JPH09250312A - Valve timing changing device for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent the occurrence of noise attributable to the variation in the torque of a camshaft. SOLUTION: The vane 29 of a phase changing mechanism 11 is fixed to the end part of a camshaft 12 on the air suction side. A housing 28 is fixed to a driven gear 22 that has been provided to the outer circumference of the air-suction side camshaft 12. A plurality of through holes 94 are formed in the driven gear 22, and in the inside of each through hole 94 a side plate 93 capable of being in contact with the side surface of the vane 29 is arranged. In the inside Of the driven gear 22, a housing hole 97 communicated with each through hole 94 is formed. A control oil passage P3 is formed in the inside of the air-suction side camshaft 12 and a cylinder head 18, and oil is supplied to the inside of the housing hole 97 through the oil passage P3. A control valve 101 is arranged on the way of the control oil passage P3. An ECU 17 controls the changeover condition of the control valve 101.

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". This valve opening / closing timing control device, as shown in FIG.
Internal rotor 2 provided at the tip of camshaft 201
02 and a timing pulley 203 rotatably fitted on the rotor 202. Internal rotor 2
A plurality of vanes 205 extending in the radial direction are fixed to the outer peripheral portion of 02.

As shown in FIG. 17, a plurality of oil grooves 206 are formed in the inner peripheral portion of the timing pulley 203, and each vane 205 is arranged in the groove 206. Further, on both sides of each vane 205, there are pressure chambers 20 for applying a rotational force to the inner rotor 202.
9 are formed (in FIG. 17, only the pressure chamber 209 formed on one side of each vane 205 is shown). Each pressure chamber 20
Oil pressurized under supply from an oil pump (not shown) is supplied to the inside 9.

Further, two insertion holes 211 and 212 extending in the radial direction are formed inside the timing pulley 203, and the lock pin 21 is provided in the insertion holes 211 and 212.
3,214 are provided. The insertion holes 211, 21
2 has the same pin 2 facing the axis of the camshaft 201.
Springs 215 and 216 for urging the springs 13 and 214 are provided.

Further, locking holes 217 and 218 into which the shaft side portions of the lock pins 213 and 214 are fitted are formed in the outer peripheral portion of the inner rotor 202. Also, each locking hole 2
17, 218 communicate with the inside of each pressure chamber 209. Therefore, a part of the oil supplied from the oil pump into each pressure chamber is also supplied into the locking holes 217 and 218.

In the above "valve opening / closing timing control device", the lock pin 21 is provided inside one of the locking holes 217 and 218.
By fitting one of the three and the two 214 and engaging the both, the relative rotation of the internal rotor 202 and the timing pulley 203 is regulated, and the valve opening / closing timing is either advanced or delayed. Fixed to.

[0007]

In the above "valve opening / closing timing control device", a predetermined clearance is required between the outer peripheral wall surfaces of the lock pins 213 and 214 and the inner peripheral wall surfaces of the locking holes 217 and 218. is there. That is, this is to absorb the shape error of the lock pins 213 and 214 and the locking holes 217 and 218 or the positional deviation between the lock pins 213 and 218 during the manufacturing process by the clearance. However, if the clearance as described above exists, the lock pins 213, 214
When is inserted into the locking holes 217 and 218, a minute relative rotation is allowed between the internal rotor 202 and the timing pulley 203 by an amount corresponding to the clearance.

When relative rotation is allowed between the inner rotor 202 and the timing pulley 203 in this way, when the torque fluctuation occurs in the cam shaft, the inner rotor 202
Will vibrate in the direction of rotation. Therefore, in the related art, the vibration causes a problem that the outer peripheral wall surfaces of the lock pins 213 and 214 and the inner peripheral wall surfaces of the locking holes 217 and 218 repeatedly collide with each other to generate abnormal noise.

The present invention has been made to solve the above-mentioned problems in the prior art, and its purpose is to:
In a valve timing changing device of an internal combustion engine, when fixing the valve timing at a predetermined timing, it is to prevent the generation of abnormal noise due to the torque fluctuation of the camshaft.

[0010]

In order to achieve the above object, the invention according to claim 1 is such that a first rotating body and a second rotating body which are relatively rotatable about the same rotation axis are added to the inside. The both rotations are provided with a pressure chamber to which a fluid under pressure is supplied and which relatively rotates both of the rotating bodies by the pressure of the fluid, and a fluid supply means for supplying a fluid of a predetermined pressure to the pressure chamber. One of the bodies is drivably coupled to the drive shaft of the internal combustion engine, and the other is drivably coupled to the camshaft, and the pressure of the fluid supplied to the pressure chamber by the fluid supply means is adjusted to adjust the relative rotation of the two rotating bodies. A valve timing changing device for an internal combustion engine, wherein a rotational phase of a cam shaft with respect to the drive shaft is changed by changing a rotational phase to change an opening / closing timing of a valve that is driven to open / close by the shaft. The first rotating body is provided with a pressing member at a position facing the second rotating body, and further comprises a biasing means for biasing the member toward the second rotating body to press the same against the rotating body. That is the point.

According to a second aspect of the invention, in the valve timing changing device for the internal combustion engine according to the first aspect, the pressing member is biased in the direction of the rotation axis by the biasing means with respect to the second rotating body. The gist is that it is pressed.

(Operation) According to the invention described in claim 1, the rotational driving force of the drive shaft of the internal combustion engine is cammed through the first and second rotating bodies which relatively rotate about the same rotating shaft center. Transmitted to the shaft. Then, the valve of the engine is opened / closed as the camshaft rotates.

When a fluid is supplied from the fluid supply means into the pressure chamber, the pressure of the fluid causes the two rotating bodies to rotate relative to each other about the axis of rotation. With this relative rotation,
The rotation 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 driven to open / close by the cam shaft is changed.

In the first rotary body, the pressing member provided at a position facing the second rotary body is biased toward the second rotary body by the biasing means and is pressed against the rotary body. As a result, a frictional force corresponding to the pressing force acting on both surfaces is generated between the contact surfaces of the pressing member and the second rotary body, and this frictional force restricts the relative rotation of both rotary bodies, and The opening / closing timing is held at a predetermined timing.

According to the second aspect of the present invention, the pressing member is urged by the urging means in the directions of the rotational axes of the two rotating bodies to be pressed against the second rotating body. Therefore, when the relative rotation of both rotating bodies is regulated and the opening / closing timing of the valve is maintained at a predetermined timing, the pressing force in the direction of the rotation axis acts on the second rotating body from the pressing member, and in the same direction. The movement of the second rotating body is restricted.

[0016]

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 as a fluid to the hydraulic chambers 13 and 14 through hydraulic passages P1 and P2 described later, and the hydraulic passages P1 and P1.
An oil control valve (hereinafter referred to as "OCV") 16 provided in the middle of P2, an electronic control unit (hereinafter referred to as "ECU") 17 for controlling the OCV 16 according to an operating state of the engine, and the like are shown. FIG. In addition, in the present embodiment, the intake side camshaft 12 corresponds to the camshaft in the present 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 rotation of 0 drives the intake valve to open and close.

In the intake side camshaft 12, a diameter-expanded portion 21 is formed in a portion on the tip side (left side in FIG. 1) of the portion supported by the cylinder head 18 and the bearing cap 19. An annular driven gear 22 is rotatably fitted on the outer periphery 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.

As shown in FIG. 3, the exhaust side camshaft 2
A cam pulley 26 is fixed to the end portion of 3, and a timing belt 27 is hung on the pulley 26.
The timing belt 27 is wound around 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 the line IV-IV in FIG. 1 (note that FIG. 1 corresponds to the sectional view taken along the line I-I in FIG. 4). As shown in FIG. 1 and FIG. 4, the VVT mechanism 11 provides a housing 28, a vane 29 as a second rotating body disposed in the housing 28, and a rotational force of the intake camshaft 12 in the axial direction. It is provided with an advance side hydraulic chamber 13 and a retard side hydraulic chamber 14 for imparting and rotating the vane 29.

The housing 28 has a substantially disk shape as a whole, and the side surface of the housing 28 is brought into contact with the tip side surface (left side surface in FIG. 1) of the driven gear 22 and a plurality of bolts 30 are used to form the gear 22. It is fixed to. Therefore, the housing 28 and the driven gear 22 are connected to the intake camshaft 1
It is possible to rotate integrally with 2 as the rotation axis. In the present embodiment, the housing 28 and the driven gear 2
2 corresponds to the first 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 positions separated 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 surface of each of these protruding portions 33 is in sliding contact with the outer peripheral surface of the fixed portion 31. Each protrusion 33
A groove portion 34 is provided between the pressure receiving portions 32, and the pressure receiving portions 32 are arranged in the groove portions 34.

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

As shown in FIG. 1, a cover 38 having a bottomed cylindrical shape is provided so as to cover the side surfaces of the housing 28 and the vanes 29 on the front end side. A mounting hole 39 is formed in the central portion of the cover 38, and the fixing portion 3
A central hole 40 is formed in the central portion of 1. A mounting bolt 84 is inserted into the mounting hole 39 and the center hole 40, and one end of the bolt 84 is screwed into the bolt hole 41 of the camshaft 12. By this screwing, the cover 38 and the vane 29 are fixed to the tip portion of the intake side camshaft 12. The vane 29 and the intake-side camshaft 12 are provided with a concave portion and a convex portion (not shown), and the concave and convex portions allow the both 29 and 12 to rotate integrally. The cover 38 is fixed to the vane 29 by the tightening force of the mounting bolt 84. Therefore, the vane 29 and the cover 38 rotate integrally with the intake-side camshaft 12 as the rotation axis.

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. Furthermore, each space is further divided into two pressure chambers by each pressure receiving portion 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 inside of each of the hydraulic chambers 13 and 14 through the hydraulic passages P1 and P2, and the vane 29 is provided with a hydraulic pressure of the oil supplied to each of the hydraulic chambers 13 and 14. Depending on the size of the intake side camshaft 12, the intake side camshaft 12 can rotate in both directions.

When the vane 29 rotates in the same direction as the rotation direction of the intake side camshaft 12 (hereinafter, this rotation direction is referred to as "advanced rotation direction"), the intake side cam with the vane 29 fixed thereto. 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 (hereinafter referred to as “valve timing”) 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 is increased. Is delayed with respect to the driven gear 22, and the valve timing is delayed.

In addition to the above structure, in the present embodiment, four side plates 93 as pressing members are arranged inside the driven gear 22, and the vanes 29 and the driven gear 22 are relatively rotated by the plates 93. It is possible to regulate.

More specifically, as shown in FIGS. 1 and 4, the driven gear 22 is formed with four through holes 94 at intervals of 90 ° in the circumferential direction of the intake camshaft 12. Each insertion hole 94 has a cross-section elongated hole shape extending in the circumferential direction of the intake side camshaft 12.
Inside each insertion hole 94, a side plate 93 having an elongated hole shape in cross section is provided so as to be movable in the axial direction of the intake camshaft 12. Also, as shown in FIG.
Grooves 95 are formed all around the outer periphery of the side plate 93.
In addition, an O-ring 96 for sealing between the outer peripheral wall surface of the side plate 93 and the inner peripheral wall surface of the insertion hole 94 is disposed inside the groove 95.

Further, the inside of the driven gear 22 is shown in FIG.
As shown in FIG. 4, a storage hole 97 extending in the axial direction of the intake camshaft 12 and communicating at substantially the center of each of the insertion holes 94.
Are formed respectively (one of which is shown in FIG. 1).
Coil springs 98 are arranged in the storage holes 97, one end of each spring 98 is in contact with each side plate 93, and the other end is in contact with the bottom of the storage hole 97. Each side plate 93 is urged toward the vane 29 by the elastic force of the coil spring 98, and the tip end surface of the plate 93 has a vane 29.
Is pressed. Further, the tip end surface of the vane 29 pressed by the side plate 93 is pressed by the cover 38, and the gap between the two 29, 38 is substantially "0".

Next, the advance side, the retard side hydraulic passages P1 and P2 forming pressure passages for supplying oil to the advance side hydraulic chamber 13 and the retard side hydraulic chamber 14, and the OCV 16
The configuration of the above 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 with the operation of the engine, the oil stored in the oil pan 57 is sucked by the pump 15. Then, the oil is introduced into the oil pump 15 via the oil strainer 56, and is pressurized and discharged from the pump 15. Then, the discharged oil collects the oil filter 55.
Via the OCV 16 through the head oil passages 53, 5
4 is selectively pumped.

In the upper end portion of the cylinder head 18 and the bearing cap 19, oil grooves 58, which extend in the circumferential direction, are provided at positions corresponding to the opening positions of the head oil passages 53, 54.
59 are formed respectively. The outer peripheral portion of the journal 12a is surrounded by the oil grooves 58 and 59.

Inside the intake side camshaft 12, a retard side shaft oil passage 60 extending in the axial direction is formed. The tip end side of the retard side shaft oil passage 60 communicates with the bolt hole 41. A peripheral groove 61 extending in the circumferential direction is formed on the outer peripheral portion of the enlarged diameter portion 21.
And the tip end side of the retard angle side shaft oil passage 60 are connected by a communication oil passage 62.

Inside the journal 12a, a retard side oil hole 63 extending in the radial direction of the intake camshaft 12 is formed. 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, an advance side shaft oil passage 64 extending in a direction inclined with respect to the axial center direction is formed. Further, an advance angle oil hole 65 extending in the radial direction of the intake camshaft 12 is formed inside the journal 12a. The advance side shaft oil passage 6
The base end side of No. 4 communicates with the other oil groove 58 through the advance side oil hole 65. Then, the advance side shaft oil passage 6
The oil in the advance-side head oil passage 53 is supplied to the inside of No. 4 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 space formed by the inner peripheral wall of the step portion 68 and the projecting portion 67 and the enlarged diameter portion 21 forms a ring-shaped 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 above-mentioned advance-side head oil passage 53 and oil groove 5
8, 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 constitute the advance-side hydraulic passage P1 and the retard-side head oil. Path 54,
Oil groove 59, retard side oil hole 63, retard side shaft oil passage 60,
The communication oil passage 62, the circumferential groove 61, and the retard side supply passage 66 constitute a retard side hydraulic passage P2. In the present embodiment, the hydraulic pressure passages P1 and P2 are set by the OCV 16.
To supply oil from the oil pump 15 into the hydraulic chambers 13 and 14 by switching the communication state between the oil pump 15 and the oil pan 57, or to the hydraulic chambers 13 and 1 respectively.
The oil is discharged from the inside of No. 4 and returned to the oil pan 57. Incidentally, each of the hydraulic passages P1 and P2, the oil pump 1
5, the OCV 16 and the oil pan 57 constitute a fluid supply means.

The OCV 16 has its opening controlled by duty so that each of 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.

As shown in FIG. 1, the casing 70 constituting the OCV 16 has first to fifth ports 71 to 75. The first port 71 communicates with the advance-side head oil passage 53, and the second port 72 communicates with the retard-side head oil passage 54. Also, the third and fourth ports 73, 74
Is connected to an oil pan 57, and the fifth port 75 is connected to the discharge side of the oil pump 15 via an oil filter 55.

Inside the casing 70, a skewered spool 76 is provided. The spool 76 has four cylindrical valve bodies 77, and can reciprocate in the axial direction. The casing 70 has a spool 7
An electromagnetic solenoid 78 is provided for moving 6 between the first operating position shown in FIG. 1 and the second operating position shown in FIG. 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 controlled by the ECU 17 shown in FIG. The ECU 17 includes a rotation speed sensor 8 for detecting the engine rotation speed NE.
0, and an intake pressure sensor 8 for detecting intake pressure PM
1 is connected. Further, a crank angle sensor 82 and a cam angle sensor 83 for detecting the rotation phase of the intake side camshaft 12 are connected to the ECU 17. EC
U17 detects the engine speed NE and the intake pressure PM indicating the operating state of the engine, and the rotational phase of the intake camshaft 12 based on the detection signals of the sensors 80 to 83. Then, the ECU 17 determines the deviation between the actual displacement angle VT of the intake side camshaft 12 and the target displacement angle VTT that matches the operating condition of the engine, and the O is adjusted so that the deviation becomes equal to or less than a predetermined reference deviation α.
It controls the CV 16 and the VVT mechanism 11.

In this embodiment, each of the hydraulic passages P1 and P
In addition to 2, a control oil passage P3 is formed for supplying oil into the storage hole 97 and exerting a pressing force on the side surface of the vane 29 via the side plate 93 by the hydraulic pressure. The control oil passage P3 will be described below.

Inside the cylinder head 18, another head oil passage 99 is formed at a position sandwiched between the advance-side head oil passage 53 and the retard-side head oil passage 54. The head oil passage 99 communicates with an upper end of the cylinder head 18 and an oil groove 100 formed in the bearing cap 19. In FIG. 1, one end side of the head oil passage communicates with the oil groove 100, and the other end side is connected to the control valve 101.

The control valve 101 has the head oil passage 99.
Is connected to the discharge side of the oil pump 15 (hereinafter,
This state is referred to as a "discharge state" and a state connected to the oil pan 57 (hereinafter, this state is referred to as a "drain state") is an electromagnetic directional control valve for switching the state. The switching operation is performed based on the control signal output from the ECU 17.

When a discharge position signal is output from the ECU 17 to the control valve 101, the head oil passage 99 is connected to the discharge side of the oil pump 15 via the control valve 101, and is stored through the control oil passage P3. Oil is supplied into the hole 97. On the other hand, when the drain position signal is output from the ECU 17 to the control valve 101, the head oil passage 99 is connected to the oil pan 57, and the oil in the storage hole 97 passes through the control oil passage P3. Returned to.

Further, a position sensor (not shown) is built in the control valve 101, and the position of a valve body (not shown) of the valve 101 is detected by the sensor.
Then, the ECU 17 can determine whether the control valve 101 is in the “drain state” or the “discharge state” based on the position detection signal output from the position sensor.

On the outer peripheral portion of the enlarged diameter portion 21, the peripheral groove 1 is adjacent to the peripheral groove 61 which constitutes a part of the advance side hydraulic passage P1.
02 is formed. The circumferential groove 102 is an L-shaped communication passage 10 formed inside the intake camshaft 12.
3 communicates with the oil groove 100. Furthermore,
The inside of the circumferential groove 102 communicates with the inside of each of the storage holes 97 through a plurality of oil holes 104, and the oil groove 10
The oil supplied from 0 to the circumferential groove 102 through the communication passage 103 is supplied into the storage hole 97 through the oil hole 104. When oil is supplied into the storage hole 97, the side plate 93 is urged toward the vane 29 by the hydraulic pressure of the supplied oil in addition to the urging force of the coil spring 98.

The head oil passage 99 and the oil groove 10 described above
0, the circumferential groove 102, the communication passage 103, and the oil hole 104 constitute a control oil passage P3 for supplying oil into the storage hole 97 or returning the oil in the hole 97 to the oil pan 57. The control oil passage P3, the oil pump 15, and the storage hole 94 correspond to the urging means in the present invention.

Next, the "valve timing control routine" (hereinafter referred to as "VVT control routine") in this embodiment will be described with reference to FIG. This routine is executed by the ECU 17 at predetermined time intervals.

When the process shifts to this routine, in step 111, the ECU 17 sets the values of the intake pressure PM, the engine speed NE, and the actual displacement angle VT of the intake camshaft 12 based on the signals from the sensors 80 to 83, respectively. Read.

Then, in step 112, the ECU
Reference numeral 17 calculates the value of the target displacement angle VTT for controlling the VVT mechanism based on the values of the intake pressure PM and engine speed NE read this time. In the memory (not shown) of the ECU 17, the intake pressure PM and the engine speed NE,
The relationship with the target displacement angle VTT is stored as a numerical map, and the ECU 17 calculates the target displacement angle VTT based on this map. In the present embodiment, the ECU 17 that executes the process of step 112 corresponds to the target phase calculation means.

Then, in step 113, the ECU
Reference numeral 17 determines whether the absolute deviation between the target displacement angle VTT and the actual displacement angle VT is larger than the reference deviation α, that is, whether the current valve timing needs to be changed. When it is determined that the absolute deviation is equal to or smaller than the reference deviation α, the ECU 17 proceeds to step 120 described later.
If the ECU 17 determines that the absolute deviation is larger than the reference deviation α, the ECU 17 proceeds to step 114.

In step 114, the ECU 17 outputs a drain position signal to the control valve 101. As a result, the head oil passage 99 and the oil pan 57 are communicated with each other via the control valve 101. Therefore, the oil in the storage hole 97 is returned to the oil pan 57 through the control oil passage P3. Therefore, the hydraulic pressure in the storage hole 97 becomes substantially “0”, and the side plate 93 is biased toward the vane 29 side only by the elastic force of the coil spring 98.

Further, in step 115, the ECU 17 determines whether or not the valve 101 is in the "drain state" based on the position detection signal input from the position sensor of the control valve 101, and the "drain state". If not, the process of step 114 is performed again, and
When it is determined that the "drain state" is established, the processing in step 116 is executed.

At step 116, the ECU 17 determines the magnitude of the target displacement angle VTT and the actual displacement angle VT. Then, if it is determined that the target displacement angle VVT is larger than the actual displacement angle VT (step 116: “YES”), that is, if the valve timing is behind the valve timing that matches the operating state of the engine, the ECU 17
Sets the drive duty ratio DVT output to the OCV to "100%" in step 117.

When the drive duty ratio DVT is set to "100%", the spool 76 of the OCV 16 moves to the second operating position shown in FIG. 2 against the biasing force of the spring 79, and the oil pump 15 discharges. Side and advance side head oil passage 53
And the retard side oil passage 54 and the oil pan 57.
Is communicated. Therefore, oil is supplied to each advance side hydraulic chamber 13 via the advance side hydraulic passage P1, while oil in each retard side hydraulic chamber 14 is supplied to the oil pan via the retard side hydraulic passage P2. Returned to 57.

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 manner, the rotational phase of the intake camshaft 1212 advances from that of the driven gear 22, and as a result, the valve timing is advanced.

On the other hand, in step 116, the magnitude of the target displacement angle VVT is less than or equal to the actual displacement angle VT (step 116: "NO"), that is, the current valve timing matches the engine operating condition. If the ECU 17 determines that the drive duty ratio DVT is further advanced, the ECU 17 sets the drive duty ratio DVT output to the OCV 16 to "0%" in step 118.

When the drive duty ratio DVT is set to "0%", the spool 76 of the OCV 16 has the first spool shown in FIG.
The discharge side of the oil pump 15 communicates with the retard side head oil passage 54, and the advance side head oil passage 53 communicates with the oil pan 57. Accordingly, oil is supplied to each of the retard hydraulic chambers 14 through the retard hydraulic passage P2, while oil in each of the advance hydraulic chambers 13 is returned to the oil pan 57 through the advance hydraulic passage P1. It is.

As a result, the pressure receiving portion 32 has a relatively increased hydraulic pressure in the hydraulic chambers 13 on the advance side.
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 manner, the rotation phase of the intake side camshaft 1212 is delayed relative to that of the driven gear 22, so that the valve timing is delayed. As described above, the ECU 17 executes the target displacement angle VTT in steps 117 and 118.
The actual displacement angle VT of the intake-side camshaft 12 is changed so that the deviation between and is reduced.

When the vane 29 is rotated relative to the driven gear 22 in steps 117 and 118, each side plate 93 causes the coil spring 9 to move.
It is biased by 8 and is constantly pressed against the side surface of the vane 29. Therefore, a frictional force corresponding to the magnitude of the pressing force acts between the side plate 93 and the vane 29, and the frictional force acts to regulate the rotation of the vane 29 relative to the driven gear 22. . However, in the present embodiment, the elastic coefficient and the like of the coil spring 98 are adjusted so that the frictional force does not hinder the rotation of the vane 29.

In the following step 119, the ECU 17
Compares again the absolute deviation of the target displacement angle VTT and the actual displacement angle VT with the reference deviation α. When the absolute deviation is larger than the reference deviation α (step 119: “Y
ES "), the steps 116 to 119 are repeated again so that the actual displacement angle VT is reduced so that the absolute deviation is reduced.
To change.

On the other hand, if it is determined in step 119 or step 113 that the absolute deviation is less than or equal to the reference deviation α (step 119, step 113 is "NO"), the ECU 17 proceeds to step 120 and The drive duty ratio DVT is set to "50%".

When the drive duty ratio DVT is set to "50%", both the ports 71 and 72 of the first port 71 and the second port 72 of the OCV 16 are closed by the valve body 77, and each hydraulic chamber is closed. The supply of oil to 13, 14 or the discharge of oil from the hydraulic chambers 13, 14 is no longer performed. As a result, the hydraulic pressures in both the hydraulic chambers 13 and 14 are maintained at high pressure, and the hydraulic chambers 1 and 2 are both maintained.
The rotation of the vane 29 is restricted by the hydraulic pressures at 3 and 14.

Further, in step 121, the ECU 17
Outputs a discharge position signal to the control valve 101, and in the following step 122, based on the position detection signal input from the position sensor of the control valve 101, is the valve 101 in the “discharge state”? If it is determined that it is not in the "discharge state", the processing of step 121 and this step is performed again, and if it is determined that the control valve 101 is in the "discharge state", the "VVT control routine" ends.

In step 121, when the control valve 101 is in the "discharging state", the oil discharged from the oil pump 15 is supplied into the storage hole 97 through the control oil passage P3. Then, the side plate 93
Is urged toward the vane 29 by the hydraulic force of the oil supplied into the storage hole 97 in addition to the elastic force of the coil spring 98, so that the elastic force is exerted between the side plate 93 and the side surface of the vane 29. A pressing force equal to the sum of the force and the hydraulic pressure acts. Therefore, a frictional force proportional to the magnitude of the pressing force is generated between the side plate 93 and the vane 29, and the vane 29 is fixed by this frictional force in addition to the oil pressure acting on both sides of each pressure receiving portion. . As a result, the actual displacement angle VT of the intake camshaft 12 is maintained.

As described above, in this embodiment, the rotation of the vane 29 is reliably regulated by the hydraulic pressure and the frictional force acting on the pressure receiving portion 32, so that the valve timing is adapted to the operating state of the engine. Hold on to timing.

The features of this embodiment will be described below. (A) In this embodiment, when the valve timing is maintained, the sum of the elastic force of the coil spring 98 and the oil pressure of the oil supplied into the storage hole 97 is added to the oil pressure acting on both sides of the pressure receiving portion 32. The vane 29 is pressed by a pressing force corresponding to the above, and the rotation of the vane 29 is restricted by the frictional force.

Therefore, in the present embodiment, for example, as compared with the case in which the valve timing is maintained by restricting the relative rotation of the vane 29 with respect to the driven gear 22 by the engagement of the lock pin and the locking hole. It has features in the following points.

Firstly, since the relative rotation of the vane 29 is not regulated by the relationship of concavity and convexity such as the lock pin and the locking hole, the pin and the member having the locking hole are formed in the intake side camshaft 12. The problem of repeated collisions due to the torque fluctuations that occur in 1 does not occur. As a result, it is possible to prevent the generation of abnormal noise due to the collision.

Second, the vanes 29 are the side plates 93.
Since it is fixed by the frictional force generated between the pressure receiving portion 32 and the protruding portion 33 of the housing 28, a slight relative rotation corresponding to the clearance is not permitted. The problem that repeated collisions due to fluctuations and generation of abnormal noise does not occur.

Thirdly, when the rotation of the vane 29 is restricted only by the hydraulic pressure of the hydraulic chambers 13 and 14 acting on the pressure receiving portions 32, the position of the vane 29 in the rotational direction changes due to the torque fluctuation. Each hydraulic chamber 13,
There is a risk that the hydraulic pressure in the hydraulic pressure passages 14 and the hydraulic passages P1 and P2 will periodically become high, leading to oil leakage. However,
According to the configuration of this embodiment, the side plate 93
The vane 29 due to the frictional force acting between the vane 29 and
Since the rotation of each hydraulic chamber 13 is regulated,
14. The fluctuations in the hydraulic pressure in the hydraulic passages P1 and P2 are reduced, and the above-described oil leakage can be suppressed.

(B) According to the present embodiment, when the valve timing is maintained at a predetermined timing, the rotation of the vane 29 can be reliably regulated by the frictional force between the side plate 93 and the vane 29. . In the configuration in which the rotation of the vane 29 is restricted by the engagement of the lock pin and the locking hole as illustrated in (a) above, the vane 2 is provided due to the existence of the clearance.
Since a slight rotation is allowed in the valve 9, the valve timing fluctuates due to the rotation, which may cause a reduction in the output of the engine. However, according to this embodiment,
The rotation of the vane 29 can be reliably regulated, the valve timing can be maintained at a predetermined timing, and the decrease in engine output as described above can be prevented.

(C) In this embodiment, the vane 29 is caused by the elastic force of the coil spring 98, the hydraulic pressure of the oil supplied into the storage hole 97, or both of these forces.
Is always urged toward the cover 38, that is, toward the tip of the intake camshaft 12. Therefore, the shaft 1
It is possible to suppress rattling of the vane 29 in the axial direction of the second vane 29, and to prevent the vane 29 from coming into contact with the cover 38 or the driven gear 22 and generating abnormal noise.

In addition, the vane 29 has a side plate 93.
Since it is biased toward the cover 38 side by the
9 and the cover 38 are always in contact with each other in a pressed state. Therefore, the hydraulic chambers 13, 1 are connected through the spaces 29, 38.
It is possible to prevent oil from leaking from one hydraulic chamber to the other hydraulic chamber.

(D) In this embodiment, the ECU 17 switches the state of the control valve 101 between the two states of "discharging state" and "draining state", thereby changing the magnitude of the hydraulic pressure in the storage hole 97. To be done. On this occasion,
Only the frictional force between the side plate 93 and the vane 29 is changed without changing the position of the side plate 93. As described above, according to the configuration of the present embodiment, since the movement of the side plate 93 when performing the valve timing control is extremely small, it is not necessary to consider the response delay due to the movement, and the valve timing can be set more quickly. You can make changes.

(Second Embodiment) Next, a second embodiment of the present invention will be described with reference to FIGS. Since the present embodiment has substantially the same configuration as the first embodiment, the differences between the two embodiments will be mainly described below. Further, the same reference numerals are given to the same configurations as the configurations of the first embodiment or the corresponding configurations, and the description thereof will be omitted.

In this embodiment, the side plate 93 is arranged inside the driven gear 22 as in the above embodiment. The side plate 93 has an annular shape as shown in FIG. 10, and is arranged in an annular groove 105 formed on the tip surface of the driven gear 22.

Inside the annular groove 105, a plurality of springs 106 are arranged at predetermined intervals in the circumferential direction of the intake camshaft 12 (one of which is shown in FIG. 9). The side plate 93 is the spring 10
The vane 29 is urged by the elastic force of 6 and the vane 2
It is pressed against the side surface of the base end side of 9.

As shown in FIG. 11, the inside of the annular groove 105 communicates with the head oil passage 99 through the oil hole 104, the peripheral groove 102 and the like, as in the above embodiment. Then, depending on the switching state of the control valve 101, oil is supplied from the oil pump 15 into the annular groove 105, or the oil in the annular groove 105 is returned to the oil pan 57.

Further, in this embodiment, the locking pin 43 is movably provided inside the vane 29, and the driven gear 22 is formed with a locking hole 49 into which a part of the locking pin 43 can be fitted. ing. Hereinafter, the configurations of the locking pin 43, the locking hole 49, and the like will be described in detail.

As shown in FIG. 11, one of the pressure receiving portions 32 is formed with a through hole 42 having a circular cross section and extending in the axial direction of the intake camshaft 12. The through hole 42 has a step portion 42a in the middle thereof, and has a shape in which the diameter of the portion on the tip side (left side in FIG. 11) of the step portion 42a is expanded. The locking pin 43 has a substantially cylindrical shape with a bottom, and a diameter-expanded portion 43a is formed on the tip side thereof. The locking pin 43 is movable in the axial direction of the intake camshaft 12 in a state where the outer peripheral side surface thereof is in sliding contact with the inner peripheral side surface of the through hole 42.

An internal hole 47 extending in the axial direction is formed inside the locking pin 43, and a spring 48 is arranged in the hole 47. The locking pin 43 is urged toward the base end side of the intake side camshaft 12 by the spring 48. A back pressure chamber 42b is formed by the inner peripheral wall surface of the inner hole 47, the inner peripheral side surface of the through hole 42, and the space covered by the cover 38.

The annular space surrounded by the inner peripheral side surface of the enlarged diameter portion of the through hole 42 and the outer peripheral side surface of the locking pin 43 is used to release the locked state of the locking pin 43. A hydraulic chamber 44 is formed. This hydraulic chamber 44 is provided with the first pressure oil passage 4 formed inside the vane 29.
5 is communicated with the advance side annular passage 46, and the oil in the advance side annular passage 46 can be supplied into the chamber 44.

On the tip side surface of the driven gear 22,
The locking hole 4 is provided at a position facing the base end surface of the locking pin 43.
9 are formed. By fitting and locking the base end side portion of the locking pin 43 into the locking hole 49, relative rotation between the vane 29 and the driven gear 22 is restricted. As a result, the vane 29 rotates integrally with the driven gear 22 and the housing 28. Further, as shown in FIGS. 12 and 13, the inside of the locking hole 49 communicates with one of the retard side hydraulic chambers 14 by the second pressure oil passage 50 formed at the side of the pressure receiving portion 32. And the same hole 4
A part of the oil in the retard angle side hydraulic chamber 14 can be moved and supplied into the valve 9 as shown by an arrow in FIG.

The present embodiment having the above-mentioned structure has the same effect as that of the first embodiment and, as will be described below, is locked for a predetermined time after the engine is started. The rotation of the vane 29 is restricted by the pin 43.

That is, when the operation of the engine is stopped, the OC
The spool 76 of V16 moves to the first operating position by the biasing force of the spring 79. As a result, each advance-side hydraulic chamber 13 communicates with the oil pan 57 through the advance-side hydraulic passage P1, and each retard-side hydraulic chamber 14 communicates with the discharge side of the oil pump 15 through the retard-side hydraulic passage P2. To be done. And
When the crankshaft stops rotating, the oil pump 1
The discharge of oil from 5 and the rotation of the intake side camshaft 12 are stopped.

At this time, the vanes 29 are driven by the driven gear 22.
With respect to the rotation direction of the retard angle. As a result, FIG.
As shown in 0, the position of the vane 29 with respect to the housing 28 in the rotational direction is the position that is most retarded. 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 not fixed by the hydraulic pressures.

Further, when the driving 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 locking pin 43 is locked by the spring 4
8 is moved to the base end side of the intake side camshaft 12 by the urging force of the intake side camshaft 12, and the base end side portion of the intake side camshaft 12 has the locking hole 4
Insert into 9 Therefore, the locking pin 43 is locked in the locking hole 49, and the relative rotation between the vane 29 and the driven gear 22 is restricted. As a result, the valve timing is fixed at the most delayed state with respect to the rotation phase of the crankshaft. Then, the operation of the engine is started again until the hydraulic pressure in the hydraulic passages P1 and P2 becomes a predetermined value or more, that is, the urging force acting on the locking pin 43 by the hydraulic pressure is greater than the elastic force of the spring 48. Until it becomes large, the valve timing is kept in the most delayed state.

After that, when the oil pressure in each of the hydraulic pressure passages P1 and P2 increases above a predetermined value, oil is supplied to the locking hole 49 or at least one of the hydraulic chambers 44 through the passages P1 and P2. , The locking pin 43 has a locking hole 49,
The oil pressure in the hydraulic chamber 44 urges the intake side camshaft 12 toward the tip side. As a result, as shown in FIG.
The locking pin 43 is released from the locked state in the locking hole 49, and the vane 29 becomes rotatable relative to the driven gear 22. Then, the ECU 17 executes the "VVT control routine" to change the opening / closing timing of the intake valve to a valve timing suitable for the operating state of the engine.

The present embodiment described above has the same features as the first embodiment, and also has the following features. (A) In the present embodiment, from the start of engine operation until the oil pressure in the advance side hydraulic passage P1 or the retard side hydraulic passage P2 becomes equal to or higher than a predetermined value, that is,
Until the hydraulic pressure exceeds the urging force of the spring 48, the rotation of the vane 29 is restricted by the locking pin 43.

Each hydraulic passage P1 to P3, each hydraulic chamber 1
3 and 14, the oil in the annular groove 105 is a small amount, but gradually leaks to the outside. Therefore, when the engine is started after a long time has passed since the engine was stopped, each hydraulic passage P1 to P3, each hydraulic chamber 13, 14, the annular groove 105.
It may take time for the internal hydraulic pressure to increase above a predetermined value. As described above, when the hydraulic pressure is reduced in the hydraulic passages P1 to P3, etc., the rotation of the vane 29 cannot be regulated by the hydraulic pressure in the hydraulic chambers 13 and 14.
Further, since a predetermined hydraulic pressure does not act on the side plate 93, the rotation of the vane 29 may not be restricted by the frictional force between the side plate 93 and the vane 29. As a result, the vane 2 is operated for a certain period of time after the engine is started, that is, until the oil is sufficiently supplied to the inside of each of the hydraulic passages P1 to P3 (for example, about 3 seconds).
9 may vibrate in the rotational direction due to torque fluctuations generated in the intake side camshaft 12, and the valve timing may fluctuate significantly.

However, according to this embodiment, the vane 29 is locked by the locking pin 43 after the engine is started.
The relative rotation between the housing 28 and the housing 28 is restricted. Therefore, it is possible to prevent the above-described fluctuation of the valve timing from occurring immediately after the engine is started.

(B) When the locking pin 42 is provided in the pressure receiving portion 32 and the through hole 43 is formed as in this embodiment, the side surface of the pressure receiving portion 32 having the through hole and the cover 3 are formed.
8 reduces the sealing area between the hydraulic chambers 13,
There is concern that oil may leak between the oil tanks 14 or oil in the hydraulic chambers 13 and 14 may enter the through holes 43. However, in the present embodiment, the vane 29 has the side plate 9
3 is urged toward the cover 38 side and its tip end surface is pressed against the cover 38, so that the pressure receiving portion 32 and the cover 3 are
Movement of oil between 8 is regulated. Therefore, as described above, the oil leaks between the hydraulic chambers 13 and 14 and the through hole 43.
It is possible to suppress the infiltration of oil into the inside.

(Third Embodiment) Next, a third embodiment of the present invention will be described with reference to FIG.
The present embodiment differs from the above-described embodiments in that the VVT mechanism 11 is provided on the exhaust side camshaft 23.

Incidentally, the VVT mechanism 11 in this embodiment,
Also, regarding the configuration of the advance side 13 and the advance side hydraulic passages P1 and P2 for supplying oil to the retard side hydraulic chamber 13, or the OCV 16 and the like formed in the mechanism 11, Since it is the same as the first embodiment, the same reference numerals are given to the same configurations and the description thereof will be omitted.

As shown in FIG. 15, a cam pulley 26 is integrally rotatably fixed to one end of the exhaust side cam shaft 23, and a timing belt 27 is attached to the outer periphery 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.
A T mechanism 11 is provided. The mechanism 11 has the above-mentioned first
In place of the driven gear 22 described in the embodiment of
A drive gear 91 as a rotating body is provided.
A driven gear 92 having external teeth 92a is provided at the end of the intake side camshaft 12, and the gear 92 is meshed with the external teeth 91a of the drive gear 91.

According to the present embodiment having the above-described 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. In the present embodiment, the intake camshaft 12 corresponds to the camshaft of the present invention.

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 valve timing is changed.

This embodiment has the same structure as that of the first embodiment except that the valve timing of the intake side camshaft 12 not provided with the VVT mechanism 11 is changed. . Therefore, the present embodiment has the same operation and characteristics as the above embodiment.

Each of the embodiments described above can be implemented by changing its configuration as follows. (1) In each of the above embodiments, the spring 106 is provided inside the insertion hole 94 or the annular groove 105 formed in the tip end surface of the driven gear 22, and the side plate 93 is constantly urged toward the vane 29 by the spring 106. However, the spring 106 is omitted, and the side plate 93 is pressed to the vane 29 side by the oil pressure only when oil is supplied into the insertion hole 94 and the annular groove 105. You may.

(2) In the first and second embodiments,
The insertion hole 94 or the annular groove 105 in which the side plate 93 is disposed was formed on the driven gear 22, but these are formed on the vane 29 side, and the side plate 9 is formed.
3 may be pressed against the side surface of the driven gear 22.

(3) In the first embodiment, the vane 29 and the cover 38 are fixed to the intake camshaft 12, and the housing 28 is fixed to the driven gear 22 or the drive gear 91. It is also possible to have a different configuration. That is, the vane 29 is driven by the driven gear 2
The housing 28 and the cover 38 are fixed to the intake-side camshaft 12 so as to be integrally rotatable, while being fixed to the drive gear 91 or the drive gear 91 so as to be integrally rotatable. And
A hole corresponding to the through hole 42 is formed in the housing 28, the locking pin 43 is arranged in the hole, and the locking pin 43 is locked by the locking hole 49. Even with such a configuration, it is possible to obtain the same operational effects as those of the above embodiments.

(4) In the second embodiment, the hydraulic chambers are provided on both sides of the pressure receiving portion 32 in the rotational direction of the vane 29, but the hydraulic chambers may be provided on only one side.

For example, the retard angle side hydraulic chamber 14 and the same chamber 14
The retard side hydraulic passage P2 for supplying oil to the engine and the second pressure passage 50 for supplying oil in the retard side hydraulic chamber 14 into the locking hole 49 are omitted, and the retard side hydraulic chamber 14
An elastic member such as a coil spring or a leaf spring for urging the vane 29 in the retard angle rotation direction is arranged in the space corresponding to (1).

When advancing the valve timing, the vane 29 is rotated in the advancing rotation direction by the hydraulic pressure in the advancing hydraulic chamber 13, and as shown in FIG.
Contact. On the contrary, when delaying the valve timing, the oil supply to the advance side hydraulic chamber 14 is stopped, the vane 29 is rotated in the retard rotation direction by the elastic member, and the locking pin 43 is engaged. The vane 29 is locked in the stop hole 49 to restrict rotation of the vane 29 with respect to the housing 28. With such a configuration, the valve timing can be selectively changed to two timings.

(5) In each of the above embodiments, the driven gear 22 or the drive gear 91 is replaced with a cam pulley, and a timing belt is attached to the pulley.
The pulley may be directly driven to rotate by the rotation driving force of the crankshaft.

(6) In each of the above-mentioned 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 having three or less pressure receiving portions 32, or five or more pressure receiving portions 32. 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.

(7) In each of the above embodiments, the housing 28 and the driven gear 22 are formed by separate members, but it is also possible to integrally form both members 28, 22. Similarly, the intake side camshaft 12
And the vane 29 may be integrally configured.

(8) In each of the above-described 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.

(9) In each of the above embodiments, the opening timing of the intake valve is changed, but the opening / closing timing of the exhaust valve may be changed. or,
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.

The respective embodiments embodying the present invention have been described. The technical ideas which can be understood from the respective embodiments will be described below together with their effects. (A) In the valve timing changing device for an internal combustion engine according to claim 1 or 2, further, operating state detecting means for detecting an operating state of the internal combustion engine, and fluid based on the operating state detected by the operating state detecting means A first opening / closing timing of a valve is changed to a timing corresponding to the operating state by controlling a pressure of a fluid supplied from a supply means to a pressure chamber and continuously changing a relative rotation phase of both rotating bodies. And the control means for controlling the urging means to press the pressing member against the second rotating body after the opening / closing valve timing of the valve is changed to the timing according to the operating state. Second control means for restricting rotation to maintain the opening / closing timing is provided.

According to this structure, the first or second aspect is provided.
In addition to the operational effects of the valve timing changing device for an internal combustion engine described in, it is possible to continuously change the valve opening / closing timing to a timing corresponding to the operating state of the internal combustion engine and hold the timing. In each of the above embodiments, the ECU 17 corresponds to the first and second control means.

[0122]

As described in detail above, according to the invention described in claims 1 and 2, the friction force generated between the pressing member and the second rotating body causes the first rotating body and the second rotating body to move. The relative rotation of the valve can be restricted, and the opening / closing timing of the valve can be maintained at a predetermined timing. Therefore, unlike the configuration in the conventional valve timing changing device in which the lock pin is locked in the locking hole and the opening and closing timing of the valve is held at a predetermined timing by the engagement of both, the outer peripheral wall surface of the lock pin Since there is no collision with the inner peripheral wall surface of the locking hole, it is possible to prevent the generation of abnormal noise.

In particular, according to the invention described in claim 2, in addition to the above effects, the movement of the second rotating body in the direction of the rotation axis can be restricted, and the second rotating body moves in the same direction. As a result, it is possible to prevent abnormal noise caused by collision with the first rotating body or another member.

[Brief description of drawings]

FIG. 1 is a sectional view showing an intake camshaft, a VVT 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, an exhaust side camshaft and the like.

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 a flowchart showing a “VVT control routine”.

FIG. 7 is a flowchart showing a “VVT control routine”.

FIG. 8 is an enlarged cross-sectional view showing a side plate, an insertion hole, and the like.

FIG. 9 is a sectional view showing an intake camshaft, a VVT mechanism and the like.

10 is a sectional view taken along line XX of FIG.

FIG. 11 is an enlarged cross-sectional view showing a side plate, an annular groove and the like.

FIG. 12 is a partially enlarged sectional view showing a pressure receiving portion.

FIG. 13 is a sectional view taken along the line XIII-XIII of FIG. 12;

FIG. 14 is an enlarged cross-sectional view showing a side plate, an annular groove and the like.

FIG. 15 is a plan view showing the intake side and exhaust side camshafts and the like.

FIG. 16 is a cross-sectional view showing a “valve opening / closing timing control device” in the prior art.

17 is a sectional view taken along line XVII-XVII of FIG.

[Explanation of symbols]

12 ... Intake side camshaft (camshaft), 13 ... Advance side hydraulic chamber (pressure chamber), 14 ... Retarding side hydraulic chamber (pressure chamber), 15 ... Oil pump (fluid supply means, biasing means), 16 OCV (fluid supply means), 18 cylinder head (constituting a part of internal combustion engine), 22 driven gear (first rotating body), 28 housing (first rotating body), 29 vane (second rotation) Body), 57 ... Oil pan 57 (fluid supply means), 91 ... Drive gear (first rotating body), 93 ... Side plate (pressing member), 94 ... Storage hole (biasing means), 105 ... Annular groove (attachment) Means), P1 ...
Advance side hydraulic passage (fluid supply means), P2 ... retard side hydraulic passage (fluid supply means), P3 ... control oil passage (biasing means).

Claims (2)

[Claims] 1. A first rotating body and a second rotating body which are relatively rotatable about the same rotation axis center, and a fluid pressurized inside is supplied to relatively rotate the both rotating bodies by the pressure of the fluid. A pressure chamber; and a fluid supply means for supplying a fluid of a predetermined pressure to the pressure chamber. By changing the rotational phase of the camshaft with respect to the drive shaft by drivingly connecting and adjusting the pressure of the fluid supplied to the pressure chamber by the fluid supply means to change the relative rotational phase of the two rotating bodies. In the valve timing changing device for an internal combustion engine configured to change the opening / closing timing of a valve that is driven to open / close by the shaft, a pressing member is provided on the first rotating body at a position facing the second rotating body. Kicking with, further comprising that the valve timing changing apparatus for an internal combustion engine, wherein the biasing means for pressing the same member for the second and biased to the rotary section the rotating body. 2. The valve timing changing device for an internal combustion engine according to claim 1, wherein the pressing member is urged by the urging means in the direction of the rotation axis to be pressed against the second rotating body. A valve timing changing device for an internal combustion engine characterized by: