WO2023101003A1

WO2023101003A1 - Valve timing control device for internal combustion engine

Info

Publication number: WO2023101003A1
Application number: PCT/JP2022/044518
Authority: WO
Inventors: 淳史山中; 秀平佐藤
Original assignee: 日立Astemo株式会社
Priority date: 2021-12-03
Filing date: 2022-12-02
Publication date: 2023-06-08

Abstract

The present invention is provided with: a sprocket 1 having a sprocket body 1a and a first annular restriction part 8; a following member 9 affixed to an end section of a camshaft 2; and first ball bearings 10 provided between an outer circumferential surface 9e of a disk-shaped body 9a of the following member and an inner circumferential surface 1e of the sprocket body. An opening 11 which opens in a camshaft direction is provided between the first annular restriction part and a second annular restriction part 19 provided to the disk-shaped body. A first recess 29 which is annular and faces the opening is provided to an outside surface of an outer circumferential section of the disk-shaped body, and the first recess is formed such that an outer circumferential section thereof opens to an inner circumferential surface of an inner ring 10a. A second recess 30 facing the opening is provided in an inner circumferential edge of the first annular restriction part. As a result, favorable smoothness of the first ball bearings, etc., with respect to the inside of a gear reducer can be obtained.

Description

Valve timing control device for internal combustion engine

The present invention relates to a valve timing control device for an internal combustion engine.

As a conventional valve timing control device for an internal combustion engine, the one described in Patent Document 1 below is known. This valve timing control device consists of a sprocket to which torque from the crankshaft is transmitted, and a driven member that is bolted to one end of the camshaft in the direction of its rotation axis and arranged relatively rotatably on the inner circumference of the sprocket. and a slide bearing formed between the camshaft side of the inner circumference of the sprocket and the outer circumference of the driven member.

By transmitting the rotational force of the electric motor to the camshaft through the speed reducer according to the state of the engine, the camshaft rotates relative to the sprocket through the sliding bearings to provide an engine such as an intake valve. The opening and closing timing of the valve is changed.

WO2021/085358A1 (Fig. 1)

However, in the conventional valve timing control device described in Patent Document 1, there is room for improvement in the lubricity for the slide bearing. In other words, since the cross-sectional area of the annular opening formed between the adapter and the holding plate provided on the rear surface of the driven member on the camshaft side is small, lubricating oil splashed by the driving of the engine reaches the sliding bearing. was not adequately supplied.

SUMMARY OF THE INVENTION The present invention has been devised in view of the above-mentioned conventional technical problems. One object is to provide a control device.

In one preferred embodiment, an opening opened in the direction of the camshaft is provided between the drive rotor and the driven rotor, and the driven rotor is connected to the cam on the outer circumference of the disk. The outer surface on the shaft side has an annular first recess facing the opening, and the outer peripheral portion of the first recess is open to the inner periphery of the bearing portion.

According to a preferred aspect of the present invention, it is possible to obtain good lubricity for the bearing portion that bears between the drive rotor and the driven rotor.

BRIEF DESCRIPTION OF THE DRAWINGS It is a side view which shows the reduction gear side of the valve timing control apparatus in 1st Embodiment of this invention in vertical cross section. FIG. 2 is an exploded perspective view showing main constituent members provided for this embodiment; FIG. 2 is an enlarged view of part A in FIG. 1; FIG. 2 is an enlarged perspective view of a portion A in FIG. 1; It is the perspective view which looked the sprocket and the reduction gear from the front plate side which is offered to this embodiment. It is the figure seen from the B direction of FIG. It is a perspective view of a sprocket provided for this embodiment. FIG. 8 is an enlarged view of a C portion in FIG. 7; It is a perspective view of a driven member provided for this embodiment. FIG. 6 is an enlarged view of a main part of a second embodiment of the invention; FIG. 11 is an enlarged view of part D in FIG. 10;

BEST MODE FOR CARRYING OUT THE INVENTION An embodiment of a valve timing control device for an internal combustion engine according to the present invention will be described in detail below with reference to the drawings. In this embodiment, the valve timing control device is applied to the intake side, but it is also possible to apply it to the exhaust side.
[First embodiment]
FIG. 1 is a side view showing a longitudinal section of the speed reducer side of a valve timing control device according to a first embodiment of the present invention, FIG. 2 is an exploded perspective view showing main constituent members provided for this embodiment, and FIG. 1 is an enlarged view of the A portion, FIG. 4 is an enlarged perspective view of the A portion of FIG. 1, FIG. 5 is a perspective view of the sprocket and the reduction gear viewed from the front plate side provided for this embodiment, and FIG. 1, FIG. 7 is a perspective view of the sprocket used in this embodiment, and FIG. 8 is an enlarged view of the C portion of FIG.

As shown in FIGS. 1 and 2, the valve timing control device is rotatably supported on a timing sprocket 1 (hereinafter referred to as sprocket 1), which is a drive rotor, and a cylinder head 01 via a bearing bracket 02. and a phase changing mechanism 3 arranged between the sprocket 1 and the camshaft 2 for changing the relative rotational phase between the sprocket 1 and the camshaft 2 according to the engine operating state.

As shown in FIGS. 1, 2 and 7, the sprocket 1 is integrally made of a sintered metal material obtained by sintering compacted metal powder, and has a substantially L-shaped cross section. and an annular sprocket body 1a as a main member, and an external toothed portion 1b as a gear portion integrally provided on the outer periphery of the sprocket body 1a.

The sprocket main body 1a has six bosses 1c projecting from one end of the outer periphery on the side of the camshaft 2 at intervals of approximately 60° in the circumferential direction. Each boss portion 1c has an arcuate outer surface, and is formed therein with a female threaded hole 1d into which the male threaded portion of six bolts 7, which will be described later, are screwed. By providing the bosses 1c on the outer periphery of the sprocket body 1a, the outer diameter of the entire sprocket body 1a excluding the bosses 1c can be reduced without increasing the outer diameter of the entire sprocket body 1a. can be made.

The sprocket body 1a has a large-diameter hole formed in the center, and a bearing portion is provided between the inner peripheral surface 1e of the large-diameter hole and the outer peripheral surface 9e of the driven member 9, which is a driven rotating body, which will be described later. A first ball bearing 10 is provided. The first ball bearing 10 supports the entire sprocket 1 with respect to the driven member 9 so as to be relatively rotatable. A specific configuration of the first ball bearing 10 will be described later.

Each external tooth portion 1b is adapted to transmit torque from a timing chain (not shown) wound around a driven gear provided on a crankshaft of an internal combustion engine.

The inner peripheral surface 1e is formed so that the axial width W is longer than the axial width of the first ball bearing 10 (outer ring 10b).

In this embodiment, a timing chain is used as a means for transmitting a rotational force to the external toothed portion 1b. It is good also as a structure which transmits a rotational force.

Also, as shown in FIGS. 1, 2, 7 and 8, the sprocket body 1a has an annular concave portion 6 formed in the front end face on one end side (front end side) in the rotation axis direction.

The annular recess 6 is formed radially inward of the front end surface of the sprocket body 1a and has a flat bottom surface 6a and an annular inner peripheral surface 6b axially formed from the outer peripheral edge of the bottom surface 6a. ing.

The depth of the bottom surface 6a is approximately half the depth of the external toothed portion 1b in the axial direction. The annular inner peripheral surface 6b is formed so that its diametrical length is slightly larger than the outer diameter of the sprocket body 1a.

An internal gear forming member 5 forming part of a speed reducer 13, which will be described later, is spigot (fitted) into the annular recessed portion 6 with respect to the annular inner peripheral surface 6b from the rotation axis direction.

The internal gear forming member 5 is connected to the sprocket main body 1a by bolts 7 while being fitted in the annular recess 6 from the axial direction. A specific configuration of the internal gear forming member 5 will be described later. It is also possible to integrally provide the sprocket main body 1a and the internal gear forming member 5 to form a drive rotor as a whole.

Further, the sprocket body 1a is integrally formed with a first annular restricting portion 8, which is an annular convex portion projecting radially inward, on the other end side (rear end side) opposite to the internal gear forming member 5 in the rotation axis direction. is provided in

The first annular restricting portion 8 constitutes a part of the stopper mechanism, is integrally formed when the sprocket 1 is sintered, and is made of a sintered metal material and has an annular shape with a predetermined thickness. . The first annular restricting portion 8 is formed in an annular shape extending radially inward from the rear edge of the sprocket body 1a on the camshaft 2 side. The first annular restricting portion 8 has an outer diameter substantially equal to the outer diameter of the sprocket main body 1a, and has an annular inner surface on the side of the internal gear forming member 5, which serves as an outer ring 10b of a first ball bearing 10, which will be described later. It is arranged so as to cover one end surface on the side of the camshaft 2 .

As shown in FIGS. 6 and 7, the first annular restricting portion 8 has two

arcuate grooves

8b and 8c at predetermined positions on the inner peripheral surface 8a. The

arcuate grooves

8b and 8c are provided at symmetrical positions of about 180° about the center of the first annular restricting portion 8, and arc lengths are formed in an angular range of about 120°. Two

first stopper protrusions

8d and 8e are provided between the arc-

shaped grooves

8b and 8c of the inner peripheral surface 8a, that is, at positions of about 180° in the circumferential direction. Each of the

first stopper protrusions

8d and 8e is formed in a substantially circular arc shape with an arc angle of approximately 90°. As will be described later, each of the

first stopper protrusions

8d and 8e has one (one) second stopper protrusion 19a of a second annular restricting portion 19 (described later) attached to each end edge facing each other in the circumferential direction. The relative rotational position of the driven member 9 is restricted by coming into contact with it from the circumferential direction.

Each female screw hole 1d formed inside each boss portion 1c is formed through the camshaft 2 so as to function as a relief portion for the tip of the shaft portion 7a of the bolt 7 screwed therein. It's becoming Each bolt 7 is formed with a male threaded portion screwed into the female threaded hole 1d on the outer peripheral surface of the shaft portion 7a.

The camshaft 2 has two drive cams per cylinder on its outer circumference that open intake valves (not shown). As shown in FIG. 1, the camshaft 2 is integrally provided with a flange portion 2b for positioning in the axial direction via a bearing bracket 02 at one end portion 2a in the rotation axis direction.

The camshaft 2 has an insertion hole 2c formed along the inner axial direction from the tip surface of the one end portion 2a. A shaft portion 14b of a cam bolt 14, which will be described later, is inserted into the insertion hole 2c, and a female thread portion 2d to which a male thread portion 14c of the cam bolt 14 is fastened is formed on a part of the inner peripheral surface on the distal end side.

A front plate 15 as a cover member is provided on the front end face of the internal gear component 5 . As shown in FIGS. 1, 2 and 5, the front plate 15 is, for example, stamped from a ferrous metal plate into a disc shape by press molding. A fixed outer peripheral portion 15a, a central portion 15b which is radially inner than the outer peripheral portion 15a and axially overlaps with a retainer 24 described later, and a central portion 15b which is radially inner than the central portion 15b and is central and an inner peripheral portion 15c that is offset-deformed toward the side opposite to the camshaft 2 in the axial direction from the portion 15b.

Six bolt insertion holes 15d are formed through the outer peripheral portion 15a at equally spaced positions in the circumferential direction.

The central portion 15b is formed in the same plane as the outer peripheral portion 15a, and the inner surface on the side of the camshaft 2 faces one end surface of the outer ring 22b of the second ball bearing 22 described later with a small gap. It is arranged to face the tip surface of a cage portion 24b of the vessel 24, which will be described later, with a minute gap therebetween.

The inner peripheral portion 15c is bent from the central portion 15b toward the side opposite to the camshaft 2 in a crank convex shape, and has a large-diameter through hole 15e formed in the center.

An annular concave portion 26 is formed on the inner peripheral surface of the camshaft 2 at a position on the central portion 15b side of the outer peripheral portion 15a. The annular concave portion 26 is formed together with the front plate 15 during press forming, and is formed by extruding the camshaft 2 and the opposite side in the axial direction. The annular concave portion 26 has a width in the radial direction that is large enough to axially cover the distal end portion of the retainer 24, which will be described later, and has a substantially uniform width in the circumferential direction.

As shown in FIGS. 1, 2 and 5, six grooves 27 are formed on the outer peripheral edge of the annular recess 26 at approximately equal intervals (approximately 60°) in the circumferential direction of the front plate 15. formed. The six recessed grooves 27 are formed together with the annular recessed portion 26 when the front plate 15 is press-molded, and the external shape is formed in a mountain-shaped semicircular shape. That is, each recessed groove 27 is formed in a semicircular shape protruding radially outward (in the direction of the outer peripheral surface) of the front plate 15 .

Furthermore, a plurality of (six in this embodiment) lubricating oil discharge holes 32 are formed through the bottom wall of the annular recess 26 . Each lubricating oil discharge hole 32 is formed at a position corresponding to the formation position of each concave groove 27, and has a uniform inner diameter.

Also, the six bolt insertion holes 15d provided in the outer peripheral portion 15a correspond to the shafts of the six bolts 7 that connect the front plate 15 to the internal gear constituting member 5 and the sprocket body 1a through the internal gear constituting member 5. The portion 7a is adapted to be inserted. Each bolt insertion hole 15d is formed between grooves 27 adjacent in the circumferential direction of the outer peripheral portion 15a.

As shown in FIGS. 1 and 2, the internal gear component 5 is provided separately from the sprocket main body 1a, and is integrally annularly formed entirely from a relatively hard metal material such as steel. As shown in FIG. 1, the internal gear forming member 5 is fitted in the annular recess 6 so that its radial width L is larger than the radial width of the bottom surface 6a of the annular recess 6. In fact, the inner peripheral portion protrudes inward from the inner peripheral surface 4 of the sprocket main body 1a. The width L1 in the axial direction is formed to be greater than the depth to the bottom surface 6a of the annular recess 6, so that the end opposite to the camshaft 2 in the axial direction touches the annular inner circumference of the annular recess 6 when fitted. It protrudes axially forward from the surface 6b. Sufficient rigidity is ensured for the internal gear forming member 5 by the width L in the radial direction and the width L1 in the axial direction. Further, the outer diameter of the internal gear forming member 5 (outer diameter of a radial fitting surface 5c to be described later) is formed to be substantially the same as or slightly larger than the inner diameter d of the annular inner peripheral surface 6b of the annular concave portion 6. As shown in FIG.

The internal gear forming member 5 has a plurality of internal teeth 5a formed along the axial direction of the inner peripheral surface, and one side surface on the side of the camshaft 2 in the axial direction, which axially contacts the bottom surface 6a of the annular recess 6. It has an axial abutment surface 5b that contacts with the axial direction abutment surface 5b, and a radial fitting surface 5c that axially fits into the annular inner peripheral surface 6b of the annular recess 6 radially outside the axial abutment surface 5b. ing.

Each inner tooth 5a is formed in a corrugated shape on the entire inner peripheral surface, and rotatably engages and holds rollers 23, which are a plurality of engaging members to be described later, on each arc-shaped inner surface. General heat treatment such as induction hardening is applied to the internal teeth 5a after cutting the internal teeth 5a.

The axial contact surface 5b is formed as a flat restricting surface, and when the internal gear component 5 is axially fitted into the annular recess 6, the axial contact surface 5b contacts the entire bottom surface 6a of the annular recess 6 in close contact. .

The radial fitting surface 5c is formed in an annular shape whose entire outer peripheral surface is flat. It is fitted from the axial direction by an intermediate fit, which is a mechanical fit. However, the intermediate fitting may be press-fitting, which is similar to tight fitting. Further, the coaxiality between the sprocket 1 and the internal gear forming member 5 is ensured by fitting (including press-fitting) the radial fitting surface 5c to the inner peripheral surface 6b of the annular recessed portion 6 .

The internal gear component 5 has six bolt insertion holes 5e through which the shaft portions 7a of the bolts 7 are inserted, at positions corresponding to the female screw holes 1d of the sprocket body 1a.

FIG. 9 is a perspective view of a driven member used in this embodiment.

The driven member 9 is formed separately from the retainer 24 of the speed reducer 13, as shown in FIGS. The driven member 9 is made of a sintered metal obtained by compressing metal powder and sintering to form a thick disc. The driven member 9 includes a disk-shaped main body 9a which is a disk portion, a cam bolt insertion hole 9b formed through the center of the disk-shaped main body 9a, and a rear end portion of the disk-shaped main body 9a on the camshaft 2 side. and a second annular restricting portion 19 which is provided at the first annular restricting portion 8 and constitutes a stopper mechanism together with the first annular restricting portion 8 .

The disk-shaped main body 9a has a circular shape in which one end portion 2a of the camshaft 2 is axially fitted to the inner peripheral side of the second annular restricting portion 19, that is, the inner side surrounded by the second annular restricting portion 19. A fitting groove 9c is formed. A positioning pin hole 9d into which a positioning pin (not shown) provided on the camshaft 2 is inserted is formed through the disk-shaped main body 9a at a predetermined position on the bottom surface of the fitting groove 9c. The first ball bearing 10 described above is arranged between the outer peripheral surface 9e of the disk-shaped main body 9a and the inner peripheral surface 1e of the sprocket main body 1a.

The shaft portion 14b (intermediate shaft portion 14g) of the cam bolt 14 can be inserted into the cam bolt insertion hole 9b with a slight gap.

As shown in FIGS. 2 and 9, the second annular restricting portion 19 is formed in an annular shape smaller than the outer diameter of the disk-shaped main body 9a, and formed in a stepped shape with the disk-shaped main body 9a. . A pair of

second stopper protrusions

19a and 19b, which are protrusions protruding radially outward from the rotation center P, are integrally provided at predetermined positions on the outer peripheral surface of the second annular restricting portion 19. As shown in FIG. The

second stopper protrusions

19a and 19b are provided at 180° symmetrical positions about the rotation center P and are arranged in the

arcuate grooves

8b and 8c of the first annular restricting portion 8. As shown in FIG. Each of the

second stopper projections

19a and 19b has arc-shaped notch grooves that reduce stress concentration on both side edges of the respective base portions (root portions).

Then, when the driven member 9 rotates to the maximum relative to the sprocket 1 in the right rotation direction in FIG. It abuts against the opposing side edge of the projection 8d to mechanically restrict further relative rotation. Further, when the driven member 9 is relatively rotated to the left in FIG. to mechanically restrict further relative rotation.

In addition, as shown in FIG. 6, the driven member 9 relatively rotates to the right, and one side edge of one of the second stopper projections 19a comes into contact with the opposing side edge of one of the first stopper projections 8d. In practice, the other second stopper projection 19b does not abut the opposing side edge of the other first stopper projection 8e with a predetermined gap. Further, when the driven member 9 relatively rotates to the left in FIG. The other second stopper protrusion 19b is arranged so as not to abut against the opposing side edge of the one first stopper protrusion 8d with a predetermined gap.

Between the outer peripheral surface 19c of the second annular restricting portion 19 and the inner peripheral surface 8a of the first annular restricting portion 8 of the sprocket 1, as shown in FIGS. A pair of openings 11 are formed that are open to. The openings 11 are formed in arc concave shapes along the circumferential direction at two locations of the first annular restricting portion 8 excluding the positions where the

first stopper projections

8d and 8e are formed.

The first ball bearing 10, as shown in FIGS. An inner ring 10a press-fitted and fixed to the outer peripheral surface 9e of the main body 9a, an outer ring 10b press-fitted and fixed to the inner peripheral surface 1e of the sprocket main body 1a, and a cage 10d provided between the inner and

outer rings

10a and 10b so as to be able to roll. and a plurality of balls 10c. In the first ball bearing 10, the inner ring 10a, the balls 10c and the cage 10d face the opening 11 in the axial direction.

The inner ring 10a is formed so that the length in the direction of the rotation axis is longer than the width length in the axial direction of the outer peripheral surface 9e of the disk-shaped main body 9a, and one end face on the side of the camshaft 2 in the direction of the rotation axis is convex to each of the second stoppers. One axial positioning is performed on each inner surface of the

portions

19a and 19b. The other end face in the rotation axis direction is positioned in the other axial direction by a flat outer surface 24d on the camshaft 2 side of the outer peripheral portion of the retainer 24, which will be described later.

One end face of the outer ring 10b on the side of the camshaft 2 in the rotation axis direction is positioned on one side in the axial direction by the inner side face 8f of the first annular restricting portion 8, and the other end face is positioned on the internal gear forming member 5 via the annular spacer 28. The other positioning in the axial direction is performed on one side surface of the camshaft 2 side.

As shown in FIG. 1, the annular spacer 28 has an outer peripheral surface that is fitted and held by the inner peripheral surface 1e of the sprocket body 1a, and also has one axial end surface of the internal gear component 5 and the first ball bearing 10. They are arranged in axial contact with one end surface of the outer ring 10b. As a result, the outer ring 10b is axially positioned by the internal gear forming member 5 and the inner side surface 8f of the first annular restricting portion 8 via the annular spacer 28. As shown in FIG.

Instead of this, the annular spacer 28 is provided on the inner peripheral edge of the inner surface of the internal gear constituting member 5 on the driven member 9 side. It is also possible to integrally provide the projection of the .

A first concave portion 29 is formed on one side surface of the outer peripheral portion of the disk-shaped main body 9a on the side of the first annular restricting portion 8 . The first concave portion 29 is formed on one side surface of the second annular restricting portion 19 on the radially outer side, and is formed in two portions excluding the second stopper

convex portions

19a and 19b in the shape of circular arc grooves along the circumferential direction. formed. The first concave portion 29 faces the opening portion 11 described above and communicates with the opening portion 11 , and the outer peripheral portion faces the outer peripheral surface of the inner ring 10 a of the first ball bearing 10 .

The driven member 9 is axially tightened and fixed to the one end 2a of the camshaft 2 together with the retainer 24 by the cam bolt 14 while the one end 2a of the camshaft 2 is axially fitted into the fitting groove 9c. It is designed to be

1, 3, 4, 7 and 8, the first annular restricting portion 8 of the sprocket body 1a is formed on the inner edge of the inner peripheral surface 8a on the driven member 9 side. A second recess 30 is formed. The second concave portion 30 is formed by cutting an inner edge of the inner peripheral surface 8a along the circumferential direction in an annular shape, and has a substantially arcuate cross section. The second recess 30 faces the opening 11 together with the first recess 29, and is located between the inner ring 10a and the outer ring 10b of the first ball bearing 10, specifically between the outer ring 10b and the balls 10c. The opening is oriented to the space of

As shown in FIGS. 1 and 2, the cam bolt 14 includes a substantially cylindrical head portion 14a, a shaft portion 14b integrally fixed to the head portion 14a, and an outer peripheral surface of the shaft portion 14b. and a male threaded portion 14c screwed onto the female threaded portion 2d of the camshaft 2 .

A hexagonal tool hole 14d into which a tool such as a hexagonal wrench is inserted is formed at the tip of the head 14a. In addition, the head 14a is subjected to heat treatment such as induction hardening on the entire outer peripheral surface, and has a higher hardness than other parts.

Each needle roller 25a of a needle bearing 25 is rotatably supported on the hard outer peripheral surface of the head 14a. The seating surface 14f is a facing surface outside the rim of the bolt hole 24c formed in the inner peripheral portion of the retainer 24 when the male threaded portion 14c of the cam bolt 14 is screwed into the female threaded portion 2d of the camshaft 2 for fastening. to sit on.

The shaft portion 14b is integrally provided with a large-diameter intermediate shaft portion 14g at the base of the head portion 14a, that is, at the center of the bearing surface 14f in the axial direction of the head portion 14a.

As shown in FIGS. 1 and 2, the phase changing mechanism 3 includes an electric motor 12 arranged on the front end side of the sprocket 1, and a cam by reducing the rotational speed transmitted from the electric motor 12 via an Oldham coupling. and a speed reducer 13 for transmission to the shaft 2 .

The electric motor 12 is a so-called brushless DC motor, and includes a bottomed cylindrical motor housing 16 fixed to a chain case (not shown), and a motor housing 16 provided on the inner peripheral surface of the motor housing 16 and having a coil or the like inside. , a motor shaft 17 arranged on the inner circumference side of the coil, a permanent magnet (not shown) fixed to the outer circumference of the motor shaft 17, and a motor housing 16 opposite to the sprocket 1 and a control unit 18 provided at the front end of the side.

The motor housing 16 is formed substantially in the shape of a cup, and a through hole into which the motor shaft 17 is inserted is formed substantially in the center of the front end (bottom wall). On the other hand, a radially outwardly protruding flange portion 16a is integrally provided on the outer periphery of the rear end portion. The flange portion 16a is integrally provided with three bracket pieces 16b at approximately 120° positions in the circumferential direction. The three bracket pieces 16b are formed with bolt insertion holes 16c through which bolts for coupling to a chain case (not shown) are inserted.

Further, three different bolt insertion holes through which three bolts 34 are inserted are formed between the bracket pieces 16b in the circumferential direction of the flange portion 16a. Each bolt 34 is adapted to couple the controller 18 to the motor housing 16 . It is also possible to further increase the number of bracket pieces 16b and bolt insertion holes 16c.

The motor stator is integrally formed mainly by a resin part made of a synthetic resin material, and the coil is fixed inside by molding.

The motor shaft 17 is formed of a metal material in a cylindrical shape, and has a width across flats portion (not shown) formed along the tangential direction on the outer surface of the tip portion 17a on the speed reducer 13 side. A pair of fitting grooves are formed on the tip edge side of the tip portion 17a by notching in a direction orthogonal to the width across flat portion. A stopper member (not shown) for restricting the movement of an intermediate member 31 (to be described later) toward the cam bolt 14 is radially fitted and fixed in both fitting grooves.

In addition, the motor shaft 17 is arranged so that the tip portion 17a is close to the head portion 14a of the cam bolt 14 with a slight gap from the rotation axis direction. Further, the tip portion 17a as a whole, including the stopper member, can be axially inserted into the tool hole 14d.

The stopper member is formed in the shape of a C-ring and is elastically deformable in the radially expanding direction and the radially contracting direction by its own elastic force.

The control unit 18 has a box-shaped housing 18a made of a synthetic resin material. Inside the housing 18a, an energization circuit such as a busbar for supplying power to the electric motor 12, a rotation sensor for detecting the rotational position of the motor shaft 17, a circuit board for controlling the amount of energization, and the like are housed and arranged. In the control unit 18, a power supply connector 18b electrically connected to an energizing circuit and a signal connector (not shown) are provided integrally with the housing 18a.

The power supply connector 18b has an internally protruding terminal connected to a battery as a power source via a female terminal of a control unit (not shown). On the other hand, the signal connector has a built-in terminal connected to the control unit via a female terminal, and outputs a rotation angle signal detected by the rotation sensor to the control unit.

An intermediate member 31 is provided at the tip portion 17a of the motor shaft 17. The intermediate member 31 constitutes a part of an Oldham coupling which is a joint connected to the speed reducer 13, and is fixed to the tip portion 17a of the motor shaft 17 as shown in FIGS. It has a cylindrical base 31a. The cylindrical base portion 31a has a pair of flat surfaces on both sides of the circular outer surface, that is, at 180° positions in the circumferential direction. ing.

A through hole into which the tip portion 17a of the motor shaft 17 is inserted is formed at the central position of the cylindrical base portion 31a.

The through hole has a circular inner peripheral surface on which a pair of opposing surfaces extending in the radial direction from the rotating shaft of the motor shaft 17 are formed. As a result, the outer shape of the cylindrical base portion 31a is similar to the shape of an elongated oval in the radial direction. Therefore, the intermediate member 31 is radially movable with respect to the tip portion 17a of the motor shaft 17 through the oval through hole.

Two

transmission keys

33a and 33b, which are a pair of projecting portions, are integrally provided at approximately the central position in the longitudinal direction of the pair of flat portions. Each transmission key 33a, 33b is formed in a substantially rectangular plate shape and protrudes radially outward from two plane portions of the cylindrical base portion 31a.

The speed reducer 13 is provided separately and independently from the electric motor 12 in the axial direction, and each constituent member is housed between the driven member 9 and the front plate 15 . That is, as shown in FIGS. 1 and 2, the speed reducer 13 includes a cylindrical eccentric shaft member 21 as an input shaft partly arranged inside the sprocket body 1a, and an outer circumference of the eccentric shaft member 21. a fixed second ball bearing 22; a plurality of rollers 23 provided on the outer periphery of the second ball bearing 22 and held rollably within the internal teeth 5a of the internal gear component 5; and a retainer 24 which is provided on the side of the disk-shaped groove portion 9g of , and which retains the plurality of rollers 23 in the rolling direction and permits movement in the radial direction.

The eccentric shaft member 21 includes an eccentric cam shaft 21a arranged on the outer periphery of a needle bearing 25 provided on the outer periphery of the head portion 14a of the cam bolt 14, and a large connecting portion of the eccentric cam shaft 21a on the electric motor 12 side. and a cylindrical portion 21b having a diameter.

The eccentric cam shaft 21a is formed in a cylindrical shape whose axial length is slightly longer than that of the needle bearing 25 in its axial direction. Also, the eccentric cam shaft 21a has a thickness t in the circumferential direction as a whole, and the axis X is slightly eccentric with respect to the axis Y of the motor shaft 17 of the electric motor 12 (see FIG. 1).

The cylindrical portion 21b has a uniform thickness and is formed in a substantially circular shape, and is slightly thicker than the eccentric cam shaft 21a. The cylindrical portion 21b protrudes from the inside of the sprocket main body 1a toward the electric motor 12 through the through hole 15e of the front plate 15. As shown in FIG. The tubular portion 21b constitutes an Oldham coupling together with the intermediate member 31. As shown in FIG.

That is, the cylindrical portion 21b is formed with a fitting hole 21d having a width across flats into which the cylindrical base portion 31a of the intermediate member 31 can be fitted from the axial direction. A pair of crescent-shaped protrusions (not shown) forming a width across flats are provided at respective positions of approximately 180° in the circumferential direction of the inner peripheral surface of the fitting hole 21d. 1, a pair of

key grooves

21c and 21c into which the two

transmission keys

33a and 33b of the cylindrical base 31a can be fitted from the rotation axis direction are formed. It is Each

keyway

21c, 21c is formed in a rectangular shape similar to each

transmission key

33a, 33b, and its depth is set to be approximately the same length as the width of each

transmission key

33a, 33b.

The needle bearing 25 is fixed to a plurality of needle rollers 25a rolling on the outer peripheral surface 14e of the head 14a of the cam bolt 14 and to a stepped surface formed on the inner peripheral surface of the eccentric cam shaft 21a. and a cylindrical shell 25b having a plurality of grooves for rollingly holding the roller 25a.

As shown in FIGS. 1 and 2, the second ball bearing 22 is arranged in such a manner that the needle bearing 25 and the needle bearing 25 substantially overlap each other. The second ball bearing 22 is composed of an inner ring 22a, an outer ring 22b, a plurality of balls 22c arranged between the inner and

outer rings

22a and 22b, and a cage 22d holding the balls 22c. there is

The inner ring 22a is press-fitted and fixed to the outer peripheral surface of the eccentric camshaft 21a, while the outer ring 22b is in a free state without being fixed in the axial direction. That is, one end face of the outer ring 22b on the side of the electric motor 12 in the axial direction is in a non-contact state with the inner face of the inner peripheral portion 15c of the front plate 15 via the minute gap C1. Further, the other axial end surface of the outer ring 22b is also in a non-contact state with a small gap interposed between an inner surface 24e of the retainer 24, which faces the outer ring 22b and will be described later. As a result, the outer ring 22b has one axial end face restricted from moving in one axial direction by the inner peripheral portion 15c, and the other axial end face restricted from excessive movement in the other axial direction by the inner surface 24e. It has become.

The outer ring 22b is in contact with the outer peripheral surface so that each roller 23 can roll. A crescent-shaped clearance (not shown) is formed in a portion between the outer peripheral surface of the outer ring 22b and the outer surface of each roller 23 of the retainer 24. As shown in FIG. Therefore, the entire second ball bearing 22 is eccentrically movable in the radial direction with the eccentric rotation of the eccentric camshaft 21a through the clearance.

The retainer 24 is formed by press-molding a metal plate into a substantially disk shape, and is disposed in contact with the front end side of the driven member 9 on the side of the disk-shaped groove portion 9g. That is, the retainer 24 is provided integrally with a disk-shaped base portion 24a that axially abuts against the bottom surface of the disk-shaped groove portion 9g of the disk-shaped main body 9a of the driven member 9, and the outer periphery of the base portion 24a. and a cage portion 24b that holds a plurality of rollers 23 that are members. The retainer 24 is made higher in hardness than the driven member 9 by, for example, induction hardening after the entire press molding.

The base portion 24a has a bolt hole 24c through which the shaft portion 14b of the cam bolt 14 is inserted. The outer surface 24d and the inner surface 24e are formed flat.

As shown in FIG. 3, the outer surface 24d of the outer peripheral portion contacts the other axial end surface of the inner ring 10a of the first ball bearing 10 to perform axial positioning. On the other hand, the inner surface 24e of the outer peripheral portion abuts against one axial end surface of the outer ring 22a of the second ball bearing 22 to perform axial positioning. Therefore, the outer surface 24d and the inner surface 24e function as axial positioning portions for the first and

second ball bearings

10 and 22. As shown in FIG.

Further, the base portion 24a is formed with a pin insertion hole through which a positioning pin (not shown) for positioning the driven member 9 at a predetermined position is inserted.

The cage portion 24b is formed in an annular shape extending from the outer peripheral edge of the outer peripheral portion of the base portion 24a toward the electric motor 12 side, and has a plurality of holding holes 24h for holding the rollers 23 at equal intervals in the circumferential direction. Penetration is formed along the radial direction.

Each of the plurality of holding holes 24h is formed in an elongated rectangular hole extending from the base end edge of the cage portion 24b on the deformed portion 24d side toward the tip end edge, and is closed at the tip end side. The rollers 23 are rotatably held inside the holding holes 24h, and the total number of rollers 23 (the number of rollers 23) is smaller than the total number of teeth of the internal teeth 5a of the internal gear component 5. By this, a predetermined speed reduction ratio is obtained.

Each roller 23 is formed of a ferrous metal, and is fitted (engaged) with each internal tooth 5a of the internal gear component 5 while moving in the radial direction as the second ball bearing 22 moves eccentrically. Each roller 23 is adapted to oscillate in the radial direction while being guided in the circumferential direction by both axial side edges of each holding hole 24h.

Each roller 23 is arranged so as to be able to roll only on the internal teeth 5a of the internal gear constituting member 5 within the axial length range of the holding hole 24h. .

Further, the retainer 24 (cage portion 24b) is formed to have an outer diameter smaller than the outer diameter of the journal portion 41 of the driven member 9, as shown in FIG. When the retainer 24 is assembled to the driven member 9 in the axial direction, the outer peripheral edge of the cage portion 24b on the driven member 9 side abuts the inner peripheral edge of the journal portion 41 in the axial direction.

The control unit detects the current engine operating status based on information signals from various sensors (not shown) such as a crank angle sensor, air flow meter, water temperature sensor, and accelerator position sensor, and controls the engine based on this. Is going. The control unit controls the rotation of the motor shaft 17 by energizing the coil of the electric motor 12 based on the information signals and the rotational position detection mechanism, and controls the rotation of the camshaft 2 relative to the timing sprocket 1 by the speed reducer 13 . It is designed to control the rotation phase.
[Action and effect of the present embodiment]
The operation of the valve timing control device according to this embodiment will be briefly described below. First, when the sprocket 1 rotates through the timing chain as the crankshaft of the engine rotates, this rotational force is transmitted to the internal gear component 5 . The rotational force of the internal gear forming member 5 is transmitted from each roller 23 to the camshaft 2 via the retainer 24 and the driven member 9 . As a result, the drive cams of the camshaft 2 open and close the intake valves.

During a predetermined engine operation after the engine is started, a control current from the control unit is applied to the coil of the electric motor 12 to rotate the motor shaft 17 forward and backward. The rotational force of the motor shaft 17 is transmitted to the eccentric shaft member 21 via the Oldham's coupling, and reduced rotational force is transmitted to the camshaft 2 by the operation of the speed reducer 13 .

As a result, the camshaft 2 rotates forward and backward relative to the timing sprocket 1 to convert the relative rotation phase. Therefore, the opening/closing timing of each intake valve is controlled to advance or retard.

In this way, by continuously converting the opening/closing timing of the intake valve to the advance side or the retard side, it is possible to improve engine performance such as fuel consumption and output.

In the present embodiment, the lubricating oil O scattered outside as the engine is driven flows from the opening 11 between the sprocket 1 and the driven member 9 into the first recess 29 as indicated by the arrow in FIG. effectively captured by Since the first recessed portion 29 is recessed in the axial direction, the momentum of the scattering lubricating oil O is attenuated, and the lubricating oil O is collected more effectively. Also, the lubricating oil O that has entered the first recess 29 turns around in the direction of the first ball bearing 10 on the outer peripheral side due to the rotation centrifugal force of the sprocket 1 and the like, and efficiently lubricates the first ball bearing 10 . Also, the lubricating oil O that has entered the first recess 29 from the opening 11 flows into the second recess 30 due to rotational centrifugal force, and is then forcibly supplied to the inside of the first ball bearing 10 .

In particular, since the radially outer open end of the first recess 29 is the inner peripheral surface of the inner ring 10a of the first ball bearing 10, the lubricating oil O that has flowed into the first recess 29 reaches the outer peripheral surface of the inner ring 10a. While flowing from the outer ring 10b toward the outer ring 10b to effectively lubricate them, it also flows into between the balls 10c and the cage 10d to effectively lubricate the first ball bearing 10 as a whole.

In addition, the lubricating oil O that has lubricated the first ball bearing 10 passes between the retainer 24 on the outer peripheral side and each roller 23 and each inner tooth 5a, and sufficiently lubricates these spaces.

The opening 11 is formed in a wide annular shape between the inner peripheral surface 8a of the first annular restricting portion 8 and the outer peripheral surface 19c of the second annular restricting portion 19, and has a large opening area. The collection efficiency into the first concave portion 29 is increased. Therefore, a large amount of lubricating oil O can be supplied from the first concave portion 29 toward the first ball bearing 10 . This improves the lubricating performance for the first ball bearing 10 and the retainer 24 .

The lubricating oil that has flowed into the retainer 24 is also supplied to the inner ring 22a, the outer ring 22b, and the balls 22c of the second ball bearing 22 to lubricate them.

Further, in the present embodiment, as described above, the lubricating oil O lubricated between the first ball bearing 10, the second ball bearing 22, the inner tooth 5a and the roller 23, and the holding hole 24h is discharged through each lubricating oil discharge hole. 32 can be rapidly discharged to the outside. That is, after lubricating the first and

second ball bearings

10 and 22 , the lubricating oil supplied from the opening 11 to the first recess 29 and the second recess 30 does not stay in the speed reducer 13 . The lubricating oil can be rapidly discharged to the outside from the lubricating oil discharge hole 32 .

Therefore, for example, when starting the internal combustion engine, it is possible to suppress the occurrence of a technical problem that the mechanical drive speed of the valve timing control device decreases due to the viscous resistance of the lubricating oil.

In particular, each lubricating oil discharge hole 32 is provided outside the outer ring 22a of the second ball bearing 22 in the radial direction. Therefore, the lubricating oil supplied to the speed reducer 13 lubricates the second ball bearing 22 and the like by the centrifugal force during driving and does not accumulate here, and moves outward as it is to reach each lubricating oil discharge hole. 32 to the outside. Therefore, the second ball bearing 22 is prevented from generating driving resistance due to the viscous resistance of the lubricating oil.

Furthermore, in this embodiment, since the inner and

outer surfaces

24d and 24e of the outer peripheral portion of the base portion 24a of the retainer 24 are flat, it is possible to control the dimensions, and the first and

second ball bearings

10 and 22 Positioning in both axial directions can be performed with high accuracy.

In the first ball bearing 10, one end surface of the inner ring 10a in the axial direction faces the inner side surfaces of the

second stopper projections

19a and 19b of the driven member 9 (the second annular restricting portion 19). The other end surface in the axial direction is arranged to face the outer surface 24 d of the outer peripheral portion of the base portion 24 a of the retainer 24 . Further, one axial end surface of the outer ring 22a of the second ball bearing 22 is arranged to face the inner surface 24e of the outer peripheral portion of the base portion 24a, so that they are axially positioned. Since the

ball bearings

10 and 22 are axially positioned by the base portion 24a of the retainer 24, there is no need to provide additional positioning means, which reduces manufacturing and assembly costs. can be achieved.

In addition, since the axial width of the inner peripheral surface 1e of the sprocket body 1a is made larger than the axial length of the outer ring 10b of the first ball bearing 10, the first ball bearing 10 is replaced with the bearing portion. It is possible to cope with the case of using a sliding bearing that is long in the axial direction in a second embodiment, which will be described later.

Furthermore, since the annular spacer 28 is arranged to face the other axial end surface of the outer ring 10b of the first ball bearing 10 via the internal gear component 5, it cooperates with the inner surface 8f of the first annular restricting portion 8. It is possible to position the first ball bearing 10 in the rotation axis direction.

Moreover, when the engine is driven, the lubricating oil in the speed reducer 13 is collected in the annular recess 26, and the annular recess 26 also functions as a temporary oil reservoir. Therefore, the lubricity between the inner tooth 5a and the roller 23 provided around the annular concave portion 26 is improved. In addition, when the engine is stopped, a small amount of lubricating oil can be retained in the annular concave portion 26, so that lubrication to the rolling bearings and the like is improved when the engine is started.

Furthermore, since a part of the annular recessed portion 26 is located radially outside the space between the bottom surface of the internal tooth 5a and the roller 23, the metal generated from each member of the internal combustion engine and the speed reducer 13 is removed. Contaminants such as powder can be accumulated in the annular concave portion 26 by centrifugal force during driving.

Furthermore, since six grooves 27 are provided on the outer peripheral portion of the annular recess 26 and each of these grooves 27 functions as a pocket, the amount of lubricating oil collected in the annular recess 26 increases. As the amount of lubricating oil stored increases, the lubricity of the second ball bearing 22 of the speed reducer 13 and the like is further improved. In addition, it is possible to effectively store contaminants in each concave groove 27 functioning as a pocket.

Further, since centrifugal force acts on the lubricating oil during driving, the lubricating oil moves to the outer peripheral side of each lubricating oil discharge hole 32 and is supplied to the bottom surface of each inner tooth 5a. Therefore, the lubricity between the bottom surface of each internal tooth 5a and the roller 23 is improved.
[Second embodiment]
10 and 11 show a second embodiment of the present invention, in which the first ball bearing 10, which is a rolling bearing in the first embodiment, is changed to a sliding bearing.

That is, as shown in FIGS. 10 and 11, the slide bearing includes an annular bearing recess 40 formed on the inner peripheral surface of the sprocket body 1a, and a bearing recess 40 provided on the outer periphery of the driven member 9 and inside the bearing recess 40. and a journal portion 41 arranged.

The bearing concave portion 40 has an annular bottom surface 40a, which is a bearing surface, corresponding to the inner peripheral surface 1e of the sprocket body 1a of the first embodiment, and the inner peripheral surface 1e is used as it is. The bearing concave portion 40 has one axial end portion on the camshaft 2 side covered by the first annular restricting portion 8 , and the other end portion on the internal gear forming member 5 side is open. This opening is closed by an axial abutment surface 5 b of the internal gear component 5 . Thus, the bearing recess 40 is formed over the entire inner peripheral surface of the sprocket body 1a from the annular inner side surface 8f of the first annular restricting portion 8 to the bottom surface 6a of the annular recess 6. As shown in FIG. Further, as shown in FIG. 1, the bearing recessed portion 40 is arranged so that a portion thereof overlaps the forming position of each external tooth portion 1b in the axial direction.

The bearing recess 40 has an annular bottom surface 40a that serves as a slide bearing surface, and an annular inner side surface 8f of the first annular restricting portion 8 that is formed substantially perpendicular to the bottom surface 40a of the slide bearing surface in the radial direction. there is

The journal portion 41 protrudes from the outer peripheral edge of the disk-shaped main body 9 a of the driven member 9 toward the front plate 15 and has a rectangular cross-sectional shape substantially similar to the cross-sectional shape of the bearing recess 40 . Since the bearing recessed portion 40 axially overlaps each external toothed portion 1b, the journal portion 41 is also partially overlapped axially with each external toothed portion 1b.

A disk-shaped groove portion 9g surrounded by a journal portion 41 is formed on the inner end surface of the driven member 9 on the side opposite to the camshaft 2. As shown in FIG. The journal portion 41 has an annular outer peripheral surface slidable over the entire bottom surface 40 a of the bearing recess 40 . As a result, the journal portion 41 functions as a plain bearing that supports the entire sprocket 1 via the bearing recessed portion 40 .

One end surface 41a of the journal portion 41 on the side of the front plate 15 in the axial direction faces the axial contact surface 5b of the internal gear component 5 with a minute gap C therebetween. The axial contact surface 5b of the journal portion 41 restricts the movement of the entire driven member 9 in the axial direction opposite to the camshaft 2. As shown in FIG. In other words, the axial contact surface 5b functions as a regulating surface for the driven member 9. As shown in FIG.

In addition, the journal portion 41 has the other end surface 41b in the axial direction slidable on the annular inner surface 8f of the first annular restricting portion 8. As shown in FIG. When the sprocket 1 tilts, the annular inner side surface 8f of the first annular restricting portion 8 abuts against the other end surface 41b to restrict the other thrust movement.

An opening 11 is formed between the inner peripheral surface 8a of the first annular restricting portion 8 and the outer peripheral surface 19c of the second annular restricting portion 19, as in the first embodiment.

In addition, a first concave portion 29 is formed on one side surface of the outer peripheral portion of the disk-shaped main body 9a on the side of the first annular restricting portion 8 . The first concave portion 29 is formed on one side surface of the disk-shaped main body 9a on the radially outer side of the second annular restricting portion 19, and extends along the circumferential direction at two portions excluding the second stopper

convex portions

19a and 19b. It is formed in the shape of a wide arcuate groove. The first recess 29 communicates with the opening 11 and has an outer peripheral portion extending to the other end surface 41b of the journal portion 41, and an inclined surface 29a is formed near the other end surface 41b.

As in the first embodiment, the second recessed portion 30 is formed by cutting the inner edge of the inner peripheral surface 8a of the first annular restricting portion 8 along the circumferential direction in an annular shape. It is formed in a substantially arc shape. The second recessed portion 30 faces the opening 11 together with the first recessed portion 29, and is directed toward the inner peripheral side of the other end surface 41b of the journal portion 41, facing the inclined surface 29a of the first recessed portion 29. are placed.

Therefore, according to the second embodiment, by using a slide bearing for the bearing portion, the manufacturing cost and the assembly work cost can be reduced compared to the case of the first ball bearing 10 of the first embodiment.

In addition, since the first recessed portion 29 is formed widely on the outer surface of the outer peripheral portion of the disk-shaped main body 9a on the side of the camshaft 2, as shown in FIG. can be held in the first concave portion 29 well. As a result, the lubricating oil O is sufficiently supplied between the bearing recessed portion 40 and the journal portion 41 by centrifugal force, thereby improving the lubricating performance of these slide bearings.

In addition, since the inclined surface 29a of the first recessed portion 29 and the second recessed portion 30 are arranged to face each other, the lubricating oil O held in the first recessed portion 29 is transferred to the inclined surface 29a and the second recessed portion 30 via centrifugal force. It is possible to positively supply between the inner surface 8f of the first annular restricting portion 8 and the other end surface 41b of the journal portion 41 while temporarily holding it between.

Also, in this embodiment, the sprocket 1 used in the first embodiment can be used as it is, so the manufacturing cost can be reduced.

The present invention is not limited to the configuration of the above embodiment, and the bearing portion may be a rolling bearing such as a needle bearing. Further, as the speed reducer 13, a gear or the like can be used instead of the roller 23. FIG. That is, it is also possible to apply the reduction gear other than the roller reduction gear, for example, to a planetary gear reduction gear described in JP-A-2019-85910.

DESCRIPTION OF SYMBOLS 1... Timing sprocket (drive rotary body) 1a... Sprocket main body (main member) 1b... External tooth part 1c... Boss part 1d... Female screw hole 1e... Inner peripheral surface (fixing surface) 2... Camshaft, 2a... One end 3... Phase change mechanism 4... Oil supply passage 4a... Axial passage 4b... Radial passage 5... Internal gear constituent member 5a... Internal tooth 7... Bolt 7a... Shaft Part 7b... Male screw part 8... First annular restricting part (annular convex part) 8a... Inner peripheral surface 8b/8c... Circular groove part 8d/8e... First stopper convex part 9... Driven member (driven Rotating body) 10 First ball bearing (bearing portion) 10a Inner ring 10b Outer ring 11 Opening 12 Electric motor 13 Reducer 19 Second annular restricting

portion

19a and 19b Second stopper projection (protrusion) 21 Eccentric shaft member 22 Second ball bearing 22a Outer ring 22b Inner ring 24 Cage 24a Base

24d Outer surface

24e Inner surface 28 Annular spacer 29 First concave portion 30 Second concave portion 40 Bearing concave portion 40a Bottom surface (bearing surface) 41 Journal portion 41a One end surface 41b Other end surface.

Claims

a drive rotor to which the rotational force from the crankshaft is transmitted;
A driven rotor that is coupled to the camshaft and rotatable relative to the drive rotor, the fixed portion to which the end of the camshaft is fixed, and a disc provided radially outside the fixed portion. a driven rotating body having a portion;
a bearing portion provided between the disk portion and the drive rotor;
an electric motor that rotates the driven rotating body relative to the driving rotating body;
an opening provided between the drive rotor and the driven rotor and open in the direction of the camshaft;
an annular first recess opening to the inner periphery from the bearing portion of the driven rotor, wherein the radial outer surface of the disk portion facing the camshaft faces the opening;
A valve timing control device for an internal combustion engine, comprising:
A valve timing control device for an internal combustion engine according to claim 1,
The drive rotor has an annular protrusion projecting radially inward at a portion facing the outer peripheral portion of the bearing portion at an end portion on the camshaft side in the rotation axis direction,
A valve timing control device for an internal combustion engine, wherein a second concave portion facing the opening is provided on the bearing portion side of the annular convex portion in the rotating shaft direction.
A valve timing control device for an internal combustion engine according to claim 2,
The bearing portion is a first ball bearing arranged between the disc portion and the drive rotor,
The first ball bearing has a width length in the direction of the rotation axis longer than the width length of the disk portion, and both end portions in the direction of the rotation axis protrude from both side surfaces of the disk portion in the direction of the rotation axis. cage,
A valve timing control device for an internal combustion engine, wherein a radially outer open end of the first recess faces an outer peripheral surface of an inner ring of the first ball bearing that protrudes in the rotation axis direction.
A valve timing control device for an internal combustion engine according to claim 3,
A speed reducer disposed between the drive rotor and the driven rotor, comprising: an internal gear provided on the inner periphery of the drive rotor; an eccentric shaft member rotated by rotation of the electric motor; a second ball bearing arranged on the outer periphery of the eccentric shaft member; a plurality of rollers arranged between the outer peripheral surface of the second ball bearing and the internal gear; and a retainer having a plurality of retaining holes for respectively retaining the
The retainer has a base portion fixed to the driven rotating body, and an annular cage portion having a plurality of holding holes for holding the plurality of rolling elements,
A valve timing control device for an internal combustion engine, wherein the base portion has a positioning portion for axially positioning the first ball bearing and the second ball bearing.
A valve timing control device for an internal combustion engine according to claim 4,
A valve timing control device for an internal combustion engine, wherein at least one side surface of the positioning portion is flat among both side surfaces on which the first ball bearing and the second ball bearing are held in contact with each other. .
A valve timing control device for an internal combustion engine according to claim 5,
A valve timing control device for an internal combustion engine, wherein the driven rotating body has a protrusion on its outer periphery which is axially opposed to and positioned against one axial end surface of the inner ring of the first ball bearing.
A valve timing control device for an internal combustion engine according to claim 4,
The drive rotor has a fixing surface to which the outer ring of the first ball bearing is fixed, and the axial width of the fixing surface is greater than the axial width of the outer ring of the first ball bearing. A valve timing control device for an internal combustion engine, characterized in that it is formed large.
A valve timing control device for an internal combustion engine according to claim 7,
The drive rotor is formed by separately forming a main member on which the fixed surface is formed and an internal gear component member on which the internal gear is formed,
A spacer provided integrally with the outer surface of the inner peripheral portion of the internal gear forming member or provided between the internal gear forming member and the other axial end surface of the outer ring of the first ball bearing allows the first ball to A valve timing control device for an internal combustion engine, characterized by restricting the movement of a bearing in the direction of the rotational axis.
A valve timing control device for an internal combustion engine according to claim 2,
The bearing portion is a slide bearing having a journal portion provided on the outer periphery of the disk portion and a bearing surface formed on the inner peripheral surface of the drive rotor and sliding on the journal portion,
A valve timing control device for an internal combustion engine, wherein the first concave portion is formed on an outer surface of the outer peripheral portion of the disk portion on the side of the camshaft, and opens to the opening portion.
A valve timing control device for an internal combustion engine according to claim 9,
A valve timing control device for an internal combustion engine, wherein a radially outer surface of the first recess extends toward the camshaft and communicates directly with the second recess.