JP2003262108A - Valve timing adjustment device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress knocking noises (unusual noises) generated just after starting an engine, and to provide a valve timing adjusting device with excellent controllability. <P>SOLUTION: A pressure discharge passage 24 communicating with the atmosphere on the central side of a device is formed in the inner periphery of each delay angle side hydraulic chamber 10 through a communication groove 25 having a rectangular cross section, formed in one side face (not shown) of a cover 4 which is a component of a first rotor 1, and one side face 6c of a boss part 6a of a rotor 6 slidably contacting therewith along the radial direction, and communicating with the atmosphere on the central side of the device. The width and the depth of the communication groove 25 of the pressure discharge passage 24 are determined in a range where air easily escapes and oil hardly escapes. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a valve timing adjusting device for changing the opening / closing timing of intake / exhaust valves of an internal combustion engine (hereinafter referred to as engine) according to operating conditions.

[0002]

2. Description of the Related Art As a conventional valve timing adjusting device, for example, one having a structure shown in FIGS. 9 and 10 is known. 9 is a cross-sectional view showing the internal structure of a conventional vane type valve timing adjusting device, and FIG.
It is a longitudinal cross-sectional view taken along the line A. In FIG. 10, the right side of the drawing is the front and the left side is the rear.

In the figure, reference numeral 1 is connected to a crankshaft (not shown) which is an output shaft of an engine via a chain (not shown), a belt (not shown) or the like and is synchronized with the crankshaft (not shown). It is a first rotating body that rotates. First
The rotating body 1 has a sprocket 2 that rotates integrally with a crankshaft (not shown), and a plurality of protrusion-shaped shoes 3a that protrude radially inward from the inner peripheral portion to form a plurality of hydraulic chambers. The case 3 and the cover 4 configured by the shoe 3a of the case 3 for closing the hydraulic chamber are integrated by a fastening member 5 such as a bolt.

Inside the case 3, a rotor (second rotating body) 6 which can rotate relative to the first rotating body 1 is arranged. The boss portion 6a of the rotor 6 is an intake valve or an exhaust valve. Is integrally fixed to a cam shaft 7 involved in opening and closing of the device by a fastening member 8 such as a bolt. The boss portion 6 of this rotor 6
In the outer peripheral portion of a, the case 3 extending radially outward is provided.
Vanes 6b for partitioning the hydraulic chamber constituted by a plurality of shoes 3a into an advance hydraulic chamber 9 and a retard hydraulic chamber 10.
Are formed. In the camshaft 7, a first oil passage (pressure chamber supply passage) 11 for supplying / discharging the hydraulic pressure to the advance side hydraulic chamber 9 and a second hydraulic passage for supplying / discharging the hydraulic pressure to the retard side hydraulic chamber 10 are provided. The oil passage (pressure chamber supply passage) 12 is provided.

At the tip of the shoe 3a of the case 3 and the tip of the vane 6b of the rotor 6, sealing means 13 for preventing oil leakage between the advance side hydraulic chamber 9 and the retard side hydraulic chamber 10 are arranged. It is set up. The sealing means 13 is roughly composed of a seal member 13a that slides on the inner wall surface of the advance side hydraulic chamber 9 or the retard side hydraulic chamber 10 and a leaf spring 13b that presses the seal member 13a toward the inner wall side. There is.

One vane 6b of the rotor 6 as the second rotating body is provided with a housing hole 14 for housing a lock pin which will be described later, and the housing hole 14 contains the first rotating body 1 and the second rotating body. Lock pin (lock member, lock mechanism) that is a substantially cylindrical straight pin that restricts relative rotation with respect to the rotating body
15 are provided. The lock pin 15 is provided at the time of starting the engine when there is no hydraulic pressure in the valve timing adjusting device.
The rotor 6 vibrates in the rotational direction by the alternating reaction force of the cam shaft 7 (hereinafter referred to as the cam reaction force), and due to this vibration, the rotor 6 repeatedly abuts and separates from the first rotating body 1 and produces a tapping sound. This is for suppressing the generation of (abnormal noise). Therefore, the lock pin 15 is urged by a biasing means (lock mechanism) 16 such as a coil spring arranged between the rear wall of the housing hole 14 and the lock pin 15 to rotate the first rotating body 1.
Is always urged toward and can be engaged in an engagement hole described later. A discharge hole (lock release mechanism) 17 for discharging the back pressure of the lock pin 15 to the outside of the device is formed in the storage hole 14.

On the other hand, on the sprocket 2 as the first rotating body 1, the rotor 6 as the second rotating body is located at the most retarded position which is the most retarded side with respect to the first rotating body 1. An engagement hole (lock mechanism) 18 is formed at a position where the lock pin 15 is sometimes fitted.

In the vane 6b having the storage hole 14, one of the advance side hydraulic chamber 9 and the retard side hydraulic chamber 10 having a higher pressure is selected and turned back, and the pressure is engaged by the lock pin 15. A check valve (lock release mechanism) 19 is provided which is supplied into the joint hole 18 to release the engagement (hereinafter referred to as lock) of the lock pin 15 with the engagement hole 18. The check valve 19 includes a first lock release hydraulic pressure supply passage (lock release mechanism) 20 formed in the vane 6 b of the rotor 6 and a second lock release valve formed in the sprocket 2.
It communicates with the inside of the engagement hole 18 via a lock release hydraulic pressure supply passage (lock release mechanism) 21. The check valve 19 and the advance side hydraulic chamber 9 communicate with each other via the advance side pressure distribution passage (lock release mechanism) 22.
And the retard side hydraulic chamber 10 communicate with each other via a retard side pressure distribution passage (lock release mechanism) 23.

Next, the operation will be described. When the engine is stopped, the rotor 6 is relatively moved to the most retarded position with respect to the first rotating body 1 by hydraulic control. In this state,
When the engine is stopped, the oil in the advance side hydraulic chamber 9 and the retard side hydraulic chamber 10 goes down to the oil pan (not shown) via the first oil passage 11, the second oil passage 12 and the like. When the hydraulic pressure falls below the unlocking hydraulic pressure, the lock pin 15 is biased by the biasing force of the biasing means 16 and locked in the engagement hole 18. When the engine is started in this state, the oil pressure from the oil pump (not shown) is supplied into the retard angle side hydraulic chamber 10, passes through the retard angle side pressure distribution passage 23, and then the check valve 19 releases the first unlocked hydraulic pressure. It is supplied to the engagement hole 18 via the supply passage 20 and the second unlocking hydraulic pressure supply passage 21. In the engagement hole 18, a supply hydraulic pressure (lock release hydraulic pressure) 18 is formed between the inner wall of the engagement hole 18 and the outer wall of the lock pin 15 and is used as a lock release hydraulic chamber (lock release mechanism) 18.
The lock pin 15 is pressed against the biasing force of the biasing means 16 supplied to the inside of the lock pin 15. As a result, the lock pin 15 retracts to the inner side of the storage hole 14 and comes out of the engagement hole 18 (lock release). At this time, the back pressure of the lock pin 15 is 1
4 through the discharge hole 17 to the outside of the valve timing adjusting device. The tip of the lock pin 15 has an engaging hole 18
When the first rotating body and the second rotating body are released from the first rotating body,
Free rotation with the rotating body is allowed.

[0010]

However, since the conventional valve timing adjusting device has the above-mentioned structure, when the engine is started, the oil pressure is raised by the oil pump (not shown) and, at the same time, the pressure in the pipe is increased. Since the stagnant air is pushed out at once, when the oil that has bitten the air applied in the valve timing adjustment device is supplied into the engagement hole 18 and the lock by the lock pin 15 is inadvertently released, The above-mentioned cam reaction force cannot be absorbed by the hydraulic pressures in the advance side hydraulic chamber 9 and the retard side hydraulic chamber 10,
There is a problem that the first rotating body 1 and the second rotating body repeatedly come into contact with and separate from each other, and it is not possible to suppress the generation of a tapping sound (abnormal noise).

Further, since the conventional valve timing adjusting device has the above-mentioned structure, it takes a long time to remove air or oil that has bitten air from the hydraulic chamber,
Since the filling speed of the oil into the hydraulic chamber is limited, there is a problem that the controllability immediately after the engine is started is poor.

As another conventional example of the valve timing adjusting device, one disclosed in, for example, Japanese Patent Laid-Open No. 10-159519 is known. This valve timing adjusting device has a structure in which a lock release hydraulic chamber is provided with a pressure release passage for discharging only air to the outside. However, in this conventional valve timing adjusting device, the oil and air reaching the pressure release passage are configured to pass through the unlocking hydraulic chamber, so a small amount of air mixed in the shoulder of the stepped lock pin. If it acts, if the pressure release passage is sealed by the oil component, air cannot be discharged, and the engagement by the stepped lock pin may be released before the hydraulic pressure rises sufficiently. It does not solve.

The present invention has been made to solve the above problems. When the hydraulic pressure rises immediately after the engine is started, air or the like is efficiently removed from the hydraulic chamber to prevent inadvertent unlocking. While suppressing the generation of abnormal noise)
An object of the present invention is to obtain a valve timing adjusting device which has a high filling speed of oil in a hydraulic chamber and has excellent controllability immediately after engine start.

[0014]

SUMMARY OF THE INVENTION A valve timing control apparatus according to the present invention includes a first rotating body that rotates in synchronization with a crankshaft of an internal combustion engine and has a plurality of shoes inside, and intake or exhaust air of the internal combustion engine. A second rotating body which is fixed to one end of the camshaft and is rotatably disposed in the first rotating body, and has a boss portion and a plurality of vanes formed on an outer peripheral portion of the boss portion; A plurality of hydraulic chambers formed between the plurality of vanes of the second rotating body and the plurality of shoes of the first rotating body, and among the first rotating body and the second rotating body A lock mechanism that locks one of them with respect to the other at a predetermined angle, and a pressure release passage that is provided in the hydraulic chamber and communicates with the atmosphere on the center side of the device.

In the valve timing control device according to the present invention, the pressure release passage is provided with a communication groove formed on one side surface of the boss portion of the second rotating body for communicating the hydraulic chamber with the atmosphere on the center side of the device.
The slit is composed of one side surface of the first rotating body that is in sliding contact with the one side surface of the boss portion.

In the valve timing adjusting device according to the present invention, the pressure release passage is slidably in contact with the first groove formed on one side surface of the boss portion of the second rotating body and the one side surface of the boss portion. A first slit formed of one side surface of the rotating body;
A second groove formed on the one side surface of the rotating body and the one side surface of the boss portion, and connected to the first slit while both rotating bodies are locked and in an unlocked state. The second slit is divided into two parts.

In the valve timing adjusting device according to the present invention, the lock mechanism is accommodated in the accommodating hole provided in either one of the first rotating body and the second rotating body and in the accommodating hole. A lock member, a biasing unit that is provided between the lock member and the bottom of the housing hole, and biases the lock member toward the other rotating body, and the lock member provided on the other rotating body. And a pressure release passage is provided in a hydraulic chamber communicating with an unlock hydraulic chamber formed between the engaging hole of the lock mechanism and the lock member. is there.

In the valve timing adjusting device according to the present invention, the pressure release passage is provided in the hydraulic chamber into which the hydraulic pressure first enters when the internal combustion engine is started.

[0019]

BEST MODE FOR CARRYING OUT THE INVENTION An embodiment of the present invention will be described below. Embodiment 1. 1 is a transverse cross-sectional view showing an internal configuration of a valve timing adjusting device according to a first embodiment of the present invention, and FIG. 2 is a schematic perspective view showing an enlarged main part of the device shown in FIG. 3 to 5 are transverse cross-sectional views showing the states of oil and air filled in the apparatus shown in FIGS. 1 and 2, and FIG. 3 shows the state of oil and air receiving only gravity when the engine is stopped. 4, FIG. 4 shows the state of oil and air that immediately start to receive centrifugal force in addition to gravity immediately after the engine starts, and FIG. 5 shows the state of air discharge at the start of oil supply. Among the components of the first embodiment, those common to the components of the conventional valve timing adjusting device are designated by the same reference numerals, and the description of those components will be omitted. Further, in FIG. 3, the lower side of the drawing is the lower side and the upper side is the upper side.

The feature of the first embodiment lies in that a pressure release passage 24 communicating with the atmosphere on the center side of the apparatus is provided in the inner peripheral portion of each retard side hydraulic chamber 10 into which the hydraulic pressure first enters when the engine is started. . The pressure release passage 24 in the first embodiment is provided on one side surface (not shown) of the cover 4 which is a component of the first rotating body 1 and on one side surface 6c of the boss portion 6a of the rotor 6 which is in sliding contact with the cover 4. The slit is formed by a communicating groove 25 having a rectangular cross-section and formed along the radial direction so as to communicate with the atmosphere on the center side of the apparatus. The air and oil filled in the device when the engine is started are viscous fluids. The leak amount of the viscous fluid that leaks through the slit increases in proportion to the cube of the slit width and slit height, and decreases in inverse proportion to the slit length and viscosity. Therefore, the cross-sectional shape and dimensions of the pressure release passage 24 are
It is determined in consideration of the viscosity changes of air and oil in a predetermined temperature range. Therefore, the width and depth of the communication groove 25 of the pressure release passage 24 corresponding to the slit width and slit height are
It is determined within a range where the air easily escapes but the oil does not easily escape.

Next, the operation will be described. When the engine is stopped, the rotor 6 is relatively moved to the most retarded position with respect to the first rotating body 1 by hydraulic control. In this state,
When the engine is stopped, the oil in the advance side hydraulic chamber 9 and the retard side hydraulic chamber 10 passes through the first oil passage 11 and the second oil passage 12 shown in FIG. )
Go down to. At this time, the oil OL in the apparatus decreases and descends as shown in FIG. 3, and the air AR conversely fills the internal space of the apparatus. The remaining oil OL and the newly entered air AR coexist in each retard side hydraulic chamber 10. A relatively larger amount of oil OL remains in the retard side hydraulic chamber 10 on the lower side in the vertical direction than in the retard side hydraulic chamber 10 on the upper side in the vertical direction. When the oil OL decreases and the hydraulic pressure falls below the unlocking hydraulic pressure, the lock pin 15 is biased by the biasing force of the biasing means 16 and locked in the engagement hole 18.
The relative rotation of the first rotating body 1 and the rotor 6 as the second rotating body is restricted. When the engine is restarted in this state, both rotating bodies rotate in the direction of arrow R in synchronization with the rotation of the crankshaft (not shown). Oil OL is Air A
Since the specific gravity is larger than R, as shown in FIG. 4, the centrifugal force caused by the rotation of both rotating bodies pushes the rotation-side outer side of the retard angle side hydraulic chamber 10, that is, the inner peripheral surface side of the case 3. On the other hand, since the air AR in the retard side hydraulic chamber 10 is not largely affected by the centrifugal force, the air AR relatively moves to the inside of the rotation in the retard side hydraulic chamber 10 relative to the oil OL. That is, oil OL
And the air AR are centrifuged.

As shown in FIG. 5, the oil OL is operated by an oil pump (not shown) which is started at the same time when the engine is restarted. Supply to the retard side hydraulic chamber 10 via the second oil passage 12 begins. The supplied oil OL also enters the retard side hydraulic chamber 10 and is simultaneously pressed against the inner peripheral surface of the case 3 by the centrifugal force.
It is eccentrically distributed on the outside of the rotation within 0 and is accumulated. Therefore, the air AR in the retard side hydraulic chamber 10 is efficiently discharged from the pressure release passage 24 in the direction of the arrow E into the atmosphere on the center side of the apparatus, and at the same time, the oil OL is in the retard side hydraulic chamber 10. The oil is rapidly filled in the retard angle side hydraulic chamber 10 while being unevenly distributed on the outer side of rotation.
Therefore, even if the lock pin 15 is released from the engagement hole 18 and unlocked at the same time as the supply of the hydraulic pressure, the retard-side hydraulic pressure in the retard-side hydraulic chamber 10 can be quickly increased.

Further, even if the air AR escapes from the retard angle side hydraulic chamber 10 and is filled with the oil OL, the pressure release passage 24 is a wide and shallow slit suitable for discharging only the air AR having a low viscosity. It is possible to minimize the leakage amount of the highly viscous oil OL. Therefore, the decrease in the hydraulic pressure in the retard side hydraulic chamber 10 during the engine operation can be suppressed within the allowable range, so that the inconvenience of impairing the controllability of the device does not occur.

As described above, in the first embodiment, the pressure release passage 24 communicating with the atmosphere on the center side of the apparatus is provided in the inner peripheral portion of each retard side hydraulic chamber 10, so that the engine is started. The air AR can be collected by centrifugal separation into the rotation inside of the retard side hydraulic chamber 10 and efficiently discharged from the pressure release passage 24, and at the same time, the oil OL can be quickly filled into the retard side hydraulic chamber 10. As a result, even if the lock pin 15 is released from the engagement hole 18 and unlocked at the same time as the supply of the hydraulic pressure, the hydraulic pressure on the retard side can be quickly increased, so that the cam reaction force can be suppressed and the hammering sound (abnormal noise) can be generated. There is an effect that it is possible to prevent the occurrence of.

In the first embodiment, the pressure release passage 24 is
A communication groove 25 formed on one side surface 6c of the boss portion 6a of the rotor 6 for communicating the retard angle side hydraulic chamber 10 with the atmosphere on the device center side.
And the one side surface (not shown) of the cover 4 slidingly contacting the one side surface 6c of the boss portion 6a, the communication groove 25 is formed on the one side surface 6 of the boss portion 6a of the rotor 6.
There is an effect that the pressure release passage 24 can be accurately and easily formed only by the step of forming c.

In the first embodiment, the pressure release passage 24 is
Since it is provided in the retard side hydraulic chamber 10 where the hydraulic pressure enters first when the engine is started, the retard side hydraulic pressure causes the pressure release passage 2
There is an effect that the efficiency of discharging the air AR from 4 can be improved.

In the first embodiment, the pressure release passage 24 is provided in the retard side hydraulic chamber 10, but the hydraulic pressure is set so that the hydraulic pressure enters the advance side hydraulic chamber 9 first when the engine is started. In this case, the pressure release passage 24 may be provided in the advance side hydraulic chamber 9. In this case, the same effect as that of the first embodiment can be obtained by first supplying the hydraulic pressure into the advance-side hydraulic chamber 9 when the engine is started.

Further, in the first embodiment, the pressure release passages 24 are provided in the respective retard side hydraulic chambers 10. However, the retard side hydraulic chambers 10 communicating with the lock releasing hydraulic chamber 18a as the lock releasing mechanism. The pressure release passage 24 may be provided only inside.
In this case, the careless lock pin 1 due to the air AR staying in the retard side hydraulic chamber 10 etc. at the time of engine start
5 can be prevented from unlocking (lock pin malfunction), oil leakage from the retard angle side hydraulic chamber 10 without the pressure release passage 24 is eliminated, and the hydraulic pressure is stabilized to maintain high controllability of the device. The effect is that you can.

Further, in the first embodiment, the lock mechanism is arranged in the axial direction of the device, but the lock mechanism may be arranged in the radial direction of the device. Also in this case, the same effect as that of the first embodiment can be obtained.

Embodiment 2. 6 is a transverse cross-sectional view showing an internal configuration of a valve timing adjusting device according to a second embodiment of the present invention, and FIG. 7 is a schematic perspective view showing an enlarged main part of the device shown in FIG. 8 is a transverse cross-sectional view showing a state in which the first rotating body and the second rotating body of the device shown in FIGS. 6 and 7 are relatively rotated. In addition, this Embodiment 2
Among the constituent elements of (1), those common to the constituent elements of the conventional valve timing adjusting device are designated by the same reference numerals, and description thereof will be omitted.

The feature of the second embodiment is that the first embodiment is different.
Unlike the type in which the rotor 6 as the second rotating body can be locked at the most advanced position with respect to the first rotating body 1, a pressure release passage is provided in the advance side hydraulic chamber 9 One side surface (not shown) of the cover 4 that slidably contacts the passage with the first front-rear circular groove 26 formed on one side surface 6c of the boss portion 6a of the rotor 6 and one side surface 6c of the boss portion 6a of the rotor 6 ), A second oval groove 28 formed on one side surface (not shown) of the cover 4, and the rotor 6
Second slit 2 consisting of one side surface 6c of the boss portion 6a
It is divided into 9 and 9.

The first groove 26 of the first slit 27 extends from the outer peripheral side of the boss portion 6a of the rotor 6 toward the inner side in the apparatus radial direction along the one side surface 6c to the front side of the inner opening 6d of the boss portion 6a. It has been extended. Second groove 28 of second slit 29
Is the advance side hydraulic chamber 9 from the inner peripheral portion of the inner opening (not shown) of the cover 4 along the one side surface to the outside in the device radial direction.
Has been extended to just before. First groove 26 and second
The width and depth of the groove 27 are determined in a range in which air easily escapes but oil does not easily escape, similarly to the communication groove in the first embodiment. Further, when both the rotating bodies are fixed at the most advanced position, a part of the first groove 26 and a part of the second groove 27 slightly overlap each other, and the first groove 26 is interposed through the gap. And the second groove 27 are connected, and the gap is closed when the two rotating bodies rotate relative to each other.
And the second groove 27 are displaced from each other in the circumferential direction. The size of the gap is similar to that of the first groove 26 and the second groove 27.
It is determined within a range where the air easily escapes but the oil does not easily escape.

Next, the operation will be described. When the engine is stopped, the rotor 6 is moved relative to the first rotating body 1 to the most advanced position by hydraulic control. In this state,
When the engine is stopped, the oil in the advance side hydraulic chamber 9 and the retard side hydraulic chamber 10 goes down to the oil pan (not shown) via the first oil passage 11, the second oil passage 12 and the like. When the oil pressure decreases and the hydraulic pressure falls below the unlocking hydraulic pressure, the lock pin 15 is urged by the urging force of the urging means 16 and locked in the engagement hole 18, so that the first rotating body 1 and the second rotating body are formed. The relative rotation of the rotor 6 is restricted. At this time, as shown in FIG. 6, the first slit 27 and the second slit 2
Reference numeral 9 is connected to connect the advance side hydraulic chamber 9 and the atmosphere on the center side of the apparatus. When the engine is restarted in this state, both rotating bodies rotate in synchronization with the rotation of the crankshaft (not shown). The oil is pressed against the rotation outside of the advance side hydraulic chamber 9, that is, the inner peripheral surface side of the case 3 by the centrifugal force due to the rotation of both rotating bodies, and the air is relatively moved to the rotation inside of the advance side hydraulic chamber 9. , Centrifuge both.

The oil is started to be supplied to the advance side hydraulic chamber 9 through the OCV (not shown) and the first oil passage 12 by the oil pump (not shown) which is started at the same time when the engine is restarted. The supplied oil also enters the advance-side hydraulic chamber 9 and is pressed against the inner peripheral surface of the case 3 by the centrifugal force at the same time, and is unevenly distributed outside the advance-side hydraulic chamber 9 and accumulated. Therefore, the air in the advance-side hydraulic chamber 9 is supplied with the first slit 27 and the second slit 29 that form the pressure release passage.
At the same time, the oil is efficiently discharged into the atmosphere on the center side of the apparatus through the oil, and at the same time, the oil is quickly filled in the advance side hydraulic chamber 9 while being unevenly distributed on the rotation outside of the advance side hydraulic chamber 9. For this reason,
Even if the lock pin 15 is released from the engagement hole 18 and unlocked at the same time as the supply of hydraulic pressure, the advance-side hydraulic pressure in the advance-side hydraulic chamber 9 can be quickly increased.

When the engine is in a steady operation state, the lock is released, and the two rotating bodies can rotate relative to each other. In this unlocked state, it is necessary to continue supplying hydraulic pressure into the advance side hydraulic chamber 9 in order to maintain the most advanced position against the cam reaction force. The supplied hydraulic pressure may be sufficient to contact the vane 6b of the rotor 6 and the shoe 3a of the case 3 against the cam reaction force.

Next, according to the operating condition of the engine, the OC
When V (not shown) is switched and hydraulic pressure is supplied to the retard angle side hydraulic chamber 10 to move both rotating bodies to a position other than the most advanced angle position, as shown in FIG. Since the second slit 29 is divided, the pressure release passage is closed. Here, when both rotary bodies are moved to the target position and the position is held, the OCV stops the supply and discharge of the hydraulic pressure to and from the advance side hydraulic chamber 9 and the retard side hydraulic chamber 10. In other words, the cam reaction force works in the direction of pushing the rotor 6 as the second rotating body in the retard direction, and there is oil leakage in the device. Therefore, when the target position is maintained, the advance side hydraulic chamber is maintained. It is necessary to continue to apply a slight hydraulic pressure to 9. When the minute hydraulic pressure is applied, the amount of oil supplied to the advance side hydraulic chamber 9 is small. Therefore, if the pressure release passage is in communication, the oil leakage from the pressure release passage cannot be ignored and the oil is not held. It becomes difficult to control. In this respect, since the pressure release passage can be closed at positions other than the most advanced position, oil leakage from the pressure release passage can be prevented.

As described above, in the second embodiment, in the type that can be locked at the most advanced position, the first-side slit 27 and the second slit 29 are divided in the advanced-side hydraulic chamber 9. Since the pressure release passage is provided, the pressure release passage can efficiently discharge air at the most advanced position, and at the same time, the advance side hydraulic chamber 9 can be quickly filled with oil.
As a result, even if the lock is released at the same time as the supply of the hydraulic pressure, the advance-side hydraulic pressure can be quickly increased, so that the cam reaction force can be suppressed and an impact sound (abnormal noise) can be prevented. . Further, in the second embodiment, since the pressure release passage can be closed at a position other than the most advanced position, oil leakage from the pressure release passage can be prevented, and when the oil is held at a position other than the most advanced position, the device is There is an effect that the controllability of can be improved.

[0038]

As described above, according to the present invention, since the pressure release passage communicating with the atmosphere on the center side of the apparatus is provided in the hydraulic chamber, it is centrifugally separated when the engine is started, and is placed inside the rotation inside the hydraulic chamber. Air can be collected and discharged efficiently from the pressure release passage, and at the same time oil can be quickly filled into the hydraulic chamber. With this, even when the lock member is pulled out of the engagement hole and unlocked at the same time as the supply of the hydraulic pressure, the hydraulic pressure can be quickly increased, so that the cam reaction force can be suppressed and the hammering noise (abnormal noise) can be generated.
There is an effect that it is possible to prevent the occurrence of.

According to the present invention, the pressure release passage is formed on one side surface of the boss portion of the second rotating body, and the communication groove for communicating the hydraulic chamber with the atmosphere on the center side of the apparatus is provided with the communication groove. Since the slit is composed of the one side surface of the first rotating body that is in sliding contact with the side surface, the pressure release passage is formed only by the step of forming the communication groove on the one side surface of the boss portion of the second rotating body. There is an effect that it can be formed accurately and easily.

According to the present invention, the pressure release passage is provided in the first rotating body which is in sliding contact with the first groove formed in the one side surface of the boss portion of the second rotating body and the one side surface of the boss portion. A first slit formed of a side surface, a second groove formed in the one side surface of the first rotating body, and the one side surface of the boss portion, and in a state where both the rotating bodies are locked. Since it is configured to be divided into a second slit that is connected to the first slit and that is divided in the unlocked state, in the locked state, air can be efficiently discharged through the pressure release passage and at the same time oil can be quickly discharged into the hydraulic chamber. Can be filled. This allows
Even if the lock is released at the same time as the supply of the hydraulic pressure, the hydraulic pressure can be quickly increased, so that the cam reaction force can be suppressed, and an impact sound (abnormal noise) can be prevented.
In addition, since the pressure release passage can be closed in the unlocked state where the pressure release passage has moved to a position other than the lock position, oil leakage from the pressure release passage can be prevented, and when holding at a position other than the lock position, the controllability of the device is improved. The effect is that you can.

According to the present invention, the lock mechanism includes a housing hole provided in either one of the first rotating body and the second rotating body, and a lock member housed in the housing hole. Energizing means that is disposed between the lock member and the bottom of the housing hole and urges the lock member toward the other rotating body, and receives the lock member provided in the other rotating body. Since the pressure release passage is formed in the hydraulic chamber communicating with the lock releasing hydraulic chamber formed between the engaging hole of the lock mechanism and the lock member, The air in the hydraulic chamber communicating with the release hydraulic chamber can be efficiently discharged, and at the same time, the hydraulic chamber can be quickly filled with oil. With this, even if the lock member is pulled out of the engagement hole and unlocked at the same time as the supply of the hydraulic pressure, the hydraulic pressure can be quickly increased, so that the cam reaction force can be suppressed and the generation of a hammering noise (abnormal noise) is prevented. The effect is that you can.

According to the present invention, since the pressure relief passage is provided in the hydraulic chamber into which the hydraulic pressure enters first when the internal combustion engine is started, the efficiency of the discharge of air from the pressure relief passage can be improved by the supplied hydraulic pressure. The effect is that you can do it.

[Brief description of drawings]

FIG. 1 is a cross-sectional view showing an internal configuration of a valve timing adjusting device according to a first embodiment of the present invention.

FIG. 2 is a schematic perspective view showing an enlarged main part of the apparatus shown in FIG.

FIG. 3 is a transverse cross-sectional view showing a state of oil and air filled in the apparatus shown in FIGS. 1 and 2 and receiving only gravity when the engine is stopped.

FIG. 4 is a transverse cross-sectional view showing a state of oil and air filled in the device shown in FIGS. 1 and 2 and immediately after starting the engine, in addition to gravity, starts to receive a centrifugal force.

5 is a transverse cross-sectional view showing an air discharge state when the oil supply is started, which is filled in the apparatus shown in FIGS. 1 and 2. FIG.

FIG. 6 is a transverse cross-sectional view showing an internal configuration of a valve timing adjusting device according to a second embodiment of the present invention.

7 is a schematic perspective view showing an enlarged main part of the apparatus shown in FIG.

8 is a cross-sectional view showing a state in which the first rotating body and the second rotating body of the device shown in FIGS. 6 and 7 are relatively rotated.

FIG. 9 is a cross-sectional view showing an internal configuration of a conventional vane type valve timing adjusting device.

10 is a vertical cross-sectional view taken along the line AA of FIG.

[Explanation of symbols]

1 1st rotating body, 2 sprockets, 3 cases, 3
a shoe, 4 cover, 5 fastening member, 6 rotor (second rotating body), 6a boss portion, 6b vane, 7
Camshaft, 8 fastening members, 9 advance side hydraulic chamber, 10
Retardation side hydraulic chamber, 11 first oil passage (pressure chamber supply passage), 12 second oil passage (pressure chamber supply passage), 13 sealing means, 14 housing hole, 14a back pressure portion, 15 lock pin (lock) Member), 16 urging means, 17 discharge hole, 18 engagement hole, 18a lock release hydraulic chamber, 19
Check valve, 20 first unlocking hydraulic pressure supply path, 2
1 2nd unlocking hydraulic pressure supply passage, 22 advance side pressure distribution passage, 23 retard side pressure distribution passage, 24 pressure release passage, 2
5 communication groove, 26 1st groove, 27 1st slit,
28 second groove, 29 second slit.

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Hiroyuki Kinugawa             2-3 2-3 Marunouchi, Chiyoda-ku, Tokyo             Inside Ryo Electric Co., Ltd. (72) Inventor Yutaka Morimoto             2-6-2 Otemachi 2-chome, Chiyoda-ku, Tokyo             Ryoden Engineering Co., Ltd. (72) Inventor Noriyuki Nao             2-6-2 Otemachi 2-chome, Chiyoda-ku, Tokyo             Ryoden Engineering Co., Ltd. (72) Inventor Ken Inoue             2-3 2-3 Marunouchi, Chiyoda-ku, Tokyo             Inside Ryo Electric Co., Ltd. F-term (reference) 3G018 AB02 BA09 BA10 BA33 CA19                       DA54 DA56 DA57 FA01 FA07                       FA16 GA33 GA34

Claims (5)

[Claims] 1. A first rotating body that rotates synchronously with a crankshaft of an internal combustion engine and has a plurality of shoes inside, and a first rotating body fixed to one end of an intake or exhaust camshaft of the internal combustion engine. A second rotating body that is disposed so as to be relatively rotatable with respect to each other and has a boss portion and a plurality of vanes formed on an outer peripheral portion of the boss portion; a plurality of vanes of the second rotating body; One of the plurality of hydraulic chambers formed between the plurality of shoes of one rotating body and one of the first rotating body and the second rotating body is locked at a predetermined angle with respect to the other. A valve timing adjusting device having a lock mechanism and a pressure release passage which is provided in the hydraulic chamber and communicates with the atmosphere on the center side of the device. 2. The pressure release passage is in sliding contact with the one side surface of the boss portion, and a communication groove formed on one side surface of the boss portion of the second rotating body for communicating the hydraulic chamber with the atmosphere on the device center side. The valve timing adjusting device according to claim 1, wherein the slit is formed by one side surface of the first rotating body. 3. The pressure release passage comprises a first groove formed on one side surface of the boss portion of the second rotating body and one side surface of the first rotating body that is in sliding contact with the one side surface of the boss portion. A first slit, a second groove formed on the one side surface of the first rotating body, and the one side surface of the boss portion, and the first rotating body in a state where both rotating bodies are locked. The valve timing adjusting device according to claim 1, wherein the valve timing adjusting device is divided into a second slit that is connected to the slit and is divided in the unlocked state. 4. The lock mechanism includes a first rotating body and a second rotating body.
Of the rotating body of, the storage hole provided in either one,
A lock member housed in the housing hole; an urging means arranged between the lock member and the bottom of the housing hole for urging the lock member toward the other rotating body; A hydraulic pressure communicating with an unlock hydraulic chamber formed between the engagement hole of the lock mechanism and the lock member, the engagement hole being provided in the rotating body and receiving the lock member fitted therein. The valve timing adjusting device according to claim 1, wherein the valve timing adjusting device is provided in the chamber. 5. The valve timing adjusting device according to claim 1, wherein the pressure release passage is provided in a hydraulic chamber into which the hydraulic pressure enters first when the internal combustion engine is started.