JPS59511A - Valve timing control device of internal-combustion engine - Google Patents

Abstract

PURPOSE:To reduce the thrust force by forming the one end of a slit as linear shape paralleled to a cam shaft, in the device wherein a slider moving toward the cam shaft direction generates the relative revolution of a pair of sleeves formed between a crank shaft side and a cam shaft side. CONSTITUTION:Slits 13, 14 intersecting each other are formed on an outer sleeve 10 receiving the driving force from a crank shaft and on an inner sleeve 6 connected with a cam shaft B, the slit 13 of the inner sleeve 13 is extended in linear shape paralleled to the cam shaft B. Bearings 15, 16 reciprocate toward the cam shaft B inside of both slits 13, 14, the opening or closing timing of a valve is changed. The thrust force generated in the outer sleeve 10 is transferred to the bearing 16 as the antithrust force via a case 12, a motor 21, an output shaft 22 and a slider 17, accordingly, the thrust force generated in the outer sleeve 10 is cancelled by said anti-thrust force.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention causes the relative rotation of a pair of sleeves on the crankshaft side and the camshaft side using a slider that performs linear motion in the direction of the camshaft, thereby adjusting the opening and closing timing of the intake and exhaust valves. This invention relates to improvements in devices that perform variable control.

Some internal combustion engines are capable of variable control of valve timing in order to obtain maximum output depending on the rotational speed of the engine. To this end, various proposals have been made in the past, among which the present applicant has proposed a method in which slots and grooves that intersect with each other are formed on the circumferences of a pair of sleeves on the crankshaft side and the camshaft side. . A slider that moves linearly in the direction of the camshaft is fitted into one side of the sleeve, a bearing shaft extending in a direction perpendicular to the camshaft is attached to the slider, and a bearing that contacts the other side of the intersecting slit is mounted on the bearing shaft. carried. The linear motion of the slider is converted into a rotational motion of the pair of sleeves by the intersecting slits and bearings located inside the sleeves, thereby controlling the valve timing. Such a valve timing switching device can eliminate pack lash compared to conventional differential gear type or planetary gear type, so it is advantageous in terms of noise, transmission efficiency, and reliability.

In this type of /4 luzo timing control device proposed by the present applicant, a pair of sleeves are provided so as to be inclined at the same time. Therefore, a thrust force acts on the bearing and the sleeve, which means that the structure of the bearing between the sleeves must be strengthened. As a result, thick parts were required, making the device larger and heavier, which left room for improvement.

In view of this, an object of the present invention is to provide an improved structure that can reduce the thrust force between the sleeves and, as a result, reduce the size and weight of the device.

The present invention will be explained below with reference to the drawings. In FIG. 1, the pulp timing control device of the present invention includes a camshaft B rotatably supported by a cylinder head A of an internal combustion engine, and a crankshaft (not shown) that rotates. The timing belt cover D is provided between the timing gear C and the timing gear C, which is a rotational driving member that receives and transmits the received signal to the camshaft B, and is entirely housed within the timing belt cover D. First, to explain the members on the camshaft side in the device of the present invention, a washer 4 is attached to the shaft end of the camshaft B.
The inner sleeve 6 is fixed by the gelt 5IC. A locking pin 8 is provided between the inner sleeve 6 and the camshaft 8 to prevent relative rotation.

Outer sleeve 10 by tie construction CK & Ruto 9
and a case 12 are provided. Protrusions 6A are formed at intervals on the outer periphery of the inner sleeve 6, while annular grooves 10A are formed on the inner periphery of the outer sleeve.
and are fitted together to allow free rotation.

However, the inner sleeve 6 and the outer sleeve 10, which are relatively rotatable, are located at symmetrical positions facing each other in the diametrical direction. Jy) 13 and 14 are drilled respectively.

The slots 13 and 14 are arranged so as to intersect with each other, and roller bearings 15 and 16, which can rotate independently, are located in the slots 13 and 14, respectively. As shown in FIG. 2, the center of the slit 13.14 is offset from the center of the roller bearing 15.16. For a pair of adjacent slots, ) 13114, the offset axes are located on opposite sides of the center of the bearing. That is, one side 13A facing each other to the bearings 15,16.

14A has a predetermined preload, and the other faces 13B and 14B, which face each other, have a gap Y. Therefore, a smooth rotational movement of the sleeve 6.10 is obtained with respect to the linear movement of the earrings 15, 16 in the directions of arrows xi and x. Furthermore, regarding the slits 13 located at diametrically opposite positions, the offset shafts are located at the same lateral pressure with respect to the center of the bearing, and the same is true for the slits 14VC. This is to cope with alternating loads applied to the camshaft.

A slider 17 is provided on the inner sleeve 6 so as to be slidable in the direction of the camshaft B, and the bearings 15 and 16 are provided on a shaft 17' that is integral with the slider 17. The slider 1 is fitted with a thread on the output shaft 22 of the motor 21 via a nut 23, and the groove 23A in the camshaft direction formed in the nut 23 is integrated with the nine ring of the motor 21. It fits into the camshaft direction protrusion 32A of the annular body 32.

Thus, the rotation of the output shaft 220 of the motor 21 is caused by the rotation of the output shaft 220 of the motor 21.
3. That is, it is converted into a linear motion of the slider 17 in the direction of the cam axis B, and as a result, the earrings 15, 16 move into the slits 13.
Move within 14.

According to the present invention, as clearly shown in FIG. 3, one of the slits, ie, the slit 13 of the inner sleeve 6, extends in a straight line parallel to the camshaft direction.

This configuration provides an effect of alleviating the thrust force between the sleeves as will be described later.

The operation of the present invention described above will now be described. When the timing gear C is rotated by the crankshaft via a timing belt or chain, the outer sleeve 10 rotates together with the gear C, and the roller bearing 16 is rotated through the slit 14.
A rotational force about camshaft B is applied to . Therefore, the slider 17 rotates, and the rotational force is transferred to the roller bearing 15.
The inner sleeve 6 is applied to the slit 13 through the slit 13, and as a result, the inner sleeve 6 and the camshaft B rotate. Therefore, a predetermined pulp tie construction is obtained where the cam on the camshaft B comes into contact with the grooves 4 and 3.

When the motor 21 is driven to control the knob timing, the rotational movement of the output shaft 22 is converted into a linear movement of the drive sleeve 23 by the action of the threaded portion, and as a result, the slider 17
moves left and right depending on the direction of rotation of the motor 21. This left and right movement of the slider 17 is transmitted to the bearing 15.16 via the shaft 17', and the bearing 15.16 slides along the arrow Xl in FIG.
Move in the direction of s or X3. Then pickpocket, To 13゜1
4 intersect with each other, relative rotation occurs between the outer sleeve 10 and the inner sleeve 6, and as a result, the positions of the crankshaft and camshaft B change.

When the pair of sleeves 6110 rotate relative to each other, a thrust force is generated in the camshaft direction on the outer sleeve 10 having the inclined sleeve 14, while such a thrust force is generated on the inner sleeve 6 having the straight sleeve 13. does not occur. The thrust force generated in the outer sleeve 10 is
．． Bearing 33° Motor 21. Output shaft 22. Sleeve 23.
The anti-thrust force is transmitted to the bearing 16 via the bearing 24 and the slider 17. The thrust force generated on the outer sleeve 10 is canceled by the generation of such anti-thrust force, and as a result, the inner sleeve 6 and the outer sleeve 10
The thrust force between is zero. Therefore, the strength in the thrust direction between the -1 inner sleeve and the outer sleeve is not required so much. Therefore, the device can be made smaller and lighter.

[Brief explanation of the drawing]

FIG. 1 is a vertical cross-sectional view showing one embodiment of the valve timing control device according to the present invention. FIG. 2 is a cross-sectional view of the device shown in FIG. 1. FIG.・Inner sleep, 10...outer sleeve,
13... Straight slit, 14... Inclined slit,
15.16... Bearing, B... Camshaft. Figure 1fIS3 diagram

Claims (1)

[Claims] It has a pair of mutually rotatable sleeves, one of which is connected to the camshaft of an internal combustion engine and the other to a rotational drive member that receives power from the crankshaft, and the pair of sleeves are arranged so that they cross each other on the circumference. A bearing that reciprocates linearly in the camshaft direction is provided in the slit to induce relative rotation of the pair of sleeves, and one of the intersecting slits is a valve timing control device for an internal combustion engine that has a straight line parallel to the camshaft direction.