JPH112109A - Internal combustion engine variable valve timing adjusting device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a valve timing adjusting device capable of releasing a locking means before relative torque generates between a housing member and a vane member. SOLUTION: The length of a valve member 45 is about the same as the axial length of a shoe 11b. Because the valve member 45 is abutting on the lateral on the delay angle side of a vane 14c by a spring member 46 force at the most delayed angle position, hydraulic fluid is not supplied to the whole body of a spark advance hydraulic chamber 66. Consequently, hydraulic pressure in a hydraulic chamber 37 rises faster than the whole hydraulic pressure in the spark advance hydraulic chamber 66 of the three chambers. Thus hydraulic pressure in the hydraulic chamber 37 rises and a stopper piston 30 slips out of a taper hole before a vane rotor 14 rotates from the most delayed angle position to the spark advance side, therefore the stopper piston 30 does not have a chance to hinder the relative rotational movement of the vane rotor 14 and a shoe housing 11.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

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

[0002]

2. Description of the Related Art Conventionally, a camshaft is driven through a timing pulley or a chain sprocket that rotates synchronously with a crankshaft of an engine, and an intake valve and an exhaust valve are driven by a phase difference due to a relative rotation between the timing pulley or the chain sprocket and the camshaft. As a vane type valve timing adjusting device for controlling at least one of the valve timings, a device disclosed in Japanese Patent Application Laid-Open No. 1-92504 is known.

[0003] In a valve timing adjusting device disclosed in Japanese Patent Application Laid-Open No. 1-92504, a hole is provided in an internal rotor that is a camshaft-side rotating body that rotates together with a vane, and a knock pin that can be fitted into the hole is used for a crank pin. Provided on the timing pulley that is the rotating body on the shaft side, and when the camshaft is at the most retarded position or the most advanced position with respect to the timing pulley, the knock pin fits into the hole to restrict the relative rotation of both rotating bodies. doing. This allows the timing pulley and the vane to move even when the camshaft receives positive and negative torque fluctuations due to the driving of the intake valve or the exhaust valve when the camshaft is at the most retarded position or the most advanced position with respect to the timing pulley. Can be prevented from occurring.

When the phase of the camshaft with respect to the timing pulley is changed from the state where the knock pin is fitted into the hole, the knock pin comes out of the hole by switching the oil path, and the relative rotation between the timing pulley and the camshaft becomes possible. .

[0005]

However, in a vane type valve timing adjusting device as disclosed in Japanese Patent Application Laid-Open No. 1-92504, for example, a camshaft at the most retarded position with respect to a timing pulley is advanced. In the method in which the knock pin is simultaneously pulled out with hydraulic pressure that drives the vane to the advance side when rotating to the corner side, depending on how hydraulic pressure is applied to the vane and the knock pin, the internal rotor may start rotating before the knock pin comes off . in this case,
When the rotational force of the internal rotor is applied to the knock pin, the knock pin becomes difficult to come off, and the internal rotor may not be able to rotate to the advance side.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a valve timing adjusting device capable of releasing a restraining means before a relative rotational force is generated between a housing member and a vane member.

[0007]

According to the valve timing adjusting device for an engine of the present invention, when the vane member moves from one circumferential end of the storage chamber to the other circumferential end. When the pressure in the release pressure chamber rises faster than the pressure in the vane pressure chamber, the contact portion and the contacted portion are moved before the vane member moves from one circumferential end to the other circumferential end. Is released. Therefore,
The vane member can be prevented from rotating relative to the housing member while the contact portion and the contacted portion are in contact.

According to the valve timing adjusting device for an engine according to the second aspect of the present invention, since the pressure rising speeds of the plurality of vane pressure chambers are different from each other, the pressure rising speeds of the plurality of vane pressure chambers are substantially the same. The rate at which the pressure applied to the vane member from the entire vane pressure chamber toward the other end in the circumferential direction can be suppressed. Therefore, before the vane member moves from one circumferential end to the other circumferential end, the restrained state between the contact portion and the contacted portion is released. Accordingly, it is possible to prevent the vane member from rotating relative to the housing member while the contact portion and the contacted portion are in contact with each other.

The engine valve timing adjusting device according to the third, fourth, fifth or sixth aspect of the present invention employs the following constitutions. It has a valve structure for opening and closing a flow path for supplying a working fluid to the vane pressure chamber. It has a throttle structure that regulates a fluid flow rate in a flow path that supplies a working fluid to the vane pressure chamber. The flow path length for supplying the working fluid to the release pressure chamber is shorter than the flow path length for supplying the working fluid to the vane pressure chamber. One of the three or more vane pressure chambers is supplied with a working fluid from one flow path, and at least two or more vane pressure chambers are supplied with a working fluid from one flow path.

According to the valve timing adjusting device for an engine of the present invention, the pressure receiving area of the vane member receiving the fluid pressure on the other circumferential end side of the storage chamber at the restraining position of the restraining means is limited. Is smaller than the pressure receiving area of the vane member that receives fluid pressure on the other circumferential end side at the unconstrained position. Therefore, the fluid pressure required to move the vane member from one circumferential end to the other circumferential end of the accommodation chamber is such that the pressure receiving area at the restrained position is as large as the pressure receiving area at the unrestrained position. It will be larger than the case. That is, when the restraining means is in the restraining state at the restraining position, the restraint of the restraining means is released before the vane member moves from one circumferential end to the other circumferential end due to an increase in fluid pressure. Can be. Accordingly, it is possible to prevent the vane member from rotating relative to the housing member while the contact portion and the contacted portion are in contact with each other.

[0011]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram showing a first embodiment of the present invention; 1, 3,
4, 5, 6, 8, and 9 are cross-sectional views at the same cutting position viewed from the same direction. (First Embodiment) FIGS. 1 and 2 show an engine valve timing adjusting apparatus according to a first embodiment of the present invention. First
The valve timing adjusting device 1 of the embodiment is of a hydraulic control type, and controls valve timing of an intake valve.

The timing pulley 10 shown in FIG. 2 is coupled to a crankshaft as a drive shaft of an engine (not shown) by a timing belt (not shown) to transmit a driving force, and rotates in synchronization with the crankshaft. The rear member 15 includes a plate portion 15a and a bearing portion 15b,
The plate portion 15a, the timing pulley 10, and the shoe housing 11, which will be described later, are connected by bolts 41. The camshaft 2 as a driven shaft receives a driving force from a timing pulley 10 and drives an intake valve (not shown) to open and close. The camshaft 2 can rotate relative to the timing pulley 10 with a predetermined phase difference. The timing pulley 10 and the camshaft 2 rotate clockwise as viewed from the left in FIG. Hereinafter, this rotation direction is referred to as an advance direction.

The shoe housing 11 has a peripheral wall 12 and a front portion 13 integrally formed, and constitutes a housing member together with the rear member 15. Vane rotor 14
Of the shoe housing 11 is the front end 1 of the shoe housing 11.
3 and the plate portion 15a of the rear member 15. Timing pulley 10, shoe housing 11
The rear member 15 and the rear member 15 constitute a driving-side rotating body, and are coaxially coupled to each other by bolts 41.

As shown in FIG.
Is a shoe 11 formed in a trapezoidal shape at substantially equal intervals in the circumferential direction.
a, 11b and 11c. Shoe 11a, 11
Fan-shaped space portions 60 as accommodation chambers for accommodating vanes 14a, 14b, 14c as vane members are formed in three circumferential gaps of b, 11c, respectively, and the inner periphery of the shoes 11a, 11b, 11c. The surface is formed in an arc-shaped cross section.

The vane rotor 14 has vanes 14a, 14b and 14c at substantially equal intervals in the circumferential direction.
a, 14b, and 14c are rotatably accommodated in a fan-shaped space 60 formed in a circumferential gap between the shoes 11a, 11b, and 11c. Arrows indicating the retard direction and the advance direction shown in FIG. 1 indicate the retard direction and the advance direction of the vane rotor 14 with respect to the shoe housing 11. In FIG. 1, each vane is located at one circumferential end of each fan-shaped space 60, and the vane rotor 14 is at the most retarded position with respect to the shoe housing 11. The most retarded position is defined by the side on the retard side of the vane 14b being locked to the side on the advance side of the shoe 11a. As shown in FIG. 2, the vane rotor 14 and the bush 20 are integrally connected to the camshaft 2 by bolts 40, and form a driven-side rotating body.

The camshaft 2 and the bush 20 are respectively connected to the bearing 15b and the front 13 of the rear member 15.
Is fitted to the inner peripheral wall 13a so as to be relatively rotatable. Therefore, the camshaft 2 and the vane rotor 14 can rotate relative to the timing pulley 10 and the shoe housing 11 coaxially. As shown in FIG. 1, the seal member 22 is fitted on the outer peripheral wall of the vane rotor 14. A minute clearance is provided between the outer peripheral wall of the vane rotor 14 and the inner peripheral wall of the shoe housing 11, and the seal member 22 prevents the hydraulic oil from leaking between the hydraulic chambers through the clearance. Each of the seal members 22 is pressed toward the inner peripheral wall of the peripheral wall 12 by the biasing force of the leaf spring.

As shown in FIG. 2, the guide ring 33 is press-fitted and held on the inner wall of the vane 14a.
A stopper piston 30 as a contact portion is inserted into 3. The stopper piston 30 is formed in a bottomed cylindrical shape having substantially the same outer diameter, and is accommodated in the guide ring 33 so as to be slidable in the axial direction of the camshaft 2. The stopper piston 30 is urged toward the front portion 13 by a spring 35 as urging means. The fitting ring 34 is fitted in a fitting hole formed in the front portion 13, and a tapered hole 34 a as a contacted portion is formed in an inner peripheral wall of the fitting ring 34. The stopper piston 30 can be fitted in the tapered hole 34a at the most retarded position shown in FIG. When the stopper piston 30 is fitted in the tapered hole 34a and the stopper piston 30 is in contact with the tapered hole 34a in the rotational direction, the vane rotor 14
Relative rotation is restricted. That is, the stopper piston 3
0 and the tapered hole 34a are in the restrained position at the most retarded position. The stopper piston 30, the tapered hole 34a and the spring 35 constitute a restraining means.

In FIG. 2, a hydraulic chamber 37 as a release pressure chamber formed on the left side of the distal end portion 30a of the stopper piston 30 communicates with an advance hydraulic chamber 64 to be described later via an oil passage 67 as shown in FIG. ing. The force that the pressure receiving surface of the distal end portion 30a receives from the hydraulic oil in the hydraulic chamber 37 acts in a direction to pull out the stopper piston 30 from the tapered hole 34a. When hydraulic oil of a predetermined pressure or more is supplied to the advance hydraulic chamber 64, the stopper piston 30 comes out of the tapered hole 34a against the urging force of the spring 35 by the operating hydraulic pressure.

Position of stopper piston 30 and tapered hole 3
The position of 4a means that when the vane rotor 14 is at the most retarded position with respect to the shoe housing 11, that is, when the camshaft 2 is at the most retarded position with respect to the crankshaft, the stopper piston 30
Are set at positions where they can be fitted into the tapered holes 34a.
In the first embodiment, the most retarded position represents one circumferential end of the fan-shaped space 60 that is the accommodation room, and the most advanced position represents the other circumferential end of the fan-shaped space 60 that is the accommodation room. Part.

A communication passage 50 communicating with the back pressure chamber 38 of the stopper piston 30 is formed on the rear member 15 side of the vane 14a. The communication passage 50 is located at the most retarded position,
It communicates with the communication path 51 formed in 5b. Since the communication passage 51 is open to the atmosphere in the oil lubrication space of the engine (not shown), the back pressure chamber 38 is open to the atmosphere at the most retarded position. Therefore, the movement of the stopper piston 30 is not hindered at the most retarded position. The vane rotor 14 rotates from the most retarded position to the advanced side, that is, the stopper piston 3
When the vane rotor 14 rotates to a non-constrained position where the 0 and the tapered hole 34a cannot be fitted, the communication between the communication passage 50 and the communication passage 51 is cut off.

As shown in FIG. 1, a column-shaped valve member 45 and a spring member 46 having an arc-shaped cross section are arranged on the advance side wall of the shoe 11b. Valve member 45 and spring member 46
Constitutes a valve structure, and the valve member 45 has a length substantially equal to the axial length of the shoe 11b. The valve member 45 projects from the advance side surface of the shoe 11b by the urging force of the spring member 46, and the most retarded position shown in FIG. 1 and the position where the vane rotor 14 is slightly rotated from the most retarded position to the advanced side. The valve member 45 abuts on the retard side surface of the vane 14c.

As shown in FIG. 1, a retard hydraulic chamber 61 is formed between the shoe 11a and the vane 14a.
b and the vane 14b, a retard hydraulic chamber 62 is formed,
A retard hydraulic chamber 63 is formed between the shoe 11c and the vane 14c. An advanced hydraulic chamber 64 is formed between the shoe 11c and the vane 14a, and an advanced hydraulic chamber 65 is formed between the shoe 11a and the vane 14b.
An advanced hydraulic chamber 66 is formed between the valve 1b and the vane 14c. The advance hydraulic chambers 64, 65, and 66 each constitute a vane pressure chamber. In addition, the advance hydraulic chambers 64, 65,
66 may be regarded collectively as a vane pressure chamber.

As shown in FIG. 2, the boss 14d of the vane rotor 14 is provided with an oil passage 53 at a contact portion with the camshaft 2 and an oil passage 56 at a contact portion with the bush 20. ing. The oil passages 53 and 56 are each formed in an arc shape. The oil passage 53 communicates with an oil passage 52 formed in the camshaft 2, and the oil passage 52 can communicate with a hydraulic pump or drain (not shown) via a switching valve (not shown). The oil passage 53 communicates with the retard hydraulic chambers 61, 62, 63 by an oil passage (not shown).

The oil passage 56 communicates with an oil passage 54 formed in the camshaft 2 via an oil passage 55, and the oil passage 54 can communicate with a hydraulic pump or drain (not shown) via a switching valve (not shown). The oil passage 56 is the oil passage 5 shown in FIG.
7, 58, and 59 respectively, advance hydraulic chambers 64, 65,
It is in communication with 66. Next, the operation of the valve timing adjusting device 1 will be described.

When the hydraulic oil is not yet introduced into the hydraulic chamber 37 from the hydraulic pump when the engine is started, the vane rotor 14 is at the most retarded position shown in FIG. The distal end portion 30a of the stopper piston 30 is fitted into the tapered hole 34a by the urging force of the spring 35, and the vane rotor 14 and the shoe housing 11 are firmly restrained by this fitting. Therefore, even when the camshaft 2 is subjected to positive / negative torque fluctuations when driving the intake valve, the vane rotor 14 is restricted relative to the shoe housing 11 by being restricted from moving toward the retard side and the advance side. No rotational vibration is generated, and it is possible to prevent the shoe housing 11 and the vane rotor 14 from colliding with each other and generating a tapping sound.

After the engine is started, first, hydraulic oil is supplied to each of the retard hydraulic chambers. When hydraulic oil is supplied from the hydraulic pump, the retard hydraulic chamber 6 is supplied from the oil passage 53 through an oil passage (not shown).
Hydraulic oil is introduced into 1, 62 and 63. In this state, since each advance hydraulic chamber is open to the atmosphere, the vane rotor 14 is driven by the hydraulic oil pressure supplied to each retard hydraulic chamber.
Is pushed to the retard side. Further, since the hydraulic chamber 37 communicating with the advance hydraulic chamber 64 is open to the atmosphere similarly to the advance hydraulic chamber 64, the stopper piston 30 remains fitted in the tapered hole 34a by the urging force of the spring 35. is there. Therefore, since the vane rotor 14 and the shoe housing 11 are firmly restrained, the shoe housing 11 and the vane rotor 14 collide with each other even when the camshaft 2 receives positive and negative torque fluctuations when driving the intake valve. Prevents hitting sound.

Next, in order to rotate the vane rotor 14 from the most retarded position shown in FIG. 1 to the advanced side, the switching valve is switched to open the retarded hydraulic chambers 61, 62, 63 to the atmosphere, and the advanced hydraulic chamber is opened. Supply hydraulic oil to 64, 65, 66. At the most retarded position shown in FIG. 1, hydraulic oil is supplied to the advanced hydraulic chamber 64 as a whole. However, since the retarded side surface of the vane 14b is in contact with the advanced side surface of the shoe 11a, the hydraulic oil is supplied to the entire advanced hydraulic chamber 65 unless the vane rotor 14 rotates in the advanced direction with respect to the shoe housing 11. Not supplied. Further, the valve member 45 is pressed against the retarded side surface of the vane 14c by the urging force of the spring member 46.
Is kept in contact with the retarded side surface of the vane 14c by following the movement of the vane 14c by the urging force of the spring member 46. Therefore, if the vane rotor 14 does not rotate to the advanced side by more than a predetermined angle, the valve member 45 It is not separated from the retard side surface of the vane 14c. Therefore, in the predetermined angle range from the most retarded position to the advanced side, the advanced hydraulic chamber 66
Is blocked by the valve member 45, the hydraulic oil cannot be supplied to the entire advanced hydraulic chamber 66.

Therefore, at the most retarded position shown in FIG. 1, the sum of the pressure receiving areas in which the vanes 14a, 14b, 14c receive the hydraulic pressure in the advance side from the hydraulic oil supplied to the advance hydraulic chambers 64, 65, 66, respectively. The valve member 4 is attached to the shoe 11b.
5 and the spring member 46 are smaller than when they are not installed. That is, at the most retarded position, the pressure receiving area in which the vane rotor 14 receives the hydraulic pressure on the advance side from the hydraulic oil in the entire advanced hydraulic chamber is changed by a predetermined angle from the most retarded position and the valve member 45 is moved. When the vane rotor 14 is separated from the retard side surface of the vane 14c, the pressure receiving area is smaller than the pressure receiving area where the vane rotor 14 receives the hydraulic pressure on the advance side from the hydraulic oil in the entire advance hydraulic chamber. As a result, the force applied to the vane rotor 14 on the advance side by the entire advance hydraulic chamber in which the three chambers are regarded as one unit at the most retarded position is also reduced. Vane rotor 1
Since the hydraulic pressure necessary for the rotation of the valve 4 from the most retarded position to the advanced side is higher than when the valve member 45 is not provided, the hydraulic pressure in each advanced hydraulic chamber rises and the vane rotor 14 is moved to the maximum. Before rotating from the retard position to the advance side, the stopper piston 30 comes out of the tapered hole 34a, and the restraint between the shoe housing 11 and the vane rotor 14 is released. As a result, the vane rotor 14 is
Can be relatively rotated. This is because the hydraulic pressure rising speed of the hydraulic chamber 37 is faster than the hydraulic pressure rising speed of the entire advanced hydraulic chamber where the three chambers are regarded as one unit.

When the working oil pressure supplied to the advance hydraulic pressure chambers 64, 65, 66 further increases after the stopper piston 30 comes out of the tapered hole 34a, the vane rotor 14
Rotates to the advance side. As a result, the vane 14b is separated from the advance side surface of the shoe 11a, and hydraulic oil is supplied to the entire advance hydraulic chamber 65. Hydraulic oil is supplied to the entire advance hydraulic chamber 65 in addition to the advance hydraulic chamber 64, so that the vane rotor 14
Quickly rotates to the advance side.

When the stopper piston 30 comes out of the tapered hole 34a, the vane rotor 14 rotates from the most retarded position to the advanced side, and the circumferential position between the stopper piston 30 and the tapered hole 34a shifts, so that the stopper piston 3
0 does not fit in the tapered hole 34a. Vane rotor 1
Even when 4 rotates to the advance side, the valve member 45 is still in contact with the retard side surface of the vane 14c due to the urging force of the spring member 46. When the vane rotor 14 rotates to the advance side by a predetermined angle or more, the valve member 45 cannot follow the movement of the vane 14c and separates from the retard side surface of the vane 14c.
Hydraulic oil is supplied to the entire advance hydraulic chamber 66. When hydraulic oil is supplied to the entire advance hydraulic chamber 66 in addition to the advance hydraulic chambers 64 and 65, the vane rotor 14 further quickly rotates to the advance side. As described above, when the vane rotor 14 rotates from the most retarded position to the advanced side, the hydraulic pressure rising speed of each advanced hydraulic chamber is different, and the advanced hydraulic chamber 64 that communicates with the hydraulic chamber 37 is
The hydraulic pressure increases in the order of the advance hydraulic chamber 65 and the advance hydraulic chamber 66.

When the vane rotor 14 moves to the most retarded position again and the hydraulic pressure in each advance hydraulic chamber decreases, the hydraulic pressure in the hydraulic chamber 37 also decreases. When the oil pressure in the hydraulic chamber 37 decreases, the stopper piston 30 is fitted into the tapered hole 34a by the urging force of the spring 35, and the relative rotation of the vane rotor 14 with respect to the shoe housing 11 is restricted. In the first embodiment of the present invention, the vane 14b is
1a is in contact with the advanced side surface of the vane rotor 1a.
Hydraulic oil is not supplied to the entire advance hydraulic chamber 65 until 4 rotates to the advance side. Further, while the valve member 45 is in contact with the retard side surface of the vane 14c due to the urging force of the spring member 46, the hydraulic oil is not supplied to the entire advance hydraulic chamber 66. Therefore, at the most retarded position, the pressure receiving area where the vane rotor 14 receives the hydraulic pressure in the advance side from the hydraulic oil in the entire advanced hydraulic chamber, in which the three chambers are regarded as one unit, is more than a predetermined angle from the most retarded position. When the vane rotor 14 moves to the advance side, it is smaller than the pressure receiving area where the vane rotor 14 receives the oil pressure toward the advance side. In other words, at the most retarded position, the force received by the vane rotor 14 on the advance side from the hydraulic oil of the entire advance hydraulic chamber, which considers the three chambers as one unit, is small, so the hydraulic pressure of each advance hydraulic chamber rises and the vane rotor 14 The stopper piston 30 comes out of the tapered hole 34a by the force received from the hydraulic pressure in the hydraulic chamber 37 before the stopper piston 30 can move from the most retarded position to the advanced angle side. Since the vane rotor 14 does not rotate to the advance side before the stopper piston 30 comes out of the tapered hole 34a, it is possible to prevent the rotational force of the vane rotor 14 from being applied to the stopper piston 30. For this reason, the stopper piston 30
Can be smoothly reciprocated.

(Modification) FIG. 3 shows a modification of the first embodiment. The valve member 45 and the spring member 46 are housed in a shoe 11c located on the retard side of the vane 14a that houses the stopper piston 30. The valve member 45 is pressed against the retarded side surface of the vane 14a by the urging force of the spring member 46, and the valve member 45 follows the movement of the vane 14a by the urging force of the spring member 46, and Since the state of contact with the side surface is maintained, the vane rotor 14 does not separate from the retard side surface of the vane 14a unless the vane rotor 14 rotates to the advance side by a predetermined angle or more.

Therefore, in order to rotate the vane rotor 14 from the most retarded position shown in FIG. 3 to the advanced side, the switching valve is switched to open the retarded hydraulic chambers 61, 62, 63 to the atmosphere, and the advanced hydraulic chamber 64, Even if hydraulic oil is supplied to 65, 66, oil passage 5
The hydraulic oil supplied from 7 to the advance hydraulic chamber 64 is blocked by the valve member 45 within a predetermined angle range from the most retarded position toward the advance side and is not supplied to the entire advance hydraulic chamber 64. Therefore, while the valve member 45 is in contact with the vane 14a, the force that the vane 14a receives from the hydraulic oil on the advance side is small.

On the other hand, the oil passage 67 communicating with the hydraulic chamber 37 communicates with the outlet side of the oil passage 57 at the time of supply of the hydraulic oil, so that even if the valve member 45 is in contact with the vane 14a, the oil passage 67 is connected through the oil passage 67. Thus, the operating oil can be supplied to the hydraulic chamber 37. Further, since the hydraulic oil is blocked by the valve member 45 and is not supplied to the entire advanced hydraulic chamber 64, the hydraulic oil quickly passes through the hydraulic passage 67 through the oil passage 67 as compared with the first embodiment in which the valve member 45 is not provided on the shoe 11c. 37, the hydraulic pressure in the hydraulic chamber 37 rises. Therefore, before the vane rotor 14 receives the force on the advance side and rotates toward the advance side from the hydraulic oil of the entire advance hydraulic chamber, which considers the three chambers as one unit, the stopper piston 30 comes out of the tapered hole 34a and the shoe The constraint between the housing 11 and the vane rotor 14 is released. As a result, the vane rotor 14 can rotate relative to the shoe housing 11.

In the modification, the valve member 45 and the spring member 4
By arranging 6 on the shoe 11c located on the retard side of the vane 14a accommodating the stopper piston 30, the hydraulic pressure rising speed of the hydraulic chamber 37 becomes faster than in the first embodiment.
Therefore, the vane rotor 14 is
Since the stopper piston 30 comes out of the tapered hole 34a surely before rotating from the most retarded position to the advanced side,
The stopper piston 30 does not hinder the relative rotation between the vane rotor 14 and the shoe housing 11.

In the first embodiment and the modified example, one set of the valve member 45 and the spring member 46 is installed on the different shoes 11b and 11c. However, the valve member 45 and the spring member 46 are installed on the two shoes 11b and 11c, respectively. Is also good. (Second Embodiment) FIG. 4 shows a second embodiment of the present invention. First
Components that are substantially the same as those in the embodiment are denoted by the same reference numerals.

An oil passage 70 formed on the end face of the boss 14d of the vane rotor 14 supplies hydraulic oil to the advance hydraulic chambers 64, 65, 66 via oil passages 57, 58, 59. In the oil passage 70 extending from the oil passage 55 to the oil passages 58 and 59, a throttle portion 70a as a throttle structure with a reduced oil passage diameter is provided. Hydraulic oil is supplied to the advance hydraulic chambers 64, 65, 66 from the most retarded position shown in FIG.
Is rotated to the advance side, since the throttle portion 70a is provided in the oil passage 70, the hydraulic pressure rising speed of the advanced hydraulic chamber 64 is faster than the hydraulic rising speed of the advanced hydraulic chambers 65 and 66. Along with this, the hydraulic pressure in the hydraulic chamber 37 also rises faster than the advance hydraulic chambers 65 and 66. Therefore, before the vane rotor 14 receives the force on the advance side and becomes rotatable on the advance side from the hydraulic oil of the entire advance hydraulic chamber, which considers the three chambers as one unit, the stopper piston 30 comes out of the tapered hole 34a. Then, the restraint between the shoe housing 11 and the vane rotor 14 is released. As a result, the vane rotor 14 can rotate relative to the shoe housing 11.

In the second embodiment, the diameter of the oil passage 70 for supplying hydraulic oil to the advanced hydraulic chambers 65 and 66 excluding the advanced hydraulic chamber 64 communicating with the hydraulic chamber 37 is reduced to provide the throttle portion 70a. Thereby, the stopper piston 30 can come out of the tapered hole 34a before the vane rotor 14 rotates from the most retarded position to the advanced side without increasing the number of parts. Therefore, the stopper piston 30 does not hinder the relative rotation between the vane rotor 14 and the shoe housing 11.

(Third Embodiment) FIG. 5 shows a third embodiment of the present invention.
Shown in Components substantially the same as those in the first embodiment are denoted by the same reference numerals. The oil path diameters of the oil paths 71 and 72 for supplying hydraulic oil from the oil path 56 to the advance hydraulic chambers 65 and 66 are smaller than the oil path diameter of the oil path 57 for supplying hydraulic oil to the advance hydraulic chamber 64. That is, since the oil passages 71 and 72 constitute a throttle structure, the hydraulic pressure rising speed of the advanced hydraulic chamber 64 is faster than the hydraulic pressure rising speed of the advanced hydraulic chambers 65 and 66. Accordingly, the hydraulic pressure rising speed of the hydraulic chamber 37 communicating with the advance hydraulic chamber 64 is increased.
5, 66 faster than the hydraulic pressure rise speed. Therefore, before the vane rotor 14 receives a force on the advance side and becomes rotatable on the advance side from the hydraulic oil in the entire advance hydraulic chamber, which considers the three chambers as one unit, the stopper piston 30 makes the taper hole 34a.
From the shoe housing 11 and the vane rotor 1
4 is released. As a result, the vane rotor 14 can rotate relative to the shoe housing 11.

In the third embodiment, the diameter of the oil passages 71 and 72 for directly supplying hydraulic oil to the advanced hydraulic chambers 65 and 66 except the advanced hydraulic chamber 64 communicating with the hydraulic chamber 37 is reduced.
The stopper piston 30 can get out of the tapered hole 34a before the vane rotor 14 rotates from the most retarded position to the advanced side without increasing the number of parts. Therefore, the stopper piston 30 does not hinder the relative rotation between the vane rotor 14 and the shoe housing 11.

(Fourth Embodiment) FIG. 6 shows a fourth embodiment of the present invention.
And FIG. Components substantially the same as those in the first embodiment are denoted by the same reference numerals. The oil passage 73 is formed in the vane rotor 14, and does not pass through the advance hydraulic chamber 64.
5 and the hydraulic chamber 37 are in direct communication. Accordingly, the oil path length from the oil path 55 to the hydraulic chamber 37 via the oil path 73 is equal to the oil length from the oil paths 55 and 56 to the advance hydraulic chambers 64, 65 and 66 via the oil paths 57, 58 and 59. Shorter than the road length.
As a result, the hydraulic pressure rise speed of the hydraulic chamber 37 is increased.
It becomes faster than the hydraulic pressure rising speed of 4, 65, 66. When hydraulic oil is supplied to the advance hydraulic chambers 64, 65, and 66 from the most retarded position shown in FIG. 6 to rotate the vane rotor 14 to the advance side, the advance hydraulic chambers are regarded as one unit of the three chambers. Before the vane rotor 14 receives a force on the advance side from the entire hydraulic oil and becomes rotatable on the advance side, the stopper piston 30 comes out of the tapered hole 34a and the restraint between the shoe housing 11 and the vane rotor 14 is released. As a result, the vane rotor 14 can rotate relative to the shoe housing 11.

In the fourth embodiment, the oil passage 73 directly communicates the oil passage 56 with the hydraulic chamber 37 without passing through the advance hydraulic chamber 64.
The stopper piston 30 can slip out of the tapered hole 34a before the vane rotor 14 rotates from the most retarded position to the advanced side without increasing the number of parts. Therefore, the stopper piston 30 does not hinder the relative rotation between the vane rotor 14 and the shoe housing 11.

(Fifth Embodiment) FIG. 8 shows a fifth embodiment of the present invention.
Shown in Components substantially the same as those in the first embodiment are denoted by the same reference numerals. The oil passage 55 is connected to the oil passage 5 communicating with the advance hydraulic chamber 64.
Only communicates with 7. A hydraulic chamber 37 for applying a hydraulic pressure for pushing the stopper piston 30 in the restraint releasing direction communicates with an advance hydraulic chamber 64 via an oil passage 67. The oil passage 75 is formed by branching off from a hydraulic oil supply path from the hydraulic pump to the oil passage 55, and the amount of hydraulic oil supplied to the oil passage 55 and the amount of hydraulic oil supplied to the oil passage 75 are substantially equal. The oil passage 75 communicates with an oil passage 76 provided in an arc shape on the end face of the boss portion 14d of the vane rotor 14, and the oil passage 76 communicates with oil passages 58, 59 communicating with the advance hydraulic chambers 65, 66. doing.

One oil passage 55 supplies hydraulic oil to one advance hydraulic chamber 64 of the three advance hydraulic chambers, whereas the oil passage 75 connects the three advanced hydraulic chambers 64 to each other. Hydraulic oil is supplied to the other two advanced hydraulic chambers 65 and 66. Therefore, the hydraulic pressure rising speed of the advance hydraulic chamber 64 is
5 and 66, the advance hydraulic chamber 6
The hydraulic pressure rising speed of the hydraulic chamber 37 communicating with 4 is faster than the hydraulic pressure rising speed of the advance hydraulic chambers 65 and 66.

From the most retarded position shown in FIG.
When the hydraulic oil is supplied to 4, 65 and 66 to rotate the vane rotor 14 to the advance side, the vane rotor 14 applies a force to the advance side from the hydraulic oil of the entire advance hydraulic chamber which considers the three chambers as one unit. Before the stopper piston 30 comes out of the tapered hole 34a before it can rotate to the receiving advance side, the restraint between the shoe housing 11 and the vane rotor 14 is released. As a result, the vane rotor 14 can rotate relative to the shoe housing 11.

In the fifth embodiment, an oil passage 75 for supplying hydraulic oil to the advance hydraulic chambers 65 and 66 is newly formed, so that the vane rotor 14 can be advanced from the most retarded position without increasing the number of parts. Stopper piston 3 before rotating to the side
0 can escape from the tapered hole 34a. Therefore, the stopper piston 30 does not hinder the relative rotation between the vane rotor 14 and the shoe housing 11.

The hydraulic pressure rising speed of the entire advanced hydraulic chamber, in which the three chambers are regarded as one unit, used in the valve timing adjusting devices for the intake valves of the first to fifth embodiments including the modified examples described above. It is also possible to use a configuration in which the hydraulic pressure rise speed of the hydraulic chamber 37 is increased. (Sixth Embodiment) FIG. 9 shows a sixth embodiment of the present invention. First
Components that are substantially the same as those in the embodiment are denoted by the same reference numerals. The valve timing adjusting device 3 of the sixth embodiment is of a hydraulic control type and controls the valve timing of the exhaust valve.

The oil passage 80 is formed in the axial direction of the vane rotor 14 and communicates with an arc-shaped oil passage 81 formed on the end face of the boss 14d of the vane rotor 14. The oil passage 81
The retard hydraulic chamber 61,
It communicates with 62 and 63. In the sixth embodiment, each of the retard hydraulic chambers 61, 62, and 63 constitutes a vane pressure chamber. Further, the retard hydraulic chambers 61, 62, and 63 may be collectively regarded as a vane pressure chamber. The hydraulic chamber 37 for applying a hydraulic pressure for pushing the stopper piston 30 in the restraint releasing direction communicates with the retard hydraulic chamber 61 via an oil passage 85. The valve member 45 and the spring member 46 are arranged on the retard side surface of the shoe 11a.

When the vane rotor 14 is at the most advanced position shown in FIG. 9, that is, when the camshaft 2 is at the most advanced position with respect to the crankshaft, the stopper piston 30 is fitted in the tapered hole. It is possible. In the sixth embodiment, the most advanced position represents one circumferential end of the fan-shaped space 60 that is the accommodation room, and the most retarded position represents the other circumferential end of the fan-shaped space 60 that is the accommodation room. Part. Further, the most advanced position indicates the restrained position between the stopper piston 30 and the tapered hole, and the position where the vane rotor 14 rotates toward the retard side from the most advanced position indicates the unrestricted position between the stopper piston 30 and the tapered hole. ing.

After the engine is started, first, hydraulic oil is supplied to each advance hydraulic chamber. In this state, since each retard hydraulic chamber is open to the atmosphere, the vane rotor 14 is pushed to the advance side by the hydraulic pressure of the hydraulic oil supplied to each advance hydraulic chamber. Since the hydraulic chamber 37 is open to the atmosphere similarly to the retard hydraulic chamber 61, the stopper piston 30 remains fitted in the tapered hole. Therefore, since the vane rotor 14 and the shoe housing 11 are firmly restrained, the shoe housing 11 and the vane rotor 14 may collide with each other even when the camshaft 2 receives positive and negative torque fluctuations when driving the exhaust valve. Prevents hitting sound.

The valve member 45 is pressed against the advance side surface of the vane 14a by the urging force of the spring member 46, and the valve member 45 follows the movement of the vane 14a by the urging force of the spring member 46 to move the vane 14a. Since the state of contact with the advance side surface is maintained, the valve member 45 does not separate from the advance side surface of the vane 14a unless the vane rotor 14 rotates to the retard side by more than a predetermined angle.

In order to rotate the vane rotor 14 from the most advanced position shown in FIG. 9 to the retard side, the switching valve is switched to open the advance hydraulic chambers 64, 65, 66 to the atmosphere, and the retard hydraulic chamber 61,
Even if the hydraulic oil is supplied to 62 and 63, the hydraulic oil supplied from the oil passage 82 to the retard hydraulic chamber 61 is blocked by the valve member 45 in a predetermined angle range from the most advanced position to the retard side and is retarded. It is not supplied to the entire hydraulic chamber 61. At the most advanced position shown in FIG. 9, the sum of the pressure receiving areas in which the vanes 14a, 14b, and 14c receive the hydraulic pressure on the retard side from the hydraulic oil supplied to the retard hydraulic chambers 61, 62, and 63, respectively, corresponds to the shoe 11a. The size is smaller than when the valve member 45 and the spring member 46 are not provided. That is, at the most advanced position, the pressure receiving area where the vane rotor 14 receives the hydraulic pressure on the retard side from the hydraulic oil in the entire retard hydraulic chamber is shifted by a predetermined angle from the most advanced position to the retard side, and the valve member 45 When the vane rotor 14 is separated from the advance side surface of the vane 14a, the pressure receiving area is smaller than the pressure receiving area in which the vane rotor 14 receives the hydraulic pressure on the retard side from the hydraulic oil in the entire retard hydraulic chamber. Therefore, while the valve member 45 is in contact with the vane 14a, the force that the vane 14a receives from the hydraulic oil on the advance side is small.

On the other hand, the oil passage 85 communicating with the hydraulic chamber 37 communicates with the outlet side of the oil passage 82 at the time of supplying the operating oil, so that even if the valve member 45 is in contact with the vane 14a, the oil passage 85 is connected through the oil passage 85. Thus, the operating oil can be supplied to the hydraulic chamber 37. Further, since the hydraulic oil is blocked by the valve member 45 and is not supplied to the entire retard hydraulic chamber 61, the hydraulic oil passes through the oil passage 85 more quickly than the case where the valve member 45 is not installed in the shoe 11a.
And the hydraulic pressure in the hydraulic chamber 37 rises. Therefore, before the vane rotor 14 receives a force on the advance side and rotates on the advance side from the hydraulic oil of the entire retard hydraulic chamber, which considers the three chambers as one unit, the stopper piston 30 is turned into the tapered hole 34.
a, the restraint between the shoe housing 11 and the vane rotor 14 is released. As a result, the vane rotor 14 can rotate relative to the shoe housing 11.

In the first to fifth embodiments including the modified examples, the three chambers used in the valve timing adjusting devices for the intake valves are regarded as one unit. A sixth embodiment of the present invention shows a configuration in which the hydraulic pressure rising speed of the hydraulic chamber 37 is made faster than the hydraulic pressure rising speed of the entire retard hydraulic chamber in which the three chambers are regarded as one unit. It is also possible to use such a valve timing adjusting device for an exhaust valve. Further, the hydraulic chamber 37 is set to a pressure higher than the hydraulic pressure rising speed of the entire advanced hydraulic chamber in which the three chambers used in the valve timing adjusting devices for the intake valves of the first to fifth embodiments including the modified examples are regarded as one unit. Can be used in a valve timing adjusting device for an exhaust valve by combining a configuration for increasing the hydraulic pressure rising speed of the exhaust valve.

In the above-described embodiments of the present invention, before the vane rotor 14 moves to the advance side or the retard side with respect to the shoe housing 11 from the restrained position of the stopper piston 30 and the tapered hole, the stopper piston 30 Escapes from the tapered hole, so that the stopper piston 30 does not hinder the relative rotation between the vane rotor 14 and the shoe housing 11.

In the above-described embodiments, the vane rotor 14 having three vanes has been described. However, the number of vanes may be one or more as long as the configuration allows. Further, in the above embodiments, since the stopper piston 30 is formed to have substantially the same outer diameter, the processing of the stopper piston 30 is facilitated, and the manufacturing cost can be reduced. Further, since the pressure receiving surface for receiving the hydraulic pressure on the advance side can be increased, even if the engine speed decreases and the hydraulic pressure on the advance side decreases, the stopper piston 30 can be reliably pulled out of the tapered hole.

In the above embodiments, the stopper piston 30 moves in the axial direction of the vane rotor 14 and fits into the tapered hole. However, the stopper piston moves in the radial direction of the vane rotor and fits in the tapered hole. It is good also as composition which combines. It is also possible to house a stopper piston in the shoe housing. Further, in a plurality of embodiments of the present invention, the configuration in which the rotational driving force of the crankshaft is transmitted to the camshaft by the timing pulley is adopted.
A configuration using a chain sprocket, a timing gear, or the like is also possible. It is also possible to receive the driving force of the crankshaft as the drive shaft by the vane rotor and rotate the camshaft as the driven shaft and the shoe housing integrally.

In the embodiments of the present invention, the valve timing adjusting device for driving either the intake valve or the exhaust valve has been described. However, the present invention is applied to the valve timing adjusting device for driving both the intake valve and the exhaust valve. It is also possible to use the valve timing adjusting device of the invention.

[Brief description of the drawings]

FIG. 1 is a sectional view taken along line II of FIG. 2 showing a valve timing adjusting apparatus according to a first embodiment of the present invention.

FIG. 2 is a longitudinal sectional view showing the valve timing adjusting device according to the first embodiment.

FIG. 3 is a cross-sectional view showing a modification of the first embodiment.

FIG. 4 is a cross-sectional view illustrating a valve timing adjusting device according to a second embodiment of the present invention.

FIG. 5 is a cross-sectional view illustrating a valve timing adjusting device according to a third embodiment of the present invention.

FIG. 6 is a sectional view taken along line VI-VI of FIG. 7, illustrating a valve timing adjusting device according to a fourth embodiment of the present invention.

FIG. 7 is a longitudinal sectional view showing a valve timing adjusting device according to a fourth embodiment.

FIG. 8 is a cross-sectional view illustrating a valve timing adjusting apparatus according to a fifth embodiment of the present invention.

FIG. 9 is a cross-sectional view illustrating a valve timing adjusting apparatus according to a sixth embodiment of the present invention.

[Explanation of symbols]

 1, 3 Valve timing device 2 Camshaft (driven shaft) 10 Timing pulley 11 Shoe housing (housing member) 11a, 11b, 11c Shoe 14 Vane rotor 14a, 14b, 14c Vane (vane member) 15 Rear member (housing member) 30 Stopper Piston (contact part) 34a Tapered hole (contact part) 60 Fan space (accommodation chamber)

Claims (7)

[Claims] 1. A driving force transmission system for transmitting driving force from a driving shaft of an internal combustion engine to a driven shaft that opens and closes at least one of an intake valve and an exhaust valve of the internal combustion engine, wherein the driving shaft or the driven shaft is provided. A housing member that rotates with one of the drive shaft and the other of the driven shaft and the other of the drive shaft and the driven shaft, and is rotatable relative to the housing member within a predetermined angle range in a housing chamber formed in the housing member. A vane member to be accommodated, an abutting portion and an abutted portion respectively provided on the housing member and the vane member, wherein the vane member is located at one circumferential end of the accommodation chamber. An abutting portion and an abutted portion that restrain relative rotation of the vane member with respect to the housing member by abutting on each other, and abutting on the abutted portion; Restraining means having biasing means for biasing the abutting portion in a direction, wherein the restraining means is configured to be capable of displacing the abutting portion in a restraint releasing direction against a biasing force of the biasing means; When the vane member moves from the circumferential end to the other circumferential end of the storage chamber, the pressure of the release pressure chamber to which the fluid pressure that displaces the contact portion in the constraint release direction is applied is equal to the pressure of the other end. A valve timing adjusting device for an internal combustion engine, wherein the fluid pressure for moving the vane member is increased to a circumferential end side faster than a pressure of a vane pressure chamber to be applied. 2. The fuel cell system according to claim 1, further comprising a plurality of vane pressure chambers for moving the respective vane members on the other circumferential end side, wherein a plurality of the vane pressure chambers have different pressure rising speeds. The valve timing adjusting device for an internal combustion engine according to claim 1, wherein 3. The valve timing adjusting device for an internal combustion engine according to claim 1, further comprising a valve structure for opening and closing a flow path for supplying a working fluid to the vane pressure chamber. 4. The valve timing adjusting device for an internal combustion engine according to claim 1, wherein a throttle structure for restricting a fluid flow rate is provided in a flow path for supplying a working fluid to the vane pressure chamber. 5. The internal combustion engine according to claim 1, wherein a flow path length for supplying a working fluid to the release pressure chamber is shorter than a flow path length for supplying a working fluid to the vane pressure chamber. Valve timing adjustment device. 6. The vane pressure chamber is provided with three or more chambers. One of the vane pressure chambers is supplied with a working fluid from one oil passage, and at least two other vane pressure chambers except the one vane pressure chamber are provided. 3. The valve timing adjusting device for an internal combustion engine according to claim 2, wherein said vane pressure chamber is supplied with a working fluid from another flow path having substantially the same fluid flow rate as said one flow path. 7. A driving force transmission system for transmitting driving force from a driving shaft of the internal combustion engine to a driven shaft for opening and closing at least one of an intake valve and an exhaust valve of the internal combustion engine, wherein the driving shaft or the driven shaft is provided. A housing member that rotates with one of the drive shaft and the other of the driven shaft and the other of the drive shaft and the driven shaft, and is rotatable relative to the housing member within a predetermined angle range in a housing chamber formed in the housing member. A vane member to be accommodated, an abutting portion and an abutted portion respectively provided on the housing member and the vane member, wherein the vane member is located at one circumferential end of the accommodation chamber. An abutting portion and an abutted portion that restrain relative rotation of the vane member with respect to the housing member by abutting on each other, and abutting on the abutted portion; Restraining means having biasing means for biasing the contact portion in a direction, and capable of displacing the contact portion in a restraint releasing direction against a biasing force of the biasing means by a force received from a fluid pressure. The pressure receiving area of the vane member receiving fluid pressure on the other circumferential end side of the storage chamber at the restraining position of the restraining means is the other circumferential end portion at the non- restraining position of the restraining means. A valve timing adjusting device for an internal combustion engine, wherein the pressure receiving area is smaller than a pressure receiving area of the vane member receiving a fluid pressure on a side thereof.