JPH10317925A - Valve timing controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To lubricate a gear for synchronously rotating the first and the second camshafts with a simple and low-cost structure by using the oil emitted from an OCV in a valve timing controller. SOLUTION: A valve timing controller involves on one camshaft 2 out of the first and the second camshafts an actuator 7 having a rotor part 8 whose rotational position is variable relative to the camshaft 2 and engages a gear 9 fixed on the rotor part 8 of the actuator 7 with a gear fixed on the other camshaft to synchronously rotate both the camshafts while holding their rotational phases variable. The controller is provided above the actuator 7 with an OCV 15 for feeding or draining oil to or from a lead angle or lag angle chamber in the actuator 7 to thus feed the oil emitted from the OCV 15 to the gear 9 on the rotor part 8 from above.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a valve timing control device for varying the opening / closing timing of a valve during operation of an engine, and more particularly to an actuator provided on one camshaft that rotates synchronously with a crankshaft and fixed to the actuator. And a gear fixed to the other camshaft so as to rotate both camshafts synchronously.

[0002]

2. Description of the Related Art An engine provided with a valve timing control device for varying the opening / closing timing of a valve during operation of an engine is disclosed in, for example, JP-A-2-67407 and JP-A-7-1407.
No. 39327, and the like.

In the engine with a valve timing control device, an actuator of the valve timing control device is disposed between a pulley driven by a crankshaft and a cam shaft on an exhaust side or an intake side, and an oil control valve (hereinafter referred to as an oil control valve). , OCV) to feed or shut off oil to the advance or retard chamber of the actuator to advance or retard the camshaft relative to the pulley,
The valve timing is varied by varying the rotation phases of the camshafts on the exhaust side and the intake side.

Further, in addition to the above-described configuration in which the actuator is disposed between the pulley and the camshaft, the actuator is disposed on the first camshaft that rotates synchronously with the crankshaft, and is provided on the rotor portion of the actuator. There is also known a gear in which a fixed gear and a gear fixed to a second camshaft are meshed to rotate both camshafts synchronously.

On the other hand, the use of a scissors gear for the driven side gear to synchronously rotate the first and second camshafts by means of gears without backlash has been proposed, for example, in Japanese Utility Model 4-1.
No. 3,468, Japanese Utility Model Publication No. 4-37214, and the like. In these publications, as a lubricating device between a main gear and a sub gear of a scissors gear, an oil passage formed in the center of a cam shaft is used to apply the main gear and the sub gear. There is disclosed a device provided with a means for supplying oil to a contact surface and a spring arrangement space formed between the gears.

[0006]

By the way, as described above, the actuator of the valve timing control device is disposed on the first camshaft, and the gear fixed to the rotor and the scissors gear fixed to the second camshaft are provided. In order to rotate both camshafts synchronously so that the rotation phases can be varied, in order to ensure sufficient lubrication while supplying oil to the gear without waste and using a relatively small capacity oil pump. Although it is preferable to apply the above-described lubricating device, there is a problem that machining for the camshaft and the scissors gear is required, and the machining cost is accordingly increased.

SUMMARY OF THE INVENTION In view of the above-mentioned conventional problems, the present invention uses an oil discharged from an oil control valve to rotate first and second camshafts in an engine equipped with a valve timing control device. It is an object of the present invention to provide a valve timing control device capable of ensuring gear lubrication with a simple and inexpensive configuration.

[0008]

According to the present invention, an actuator having a rotor portion capable of changing a relative rotation position with respect to a cam shaft is provided on one of the first and second cam shafts. In a valve timing control device, a gear fixed to the rotor unit and a gear fixed to the other camshaft mesh with each other, and the first and second camshafts are synchronously rotated in a state where their rotation phases can be varied. An oil control valve for controlling oil supply and discharge to the advance and retard chambers of the actuator is disposed above the actuator, and oil discharged from the oil control valve is supplied to a gear fixed to the rotor. Things.

According to such a structure, the oil discharged from the advance chamber or the retard chamber through the oil control valve with the operation of the actuator is supplied from above to the gear fixed to the rotor of the actuator. Since oil can be effectively supplied to the meshing portion of the gears, and the arrangement of the oil control valve is merely devised, no complicated configuration or processing is required.
The lubrication of a gear for synchronously rotating the second camshaft and the second camshaft can be ensured with a simple and inexpensive configuration.

[0010]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a valve timing control device according to the present invention will be described below with reference to FIGS.

In FIG. 1, 1 is a cylinder head, 2 is a cam shaft on the exhaust side, and a cam pulley 3 is fixed to the front end thereof. The cam pulley 3 is configured to rotate synchronously with the crankshaft via a timing belt. Reference numeral 4 denotes a first bearing on the exhaust side that rotatably supports the camshaft 2 at the front end of the cylinder head 1. 5 is a bearing cap,
The cap 5a is joined to the first bearing 4 to form a bearing. Reference numeral 6 denotes a second bearing on the exhaust side.

Reference numeral 7 denotes a rotary cylinder type actuator in the valve timing control device disposed on the outer periphery of the cam shaft 2 between the first bearing portion 4 and the second bearing portion 6, and the outer rotor portion 8 is provided with a cam. The rotation position can be changed within a predetermined angle range with respect to the shaft 2. 9 is a gear fixed to the rotor section 8.

As shown in FIG. 6, the gear 9 is meshed with a scissor gear 41 having the same number of teeth and a pitch circle fixed to a camshaft 42 on the intake side, and the camshaft 2 on the exhaust side and the cam on the intake side. The shaft 42 is configured to be synchronously rotated in a state where the rotation phase thereof can be varied by the actuator 7. The scissors gear 41 includes a main gear 40a fixed to the cam shaft 42 and a sub gear 40b rotatable in the circumferential direction with respect to the cam shaft 42. The built-in spring (not shown) urges the sub gear 40b in the circumferential direction. The gear 9 is configured to mesh with the gear 9 and rotate without backlash.

An actuator 7 is provided at the front end of the camshaft 2.
The first oil passage 11 and the second oil passage 12 for supplying oil to the advance chamber and the retard chamber (see FIG. 2) are respectively arranged along the axial direction between the axial position and the eccentric position. Perforated. These oil passages 11 and 12 are connected to radial through holes 11a and 12a at portions facing the actuator 7, and through these through holes 11a and 12a, the advance chamber inlet 10a and the retard chamber inlet of the actuator 7 are provided. It is communicated with the mouth 10b. The oil passages 11 and 12 are connected to radial through holes 11b and 12b at portions facing the first bearing portion 4 and the cap portion 5a.
b and 12b communicate with the advance passage 13 and the retard passage 14 formed in the bearing cap 5, respectively.

The bearing cap 5 is provided with a mounting portion 16 of the OCV 15 so as to be located above the actuator 7, and the cap portion 5 on the first bearing portion 4 is provided from the mounting portion 16.
An oil passage forming member 17 in which an advance passage 13 and a retard passage 14 are formed extends obliquely downward.

As shown in FIG. 2, the OCV 15 is provided with a spool valve 21 movably disposed in a sleeve 20 by a plunger 19 movable to three positions by an electromagnetic coil 18.
Is switched to an advance position, a retard position, and a cutoff position. The sleeve 20 has a central entrance 22, an advance exit 23 and a retard exit 24 on both sides thereof, and an advance drain port 25 and a retard drain port 26 on both sides thereof.
And the outermost sub-drain ports 27, 2
8 are provided. A spring 29 biases the spool valve 21 toward the plunger 19. When the spool valve 21 is at the advanced position, the inlet 22 communicates with the advance outlet 23 and the retard outlet 24 communicates with the retard side drain port 26 to supply oil to the advance chamber and to delay oil. When the spool 7 is discharged from the angular chamber and the actuator 7 is operated to the advanced side, and the spool valve 21 is at the retarded position,
2 and the retard outlet 24 communicate with each other, and the advance outlet 23 communicates with the advance drain port 25 to operate the actuator 7 on the retard side. When the spool valve 21 is located at the shutoff position, the advance outlet 23 and The retard outlet 24 is shut off to hold the actuator 7 in its operating position.

As shown in FIGS. 3, 4 and 5, the OCV 15 is mounted on the mounting portion 16 of the OCV 15 in the bearing cap 5.
5 is provided with a valve mounting hole 30 into which the sleeve 20 is inserted and fitted, and a connection port 31 for screwing a joint at the tip of an oil supply pipe connected to an oil pump is provided above the valve mounting hole 30. Valve mounting hole 30
, An oil inlet 32 is provided to penetrate the oil inlet. The oil inlet 32 is perforated at a position corresponding to the inlet 22 of the OCV 15. 32a is a ball that penetrates the upper end wall of the connection port 31 to form the oil inlet 32 and then closes a hole formed in the upper end wall of the connection port 31.

An advancing passage 1 is located at a position near the front of the lower part of the valve mounting hole 30 and on both sides of the oil inlet 32.
3 and an advancing passage opening 33 and a retarding passage opening 34 at the upper end of the retarding passage 14, and these passage openings 33 and 34 are respectively connected to the advance outlet 23 and the retard outlet 24 of the OCV 15.
It is opened at the position that matches. Further, at the position on the rear side of the lower part of the valve mounting hole 30 and on both sides of the passage openings 33 and 34, the advance side drain opening 35 is aligned with the advance side drain port 25 and the retard side drain port 26 respectively.
And the retard side drain opening 36 is formed. These drain openings 35 and 36 are opened to a lower space in the bearing cap 5 through a discharge space 39 bulging rearward and formed.
As shown by an arrow in FIG.
The oil discharged from the drains 5 and 26 is discharged from the drain openings 35 and 3
It is configured to be supplied to the upper part of the gear 9 fixed to the rotor unit 8 of the actuator 7 through the discharge space 6 and the discharge space 39. The sub-drain port 2 is located at the lower end of the valve mounting hole 30 and on both sides of the drain openings 35 and 36.
3 and sub-drain openings 3 to match
7 and 38 are formed and are directly opened in the bearing cap 5.

In FIGS. 3 and 4, reference numeral 5b denotes a cap portion of a first bearing portion rotatably supporting the camshaft 42 on the intake side, and 5c denotes an O inserted and fitted into the valve mounting hole 30.
This is a fixing boss provided for fixing the CV 15.

According to the above configuration, the oil discharged from the advance side drain port 25 or the retard side drain port 26 of the OCV 15 from the advance chamber or the retard chamber with the operation of the actuator 7 is moved to the advance side. The gear 9 fixed to the rotor portion 8 of the actuator 7 is supplied from above through the discharge space 39 through the drain opening 35 or the retard side drain opening 36, and the gear 9 and the scissor gear 41 meshing with the gear 9 are connected to each other. Oil is effectively supplied to the meshing portion, and lubrication for the meshing portion of the two gears 9 and 41 and lubrication for the contact surfaces of the main gear 40a and the sub gear 40b of the scissors gear 41 and the built-in spring are ensured.

In addition, the scissors gear 41 and the scissors gear 41 can be arranged simply by disposing the mounting portion 16 of the OCV 15 of the bearing cap 5 above the actuator 7 and appropriately disposing the drain openings 35 and 36 and the discharge space 39 in the mounting portion 16. There is no need to perform complicated processing on the camshaft 42, and lubrication of the gear 9 and the scissors gear 41 for synchronously rotating the exhaust-side camshaft 2 and the intake-side camshaft 42 can be ensured with a simple and inexpensive configuration. .

[0022]

According to the valve timing control apparatus of the present invention, the oil control valve for controlling the supply and discharge of oil to the advance chamber and the retard chamber of the actuator as described above is disposed above the actuator. Since the oil discharged from the control valve is supplied to the gear fixed to the rotor of the actuator, the oil discharged from the advance chamber or the retard chamber through the oil control valve along with the operation of the actuator is supplied to the rotor. The oil is supplied from above to the gear fixed to the gear, so that oil can be effectively supplied to the meshing part of the gear.Moreover, only the arrangement of the oil control valve is devised, and no complicated structure or processing is required. The lubrication of the gear for synchronously rotating the first and second camshafts can be secured with a simple and inexpensive configuration. .

[Brief description of the drawings]

FIG. 1 is a longitudinal sectional side view of an embodiment of a valve timing control device of the present invention.

FIG. 2 is a cross-sectional view showing a configuration of the oil control valve of the embodiment.

FIG. 3 is a plan view of the bearing cap of the embodiment.

FIG. 4 is a sectional view taken along the line AA of FIG. 3;

FIG. 5 is a longitudinal sectional side view of the same embodiment at a position taken along line BB of FIG. 4;

FIG. 6 is a cross-sectional plan view showing a meshing state of gears and scissor gears disposed on camshafts on an exhaust side and an intake side in the same embodiment.

[Explanation of symbols]

 2 Camshaft 7 Actuator 8 Rotor 9 Gear 15 OCV 35 Advance-side drain opening 36 Delay-side drain opening 39 Discharge space 41 Scissors gear 42 Camshaft

Claims (1)

[Claims] An actuator having a rotor portion capable of changing a relative rotation position with respect to a cam shaft is provided on one of the first and second cam shafts, and a gear fixed to the rotor portion of the actuator and the other are provided. In the valve timing control device, the first and second camshafts are synchronously rotated in a state where their rotation phases can be varied. Valve timing control characterized in that an oil control valve for controlling oil supply / discharge to / from the chamber is disposed above the actuator, and oil discharged from the oil control valve is supplied to a gear fixed to the rotor unit. apparatus.