechanism 11
4 (not shown in the figure), an oil pump 15 for supplying oil to the hydraulic chambers 13 and 14 through hydraulic passages P1 and P2, which will be described later, and oil provided in the middle of the hydraulic passages P1 and P2. Control valve (hereinafter "O
CV ”16) and an electronic control unit for controlling the OCV 16 according to the operating state of the engine (hereinafter, referred to as“ CV ”).
It is sectional drawing which shows 17 etc. which are called "ECU." In addition, in the present embodiment, the intake side camshaft 12 corresponds to the camshaft in the first aspect of the invention.

Journal 12 of intake side camshaft 12
The a is rotatably supported by the upper end surface of the cylinder head 18 and the bearing cap 19. As shown in FIG. 3, four pairs of cams 20 are formed on the outer peripheral portion of the intake side camshaft 12 on the base end side (right side in FIG. 1). An upper end of an intake valve (not shown) provided for each cylinder is in contact with each cam 20.

The cam 20 rotates together with the intake camshaft 12 to open and close the intake valve. At this time, the reaction force of a valve spring (not shown) or the inertial force of the intake valve itself acts on the intake camshaft 12 via the cam 20. Therefore, during the operation of the engine, the rotational torque of the intake camshaft 12 is not constant but always fluctuates. or,
In the exhaust side camshaft 23, which will be described later, torque fluctuations occur similarly to the intake side camshaft 12.

On the intake side camshaft 12, a diameter-expanded portion 21 is formed at a portion on the tip side of the portion supported by the cylinder head 18 and the bearing cap 19. A driven gear 22 as an annular rotating body is rotatably fitted on the outer circumference of the enlarged diameter portion 21. A plurality of external teeth 22a are provided on the outer peripheral portion of the driven gear 22.
3, the outer teeth 22a are meshed with the outer teeth 24a of the drive gear 24 provided on the exhaust side camshaft 23, as shown in FIG. As with the intake side camshaft 12, four pairs of cams 25 are formed on the exhaust side camshaft 23. An exhaust valve (not shown) is opened and closed by these cams 25.

The exhaust side cam shaft 23, like the intake side cam shaft 12, is rotatably supported by the cylinder head 18 and a bearing cap (not shown). A cam pulley 26 is fixed to the end of the exhaust side cam shaft 23, and a timing belt 27 is hung on the pulley 26. The timing belt 27 is
It is mounted on a crank pulley (not shown) attached to a crank shaft (not shown) as a drive shaft.

When the operation of the engine is started, the rotational driving force of the crankshaft is transmitted to the exhaust side camshaft 23 via the cam pulley 26, and the rotational driving force is applied to the drive gear 24 and the driven gear 22.
Is transmitted to the intake side camshaft 12 via.

FIG. 4 is a sectional view taken along line IV-IV in FIG. As shown in FIGS. 1 and 4, the VVT mechanism 11 includes a housing 2
8, a vane 29 as a first rotating body disposed in the housing 28, and an advance side hydraulic chamber for applying a rotational force in the axial direction of the intake camshaft 12 to rotate the vane 29. 13 and the retard side hydraulic chamber 14 are provided.

The housing 28 has a substantially disk shape as a whole, and the side surface thereof abuts on the tip side surface of the driven gear 22 (left side surface in FIG. 1), and a plurality of bolts 30 form the gear 22. It is fixed to. Therefore, the housing 28 and the driven gear 22 are integrally rotatable around the intake camshaft 12. In the present embodiment, the housing 28 and the driven gear 2
Reference numeral 2 corresponds to the second rotating body.

As shown in FIG. 4, the vanes 29 are arranged inside the housing 28. This vane 29
The vane 29 includes an annular fixing portion 31 located at the center of the vane 29 and four pressure receiving portions 32 formed on the outer peripheral portion of the fixing portion 31. Each pressure receiving portion 32 extends radially in the radial direction of the intake camshaft 12, and as a whole is substantially cross-shaped as shown in FIG.

Inside the housing 28, at a position spaced by a predetermined distance in the circumferential direction of the intake side camshaft 12,
Four protrusions 3 protruding toward the axis of the shaft 12
3 are formed. The inner peripheral side surface of each of the protruding portions 33 is in sliding contact with the outer peripheral side surface of the fixed portion 31. A groove 34 is formed between the projections 33, and the pressure receiving portions 32 are arranged in the grooves 34. In the present embodiment, the pressure receiving portion 32 corresponds to the convex portion in the present invention,
The groove 34 corresponds to a recess.

The outer peripheral side surface of each pressure receiving portion 32 is a housing 28.
It is in sliding contact with the inner wall of the. Further, as shown in FIGS. 4 and 8, an outer peripheral groove 35 having a rectangular cross section is formed on the outer peripheral side surface of each pressure receiving portion 32. In this outer peripheral groove 35, as shown in FIG.
A seal member 36 is arranged as shown in FIG. 3, and the seal member 36 is biased toward the outer peripheral side by a leaf spring 37. As a result, the seal member 36 causes the pressure receiving portion 3 to
The outer peripheral surface of 2 and the inner peripheral surface of the housing 28 are sealed, and movement of oil between the advance side hydraulic chamber 13 and the retard side hydraulic chamber 14 is restricted.

A cover 38 having a bottomed cylindrical shape so as to cover the side surfaces on the tip side of the housing 28 and the vanes 29.
Is provided. An attachment hole 39 is formed in the center of the cover 38, and an insertion hole 40 is formed in the center of the fixing portion 31. A mounting bolt 84 is inserted into the mounting hole 39 and the insertion hole 40, and the bolt 84
One end of is screwed into the bolt hole 41 of the camshaft 12. By this screwing, the cover 38 and the vane 29 are attached.
Is fixed to the tip of the intake side camshaft 12.
Further, the vane 29 and the intake-side camshaft 12 are formed with an uneven portion (not shown), and due to the relationship of the unevenness, both 29 and 12 are integrally rotated.
The cover 38 is also rotatable integrally with the vane 29 by the tightening force of the bolt 84.

Inside the housing 28, four spaces surrounded by the side surfaces of the cover 38 and the expanded diameter portion 21 and the inner peripheral wall of each groove portion 34 are formed. Further, the space is divided into two pressure chambers by the respective pressure receiving portions 32 arranged in the groove portion 34. The pressure chamber formed on the same side as the rotation direction (shown in FIG. 4) of the intake side camshaft 12 is a retard side hydraulic chamber 14 and is formed on the side opposite to the rotation direction. The pressure chamber thus set is the advance side hydraulic chamber 13.

Oil is supplied to the hydraulic chambers 13 and 14 through the hydraulic passages P1 and P2, respectively.
The vane 29 is rotatable in both directions around the intake camshaft 12 depending on the hydraulic pressure of the oil supplied to the hydraulic chambers 13 and 14.

When the vane 29 rotates in the same direction as the rotation direction of the intake camshaft 12 (hereinafter, this rotation direction is referred to as "advanced rotation direction"), the intake cam fixed to the vane 29 is rotated. The rotation phase of the shaft 12 is advanced with respect to the driven gear 22, and the opening / closing timing of the intake valve is advanced. On the other hand, when the vane 29 rotates in the direction opposite to the rotation direction of the intake side camshaft 12 (hereinafter, this rotation direction is referred to as the "retarded rotation direction"), the rotation phase of the intake side camshaft 12 changes to the driven gear 22. Therefore, the opening / closing timing of the intake valve is delayed.

As shown in FIG. 6, a through hole 42 having a circular cross section extending in the axial direction of the intake camshaft 12 is formed in one of the pressure receiving portions 32, and a lock pin is formed in the hole 42. 43 are provided. More specifically,
The through-hole 42 has a step portion 42a in the middle thereof, and has a shape in which a portion on the tip side (left side in FIG. 6) of the step portion 42a is expanded. The lock pin 43 has a bottomed cylindrical shape, and an enlarged diameter portion 43a is formed at the tip end side portion thereof. The lock pin 43 moves in the axial direction of the intake-side camshaft 12 with its outer peripheral surface slidingly contacting the inner peripheral surface of the through hole 42.

An annular space surrounded by the inner peripheral wall of the enlarged diameter portion of the through hole 42 and the outer peripheral wall of the lock pin 43 and the like forms a hydraulic chamber for releasing the locked state of the lock pin 43. 44 are formed. The hydraulic chamber 44 communicates with an advance side annular passage 46, which will be described later, via a first pressure oil passage 45 formed inside the vane 29. Oil can be supplied.

A housing space 47 extending in the axial direction is formed inside the lock pin 43, and a spring 48 is arranged in the space 47. The lock pin 43 is biased toward the base end side of the intake side camshaft 12 by the spring 48.

Further, a locking hole 49 into which the base end side portion of the lock pin 43 can be fitted is formed in a position on the side surface on the tip end side of the driven gear 22 facing the base end surface of the lock pin 43. When the lock pin 43 biased by the spring 48 is fitted into the locking hole 49, the relative rotation of the vane 29 and the driven gear 22 is restricted. As a result, the vanes 29 are driven by the driven gear 22 and the housing 28.
It will rotate together with.

As shown in FIGS. 8 and 9, the locking hole 49 has a second pressure oil passage 5 formed at the side of the pressure receiving portion 32.
0 communicates with one of the retard side hydraulic chambers 14,
A part of the oil in the retard side hydraulic chamber 14 can be supplied into the hole 49.

When the lock pin 43 is locked in the locking hole 49, both the vane 29 and the housing 28 are held in the positional relationship shown in FIG. That is, the vane 29 is located inside the housing 28 at a position where the rotational phase of the intake-side camshaft 12 is most delayed with respect to the housing 28 (hereinafter, the position of the vane 29 will be referred to as “the most retarded position”).
Called).

In the outer peripheral portion of the enlarged diameter portion 21 formed on the intake side camshaft 12, the peripheral edge portion on the tip end side is chamfered over the entire circumference as shown in FIGS. 6, 7 and 11. The oil groove 21 having a triangular cross section is formed by the peripheral portion of the enlarged diameter portion 21 and the inner peripheral side surface of the driven gear 22.
a is formed. Further, by covering a part of the oil groove 21a with each pressure receiving portion 32 of the vane 29,
As shown in FIGS. 4, 5 and 8, four communication passages 51 extending in the circumferential direction of the intake camshaft 12 are formed. The advance passage side hydraulic chambers 13 and the retardation side hydraulic chambers 14 communicate with each other through the communication passages 51.
A slight amount of oil is allowed to move between the fourteen.

As shown in FIG. 10, the housing 28
In the outer peripheral part of the, the chamfering process is similarly performed over the entire peripheral edge part. Further, the cover 38 facing the peripheral portion of the chamfered housing 28 is provided.
An escape groove 38a is formed at the corner of the entire circumference. Then, the oil space 5 is formed in an annular shape by the inner wall of the escape groove 38a and the peripheral edge of the chamfered housing 28.
2 are formed. In the present embodiment, both the oil space 52 and the communication passage 51 described above form a liquid storage space, and the communication passage 51 forms a communication space.

Next, the structures of the advance side, the retard side hydraulic passages P1 and P2 for supplying oil to the advance side hydraulic chamber 13 and the retard side hydraulic chamber 14 and the OCV 16 will be described. .

As shown in FIG. 1, the advance-side head oil passage 53 and the retard-side head oil passage 5 are provided inside the cylinder head 18.
4 are formed. Each of the head oil passages 53 and 54 is
An oil pan 57 can be connected via the CV 16, the oil filter 55, the oil pump 15, and the oil strainer 56. When the oil pump 15 is driven along with the operation of the engine, the oil as a liquid stored in the oil pan 57 is sucked by the pump 15.
Therefore, the oil is introduced into the oil pump 15 via the oil strainer 56 and is pressurized and discharged from the pump 15. The discharged oil is selectively pressure-fed to the head oil passages 53 and 54 by the OCV 16 via the oil filter 55.

Oil grooves 58 and 59 corresponding to the opening positions of the head oil passages 53 and 54 are formed in the upper end of the cylinder head 18 and the bearing cap 19, respectively. The journal 12a is formed by the oil grooves 58 and 59.
The outer peripheral part of is surrounded.

Inside the intake camshaft 12, a retard shaft oil passage 60 extending in the axial direction is formed. The bolt hole 4 is provided at the tip end side of the retard side shaft oil passage 60.
It leads to 1. A peripheral groove 61 extending in the circumferential direction is formed on the outer peripheral portion of the enlarged diameter portion 21, and the groove 61 and the tip end side of the retard angle side shaft oil passage 60 are connected by a communication oil passage 62. .

A retard angle side oil hole 63 extending in the radial direction of the intake side camshaft 12 is formed inside the journal 12a. The retard side shaft oil passage 60 has the retard side oil hole 6
3 communicates with the one oil groove 59. Therefore,
The oil in the retard side head oil passage 54 is supplied into the retard side shaft oil passage 60 via the oil groove 59 and the retard side oil hole 63.

Inside the intake-side camshaft 12, the advance-side shaft oil passage 6 extending in a direction inclined with respect to the axial direction.
4 are formed. Further, inside the journal 12a, the advance side oil hole 6 extending in the radial direction of the intake side camshaft 12 is formed.
5 are formed. The base end side of the advance side shaft oil passage 64 communicates with the other oil groove 58 through the advance side oil hole 65. Then, in the advance side shaft oil passage 64,
The oil in the advance-side head oil passage 53 is supplied through the oil groove 58 and the advance-side oil hole 65.

Inside the driven gear 22, as shown in FIGS. 4 and 5, four retard side supply passages 66 extending radially are provided.
Are formed. The inner peripheral side of each retard angle side supply oil passage 66 communicates with the circumferential groove 61, and the outer peripheral side of each oil passage 66 opens to each retard angle side hydraulic chamber 14 described above. The oil supplied from the retard side shaft oil passage 60 into the circumferential groove 61 through the communication oil passage 62 is supplied into each retard side hydraulic chamber 14 via the retard side supply passage 66.

Further, as shown in FIG. 1, a cylindrical projecting portion 67 projecting toward the distal end side is formed on the side surface on the distal end side of the expanded diameter portion 21. A stepped portion 68 is formed on the side surface of the vane 29 on the base end side so as to surround the protruding portion 67. The inner wall of the stepped portion 68 and the space surrounded by the protruding portion 67 and the enlarged diameter portion 21 form an annular advance-side annular passage 46. The tip side of the advance side shaft oil passage 64 is open to the advance side annular passage 46.

Further, as shown in FIGS. 4 and 5, four vane-side supply oil holes 69 extending radially are formed inside the vane 29, and the inner peripheral side of the oil holes 69 is the above-mentioned. It communicates with the advance-side annular passage 46. Also, each advance side supply oil hole 6
The outer peripheral side of 9 is open to each advance side hydraulic chamber 13 described above. Therefore, the oil supplied into the advance-side shaft oil passage 64 is supplied to the advance-side hydraulic chambers 1 through the advance-side supply oil holes 69.
It is designed to be supplied within 3.

The advance-side head oil passage 53, the oil groove 58, the advance-side oil hole 65, the advance-side shaft oil passage 64, the advance-side annular passage 46, and the advance-side supply oil hole 69 described above. The advance-side hydraulic passage P1 is constituted by the advance-side hydraulic passage P1 and the retard-side head oil passage 5 is formed.
4. Oil groove 59, retard side oil hole 63, retard side shaft oil passage 6
0, the communication passage 51, the circumferential groove 61, and the retard side supply passage 66 constitute a retard side hydraulic passage P2. In the present embodiment, the OCV 16 controls the hydraulic passages P1 and P1.
2 is connected to the oil pump 15 and the oil pan 57 to switch the communication state, thereby supplying oil from the oil pump 15 into the hydraulic chambers 13 and 14, or to the hydraulic chambers 13 and 14.
The oil is discharged from inside 14 and returned to the oil pan 57. The hydraulic supply passages P1 and P2, the oil pump 15, the OCV 16, and the oil pan 57 constitute a liquid supply means.

The OCV 16 is duty-controlled for its opening degree so that the advance-side and retard-side hydraulic chambers 13,
The hydraulic pressure supplied to 14 is controlled. Hereinafter, the configuration of the OCV 16 will be described.

The casing 70 constituting the OCV 16 is
It has first to fifth ports 71 to 75. The first port 71 is in communication with the retard angle side head oil passage 54, and the second port 72 is in communication with the advance angle side head oil passage 53. Further, the third and fourth ports 73 and 74 are connected to the oil pan 57.
The fifth port 75 communicates with the discharge side of the oil pump 15 via the oil filter 55.

A skewered spool 76 is provided inside the casing 70. The spool 76 has four cylindrical valve bodies 77, and can reciprocate in the axial direction. Further, in the casing 70, an electromagnetic solenoid 78 for moving the spool 76 between the first operating position shown in FIG. 1 and the second operating position shown in FIG.
Is provided. A spring 79 is provided inside the casing 70, and the spring 79 urges the spool 76 toward the first operating position.

The OCV 16 is the ECU 1 shown in FIG.
7 is controlled. This ECU 1
7, a rotation speed sensor 80 and an intake pressure sensor 81 for detecting the operating state of the engine, and a crank angle sensor 82 and a cam angle sensor 83 for detecting the rotation phase angle of the intake side camshaft 12 are connected. And ECU1
7 detects the operating state of the engine or the rotation phase of the intake side camshaft 12 based on the detection signals of the sensors 80 to 83. Then, the ECU 17
Determines the deviation between the actual rotation phase angle of the intake side camshaft 12 and the target rotation phase angle that matches the operating condition of the engine, and the above O is set so that the deviation becomes a predetermined value or less.
It controls the CV 16 and the VVT mechanism 11.

Next, the operation of the present embodiment configured as described above will be described. First, when the operation of the engine is stopped, that is, when the ECU 17 detects that an ignition switch (not shown) is turned off, the ECU 17 determines that the position of the spool 76 is as shown in FIG.
The duty of the OCV 16 is controlled so as to reach the second operating position shown in FIG.

As a result, each advance side hydraulic chamber 13 is communicated with the oil pan 57 by the advance side hydraulic passage P1, and each retard side hydraulic chamber 14 is discharged by the oil pump 15 through the retard side hydraulic passage P2. Communicated with the side. Then, when the rotation of the crankshaft stops, oil is not discharged from the oil pump 15 and the rotation of the intake side camshaft 12 also stops. At this time, the vane 29 is driven by the driven gear 2
It rotates in the retard angle rotation direction with respect to 2, and its rotation phase is delayed. As a result, the vanes 29 for the housing 28
The position in the rotation direction is the most retarded position shown in FIG. This is because oil is no longer discharged from the oil pump 15, so that the hydraulic pressures in the advance-side hydraulic chambers 13 and the retard-side hydraulic chambers 14 decrease, and the vanes 29 are held by the hydraulic pressures in the hydraulic chambers 13 and 14. Because it will disappear.

When the drive of the oil pump 15 is stopped, the hydraulic pressure in the hydraulic chamber 44 and the locking hole 49 decreases. As a result, the lock pin 43 moves to the base end side of the intake side camshaft 12 by the urging force of the spring 48, and the base end side portion thereof engages with the locking hole 4 as shown in FIG.
It is fitted into the inside of the container 9. Therefore, the relative rotation between the vane 29 and the driven gear 22 is restricted.

In the present embodiment, the vane 29 is operated from the start of engine operation until the oil pressure in each of the hydraulic passages P1 and P2 increases to a predetermined value or more.
At the most retarded position, the lock pin 43 maintains the locked state with respect to the driven gear 22. Immediately after the engine operation is started, the hydraulic pressure of the oil in the hydraulic chambers 13 and 14 is lowered, so that the vane 29 cannot be fixed by the hydraulic pressure, and the vane 29 cannot be fixed on the intake side or This is because it is possible to prevent vibration of the exhaust side camshafts 12 and 23 from vibrating and colliding with the housing 28, or causing abnormal noise due to the collision.

Next, when the operation of the engine is started, the oil pump 15 is driven and oil is discharged from the pump 15. The discharged oil is supplied from one of the head oil passages 53 and 54 selected by the OCV 16 into the hydraulic chamber of either the advance hydraulic chamber 13 or the retard hydraulic chamber 14. At this time, oil is supplied to the inside of the hydraulic chamber 44 or the locking hole 49 through the first pressure oil passage 45 or the second pressure oil passage 50. Then, when the oil pressure of the oil inside the oil pressure chamber 44 or the locking hole 49 increases above a predetermined value, the lock pin 43 resists the biasing force of the spring 48 by the oil pressure of the oil and the tip side of the intake side camshaft 12 is reached. Move to. By this movement, the locked state of the vane 29 is released as shown in FIG. 6, and the relative rotation of the vane 29 with respect to the housing 28 becomes possible.

Then, as shown in FIG.
When the spool 76 is placed in the first operating position by the biasing force of 8, the discharge side of the oil pump 15 and the advance side head oil passage 53 are communicated with each other, and the retard side head oil passage 54 and the oil pan 57 are connected. Are communicated. Therefore, while oil is supplied to each advance side hydraulic chamber 13 through the advance side hydraulic passage P1,
The oil in each retard side hydraulic chamber 14 is returned to the oil pan 57 via the retard side hydraulic passage P2.

As a result, the pressure receiving portion 32 is urged by the hydraulic pressure in each advance side hydraulic chamber 13 which is relatively increased compared to the hydraulic pressure in each retard side hydraulic chamber 14, so that the vane 29 is moved to the housing 28. On the other hand, it rotates in the direction shown by the arrow in FIG. By rotating the vane 29 with respect to the housing 28 in this way, the rotational phase of the intake camshaft 12 advances beyond that of the driven gear 22, so that the opening / closing timing of the intake valve advances.

On the other hand, as shown in FIG.
When the spool 76 is placed in the second operating position against the urging force of the oil pump 15, the discharge side of the oil pump 15 and the retard side head oil passage 54 are communicated with each other, and the advance side head oil passage 53 and the oil pan. 57 is communicated with. Therefore, while the oil is supplied to each retard side hydraulic chamber 14 through the retard side hydraulic passage P2,
The oil in each advance side hydraulic chamber 13 is returned to the oil pan 57 via the advance side hydraulic passage P1.

As a result, the pressure receiving portion 32 has a relatively increased hydraulic pressure in each advance side hydraulic chamber 13 and a corresponding one in each retard side hydraulic chamber 1.
The vane 29 rotates in the direction shown by the arrow in FIG. By rotating the vane 29 with respect to the housing 28 in this way, the rotational phase of the intake camshaft 12 is delayed relative to that of the driven gear 22, so that the opening / closing timing of the intake valve is delayed.

As described above, the intake side camshaft 1
When the rotational phase of No. 2 is changed and the deviation between the rotational phase and the target rotational phase adapted to the operating state of the engine becomes a predetermined value or less, the ECU 17 causes both the first port 71 and the second port 72 of the OCV 16 to operate. The position of the spool 76 is controlled so as to be closed by the valve body 77 (hereinafter, the position of the spool 76 will be referred to as "intermediate holding position").
). In this way, when the position of the spool 76 becomes the “intermediate holding position”, the oil is supplied to the hydraulic chambers 13 and 14,
Alternatively, the oil is not discharged from the hydraulic chambers 13 and 14. As a result, the vane 29 receives the oil pressure of the oil in each of the hydraulic chambers 13 and 14, so that the rotation of the vane 29 is restricted and the position of the vane 29 in the rotational direction with respect to the housing 28 is fixed. As a result, the opening / closing timing of the intake valve is maintained until the position of the spool 76 is changed to the first or second operating position by the ECU 17.

In the present embodiment, as described above, the OCV16
By controlling the opening degree of the intake valve, the opening / closing timing of the intake valve can be changed continuously (steplessly) and the opening / closing timing can be maintained.

The rotational torques of the intake side and exhaust side camshafts 12 and 23 during the operation of the engine are not constant as described above, but the reaction force of the valve spring received when opening and closing the intake / exhaust valve, or the intake / exhaust. It always fluctuates due to the inertial force of the valve. When the rotational torque of the intake side and exhaust camshafts 12 and 23 fluctuates, the positions of the vane 29 and the housing 28 in the rotational direction also fluctuate. As a result, the pressure receiving portion 32 of the vane 29 vibrates so as to increase or decrease the volume of each advance side hydraulic chamber 13 or each retard side hydraulic chamber 14, and the hydraulic pressure in each hydraulic chamber 13, 14 repeats increasing and decreasing. become.

At this time, for example, when the hydraulic pressure in each advance-side hydraulic chamber 13 increases, the oil in the hydraulic chamber 13 is moved to the hydraulic chamber 1
A small gap between the cover 38 and the vane 29 and the tip side surface of the housing 28 (hereinafter, this gap is referred to as a “fine gap G1”. In FIG. G1 ”).
It moves in the gap G1 and moves to the outer peripheral side. Then, the oil flows into the oil space 52 formed by the corner portion of the cover 38 and the peripheral portion of the housing 28.

On the other hand, the oil pressure in each retard side hydraulic chamber 14 decreases and becomes relatively lower than the oil pressure in each advance side hydraulic chamber 13. As a result, the oil in the oil space 52 has the minute gap G.
1 to flow into the retard side hydraulic chamber 14.

When the hydraulic pressure in each advance side hydraulic chamber 13 decreases and the hydraulic pressure in each retard side hydraulic chamber 14 increases, each advance angle is opposite to the above-mentioned oil flow direction. Side hydraulic chamber 1
While the oil in the oil space 52 flows into the inside 3, the oil in each retard angle side hydraulic chamber 14 is pushed out from the same chamber 14 and
Move to.

Here, the amount of oil moving from the hydraulic chamber with increased hydraulic pressure into the oil space 52 is substantially equal to the amount of oil moving from the space 52 to the hydraulic chamber with decreased hydraulic pressure. As described above, the hydraulic pressures in the advance-side hydraulic chambers 13 and the retard-side hydraulic chambers 14 vary due to the torque fluctuations of the intake and exhaust side camshafts 12 and 23. Each hydraulic chamber 13, 14 and the oil space 5 through the minute gap G1.
It is absorbed by the movement of oil between the two.

Further, in the present embodiment, both camshafts 1
When the hydraulic pressure in each of the advance side hydraulic chamber 13 and the retard side hydraulic chamber 14 changes due to the torque change of Nos. 2 and 23, a small amount of oil moves between the hydraulic chambers 13 and 14 through the communication passage 51. Is allowed, and the hydraulic pressure fluctuations in the hydraulic chambers 13 and 14 are absorbed. The cross-sectional area of the communication passage 51 is determined in consideration of the fluidity (viscosity) of oil.
The conduit resistance of 1 is set large. Therefore, the amount of oil moving through the communication passage 51 is very small, and both hydraulic chambers 1
The effect of mutual movement of oil between No. 3 and No. 14 on the valve timing control is extremely small.

The present embodiment described above has the following features. (A) According to this embodiment, even when the hydraulic pressures in the advance-side hydraulic chambers 13 and the retard-side hydraulic chambers 14 change due to the torque changes generated in the intake-side and exhaust-side camshafts 12 and 23, As described above, the movement of the oil between the hydraulic chambers 13 and 14 and the oil space 52 suppresses the fluctuation of the hydraulic pressure.

When the oil space 52 is not provided, the oil that has flowed into the gap G1 from the hydraulic chamber where the hydraulic pressure is increased has a small gap (hereinafter referred to as a gap) between the outer peripheral side surface of the housing 28 and the cover 38. This is referred to as a "minor gap G2." In Figs. Further, air is introduced from the outside into the hydraulic chamber where the hydraulic pressure is reduced through the minute gaps G1 and G2.

By mixing air, each hydraulic chamber 13, 14
The bulk elastic coefficient of the oil inside is greatly reduced, and the oil exhibits compressibility.
The hydraulic pressure at 3 and 14 makes it difficult to hold. As a result, the controllability in valve timing control may deteriorate.

However, according to this embodiment, the oil that has moved from the hydraulic chambers 13 and 14 with increased hydraulic pressure in the minute gap G1 is introduced into the oil space 52 and stored therein. Therefore, it is possible to prevent the oil in the hydraulic chambers 13 and 14 from leaking to the outside through the minute gap G2.

Further, the hydraulic chambers 13 and 14 whose hydraulic pressure is reduced
Inside the oil space 5 from the oil pressure chambers 13 and 14 with increased oil pressure.
The same amount of oil as the amount of oil that has moved into 2 is supplied from within the oil space 52 through the minute gap G1. Therefore, air is not mixed from the outside into the hydraulic chambers 13 and 14 where the hydraulic pressure is reduced through the minute gaps G1 and G2.
It is possible to prevent the volumetric elastic coefficient of oil in 3 and 14 from decreasing and deteriorating the controllability in valve timing control.

(B) In the present embodiment, in addition to the oil space 52, the communication passage 51 that communicates with the advance side hydraulic chambers 13 and the retard side hydraulic chambers 14 is provided. Through, a slight amount of oil is allowed to move between the hydraulic chambers 13 and 14. Therefore, due to the torque fluctuations of the intake side and exhaust side camshafts 12, 23, both hydraulic chambers 1
When a difference occurs between the hydraulic pressures in the hydraulic pressure chambers 3 and 14, the oil moves from the hydraulic pressure chambers 13 and 14 in which the hydraulic pressure increases to the hydraulic pressure chambers 13 and 14 in which the hydraulic pressure decreases. Such mutual movement of oil between the hydraulic chambers 13 and 14 absorbs the fluctuation of the hydraulic pressure in the hydraulic chambers 13 and 14. Therefore, in addition to the action of the oil space 52, the hydraulic chambers 13 and 14 are externally moved. The liquid can be more reliably prevented from leaking to the.

That is, a minute gap formed between the outer peripheral side surface of the enlarged diameter portion 21 and the inner peripheral side surface of the driven gear 22 (hereinafter, this gap is referred to as "minute gap G3". Incidentally, in FIGS. Only that position is indicated by "G3"), and oil can enter when the hydraulic pressure in the advance side hydraulic chamber 13 or the retard side hydraulic chamber 14 increases, but as shown in FIGS. Since the communication passage 51 is formed at a position corresponding to the most distal end side of the gap G3, most of the oil flowing out from the hydraulic chambers 13 and 14 with increased hydraulic pressure has the communication passage 5 formed therein.
1 penetrates. Therefore, it is possible to prevent the oil from moving to the base end side of the intake side camshaft 12 and leaking to the outside through the gap G3.

Further, from the hydraulic chamber where the hydraulic pressure is increased to the communication passage 5
The oil that has moved into 1 moves in the communication passage 51 and flows into the hydraulic chamber where the hydraulic pressure is reduced. As a result, the hydraulic pressure in the hydraulic chamber is increased and the fluctuation of the hydraulic pressure is alleviated.
No air will enter the hydraulic chamber from the outside after passing through 3. In this way, it is possible to prevent air from entering the hydraulic chamber, so that the volumetric elastic coefficient does not decrease when the oil contains air. Therefore,
In the present embodiment, the oil space 5 described in (a) above.
In addition to the action by 2, the communication passage 51 allows the two hydraulic chambers 13,
By allowing the movement of the oil between the fourteen, it is possible to more reliably prevent deterioration of the controllability in the valve timing control.

(C) In the present embodiment, the oil groove 21a is formed by chamfering the peripheral edge of the enlarged diameter portion 21 on the front end side.
And the space surrounded by the inner wall of the oil groove 21a and the side surface of the vane 29 on the base end side forms the communication passage 51. By adopting such a configuration, it is possible to easily and at low cost to form the communication passage 51 that connects the two hydraulic chambers 13 and 14.

In addition, the peripheral edge of the enlarged diameter portion 21 is chamfered so that the enlarged diameter portion 21 is driven by the driven gear 22.
It is possible to smoothly insert it into the inside of the driven gear 22 and prevent the deterioration of the slidability between the inner peripheral side surface of the driven gear 22 and the outer peripheral side surface of the expanded diameter portion 21 due to damage to the inner peripheral side surface. can do.

In this embodiment, each minute gap G
1, G2 and G3 all correspond to the liquid movement path. (Second Embodiment) Next, a second embodiment of the present invention will be described with reference to FIG. The present embodiment differs from the first embodiment in that the exhaust side camshaft 23 is provided with the VVT mechanism 11.

Incidentally, the VVT mechanism 11 in this embodiment,
And the configuration of the advance side and retard side hydraulic passages P1 and P2 for supplying oil to the advance side and retard side hydraulic chambers 13 and 14 formed in the mechanism 11 or the OCV 16 and the like. Is the same as that of the first embodiment, the same reference numerals are given to the same configurations and the description thereof is omitted. Further, although not shown in FIG. 11, inside the VVT mechanism 11 in the present embodiment, a position corresponding to a corner portion of the cover 38 and a peripheral portion of the expanded diameter portion 21 is provided.
The oil space 52 and the communication passage 51 are formed in the same manner as in the first embodiment.

As shown in FIG. 12, a cam pulley 26 is integrally rotatably fixed to one end of the exhaust side cam shaft 23, and a timing belt 27 is wound around the outer circumference of the pulley 26. On the exhaust side camshaft 23,
The timing belt 27 is adapted to transmit the rotational driving force of the crankshaft.

VV is attached to the other end of the exhaust side camshaft 23.
The T mechanism 11 is attached. The mechanism 11 is replaced with the driven gear 22 described in the first embodiment,
A drive gear 91 is provided. A driven gear 92 having external teeth 92a is provided at the end of the intake-side camshaft 12, and the external teeth 92a are meshed with the external teeth 91a of the drive gear 91. In the present embodiment, the intake camshaft 12 corresponds to the camshaft of the present invention. Further, the drive gear 91 and the housing 2 fixed to the gear 91
8 (not shown in FIG. 12) is a vane 2 on the second rotating body.
9 (not shown in FIG. 12) corresponds to the first rotating body.

According to this embodiment having the above-mentioned structure, the rotational driving force of the crankshaft is the exhaust side camshaft 23.
And is also transmitted from the shaft 23 to the intake side camshaft 12 via the drive gear 91 and the driven gear 92. Then, the intake side camshaft 12
The intake valve (not shown) is opened / closed by the cam 20 in accordance with the rotation.

Further, the relative rotation phase of the drive gear 91 with respect to the exhaust side cam shaft 23 is changed by the VVT mechanism 11. Therefore, the rotation phase of the intake camshaft 12 is changed, and the opening / closing timing of the intake valve is changed.

The present embodiment has the same structure as the first embodiment except that the valve opening / closing timing of the intake side camshaft 12 not provided with the VVT mechanism 11 is changed. Therefore, the present embodiment has the same operation as the above embodiment, and has the same features as the features (a) to (c) described above.

Each of the embodiments described above can be implemented by changing the configuration as follows. (1) In each of the above embodiments, the oil space 52 as the liquid storage space and the communication passage 51 as the communication space may be provided in plural. Also, the oil space 52 or the communication passage 5
The position where 1 is formed is not limited to the position shown in the above embodiment. For example, an oil groove extending in the circumferential direction may be formed on the outer peripheral side of the housing 28, and an oil space may be formed by the inner peripheral wall of the groove and the inner peripheral surface of the side of the cover 38.

(2) In each of the above-described embodiments, the VVT mechanism 11 is provided with a cam pulley and the timing belt is attached to the pulley, and the pulley is rotated by the rotational driving force of the crankshaft. You may do it.

(3) In each of the above-described embodiments, the structure in which the four pressure receiving portions 32 are formed in the vane 29 is adopted, but it is also possible to adopt a structure in which the pressure receiving portions 32 are three or less, or five or more. it can. When the number of the pressure receiving portions 32 is smaller than that in each of the above-described embodiments, the configuration of each of the hydraulic passages P1 and P2 can be simplified. A large rotating torque can be applied.

(4) In each of the above-mentioned embodiments, the housing 28 and the driven gear 22 are formed by separate members, but it is also possible to form both members integrally, for example. Similarly, the intake camshaft 12 and the vane 2
9 and 9 may be integrally configured.

(5) In the above-described first embodiment, the vane 29 is connected to the intake camshaft 12 and the housing 28 is fixed to the driven gear 22.
The housing 28 may be fixed to the intake camshaft 12 and the vanes 29 may be fixed to the driven gear 22.

(6) In each of the above embodiments, the VVT mechanism 11 may be employed in which the cam pulley 26 is changed to a timing sprocket and the timing belt 27 is changed to a timing chain. Further, in each of the above-described embodiments, the timing pulley 26 may be provided instead of the driven gear 22 or the drive gear 91 of the VVT mechanism 11 so that the rotational driving force of the timing belt 27 is directly transmitted to the VVT mechanism 11. Good.

(7) In each of the above embodiments, the opening / closing timing of the intake valve is changed, but the opening / closing timing of the exhaust valve may be changed.
Further, the VVT mechanism 11 may be provided on both the intake side camshaft 12 and the exhaust side camshaft 23, and the valve opening / closing timings of both the intake valve and the exhaust valve may be changed.

Although the respective embodiments embodying the present invention have been described, the technical ideas which can be grasped from the respective embodiments will be described below together with the effects thereof. (A) The valve timing changing device for an internal combustion engine according to claim 1 or 2, further comprising a rotation restricting means capable of restricting relative rotation of the first and second rotating bodies, the liquid being supplied from the liquid supplying means. When the pressure is equal to or lower than a predetermined value, the relative rotation is regulated by the rotation regulation means to maintain the valve opening / closing timing.

In each of the above embodiments, the lock pin 43, the spring 48, and the locking hole 49 correspond to the rotation restricting means. According to the above configuration, similarly to the valve timing changing device for an internal combustion engine according to claim 1 or 2, by suppressing the decrease in the bulk elastic coefficient of the liquid due to the mixing of air, the liquid in each pressure chamber is suppressed. The relative rotation of the rotation phase changing member with respect to the housing can be restricted by the pressure.

In addition, for example, when the pressure of the liquid supplied from the liquid supply means is equal to or lower than a predetermined value, for example immediately after the internal combustion engine is started, that is, the relative rotation of both rotary bodies is caused by the hydraulic pressure in each pressure chamber. When it is difficult to regulate the rotation of the rotating body, the rotation regulating means regulates the rotation of both rotating bodies. Therefore, according to the above configuration, the hydraulic pressure in each pressure chamber or the relative rotation of the two rotating bodies is regulated by the rotation regulating means, so that the valve opening / closing timing can be reliably maintained at a predetermined timing.

[0104]

According to the first or second aspect of the present invention, the fluctuation of the hydraulic pressure in each pressure chamber due to the torque fluctuation can be absorbed by the movement of the liquid between each pressure chamber and the liquid storage space. Therefore, it is possible to prevent the liquid from leaking to the outside from each pressure chamber through the liquid moving path, and further it is possible to prevent air from being mixed into each pressure chamber through the path.

In particular, according to the second aspect of the invention, since the movement of oil between the pressure chambers is allowed through the communication passage, the pressure fluctuation in each pressure chamber can be further absorbed.
It is possible to further suppress the leakage of liquid from each pressure chamber and the mixing of air into the chamber.

[Brief description of drawings]

FIG. 1 is a sectional view showing an intake camshaft, a phase changing mechanism, and the like.

FIG. 2 is a partial cross-sectional view showing an OCV.

FIG. 3 is a plan view showing an intake side camshaft and an exhaust side camshaft.

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

FIG. 5 is a sectional view showing a vane, a housing and the like.

FIG. 6 is an enlarged sectional view showing a lock pin, an oil groove and the like.

FIG. 7 is an enlarged sectional view showing a lock pin, an oil groove and the like.

FIG. 8 is an enlarged cross-sectional view showing an enlarged pressure receiving portion.

FIG. 9 is a sectional view taken along line IX-IX of FIG. 8;

FIG. 10 is an enlarged cross-sectional view showing an oil space.

FIG. 11 is an enlarged cross-sectional view showing an oil groove formed in the peripheral portion on the tip side of the expanded diameter portion.

FIG. 12 is a plan view showing intake-side and exhaust-side camshafts according to another embodiment.

FIG. 13: “Valve opening / closing timing control device” in the prior art
FIG.

14 is a sectional view taken along line XIV-XIV of FIG.

[Explanation of symbols]

11 ... Phase change mechanism, 12 ... Intake side cam shaft (cam shaft), 13 ... Advance side hydraulic chamber (pressure chamber), 14 ... Retard side hydraulic chamber (pressure chamber), 15 ... Oil pump (liquid supply means) , 16 ... OCV (liquid supply means), 18 ... Cylinder head (constituting a part of internal combustion engine), 22 ... Driven gear (second rotary body), 28 ... Housing (second rotary body), 29 ... Vane (first 1 rotating body), 51 ... communication passage, 5
2 ... Oil space (liquid storage space), 57 ... Oil pan (liquid supply means), 91 ... Drive gear (second rotating body), P1
... advance side hydraulic passage (liquid supply means), P2 ... retard side hydraulic passage (liquid supply means).

Claims (2)

[Claims] 1. A first rotating body and a second rotating body which rotate about the same shaft as a rotating shaft, wherein a convex portion extending in a radial direction of the cam shaft is formed in the first rotating body, and a second rotating body is formed. Is formed with a concave portion extending in the same radial direction, and the two rotating bodies are combined in a state where the convex portion is arranged in the concave portion. A phase changing mechanism in which pressure chambers each defined by a concave portion are formed, and a liquid supply unit for supplying a liquid of a predetermined pressure to each of the pressure chambers are provided. Drivingly connecting to the drive shaft of the engine and drivingly connecting the other to the camshaft, and adjusting the hydraulic pressure supplied to the pressure chamber by the liquid supply means to change the relative rotational phase of the two rotating bodies. To the drive shaft In a valve timing changing device for an internal combustion engine, which changes the rotation phase of a cam shaft to change the opening / closing timing of a valve that is driven to open / close by the shaft, a liquid movement in which the liquid in each pressure chamber can leak to the outside. A liquid storage space is disposed in the middle of the path, and the liquid moved from one pressure chamber with increased hydraulic pressure into the liquid transfer path is stored in the liquid storage space, and the liquid in the space is stored as the liquid. A valve timing changing device for an internal combustion engine, characterized in that it is made to flow into the other pressure chamber where the hydraulic pressure is reduced through a movement path. 2. The valve timing change of an internal combustion engine according to claim 1, wherein the liquid storage space is a communication space that communicates the pressure chambers and allows mutual movement of liquids between the chambers. apparatus.