WO2010095257A1 - Phase-variable device for engine - Google Patents

Phase-variable device for engine Download PDF

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Publication number
WO2010095257A1
WO2010095257A1 PCT/JP2009/053150 JP2009053150W WO2010095257A1 WO 2010095257 A1 WO2010095257 A1 WO 2010095257A1 JP 2009053150 W JP2009053150 W JP 2009053150W WO 2010095257 A1 WO2010095257 A1 WO 2010095257A1
Authority
WO
WIPO (PCT)
Prior art keywords
clutch case
engine
rotating drum
clutch
rotary drum
Prior art date
Application number
PCT/JP2009/053150
Other languages
French (fr)
Japanese (ja)
Inventor
正昭 新納
Original Assignee
日鍛バルブ株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 日鍛バルブ株式会社 filed Critical 日鍛バルブ株式会社
Priority to EP09840363.7A priority Critical patent/EP2400121B1/en
Priority to PCT/JP2009/053150 priority patent/WO2010095257A1/en
Priority to CN200980157192.4A priority patent/CN102325968B/en
Priority to JP2011500426A priority patent/JP5222392B2/en
Priority to KR1020117016763A priority patent/KR101463129B1/en
Priority to US13/201,794 priority patent/US20110297114A1/en
Publication of WO2010095257A1 publication Critical patent/WO2010095257A1/en

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/34403—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using helically teethed sleeve or gear moving axially between crankshaft and camshaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/34403—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using helically teethed sleeve or gear moving axially between crankshaft and camshaft
    • F01L1/34406—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using helically teethed sleeve or gear moving axially between crankshaft and camshaft the helically teethed sleeve being located in the camshaft driving pulley
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/352—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using bevel or epicyclic gear
    • F01L2001/3522—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using bevel or epicyclic gear with electromagnetic brake

Definitions

  • the present invention relates to an engine phase variable device that applies a braking force to a rotating drum by an electromagnetic clutch to change the rotational phase of a camshaft with respect to a sprocket to change the opening / closing timing of a valve.
  • phase varying device for example, a sprocket to which the driving force of an engine crankshaft is transmitted and a camshaft constituting a valve mechanism are configured to rotate integrally.
  • a braking force is applied to the rotating drum by the electromagnetic brake means, the rotating drum has a rotation delay with respect to the sprocket, and the camshaft phase relative to the sprocket is linked to the rotation delay of the rotating drum.
  • an oil passage provided in the camshaft, an oil reservoir provided radially inside the clutch case, and an inner peripheral wall of the clutch case are disposed in a relative sliding portion between the friction material of the clutch case and the rotary drum. Since the structure in which engine oil is introduced through an oil introduction notch provided at the edge is adopted, the relative sliding surfaces of the friction material and the rotating drum can be cooled.
  • JP 2002-371814 A (refer to pages 4 to 6, see FIGS. 1 to 4)
  • a phase varying device described in Patent Document 1 is a clutch case in which an electromagnetic clutch constituting an electromagnetic brake means is prevented from rotating in a circumferential direction with a U-shaped cross section that opens toward a disk surface of a rotating drum. And an electromagnetic coil housed in the clutch case, a friction material holding plate fixed to the inside of the opening of the clutch case, and a surface adhered to the friction material holding plate from the front edge portion of the inner and outer peripheral walls of the clutch case It consists of a flat friction material that protrudes slightly, and since a fiber friction material is used as the friction material, it is possible to convert the suction force generated from the electromagnetic clutch into brake torque and transmit it to the rotating drum reliably. it can.
  • the surface of the fiber friction material and the gap (air gap) between the clutch case and the rotating drum must be processed with high precision.
  • the present invention has been made in view of the above-described problems of the prior art, and an object thereof is to provide an engine phase variable device capable of transmitting torque between a clutch case and a rotating drum using an oil film. There is to do.
  • phase varying apparatus for an engine in order to achieve the above object, an outer cylinder part to which rotation of the crankshaft of the engine is transmitted, an intake valve of the engine that is relatively rotatable to the outer cylinder part, or An intermediate cylinder connected to a camshaft for opening and closing the exhaust valve, and an intermediate member disposed between the outer cylinder and the inner cylinder and transmitting the rotational force of the outer cylinder to the inner cylinder.
  • the phase of the engine changes the opening / closing timing of the intake valve or the exhaust valve by causing relative rotation between the outer cylinder part and the inner cylinder part by moving the intermediate member in the axial direction.
  • the variable device includes: an annular rotating drum disposed around the inner cylinder portion and connected to the intermediate member; and an electromagnetic clutch that controls a braking force against the rotating drum according to an operating state of the engine.
  • the clutch includes an annular clutch case disposed opposite to the rotating drum, and an electromagnetic coil that generates a braking force against the rotating drum by moving the clutch case toward the rotating drum when energized,
  • a groove for forming an engine oil passage is formed on at least one of the facing surface of the rotating drum facing the clutch case or the facing surface of the clutch case facing the rotating drum, and the rotating drum and the Torque is transmitted between the clutch case and the groove and an oil film formed around the groove.
  • the engine phase varying device is the engine phase varying device according to claim 1, wherein the annular clutch case is formed in a U-shaped cross section, and has an inner peripheral wall and an outer peripheral wall.
  • the electromagnetic coil is housed in an enclosed annular groove, the groove is formed on a surface of the outer peripheral wall facing the rotating drum, and a gap is formed between the inner peripheral wall and the rotating drum, Transmission of torque between the rotating drum and the clutch case is performed through the groove formed in the outer peripheral wall and an oil film formed around the groove.
  • the gap (air gap) between the inner peripheral wall and the rotating drum can be easily adjusted.
  • FIG. 1 is a longitudinal sectional view of an engine phase varying device showing a first embodiment of the present invention. It is a perspective view which shows the internal structure of the phase variable apparatus of the engine which concerns on this invention. It is a front view of a clutch case.
  • FIG. 4 is a cross-sectional view taken along line AA in FIG. 3. It is principal part sectional drawing of the clutch case and rotary drum in 1st Example of this invention. It is an expanded sectional view of the groove
  • FIG. 1 is a longitudinal sectional view of an engine phase varying device according to a first embodiment of the present invention
  • FIG. 2 is a perspective view showing the internal structure of the device
  • FIG. 3 is a front view of a clutch case
  • FIG. 5 is a cross-sectional view taken along line AA in FIG. 3
  • FIG. 5 is a cross-sectional view of main parts of the clutch case and the rotating drum in the first embodiment of the present invention
  • FIG. 6 is an enlarged view of a groove formed in the clutch case.
  • FIG. 7 is a cross-sectional view of main parts of a clutch case and a rotating drum showing a second embodiment of the present invention
  • FIG. 8 is a cross-sectional view of main parts of the clutch case and the rotating drum showing a third example of the present invention.
  • FIG. 9 is a cross-sectional view of main parts of a clutch case and a rotating drum according to a fourth embodiment of the present invention
  • FIG. 10 is a front view of main parts of the clutch case according to the fourth embodiment of the present invention
  • FIG. 12 is a sectional view of essential parts of a clutch case and a rotating drum showing a fifth embodiment of the present invention. It is a fragmentary cross-sectional view of a rotary drum and clutch case showing an embodiment.
  • the phase varying device for an engine in this embodiment is used in an engine oil atmosphere in a form assembled and integrated with an automobile engine, for example, and an intake / exhaust valve is synchronized with rotation of a crankshaft.
  • the rotation of the crankshaft is transmitted to the camshaft so as to open and close, and the opening / closing timing of the intake / exhaust valve of the engine is changed according to the operating state such as the engine load and rotation speed.
  • the phase varying device of the engine includes an annular outer cylinder portion 10 that is a sprocket to which the driving force of the crankshaft of the engine is transmitted, and an outer cylinder portion 10 that is disposed coaxially with the outer cylinder portion 10. Relative rotation is possible, and the driven annular inner cylinder part 20 constituting a part of the camshaft 2, the outer cylinder part 10 and the inner cylinder part 20 are respectively helically spline-engaged with the outer cylinder part 10 and the inner cylinder.
  • An intermediate member 30 that is interposed between the portions 20 and moves in the axial direction to change the phase of the inner tube portion 20 with respect to the outer tube portion 10, and is provided on the camshaft 2 non-installation side of the inner tube portion 20.
  • an electromagnetic brake means 40 for moving the member 30 in the axial direction.
  • the electromagnetic brake means 40 is attached to a cover (engine case) 8.
  • the outer cylinder portion 10 includes a sprocket body 12 having a ring-shaped recess 13 provided on the inner periphery thereof, and an inner flange that is in close contact with the side surface of the sprocket body 12 and cooperates with the recess 13 to define a flange engagement groove 13A.
  • the plate 14 and the inner flange plate 14 are fastened together and fixed to the sprocket body 12, and a spline case 16 having a spline engaging portion with the intermediate member 30 formed on the inner periphery is constituted.
  • step portion 13c that faces the outer peripheral edge of the flange 24 on the inner cylinder portion 20 side described later.
  • the rotation of the crankshaft of the engine is transmitted through the chain C to the outer cylinder portion 10 (sprocket body 12) which is a sprocket.
  • Reference numeral 11 denotes a fastening screw for fixing and integrating the sprocket body 12, the inner flange plate 14, and the spline case 16, and the sprocket (outer cylinder portion 10) is constituted by the sprocket body 12, the inner flange plate 14, and the spline case 16.
  • the flange engaging groove 13A can be easily formed, and the spline engaging portion 17 in the outer cylinder portion 10 (spline case 16) can be easily formed.
  • male and female helical splines 32 and 33 are provided on the inner and outer peripheral surfaces of the intermediate member 30, and a male helical spline 23 is provided on the outer peripheral surface of the inner cylinder portion 20.
  • a female helical spline 17 is provided on the inner peripheral surface of the spline case 16. Since the inner and outer splines 32 and 33 of the intermediate member 30 are formed as reverse helical splines, the phase of the inner cylinder portion 20 is changed with respect to the outer cylinder portion 10 by a slight movement of the intermediate member 30 in the axial direction. It can be changed greatly.
  • a male screw part 31 is formed on the outer peripheral surface of the intermediate member 30.
  • the electromagnetic brake means 40 is rotatably supported on the inner cylinder portion 20 by the electromagnetic clutch 42 supported by the cover (engine case) 8 and the bearing 22, and the male screw portion 31 of the intermediate member 30 is screwed together.
  • the rotating drum 44 to which the braking force of the electromagnetic clutch 42 is transmitted, and the torsion coil spring 46 interposed in the axial direction between the rotating drum 44 and the outer cylinder portion 10 are configured.
  • the electromagnetic clutch 42 is mounted on the outer peripheral side of the boss portion 8 a of the cover 8.
  • a female square screw portion 45 is provided on the inner peripheral surface of the rotary drum 44, and the rotary drum 44 and the intermediate member 30 can be relatively rotated along the square screw portions 45 and 31 in the circumferential direction. That is, the intermediate member 30 can move in the axial direction while rotating along the square screw portions 45 and 31.
  • the rotating drum 44 and the outer cylinder portion 10 are connected by a wound torsion coil spring 46.
  • a wound torsion coil spring 46 When no braking force is applied to the rotating drum 44, the outer cylinder portion 10, the inner cylinder portion 20, and the intermediate member. 30 and the rotating drum 44 rotate together.
  • the torsion coil spring 46 interposed between the rotating drum 44 and the outer cylinder portion 10 (spline case 16) is interposed in the axial direction, the entire phase variable device extends in the axial direction, but the radial direction. It is compact.
  • the intermediate member 30 moves in the axial direction while rotating along the square screw portions 45, 31, thereby the outer cylinder.
  • the phase of the part 10 and the inner cylinder part 20 changes, and the timing of opening and closing of the valve by the cam 2a of the camshaft 2 is adjusted.
  • the electromagnetic clutch 42 Before the electromagnetic clutch 42 is turned on (when no power is supplied), the electromagnetic clutch 42 is in the position indicated by the phantom line in FIG. 1, and a gap S is formed between the rotating drum 44 and the electromagnetic clutch 42.
  • the outer cylinder part 10 and the inner cylinder part 20 are integrally rotated with no phase difference.
  • the electromagnetic clutch 42 When the electromagnetic clutch 42 is turned on (energized), the electromagnetic clutch 42 slides in the right direction in FIG. 1 to attract the rotating drum 44, whereby the braking force transmitted from the electromagnetic clutch 42 acts on the rotating drum 44. .
  • a rotation delay with respect to the outer cylinder portion 10 occurs in the rotating drum 44 to which the braking force acts, that is, the intermediate member 30 moves forward (moves in the right direction in FIG. 1) by the square screw portions 31 and 45,
  • the inner cylinder part 20 rotates with respect to the outer cylinder part 10 (sprocket body 12), and its phase changes.
  • the rotating drum 44 is held at a position where the transmitted braking force and the spring force of the torsion coil spring 46 are balanced (position where the inner cylinder portion 20 has a predetermined phase difference with respect to the outer cylinder portion 10).
  • a flange 24 is provided around the outer peripheral surface of the inner cylinder portion 20 (journal surface with the sprocket main body 12), while the flange 24 is engaged with the inner peripheral surface of the outer cylinder portion 10 (sprocket main body 12).
  • a flange engaging groove 13A is provided around the friction engaging member 51 and 55 between the side surface of the flange 24 and the side surface of the flange engaging groove 13A.
  • the electromagnetic clutch 42 is formed in a cross-sectionally U-shaped annular shape and opened toward the disk surface 44 a of the rotating drum 44, and is accommodated in the clutch case 60.
  • the electromagnetic coil 62 is configured.
  • the electromagnetic coil 62 is fixed by a resin mold in an annular groove 65 between the inner peripheral wall 63 and the outer peripheral wall 64 of the clutch case 60.
  • a plurality of pins 68 project from the back side of the clutch case 60 along the circumferential direction thereof.
  • Each pin 68 is engaged with the hole 8b on the cover 8 side. That is, the clutch case 60 is fixed to the cover 8 while being prevented from rotating in the circumferential direction, and is slidable in the axial direction of the camshaft 2 but is restrained so as not to move in the circumferential direction.
  • the end surface 63a of the inner peripheral wall 63 and the end surface 64a of the outer peripheral wall 64 are formed as opposing surfaces opposite to the disk surface 44a of the rotating drum 44, respectively.
  • an oil film having a thickness of 1 ⁇ m or less is formed between the outer peripheral wall 64 and the end surface 64a of the outer peripheral wall 64 and the disk surface 44a.
  • a plurality of, for example, 90 grooves 66 and 67 as oil passages are formed on the end surface 63a of the inner peripheral wall 63 and the end surface 64a of the outer peripheral wall 64, respectively.
  • the grooves 66 and 67 are arranged at equal intervals every 4 ° in the circumferential direction of the end surface 63 a of the inner peripheral wall 63 and the end surface 64 a of the outer peripheral wall 64, and are formed along the radial direction of the clutch case 60.
  • each of the grooves 66 and 67 has a substantially semicircular cross section and is formed with a width of 0.5 mm and a depth of 0.15 mm. Engine oil is constantly supplied.
  • a reservoir 74 is defined by the cover 8.
  • Engine oil is pumped to the oil passage 70 in the camshaft 2 by the pump P through the oil port of the journal bearing 73 of the camshaft 2 and the side hole 73a of the camshaft 2.
  • the engine oil fed to the oil passage 70 is introduced into the oil reservoir 74 through the side hole 73b.
  • the electromagnetic clutch 42 is not energized, the engine oil in the oil reservoir 74 is discharged through a gap between the disk surface 44a of the rotating drum 44 and the clutch case 60, and is rotated through the oil outlet hole 80. 44 is led to the front side.
  • the disk surface 44 a of the rotary drum 44 and the clutch case 60 are close to each other, so that the engine oil in the oil reservoir 74 is formed on the end surface 63 a of the inner peripheral wall 63 of the clutch case 60.
  • the oil is discharged through the groove 66 and the groove 67 formed in the end face 64 a of the outer peripheral wall 64, and led out to the front side of the rotating drum 44 through the oil lead-out hole 80.
  • torque transmission between the rotary drum 44 and the clutch case 60 is performed through the grooves 66 and 67 and the oil film formed around the grooves 66 and 67.
  • a high ⁇ (friction coefficient) can be obtained without attaching a fiber friction material between the drums 44.
  • the following effects can be obtained. (1) Since no friction material is mounted in the annular groove 65 of the clutch case 60, it is possible to prevent a decrease in ⁇ due to clogging of the friction material. (2) By eliminating the need for the friction material, the number of parts can be reduced and the cost can be reduced. (3) Even if the rotating drum 44 is made of an alloy and the clutch case 60 is made of soft iron, it is possible to prevent the clutch case 60 from being worn by making the difference in surface hardness between each other a certain value. it can.
  • a gap S as an air gap (AG) is formed between the end surface 63a of the inner peripheral wall 63 of the clutch case 60 and the disk surface 44a of the rotary drum 44, and the other configuration is the first embodiment. Similar to the example.
  • the transmission of torque between the rotary drum 44 and the clutch case 60 is performed via the grooves 67 and the oil film formed around the grooves 67. Therefore, the clutch case 60 and the rotary drum 44 are transmitted. High ⁇ (friction coefficient) can be obtained without interposing a fiber friction material therebetween.
  • the same effects as those of the first embodiment can be obtained, and the air gap caused by the initial familiarity between the rotating drum 44 and the clutch case 60, that is, the so-called initial familiarity between the metals can be reduced and suction can be performed.
  • the air gap caused by the initial familiarity between the rotating drum 44 and the clutch case 60 that is, the so-called initial familiarity between the metals can be reduced and suction can be performed.
  • the rigidity of the clutch case 60 can be sufficiently increased, so that the adjustment and measurement of the air gap can be performed in a stable state.
  • the end face 64a of the outer peripheral wall 64 of the clutch case 60 is formed in a tapered shape, and a groove 67 (not shown) is formed in the tapered end face 64a.
  • the other configuration is the same as that of the second embodiment. It is the same.
  • torque transmission between the rotary drum 44 and the clutch case 60 is performed via the grooves 67 and the oil film formed around the grooves 67. There is an effect.
  • a groove 69 that is inclined with respect to an imaginary line perpendicular to the axis of the inner cylinder portion 20 is formed on the end face 64a of the outer peripheral wall 64 of the clutch case 60 as an oil flow. The same as in the second embodiment.
  • torque transmission between the rotary drum 44 and the clutch case 60 is executed via the grooves 69 and the oil film formed around the grooves 69, so that the same as in the second embodiment. There is an effect.
  • the opening side end of the outer peripheral wall 64 of the clutch case 60 is divided into two steps to form a step 76, and a groove 67 (not shown) is formed as an oil flow in the end surface 76a of the step 76.
  • the other configuration is the same as that of the second embodiment.
  • torque transmission between the rotary drum 44 and the clutch case 60 is performed via the grooves 67 and the oil film formed around the grooves 67. There is an effect.
  • the opening side end portion of the outer peripheral wall 64 of the clutch case 60 is divided into two steps to form the step portion 76, and the groove 67 is formed in the end surface 76a of the step portion 76.
  • the degree of freedom of the width (diameter length) of 76 can be increased, and the suction force can be easily controlled.
  • annular tapered portion 77 is formed at the opening end of the outer peripheral wall 64 of the clutch case 60, and an annular tapered portion 78 facing the tapered portion 77 on the disk surface 44 a of the rotating drum 44.
  • the groove 67 (not shown) is formed as an oil flow on the surface of the tapered portion 77, and the other configuration is the same as that of the second embodiment.
  • torque transmission between the rotary drum 44 and the clutch case 60 is performed via the grooves 67 and the oil film formed around the grooves 67. There is an effect.
  • torque is transmitted between the rotary drum 44 and the clutch case 60 via the oil film formed between the taper portion 77 and the taper portion 78, so that the shaft of the electromagnetic clutch 42 is
  • the torque can be supplemented by increasing the suction force in the direction.
  • the clutch case 60 is formed with the grooves 66, 67, 69. However, even if a plurality of grooves are formed on the disk surface 44a of the rotary drum 44, the rotary drum 44 / clutch case is formed. The transmission of torque between 60 can be executed through each groove of the disk surface 44a and an oil film formed around the groove.

Abstract

Provided is a phase-variable device for an engine, which can perform the transmission of a torque between a clutch case and a rotary drum by making use of an oil film. The engine phase-variable device causes relative rotations between an outer cylinder portion (10) and an inner cylinder portion (20) by moving an intermediate member (30) axially, thereby changing the opening/closing timings of an intake valve or an exhaust valve. The engine phase-variable device comprises an annular rotary drum (44) connected to the intermediate member (30), and an electromagnetic clutch (42) for controlling a braking force on the rotary drum (44) in accordance with the running state of the engine. The electromagnetic clutch (42) includes an annular clutch case (60) arranged to face the rotary drum (44), and an electromagnetic coil (62) for generating, when powered, a braking force on the rotary drum (44). Grooves (66 and 67) are formed in the end face (63a) of the inner circumference wall (63) and in the end face (64a) of the outer circumference wall (64) of the clutch case (60), so that the transmission of a torque between the rotary drum (44) and the clutch case (60) is performed through the grooves (66 and 67) and the oil film formed therearound.

Description

エンジンの位相可変装置Engine phase variable device
本発明は、電磁クラッチにより回転ドラムに制動力を作用させて、スプロケットに対するカムシャフトの回転位相を変化させてバルブの開閉タイミングを変化させるエンジンの位相可変装置に関する。 The present invention relates to an engine phase variable device that applies a braking force to a rotating drum by an electromagnetic clutch to change the rotational phase of a camshaft with respect to a sprocket to change the opening / closing timing of a valve.
この種の位相可変装置としては、例えば、エンジンのクランクシャフトの駆動力が伝達されるスプロケットと動弁機構を構成するカムシャフトが一体となって回動するように構成されて、スプロケットとカムシャフトとは同期して回転するが、電磁ブレーキ手段により回転ドラムに制動力が作用すると、回転ドラムにはスプロケットに対する回転遅れが生じ、この回転ドラムの回転遅れに連係して、スプロケットに対するカムシャフトの位相が変わるものが提案されている（特許文献１参照）。 As this type of phase varying device, for example, a sprocket to which the driving force of an engine crankshaft is transmitted and a camshaft constituting a valve mechanism are configured to rotate integrally. However, if a braking force is applied to the rotating drum by the electromagnetic brake means, the rotating drum has a rotation delay with respect to the sprocket, and the camshaft phase relative to the sprocket is linked to the rotation delay of the rotating drum. Have been proposed (see Patent Document 1).
この位相可変装置では、クラッチケースの摩擦材と回転ドラム間の相対摺動部には、カムシャフト内に設けたオイル通路、クラッチケースの半径方向内側に設けたオイル溜まりおよびクラッチケースの内周壁前縁部に設けたオイル導入用の切り欠きを介してエンジンオイルが導入される構造を採用しているので、摩擦材と回転ドラムの相対摺動面を冷却することができる。 In this phase variable device, an oil passage provided in the camshaft, an oil reservoir provided radially inside the clutch case, and an inner peripheral wall of the clutch case are disposed in a relative sliding portion between the friction material of the clutch case and the rotary drum. Since the structure in which engine oil is introduced through an oil introduction notch provided at the edge is adopted, the relative sliding surfaces of the friction material and the rotating drum can be cooled.
特開２００２－３７１８１４号公報（第４頁から第６頁、図１～図４参照）JP 2002-371814 A (refer to pages 4 to 6, see FIGS. 1 to 4)
　特許文献１に記載されている位相可変装置は、電磁ブレーキ手段を構成する電磁クラッチを、回転ドラムのディスク面に向けて開口する横断面コ字型円環状で周方向に回り止めされたクラッチケースと、クラッチケース内に収容された電磁コイルと、クラッチケースの開口部内側に固定された摩擦材保持プレートと、摩擦材保持プレートに接着されて、その表面がクラッチケースの内外周壁前縁部より僅かに突出する扁平な摩擦材とから構成し、摩擦材として、繊維系摩擦材を用いているので、電磁クラッチから発生する吸引力をブレーキトルクに変換して回転ドラムに確実に伝達することができる。 A phase varying device described in Patent Document 1 is a clutch case in which an electromagnetic clutch constituting an electromagnetic brake means is prevented from rotating in a circumferential direction with a U-shaped cross section that opens toward a disk surface of a rotating drum. And an electromagnetic coil housed in the clutch case, a friction material holding plate fixed to the inside of the opening of the clutch case, and a surface adhered to the friction material holding plate from the front edge portion of the inner and outer peripheral walls of the clutch case It consists of a flat friction material that protrudes slightly, and since a fiber friction material is used as the friction material, it is possible to convert the suction force generated from the electromagnetic clutch into brake torque and transmit it to the rotating drum reliably. it can.
　しかし、繊維系摩擦材は、継続して使用すると、目詰まりを起こし、著しいμ低下を生じる。このため、電磁クラッチに繊維系摩擦材を用いたときには、実車での使用頻度に制限が設けられている。 However, if the fiber-based friction material is continuously used, it will be clogged, resulting in a significant μ drop. For this reason, when a fiber type friction material is used for the electromagnetic clutch, there is a limit to the frequency of use in an actual vehicle.
　また、電磁クラッチから発生する吸引力のバラツキを抑えるためには、繊維系摩擦材の表面およびクラッチケースと回転ドラムとの隙間（エアギャップ）を精度良く加工しなければならない。しかし、エアギャップを精度良く加工したり、エアギャップの加工状態を測定したりするのに特殊な設備を用いることが余儀なくされる。 Also, in order to suppress variations in the attractive force generated from the electromagnetic clutch, the surface of the fiber friction material and the gap (air gap) between the clutch case and the rotating drum must be processed with high precision. However, it is necessary to use special equipment to process the air gap with high accuracy and to measure the processing state of the air gap.
本発明は、前記従来技術の課題に鑑みて為されたものであり、その目的は、クラッチケース・回転ドラム間のトルクの伝達を油膜を利用して行うことができるエンジンの位相可変装置を提供することにある。 The present invention has been made in view of the above-described problems of the prior art, and an object thereof is to provide an engine phase variable device capable of transmitting torque between a clutch case and a rotating drum using an oil film. There is to do.
　前記目的を達成するために、請求項１に係るエンジンの位相可変装置においては、エンジンのクランクシャフトの回転が伝達される外筒部と、該外筒部に相対回転可能でエンジンの吸気弁又は排気弁を開閉させるカムシャフトに連結された内筒部と、前記外筒部と前記内筒部との間に配置されて、前記外筒部の回転力を前記内筒部に伝達する中間部材とを備え、該中間部材を軸方向に移動させることによって、前記外筒部と前記内筒部の間に相対回転を生じさせて、前記吸気弁又は排気弁の開閉タイミングを変化させるエンジンの位相可変装置において、前記内筒部の周囲に配置されて前記中間部材に連結された環状の回転ドラムと、エンジンの運転状態に応じて前記回転ドラムに対する制動力を制御する電磁クラッチを備え、前記電磁クラッチは、前記回転ドラムに相対向して配置された環状のクラッチケースと、通電時に前記クラッチケースを前記回転ドラム側へ移動させて前記回転ドラムに対する制動力を発生する電磁コイルを備え、前記回転ドラムの、前記クラッチケースとの対向面または前記クラッチケースの、前記回転ドラムとの対向面のうち少なくとも一方の対向面に、エンジンオイルの通路を形成する溝を形成し、前記回転ドラムと前記クラッチケースとの間のトルクの伝達を、前記溝及びその周囲に形成された油膜を介して実行してなる構成とした。 In order to achieve the above object, in the phase varying apparatus for an engine according to claim 1, an outer cylinder part to which rotation of the crankshaft of the engine is transmitted, an intake valve of the engine that is relatively rotatable to the outer cylinder part, or An intermediate cylinder connected to a camshaft for opening and closing the exhaust valve, and an intermediate member disposed between the outer cylinder and the inner cylinder and transmitting the rotational force of the outer cylinder to the inner cylinder The phase of the engine changes the opening / closing timing of the intake valve or the exhaust valve by causing relative rotation between the outer cylinder part and the inner cylinder part by moving the intermediate member in the axial direction. The variable device includes: an annular rotating drum disposed around the inner cylinder portion and connected to the intermediate member; and an electromagnetic clutch that controls a braking force against the rotating drum according to an operating state of the engine. The The clutch includes an annular clutch case disposed opposite to the rotating drum, and an electromagnetic coil that generates a braking force against the rotating drum by moving the clutch case toward the rotating drum when energized, A groove for forming an engine oil passage is formed on at least one of the facing surface of the rotating drum facing the clutch case or the facing surface of the clutch case facing the rotating drum, and the rotating drum and the Torque is transmitted between the clutch case and the groove and an oil film formed around the groove.
（作用）電磁コイルが通電されると、クラッチケースが回転ドラム側へ移動するとともに、電磁コイルから回転ドラムに対して制動力が発生する。この際、回転ドラムの、クラッチケースとの対向面またはクラッチケースの、回転ドラムとの対向面に形成された溝およびその周囲には油膜が形成されているので、クラッチケース・回転ドラム間のトルクの伝達を油膜を利用して行うことができる。このため、クラッチケース・回転ドラム間でトルクの伝達を行うときに、クラッチケース・回転ドラム間に繊維系摩擦材等を装着しなくても、高μ（摩擦係数）を得ることができる。 (Operation) When the electromagnetic coil is energized, the clutch case moves toward the rotating drum and a braking force is generated from the electromagnetic coil to the rotating drum. At this time, since the oil film is formed in and around the groove formed on the surface of the rotating drum facing the clutch case or the surface of the clutch case facing the rotating drum, the torque between the clutch case and the rotating drum Can be transmitted using an oil film. For this reason, when torque is transmitted between the clutch case and the rotating drum, a high μ (friction coefficient) can be obtained without attaching a fiber friction material or the like between the clutch case and the rotating drum.
請求項２に係るエンジンの位相可変装置においては、請求項１に記載のエンジンの位相可変装置において、前記環状のクラッチケースは、横断面がコ字型に形成されて、内周壁と外周壁で囲まれた環状溝内に前記電磁コイルが収納され、前記外周壁の、前記回転ドラムとの対向面に前記溝が形成され、前記内周壁と前記回転ドラムとの間には隙間が形成され、前記回転ドラムと前記クラッチケースとの間のトルクの伝達を、前記外周壁に形成された前記溝およびその周囲に形成された油膜を介して実行してなる構成とした。 The engine phase varying device according to claim 2 is the engine phase varying device according to claim 1, wherein the annular clutch case is formed in a U-shaped cross section, and has an inner peripheral wall and an outer peripheral wall. The electromagnetic coil is housed in an enclosed annular groove, the groove is formed on a surface of the outer peripheral wall facing the rotating drum, and a gap is formed between the inner peripheral wall and the rotating drum, Transmission of torque between the rotating drum and the clutch case is performed through the groove formed in the outer peripheral wall and an oil film formed around the groove.
（作用）クラッチケース・回転ドラム間のトルクの伝達を油膜を利用して行うに際して、内周壁と回転ドラムとの間には隙間が形成された状態で、外周壁に形成された溝およびその周囲に形成された油膜を利用して行うことができる。このため、内周壁と回転ドラムとの間の隙間（エアギャップ）を容易に調整することができる。 (Function) When torque is transmitted between the clutch case and the rotating drum using an oil film, a groove is formed between the inner peripheral wall and the rotating drum, and a groove formed on the outer peripheral wall and its surroundings are formed. It can carry out using the oil film formed in this. For this reason, the clearance gap (air gap) between an inner peripheral wall and a rotating drum can be adjusted easily.
　以上の説明から明らかなように、請求項１に係るエンジンの位相可変装置によれば、クラッチケース・回転ドラム間に繊維系摩擦材等を装着しなくても、高μを得ることができる。 As is apparent from the above description, according to the engine phase varying device according to claim 1, high μ can be obtained without attaching a fiber friction material or the like between the clutch case and the rotating drum.
　請求項２に係るエンジンの位相可変装置によれば、内周壁と回転ドラムとの間の隙間（エアギャップ）を容易に調整することができる。 According to the engine phase varying device according to claim 2, the gap (air gap) between the inner peripheral wall and the rotating drum can be easily adjusted.
本発明の第１実施例を示すエンジンの位相可変装置の縦断面図である。1 is a longitudinal sectional view of an engine phase varying device showing a first embodiment of the present invention. 本発明に係るエンジンの位相可変装置の内部構造を示す斜視図である。It is a perspective view which shows the internal structure of the phase variable apparatus of the engine which concerns on this invention. クラッチケースの正面図である。It is a front view of a clutch case. 図３のＡ－Ａ線に沿う断面図である。FIG. 4 is a cross-sectional view taken along line AA in FIG. 3. 本発明の第１実施例におけるクラッチケースと回転ドラムの要部断面図である。It is principal part sectional drawing of the clutch case and rotary drum in 1st Example of this invention. クラッチケースに形成された溝の拡大断面図である。It is an expanded sectional view of the groove | channel formed in the clutch case. 本発明の第２実施例を示すクラッチケースと回転ドラムの要部断面図である。It is principal part sectional drawing of a clutch case and a rotating drum which shows 2nd Example of this invention. 本発明の第３実施例を示すクラッチケースと回転ドラムの要部断面図である。It is principal part sectional drawing of a clutch case and a rotating drum which shows 3rd Example of this invention. 本発明の第４実施例を示すクラッチケースと回転ドラムの要部断面図である。It is principal part sectional drawing of a clutch case and a rotating drum which shows 4th Example of this invention. 本発明の第４実施例を示すクラッチケースの要部正面図である。It is a principal part front view of the clutch case which shows 4th Example of this invention. 本発明の第５実施例を示すクラッチケースと回転ドラムの要部断面図である。It is principal part sectional drawing of a clutch case and a rotating drum which shows 5th Example of this invention. 本発明の第６実施例を示すクラッチケースと回転ドラムの要部断面図である。It is principal part sectional drawing of a clutch case and a rotating drum which shows 6th Example of this invention.
符号の説明Explanation of symbols
　１０　円環状外筒部
　２０　円環状内筒部
　３０　中間部材
　４２　電磁クラッチ
　４４　回転ドラム
　４４ａ　ディスク面
　６０　クラッチケース
　６２　電磁コイル
　６３　内周壁
　６３ａ　端面
　６４　外周壁
　６４ａ　端面
　６６、６７　溝 DESCRIPTION OF SYMBOLS 10 Toroidal outer cylinder part 20 Toroidal inner cylinder part 30 Intermediate member 42 Electromagnetic clutch 44 Rotary drum 44a Disk surface 60 Clutch case 62 Electromagnetic coil 63 Inner peripheral wall 63a End surface 64 Outer peripheral wall 64a End surface 66, 67 Groove
以下、本発明の一実施形態を図面に基づいて説明する。図１は、本発明の第１の実施例であるエンジンの位相可変装置の縦断面図、図２は、同装置の内部構造を示す斜視図、図３は、クラッチケースの正面図、図４は、図３のＡ－Ａ線に沿う断面図、図５は、本発明の第１実施例におけるクラッチケースと回転ドラムの要部断面図、図６は、クラッチケースに形成された溝の拡大断面図、図７は、本発明の第２実施例を示すクラッチケースと回転ドラムの要部断面図、図８は、本発明の第３実例を示すクラッチケースと回転ドラムの要部断面図、図９は、本発明の第４実施例を示すクラッチケースと回転ドラムの要部断面図、図１０は、本発明の第４実施例を示すクラッチケースの要部正面図、図１１は、発明の第５実施例を示すクラッチケースと回転ドラムの要部断面図、図１２は、本発明の第６実施例を示すクラッチケースと回転ドラムの要部断面図である。 Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a longitudinal sectional view of an engine phase varying device according to a first embodiment of the present invention, FIG. 2 is a perspective view showing the internal structure of the device, FIG. 3 is a front view of a clutch case, FIG. FIG. 5 is a cross-sectional view taken along line AA in FIG. 3, FIG. 5 is a cross-sectional view of main parts of the clutch case and the rotating drum in the first embodiment of the present invention, and FIG. 6 is an enlarged view of a groove formed in the clutch case. FIG. 7 is a cross-sectional view of main parts of a clutch case and a rotating drum showing a second embodiment of the present invention, and FIG. 8 is a cross-sectional view of main parts of the clutch case and the rotating drum showing a third example of the present invention. FIG. 9 is a cross-sectional view of main parts of a clutch case and a rotating drum according to a fourth embodiment of the present invention, FIG. 10 is a front view of main parts of the clutch case according to the fourth embodiment of the present invention, and FIG. FIG. 12 is a sectional view of essential parts of a clutch case and a rotating drum showing a fifth embodiment of the present invention. It is a fragmentary cross-sectional view of a rotary drum and clutch case showing an embodiment.
　図１及び図２において、本実施例におけるエンジンの位相可変装置は、例えば、自動車用エンジンに組み付け一体化された形態でエンジンオイル雰囲気下で用いられ、クランクシャフトの回転に同期して吸排気弁が開閉するようにクランクシャフトの回転をカムシャフトに伝達するとともに、エンジンの負荷や回転数などの運転状態によってエンジンの吸排気弁の開閉のタイミングを変化させるための装置として構成されている。 1 and 2, the phase varying device for an engine in this embodiment is used in an engine oil atmosphere in a form assembled and integrated with an automobile engine, for example, and an intake / exhaust valve is synchronized with rotation of a crankshaft. The rotation of the crankshaft is transmitted to the camshaft so as to open and close, and the opening / closing timing of the intake / exhaust valve of the engine is changed according to the operating state such as the engine load and rotation speed.
具体的には、エンジンの位相可変装置は、エンジンのクランクシャフトの駆動力が伝達されるスプロケットである円環状外筒部１０と、外筒部１０と同軸に配置されて外筒部１０に対し相対回動可能で、カムシャフト２の一部を構成する従動側の円環状内筒部２０と、外筒部１０と内筒部２０にそれぞれヘリカルスプライン係合して外筒部１０と内筒部２０間に介装され、軸方向に移動して外筒部１０に対する内筒部２０の位相を変える中間部材３０と、内筒部２０のカムシャフト２非配設側に設けられて、中間部材３０を軸方向に移動させる電磁ブレーキ手段４０と、を備えて構成されており、電磁ブレーキ手段４０は、カバー（エンジンケース）８に取り付けられている。 Specifically, the phase varying device of the engine includes an annular outer cylinder portion 10 that is a sprocket to which the driving force of the crankshaft of the engine is transmitted, and an outer cylinder portion 10 that is disposed coaxially with the outer cylinder portion 10. Relative rotation is possible, and the driven annular inner cylinder part 20 constituting a part of the camshaft 2, the outer cylinder part 10 and the inner cylinder part 20 are respectively helically spline-engaged with the outer cylinder part 10 and the inner cylinder. An intermediate member 30 that is interposed between the portions 20 and moves in the axial direction to change the phase of the inner tube portion 20 with respect to the outer tube portion 10, and is provided on the camshaft 2 non-installation side of the inner tube portion 20. And an electromagnetic brake means 40 for moving the member 30 in the axial direction. The electromagnetic brake means 40 is attached to a cover (engine case) 8.
　外筒部１０は、内周縁にリング状の凹部１３が設けられたスプロケット本体１２と、スプロケット本体１２の側面に密着し、凹部１３と協働してフランジ係合溝１３Ａを画成する内フランジプレート１４と、内フランジプレート１４をスプロケット本体１２に共締め固定し、中間部材３０とのスプライン係合部が内周に形成されたスプラインケース１６とから構成されている。 The outer cylinder portion 10 includes a sprocket body 12 having a ring-shaped recess 13 provided on the inner periphery thereof, and an inner flange that is in close contact with the side surface of the sprocket body 12 and cooperates with the recess 13 to define a flange engagement groove 13A. The plate 14 and the inner flange plate 14 are fastened together and fixed to the sprocket body 12, and a spline case 16 having a spline engaging portion with the intermediate member 30 formed on the inner periphery is constituted.
凹部１３の開口側の大径凹部１３ａと、凹部１３の奧側の小径凹部１３ｂとの間には、後述する内筒部２０側のフランジ２４の外周縁と正対する段差部１３ｃが設けられている。 Between the large-diameter concave portion 13a on the opening side of the concave portion 13 and the small-diameter concave portion 13b on the flange side of the concave portion 13, there is provided a step portion 13c that faces the outer peripheral edge of the flange 24 on the inner cylinder portion 20 side described later. Yes.
スプロケットである外筒部１０（スプロケット本体１２）には、エンジンのクランクシャフトの回転がチェーンＣを介して伝達される。符号１１は、スプロケット本体１２と内フランジプレート１４とスプラインケース１６を固定一体化する締結ねじで、スプロケット本体１２と内フランジプレート１４とスプラインケース１６でスプロケット（外筒部１０）を構成することで、フランジ係合溝１３Ａの形成が容易で、外筒部１０（スプラインケース１６）におけるスプライン係合部１７の形成も容易となっている。 The rotation of the crankshaft of the engine is transmitted through the chain C to the outer cylinder portion 10 (sprocket body 12) which is a sprocket. Reference numeral 11 denotes a fastening screw for fixing and integrating the sprocket body 12, the inner flange plate 14, and the spline case 16, and the sprocket (outer cylinder portion 10) is constituted by the sprocket body 12, the inner flange plate 14, and the spline case 16. The flange engaging groove 13A can be easily formed, and the spline engaging portion 17 in the outer cylinder portion 10 (spline case 16) can be easily formed.
　また、中間部材３０の内外周面には雌雄ヘリカルスプライン３２、３３が設けられ、内筒部２０の外周面には雄ヘリカルスプライン２３が設けられている。スプラインケース１６の内周面には雌ヘリカルスプライン１７が設けられている。そして、中間部材３０の内外のスプライン３２、３３は逆方向ヘリカルスプラインとして形成されているので、中間部材３０の軸方向への僅かな移動で、外筒部１０に対し内筒部２０の位相を大きく変化させることができる。中間部材３０の外周面には雄角ねじ部３１が形成されている。 Further, male and female helical splines 32 and 33 are provided on the inner and outer peripheral surfaces of the intermediate member 30, and a male helical spline 23 is provided on the outer peripheral surface of the inner cylinder portion 20. A female helical spline 17 is provided on the inner peripheral surface of the spline case 16. Since the inner and outer splines 32 and 33 of the intermediate member 30 are formed as reverse helical splines, the phase of the inner cylinder portion 20 is changed with respect to the outer cylinder portion 10 by a slight movement of the intermediate member 30 in the axial direction. It can be changed greatly. A male screw part 31 is formed on the outer peripheral surface of the intermediate member 30.
　電磁ブレーキ手段４０は、カバー（エンジンケース）８に支持された電磁クラッチ４２と、ベアリング２２によって内筒部２０に回転可能に支承されるとともに、中間部材３０の雄角ねじ部３１が螺合し、電磁クラッチ４２の制動力が伝達される回転ドラム４４と、回転ドラム４４と外筒部１０間に軸方向に介装されたねじりコイルばね４６とを備えて構成されている。 The electromagnetic brake means 40 is rotatably supported on the inner cylinder portion 20 by the electromagnetic clutch 42 supported by the cover (engine case) 8 and the bearing 22, and the male screw portion 31 of the intermediate member 30 is screwed together. The rotating drum 44 to which the braking force of the electromagnetic clutch 42 is transmitted, and the torsion coil spring 46 interposed in the axial direction between the rotating drum 44 and the outer cylinder portion 10 are configured.
電磁クラッチ４２は、カバー８のボス部８ａの外周側に装着されている。回転ドラム４４の内周面には雌角ねじ部４５が設けられており、回転ドラム４４と中間部材３０は、角ねじ部４５、３１に沿って周方向に相対回動できる。即ち、中間部材３０は、角ねじ部４５、３１に沿って回動しながら軸方向に移動できる。 The electromagnetic clutch 42 is mounted on the outer peripheral side of the boss portion 8 a of the cover 8. A female square screw portion 45 is provided on the inner peripheral surface of the rotary drum 44, and the rotary drum 44 and the intermediate member 30 can be relatively rotated along the square screw portions 45 and 31 in the circumferential direction. That is, the intermediate member 30 can move in the axial direction while rotating along the square screw portions 45 and 31.
また、回転ドラム４４と外筒部１０とは、巻き上げられたねじりコイルスプリング４６で連結されており、回転ドラム４４に制動力が作用しない状態では、外筒部１０、内筒部２０、中間部材３０および回転ドラム４４は、一体となって回転する。また、回転ドラム４４と外筒部１０（スプラインケース１６）間に介装したねじりコイルばね４６は軸方向に介装されているため、それだけ位相可変装置全体が軸方向には延びるが、半径方向にはコンパクトとなっている。 Further, the rotating drum 44 and the outer cylinder portion 10 are connected by a wound torsion coil spring 46. When no braking force is applied to the rotating drum 44, the outer cylinder portion 10, the inner cylinder portion 20, and the intermediate member. 30 and the rotating drum 44 rotate together. Further, since the torsion coil spring 46 interposed between the rotating drum 44 and the outer cylinder portion 10 (spline case 16) is interposed in the axial direction, the entire phase variable device extends in the axial direction, but the radial direction. It is compact.
　そして、電磁クラッチ４２のＯＮ・ＯＦＦおよび電磁クラッチ４２への通電量を制御することによって、中間部材３０が角ねじ部４５、３１に沿って回動しながら軸方向に移動し、これによって外筒部１０と内筒部２０の位相が変化して、カムシャフト２のカム２ａによるバルブの開閉のタイミングが調整される。 By controlling ON / OFF of the electromagnetic clutch 42 and the energization amount to the electromagnetic clutch 42, the intermediate member 30 moves in the axial direction while rotating along the square screw portions 45, 31, thereby the outer cylinder. The phase of the part 10 and the inner cylinder part 20 changes, and the timing of opening and closing of the valve by the cam 2a of the camshaft 2 is adjusted.
即ち、電磁クラッチ４２をＯＮする前（非通電時）は、電磁クラッチ４２は、図１の仮想線に示す位置にあって、回転ドラム４４と電磁クラッチ４２間には隙間Ｓが形成されており、外筒部１０と内筒部２０は位相差なく一体に回転している。そして、電磁クラッチ４２をＯＮ（通電）すると、電磁クラッチ４２が図１右方向にスライドして回転ドラム４４を吸引し、これにより回転ドラム４４には電磁クラッチ４２から伝達される制動力が作用する。 That is, before the electromagnetic clutch 42 is turned on (when no power is supplied), the electromagnetic clutch 42 is in the position indicated by the phantom line in FIG. 1, and a gap S is formed between the rotating drum 44 and the electromagnetic clutch 42. The outer cylinder part 10 and the inner cylinder part 20 are integrally rotated with no phase difference. When the electromagnetic clutch 42 is turned on (energized), the electromagnetic clutch 42 slides in the right direction in FIG. 1 to attract the rotating drum 44, whereby the braking force transmitted from the electromagnetic clutch 42 acts on the rotating drum 44. .
そして、制動力が作用する回転ドラム４４に外筒部１０に対する回転遅れが生じ、即ち、中間部材３０が角ねじ部３１、４５によって前進（図１右方向に移動）し、中間部材３０の内外ヘリカルスプライン３２、３３によって、内筒部２０（カムシャフト２）が外筒部１０（スプロケット本体１２）に対し回動してその位相が変わる。そして、回転ドラム４４は、伝達された制動力とねじりコイルばね４６のばね力とがバランスする位置（内筒部２０が外筒部１０に対し所定の位相差をもつ位置）に保持される。 Then, a rotation delay with respect to the outer cylinder portion 10 occurs in the rotating drum 44 to which the braking force acts, that is, the intermediate member 30 moves forward (moves in the right direction in FIG. 1) by the square screw portions 31 and 45, By the helical splines 32 and 33, the inner cylinder part 20 (camshaft 2) rotates with respect to the outer cylinder part 10 (sprocket body 12), and its phase changes. The rotating drum 44 is held at a position where the transmitted braking force and the spring force of the torsion coil spring 46 are balanced (position where the inner cylinder portion 20 has a predetermined phase difference with respect to the outer cylinder portion 10).
　一方、電磁クラッチ４２をＯＦＦにすると、その制動力が回転ドラム４４に伝達されないため、コイルばね４６のばね力だけが作用する中間部材３０は、角ねじ部３１、４５によって後退（図１左方向に移動）して元の位置となり、この間に、内筒部２０（カムシャフト２）が外筒部１０（スプロケット本体１２）に対し順方向もしくは逆方向に回動して、その位相差がなくなる。 On the other hand, when the electromagnetic clutch 42 is turned OFF, the braking force is not transmitted to the rotating drum 44, so that the intermediate member 30 on which only the spring force of the coil spring 46 acts is moved backward by the square screw portions 31 and 45 (left direction in FIG. 1). And the inner cylinder portion 20 (camshaft 2) rotates in the forward direction or the reverse direction with respect to the outer cylinder portion 10 (sprocket body 12) during this time, and the phase difference disappears. .
　また、内筒部２０の外周面（スプロケット本体１２とのジャーナル面）にはフランジ２４が周設され、一方、外筒部１０（スプロケット本体１２）の内周面には、フランジ２４が係合するフランジ係合溝１３Ａが周設され、フランジ２４の側面とフランジ係合溝１３Ａの側面間に摩擦トルク付加部材５１、５５が介装されている。これにより、外筒部１０と内筒部２０間の相対摺動部の摩擦トルクが高められて、中間部材３０と外筒部１０および内筒部２０間のヘリカルスプライン係合部２３、３２、３３、１７、角ねじ部３１、４５における歯部同士がぶつかる打音の発生が抑制されている。 A flange 24 is provided around the outer peripheral surface of the inner cylinder portion 20 (journal surface with the sprocket main body 12), while the flange 24 is engaged with the inner peripheral surface of the outer cylinder portion 10 (sprocket main body 12). A flange engaging groove 13A is provided around the friction engaging member 51 and 55 between the side surface of the flange 24 and the side surface of the flange engaging groove 13A. Thereby, the friction torque of the relative sliding part between the outer cylinder part 10 and the inner cylinder part 20 is increased, and the helical spline engaging parts 23, 32 between the intermediate member 30, the outer cylinder part 10 and the inner cylinder part 20, 33 and 17 and the generation of the hitting sound that the tooth portions of the square screw portions 31 and 45 collide with each other are suppressed.
電磁クラッチ４２は、図３乃至図５に示すように、横断面コ字型円環状に形成されて回転ドラム４４のディスク面４４ａに向けて開口したでクラッチケース６０と、クラッチケース６０内に収容された電磁コイル６２とを備えて構成されている。電磁コイル６２は、クラッチケース６０の内周壁６３と外周壁６４との間の環状溝６５内に樹脂モールドにより固定されている。 As shown in FIGS. 3 to 5, the electromagnetic clutch 42 is formed in a cross-sectionally U-shaped annular shape and opened toward the disk surface 44 a of the rotating drum 44, and is accommodated in the clutch case 60. The electromagnetic coil 62 is configured. The electromagnetic coil 62 is fixed by a resin mold in an annular groove 65 between the inner peripheral wall 63 and the outer peripheral wall 64 of the clutch case 60.
クラッチケース６０の背面側には、その周方向に沿って複数のピン６８が突設されている。各ピン６８は、カバー８側の孔８ｂに係合している。すなわち、クラッチケース６０は、周方向に回り止めされた状態でカバー８に固定され、カムシャフト２の軸方向にはスライドできるが、周方向には移動できないように拘束されている。 A plurality of pins 68 project from the back side of the clutch case 60 along the circumferential direction thereof. Each pin 68 is engaged with the hole 8b on the cover 8 side. That is, the clutch case 60 is fixed to the cover 8 while being prevented from rotating in the circumferential direction, and is slidable in the axial direction of the camshaft 2 but is restrained so as not to move in the circumferential direction.
　この際、クラッチケース６０は、内周壁６３の端面６３ａと外周壁６４の端面６４ａがそれぞれ回転ドラム４４のディスク面４４ａと相対向する対向面として形成され、内周壁６３の端面６３ａとディスク面４４ａとの間および外周壁６４の端面６４ａとディスク面４４ａとの間には、例えば、厚さ１μｍ以下の油膜が形成されている。 At this time, in the clutch case 60, the end surface 63a of the inner peripheral wall 63 and the end surface 64a of the outer peripheral wall 64 are formed as opposing surfaces opposite to the disk surface 44a of the rotating drum 44, respectively. For example, an oil film having a thickness of 1 μm or less is formed between the outer peripheral wall 64 and the end surface 64a of the outer peripheral wall 64 and the disk surface 44a.
　すなわち、内周壁６３の端面６３ａと外周壁６４の端面６４ａには、それぞれオイル通路としての溝６６、６７が複数個、例えば、９０個形成されている。各溝６６、６７は、内周壁６３の端面６３ａと外周壁６４の端面６４ａの周方向において、４°毎に等間隔で配置され、クラッチケース６０の径方向に沿って形成されている。 That is, a plurality of, for example, 90 grooves 66 and 67 as oil passages are formed on the end surface 63a of the inner peripheral wall 63 and the end surface 64a of the outer peripheral wall 64, respectively. The grooves 66 and 67 are arranged at equal intervals every 4 ° in the circumferential direction of the end surface 63 a of the inner peripheral wall 63 and the end surface 64 a of the outer peripheral wall 64, and are formed along the radial direction of the clutch case 60.
各溝６６、６７は、図６に示すように、断面が略半円弧形状で、幅０．５ｍｍ、深さ０．１５ｍｍに形成されており、各溝６６、６７には、オイル溜り７４からエンジンオイルが常時供給されている。 As shown in FIG. 6, each of the grooves 66 and 67 has a substantially semicircular cross section and is formed with a width of 0.5 mm and a depth of 0.15 mm. Engine oil is constantly supplied.
具体的には、クラッチケース６０の半径方向内側には、図１に示すように、カムシャフト２内のオイル通路７０に連通し、かつクラッチケース６０と回転ドラム４４との空間部に連通するオイル溜り７４がカバー８によって画成されている。カムシャフト２内のオイル通路７０には、カムシャフト２のジャーナル軸受７３のオイルポートおよびカムシャフト２の側孔７３ａを介して、エンジンオイルがポンプＰによって圧送されている。 Specifically, as shown in FIG. 1, oil that communicates with the oil passage 70 in the camshaft 2 and communicates with the space between the clutch case 60 and the rotating drum 44, on the radially inner side of the clutch case 60. A reservoir 74 is defined by the cover 8. Engine oil is pumped to the oil passage 70 in the camshaft 2 by the pump P through the oil port of the journal bearing 73 of the camshaft 2 and the side hole 73a of the camshaft 2.
オイル通路７０に送給されたエンジンオイルは、側孔７３ｂを介してオイル溜り７４に導入される。オイル溜り７４内のエンジンオイルは、電磁クラッチ４２の非通電時には、回転ドラム４４のディスク面４４ａとクラッチケース６０との間の間隙を介して排出されるとともに、オイル導出孔８０を介して回転ドラム４４の前面側に導出される。 The engine oil fed to the oil passage 70 is introduced into the oil reservoir 74 through the side hole 73b. When the electromagnetic clutch 42 is not energized, the engine oil in the oil reservoir 74 is discharged through a gap between the disk surface 44a of the rotating drum 44 and the clutch case 60, and is rotated through the oil outlet hole 80. 44 is led to the front side.
一方、電磁クラッチ４２の通電時には、回転ドラム４４のディスク面４４ａとクラッチケース６０とが互いに近接するため、オイル溜り７４内のエンジンオイルは、クラッチケース６０の内周壁６３の端面６３ａに形成された溝６６と外周壁６４の端面６４ａに形成された溝６７を介して排出されるとともに、オイル導出孔８０を介して回転ドラム４４の前面側に導出される。 On the other hand, when the electromagnetic clutch 42 is energized, the disk surface 44 a of the rotary drum 44 and the clutch case 60 are close to each other, so that the engine oil in the oil reservoir 74 is formed on the end surface 63 a of the inner peripheral wall 63 of the clutch case 60. The oil is discharged through the groove 66 and the groove 67 formed in the end face 64 a of the outer peripheral wall 64, and led out to the front side of the rotating drum 44 through the oil lead-out hole 80.
このため、電磁クラッチ４２の非通電時および通電時には、回転ドラム４４のディスク面４４ａとクラッチケース６０の端面６３ａ、６４ａがエンジンオイルによって効果的に冷却される。 For this reason, when the electromagnetic clutch 42 is de-energized and energized, the disk surface 44a of the rotating drum 44 and the end surfaces 63a and 64a of the clutch case 60 are effectively cooled by the engine oil.
また、オイル溜り７４から各溝６６、６７にエンジンオイルが供給されると、クラッチケース６０の内周壁６３の端面６３ａに形成された溝６６と回転ドラム４４のディスク面４４ａとの間および外周壁６４の端面６４ａに形成された溝６７と回転ドラム４４のディスク面４４ａとの間においては、各溝６６、６７及びその周囲に亘って油膜が形成される。 Further, when engine oil is supplied from the oil reservoir 74 to the grooves 66 and 67, the groove 66 formed on the end surface 63 a of the inner peripheral wall 63 of the clutch case 60 and the disk surface 44 a of the rotary drum 44 and the outer peripheral wall. Between the groove 67 formed on the end face 64a of 64 and the disk surface 44a of the rotary drum 44, an oil film is formed over the grooves 66 and 67 and the periphery thereof.
　これにより、回転ドラム４４とクラッチケース６０との間のトルクの伝達を、各溝６６、６７及びその周囲に形成された油膜を介して実行することができる。 Thereby, transmission of torque between the rotating drum 44 and the clutch case 60 can be executed through the grooves 66 and 67 and the oil film formed around the grooves 66 and 67.
本実施例によれば、回転ドラム４４とクラッチケース６０との間のトルクの伝達を、各溝６６、６７及びその周囲に形成された油膜を介して実行するようにしたため、クラッチケース６０・回転ドラム４４間に繊維系摩擦材を装着しなくても、高μ（摩擦係数）を得ることができる。 According to the present embodiment, torque transmission between the rotary drum 44 and the clutch case 60 is performed through the grooves 66 and 67 and the oil film formed around the grooves 66 and 67. A high μ (friction coefficient) can be obtained without attaching a fiber friction material between the drums 44.
また、本実施例によれば、以下のような効果を奏することができる。
（１）クラッチケース６０の環状溝６５内に摩擦材を装着していないので、摩擦材の目詰まりによるμ低下を防止することができる。
（２）   摩擦材を不要としたことで、部品点数を低減できるとともに、コスト低減を図ることができる。
（３）   回転ドラム４４を合金で構成し、クラッチケース６０を軟鉄で構成しても、互いの表面硬度差をある一定の値にすることにより、クラッチケース６０が磨耗するのを抑制することができる。 Further, according to the present embodiment, the following effects can be obtained.
(1) Since no friction material is mounted in the annular groove 65 of the clutch case 60, it is possible to prevent a decrease in μ due to clogging of the friction material.
(2) By eliminating the need for the friction material, the number of parts can be reduced and the cost can be reduced.
(3) Even if the rotating drum 44 is made of an alloy and the clutch case 60 is made of soft iron, it is possible to prevent the clutch case 60 from being worn by making the difference in surface hardness between each other a certain value. it can.
　次に、本発明の第２実施例を図７に従って説明する。本実施例は、クラッチケース６０の内周壁６３の端面６３ａと回転ドラム４４のディスク面４４ａとの間にエアギャップ（ＡＧ）としての隙間Ｓを形成したものであり、他の構成は第１実施例と同様である。 Next, a second embodiment of the present invention will be described with reference to FIG. In the present embodiment, a gap S as an air gap (AG) is formed between the end surface 63a of the inner peripheral wall 63 of the clutch case 60 and the disk surface 44a of the rotary drum 44, and the other configuration is the first embodiment. Similar to the example.
　本実施例によれば、回転ドラム４４とクラッチケース６０との間のトルクの伝達を、各溝６７及びその周囲に形成された油膜を介して実行するようにしたため、クラッチケース６０・回転ドラム４４間に繊維系摩擦材を装着しなくても、高μ（摩擦係数）を得ることができる。 According to the present embodiment, the transmission of torque between the rotary drum 44 and the clutch case 60 is performed via the grooves 67 and the oil film formed around the grooves 67. Therefore, the clutch case 60 and the rotary drum 44 are transmitted. High μ (friction coefficient) can be obtained without interposing a fiber friction material therebetween.
また、本実施例によれば、第１実施例と同様な効果を奏することができるとともに、回転ドラム４４とクラッチケース６０による初期馴染み、いわゆる金属同士の初期馴染みによるエアギャップを減少させて、吸引力を増加させることで、初期μ低下（トルク低下）を補完できる。 Further, according to the present embodiment, the same effects as those of the first embodiment can be obtained, and the air gap caused by the initial familiarity between the rotating drum 44 and the clutch case 60, that is, the so-called initial familiarity between the metals can be reduced and suction can be performed. By increasing the force, it is possible to supplement the initial μ decrease (torque decrease).
さらに、本実施例によれば、クラッチケース６０に対する剛性を十分高くできるので、エアギャップの調整および測定を安定した状態で行うことができる。 Furthermore, according to the present embodiment, the rigidity of the clutch case 60 can be sufficiently increased, so that the adjustment and measurement of the air gap can be performed in a stable state.
次に、本発明の第３実施例を図８に従って説明する。本実施例は、クラッチケース６０の外周壁６４の端面６４ａをテーパ状に形成し、テーパ状端面６４ａに溝６７（図示せず）を形成したものであり、他の構成は第２実施例と同様である。 Next, a third embodiment of the present invention will be described with reference to FIG. In this embodiment, the end face 64a of the outer peripheral wall 64 of the clutch case 60 is formed in a tapered shape, and a groove 67 (not shown) is formed in the tapered end face 64a. The other configuration is the same as that of the second embodiment. It is the same.
本実施例によれば、回転ドラム４４とクラッチケース６０との間のトルクの伝達を、各溝６７及びその周囲に形成された油膜を介して実行するようにしたため、第２実施例と同様な効果を奏することができる。 According to the present embodiment, torque transmission between the rotary drum 44 and the clutch case 60 is performed via the grooves 67 and the oil film formed around the grooves 67. There is an effect.
次に、本発明の第４実施例を図９及び図１０に従って説明する。本実施例は、クラッチケース６０の外周壁６４の端面６４ａに、内筒部２０の軸心と直交する仮想線に対して傾斜した溝６９をオイルフローとして形成したものであり、他の構成は第２実施例と同様である。 Next, a fourth embodiment of the present invention will be described with reference to FIGS. In this embodiment, a groove 69 that is inclined with respect to an imaginary line perpendicular to the axis of the inner cylinder portion 20 is formed on the end face 64a of the outer peripheral wall 64 of the clutch case 60 as an oil flow. The same as in the second embodiment.
本実施例によれば、回転ドラム４４とクラッチケース６０との間のトルクの伝達を、各溝６９及びその周囲に形成された油膜を介して実行するようにしたため、第２実施例と同様な効果を奏することができる。 According to the present embodiment, torque transmission between the rotary drum 44 and the clutch case 60 is executed via the grooves 69 and the oil film formed around the grooves 69, so that the same as in the second embodiment. There is an effect.
次に、本発明の第５実施例を図１１に従って説明する。本実施例は、クラッチケース６０の外周壁６４の開口側端部を２段に分けて段部７６を形成し、段部７６の端面７６ａに、溝６７（図示せず）をオイルフローとして形成したものであり、他の構成は第２実施例と同様である。 Next, a fifth embodiment of the present invention will be described with reference to FIG. In this embodiment, the opening side end of the outer peripheral wall 64 of the clutch case 60 is divided into two steps to form a step 76, and a groove 67 (not shown) is formed as an oil flow in the end surface 76a of the step 76. The other configuration is the same as that of the second embodiment.
本実施例によれば、回転ドラム４４とクラッチケース６０との間のトルクの伝達を、各溝６７及びその周囲に形成された油膜を介して実行するようにしたため、第２実施例と同様な効果を奏することができる。 According to the present embodiment, torque transmission between the rotary drum 44 and the clutch case 60 is performed via the grooves 67 and the oil film formed around the grooves 67. There is an effect.
また、本実施例によれば、クラッチケース６０の外周壁６４の開口側端部を２段に分けて段部７６を形成し、段部７６の端面７６ａに、溝６７を形成したため、段部７６の幅（径方向の長さ）の自由度を上げることができるとともに、吸引力を容易にコントロールすることが可能となる。 Further, according to the present embodiment, the opening side end portion of the outer peripheral wall 64 of the clutch case 60 is divided into two steps to form the step portion 76, and the groove 67 is formed in the end surface 76a of the step portion 76. The degree of freedom of the width (diameter length) of 76 can be increased, and the suction force can be easily controlled.
本発明の第６実施例を図１２に従って説明する。本実施例は、クラッチケース６０の外周壁６４の開口側端部に、円環状テーパ部７７を形成するとともに、回転ドラム４４のディスク面４４ａに、テーパ部７７と相対向する円環状テーパ部７８を形成し、テーパ部７７の表面に、溝６７（図示せず）をオイルフローとして形成したものであり、他の構成は第２実施例と同様である。 A sixth embodiment of the present invention will be described with reference to FIG. In the present embodiment, an annular tapered portion 77 is formed at the opening end of the outer peripheral wall 64 of the clutch case 60, and an annular tapered portion 78 facing the tapered portion 77 on the disk surface 44 a of the rotating drum 44. The groove 67 (not shown) is formed as an oil flow on the surface of the tapered portion 77, and the other configuration is the same as that of the second embodiment.
本実施例によれば、回転ドラム４４とクラッチケース６０との間のトルクの伝達を、各溝６７及びその周囲に形成された油膜を介して実行するようにしたため、第２実施例と同様な効果を奏することができる。 According to the present embodiment, torque transmission between the rotary drum 44 and the clutch case 60 is performed via the grooves 67 and the oil film formed around the grooves 67. There is an effect.
また、本実施例によれば、テーパ部７７とテーパ部７８との間に形成される油膜を介して、回転ドラム４４とクラッチケース６０間でトルクの伝達が行われるので、電磁クラッチ４２の軸方向における吸引力を増大させて、トルクを補完することができる。 Further, according to the present embodiment, torque is transmitted between the rotary drum 44 and the clutch case 60 via the oil film formed between the taper portion 77 and the taper portion 78, so that the shaft of the electromagnetic clutch 42 is The torque can be supplemented by increasing the suction force in the direction.
なお、各実施例においては、クラッチケース６０に溝６６、６７、６９を形成するものについて述べたが、回転ドラム４４のディスク面４４ａに複数の溝を形成しても、回転ドラム４４・クラッチケース６０間のトルクの伝達を、ディスク面４４ａの各溝及びその周囲に形成された油膜を介して実行することができる。 In each embodiment, the clutch case 60 is formed with the grooves 66, 67, 69. However, even if a plurality of grooves are formed on the disk surface 44a of the rotary drum 44, the rotary drum 44 / clutch case is formed. The transmission of torque between 60 can be executed through each groove of the disk surface 44a and an oil film formed around the groove.

Claims (2)

  1. エンジンのクランクシャフトの回転が伝達される外筒部と、該外筒部に相対回転可能でエンジンの吸気弁又は排気弁を開閉させるカムシャフトに連結された内筒部と、前記外筒部と前記内筒部との間に配置されて、前記外筒部の回転力を前記内筒部に伝達する中間部材とを備え、該中間部材を軸方向に移動させることによって、前記外筒部と前記内筒部の間に相対回転を生じさせて、前記吸気弁又は排気弁の開閉タイミングを変化させるエンジンの位相可変装置において、
    　前記内筒部の周囲に配置されて前記中間部材に連結された環状の回転ドラムと、エンジンの運転状態に応じて前記回転ドラムに対する制動力を制御する電磁クラッチを備え、
    前記電磁クラッチは、
    前記回転ドラムに相対向して配置された環状のクラッチケースと、通電時に前記クラッチケースを前記回転ドラム側へ移動させて前記回転ドラムに対する制動力を発生する電磁コイルを備え、
    前記回転ドラムの、前記クラッチケースとの対向面または前記クラッチケースの、前記回転ドラムとの対向面のうち少なくとも一方の対向面に、エンジンオイルの通路を形成する溝を形成し、前記回転ドラムと前記クラッチケースとの間のトルクの伝達を、前記溝及びその周囲に形成された油膜を介して実行してなることを特徴とするエンジンの位相可変装置。     An outer cylinder part to which rotation of the crankshaft of the engine is transmitted, an inner cylinder part connected to a camshaft that is rotatable relative to the outer cylinder part and opens and closes an intake valve or an exhaust valve of the engine; and the outer cylinder part; An intermediate member disposed between the inner tube portion and transmitting the rotational force of the outer tube portion to the inner tube portion, and moving the intermediate member in the axial direction; In the engine phase varying device for causing relative rotation between the inner cylinder portions to change the opening / closing timing of the intake valve or the exhaust valve,
    An annular rotary drum arranged around the inner cylinder portion and connected to the intermediate member, and an electromagnetic clutch for controlling a braking force on the rotary drum according to an operating state of the engine,
    The electromagnetic clutch is
    An annular clutch case disposed opposite to the rotating drum, and an electromagnetic coil that generates a braking force against the rotating drum by moving the clutch case toward the rotating drum when energized,
    A groove for forming an engine oil passage is formed on at least one of the facing surface of the rotating drum facing the clutch case or the facing surface of the clutch case with the rotating drum, and the rotating drum An engine phase varying device, wherein torque is transmitted to and from the clutch case through the groove and an oil film formed around the groove.
  2. 請求項１に記載のエンジンの位相可変装置において、
    　前記環状のクラッチケースは、横断面がコ字型に形成されて、内周壁と外周壁で囲まれた環状溝内に前記電磁コイルが収納され、前記外周壁の、前記回転ドラムとの対向面に前記溝が形成され、前記内周壁と前記回転ドラムとの間には隙間が形成され、前記回転ドラムと前記クラッチケースとの間のトルクの伝達を、前記外周壁に形成された前記溝およびその周囲に形成された油膜を介して実行してなることを特徴とするエンジンの位相可変装置。     The engine phase varying device according to claim 1,
    The annular clutch case has a U-shaped cross section, and the electromagnetic coil is housed in an annular groove surrounded by an inner peripheral wall and an outer peripheral wall, and the outer peripheral wall faces the rotating drum. The groove is formed, a gap is formed between the inner peripheral wall and the rotary drum, and the transmission of torque between the rotary drum and the clutch case is transmitted to the groove formed on the outer peripheral wall and An engine phase variable device, which is executed through an oil film formed around the periphery.
PCT/JP2009/053150 2009-02-23 2009-02-23 Phase-variable device for engine WO2010095257A1 (en)

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EP09840363.7A EP2400121B1 (en) 2009-02-23 2009-02-23 Phase-variable device for engine
PCT/JP2009/053150 WO2010095257A1 (en) 2009-02-23 2009-02-23 Phase-variable device for engine
CN200980157192.4A CN102325968B (en) 2009-02-23 2009-02-23 Phase-variable device for engine
JP2011500426A JP5222392B2 (en) 2009-02-23 2009-02-23 Engine phase variable device
KR1020117016763A KR101463129B1 (en) 2009-02-23 2009-02-23 Phase-variable device for engine
US13/201,794 US20110297114A1 (en) 2009-02-23 2009-02-23 Phase varying apparatus for automobile engine

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EP2400121A1 (en) 2011-12-28
CN102325968A (en) 2012-01-18
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US20110297114A1 (en) 2011-12-08
CN102325968B (en) 2015-07-01

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