WO2019054185A1

WO2019054185A1 - Valve timing control device for internal combustion engine

Info

Publication number: WO2019054185A1
Application number: PCT/JP2018/032054
Authority: WO
Inventors: 亮田所; 功土井; 山田　吉彦
Original assignee: 日立オートモティブシステムズ株式会社
Priority date: 2017-09-12
Filing date: 2018-08-30
Publication date: 2019-03-21
Also published as: JPWO2019054185A1; JP6808844B2

Abstract

The present invention has: a large-diameter ball bearing 43 that is disposed between a sprocket body 1a and a fixed end section 9a of a driven member 9 to thereby bear a sprocket 1; an electric motor 8 that changes the relative rotational position of the driven member with respect to the sprocket; a speed reducing mechanism 11 that has a plurality of internal teeth 5a on the inner circumference of an internal tooth configuration part 5, and that reduces the rotation speed of a motor output shaft 13 and transmits the rotation to the driven member; and gear parts 1b provided integrally with the outer circumference of the sprocket body and disposed to be offset toward the internal teeth side. The gear parts are disposed so as to radially overlap a needle bearing 38 and a medium-diameter ball bearing 47, and the internal teeth and a roller 48. Accordingly, the generation of noise of the speed reducing mechanism can be suppressed during operation.

Description

Valve timing control system for internal combustion engine

The present invention relates to a valve timing control device for an internal combustion engine that controls the opening and closing timing of an intake valve and an exhaust valve.

In the conventional valve timing control device for an internal combustion engine described in Patent Document 1, the reduction mechanism reduces the rotational speed of the electric motor integrally provided on the timing sprocket and transmits it to the camshaft. By this, the relative rotational phase of the camshaft with respect to the timing sprocket is converted.

JP, 2015-227650, A

In such a valve timing control device, the eccentric shaft portion of the speed reduction mechanism provided integrally with the motor output shaft of the electric motor may cause a shake during driving. If a shake occurs in the eccentric shaft portion, a relatively large clearance is provided between a plurality of internal teeth provided on the inner periphery of the internal gear forming portion of the reduction mechanism and a roller provided between the internal teeth. There may be an abnormal noise (interference sound).

One object of the present invention is to suppress the generation of abnormal noise of a speed reduction mechanism during driving.

In one aspect of the present invention, the gear portion integrally formed on the outer periphery of the drive rotating body is disposed offset to the meshing portion side of the speed reduction mechanism than the first bearing on the camshaft side in the rotation axis direction of the drive rotating body. It is characterized by having done.

According to one aspect of the present invention, it is possible to suppress the generation of abnormal noise in the speed reduction mechanism.

FIG. 1 is a longitudinal sectional view showing a valve timing control device for an internal combustion engine according to a first embodiment of the present invention. It is a disassembled perspective view which shows the main component in this embodiment. It is the sectional view on the AA line of FIG. FIG. 2 is a cross-sectional view taken along the line BB of FIG. FIG. 2 is a cross-sectional view taken along the line CC of FIG. It is a top view which shows the unit of the motor output shaft and the iron core rotor which are provided to this embodiment. It is the D section enlarged view of FIG. It is the E section enlarged view of FIG.

Hereinafter, an embodiment of a valve timing control device for an internal combustion engine according to the present invention will be described based on the drawings. In this embodiment, for example, the present invention is applied to the intake valve side of a four-cylinder internal combustion engine.

FIG. 1 is a longitudinal sectional view showing an embodiment of a valve timing control device for an internal combustion engine according to the present invention, FIG. 2 is an exploded perspective view showing main components in this embodiment, and FIG. 3 is an AA of FIG. 4 is a cross-sectional view taken along the line BB of FIG. 1, and FIG. 5 is a cross-sectional view taken along the line CC of FIG.

This valve timing control device, as shown in FIGS. 1 and 2, includes a timing sprocket 1 (hereinafter referred to as “sprocket 1”), which is a driving rotating body rotationally driven by a crankshaft of an internal combustion engine, and a bearing on a cylinder head 01. A camshaft 2 rotatably supported via a portion 02 and rotated by a rotational force transmitted from the sprocket 1, and a cover member 3 disposed at a position on one end side (forward side) of the sprocket 1 in the rotational axis direction And a phase change mechanism 4 disposed between the sprocket 1 and the camshaft 2 and changing the relative rotational phase of the two according to the engine operation state.

Sprocket 1 is formed in a cylindrical shape by a metal material, for example, iron-based metal, and is integrally provided on a sprocket main body 1a having an inner peripheral surface with a step diameter-like shape and the outer periphery of the sprocket main body 1a. , And a gear portion 1b receiving rotational force from the crankshaft via the chain 16).

Further, on the front end side of the sprocket main body 1a, a cylindrical internal tooth forming portion 5 which constitutes a part of a speed reducing mechanism 11 described later is integrally provided.

As shown in FIG. 1, the gear portion 1 b is integrally provided not on the end of the sprocket main body 1 a on the camshaft 2 side of the timing sprocket 1 but on the end of the cover member 3 side. . That is, the gear portion 1b is conventionally provided on the outer periphery of the end portion of the sprocket main body 1a on the camshaft 2 side (dotted line in FIG. 1), but in the present embodiment, as shown by solid line in FIG. It is offset from the end position on the camshaft 2 side to the outer periphery of the end portion on the cover member 3 side.

A large diameter ball bearing 43, which is a first bearing, is interposed between the sprocket main body 1a and a driven member 9, which is a driven rotating body described later and fixed to the front end of the camshaft 2. The sprocket 1 is supported on the camshaft 2 so as to be relatively rotatable by the large diameter ball bearing 43. A plurality of (six in the present embodiment) bolt insertion holes 1c are formed through the outer peripheral portion of the sprocket main body 1a (the internal tooth forming portion 5) at substantially equally spaced positions in the circumferential direction.

The large diameter ball bearing 43 is composed of an outer ring 43a, an inner ring 43b, and a ball 43c interposed between the both

rings

43a and 43b. The outer ring 43a is fixed to the inner peripheral side of the sprocket main body 1a, whereas the inner ring 43b is fixed to the outer peripheral side of the driven member 9.

The internal gear forming portion 5 is formed in the same cylindrical shape as the inner and outer diameters of the sprocket main body 1a, and is integrally provided on the outer periphery of the front end portion on the cover member 3 side. A plurality of internal teeth 5a of a shape are formed.

Further, on the front end side of the internal gear forming portion 5, a motor housing 12 described later is disposed to face in the axial direction. In the motor housing 12, six female screw holes 12e corresponding to the bolt insertion holes 1c are formed at equal intervals in the circumferential direction of the rear end portion on the internal tooth configuration portion 5 side.

Further, an annular holding plate 6 is disposed at a rear end portion of the sprocket body 1a on the opposite side (camshaft 2 side) to the internal tooth forming portion 5. The holding plate 6 is integrally formed of a metal plate material, and as shown in FIG. 1, the outer diameter is set to be substantially the same as the outer diameter of the sprocket main body 1a. Further, the holding plate 6 is integrally provided with a stopper convex portion 6b projecting radially inward, that is, toward the central axis direction, at a predetermined position of the inner peripheral edge of the inner peripheral portion 6a.

As shown in FIGS. 1 and 4, the stopper convex portion 6b is formed in a substantially fan shape, and the tip end edge 6c is formed in an arc shape along the circular arc inner peripheral surface of the stopper concave portion 2c described later. Further, six bolt insertion holes 6 d are formed at equal intervals in the circumferential direction at positions corresponding to the bolt insertion holes 1 c of the sprocket body 1 a on the outer peripheral portion of the holding plate 6.

The holding plate 6 is positioned with respect to the sprocket main body 1 a via a pin 44 in the radial direction of the rotation shaft.

Sprocket main body 1a (internal tooth forming portion 5), holding plate 6 and motor housing 12 are connected from the rotational axis direction by six bolts 7 inserted and screwed into respective

bolt insertion holes

1c and 6d and female screw holes 12e. ing.

The sprocket main body 1a and the internal gear forming portion 5 are configured as a casing of a speed reduction mechanism 11 described later.

The camshaft 2 is provided at its outer periphery with two oval drive cams that open the two intake valves per cylinder. Further, the cam shaft 2 is integrally provided with a flange portion 2 a at one end portion on the side of the cover member 3 in the rotational axis direction. Further, a disk-like convex portion 2b is integrally provided at the center of the front end surface of the flange portion 2a. The outer diameter of the convex portion 2 b is smaller than the outer diameter of the flange portion 2 a.

In the camshaft 2, a bolt insertion hole is formed along the direction of the internal rotational axis from the front end face of the projection 2b, and a female screw hole 2f is formed on the tip end side of the bolt insertion hole.

The convex part 2b is engage | inserted in the fitting hole 9d formed in the fixed end 9a outer surface of the driven member 9 mentioned later, as shown in FIG. Thus, radial and axial positioning of the driven member 9 with respect to the camshaft 2 is performed. In addition, the flange portion 2a is arranged such that the outer peripheral portion of the front end surface is in contact with the axial outer end surface of the inner ring 43b of the large diameter ball bearing 43 after assembling the respective components. The flange portion 2a is coupled in the rotational axis direction by the axial force of the cam bolt 10 in a state where the convex portion 2b is axially fitted into the fitting hole 9d of the fixed end 9a.

The bottom surface of the fitting hole 9d is disposed at a position overlapping the large diameter ball bearing 43 in the radial direction of the rotation shaft of the sprocket main body 1a.

Further, as shown in FIG. 4, on the outer periphery of the flange portion 2a, a stopper concave portion 2c in which the stopper convex portion 6b of the holding plate 6 is engaged is formed along the circumferential direction. The stopper concave portion 2c is formed in an arc shape having a predetermined length in the circumferential direction, and both end edges of the stopper convex portion 6b rotated in the arc length range abut on the opposing edges 2d and 2e in the circumferential direction, respectively. It is supposed to be. At each contact position of the two

uneven portions

2c and 6b, the relative rotational position of the camshaft 2 with respect to the sprocket 1 on the maximum advance side or the maximum retard side is mechanically restricted.

As shown in FIGS. 1 and 2, the cover member 3 is integrally formed in a cup shape by a metal material, for example, an aluminum alloy material, and is disposed so as to cover the front end of the motor housing 12. The cover member 3 has a bulging cover main body 3a and an annular mounting flange 3b integrally formed on the outer peripheral edge on the opening side of the cover main body 3a.

The cover body 3a has a cylindrical wall 3c integrally provided on the outer peripheral side along the axial direction. In the cylindrical wall 3c, a part of a holding body 28 described later is fitted and held on the inner peripheral surface of the holding hole 3d formed inside.

As shown in FIGS. 1 and 2, the mounting flange 3b is provided with a plurality of (four in the present invention) boss portions 3e at substantially equally spaced positions (about 90 ° positions) in the circumferential direction on the outer peripheral portion. Bolt insertion holes 3f are respectively formed through the bosses 3e. In this bolt insertion hole 3f, bolts 63 screwed into respective female screw holes 49c formed in a plurality of bosses 49b formed at four places in the circumferential direction of an annular wall 49a formed in the chain case 49 are inserted. . Therefore, the cover member 3 is fixed to the chain case 49 by the bolts 63.

A large diameter oil seal 61 is interposed between the inner peripheral surface of the stepped portion on the outer peripheral side of the cover main body 3 a and the outer peripheral surface of the motor housing 12. The large diameter oil seal 61 has a seal portion slidably in sliding contact with the outer peripheral surface of the motor housing 12 via a backup spring, and seals between the cover member 3 and the motor housing 12.

As shown in FIG. 1, the chain case 49 is disposed and fixed along the vertical direction so as to cover the chain 16 wound around the gear portion 1b of the sprocket body 1a on the front end side of the cylinder head 01 and the cylinder block. .

The driven member 9 is integrally formed of, for example, an iron-based metal which is a metal material, and as shown in FIGS. 1 and 2, a disk-shaped fixed end 9a formed on the camshaft 2 side and the fixed end It is comprised from the cylindrical part 9b which protruded in the axial direction from the inner peripheral front end surface of the part 9a.

In the fixed end 9a, a disc-like fitting hole 9d is formed at the center of the rear end face on the camshaft 2 side. In the fitting hole 9d, as described above, the convex portion 2b of the camshaft 2 is fitted from the axial direction, and the bottom surface is pressed against the tip surface of the convex portion 2b from the axial direction by the axial force of the cam bolt 10. Thus, the driven member 9 is integrally coupled to the camshaft 2.

Further, a holder 41 which is a cylindrical holding member for holding a plurality of rollers 48 described later is integrally provided on the outer peripheral portion of the fixed end 9a.

As shown in FIG. 1, in the fixed end 9a and the cylindrical portion 9b, an insertion hole 9c through which the shaft portion 10b of the cam bolt 10 is inserted is formed at the center. In the cylindrical portion 9b, a small diameter ball bearing 37, which is a second bearing, and a needle bearing 38, which is a third bearing, are provided on the outer periphery in the axial direction.

Then, the gear portion 1b disposed offset to the cover member 3 side of the sprocket main body 1a is placed between the large diameter ball bearing 43 as the first bearing and the small diameter ball bearing 37 as the second bearing. ing. Further, the gear portion 1 b is disposed at a position where it radially overlaps from the rotation axis of the sprocket 1 with respect to the internal teeth 5 a of the internal gear forming portion 5 and the needle bearing 38 which is the third bearing.

As shown in FIG. 1, in the cam bolt 10, the end face of the head portion 10a on the side of the shaft portion 10b abuts and supports the inner ring of the small diameter ball bearing 37 from the axial direction. Further, a male screw portion 10 c screwed to the female screw hole 2 f of the camshaft 2 is formed on the outer periphery of the tip end portion of the shaft portion 10 b.

The phase change mechanism 4 mainly includes an electric motor 8 disposed on the front end side of the cylindrical portion 9 b of the driven member 9 and a speed reduction mechanism 11 for reducing the rotational speed of the electric motor 8 and transmitting it to the camshaft 2. It is done.

The electric motor 8 is a DC motor with a brush as shown in FIGS. 1 and 2 and includes a motor housing 12 that rotates integrally with the sprocket 1 and a motor rotatably provided inside the motor housing 12. An output shaft 13, four arc-shaped permanent magnets 14 fixed along the circumferential direction on the inner circumferential surface of the motor housing 12, and a sealing plate 15 sealing the front end opening of the motor housing 12 There is.

As shown in FIG. 1, the motor housing 12 is integrally formed with a housing main body 12a formed in a cylindrical shape with a bottom from an iron-based metal that is a metal material, and a rear end of the housing main body 12a on the camshaft 2 It is comprised from the partition wall 12b.

The housing main body 12 a is formed to have the same outer diameter as the sprocket main body 1 a (the internal gear forming portion 5), and is bolted to the internal gear forming portion 5 in the axial direction.

The partition wall 12b is formed with a large diameter shaft portion insertion hole 12c through which an eccentric shaft portion 39 described later is inserted at a substantially central position. In addition, a cylindrical extension 12d projecting in the direction of the cover member 3 is integrally provided at a hole edge of the shaft insertion hole 12c.

FIG. 6 is a plan view showing the motor output shaft 13 of the electric motor 8 and the iron core rotor 17.

As shown in FIGS. 1 and 6, the motor output shaft 13 is formed in a step cylindrical shape, and the large diameter portion 13a on the camshaft 2 side with the step portion 13c formed substantially at the center position in the axial direction. , And a small diameter portion 13b on the cover member 3 side.

In the large diameter portion 13a, the iron core rotor 17 is press-fitted and fixed to the outer periphery, and an eccentric shaft portion 39 which is an eccentric rotating body is integrally provided on the rear end side. Further, a ball bearing 37 and a needle bearing 38 are provided on the inner periphery of the large diameter portion 13a.

In the ball bearing 37, the inner ring is fixed to the step small diameter portion at the tip of the cylindrical portion 9b, the outer ring is fixed to the inner peripheral surface of the large diameter portion 13a, and the motor output shaft 13 is supported by the cylindrical portion 9b. On the other hand, in the small diameter portion 13b, the annular member 20 made of a synthetic resin material is fixed to the outer periphery, and the commutator 21 is fixed to the entire outer peripheral surface of the annular member 20.

The annular member 20 and the commutator 21 are axially positioned by the step 13 c. The annular member 20 is formed such that the outer diameter thereof is substantially the same as the outer diameter of the large diameter portion 13a, and the axial length thereof is formed slightly shorter than the small diameter portion 13b.

Moreover, the plug 50 is press-fitted and fixed to the inner periphery of the small diameter portion 13 b. The plug body 50 is formed in a cylindrical shape with a bottom from a synthetic resin material, and a seal ring 51 resiliently contacting the inner peripheral surface of the small diameter portion 13b is provided on the outer periphery. The seal ring 51 regulates the lubricating oil introduced into the inside from the side of the large diameter portion 13 a of the motor output shaft 13 so as not to flow to the inside of the cover member 3.

The iron core rotor 17 is formed of a magnetic material having a plurality of magnetic poles, and the outer peripheral side is configured as a bobbin having a slot for winding the coil wire of the coil 18.

The commutator 21 is annularly formed of a conductive material, and the ends of the drawn coil wire of the coil 18 are electrically connected to the segments divided into the same number as the number of poles of the iron core rotor 17.

As shown in FIG. 1, the permanent magnet 14 is formed in a cylindrical shape as a whole and has a plurality of magnetic poles in the circumferential direction.

The sealing plate 15 is formed by molding, and is composed of a plate main body 15a of a synthetic resin material and a metal plate 15b embedded in the plate main body 15a. The sealing plate 15 is formed with a shaft insertion hole 15c through which one end of the motor output shaft 13 and the like are inserted at a central position.

The metal plate 15b has its outer periphery exposed from the plate body 15a caulked and fixed to the stepped portion of the front end of the housing body 12a.

As also shown in FIG. 5, the sealing plate 15 is housed slidably along the radial direction in the pair of

resin holders

23a and 23b provided on the plate main body 15a and the

respective resin holders

23a and 23b. Inner and outer double annular power supply slip rings 26a embedded and fixed in a state where the outer end faces are exposed on the front end surfaces of the pair of switching brushes 25a and 25b and the

resin holders

23a and 23b. It has 26b and

pigtail harness

27a, 27b which electrically connects each

brush

25a, 25b and each

slip ring

26a, 26b.

The tip end surfaces of the

brushes

25a and 25b elastically contact the outer peripheral surface of the commutator 21 from the outside in the radial direction due to the spring force of the

coil springs

24a and 24b.

The cover body 3a is attached with a holder 28 integrally molded of a synthetic resin material. As shown in FIGS. 1 and 2, the holding body 28 is formed substantially in an L shape in a side view, and has a substantially cylindrical brush holding portion 28a inserted into the holding hole 3d, and the brush holding portion 28a. A connector portion 28b at the upper end portion, a bracket portion 28c which is integrally protruded on one side of the brush holding portion 28a and is bolted to the cover main body 3a, and a pair of feeding terminals embedded mostly in the inside And 29 have

pieces

29 and 29.

The brush holding portion 28a extends substantially in the horizontal direction (axial direction), and is a pair of rectangular cylindrical brush holders made of a conductive material at the inner upper and lower positions (inner and outer peripheral sides with respect to the axis of the motor housing 12). 31a and 31b are respectively mold fixed.

Further, in each of the

brush holders

31a and 31b, a pair of feeding brushes 30a and 30b whose axial end faces contact with the feeding

slip rings

26a and 26b in the axial direction, respectively, can slide in the axial direction. It is held.

The pair of feeding

terminal pieces

29, 29 are formed in parallel and in a crank shape along the vertical direction, and the

terminals

29a, 29a on one side (lower end side) are arranged in an exposed state on the outer surface of the bottom wall. On the other hand, the

terminals

29b and 29b on the other side (upper end side) are provided in a projecting manner in the female fitting groove 28d of the connector portion 28b. The

other terminals

29b and 29b are connected to a control unit (not shown) via a female terminal and a harness (not shown).

As shown in FIGS. 1 and 2, each of the power supply brushes 30a and 30b is formed in a substantially rectangular shape, and is driven by the spring force of a pair of

second coil springs

33a and 33b resiliently mounted on the rear side. It is biased in the direction of each

slip ring

26a, 26b. Further, the rear end portions of the power supply brushes 30a and 30b and the one

side terminals

29a and 29a are electrically connected by a pair of pigtail harnesses (not shown) which can be flexibly deformed.

A seal ring 34 for sealing the space between the inner peripheral surface of the cylindrical wall 3c and the brush holding portion 28a is held in an annular fitting groove formed on the outer periphery on the base side of the brush holding portion 28a.

As shown in FIG. 2, in the bracket portion 28c, a bolt insertion hole 28e is formed in a substantially central position. In each of the bolt insertion holes 28e, a bolt screwed into a female screw hole (not shown) formed in the cover main body 3a is inserted, and the entire holding body 28 is attached to the cover main body 3a.

In addition, a small diameter oil that restricts the inflow of lubricating oil from the inside of the reduction gear mechanism 11 into the motor housing 12 between the outer peripheral surface of the large diameter portion 13 a and the inner peripheral surface of the extending portion 12 d of the motor housing 12. A seal 62 is provided.

7 is an enlarged view of a portion D of FIG. 1, and FIG. 8 is an enlarged view of a portion E of FIG.

As shown in FIGS. 1 to 3 and 7, the reduction gear mechanism 11 is a cylindrical eccentric shaft 39 that performs eccentric rotational movement, and a medium diameter that is a fourth bearing provided on the outer periphery of the eccentric shaft 39. A ball bearing 47, a plurality of rollers 48 as rolling elements provided on the outer periphery of the medium diameter ball bearing 47, and a holder 41 for allowing movement in the radial direction while holding the rollers 48 in the rolling direction ,have.

The eccentric shaft portion 39 is formed of hardened steel and extends in the axial direction from the outer end edge of the large diameter portion 13 a of the motor output shaft 13. The eccentric shaft 39 has an outer diameter slightly smaller than the outer diameter of the large diameter portion 13a of the motor output shaft 13, and the outer peripheral surface is an annular eccentric cam surface 39a.

In addition, the eccentric shaft portion 39 is supported by the cylindrical portion 9 b via a needle bearing 38. The needle bearing 38 includes a cylindrical retainer 38a press-fitted to the inner peripheral surface of the eccentric shaft 39, and a plurality of needle rollers 38b rotatably held inside the retainer 38a. The needle roller 38b rolls between the inner peripheral surface of the eccentric shaft 39 and the outer peripheral surface of the cylindrical portion 9b, and bears the eccentric shaft 39 on the cylindrical portion 9b.

As shown in FIG. 3, the thickness of the eccentric cam surface 39 a changes in the circumferential direction, and the axial center Y of the outer diameter is slightly eccentric from the axial center X of the motor output shaft 13 in the radial direction. That is, the thickness of the eccentric shaft 39 changes in the circumferential direction and the minimum thickness 39c and the maximum thickness at the position (180 ° position) opposite to the minimum thickness 39c from the radial direction of the rotation axis And a thick portion 39d. Thus, in the eccentric cam surface 39a, the axial center Y of the eccentric shaft 39 is slightly eccentric in the radial direction from the axial center X of the motor output shaft 13. Further, as shown in FIG. 7, the eccentric shaft 39 is formed with an annular groove 39e in which a snap ring 56 described later is fitted on the outer peripheral surface of the tip end on the camshaft 2 side.

The eccentric shaft portion 39 and the needle bearing 38 are disposed at a position overlapping the gear portion 1 b in the radial direction from the rotation axis of the sprocket main body 1 a.

As shown in FIGS. 1, 3 and 7, the medium diameter ball bearing 47 is composed of an inner ring 47a, and a ball 47c interposed between the outer ring 47b and both the

rings

47a and 47b. The medium diameter ball bearing 47 is disposed at a position overlapping the gear portion 1b in the radial direction of the rotation shaft of the sprocket main body 1a.

The inner ring 47a is opposed to the inner peripheral surface 47d with a minute gap C of about 0.1 mm without being press-fitted to the outer peripheral surface of the cam surface 39a of the eccentric shaft portion 39.

Further, the inner ring 47a is in contact with the step edge 39b between the front end edge in the axial direction and the large diameter portion 13a of the motor output shaft 13, while the rear end edge is also shown in FIG. In the axial direction. Therefore, the inner ring 47a is positioned in the axial direction (width direction) by the step edge 39b and the snap ring 56, and the removal from the cam surface 39a is restricted.

On the other hand, the outer ring 47 b is in a free state without being fixed in the axial direction (width direction). That is, in the outer ring 47b, one end face on the side of the electric motor 8 in the width direction does not contact any part, and the other end face is a minute first gap C1 between the outer face and the inner side face of the cage 41 opposed thereto. Is formed and free.

In addition, the outer ring 47b has the outer circumferential surface on which the outer circumferential surface of each roller 48 rollably abuts, and on the outer circumferential side, an annular second gap C2 is formed as shown in FIG. . The entire medium diameter ball bearing 47 is movable in the radial direction according to the eccentric rotation of the eccentric shaft portion 39, that is, the eccentric movement is possible by the second gap C2.

In the medium diameter ball bearing 47, the thickness t in the radial direction of the inner ring 47a is set larger than the thickness in the radial direction of the inner ring of a general ball bearing. Therefore, the inner ring 47a is necessarily formed to have an outer diameter larger than usual. For this reason, the number of balls 47c is larger than the number of balls of a general ball bearing. As a result, the surface pressure against the entire ball 47c is reduced, and the durability can be improved.

As shown in FIGS. 1 and 7, the retainer 41 is bent in a substantially L-shape in cross section from the front end of the outer periphery of the fixed end 9a to a bottomed cylindrical shape projecting in the same direction as the cylindrical portion 9b. Is formed.

The cylindrical distal end portion 41a of the holder 41 extends in the direction of the partition wall 12b of the housing main body 12a via the annular concave housing space S1 formed between the cylindrical end portion 41a and the partition wall 12b. Also, as shown in FIGS. 1 to 3 and 7, substantially rectangular shaped rollers that hold the plurality of rollers 48 so as to be able to roll, respectively, at substantially equally spaced positions in the circumferential direction of the cylindrical tip portion 41 a A plurality of holding holes 41 b are formed at equal intervals in the circumferential direction.

The roller holding holes 41 b are configured to restrict the circumferential movement while allowing the radial movement of the holders 41 of the rollers 48. Further, the total number of roller holding holes 41 b (rollers 48) is one less than the total number of internal teeth 5 a of the internal tooth configuration portion 5.

Each roller 48 is formed of, for example, a steel-based iron-based metal, and is fitted into the internal teeth 5 a of the internal gear component 5 while moving in the radial direction with the eccentric motion of the medium diameter ball bearing 47. Further, each roller 48 can be rocked in the radial direction while being guided in the circumferential direction by the both side edges of the roller holding hole 41 b of the holder 41.

In the state where each roller 48 is accommodated in each roller holding hole 41b and set between the inner teeth 5a and the outer ring 47b, as shown in FIG. 7, the outer surface of the roller 48 and the inner surface of the inner teeth 5a. And a radial clearance C3 (backlash) is formed therebetween. Further, in this state, a cage clearance is formed between the outer surface of the roller 48 and the opposite side surface of the roller holding hole 41b. The radial clearance C3 and the cage clearance are necessary to ensure the operation responsiveness of the rolling initial stage of the roller 48 at the time of the conversion operation of the reduction gear mechanism 11.

The radial clearance C3 is set smaller than the minute clearance C between the cam surface 39a of the eccentric shaft 39 and the inner peripheral surface of the inner ring 47a.

Lubricating oil supplied from the main oil gallery (not shown) to the sliding parts of the internal combustion engine is introduced into the inside of the casing of the reduction gear mechanism 11 through the oil introducing circuit 52. The oil introduction circuit 52 is provided with an introduction passage 53 formed in the cylinder head 01, an introduction hole 54 which is formed in the inner axial direction of the camshaft 2 and whose upstream end communicates with the introduction passage 53, and a fixed end 9a. An oil hole 55 is formed inside and has an upstream end communicating with the introduction hole 54 and a downstream end opened near the needle bearing 38 in the reduction gear mechanism 11.

Further, as shown in FIGS. 3 and 6 to 8, in the eccentric shaft 39, a recess 40 is formed on the outer peripheral surface of the largest thickness portion 39d. Further, in the recess 40, a plate spring 42 which is a biasing member is accommodated and disposed.

Specifically, the recess 40 is formed by cutting the outer peripheral portion of the largest thickness portion 39 d of the eccentric shaft 39 in a rectangular shape along the tangential direction to form a D-cut (crescent) shape in a longitudinal cross section. Further, the bottom surface 40 a of the recess 40 is formed flat.

The recess 40 is formed such that the length W in the width direction thereof is smaller than the width W 1 of the inner ring 47 a of the medium diameter ball bearing 47. Further, the recess 40 is formed on the width center side of the inner ring 47a, that is, in the area inside the both end edges of the inner ring 47a. Furthermore, the recess 40 is disposed at an overlapping position in the radial direction of the rotation shaft of the sprocket main body 1a with respect to the gear portion 1b.

The plate spring 42 is formed by bending an elongated rectangular stainless steel plate into an arc shape (curved shape). The plate spring 42 includes an arc top 42a at a central position in the longitudinal direction, and both ends 42b and 42c extending in the left and right direction around the arc top 42a.

The plate spring 42 is disposed at a position where the plate spring 42 radially overlaps the gear portion 1 b from the position where the recess 40 is formed.

The arc top 42a protrudes outward in an arc shape, and the outer surface is in contact with the inner peripheral surface 47d of the inner ring 47a radially outward with a slight elastic force.

On the other hand, both

end portions

42 b and 42 c are respectively formed to be bent outward along a substantially horizontal direction, and the rectangular

lower surfaces

42 d and 42 e are in contact with the bottom surface 40 a of the recess 40.

That is, in the state where the plate spring 42 is set in the recess 40, the

lower surfaces

42 d and 42 e of the both

end portions

42 b and 42 c are in contact with both end surfaces of the bottom surface 40 a of the recess 40 in a surface contact state. On the other hand, the top portion 42 a is in contact with the inner peripheral surface 47 d of the inner ring 47 a of the medium diameter ball bearing 47. That is, in a state where the plate spring 42 is set in the recess 40, the both

end portions

42b and 42c are in contact with both end surfaces of the recess bottom surface 40a with a slight elastic force. Further, the top portion 42 a is also in contact with the inner peripheral surface 47 d of the inner ring 47 a of the ball bearing 47 with a slight elastic force. Therefore, the spring force of relative reverse acts by the elastic force of these parts, and a spring load is given. By this spring load, the eccentric shaft portion 39 and the inner ring 47a of the ball bearing 47 are elastically integrated.

The leaf spring 42 is formed to have a length L in the longitudinal direction sufficiently smaller than the length of the recess 40, and allows elastic deformation in the free stretch direction in the recess 40. In this elastic deformation, that is, when it is freely expanded and contracted in the length direction, the

lower surfaces

42d and 42e of the both ends 42b and 42c usually center on the top 42a, and the left and right in FIG. It is supposed to slide on.

As shown in FIG. 6, the width W3 of the plate spring 42 is smaller than the width W of the recess 40, and the side edges of the plate spring 42 are also in the width direction of the recess 40 during elastic deformation in the expansion and contraction direction of itself. It is formed so as not to interfere with the opposite inner side surfaces of the

The control unit performs engine control by detecting the current engine operating state based on information signals from various sensors such as a crank angle sensor, an air flow meter, a water temperature sensor, an accelerator opening sensor, etc., which are not shown. The control unit also controls the rotation of the electric motor 8 based on the rotational position signal of the motor output shaft 13 detected by a rotation detection mechanism (not shown). Thus, the relative rotational phase of the camshaft 2 with respect to the sprocket 1 is controlled via the reduction gear mechanism 11.
[Operation of this embodiment]
First, when the engine is started and the crankshaft is rotationally driven, the sprocket 1 is rotated via the chain 16 wound around the gear portion 1b. The rotational force is transmitted to the motor housing 12 via the internal gear 5 to synchronously rotate. On the other hand, the rotational force of the internal gear forming portion 5 is transmitted from the rollers 48 to the camshaft 2 via the cage 41 and the driven member 9. Thereby, each drive cam of the camshaft 2 opens and closes each intake valve through the spring force of the valve spring.

Then, at the time of predetermined engine operation after engine start, the coil 18 of the electric motor 8 is connected to the coil 18 of the electric motor 8 from the control unit via the

terminal pieces

29, 29 and the pigtail harnesses, the power feeding brushes 30a, 30b, the

slip rings

26a, 26b, etc. It is energized. As a result, the motor output shaft 13 is rotationally driven, and the torque reduced in speed is transmitted to the camshaft 2 via the reduction mechanism 11.

That is, as the motor output shaft 13 rotates, the eccentric shaft 39 eccentrically rotates. Then, each roller 48 is guided by the roller holding hole 41b in the radial direction every one rotation of the motor output shaft 13 while passing over one internal tooth 5a of the internal gear forming portion 5 and adjacent to the other internal tooth 5a adjacent thereto. Move while rolling. The rolling contact is made in the circumferential direction while repeating this sequentially. The rotation of the motor output shaft 13 is decelerated by the rolling contact of the rollers 48, and the rotational force is transmitted to the driven member 9 (camshaft 2). Note that the speed reduction ratio at this time can be set arbitrarily according to the number of rollers 48 and the like.

Thereby, the camshaft 2 rotates in the forward and reverse directions with respect to the sprocket 1 to convert the relative rotational phase. Therefore, the open / close timing of each intake valve is controlled to be advanced or retarded. Thus, the engine performance such as fuel efficiency and output of the engine can be improved by converting the opening / closing timing of the intake valve to the advance side or the retard side to the maximum.

Further, as described above, the rotational force from the crankshaft is transmitted to the sprocket 1 through the chain 16 and the gear portion 1b. At this time, tension is generated in the chain 16, and this tension acts as a downward pulling force in FIG. 1 on the gear portion 1b.

When a downward tensile force acts on the gear portion 1 b by the chain 16, a pressing force is exerted from the radially outer side on the roller 48 from the internal teeth 5 a located at a position radially overlapped with the gear portion 1 b. For this reason, especially the radial clearance C3 between the inner surface of the internal tooth 5a and the roller 48 is reduced. As a result, rattling between the inner surface of the internal teeth 5a and the outer surface of the roller 48 is absorbed, and the generation of vibration and noise (later noise) can be suppressed.

Further, the pressing force from the radially outer side against the roller 49 is transmitted from the radially outer side to the eccentric shaft portion 39 from the roller 48 via the medium diameter ball bearing 47. For this reason, the rattling between the eccentric cam surface 39a of the eccentric shaft 39 and the outer surface of the inner ring 47a is absorbed, and the deflection of the eccentric shaft 39 is sufficiently suppressed, and the generation of rattling noise can be suppressed.

Therefore, it is possible to sufficiently suppress the generation of abnormal noise from among the above-described constituent members of the speed reduction mechanism 11.

In particular, in the present embodiment, the gear portion 1b is disposed between the large diameter ball bearing 43 and the small diameter ball bearing 37 in the radial direction of the sprocket body 1a, and a part of the internal teeth 5a and the roller 48 or the medium diameter ball The position is overlapped with the bearing 47 and the needle bearing 38.

Therefore, in addition to the reduction of the radial clearance C3 due to the tension of the chain 16 described above, the internal clearance of the large and small

diameter ball bearings

43 and 37 and the internal clearance of the medium diameter ball bearing 47 can be effectively reduced.

Therefore, the play between each part by reduction of each of these clearances is controlled, and it becomes possible to control generation of unusual noise of the reduction gear mechanism 11 whole effectively. As a result, it is possible to suppress the deterioration of the quality of the valve timing control device.

Further, with the camshaft 2, the flange 2 a (one end) side approaches the gear 1 b by fitting the projection 2 b into the fitting hole 9 d. Therefore, since the tension load of the chain 16 can be received at one end side of the camshaft 2 through the gear portion 1 b, the amount of inclination of the driven member 9 can be suppressed to a small amount. Therefore, the radial clearance C3 between the inner surface of the inner teeth 5a and the outer surface of the roller 48 can be further reduced.

The gear portion 1 b is located between the permanent magnet 14 and the large diameter ball bearing 43 in the direction along the rotation axis of the sprocket body 1 a. Therefore, the tension load applied from the chain 16 to the gear portion 1b acts on the side of the eccentric shaft 39, so that the rotational runout due to the gravity of the permanent magnet 14 is suppressed, and the motor output including the eccentric shaft 39 The deflection of the entire shaft 13 can also be suppressed.

In addition, when the eccentric shaft 39 rotates with the rotation of the motor output shaft 13 of the electric motor 8, the spring force of the plate spring 42 acts on the inner peripheral surface 47d of the inner ring 47a to radially rotate the entire medium diameter ball bearing 47. Press it. As a result, the roller 48 is pushed up in the direction of the arrow shown in FIG. 3 to reduce the radial clearance C3.

By reducing this radial clearance C3, it is also possible to reduce the cage clearance in the rotational direction.

Therefore, in conjunction with the above-described action by the tension of the chain 16, the interference between the outer surface of the roller 48 and the inner surface of the inner teeth 5a is suppressed, and the generation of vibration and rattling noise can be further reduced.

In the present embodiment, the clearances of the components such as the radial clearance C3 are not reduced (narrowed) structurally, but are reduced by the tensile force of the gear portion 1b by the chain 16 or the spring force of the plate spring 42. There is no influence on the operation response of the speed reduction mechanism 11. That is, since the gear portion 1b is rotated in one direction by the chain 16, and the plate spring 42 is rotated in accordance with the forward and reverse rotation of the motor output shaft 13 and the eccentric shaft portion 39, the spring force in the direction of each internal tooth 5a The point of action of is constantly changing. Therefore, although the radial clearance C3 decreases in part, it does not decrease in other parts. For this reason, there is no influence of the operation response of the reduction gear mechanism 11.

Further, since the top portion 42a of the plate spring 42 resiliently abuts on the inner circumferential surface 47d of the inner ring 47a, the corresponding contact is automatically aligned with the recess 40 and the portion of the longest distance of the inner ring 47a.

Furthermore, the plate spring 42 elastically deforms in the direction of expansion and contraction freely in the recess 40 during elastic deformation, and the

lower surfaces

42d and 42e of the both

end portions

42b and 42c slide freely along the flat surface of the bottom surface 40a. Thus, a stable spring load can be obtained.

The recess 40 and the plate spring 42 are formed such that the widths W and W3 of the eccentric shaft 39 in the rotational direction are smaller than the width W4 of the inner ring 47a of the medium-diameter ball bearing 47. For this reason, since the formation space of the recessed part 40 of the rotating shaft direction with respect to the cam surface 39a of the eccentric shaft part 39 can be made small, the length of the rotating shaft direction can be shortened as much as possible. As a result, the degree of freedom in layout is improved, and the apparatus can be made compact.

Further, when the

lower surfaces

42d and 42e of the both

end portions

42b and 42c of the plate spring 42 abut on the flat bottom surface 40a of the recess 40, the inclination at the time of elastic deformation of the plate spring 42 is suppressed and generation of backlash variation occurs. Can be suppressed.

Further, the present invention is not limited to the application to a reduction gear mechanism having a roller, and can be applied to any device as long as the eccentric shaft portion and the inner ring are configured to be relatively rotatable. For example, the invention can also be applied to a planetary gear reducer having a planetary gear capable of planetary motion while meshing with the internal teeth of the internal gear component by rotating the eccentric shaft. In this case, a planetary gear is disposed on the outer periphery of the eccentric shaft portion, and a bearing having an inner ring and an outer ring is disposed between the outer periphery of the eccentric shaft portion and the inner periphery of the planetary gear.

Moreover, it is also possible to apply to the timing pulley etc. by belt transmission other than a timing sprocket as a drive rotary body.

As a valve timing control device for an internal combustion engine based on the embodiment described above, for example, one of the aspects described below can be considered.

According to one aspect of the present invention, there is provided a drive rotating body to which a rotational force from a crankshaft is transmitted, a driven rotating body fixed to the camshaft, and the drive rotating body and the driven rotating body. A first bearing for bearing the drive rotor, an electric motor disposed on the drive rotor, and changing the relative rotational position of the driven rotor relative to the drive rotor by the rotational force of a motor output shaft, and the drive rotor A reduction mechanism for reducing the rotational speed of the motor output shaft and transmitting it to the driven rotor, and integrally on the outer periphery of the drive rotor, the rotation of the drive rotor And a gear portion offset from the first bearing in the axial direction toward the meshing portion of the speed reduction mechanism.

More preferably, a second bearing disposed between the motor output shaft and the driven rotor and bearing the motor output shaft is provided, and the gear portion has a direction along the rotational axis of the drive rotor. Are disposed between the first bearing and the second bearing.

According to the present invention, since the position of the gear portion is between the first bearing and the second bearing, the gear portion is supported in a double support state. Therefore, it is possible to suppress radial runout, play and the like of the drive rotating body.

More preferably, the gear portion is disposed between the center in the width direction of the first bearing and the center in the width direction of the second bearing in the direction along the rotation axis direction of the drive rotating body.

More preferably, the gear portion is disposed so as to overlap with the meshing portion of the speed reduction mechanism in the radial direction of the rotation shaft of the drive rotating body.

According to the present invention, since the gear portion is disposed at a position overlapping the meshing portion, rattling of the meshing portion can be suppressed.

More preferably, a third bearing is disposed between the motor output shaft and the driven rotor, and on a side portion of the second bearing on the camshaft side in a direction along the rotational axis of the drive rotor. The gear portion, the meshing portion and the third bearing are disposed in a state where they overlap in the radial direction of the rotation shaft of the drive rotating body.

According to the aspect of the present invention, since the three members are disposed in the radially overlapped state, the clearance and the third in the meshing portion are generated by the tension of the endless chain, for example, wound around the gear portion. Both bearing clearances can be reduced.

More preferably, the speed reducing mechanism includes an eccentric shaft portion disposed at an end of the motor output shaft in the rotational axis direction, a fourth bearing disposed on an outer periphery of the eccentric shaft portion, and the meshing portion. A plurality of rolling elements disposed between the teeth and the outer ring of the fourth bearing, and the driven rotating body, the plurality of rolling elements being partitioned, and the driving rotation of the plurality of rolling elements And a holding member for allowing radial movement of the rotational axis of the body,
The gear portion, the internal teeth, the third bearing, and the fourth bearing are disposed in a state where they overlap in a radial direction of a rotation shaft of the drive rotating body.

According to the aspect of the present invention, since the gear portion, the internal teeth, and the third and fourth bearings are radially overlapped, the internal clearances of the four members are reduced together. it can. As a result, rattling is suppressed and noise can be reduced.

More preferably, the speed reduction mechanism has a gap between the eccentric shaft portion and the fourth bearing, and is disposed in this gap to generate a biasing force in the radial direction from the rotation axis of the drive rotating body. It has a biasing member, and the gear portion and the biasing member are disposed so as to overlap in the radial direction of the rotational axis of the drive rotating body.

According to the aspect of the present invention, since the biasing force of the biasing member acts in the direction of the meshing portion against the biasing force transmitted from the gear portion to the meshing portion, the gap can be reduced. By this, it is possible to more effectively reduce the generation of noise due to backlash.

More preferably, the third bearing is a needle bearing.

Therefore, while the needle bearing can receive a large load from the gear portion (chain tension), the biasing force transmitted from the gear portion can reduce the clearance in the needle bearing.

More preferably, the driven rotating body has a fitting hole into which one end of the camshaft in the rotation axis direction is fitted, and the fitting hole is the first one in the radial direction of the rotation axis of the drive rotating body. It has a bottom surface on which one end of the camshaft abuts at a position overlapping the bearing.

Therefore, since one end of the camshaft is inserted into the inside of the driven rotor via the fitting hole, one end of the camshaft can be brought close to the gear portion. As a result, it is possible to suppress the amount of inclination due to the driven rotating body receiving a load by the tension of the chain. Therefore, the clearance between the meshing portion and the roller can be further reduced.

In another preferable aspect, a drive rotating body having a gear portion on the outer periphery to which a rotational force from a crankshaft is transmitted, a driven rotating body fixed to the camshaft, and the drive rotating body and the driven rotating body The first bearing for bearing the drive rotor, and the electric motor for changing the relative rotational position of the driven rotor relative to the drive rotor by the rotational force of the motor output shaft. A motor, and a reduction mechanism having an engagement portion on the inner periphery of the drive rotating body, and decelerating the rotational speed of the motor output shaft and transmitting it to the driven rotating body;
The engagement portion of the speed reduction mechanism is inclined about the first bearing by a cord-like tension wound around the gear portion so that the clearance between the engagement portion and the roller provided in the engagement portion is reduced. Is configured.

More preferably, the electric motor has a stator coil fixed to the outside, and a permanent magnet fixed to the outer periphery of the motor output shaft, and the second motor is interposed between the motor output shaft and the driven rotor. A bearing is provided, and the gear portion is provided between the permanent magnet and the first bearing in a direction along the rotation axis of the drive rotating body.

Therefore, the unique arrangement configuration can suppress the runout of the motor output shaft due to the permanent magnet.

DESCRIPTION OF SYMBOLS 1 ... Timing sprocket (drive rotary body) 1a ... Sprocket main body 1b ... Gear part, 2 ... Camshaft, 4 ... Phase change mechanism, 5 ... Internal tooth structure part, 5a ... Internal tooth (meshing part), 8 ... Electricity Motor 9, driven member (followed rotating body), 11: reduction mechanism, 12: motor housing, 13: motor output shaft, 16: timing chain, 37: small diameter ball bearing (second bearing), 38: needle bearing (second 3 Bearings) 39 Eccentric shaft 39a Cam surface 40 Concave 40a Bottom surface 41 Retainer (holding member) 42 Plate spring (biasing member) 42a Arc top (central portion) , 42b, 42c: both ends, 43: large diameter ball bearing (first bearing), 47: medium diameter ball bearing (fourth bearing), 47a: inner ring, 47b: outer ring, 47c: ball, 48: roller Rolling elements)

Claims

A driving rotating body to which a rotational force from a crankshaft is transmitted,
A driven rotor fixed to the camshaft;
A first bearing, disposed between the drive rotor and the driven rotor, for bearing the drive rotor;
An electric motor disposed on the drive rotating body and changing a relative rotational position of the driven rotating body with respect to the drive rotating body by rotational force of a motor output shaft;
A decelerating mechanism having a meshing portion on the inner periphery of the drive rotor, and decelerating the rotational speed of the motor output shaft and transmitting it to the driven rotor;
A gear portion that is integrally formed on the outer periphery of the drive rotating body, and is disposed offset to the meshing portion side of the speed reduction mechanism than the first bearing in the rotational axis direction of the drive rotating body;
And a valve timing control device for an internal combustion engine.
In the valve timing control device for an internal combustion engine according to claim 1,
A second bearing disposed between the motor output shaft and the driven rotor and bearing the motor output shaft;
The valve timing control device for an internal combustion engine, wherein the gear portion is disposed between the first bearing and the second bearing in a direction along a rotation axis direction of the drive rotating body.
In the valve timing control device for an internal combustion engine according to claim 2,
The internal combustion engine is characterized in that the gear portion is disposed between the center in the width direction of the first bearing and the center in the width direction of the second bearing in the direction along the rotational axis direction of the drive rotating body. Engine valve timing control device.
In the valve timing control device for an internal combustion engine according to claim 2,
A valve timing control device for an internal combustion engine, wherein the gear portion is disposed so as to overlap with the meshing portion of the speed reduction mechanism in the radial direction of the rotation shaft of the drive rotating body.
In the valve timing control device for an internal combustion engine according to claim 4,
A third bearing is disposed between the motor output shaft and the driven rotor, and on a side of the second bearing on the camshaft side in a direction along the rotational axis of the drive rotor.
A valve timing control device for an internal combustion engine, wherein the gear portion, the meshing portion and the third bearing are disposed in an overlapping state in a radial direction of a rotation shaft of the drive rotating body.
In the valve timing control device for an internal combustion engine according to claim 5,
The reduction mechanism is
An eccentric shaft disposed at an end of the motor output shaft in the rotational axis direction;
A fourth bearing disposed on the outer periphery of the eccentric shaft;
A plurality of rolling elements disposed between the internal teeth as the meshing portion and the outer ring of the fourth bearing;
A holding member provided on the driven rotor, partitioning the plurality of rolling elements, and allowing the radial movement of the rotation shaft of the drive rotor of the plurality of rolling elements;
Have
A valve timing control device for an internal combustion engine, wherein the gear portion, the internal teeth, the third bearing, and the fourth bearing are disposed in an overlapping state in a radial direction of a rotation shaft of the drive rotating body.
In the valve timing control device for an internal combustion engine according to claim 6,
The speed reduction mechanism has a gap between the eccentric shaft portion and the fourth bearing, and has an urging member disposed in this gap to generate a biasing force in the radial direction from the rotation axis of the drive rotating body. And
The valve timing control device for an internal combustion engine, wherein the gear portion and the biasing member are disposed so as to overlap in the radial direction of the rotation axis of the drive rotating body.
In the valve timing control device for an internal combustion engine according to claim 4,
The valve timing control device for an internal combustion engine, wherein the third bearing is a needle bearing.
In the valve timing control device for an internal combustion engine according to claim 1,
The driven rotor has a fitting hole into which one end of the camshaft in the rotational axis direction is fitted.
The valve timing control of an internal combustion engine, wherein the fitting hole has a bottom surface which one end portion of the camshaft abuts at a position overlapping with the first bearing in a radial direction of a rotational shaft of the drive rotating body. apparatus.
A driving rotating body having a gear portion on the outer periphery to which a rotational force from a crankshaft is transmitted;
A driven rotor fixed to the camshaft;
A first bearing, disposed between the drive rotor and the driven rotor, for bearing the drive rotor;
An electric motor disposed on the drive rotating body and changing a relative rotational position of the driven rotating body with respect to the drive rotating body by rotational force of a motor output shaft;
A decelerating mechanism having a meshing portion on the inner periphery of the drive rotor, and decelerating the rotational speed of the motor output shaft and transmitting it to the driven rotor;
Equipped with
The engagement portion of the speed reduction mechanism is inclined about the first bearing by a cord-like tension wound around the gear portion so that the clearance between the engagement portion and the roller provided in the engagement portion is reduced. A valve timing control device for an internal combustion engine, comprising:
The valve timing control device for an internal combustion engine according to claim 10,
The electric motor has a stator coil fixed to the outside, and a permanent magnet fixed to the outer periphery of the motor output shaft,
A second bearing between the motor output shaft and the driven rotor;
A valve timing control device for an internal combustion engine, wherein the gear portion is provided between the permanent magnet and a first bearing in a direction along a rotation axis of the drive rotating body.