JP4378774B2 - Valve timing adjustment device - Google Patents

Description

  The present invention relates to a valve timing adjusting device for an internal combustion engine that adjusts the opening / closing timing (hereinafter referred to as valve timing) of at least one of an intake valve and an exhaust valve whose camshaft opens and closes by torque transmission from a crankshaft.

  Conventionally, there has been known a valve timing adjusting device that adjusts valve timing by changing a relative rotational phase between a rotating body that rotates in conjunction with a crankshaft and a rotating body that rotates in conjunction with a camshaft. Yes. For example, Patent Document 1 discloses a valve timing adjusting device that controls a link operation of a link mechanism by a control system including an electric motor to generate a relative rotational phase change between two rotating bodies. In this valve timing adjusting device, it is possible to reduce the influence of torque fluctuation received from the camshaft side on the link operation control.

  Now, in the valve timing adjusting device disclosed in Patent Document 1, a link mechanism is housed inside the interlocking rotating body with the crankshaft, and the links constituting the link mechanism are brought into close contact with the interlocking rotating body with the crankshaft. ing. Thereby, the position shift of the structural link of a link mechanism is controlled, and the malfunction of a link mechanism is prevented.

JP 2005-98142 A

However, when the structural link of the link mechanism is brought into close contact with the interlocking rotating body with the crankshaft as disclosed in Patent Document 1, wear occurs due to relative sliding between the close contact elements.
Therefore, in order to suppress wear, a method of supplying a lubricating fluid to the inside of the rotating body coupled with the crankshaft can be considered. However, at low temperatures and the like, the lubricating fluid becomes highly viscous and tends to stay between the intimate elements, so that the sliding resistance between the intimate elements increases. Further, when foreign matter such as wear powder stays in close contact with the lubricating fluid having increased viscosity, the increase in sliding resistance becomes significant. When such a large sliding resistance is generated, it is not desirable because it may cause a malfunction of the link mechanism.
The present invention has been made in view of the above-described problems, and an object of the present invention is to provide a valve timing adjusting device that prevents malfunction.

  In the inventions according to claims 1 to 12, between the first rotating body that rotates in conjunction with one of the crankshaft and the camshaft and the second rotating body that rotates in conjunction with the other of the crankshaft and the camshaft. The relative rotational phase of the shaft is changed by the link operation of the link mechanism. Therefore, the valve timing can be adjusted by controlling the link operation.

  In the first aspect of the present invention, the discharge hole for discharging the lubricating fluid supplied to the inside of the first rotating body to the outside of the first rotating body is provided on the inner wall surface of the first rotating body. Open in the part where the sliding contact. Therefore, the lubricating fluid that has entered between the first rotating body and the sliding contact link is guided to the vicinity of the opening of the discharge hole by the relative sliding of the sliding contact link and the first rotating body, and the inside of the discharge hole. Will flow into. This makes it difficult for the lubricating fluid to stay between the first rotating body and the sliding contact link. Therefore, even if the lubricating fluid has a high viscosity at a low temperature or the like, the lubricating fluid does not stay between the first rotating body and the sliding contact link. It is possible to suppress an increase in sliding resistance. In addition, since the discharge hole is opened in the sliding contact portion between the first rotating body and the sliding contact link where the wear powder is likely to be generated, such abrasion powder is contained between the first rotating body and the sliding contact link together with the lubricating fluid. It will be removed. This also can suppress an increase in sliding resistance generated between the first rotating body and the sliding contact link. As mentioned above, according to invention of Claim 1, since the increase in sliding resistance is suppressed, the malfunctioning of a link mechanism can be prevented.

Usually, since the lubricating fluid is at a low temperature when the internal combustion engine is started, there is a high probability that the viscosity is increased.
In the invention according to claim 2, since the discharge hole is opened in the inner wall surface of the first rotating body where the sliding contact link comes into sliding contact when the internal combustion engine is started, it is assumed that the lubricating fluid has become highly viscous when the engine is started. In addition, an increase in sliding resistance between the first rotating body and the sliding contact link can be reliably suppressed.

  In the third aspect of the present invention, the first surface of the slidable contact link projecting outward from the second rotator whose rotational diametrical direction and rotational shaft direction substantially coincide with the first rotator is in slidable contact. In the inner wall surface of the one rotating body, a discharge hole is opened at a sliding contact portion at an outer end portion in the rotational radial direction of the sliding contact link. As a result, the lubricating fluid that has entered between the first rotating body and the sliding link moves outward in the rotational radial direction due to the centrifugal force acting on the rotating first rotating body. It becomes easy to reach the discharge hole in the portion where the end portion is in sliding contact. Thus, by using the centrifugal force inevitably generated in the first rotating body, the discharge efficiency of the lubricating fluid can be increased.

In the invention according to claim 4, since the plurality of discharge holes are provided in the rotation circumferential direction of the first and second rotating bodies, the inner wall surface of the first rotating body is slidably contacted while suppressing a decrease in strength of the first rotating body. The lubricating fluid can be discharged at a plurality of sliding contact positions with the outer radial end of the link.
In the invention according to claim 5, since the discharge hole is formed in a shape extending in the rotation circumferential direction of the first and second rotating bodies, the inner wall surface of the first rotating body and the radially outer end of the sliding link. It is possible to obtain the lubricating fluid discharging action without depending on the sliding contact position with the part.

In the inventions according to claims 6 and 7, the stopper surface of the first rotating body is a side surface (hereinafter referred to as a link end portion) of the rotation radial direction outer end portion of the sliding contact link in the rotation circumferential direction of the first and second rotating bodies. The relative rotational phase change between the first and second rotating bodies is allowed by separating from the side surface). Moreover, this stopper surface regulates the relative rotational phase change between the first and second rotating bodies by locking the side surface of the link end. According to such a configuration in which the stopper surface is provided, foreign matter such as wear powder easily stays between the stopper surface and the side surface of the link end in the rotational circumferential direction of the first and second rotating bodies. However, in the invention according to claim 6, for example, lever close to the discharge hole is provided in the link ends side of the stop surface, the foreign matter between the stopper surface and the link ends side, sliding As a result of the rotation of the contact link toward the stopper surface, it is collected near the opening of the discharge hole and pushed out into the discharge hole. Therefore, foreign matter is unlikely to stay between the stopper surface and the side surface of the link end, so that the foreign matter is caught between these surfaces and the relative rotational phase between the first and second rotating bodies is controlled as desired. It is possible to prevent a situation that is out of phase.

  In the invention according to claim 8, in the link mechanism, the linked link is linked to the sliding contact link by the turning pair, and the shaft body for realizing the turning pair is inserted into the even element of the sliding contact link. According to such a configuration, wear powder due to rotational sliding is likely to be generated between the pair of elements of the sliding contact link and the shaft body, and such wear powder is generated by the link operation and the first rotating body. There is a tendency to enter easily. However, in the invention according to the eighth aspect, the discharge hole opens in the inner wall surface portion of the first rotating body in which the even-numbered element of the slidable contact link through which the shaft body is fitted is slidably contacted. The wear powder generated in the is easily led out to the discharge hole along with the link operation. Therefore, it is possible not only to suppress the increase in sliding resistance due to the movement of wear powder between the pair of even elements and the shaft body but also between the sliding contact link and the first rotating body, Since the rotation becomes smooth, the effect of preventing malfunction of the link mechanism is enhanced.

According to the ninth aspect of the present invention, the discharge hole is provided at a position where the boundary between the pair of elements of the sliding contact link and the shaft body is exposed to the inside of the hole. Become.
In the inventions according to claims 8 and 9, the shaft body may be provided separately from the link link, for example, and may be fitted to the link link so as to be relatively rotatable, or is fixed to the link link. Or may be formed integrally with the link.

In a tenth aspect of the present invention, a supply flow path through which the supply lubricating fluid to the inside of the first rotator is circulated is provided in a penetrating portion that penetrates the first rotator inward and outward in the second rotator. According to such a configuration, for example, the lubricating fluid for the internal combustion engine is guided to the supply passage through the crankshaft or the camshaft interlocked with the second rotating body, so that a part of the lubricating fluid supply path is valve timing. It can be shared by the adjusting device and the internal combustion engine. Such sharing is desirable because it leads to cost reduction.

In the eleventh aspect of the invention, since the discharge hole opens in the outer wall surface portion facing the winding portion around which the rotation transmitting member is wound between the first rotating body and the rotating body interlocking with the first rotating body, the lubricating fluid Is discharged from the discharge hole toward the winding portion. As a result, the discharged fluid is quickly removed from between the discharge hole and the winding portion as the winding portion and the rotation transmission member rotate, so that there is no lubricating fluid near the outlet side opening of the discharge hole. Becomes difficult to stay. Therefore, it is possible to sequentially discharge the lubricating fluid inside the first rotating body without staying inside the discharge hole. Further, the contact portion between the winding portion and the rotation transmitting member can be lubricated by the lubricating fluid discharged toward the winding portion.
For example, a timing chain or a timing belt is used as the rotation transmission member.

According to the twelfth aspect of the present invention, since the control torque for controlling the link operation of the link mechanism is generated by the electric motor, it is possible to adjust the control torque and hence the valve timing with high accuracy.
When the sliding resistance acting between the first rotating body and the sliding link increases due to the increase in the viscosity of the lubricating fluid, the link mechanism can be quickly operated by the control torque generated by the control unit. There is a need to increase the control torque. However, in the invention described in claims 1 to 11, since an increase in sliding resistance between the first rotating body and the sliding contact link can be suppressed, the control torque is applied by the electric motor as in the invention described in claim 12. Even if it is generated, the torque generated by the electric motor can be kept small. Therefore, it is possible to use a power saving and small electric motor.
In addition to the electric motor, known torque generating means such as a hydraulic motor or an electromagnetic brake device can be used as the control torque generating means.

Hereinafter, a plurality of embodiments of the present invention will be described with reference to the drawings.
(First embodiment)
FIG. 2 shows a valve timing adjusting apparatus 1 according to the first embodiment of the present invention. The valve timing adjusting device 1 is provided in a transmission system that transmits engine torque from the crankshaft of the internal combustion engine to the camshaft 2. The valve timing adjusting device 1 adjusts the valve timing for the intake valve of the internal combustion engine by changing the relative rotational phase between the crankshaft and the camshaft 2.
The valve timing adjusting device 1 includes a sprocket 11, an output shaft 16, an electric motor 30, a planetary gear mechanism 40, and a link mechanism 50.

  The sprocket 11 has a hollow shape as a whole and accommodates the planetary gear mechanism 40, the link mechanism 50, and the like. The sprocket 11 includes an input cylinder part 13, a shaft part 12 having a smaller diameter than the input cylinder part 13, a connection part 14 that connects the input cylinder part 13 and the shaft part 12 in a stepped manner, The cover portion 15 is fixed to the side opposite to the connection portion 14. An input winding portion 18 having a plurality of teeth 17 is provided on the outer peripheral wall of the input cylinder portion 13, and an annular shape is formed between the plurality of teeth 17 of the input winding portion 18 and the plurality of teeth of the crankshaft. The timing chain 19 is wound. As a result, when the engine torque output from the crankshaft is input to the input winding portion 18 through the timing chain 19, the sprocket 11 rotates in the clockwise direction in FIG. 3 while maintaining a relative rotational phase with the crankshaft. Rotate around axis O.

As shown in FIG. 2, the shaft portion 12 is coaxially fitted to the outer peripheral side of the output shaft 16. A synchronous winding portion 21 having a plurality of teeth 20 is provided on the outer peripheral portion of the shaft portion 12. The plurality of teeth 20 of the synchronous winding portion 21 and the sprocket of the valve timing adjusting device for the exhaust valve are provided. An annular timing chain 22 is wound around the teeth. As a result, the sprocket 11 and the sprocket of the exhaust valve valve timing adjustment device rotate in conjunction with each other, and synchronization is established between the intake valve valve timing adjustment device 1 and the exhaust valve valve timing adjustment device. .
The connecting portion 14 is formed in a flat plate shape perpendicular to the rotation axis O. The cover part 15 is formed in a bottomed cylindrical shape, and is fitted and fixed to the input cylinder part 13 by a peripheral wall in a form in which the bottom wall is perpendicular to the rotation axis O.

The output shaft 16 is coaxially fixed to the cam shaft 2 and penetrates the shaft portion 12 of the sprocket 11 in and out. As a result, the output shaft 16 can rotate around the rotation axis O while maintaining a relative rotational phase with respect to the cam shaft 2, and can rotate relative to the sprocket 11. In the following description, the relative rotational direction in which the output shaft 16 advances with respect to the sprocket 11 shown in FIG. 3 is referred to as the advanced angle direction X, and the relative rotational direction in which the output shaft 16 retards with respect to the sprocket 11 The retarding direction Y is called.
The sprocket 11 corresponds to the first rotating body that rotates in conjunction with the crankshaft, the output shaft 16 corresponds to the second rotating body that rotates in conjunction with the camshaft 2, and the shaft portion of the output shaft 16. A portion passing through 12 corresponds to a penetrating portion of the second rotating body.

2 and 4, the electric motor 30 includes a housing 31, a bearing 32, a motor shaft 33, a stator 34, a control circuit (not shown), and the like.
The housing 31 is fixed to the internal combustion engine via a stay 35. Two housings 32 and a stator 34 are accommodated and fixed in the housing 31. The motor shaft 33 is disposed coaxially with the sprocket 11 and the output shaft 16, and is supported by each bearing 32 at two locations in the direction of the rotation axis. The motor shaft 33 is connected and fixed to the input shaft 42 of the planetary gear mechanism 40 via a shaft coupling 36 and is rotatable around the rotation axis O together with the input shaft 42. The motor shaft 33 has a flat-plate-like rotor portion 33b that protrudes outward in the rotational radial direction from the shaft main body 33a. A plurality of permanent magnets 37 are embedded in the rotor portion 33b so as to be arranged at equal intervals in the rotation circumferential direction around the rotation axis O.

  The stator 34 is coaxially arranged on the outer peripheral side of the motor shaft 33 and has a core 38 and a coil 39. The core 38 is formed by laminating a plurality of iron pieces, and a plurality of cores 38 are provided around the rotation axis O so as to be arranged at equal intervals. Each core 38 is wound with a coil 39 connected to a control circuit. The control circuit switches and controls the energization state of each coil 39 so that the rotating magnetic field acting on each permanent magnet 37 is formed by exciting the coils 39 in a predetermined order. Therefore, when energization of each coil 39 is controlled to be switched, control torques in directions X and Y corresponding to the direction of the rotating magnetic field are applied to the motor shaft 33. The control circuit may be accommodated inside the housing 31 or may be disposed outside the housing 31.

As shown in FIGS. 2 and 5, the planetary gear mechanism 40 is configured by combining a sun gear 41, an input shaft 42, a planetary gear 43, a bearing 44, and a reduction rotating body 45.
The sun gear 41 is composed of an internal gear whose tooth tip curved surface is on the inner peripheral side of the root curved surface, and is coaxially fixed to the inner peripheral wall of the input cylinder portion 13. As a result, the sun gear 41 can rotate around the rotation axis O together with the sprocket 11. The outer peripheral wall surface of the input shaft 42 connected and fixed to the motor shaft 33 of the electric motor 30 is eccentric with respect to the rotation axis O.

  The planetary gear 43 is composed of an external gear having a tooth tip curved surface on the outer peripheral side of the tooth bottom curved surface, and is adjacent to the cover portion 15 of the sprocket 11 in the rotation axis direction. The planetary gear 43 has a radius of curvature of the addendum curved surface that is smaller than that of the bottom surface of the sun gear 41, and the number of teeth of the planetary gear 43 is one less than the number of teeth of the sun gear 41. Thereby, the planetary gear 43 meshes with the inner peripheral side of the sun gear 41 so as to be capable of planetary movement. An input shaft 42 is fitted through a bearing 44 in the center hole of the planetary gear 43 in which the rotation axis P is eccentric with respect to the rotation axis O. As a result, the input shaft 42 and the motor shaft 33 can rotate relative to the sprocket 11.

  The reduction rotating body 45 is formed in a flat plate shape perpendicular to the rotation axis O, and is adjacent to the opposite side of the planetary gear 43 from the cover portion 15 in the rotation axis direction. Cylindrical hole-shaped engagement holes 46 are provided at a plurality of locations on the speed reduction rotating body 45. Each engagement hole 46 is provided at equal intervals around the rotation axis O of the speed reduction rotator 45 and penetrates the speed reduction rotator 45 in the direction of the rotation axis. Cylindrical engagement protrusions 47 are provided at a plurality of locations on the planetary gear 43 facing the engagement hole portions 46. The engagement protrusions 47 are provided at equal intervals around the rotation axis P of the planetary gear 43 and protrude into the engagement hole portions 46 facing each other. The reduction rotator 45 can be rotated around the rotation axis O by being fixed to a guide rotator 54 described later, and can be rotated relative to the sprocket 11.

  As a speed reduction operation of the planetary gear mechanism 40, when the motor shaft 33 does not rotate relative to the sprocket 11, the planetary gear 43 maintains the meshing position with the sun gear 41 as the sprocket 11 rotates, and the sprocket 11 and It rotates with the input shaft 42. Then, since the engagement protrusion 47 presses the engagement hole 46 toward the rotation side, the reduction rotating body 45 rotates around the rotation axis O in the clockwise direction in FIG. 5 while maintaining the relative rotation phase with respect to the sprocket 11. On the other hand, when the motor shaft 33 rotates relative to the sprocket 11 in the retarding direction Y due to an increase in control torque or the like, the planetary gear 43 rotates relative to the input shaft 42 in the clockwise direction in FIG. Then, since the force with which the engagement protrusion 47 presses the engagement hole 46 toward the rotation side increases, the reduction rotating body 45 rotates relative to the sprocket 11 in the advance angle direction X. On the other hand, when the motor shaft 33 rotates relative to the sprocket 11 in the advance direction X due to an increase in control torque or the like, the planetary gear 43 rotates relative to the input shaft 42 counterclockwise in FIG. To do. Then, the engaging protrusion 47 presses the engaging hole 46 in the counter-rotation side, so that the reduction rotating body 45 rotates relative to the sprocket 11 in the retarding direction Y.

As shown in FIGS. 2, 3, and 6, the link mechanism 50 includes links 51 to 53, a guide rotating body 54, a movable shaft body 55, and the like. In FIGS. 3 and 6, hatching representing a cross section is omitted.
The two first links 51 are provided in a form protruding in opposite directions from two locations sandwiching the rotation axis O of the output shaft 16. Each first link 51 is formed in a flat plate shape perpendicular to the rotation axis O. Two of the second links 52 are provided in a form of being connected to each other at two locations sandwiching the rotation axis O in the connecting portion 14 of the sprocket 11 by a pair. Each second link 52 is formed in a flat plate shape perpendicular to the rotation axis O. Two third links 53 are provided in a form in which the corresponding one of the two first links 51 and the corresponding one of the two second links 52 are connected by a turning pair. Each third link 53 is formed in a flat plate shape perpendicular to the rotation axis O. As described above, in the rotation axis direction of the sprocket 11, the connecting portion 14 and the first and second links 51 and 52 are adjacent to each other, and the first and second links 51 and 52 and the third link 53 are adjacent to each other. is doing.

  The guide rotator 54 is formed in a flat plate shape perpendicular to the rotation axis O, and is coaxially fitted to the outer peripheral side of the output shaft 16. The guide rotator 54 is fitted and fixed to the opposite side of the planetary gear 43 of the reduction rotator 45 in a form of being sandwiched between the third link 53 and the reduction rotator 45 in the direction of the rotation axis. Therefore, the guide rotator 54 can rotate around the rotation axis O together with the reduction rotator 45, and can rotate relative to the sprocket 11 together with the reduction rotator 45. Guide passages 56 that penetrate the guide rotator 54 in the axial direction are provided at two locations across the rotation axis O of the guide rotator 54. Each guide passage 56 is 180 ° rotationally symmetric with respect to the rotational axis O as a symmetrical axis, and more specifically, is inclined with respect to the axis of the rotational radial direction of the guide rotator 54 and extends linearly and in the extending direction. In the shape of a long hole, the radial distance from the rotation axis O changes.

  Two columnar movable shaft bodies 55 are provided, and are sandwiched between the connecting portion 14 of the sprocket 11 and the reduction rotating body 45 in a form that is eccentric with respect to the rotation axis O, respectively. One end portion in the axial direction of each movable shaft body 55 is connected to the guide rotation body 54 by being fitted into the corresponding guide passage 56 and connected to the guide rotation body 54 by a pair. Further, the other axial end portion side of each movable shaft body 55 is connected to the corresponding second and third links 52 and 53 by a pair.

  As a link operation of such a link mechanism 50, when the speed reduction rotating body 45 does not rotate relative to the sprocket 11, the movable shaft body 55 does not slide relative to the guide passage 56 and rotates together with the guide rotating body 54. . At this time, since the relative positional relationship between the pair of elements of the second and third links 52 and 53 forming the turning pair and the rotation axis O does not change, the first link 51 and the output shaft 16 rotate relative to the sprocket 11. do not do. On the other hand, when the speed reduction rotating body 45 rotates relative to the sprocket 11 in the advance angle direction X, the movable shaft body 55 slides relative to the guide passage 56 in the direction away from the rotation axis O. At this time, since the elements of the second and third links 52 and 53 are displaced in the direction away from the rotation axis O, the first link 51 and the output shaft 16 rotate relative to the sprocket 11 in the retarding direction Y. . On the other hand, when the reduction rotating body 45 rotates relative to the sprocket 11 in the retarding direction Y, the movable shaft body 55 slides relative to the guide passage 56 in the approaching direction to the rotation axis O. At this time, since the elements of the second and third links 52 and 53 are displaced in the approaching direction to the rotation axis O, the first link 51 and the output shaft 16 rotate relative to the sprocket 11 in the advance angle direction X. .

Next, features of the sprocket 11 and the output shaft 16 according to the first embodiment will be described.
As shown in FIGS. 1 and 3, the sprocket 11 and the output shaft 16 are provided with supply passages 60 to 64 for supplying lubricating oil for an internal combustion engine, which is a lubricating fluid, into the sprocket 11. Specifically, the supply flow path 60 is formed in an annular shape that continuously extends in the rotational circumferential direction of the sprocket 11, opens to the inner wall surface 70 of the connection portion 14 of the sprocket 11, and communicates with the inside of the sprocket 11. Yes. A supply channel 61 that extends the shaft portion 12 of the sprocket 11 in the direction of the rotation axis communicates with the supply channel 60 at one end portion in the extending direction, and the inner periphery of the shaft portion 12 that fits with the output shaft 16. Open to the surface. The supply flow path 62 opened on the outer peripheral surface of the output shaft 16 fitted with the shaft portion 12 is formed in an annular shape extending continuously in the rotation circumferential direction of the output shaft 16, and is connected to the supply flow path 61 of the sprocket 11. Communication is always possible. The supply flow path 63 that penetrates the output shaft 16 in the direction of the rotation axis communicates with the introduction flow path 6 through which the lubricating oil is introduced in the cam shaft 2 fixed to the output shaft 16. A supply flow path 64 that penetrates the output shaft 16 in the radial direction communicates between the supply flow paths 62 and 63.

The connecting portion 14 of the sprocket 11 forms a retard side stopper 71 and an advance side stopper 72 by a portion protruding in an island shape from an inner wall surface 70 perpendicular to the rotation axis O. Here, the stopper surface 73 facing the advance angle direction X in the retard angle side stopper 71 is a side surface 75 facing the retard angle direction Y at the rotation radial direction outer end 74 of the first link 51 protruding from the output shaft 16. On the other hand, it is provided so that it can contact. In addition, the stopper surface 76 that faces the retarding direction Y in the advance side stopper 72 is provided so as to be able to contact the side surface 77 that faces the advance direction X at the outer end 74 of the first link 51. Therefore, when the outer end side surfaces 75 and 77 of the first link 51 are separated from the stopper surfaces 73 and 76 of the stoppers 71 and 72 in the rotational circumferential direction of the sprocket 11 and the output shaft 16, as shown in FIG. A relative rotational phase change with respect to the output shaft 16 is allowed. On the other hand, when the outer end side surface 75 of the first link 51 is brought into contact with the stopper surface 73 of the retard side stopper 71 and is locked as shown in FIG. Therefore, the phase change is regulated. On the other hand, when the outer end side surface 77 of the first link 51 is in contact with and locked to the stopper surface 76 of the advance side stopper 72 as shown in FIG. 8, the output shaft 16 is at the most advanced angle position with respect to the sprocket 11. Since it is held, the phase change is regulated.
In the valve timing adjusting device 1 for the intake valve, the output shaft 16 is held at the most retarded position with respect to the sprocket 11 when the internal combustion engine is stopped, and the output shaft 16 is moved from the most retarded position to the sprocket 11 when the internal combustion engine is started. Relative rotation with respect to is started.

  As shown in FIGS. 1 and 3, discharge holes 80 and 81 penetrating the connecting portion 14 in the rotation axis direction are provided at two positions located between the stoppers 71 and 72 in the sprocket 11. Each discharge hole 80 is formed in the shape of a cylindrical hole having a perfectly circular cross section. In the inner wall surface 70 of the connecting portion 14, the inlet side of each discharge hole 80, 81 is a portion where the one surface 83 in the rotational axis direction formed on the outer end 74 of the first link 51 moving between the stoppers 71, 72 is in sliding contact. It is open. Particularly in the first embodiment, the inlet side opening of one discharge hole 80 is located close to the side surface 75 side of the stopper surface 73, and the inlet side opening of the other discharge hole 81 is the side 77 side of the stopper surface 76. Located close to. Accordingly, the discharge holes 80 and 81 are arranged at a predetermined interval in the rotational circumferential direction of the sprocket 11 and the output shaft 16. The outlet side of each discharge hole 80, 81 is open at a portion of the outer wall surface 82 of the connection portion 14 that faces the synchronous winding portion 21 of the shaft portion 12.

Under such a characteristic configuration, the lubricating oil introduced into the introduction flow path 6 of the camshaft 2 sequentially passes through the supply flow paths 63, 64, 62 of the output shaft 16 and the supply flow paths 61, 60 of the sprocket 11. , And supplied to the inside of the sprocket 11. The lubricating oil thus supplied is in a state containing foreign matter such as abrasion powder by lubricating the planetary gear mechanism 40, the link mechanism 50, and the like inside the sprocket 11. However, the lubricating oil is pressed from the discharge holes 80 and 81 to the synchronous winding portion 21 by being pressed by the components of the link mechanism 50 or receiving the hydraulic pressure of the lubricating oil sequentially supplied to the inside of the sprocket 11. Will be discharged. Thus, in the first embodiment, the lubricating oil can be replaced. In the first embodiment, the lubricating oil discharged toward the synchronous winding portion 21 can also perform a lubricating function between the synchronous winding portion 21 and the timing chain 22.
As described above, the first link 51 moving between the stoppers 71 and 72 corresponds to the sliding link, and the timing chain 22 corresponds to the rotation transmission member.

  According to the first embodiment described so far, the discharge holes 80 and 81 are opened at the portion of the inner wall surface 70 of the sprocket 11 where the outer end 74 in the radial direction of the first link 51 is in sliding contact. Therefore, after entering between the sprocket 11 and the first link 51, the lubricating oil that has moved radially outward by the centrifugal force acting on the rotating sprocket 11 is accompanied by relative sliding between the sprocket 11 and the first link 51. Thus, it is easily guided to the inside of the discharge holes 80 and 81. This makes it difficult for the lubricating oil to stay between the sprocket 11 and the first link 51. Therefore, even if the lubricating oil has a high viscosity at a low temperature or the like, the lubricating oil does not slide between the sprocket 11 and the first link 51. Increase in dynamic resistance can be suppressed. In particular, the discharge hole 80 in the vicinity of the stopper 71 that holds the output shaft 16 at the most retarded position when the engine is stopped is normally opened at a portion where the outer end 74 of the first link 51 is in sliding contact with the engine when the engine is in a low temperature state. Therefore, the effect of suppressing the increase in sliding resistance can be obtained effectively. In addition, as described above, by utilizing the centrifugal force inevitably generated in the sprocket 11, the lubricating oil discharge efficiency is increased, and as a result, the effect of suppressing the increase in sliding resistance is also increased. Further, since the discharge holes 80 and 81 are opened in the sliding contact portion between the sprocket 11 and the first link 51 where the wear powder is likely to be generated, such wear powder is removed from between the elements 11 and 51 together with the lubricating oil. It becomes. Therefore, this also increases the effect of suppressing the increase in sliding resistance.

Further, according to the first embodiment, since the two discharge holes 80 and 81 are provided in the rotational circumferential direction of the sprocket 11 and the output shaft 16, the strength reduction of the sprocket 11 due to the provision of the discharge holes 80 and 81 is suppressed. Meanwhile, the effect of suppressing the increase in sliding resistance can be enhanced.
As described above, according to the first embodiment in which the increase in the sliding resistance is suppressed, the malfunction of the link mechanism 50 can be prevented.

  Further, according to the first embodiment, the outer end portion 74 of the first link 51 is locked by the stoppers 71 and 72 on both sides in the rotational circumferential direction, so that the output shaft 16 is positioned at the most retarded angle position or the sprocket 11. It is held at the most advanced position. In such a configuration, foreign matter such as abrasion powder is present between the stopper surfaces 73 and 76 of the stoppers 71 and 72 and the outer end side surfaces 75 and 77 of the first link 51 in the rotational circumferential direction of the sprocket 11 and the output shaft 16. Easy to stay. However, according to the first embodiment, since the discharge holes 80 and 81 are provided close to the side surfaces 75 and 77 of the stopper surfaces 73 and 76, the foreign matter is the stopper surfaces 73 and 76 of the first link 51. It is collected near the inlet side opening of the discharge holes 80 and 81 by the rotation to the side, and is pushed out into the discharge holes 80 and 81. This makes it difficult for foreign matter to stay between the stopper surfaces 73 and 76 and the side surfaces 75 and 77, so that foreign matter is caught between these surfaces and the holding position of the output shaft 16 with respect to the sprocket 11 is the most retarded. The situation where it deviates from the position and the most advanced angle position can be prevented.

  Furthermore, according to the first embodiment, since the discharge holes 80 and 81 are opened in the outer wall surface 82 of the sprocket 11 facing the synchronous winding portion 21 around which the timing chain 22 is wound, the lubricating oil is discharged from the discharge hole 80. , 81 are discharged toward the synchronous winding part 21. As a result, the discharged oil is quickly removed from between the discharge holes 80 and 81 and the synchronous winding part 21 as the synchronous winding part 21 and the timing chain 22 rotate. It is difficult for the lubricating oil to stay in the vicinity of the 81 outlet side opening. As a result, the lubricating oil inside the sprocket 11 can be discharged sequentially without being retained in the discharge holes 80 and 81. In addition, according to the first embodiment, a passage for supplying lubricating oil to the inside of the sprocket 11 is provided in the sprocket 11 and the output shaft 16 penetrating the inside and outside of the sprocket 11, and the camshaft 2 is connected to one passage 63 of them. Lubricating oil for an internal combustion engine is introduced from the introduction flow path 6. According to such a configuration, a part of the lubricating oil supply path can be shared by the valve timing adjusting device 1 and the internal combustion engine, which leads to cost reduction.

  In addition, according to the first embodiment, since the sliding resistance between the sprocket 11 and the first link 51 can be kept low as described above, the torque generated by the electric motor 30 is increased in order to operate the link mechanism 50 quickly. You do n’t have to. Therefore, it is possible to use a power saving and small electric motor 30.

(Second embodiment)
As shown in FIG. 9, the second embodiment of the present invention is a modification of the first embodiment, and the description of the components that are substantially the same as those of the first embodiment will be omitted by attaching the same reference numerals. .
In the connection portion 101 of the sprocket 100 according to the second embodiment, a long hole-shaped discharge hole 110 is provided instead of the cylindrical hole-shaped discharge holes 80, 81 at a position located between the stoppers 71, 72. The discharge hole 110 is a long hole with an arc-shaped cross section that continuously extends in the rotation circumferential direction of the sprocket 100 and the output shaft 16, and both end portions in the extension direction have stopper surfaces 73, 72 of the respective stoppers 71, 72. 76 is located close to. Similar to the discharge holes 80 and 81 of the first embodiment, the inlet side of the discharge hole 110 opens to the sliding contact portion of the outer end portion 74 of the first link 51 on the inner wall surface 70 of the connection portion 101. The outlet side of 110 opens to a portion facing the synchronous winding portion 21 on the outer wall surface 82 of the connection portion 101.

According to the second embodiment, since the discharge hole 110 is formed in a shape extending in the rotational circumferential direction of the sprocket 100 and the output shaft 16, the inner wall surface 70 of the sprocket 100 and the outer end portion of the first link 51 are formed. The draining action of the lubricating oil can be obtained without depending on the sliding contact position with 74. Furthermore, in the second embodiment, the discharge hole 110 extends to the vicinity of the retard side stopper 71 so that the discharge hole 110 is opened at a portion where the outer end 74 of the first link 51 comes into sliding contact when the engine is started. It has become. Therefore, it is possible to reliably obtain the effect of suppressing the increase in sliding resistance at the time of starting the engine, which is normally in a low temperature state.
The sprocket 100 corresponds to the first rotating body that rotates in conjunction with the crankshaft.

(Third embodiment)
As shown in FIGS. 10 and 11, the third embodiment of the present invention is a modification of the first embodiment, and the description will be made by attaching the same reference numerals to the substantially same components as the first embodiment. Omitted.
The sprocket 200 of the third embodiment has a plurality of discharge holes 210 and 211 at locations different from the discharge holes 80 and 81 of the first embodiment.

  Specifically, the discharge holes 210 are provided at two locations sandwiching the rotation axis O in the connection part 201 of the sprocket 200. Each discharge hole 210 penetrates the connection portion 201 in the rotation axis direction, and is formed in a long hole shape having a circular arc shape that continuously extends in the rotation circumferential direction of the connection portion 201. The portion of the inner wall surface 70 of the connecting portion 201 where the inlet side of each discharge hole 210 opens is the portion where the first link 51 is in sliding contact with the one surface 222 in the rotational axis direction of the kinematic element 220 that turns around and forms a pair. ing. Here, the kinematic element 220 is a fitting portion in the first link 51 of the shaft body 221 through which the first and third links 51 and 53 are fitted together in order to realize a turning pair. Therefore, in the present embodiment, the length in the extending direction of the discharge hole 210 is set to a length that extends over substantially the entire movable range of the shaft body 221, and the boundary 223 between the shaft body 221 and the even-numbered element 220 is defined inside the hole. The radial position of the discharge hole 210 is set at a position where the discharge hole 210 is exposed. In addition, the exit side of each discharge hole 210 is opened in the part which faces the synchronous winding part 21 in the outer wall surface 82 of the connection part 201 similarly to the discharge holes 80 and 81 of 1st embodiment. The shaft body 221 may be fixed to the third link 53 or may be formed integrally with the third link 53.

  The discharge holes 211 are provided at two positions sandwiching the rotation axis O in the connection portion 201 and are shifted from the nearest discharge holes 210 in the rotation circumferential direction of the connection portion 201. Each discharge hole 211 passes through the connecting portion 201 in the direction of the rotation axis, and is formed in a long hole shape having an oval cross section that is long in the rotation diameter direction of the connecting portion 201. The portion of the inner wall surface 70 where the inlet side of each discharge hole 211 opens is a portion where the one surface 226 in the rotational axis direction of the kinematic element 224 that rotates around the third link 53 and forms a pair in the second link 52 is in sliding contact. Here, the kinematic element 224 is a fitting portion in the second link 52 of the movable shaft body 55 that fits both the second and third links 52 and 53 in order to realize a turning pair. Therefore, in the present embodiment, the length in the longitudinal direction of the discharge hole 211 is set to a length that extends over substantially the entire movable range of the movable shaft body 55, and the boundary 225 between the movable shaft body 55 and the pair of elements 224 is defined. The radial position of the discharge hole 211 is set at a position exposed inside the hole. In addition, the exit side of each discharge hole 211 is opened in the part which faces the synchronous winding part 21 in the outer wall surface 82 similarly to the discharge holes 80 and 81 of the first embodiment. Further, the movable shaft body 55 may be fixed to the third link 53 or may be formed integrally with the third link 53.

  According to the third embodiment having such a configuration, the discharge holes 210 and 211 are opened in the sliding contact portions of the pair elements 220 and 224 of the links 51 and 52 on the inner wall surface 70 of the sprocket 200. Therefore, the wear powder generated between the paired elements 220 and 224 and the shaft bodies 221 and 55 that pass through them is easily led out to the discharge holes 210 and 211 with the link operation of the link mechanism 50. Yes. As a result, the movement of wear powder from between the kinematic elements 220 and 224 and the shaft bodies 221 and 55 toward the links 51 and 52 and the sprocket 200 is suppressed, so that the space between the links 51 and 52 and the sprocket 200 is suppressed. The increase in sliding resistance can be suppressed. In addition, since wear powder is not accumulated between the even elements 220 and 224 and the shaft bodies 221 and 55, the relative rotation between the even elements 220 and 224 and the shaft bodies 221 and 55 becomes smooth.

  Furthermore, in the third embodiment, the length in the extending direction of the discharge holes 210 and 211 is set to a length that extends over substantially the entire movable range of the shaft bodies 221 and 55, so that the treatment elements 220 and The exhaust holes 210 and 211 are opened at the portion where the 224 is in sliding contact with the engine start. Accordingly, it is possible to reliably obtain the effect of suppressing the increase in sliding resistance at the time of starting the engine, which is normally in a low temperature state.

As described above, according to the third embodiment in which the increase in sliding resistance is suppressed and the relative rotation is smoothed, malfunction of the link mechanism 50 can be prevented.
As described above, the sprocket 200 corresponds to the first rotating body that rotates in conjunction with the crankshaft, the pair of first links 51 and the pair of second links 52 correspond to the sliding contact links, respectively, and the pair of third links 53. Each corresponds to a linked link.

(Fourth embodiment)
As shown in FIGS. 12 and 13, the fourth embodiment of the present invention is a modification of the first embodiment, and the description will be made by attaching the same reference numerals to substantially the same components as the first embodiment. Omitted.
In the fourth embodiment, the link mechanism 300 is not provided with the second link 52, and instead, the slide passage 310 is provided in the connection portion 321 of the sprocket 320. The slide passage 310 is provided at two locations across the rotation axis O at the connection portion 321. Each slide passage 310 is formed between two ridges 311 protruding in the direction of the rotation axis from the inner wall surface 70 of the connection portion 321, and has a bottomed long hole continuously extending in the rotation diameter direction of the connection portion 321. It has a shape. Corresponding ones of the two movable shaft bodies 55 connected to the two third links 53 are connected to each slide passage 310 by a slip pair.

  As for the link operation of the link mechanism 300, when the movable shaft 55 does not slide relative to the guide passage 56, the movable shaft 55 does not slide relative to the slide passage 310. The relative rotation does not occur. On the other hand, when the movable shaft 55 slides relative to the guide passage 56 in the direction away from the rotation axis O, the movable shaft 55 also slides relative to the slide passage 310 in the direction away from the rotation axis O. Therefore, the output shaft 16 rotates relative to the sprocket 320 in the retarding direction Y. On the other hand, when the movable shaft 55 slides relative to the guide passage 56 in the approaching direction to the rotation axis O, the movable shaft 55 also slides relative to the slide passage 310 in the approaching direction to the rotation axis O. Therefore, the output shaft 16 rotates relative to the sprocket 320 in the advance angle direction X.

Also in the fourth embodiment, the discharge holes 80 and 81 are connected to the portion where the outer end 74 of the first link 51 is in sliding contact with the inner wall surface 70 of the connection portion 321, as shown in FIGS. The outer wall surface 321 of the 321 opens to the portion facing the synchronous winding portion 21. Therefore, the same effect as the first embodiment can be obtained.
The sprocket 320 corresponds to the first rotating body that rotates in conjunction with the crankshaft.

Although several embodiments of the present invention have been described so far, the present invention should not be construed as being limited to these embodiments.
For example, in the first to fourth embodiments, pulleys and timing belts are used in place of the sprockets 11, 100, 200, 320 and the timing chains 19 and 22, and between the pulley and the crankshaft and between the pulley and the pulley of another device. A timing belt may be bridged between the two. In this case, the pulley is formed in a hollow shape, and the accommodating elements of the sprockets 11, 100, 200, and 320 are accommodated inside the pulley.

  Further, in the first to fourth embodiments, the present invention is applied to the valve timing adjusting device 1 in which the sprockets 11, 100, 200, and 320 rotate together with the crankshaft and the output shaft 16 rotates together with the camshaft 2. Explained. On the other hand, the present invention may be applied to a valve timing adjusting device in which the sprocket 11, 100, 200, 320 rotates in conjunction with the camshaft 2 and the output shaft 16 rotates in conjunction with the crankshaft. In the first to fourth embodiments, the example in which the present invention is applied to the valve timing adjusting device 1 that adjusts the valve timing of the intake valve has been described. On the other hand, the present invention may be applied to a valve timing adjusting device that adjusts the valve timing for the exhaust valve and a valve timing adjusting device that adjusts the valve timing for both the intake valve and the exhaust valve.

  Furthermore, in the first to fourth embodiments, one or both of the stoppers 71 and 72 may not be formed. In the first to fourth embodiments, the planetary gear mechanism 40 is not provided, and the motor shaft 33 is directly connected to the guide rotator 54 or the motor shaft 33 and the guide rotator 54 are integrally formed. Good.

  In addition, in 1st embodiment, you may provide one or more another discharge holes which penetrate the connection part 14 inside and outside between the discharge holes 80 and 81. FIG. Further, in the first embodiment, instead of providing the cylindrical hole-shaped discharge holes 80 and 81 having a substantially circular cross section, a discharge hole having a cross section of an ellipse, an oval shape, a polygon, or the like may be provided. . Furthermore, in the first embodiment, one of the discharge holes 80 and 81 may not be provided.

  In addition, in the second and third embodiments, the length of the discharge holes 110 and 210 in the extending direction may be set shorter or longer than that shown in FIGS. You may divide | segment into plurality in the extending | stretching direction. In the third embodiment, the length of the discharge hole 211 in the longitudinal direction may be set shorter or longer than that shown in FIG. Instead of providing, a discharge hole having a cross section of a perfect circle, an ellipse, a polygon or the like may be provided. Furthermore, in the third embodiment, one of the discharge holes 210 and 211 may not be provided.

  In addition, in the fourth embodiment, an elongated discharge hole 110 according to the second embodiment may be provided instead of the cylindrical discharge holes 80 and 81. Further, in the fourth embodiment, instead of the discharge holes 80 and 81 provided in the portion where the outer end portion 74 of the first link 51 is slidably contacted in the sprocket 320, the counter element 220 of the first link 51 is slidably contacted by the sprocket 200. You may provide the discharge hole 210 according to 3rd embodiment provided in a part.

It is a figure which expands and shows the valve timing adjustment apparatus of 1st embodiment, Comprising: It is the II sectional view taken on the line of FIG. It is a figure which shows the valve timing adjustment apparatus of 1st embodiment, Comprising: It is the II-II sectional view taken on the line of FIG. It is the III-III sectional view taken on the line of FIG. It is the IV-IV sectional view taken on the line of FIG. It is the VV sectional view taken on the line of FIG. It is the VI-VI sectional view taken on the line of FIG. It is a figure for demonstrating the action | operation of the link mechanism of 1st embodiment. It is a figure for demonstrating the action | operation of the link mechanism of 1st embodiment. It is sectional drawing which shows the valve timing adjustment apparatus of 2nd embodiment. It is sectional drawing which shows the valve timing adjustment apparatus of 3rd embodiment. It is a figure which expands and shows the valve timing adjustment apparatus of 3rd embodiment, Comprising: It is the XI-XI sectional view taken on the line of FIG. It is sectional drawing which shows the valve timing adjustment apparatus of 4th embodiment. It is a figure which expands and shows the valve timing adjustment apparatus of 4th embodiment, Comprising: It is the XIII-XIII sectional view taken on the line of FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Valve timing adjusting device, 2 Cam shaft, 6 Introductory flow path, 11, 100, 200, 320 Sprocket (1st rotary body), 12 shaft part, 14, 101, 201, 321 Connection part, 16 Output shaft (2nd Rotating body), 20 teeth, 21 Synchronous winding part (winding part), 22 Timing chain (rotation transmission member), 30 Electric motor, 40 Planetary gear mechanism, 50, 300 Link mechanism, 51 First link (sliding link) ), 52 Second link (sliding link), 53 Third link (link), 55 Movable shaft body (shaft body), 62, 63, 64 Supply flow path, 70 Inner wall surface, 71 Delayed side stopper, 72 Advance side stopper, 73, 76 Stopper surface, 74 Rotating radial direction outer end, 75, 77 Side surface, 80, 81, 110, 210, 211 Discharge hole, 82 Outer wall surface, 83, 222, 226 One surface, 220 224 even number arsenide, 221 shaft, 223 and 225 border, 310 slide slots

Claims (12)

A valve timing adjusting device for an internal combustion engine that adjusts the opening / closing timing of at least one of an intake valve and an exhaust valve whose camshaft opens and closes by torque transmission from a crankshaft,
A first rotating body having a discharge hole for discharging the lubricating fluid supplied to the outside to the outside and rotating in conjunction with one of the crankshaft and the camshaft;
A second rotating body that rotates in conjunction with the other of the crankshaft and the camshaft;
A link mechanism that is housed inside the first rotating body and changes a relative rotational phase between the first rotating body and the second rotating body by a link operation;
With
The link mechanism has a sliding contact link that comes into sliding contact with the inner wall surface of the first rotating body in association with the link operation,
The valve timing adjusting device according to claim 1, wherein the discharge hole opens in a portion where the sliding contact link is in sliding contact with the inner wall surface.   2. The valve timing adjusting device according to claim 1, wherein the discharge hole opens in a portion of the inner wall surface where the sliding contact link is in sliding contact when the internal combustion engine is started. The sliding link protrudes outward in the rotational radial direction from the second rotating body whose rotational radial direction and rotational axis direction substantially coincide with the first rotating body, and one surface of the sliding contact link in the rotational axial direction is In sliding contact with the inner wall surface,
3. The valve timing adjusting device according to claim 1, wherein the discharge hole opens at a portion where the outer end portion of the sliding contact link in the rotational radial direction is in sliding contact with the inner wall surface. 4.   The valve timing adjusting device according to claim 3, wherein a plurality of the discharge holes are provided in a circumferential direction of the first rotating body and the second rotating body.   5. The valve timing adjusting device according to claim 3, wherein the discharge hole is formed in a shape extending in a rotation circumferential direction of the first rotating body and the second rotating body. The change of the relative rotational phase is allowed by separating from the side surface of the outer end portion in the rotational circumferential direction of the first rotating body and the second rotating body, and the relative rotational phase is controlled by locking the side surface. the stopper surface for regulating the changes, the valve timing control apparatus according to any one of claims 3-5 wherein the first rotating body, wherein that you closed.   The valve timing adjusting device according to claim 6, wherein the stopper surfaces are provided on both sides of the outer end portion in the rotation circumferential direction. The link mechanism has a linkage link that is linked to the sliding link by a turning pair, and a shaft body for realizing the turning pair fits the pair of elements of the sliding contact,
8. The valve timing adjusting device according to claim 1, wherein the discharge hole is opened in a portion where the pair of elements slides on the inner wall surface. 9.   9. The valve timing adjusting device according to claim 8, wherein the discharge hole is provided at a position where a boundary between the even element and the shaft body is exposed inside the hole.   The second rotating body has a penetrating portion penetrating the first rotating body inward and outward, and a supply flow path for circulating a lubricating fluid supplied to the inside of the first rotating body is provided in the penetrating portion. The valve timing adjusting device according to any one of claims 1 to 9, wherein The first rotating body has a winding part around which a rotation transmission member is wound between the interlocking rotating bodies,
The valve timing adjustment device according to any one of claims 1 to 10, wherein the discharge hole opens at a portion facing the winding portion on the outer wall surface of the first rotating body. The valve timing adjusting device according to any one of claims 1 to 11, further comprising an electric motor that generates a control torque for controlling the link operation.

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