JP5585832B2 - Valve timing control device - Google Patents

Valve timing control device Download PDF

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Publication number
JP5585832B2
JP5585832B2 JP2010203234A JP2010203234A JP5585832B2 JP 5585832 B2 JP5585832 B2 JP 5585832B2 JP 2010203234 A JP2010203234 A JP 2010203234A JP 2010203234 A JP2010203234 A JP 2010203234A JP 5585832 B2 JP5585832 B2 JP 5585832B2
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Japan
Prior art keywords
oil passage
driven shaft
intermediate member
timing control
camshaft
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Expired - Fee Related
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JP2010203234A
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Japanese (ja)
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JP2012057578A (en
Inventor
一成 安達
祐司 野口
丈雄 朝日
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Aisin Corp
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Aisin Seiki Co Ltd
Aisin Corp
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Priority to JP2010203234A priority Critical patent/JP5585832B2/en
Priority to US13/217,486 priority patent/US20120060779A1/en
Priority to EP11179376.6A priority patent/EP2428656B1/en
Priority to CN201110268518.XA priority patent/CN102400728B/en
Publication of JP2012057578A publication Critical patent/JP2012057578A/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F01L2001/34423—Details relating to the hydraulic feeding circuit
    • F01L2001/34426—Oil control valves
    • F01L2001/34433—Location oil control valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F01L2001/3445—Details relating to the hydraulic means for changing the angular relationship
    • F01L2001/34483—Phaser return springs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2301/00—Using particular materials

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)

Description

本発明は、内燃機関の駆動軸と同期回転するハウジングと、ハウジングと同軸上に配置され、ハウジングに対して相対回転可能な内部ロータとを備えた弁開閉時期制御装置に関する。   The present invention relates to a valve opening / closing timing control device including a housing that rotates synchronously with a drive shaft of an internal combustion engine, and an internal rotor that is disposed coaxially with the housing and is rotatable relative to the housing.

このような弁開閉時期制御装置として、例えば特許文献１に示されているものがある。特許文献１に記載の弁開閉時期制御装置においては、内部ロータ（文献では「内部本体」）がボルト等の軸芯部材（文献では「締付けねじ」）によってカムシャフトに固定され、内部ロータとカムシャフトとの間に軸方向に離れた通路が２つ形成されている。   An example of such a valve opening / closing timing control device is disclosed in Patent Document 1. In the valve opening / closing timing control apparatus described in Patent Document 1, an internal rotor (in the literature, “internal main body”) is fixed to a camshaft by a shaft core member (in the literature, “clamping screw”), and the internal rotor and cam Two axially separated passages are formed between the shaft and the shaft.

上記構成による弁開閉時期制御装置においては、弁開閉時期制御装置へ供給されるオイルの漏れを抑制すべく、内部ロータと軸芯部材とは同程度の線膨張係数を有する材料にて形成する必要がある。一方、軸芯部材のねじ部分において十分な強度を有していることが必要条件となるため、軸芯部材には一般的に高強度の材料が用いられる。その結果、内部ロータの中心孔に軸芯部材を挿嵌してカムシャフトに螺着する際に、高強度の軸芯部材による内部ロータの損傷を防止する必要がある。従って、内部ロータは軸芯部材と同程度の線膨張係数及び同程度の高強度材で作製される必要がある。   In the valve timing control device having the above-described configuration, the inner rotor and the shaft core member must be formed of a material having a similar linear expansion coefficient in order to suppress leakage of oil supplied to the valve timing control device. There is. On the other hand, since it is a necessary condition that the screw portion of the shaft core member has sufficient strength, a high-strength material is generally used for the shaft core member. As a result, when the shaft core member is inserted into the center hole of the internal rotor and screwed to the camshaft, it is necessary to prevent damage to the internal rotor due to the high-strength shaft core member. Accordingly, the inner rotor needs to be made of a material having the same linear expansion coefficient and the same strength as the shaft core member.

特許第３９６５０５１号公報Japanese Patent No. 3965051

しかし、軸芯部材による損傷回避という点を除けば、内部ロータに高強度の必要性はそれほどなく、むしろ高強度材を用いることによって加工し難くなると共に、重量増加、コストアップ等の問題が発生し得るため、この点において改善の余地があった。   However, except for avoiding damage due to the shaft core member, there is not much need for high strength in the internal rotor, rather it becomes difficult to work by using high strength material, and problems such as weight increase and cost increase occur Therefore, there is room for improvement in this respect.

本発明は上記実情に鑑み、内部ロータに高強度材を用いる必要のない弁開閉時期制御装置を提供することを目的とする。   In view of the above circumstances, an object of the present invention is to provide a valve timing control device that does not require the use of a high-strength material for an internal rotor.

本発明に係る弁開閉時期制御装置の第１特徴構成は、内燃機関の駆動軸と同期回転するハウジングと、前記ハウジングと同軸上に配置され、前記ハウジングに対して相対回転可能な内部ロータと、前記ハウジングと前記内部ロータとの間に形成される進角室および遅角室と、前記内部ロータの回転を伝達する従動軸と、前記内部ロータと前記従動軸との間に配置され、前記内部ロータ及び前記従動軸と同期回転する中間部材と、を備え、前記従動軸と前記内部ロータとの間に空間が形成され、前記進角室に連通する第１油路が、前記従動軸の軸芯から前記空間及び前記内部ロータの内部を介して径外方向に延出し、前記遅角室に連通する第２油路が、前記従動軸の軸芯から前記中間部材の内部を介して前記径外方向に延出し、前記第１油路と前記第２油路との間において前記中間部材が前記内部ロータに軸方向で全周に亘って当接する当接部を設け、前記第１油路と前記第２油路とは、前記当接部を前記軸方向で挟むように配置されている点にある。 A first characteristic configuration of the valve timing control device according to the present invention includes a housing that rotates synchronously with a drive shaft of an internal combustion engine, an internal rotor that is disposed coaxially with the housing and is rotatable relative to the housing, An advance angle chamber and a retard angle chamber formed between the housing and the internal rotor, a driven shaft that transmits rotation of the internal rotor, and the internal rotor and the driven shaft are disposed between the internal rotor and the driven shaft. comprising an intermediate member which rotates the rotor and synchronized with the driven shaft, a, it is the space between the inner rotor before and SL driven shaft forming a first oil passage communicating with the advance chamber, of the driven shaft A second oil passage extending from the shaft core in the radially outward direction through the space and the inside of the inner rotor and communicating with the retarding chamber is formed from the shaft core of the driven shaft through the inside of the intermediate member. extending radially outward, said first oil passage Serial wherein between the second oil path intermediate member around the entire circumference in the axial direction in the inner rotor provided abutment portion abutting, said first oil passage and the second oil passage, said abutment It exists in the point arrange | positioned so that a part may be pinched | interposed in the said axial direction .

本構成によると、内部ロータと従動軸との間に中間部材及び第１油路の一部を構成する空間を設けているので、内部ロータが従動軸に接触することがない。従って、従動軸が高強度材であっても、従動軸との接触による損傷を防ぐために内部ロータに高強度材を用いる必要がない。又、第1油路と第２油路との間で中間部材が内部ロータに軸方向で全周に亘って当接する当接部を設けているので、第1油路のオイルと第２油路のオイルとが内部ロータと中間部材との間の隙間で混ざり合うことがなく、弁開閉時期制御装置の制御性を損なうことがない。尚、本構成において、従動軸とはカムシャフトに内部ロータを締結するボルトであっても良いし、カムシャフトそのものであっても良いし、他の部材であっても良い。   According to this structure, since the space which comprises a part of intermediate member and 1st oil path is provided between an internal rotor and a driven shaft, an internal rotor does not contact a driven shaft. Therefore, even if the driven shaft is a high-strength material, it is not necessary to use a high-strength material for the internal rotor in order to prevent damage due to contact with the driven shaft. In addition, since the intermediate member is provided with an abutting portion that abuts the inner rotor over the entire circumference in the axial direction between the first oil passage and the second oil passage, the oil in the first oil passage and the second oil passage The oil in the road is not mixed in the gap between the internal rotor and the intermediate member, and the controllability of the valve timing control device is not impaired. In this configuration, the driven shaft may be a bolt that fastens the internal rotor to the camshaft, the camshaft itself, or another member.

第２特徴構成は、前記中間部材は、前記内部ロータよりも前記従動軸に近い線膨張係数又は前記従動軸と同じ線膨張係数を有する材料からなる点にある。   The second characteristic configuration is that the intermediate member is made of a material having a linear expansion coefficient closer to the driven shaft than the internal rotor or the same linear expansion coefficient as the driven shaft.

組み付け状態における従動軸と中間部材との間の隙間は、従動軸を中間部材に挿嵌することを許容しつつ、この隙間におけるオイルの漏れを最小限に止めるため、極力狭くすることが望ましい。しかし、常温での組み付け時に上記隙間が狭くとも、実際の作動時には弁開閉時期制御装置は高温となるため、両部材の線膨張係数が大きく異なれば、隙間が大きくなってしまう虞がある。そこで、本構成のごとく、中間部材を内部ロータよりも従動軸に近い線膨張係数又は従動軸と同じ線膨張係数を有する材料としておけば、高温環境下においても従動軸と中間部材とが同程度に膨張し、両部材間の隙間が広がることを抑制できる。   It is desirable that the gap between the driven shaft and the intermediate member in the assembled state be as narrow as possible in order to minimize oil leakage in the gap while allowing the driven shaft to be inserted into the intermediate member. However, even if the gap is narrow at the time of assembly at normal temperature, the valve opening / closing timing control device is at a high temperature during actual operation. Therefore, if the linear expansion coefficients of both members are greatly different, the gap may be increased. Therefore, if the intermediate member is made of a material having a linear expansion coefficient closer to the driven shaft than the internal rotor or the same linear expansion coefficient as the driven shaft as in the present configuration, the driven shaft and the intermediate member have the same degree even in a high temperature environment. It can suppress that it expand | swells and the clearance gap between both members spreads.

第３特徴構成は、前記第２油路を流通して前記内部ロータに供給される作動油は、前記従動軸の外周側を通り、前記中間部材を介して供給可能な点にある。   The third characteristic configuration is that the hydraulic oil that flows through the second oil passage and is supplied to the internal rotor passes through the outer peripheral side of the driven shaft and can be supplied via the intermediate member.

本構成によれば、既存の従動軸を変更したり加工したりすることなく、第２油路を経由して内部ロータに作動油を供給することができる。従って、中間部材を新たに設けるに際して、既存の従動軸の利用が可能であり、コストアップの抑制を図ることができる。   According to this configuration, hydraulic oil can be supplied to the internal rotor via the second oil passage without changing or processing an existing driven shaft. Therefore, when the intermediate member is newly provided, the existing driven shaft can be used, and the cost increase can be suppressed.

第４特徴構成は、前記従動軸及び前記中間部材は鉄材からなり、前記内部ロータはアルミ材からなる点にある。   According to a fourth characteristic configuration, the driven shaft and the intermediate member are made of iron, and the inner rotor is made of aluminum.

本構成のごとく、従動軸及び中間部材が鉄材からなる場合、いずれも高強度であり、且つ同様の線膨張係数を有することになるので、従動軸を中間部材に挿嵌する際に従動軸により中間部材が損傷する危険性を回避しつつ、高温環境下においても従動軸と中間部材との間の隙間が広がることを抑制できる。又、内部ロータとしてアルミ材を用いることにより、内部ロータの加工が容易になると共に、軽量化やコストダウンの点においても効果がある。   As in this configuration, when the driven shaft and the intermediate member are made of iron, both have high strength and the same linear expansion coefficient, so when the driven shaft is inserted into the intermediate member, While avoiding the risk of damage to the intermediate member, it is possible to prevent the gap between the driven shaft and the intermediate member from expanding even under a high temperature environment. Further, by using an aluminum material as the internal rotor, it is easy to process the internal rotor, and it is effective in terms of weight reduction and cost reduction.

第５特徴構成は、前記従動軸はカムシャフトであり、前記中間部材は前記カムシャフトに圧入されている点にある。   A fifth characteristic configuration is that the driven shaft is a camshaft, and the intermediate member is press-fitted into the camshaft.

本構成のごとく、従動軸であるカムシャフトに中間部材を圧入すれば、従動軸と中間部材との間に隙間が発生することを回避できるので、この隙間におけるオイルの漏れを防止することができる。   If the intermediate member is press-fitted into the camshaft that is the driven shaft as in this configuration, it is possible to prevent a gap from being generated between the driven shaft and the intermediate member, so that oil leakage in the gap can be prevented. .

第６特徴構成は、前記従動軸はカムシャフトに螺着されるボルトであり、前記ボルトの内部に前記第１油路及び前記第２油路の連通・非連通を切り換える制御弁が収容されている点にある。   According to a sixth characteristic configuration, the driven shaft is a bolt that is screwed onto a camshaft, and a control valve that switches between communication and non-communication of the first oil passage and the second oil passage is housed inside the bolt. There is in point.

本構成のごとく、従動軸であるボルトの内部に第１油路及び第２油路の連通・非連通を切り換える制御弁を収容しておけば、弁開閉時期制御装置の小型化が可能となり、エンジンへの搭載性を向上させることができる。   If the control valve that switches between communication and non-communication of the first oil passage and the second oil passage is housed inside the bolt that is the driven shaft as in this configuration, the valve opening / closing timing control device can be downsized, The mountability to the engine can be improved.

弁開閉時期制御装置の全体構成を示す断面図である。It is sectional drawing which shows the whole structure of a valve timing control apparatus. 図１におけるII−II断面図である。It is II-II sectional drawing in FIG. 進角制御時のＯＣＶの状態を示す詳細図である。It is detail drawing which shows the state of OCV at the time of advance angle control. 遅角制御時のＯＣＶの状態を示す詳細図である。It is detail drawing which shows the state of OCV at the time of retard control. 弁開閉時期制御装置の構成を示す分解斜視図である。It is a disassembled perspective view which shows the structure of a valve opening / closing timing control apparatus. 別実施形態における弁開閉時期制御装置の全体構成を示す断面図である。It is sectional drawing which shows the whole structure of the valve timing control apparatus in another embodiment.

以下に、自動車用エンジンにおける吸気弁側の弁開閉時期制御装置として本発明を適応した実施形態について、図に基づいて説明する。本実施形態においては、自動車用エンジンが「内燃機関」に相当する。   Hereinafter, an embodiment in which the present invention is applied as a valve opening / closing timing control device on an intake valve side in an automobile engine will be described with reference to the drawings. In the present embodiment, the automobile engine corresponds to an “internal combustion engine”.

〔全体構成〕
この弁開閉時期制御装置は、図１に示すごとく、「駆動軸」としての不図示のクランクシャフトと同期回転するハウジング１と、ハウジング１と同軸上に配置され、ハウジング１に対して相対回転可能な内部ロータ２とを備えている。内部ロータ２と、内部ロータ２の回転を伝達する「従動軸」としてのＯＣＶボルト５との間には、中間部材６が設けられている。カムシャフト１０１は、エンジンの吸気弁の開閉を制御する不図示のカムの回転軸であり、内部ロータ２、ＯＣＶボルト５、及び中間部材６と同期回転する。尚、カムシャフト１０１は、不図示のエンジンのシリンダヘッドに回転自在に組み付けられている。 〔overall structure〕
As shown in FIG. 1, this valve opening / closing timing control device is disposed coaxially with a housing 1 that rotates synchronously with a crankshaft (not shown) as a “drive shaft”, and is rotatable relative to the housing 1. Internal rotor 2. An intermediate member 6 is provided between the internal rotor 2 and the OCV bolt 5 as a “driven shaft” that transmits the rotation of the internal rotor 2. The camshaft 101 is a rotating shaft of a cam (not shown) that controls opening and closing of the intake valve of the engine, and rotates in synchronization with the internal rotor 2, the OCV bolt 5, and the intermediate member 6. The camshaft 101 is rotatably assembled to a cylinder head of an engine (not shown).

〔ハウジング及び内部ロータ〕
ハウジング１は、カムシャフト１０１が接続される側とは反対側のフロントプレート１１と、内部ロータ２に外装される外部ロータ１２と、タイミングスプロケット１５を一体的に備えたリアプレート１３とを組み付けて構成される。ハウジング１には内部ロータ２が収容され、内部ロータ２と外部ロータ１２との間に、後述のごとく流体圧室４が形成される。 [Housing and internal rotor]
The housing 1 is assembled by assembling a front plate 11 opposite to the side to which the camshaft 101 is connected, an external rotor 12 that is externally mounted on the internal rotor 2, and a rear plate 13 that is integrally provided with a timing sprocket 15. Composed. An inner rotor 2 is accommodated in the housing 1, and a fluid pressure chamber 4 is formed between the inner rotor 2 and the outer rotor 12 as described later.

クランクシャフトが回転駆動すると、動力伝達部材１０２を介してタイミングスプロケット１５にその回転駆動力が伝達され、ハウジング１が図２に示す回転方向Ｓに回転駆動する。ハウジング１の回転駆動に伴い、内部ロータ２が回転方向Ｓに回転駆動してカムシャフト１０１が回転し、カムシャフト１０１に設けられたカムがエンジンの吸気弁を押し下げて開弁させる。   When the crankshaft is rotationally driven, the rotational driving force is transmitted to the timing sprocket 15 via the power transmission member 102, and the housing 1 is rotationally driven in the rotational direction S shown in FIG. As the housing 1 rotates, the internal rotor 2 rotates in the rotational direction S to rotate the camshaft 101, and the cam provided on the camshaft 101 pushes down the intake valve of the engine to open it.

図２に示すごとく、外部ロータ１２に、径内方向に突出する複数個の突出部１４を回転方向Ｓに沿って互いに離間させて形成することにより、内部ロータ２と外部ロータ１２との間に流体圧室４を形成してある。突出部１４は、内部ロータ２の外周面に対するシューとしても機能する。内部ロータ２の外周面のうち流体圧室４に面する部分に、突出部２１を形成してある。流体圧室４は、突出部２１によって、回転方向Ｓに沿って進角室４１と遅角室４２とに仕切られている。尚、本実施形態においては、流体圧室４が４箇所となるよう構成してあるが、これに限られるものではない。   As shown in FIG. 2, a plurality of projecting portions 14 projecting in the radially inward direction are formed on the outer rotor 12 so as to be spaced apart from each other along the rotational direction S, so that the space between the inner rotor 2 and the outer rotor 12 is increased. A fluid pressure chamber 4 is formed. The protruding portion 14 also functions as a shoe for the outer peripheral surface of the inner rotor 2. A protrusion 21 is formed on the outer peripheral surface of the internal rotor 2 on the portion facing the fluid pressure chamber 4. The fluid pressure chamber 4 is divided into an advance chamber 41 and a retard chamber 42 along the rotation direction S by the protrusion 21. In the present embodiment, the fluid pressure chamber 4 is configured to have four locations, but the present invention is not limited to this.

進角室４１及び遅角室４２にオイルを供給、排出、又はその給排を遮断して、突出部２１に油圧を作用させる。このようにして、相対回転位相を進角方向又は遅角方向へ変位させ、或いは、任意の位相に保持する。進角方向とは、進角室４１の容積が大きくなる方向であり、図２に矢印Ｓ１で示してある。遅角方向Ｓ２とは、遅角室４２の容積が大きくなる方向であり、図２に矢印Ｓ２で示してある。尚、進角室４１の容積が最大となった時の相対回転位相が最進角位相であり、遅角室４２の容積が最大となった時の相対回転位相が最遅角位相である。   Oil is supplied to and discharged from the advance chamber 41 and the retard chamber 42, or the supply and discharge of the oil is shut off, and hydraulic pressure is applied to the protruding portion 21. In this way, the relative rotational phase is displaced in the advance angle direction or the retard angle direction, or held at an arbitrary phase. The advance direction is a direction in which the volume of the advance chamber 41 is increased, and is indicated by an arrow S1 in FIG. The retarding direction S2 is a direction in which the volume of the retarding chamber 42 increases, and is indicated by an arrow S2 in FIG. The relative rotation phase when the volume of the advance chamber 41 is maximized is the most advanced phase, and the relative rotation phase when the volume of the retard chamber 42 is maximized is the most retarded phase.

〔ロック機構〕
弁開閉時期制御装置は、ハウジング１に対する内部ロータ２の相対回転移動を拘束することにより、ハウジング１に対する内部ロータ２の相対回転位相を最進角位相と最遅角位相との間の所定のロック位相に拘束可能なロック機構８を備えている。エンジン始動直後のオイルの油圧が安定しない状況において、相対回転位相をロック位相に拘束することによって、クランクシャフトの回転位相に対するカムシャフト１０１の回転位相を適正に維持し、エンジンの安定的な回転を実現することができる。 [Lock mechanism]
The valve opening / closing timing control device restricts the relative rotational movement of the inner rotor 2 with respect to the housing 1, thereby locking the relative rotational phase of the inner rotor 2 with respect to the housing 1 between a most advanced angle phase and a most retarded angle phase. A lock mechanism 8 that can be restricted to the phase is provided. By restraining the relative rotational phase to the lock phase in a situation where the oil pressure of the oil immediately after engine startup is not stable, the rotational phase of the camshaft 101 with respect to the rotational phase of the crankshaft is properly maintained, and stable engine rotation is achieved. Can be realized.

図２に示すごとく、ロック部材８１が軸方向に沿って移動可能に構成されており、不図示の付勢部材によりフロントプレート１１又はリアプレート１３に形成された不図示のロック溝と係合した状態で保持されることにより、ロック状態が維持される。内部ロータ２に形成されたロック油路８２は、ロック機構８と進角油路４３とを接続しており、進角制御が行われるとロック機構８に油圧を作用させる。その結果、ロック部材８１が付勢部材による付勢力に抗してロック溝から退出し、ロック状態が解除される。   As shown in FIG. 2, the lock member 81 is configured to be movable along the axial direction, and is engaged with a lock groove (not shown) formed in the front plate 11 or the rear plate 13 by a biasing member (not shown). By being held in the state, the locked state is maintained. The lock oil passage 82 formed in the internal rotor 2 connects the lock mechanism 8 and the advance oil passage 43, and when the advance angle control is performed, hydraulic pressure is applied to the lock mechanism 8. As a result, the lock member 81 moves out of the lock groove against the urging force of the urging member, and the locked state is released.

〔ＯＣＶ（オイルコントロールバルブ）〕
図１に示すように、本実施形態においては、「制御弁」としてのＯＣＶ５１が、カムシャフト１０１と同軸上に配設されている。ＯＣＶ５１は、スプール５２と、スプール５２を付勢するスプリング５３と、スプール５２を駆動する電磁ソレノイド５４と、を備えて構成される。電磁ソレノイド５４については、公知の技術であるので詳細な説明を省略する。 [OCV (oil control valve)]
As shown in FIG. 1, in this embodiment, an OCV 51 as a “control valve” is disposed coaxially with the camshaft 101. The OCV 51 includes a spool 52, a spring 53 that biases the spool 52, and an electromagnetic solenoid 54 that drives the spool 52. Since the electromagnetic solenoid 54 is a known technique, a detailed description thereof will be omitted.

スプール５２は、ＯＣＶボルト５の先端部に形成された収容空間５ａに収容されており、収容空間５ａの内部で軸方向に摺動可能である。ＯＣＶボルト５には雄ねじ部５ｂが形成されており、この雄ねじ部５ｂがカムシャフト１０１の雌ねじ部１０１ａに螺着することにより、ＯＣＶボルト５がカムシャフト１０１に対して固定される。   The spool 52 is accommodated in an accommodation space 5a formed at the tip of the OCV bolt 5, and is slidable in the axial direction inside the accommodation space 5a. The OCV bolt 5 is formed with a male screw portion 5 b, and the male screw portion 5 b is screwed to the female screw portion 101 a of the camshaft 101, whereby the OCV bolt 5 is fixed to the camshaft 101.

スプリング５３は収容空間５ａの奥部に配設されており、スプール５２をカムシャフト１０１と反対の側に常時付勢する。電磁ソレノイド５４に給電すると、電磁ソレノイド５４に設けられたプッシュピン５４ａが、スプール５２に形成されたロッド部５２ａを押圧する。その結果、スプール５２はスプリング５３の付勢力に抗してカムシャフト１０１の側に摺動する。ＯＣＶ５１は、電磁ソレノイド５４に供給する電力のデューティ比の調節により、スプール５２の位置調節ができるよう構成されている。電磁ソレノイド５４への給電量は、不図示のＥＣＵ（電子制御ユニット）によって制御される。   The spring 53 is disposed in the inner part of the accommodation space 5 a and constantly urges the spool 52 to the side opposite to the camshaft 101. When power is supplied to the electromagnetic solenoid 54, a push pin 54 a provided on the electromagnetic solenoid 54 presses the rod portion 52 a formed on the spool 52. As a result, the spool 52 slides toward the camshaft 101 against the urging force of the spring 53. The OCV 51 is configured so that the position of the spool 52 can be adjusted by adjusting the duty ratio of the power supplied to the electromagnetic solenoid 54. The amount of power supplied to the electromagnetic solenoid 54 is controlled by an ECU (electronic control unit) (not shown).

〔中間部材及びワッシャー部材〕
図５に示すように、中間部材６は円筒状に形成されており、内部ロータ２のカムシャフト１０１の側（図中右側）に内装される。内部ロータ２のカムシャフト１０１と反対の側（図中右側）には、ワッシャー部材７が内装される。内部ロータ２に中間部材６及びワッシャー部材７を内装し、さらに、図５では不図示のハウジング１を内部ロータ２に外装した状態で、ＯＣＶボルト５を各部材の中心孔に挿入しカムシャフト１０１に螺着する。すると、図１に示すように中間部材６と内部ロータ２とが軸方向で全周に亘って当接し、当接部Ａが形成される。 [Intermediate member and washer member]
As shown in FIG. 5, the intermediate member 6 is formed in a cylindrical shape and is internally provided on the camshaft 101 side (right side in the drawing) of the internal rotor 2. A washer member 7 is housed on the opposite side (right side in the figure) of the internal rotor 2 to the camshaft 101. In the state where the intermediate member 6 and the washer member 7 are installed in the inner rotor 2 and the housing 1 (not shown in FIG. Screw on. Then, as shown in FIG. 1, the intermediate member 6 and the internal rotor 2 abut on the entire circumference in the axial direction, and the abutting portion A is formed.

尚、ワッシャー部材７は、ＯＣＶボルト５のカムシャフト１０１に対する締結力を増大させる機能を有するが、ワッシャー部材７は本発明においては必須の構成部品ではない。又、同様の機能を有する部材を、他の形状とすることも可能であるし、他の位置に設けることも可能である。   The washer member 7 has a function of increasing the fastening force of the OCV bolt 5 to the camshaft 101, but the washer member 7 is not an essential component in the present invention. In addition, a member having the same function can be formed in another shape, and can be provided in another position.

〔油路構成〕
図１に示すように、オイルパン６１に貯留されているオイルは、クランクシャフトの回転駆動力が伝達されることにより駆動する機械式のオイルポンプ６２によって汲み上げられ、後述する供給油路４５に供給される。そして、ＯＣＶ５１の制御により、進角油路４３及び遅角油路４４に対するオイルの供給、排出、及び給排の遮断が切り換えられる。 (Oil channel configuration)
As shown in FIG. 1, the oil stored in the oil pan 61 is pumped up by a mechanical oil pump 62 that is driven by transmission of the rotational driving force of the crankshaft, and is supplied to a supply oil passage 45 described later. Is done. Then, the supply of oil to the advance oil passage 43 and the retard oil passage 44, and the shutoff of supply / discharge are switched by the control of the OCV 51.

図１、図２に示すように、各進角室４１に接続する「第１油路」としての進角油路４３を、ＯＣＶボルト５に形成した貫通孔４３ａと、ＯＣＶボルト５と内部ロータ２との間に形成した空間４３ｂと、内部ロータ２に形成した貫通孔４３ｃと、によって構成してある。又、各遅角室４２に接続する「第２油路」としての遅角油路４４を、ＯＣＶボルト５に形成した貫通孔４４ａと、中間部材６に形成した貫通孔４４ｂと、内部ロータ２に形成した貫通孔４４ｃと、によって構成してある。さらに、進角室４１或いは遅角室４２にオイルを供給する供給油路４５を、カムシャフト１０１に形成した通路４５ａと、中間部材６に形成した通路４５ｂと、ＯＣＶボルト５に形成した貫通孔４５ｃと、によって構成してある。   As shown in FIGS. 1 and 2, an advance oil passage 43 as a “first oil passage” connected to each advance chamber 41 is provided with a through hole 43 a formed in the OCV bolt 5, the OCV bolt 5 and the internal rotor. 2 and a through hole 43 c formed in the internal rotor 2. Further, a retard oil passage 44 as a “second oil passage” connected to each retard chamber 42 includes a through hole 44 a formed in the OCV bolt 5, a through hole 44 b formed in the intermediate member 6, and the internal rotor 2. And the through-hole 44c formed in. Further, a supply oil passage 45 for supplying oil to the advance chamber 41 or the retard chamber 42 has a passage 45 a formed in the camshaft 101, a passage 45 b formed in the intermediate member 6, and a through hole formed in the OCV bolt 5. 45c.

供給油路４５を流通するオイルは、まずスプール５２の外周面に形成された環状溝５２ｂに流入する。図１に示すように、環状溝５２ｂが、ＯＣＶボルト５に形成した貫通孔４３ａとも貫通孔４４ａとも連通しない状態では、進角室４１及び遅角室４２にはオイルが供給されない。この状態においては、貫通孔４３ａがスプール５２に形成した貫通孔５２ｃと連通しないように構成してあるので、進角室４１のオイルが進角油路４３、貫通孔５２ｃ、収容空間５ａ、及び排出孔５２ｄを経由して装置外に排出されることはない。同様に、この状態においては、貫通孔４４ａが収容空間５ａと連通しないように構成してあるので、遅角室４２のオイルが遅角油路４４、収容空間５ａ、及び排出孔５２ｄを経由して装置外に排出されることもない。即ち、電磁ソレノイド５４に所定量の給電を行い、スプール５２を図１に示す位置に保持するようにＯＣＶ５１を制御すると、進角室４１及び遅角室４２へのオイルの給排が遮断され、相対回転位相が保持される。   The oil flowing through the supply oil passage 45 first flows into an annular groove 52 b formed on the outer peripheral surface of the spool 52. As shown in FIG. 1, when the annular groove 52 b does not communicate with the through hole 43 a and the through hole 44 a formed in the OCV bolt 5, no oil is supplied to the advance chamber 41 and the retard chamber 42. In this state, the through hole 43a is configured not to communicate with the through hole 52c formed in the spool 52, so that the oil in the advance chamber 41 has the advance oil passage 43, the through hole 52c, the accommodation space 5a, and It is not discharged out of the apparatus via the discharge hole 52d. Similarly, in this state, since the through hole 44a is configured not to communicate with the accommodation space 5a, the oil in the retardation chamber 42 passes through the retardation oil passage 44, the accommodation space 5a, and the discharge hole 52d. It is not discharged outside the device. That is, when a predetermined amount of power is supplied to the electromagnetic solenoid 54 and the OCV 51 is controlled so as to hold the spool 52 in the position shown in FIG. 1, the oil supply / discharge to the advance chamber 41 and the retard chamber 42 is interrupted, The relative rotational phase is maintained.

電磁ソレノイド５４に給電を行わない場合には、スプリング５３の付勢力によりスプール５２は図３に示す位置に保持される。この状態においては、スプール５２の環状溝５２ｂは、ＯＣＶボルト５に形成した貫通孔４３ａと連通し、貫通孔４４ａとは連通しない。同時に、貫通孔４４ａは収容空間５ａと連通する。従って、供給油路４５に供給されたオイルは進角油路４３を経由して進角室４１に供給され、遅角室４２のオイルは遅角油路４４、収容空間５ａ、及び排出孔５２ｄを経由して装置外に排出される。この時、進角室４１に作用する油圧により、相対回転位相が進角方向Ｓ１に変位する。   When power is not supplied to the electromagnetic solenoid 54, the spool 52 is held at the position shown in FIG. In this state, the annular groove 52b of the spool 52 communicates with the through hole 43a formed in the OCV bolt 5 and does not communicate with the through hole 44a. At the same time, the through hole 44a communicates with the accommodation space 5a. Therefore, the oil supplied to the supply oil passage 45 is supplied to the advance chamber 41 via the advance oil passage 43, and the oil in the retard chamber 42 is the retard oil passage 44, the accommodating space 5a, and the discharge hole 52d. It is discharged out of the device via At this time, the relative rotation phase is displaced in the advance direction S1 by the hydraulic pressure acting on the advance chamber 41.

電磁ソレノイド５４に最大の給電を行うと、スプリング５３の付勢力に抗してスプール５２は図４に示す位置に保持される。この状態においては、スプール５２の環状溝５２ｂは、ＯＣＶボルト５に形成した貫通孔４４ａと連通し、貫通孔４３ａとは連通しない。同時に、貫通孔４３ａはスプールに形成した貫通孔５２ｃと連通する。従って、供給油路４５に供給されたオイルは遅角油路４４を経由して遅角室４２に供給され、進角室４１のオイルは進角油路４３、貫通孔５２ｃ、収容空間５ａ、及び排出孔５２ｄを経由して装置外に排出される。この時、遅角室４２に作用する油圧により、相対回転位相が遅角方向Ｓ２に変位する。   When maximum power is supplied to the electromagnetic solenoid 54, the spool 52 is held at the position shown in FIG. 4 against the urging force of the spring 53. In this state, the annular groove 52b of the spool 52 communicates with the through hole 44a formed in the OCV bolt 5 and does not communicate with the through hole 43a. At the same time, the through hole 43a communicates with a through hole 52c formed in the spool. Accordingly, the oil supplied to the supply oil passage 45 is supplied to the retard chamber 42 via the retard oil passage 44, and the oil in the advance chamber 41 is the advance oil passage 43, the through hole 52c, the accommodation space 5a, And it is discharged out of the apparatus via the discharge hole 52d. At this time, the relative rotational phase is displaced in the retarding direction S2 by the hydraulic pressure acting on the retarding chamber 42.

〔効果〕
以上のごとく構成した弁開閉時期制御装置においては、ＯＣＶボルト５と内部ロータ２との間に中間部材６及び空間４３ｂを設けているので、ＯＣＶボルト５が内部ロータ２に接触することがない。従って、ＯＣＶボルト５が高強度材であっても、ＯＣＶボルト５との接触による損傷を防ぐために内部ロータ２に高強度材を用いる必要がない。例えば、内部ロータ２としてアルミ材を用いることにより、内部ロータ２の加工が容易になると共に、軽量化やコストダウンの点においても効果がある。 〔effect〕
In the valve timing control apparatus configured as described above, since the intermediate member 6 and the space 43b are provided between the OCV bolt 5 and the internal rotor 2, the OCV bolt 5 does not contact the internal rotor 2. Therefore, even if the OCV bolt 5 is a high-strength material, it is not necessary to use a high-strength material for the internal rotor 2 in order to prevent damage due to contact with the OCV bolt 5. For example, using an aluminum material as the internal rotor 2 facilitates processing of the internal rotor 2 and is effective in terms of weight reduction and cost reduction.

又、進角油路４３と遅角油路４４との間で中間部材６が内部ロータ２に軸方向で全周に亘って当接する当接部Ａを設けているので、進角油路４３のオイルと遅角油路４４のオイルとが内部ロータ２と中間部材６との間の隙間で混ざり合うことがなく、弁開閉時期制御装置の制御性を損なうことがない。   In addition, since the intermediate member 6 is provided between the advance oil passage 43 and the retard oil passage 44, the contact portion A is provided to contact the inner rotor 2 over the entire circumference in the axial direction. And the oil in the retarded oil passage 44 are not mixed in the gap between the internal rotor 2 and the intermediate member 6, and the controllability of the valve opening / closing timing control device is not impaired.

さらに、中間部材６として、ＯＣＶボルト５の線膨張係数と同じ又は近い線膨張係数を有する材料を用いれば、高温環境下においてもＯＣＶボルト５と中間部材６とが同程度に膨張し、両部材間の隙間が広がることを抑制できる。その結果、ＯＣＶボルト５と中間部材６との間の隙間におけるオイルの漏れを抑制することができ、弁開閉時期制御装置の制御性を維持することができる。例えば、ＯＣＶボルト５及び中間部材６をいずれも鉄材から構成すれば、強度の要件を満たしつつ、同様の線膨張係数を有することになるので望ましい。尚、軸方向においてはＯＣＶボルト５によって各部材が締め付けられているので、高温環境下で各部材が膨張したとしても当接部Ａにおいては隙間が生じ難い。   Furthermore, if a material having a linear expansion coefficient that is the same as or close to the linear expansion coefficient of the OCV bolt 5 is used as the intermediate member 6, the OCV bolt 5 and the intermediate member 6 expand to the same extent even in a high temperature environment, and both members It can suppress that the clearance gap between them spreads. As a result, oil leakage in the gap between the OCV bolt 5 and the intermediate member 6 can be suppressed, and the controllability of the valve opening / closing timing control device can be maintained. For example, if both the OCV bolt 5 and the intermediate member 6 are made of iron, it is desirable because they have the same linear expansion coefficient while satisfying the strength requirements. In addition, since each member is fastened by the OCV bolt 5 in the axial direction, even if each member expands in a high temperature environment, a gap is hardly generated in the contact portion A.

〔別実施形態〕
本発明の別実施形態について、図６に基づいて説明する。弁開閉時期制御装置としての基本的構成については前実施形態と同様であるので、主に前実施形態との相違点について説明する。尚、前実施形態と同じ部材については、同じ符号を付してある。 [Another embodiment]
Another embodiment of the present invention will be described with reference to FIG. Since the basic configuration of the valve timing control device is the same as that of the previous embodiment, differences from the previous embodiment will be mainly described. In addition, the same code | symbol is attached | subjected about the same member as previous embodiment.

本実施形態においては、カムシャフト１０１が内部ロータ２の中心孔を軸方向に亘って貫通しており、本発明における「従動軸」として構成される。カムシャフト１０１の先端部には、ボルト９１を挿嵌する内部空間１０１ｂが形成される。ボルト９１には雄ねじ部９１ａが形成されており、この雄ねじ部９１ａがカムシャフト１０１の雌ねじ部１０１ａに螺着することにより、ハウジング１に内装された内部ロータ２がカムシャフト１０１に対して固定される。   In the present embodiment, the camshaft 101 passes through the center hole of the inner rotor 2 in the axial direction, and is configured as a “driven shaft” in the present invention. An internal space 101 b into which the bolt 91 is inserted is formed at the tip of the camshaft 101. The bolt 91 has a male threaded portion 91 a formed therein. The male threaded portion 91 a is screwed into the female threaded portion 101 a of the camshaft 101, thereby fixing the internal rotor 2 housed in the housing 1 to the camshaft 101. The

前実施形態とは異なり、ＯＣＶ５１は弁開閉時期制御装置よりもオイルポンプ６２の側に配設される。即ち、弁開閉時期制御装置にオイルが流入する前に、ＯＣＶ５１にてオイルを後述する進角油路７３及び遅角油路７４の何れに供給するかが切り換えられる。本実施形態においては、前実施形態における供給油路が弁開閉時期制御装置に形成されることはない。   Unlike the previous embodiment, the OCV 51 is disposed closer to the oil pump 62 than the valve opening / closing timing control device. That is, before the oil flows into the valve opening / closing timing control device, the OCV 51 is switched to supply the advance oil passage 73 or the retard oil passage 74 to be described later. In the present embodiment, the supply oil passage in the previous embodiment is not formed in the valve opening / closing timing control device.

各進角室に接続する「第１油路」としての進角油路７３を、カムシャフト１０１に形成した通路７３ａと、カムシャフト１０１と内部ロータ２との間に形成した空間７３ｂと、内部ロータ２に形成した貫通孔７３ｃと、によって構成してある。又、各遅角室に接続する「第２油路」としての遅角油路７４を、カムシャフト１０１に形成した通路７４ａと、中間部材６に形成した通路７４ｂと、内部ロータ２に形成した貫通孔７４ｃと、によって構成してある。   An advance oil passage 73 as a “first oil passage” connected to each advance chamber, a passage 73a formed in the camshaft 101, a space 73b formed between the camshaft 101 and the internal rotor 2, and an internal And a through hole 73 c formed in the rotor 2. Further, a retard oil passage 74 as a “second oil passage” connected to each retard chamber is formed in a passage 74 a formed in the camshaft 101, a passage 74 b formed in the intermediate member 6, and the internal rotor 2. And a through hole 74c.

以上のごとく構成した弁開閉時期制御装置においては、カムシャフト１０１と内部ロータ２との間に中間部材６及び空間７３ｂを設けているので、カムシャフト１０１が内部ロータ２に接触することがない。従って、カムシャフト１０１が高強度材であっても、カムシャフト１０１との接触による損傷を防ぐために内部ロータ２に高強度材を用いる必要がない。又、内部ロータ２と中間部材６とが軸方向で全周に亘って当接する当接部Ａを設けているため、進角油路７３のオイルと遅角油路７４のオイルとが内部ロータ２と中間部材６との間で混ざり合うことがなく、弁開閉時期制御装置の制御性を損なうことがない。   In the valve timing control apparatus configured as described above, since the intermediate member 6 and the space 73b are provided between the camshaft 101 and the internal rotor 2, the camshaft 101 does not contact the internal rotor 2. Therefore, even if the camshaft 101 is a high-strength material, it is not necessary to use a high-strength material for the internal rotor 2 in order to prevent damage due to contact with the camshaft 101. Further, since the contact portion A where the inner rotor 2 and the intermediate member 6 are contacted over the entire circumference in the axial direction is provided, the oil in the advance oil passage 73 and the oil in the retard oil passage 74 are transferred to the inner rotor. 2 and the intermediate member 6 are not mixed with each other, and the controllability of the valve timing control device is not impaired.

中間部材６は、内部ロータ２と軸方向で全周に亘って当接部Ａにて当接するだけでなく、カムシャフト１０１とも軸方向で全周に亘って当接部Ｂにて当接する。図６に示すように、中間部材６に形成した通路７４ｂを、軸方向においてカムシャフト１０１に形成した通路７４ａと接続するように構成すると、中間部材６とカムシャフト１０１との間に隙間が生じても、進角油路７３のオイルと遅角油路７４のオイルとが混ざり合うことがないので、弁開閉時期制御装置の制御性を損なうことがない。この場合、中間部材６として、カムシャフト１０１の線膨張係数と同じ又は近い線膨張係数を有する材料を用いる必要性が少なく、中間部材６の材料を選択する自由度が増す。   The intermediate member 6 not only contacts the inner rotor 2 at the contact portion A over the entire circumference in the axial direction, but also contacts the camshaft 101 at the contact portion B over the entire circumference in the axial direction. As shown in FIG. 6, when the passage 74 b formed in the intermediate member 6 is connected to the passage 74 a formed in the cam shaft 101 in the axial direction, a gap is generated between the intermediate member 6 and the cam shaft 101. However, since the oil in the advance oil passage 73 and the oil in the retard oil passage 74 are not mixed, the controllability of the valve opening / closing timing control device is not impaired. In this case, there is little need to use a material having a linear expansion coefficient that is the same as or close to the linear expansion coefficient of the camshaft 101 as the intermediate member 6, and the degree of freedom in selecting the material of the intermediate member 6 is increased.

又、本実施形態においては、内部ロータ２を組み付ける前に、予め中間部材６をカムシャフト１０１に圧入しておくことが可能であるので、カムシャフト１０１と中間部材６との間の隙間をなくすことができる。従って、カムシャフト１０１と中間部材６との間に隙間が生じると、進角油路７３のオイルと遅角油路７４のオイルとが混ざり合ってしまうような油路構成としている場合には、中間部材６をカムシャフト１０１に圧入することにより、弁開閉時期制御装置の制御性が低下することを防止できる。   In the present embodiment, the intermediate member 6 can be press-fitted into the camshaft 101 in advance before assembling the internal rotor 2, thereby eliminating the gap between the camshaft 101 and the intermediate member 6. be able to. Therefore, when a gap is generated between the camshaft 101 and the intermediate member 6, the oil passage configuration is such that the oil in the advance oil passage 73 and the oil in the retard oil passage 74 are mixed. By press-fitting the intermediate member 6 into the camshaft 101, it is possible to prevent the controllability of the valve opening / closing timing control device from being lowered.

〔他の実施形態〕
（１）本発明に係る弁開閉時期制御装置を、排気弁側の弁開閉時期制御装置に適用しても良い。
（２）ロック機構を備えていなくても、或いはロック機構の構成が上記実施形態と異なっていても良い。
（３）油路構成は弁開閉時期制御装置の機能に支障をきたさない範囲で、上記実施形態と異なる構成としても良い。
（４）本発明における「従動軸」は、ＯＣＶボルトやカムシャフト以外の部材としても良い。
（５）中間部材の形状や配置が上記実施形態と異なっていてもよい。 Other Embodiment
(1) The valve opening / closing timing control device according to the present invention may be applied to a valve opening / closing timing control device on the exhaust valve side.
(2) The lock mechanism may not be provided, or the configuration of the lock mechanism may be different from that of the above embodiment.
(3) The oil passage configuration may be different from the above embodiment as long as the function of the valve timing control device is not hindered.
(4) The “driven shaft” in the present invention may be a member other than the OCV bolt or the camshaft.
(5) The shape and arrangement of the intermediate member may be different from those in the above embodiment.

本発明は、自動車その他の内燃機関の弁開閉時期制御装置に利用することができる。   The present invention can be used for a valve opening / closing timing control device of an automobile or other internal combustion engine.

１ ハウジング
２ 内部ロータ
５ ＯＣＶボルト（従動軸）
６ 中間部材
４３ 進角油路（第１油路）
４３ｂ 空間（第１油路の一部を構成する空間）
４４ 遅角油路（第２油路）
４４ｂ 貫通孔（第２油路の一部を構成する通路）
５１ ＯＣＶ（制御弁）
７３ 進角油路（第１油路）
７３ｂ 空間（第１油路の一部を構成する空間）
７４ 遅角油路（第２油路）
７４ｂ 通路（第２油路の一部を構成する通路）
１０１ カムシャフト（従動軸）
Ａ 当接部 1 Housing 2 Internal rotor 5 OCV bolt (driven shaft)
6 Intermediate member 43 Advance oil passage (first oil passage)
43b space (a space constituting a part of the first oil passage)
44 Retardation oil passage (second oil passage)
44b Through hole (passage constituting part of second oil passage)
51 OCV (Control valve)
73 Advance oil passage (first oil passage)
73b space (a space constituting a part of the first oil passage)
74 Retardation oil passage (second oil passage)
74b passage (passage constituting a part of the second oil passage)
101 Camshaft (driven shaft)
A Contact part

Claims (6)

内燃機関の駆動軸と同期回転するハウジングと、
前記ハウジングと同軸上に配置され、前記ハウジングに対して相対回転可能な内部ロータと、
前記ハウジングと前記内部ロータとの間に形成される進角室および遅角室と、
前記内部ロータの回転を伝達する従動軸と、
前記内部ロータと前記従動軸との間に配置され、前記内部ロータ及び前記従動軸と同期回転する中間部材と、を備え、
前記従動軸と前記内部ロータとの間に空間が形成され、前記進角室に連通する第１油路が、前記従動軸の軸芯から前記空間及び前記内部ロータの内部を介して径外方向に延出し、前記遅角室に連通する第２油路が、前記従動軸の軸芯から前記中間部材の内部を介して前記径外方向に延出し、前記第１油路と前記第２油路との間において前記中間部材が前記内部ロータに軸方向で全周に亘って当接する当接部を設け、
前記第１油路と前記第２油路とは、前記当接部を前記軸方向で挟むように配置されている弁開閉時期制御装置。 A housing that rotates synchronously with the drive shaft of the internal combustion engine;
An inner rotor disposed coaxially with the housing and rotatable relative to the housing;
An advance chamber and a retard chamber formed between the housing and the inner rotor;
A driven shaft for transmitting rotation of the internal rotor;
An intermediate member disposed between the inner rotor and the driven shaft and rotating synchronously with the inner rotor and the driven shaft;
A space is formed between the inner rotor before and SL driven shaft, a first oil passage communicating with the advance chamber, through the interior of the space and the inner rotor from the axis of the driven shaft radially A second oil passage extending in a direction and communicating with the retard chamber extends from the axial center of the driven shaft in the radially outward direction through the inside of the intermediate member , and the first oil passage and the second oil passage A contact portion is provided between the oil passage and the intermediate member that contacts the inner rotor over the entire circumference in the axial direction ;
The first oil passage and the second oil passage are valve opening / closing timing control devices arranged so as to sandwich the contact portion in the axial direction . 前記中間部材は、前記内部ロータよりも前記従動軸に近い線膨張係数又は前記従動軸と同じ線膨張係数を有する材料からなる請求項１に記載の弁開閉時期制御装置。   The valve opening / closing timing control device according to claim 1, wherein the intermediate member is made of a material having a linear expansion coefficient closer to the driven shaft than the internal rotor or the same linear expansion coefficient as the driven shaft. 前記第２油路を流通して前記内部ロータに供給される作動油は、前記従動軸の外周側を通り、前記中間部材を介して供給可能な請求項１又は２に記載の弁開閉時期制御装置。   3. The valve opening / closing timing control according to claim 1, wherein the hydraulic oil that flows through the second oil passage and is supplied to the internal rotor passes through the outer peripheral side of the driven shaft and can be supplied via the intermediate member. apparatus. 前記従動軸及び前記中間部材は鉄材からなり、前記内部ロータはアルミ材からなる請求項１〜３の何れか1項に記載の弁開閉時期制御装置。   The valve opening / closing timing control device according to any one of claims 1 to 3, wherein the driven shaft and the intermediate member are made of an iron material, and the inner rotor is made of an aluminum material. 前記従動軸はカムシャフトであり、前記中間部材は前記カムシャフトに圧入されている請求項１〜４の何れか１項に記載の弁開閉時期制御装置。   The valve opening / closing timing control device according to any one of claims 1 to 4, wherein the driven shaft is a camshaft, and the intermediate member is press-fitted into the camshaft. 前記従動軸はカムシャフトに螺着されるボルトであり、前記ボルトの内部に前記第１油路及び前記第２油路の連通・非連通を切り換える制御弁が収容されている請求項１〜４の何れか１項に記載の弁開閉時期制御装置。   The driven shaft is a bolt that is screwed onto a camshaft, and a control valve that switches between communication and non-communication of the first oil passage and the second oil passage is housed inside the bolt. The valve opening / closing timing control device according to any one of the above.
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