JP4094911B2 - Valve timing control device for internal combustion engine - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The invention of this application relates to a valve timing control device for an internal combustion engine that variably controls the opening / closing timing of an intake-side or exhaust-side engine valve of the internal combustion engine in accordance with an operating state.
[0002]
[Prior art]
As this type of valve timing control device, the following has been devised.
[0003]
In this valve timing control device, a housing (drive rotary member) linked to a crankshaft via a timing chain or the like is rotatably assembled to an end portion of a camshaft, and a radial guide formed on an inner end surface of the housing. The movable guide is slidably engaged and supported along the radial direction, and a lever shaft (driven rotor) having a lever protruding radially outward is bolted to the end of the camshaft, so that the movable guide The part and the lever of the lever shaft are pivotally connected by a link. An intermediate rotating body having a spiral guide is provided at a position facing the radial guide so as to be rotatable relative to the housing and the lever shaft, and is provided at one end in the axial direction of the movable guide portion. A plurality of substantially arc-shaped protruding protrusions are guided and engaged with the spiral guide. Further, the intermediate rotating body is biased by a mainspring spring toward the side where the rotation is advanced with respect to the housing, and appropriately receives a force on the side of delaying rotation by an electromagnetic brake.
[0004]
In the case of this device, when the electromagnetic brake is in the OFF state, the intermediate rotating body is positioned at the initial position with respect to the housing under the urging force of the spring, and the movable guide portion that meshes with the spiral guide with the ridge is It is displaced to the maximum in the radial direction and causes a link to maintain the assembly angle of the housing and the camshaft at the most retarded position or the most advanced position. Then, when the electromagnetic brake is turned on from this state, the intermediate rotating body is decelerated and rotates relatively to the delay side with respect to the housing, so that the movable guide portion that meshes with the spiral guide is displaced radially inward, The assembly angle of the housing and the camshaft is changed to the most advanced position or the most retarded position by gradually tilting the link that has been caused so far.
[0005]
[Patent Literature]
JP-A-2001-41013
[Problems to be solved by the invention]
However, in the case of this conventional valve timing control device, the rotation of the intermediate rotating body is converted into the radial displacement of the movable guide portion by slidably engaging the substantially arc-shaped protrusion with the spiral guide. Therefore, unless the spiral guide of the intermediate rotating body and the protrusion of the movable guide portion are manufactured with high accuracy, a smooth operation between them cannot be obtained. That is, if there is a large error in the positional relationship between the spiral guide and the ridge, the mutual movement of the intermediate rotating body and the movable guide portion itself is restricted by friction, and the smooth operation of both is hindered. Therefore, when the accuracy of forming the spiral guide and the ridge is low, the operation responsiveness of the valve timing control is lowered.
[0007]
In addition, the spiral guides and ridges will not cause problems if they are molded with high precision, but if these molding precisions are increased to such an extent that satisfactory smooth operation can be obtained, the manufacturing cost will rise significantly, The nature will decline.
[0008]
Therefore, the invention of this application aims to improve the operation responsiveness without causing an increase in manufacturing cost by allowing a smooth engagement operation between the intermediate rotating body and the movable guide portion while allowing a certain amount of molding error. It is an object of the present invention to provide an internal combustion engine valve timing control device.
[0009]
[Means for Solving the Problems]
As a means for solving the problems of the prior art , in the present invention , the lubricating liquid always stays before and after the maximum bulge portion of the barrel-shaped portion in the bearing that is provided so as to move in the radial direction guided by the guide. It is characterized by doing.
[0010]
In the case of this invention, the pin of the movable guide portion is guided and engaged with the spiral guide while rotating with respect to the link via the bearing . Further, even if there is a certain amount of molding error in the movable guide and the spiral guide, the error can be absorbed by the pin swinging with respect to the link via the bearing . Therefore, according to the present invention, it is possible to reduce the friction between the spiral guide and the movable guide without causing an increase in manufacturing cost.
[0011]
Axially substantially central portion of the bearing is provided with a bulging portion that bulges radially outward, the longitudinal position of the maximum bulging portion of the bearing for lubricating liquid is retained at all times, Ya upon rotation of the pin The resistance at the time of swinging can be surely lowered by the lubricating liquid , and the play due to the swinging of the pin can be reduced by the viscous resistance of the lubricating liquid .
[0013]
DETAILED DESCRIPTION OF THE INVENTION
Next, an embodiment of the invention of this application will be described with reference to the drawings.
[0014]
In this embodiment, the valve timing control device according to the invention of this application is applied to the power transmission system on the intake side of the internal combustion engine, but can also be similarly applied to the power transmission system on the exhaust side.
[0015]
As shown in FIG. 1, the valve timing control device can rotate relative to a camshaft 1 rotatably supported by a cylinder head (not shown) of an internal combustion engine and a front end portion of the camshaft 1 as necessary. And a drive ring 3 (drive rotator) having a timing sprocket 2 on the outer periphery linked to a crankshaft (not shown) via a chain (not shown), and the drive ring 3 and the camshaft 1 1 is disposed on the front side (left side in FIG. 1), and the assembly angle operation mechanism 4 for operating the assembly angles of the both 3 and 1 is disposed further on the front side of the assembly angle operation mechanism 4. An operation force applying means 5 for driving the mechanism 4 and a front surface and a peripheral area of the assembly angle operation mechanism 4 and the operation force applying means 5 which are attached across the front surfaces of the cylinder head and the head cover (not shown) of the internal combustion engine. Outside VT And it includes a cover, a.
[0016]
The drive ring 3 is formed in a substantially disk shape having a step-like insertion hole 6, and this insertion hole 6 portion rotates to a driven shaft member 7 (driven rotary body) coupled to the front end portion of the camshaft 1. It is assembled as possible. Then, on the front surface of the drive ring 3 (the surface opposite to the camshaft 1), as shown in FIG. 2, three radial grooves 8 (radial guides) having parallel side walls facing each other are provided on the ring 3. It is formed so as to be substantially along the radial direction.
[0017]
Further, as shown in FIG. 1, the driven shaft member 7 has a diameter-enlarged portion formed on the base-side outer periphery that abuts the front end portion of the camshaft 1, and an outer peripheral surface on the front side of the enlarged-diameter portion. The three levers 9 projecting radially are integrally formed, and are coupled to the camshaft 1 by bolts 10 penetrating the shaft core portion. The base end of each link 11 is pivotally connected to each lever 9 by a pin 12, and a columnar protrusion 13 slidably engaged with each radial groove 8 is integrally formed at the tip of each link 11. Is formed.
[0018]
Each link 11 is connected to the driven shaft member 7 via the pin 12 in a state where the protruding portion 13 is engaged with the corresponding radial groove 8, so that the distal end side of the link 11 receives an external force and receives the radial groove. When displaced along 8, the drive ring 3 and the driven shaft member 7 are relatively rotated by the action of the link 11 by a direction and an angle corresponding to the displacement of the protrusion 13.
[0019]
In addition, a housing hole 14 that opens to the front side in the axial direction is formed at the tip of each link 11, and an engagement pin 16 that engages with a spiral groove 15 (a spiral guide), which will be described later, in the housing hole 14. A coil spring 17 that urges the engaging pin 16 forward (spiral groove 15 side) is accommodated. In the case of this embodiment, a movable guide portion that is displaceable in the radial direction is configured by the protruding portion 13 at the tip of the link 11, the engaging pin 16, the coil spring 17, and the like.
[0020]
Here, as shown in an enlarged view in FIG. 4, the engagement pin 16 is provided on a substantially cylindrical tubular portion 40 accommodated in the accommodation hole 14 of the link 11 and on the distal end side of the tubular portion 40. And a spherical head portion 41 that is movably engaged in the spiral groove 15 of the intermediate rotating body 18, and these are integrally formed of a metal material as a whole. The outer peripheral surface of the cylindrical portion 40 is not formed to have a constant outer diameter over the entire axial direction, but has a barrel shape in which the outer diameter gradually increases toward a substantially central portion in the axial direction. Therefore, the cylindrical pin 40 of the engaging pin 16 is rotatably accommodated in the accommodating hole 14 of the link 11, but since the outer surface shape is a barrel shape, the engaging pin 16 along the barrel shape is provided. Is also allowed to swing. The surface of the engagement pin 16 is subjected to a surface treatment for reducing sliding resistance such as DLC (Diamond Like Carbon).
[0021]
Lubricating oil is supplied to the space 53 in the peripheral area of the assembly angle operation mechanism 4 from the engine block side through the camshaft 1 and the driven shaft member 7. Accordingly, each part of the assembly angle operation mechanism 4 is lubricated by the lubricating oil, and the lubricating oil also wraps around the gap between the engagement pin 16 and the accommodation hole 14. In particular, since the engaging pin 16 is formed in a barrel shape in which the substantially center in the axial direction swells, the lubricating liquid stays almost always before and after the maximum bulging portion at the center.
[0022]
On the other hand, an intermediate rotating body 18 having a disk-like flange wall is rotatably supported via a bearing 19 on the front side of the protruding position of the lever 9 of the driven shaft member 7. The aforementioned spiral groove 15 having a semicircular cross section is formed on the rear surface side of the flange wall of the intermediate rotating body 18, and the engagement pin 16 at the tip of each link 11 is rotatably guided in the spiral groove 15. Is engaged. The circular arc of the cross section of the spiral groove 15 is formed to have a larger radius than the head 41 of the engagement pin 16 and is set so that the pin 16 does not contact the opening edge of the spiral groove 15 when the engagement pin 16 swings. Has been. Further, the spiral of the spiral groove 15 is formed so as to gradually reduce the diameter along the engine rotation direction R. Therefore, when the intermediate rotating body 18 rotates relative to the drive ring 3 in the delay direction in a state where the engaging pin 16 at the tip of each link 11 is engaged with the spiral groove 15, the tip of the link 11 is in the radial groove 8. , Guided to the spiral shape of the spiral groove 15 and moved radially inward, and conversely, when the intermediate rotating body 18 is relatively displaced in the advance direction, it moves radially outward.
[0023]
The assembly angle operation mechanism 4 includes the radial groove 8, the link 11, the protrusion 13, the engagement pin 16, the lever 9, the intermediate rotating body 18, and the spiral groove 15 of the drive ring 3 described above. In the assembly angle operation mechanism 4, when a relative rotation operation force with respect to the camshaft 1 is input from the operation force applying means 5 to the intermediate rotating body 18, the operation force is applied to the spiral groove 15 and the engagement pin 16. The distal end of the link 11 is displaced in the radial direction through the engaging portion, and at this time, relative rotational force is transmitted to the drive ring 3 and the driven shaft member 7 by the action of the link 11 and the lever 9.
[0024]
On the other hand, the operating force applying means 5 includes a spring spring 47 as a rotation urging spring that urges the intermediate rotator 18 in the engine rotation direction R with respect to the drive ring 3, and the intermediate rotator 18 with respect to the drive ring 3. A hysteresis brake 20 that urges the engine in the direction opposite to the engine rotation direction R, and appropriately controls the braking force of the hysteresis brake 20 in accordance with the operating state of the internal combustion engine, whereby the intermediate rotating body 18 is driven by the drive ring 3. Are rotated relative to each other, or the rotational positions of the two are maintained.
[0025]
The spring spring 47 has an outer peripheral end coupled to the cylindrical wall 21 extending to the drive ring 3, and an inner peripheral end coupled to the cylindrical base of the intermediate rotating body 18.
[0026]
A sealing wall 50 is integrally coupled to the end surface of the intermediate rotating body 18 opposite to the camshaft 1, and the outer peripheral surface of the sealing wall 50 is slidably in close contact with the inner surface of the cylindrical wall 21. ing.
[0027]
The hysteresis brake 20 is attached to a VTC cover, which is a non-rotating member, and is provided on each of the opposing surfaces, and a magnetic induction member 22 having a pair of circumferentially opposed surfaces facing each other across a substantially cylindrical gap. The inner pole teeth 23 and the outer pole teeth 24, the electromagnetic coil 25 attached to the magnetic induction member 22 to generate a magnetic field between the inner pole teeth 23 and the outer pole teeth 24, and between the bipolar teeth 23 and 24. The cylindrical hysteresis ring 26 inserted and arranged in a non-contact state is connected to the intermediate rotating body 18 via the connecting pin 54 and the rubber bush 38 with the outer peripheral end integrally connected to the hysteresis ring 26. The electromagnetic coil 25 is energized and controlled by a controller (not shown).
[0028]
Each of the inner pole teeth 23 and the outer pole teeth 24 of the magnetic induction member 22 has a plurality of pole teeth elements extending along the axial direction. The pole teeth elements of the pole teeth 23 and 24 are respectively arranged along the circumferential direction, and the pole tooth elements of the pole teeth 23 and 24 are offset from each other in the circumferential direction. Therefore, when the electromagnetic coil 25 is energized, a magnetic field is generated between the pole teeth 23 and 24 toward the counterpart pole tooth element having an offset positional relationship.
[0029]
The hysteresis ring 20 is made of a hysteresis material having magnetic hysteresis characteristics. When a magnetic field is generated between the inner pole teeth 23 and the outer pole teeth 24 during the rotation of the ring 20, the direction of the magnetic field and the hysteresis ring 20 Deviation occurs in the direction of the magnetic flux. The hysteresis brake 20 generates a braking force due to this deviation. The annular plate 33 is integrally coupled to a shaft member 36 supported on the inner peripheral surface of the magnetic induction member 22 via bearings 34 and 35. Therefore, the hysteresis ring 20 is supported by the magnetic induction member 22 via the annular plate 33 and the shaft member 36 so as to be relatively rotatable.
[0030]
By the way, the intermediate rotator 18 rotates relative to the drive ring 3 in either the forward or reverse direction by switching the excitation of the hysteresis brake 20 on or off. A rotation stopper 42 provided between the rotating body 18 and the drive ring 3 is regulated within a predetermined angle range.
[0031]
The rotation stopper 42 includes a protrusion 48 (a mating contact portion) integrally formed on the outer peripheral edge portion on the rear surface side of the intermediate rotating body 18 and a shock absorber 49 attached to the outer peripheral edge portion on the front surface side of the drive ring 3. The protrusion 48 and the shock absorber 49 abut against each other so that the relative rotation of the drive ring 3 and the intermediate rotator 18 is restricted within a predetermined angle.
[0032]
As shown in FIG. 5, the shock absorber 49 is formed of a thin plate member 43 having a main body having elasticity, for example, a steel plate or a stainless plate, and the plate member 43 can slide on the overlapping surfaces. In this manner, a space portion 44 that allows the plate-like member 43 to be deformed is provided on the inner side in the radial direction of the laminated portion. The ends on the radially inner side and the outer side of the plate member 43 are free ends. A C-shaped iron cover member 45 is attached to the outer peripheral side of the laminated portion of the plate-like member 43. The cover member 45 has elasticity, and is attached to the laminated portion by expanding the C shape. As shown in FIG. 5, the plate-like member 43 and the cover member 45 are fixed to the outer peripheral edge portion of the drive ring 3 by a locking tool 46 whose head portion is cut into a two-sided width.
[0033]
The shock absorber 49 can buffer the impact with certainty by the displacement of almost the entire area of the laminated portion of the plate-like member 43 when an impact is input, but the laminated portion where the protrusion 48 which is the mating contact portion directly contacts. Since the cover member 45 is attached to the outer peripheral side, the problem that the direct contact portion is damaged or worn by an impact can be eliminated. That is, in the type of shock absorber that does not include the cover member 45, the outer surface of the laminated portion of the plate-like member 43 is damaged or worn out by an input impact. In the shock absorber 49 of this embodiment, however, The negative condition can be resolved reliably.
[0034]
Since this valve timing control device has the above-described configuration, when the internal combustion engine is started or idling, the excitation of the electromagnetic coil 25 of the hysteresis brake 20 is turned off so that the intermediate spring is rotated by the force of the mainspring spring 47. The body 18 is rotated to the maximum in the engine rotation direction R with respect to the drive ring 3 (see FIG. 2). As a result, the rotational phase of the crankshaft and the camshaft 1 (the opening / closing timing of the engine valve) is maintained at the most retarded angle side, and the engine rotation is stabilized and the fuel consumption is improved.
[0035]
When the engine operation is shifted to the normal operation from this state and a command to change the rotational phase to the most advanced angle side is issued from a controller (not shown), the excitation of the electromagnetic coil 25 of the hysteresis brake 20 is turned on. The braking force that resists the mainspring spring 47 is transmitted from the annular plate 33 to the intermediate rotating body 18 via the connecting pin 54 and the rubber bush 38. Thereby, the intermediate rotating body 18 rotates in the opposite direction with respect to the drive ring 3, whereby the engaging pin 16 at the tip of the link 11 is guided to the spiral groove 15, and the tip of the link 11 becomes the radial groove 8. As shown in FIG. 3, the assembly angle of the drive ring 3 and the driven shaft member 7 is changed to the most advanced angle side by the action of the link 11 as shown in FIG. As a result, the rotational phase of the crankshaft and the camshaft 1 is changed to the most advanced angle side, thereby increasing the engine output.
[0036]
Further, when a command is issued from the controller to change the rotational phase to the most retarded side from this state, the excitation of the electromagnetic coil 25 of the hysteresis brake 20 is turned off, and the intermediate rotor is again driven by the force of the mainspring spring 47. 18 is rotated in the engine rotation direction R. Then, the link 11 swings in the direction opposite to the above by the guide of the engaging pin 16 by the spiral groove 15, and the assembly angle of the drive ring 3 and the driven shaft member 7 is changed by the action of the link 11 as shown in FIG. It is changed to the retard side again.
[0037]
Note that the rotational phase of the crankshaft and the camshaft 1 by this valve timing control apparatus is not limited to the two phases of the most retarded angle and the most advanced angle described above, but can be arbitrarily set by controlling the braking force of the hysteresis brake 20. By changing to the phase, the phase can be maintained by the balance between the force of the mainspring spring 47 and the braking force of the hysteresis brake 20.
[0038]
By the way, in this valve timing control device, the rotation of the intermediate rotating body 18 is converted into the swing of the link 11 through the engaging portion of the spiral groove 15 and the engaging pin 16. When the relative rotation with respect to 3 is performed, the engaging pin 16 rolls along the inner surface of the spiral groove 15 and displaces the distal end portion of the link 11 in the radial direction. At this time, the engagement pin 16 appropriately swings in the accommodation hole 14 due to the barrel shape of the cylindrical portion 40, and absorbs positional errors and the like between the accommodation hole 14 and the spiral groove 15. Since the engagement pin 16 is allowed to oscillate, the occurrence of friction that hinders rotation is eliminated, and therefore, the inside of the spiral groove 15 can be smoothly rolled. That is, assuming that the engagement pin 16 has a cylindrical shape with a constant outer diameter, when a force in a direction in which the engagement pin 16 is inclined is input, the end portion in the axial direction of the engagement pin 16 is in the receiving hole 14. Although the rotation of the engagement pin 16 is impeded by strong contact with the inner surface of the device, such a problem does not occur in the apparatus of this embodiment that allows the engagement pin 16 to swing.
[0039]
Therefore, in the case of this apparatus, the rotation of the intermediate rotating body 18 can be smoothly converted into the swing of the link 11 even if there is a slight positional deviation due to manufacturing errors of each part. Therefore, the operation responsiveness of the apparatus can be improved without causing an increase in manufacturing cost.
[0040]
In the device of this embodiment, the head 41 of the engagement pin 16 is formed in a spherical shape, and the cross section of the spiral groove 15 is formed in a semicircular cross sectional shape larger than the radius of the head 41. Therefore, even if the engagement pin 16 swings, the contact point between the groove 15 and the head 41 can be changed smoothly according to the swing, and the backlash between them can be eliminated. Further, since the radius of the cross section of the spiral groove 15 is larger than the radius of the spherical shape of the head portion 41, the engagement pin 16 can be sufficiently allowed to swing, and the engagement pin 16 is allowed to move to the spiral groove 15. It is possible to prevent an increase in friction due to contact with the opening edge.
[0041]
Further, in the case of this embodiment, the cylindrical portion 40 of the engagement pin 16 is formed in a barrel shape so that the engagement pin 16 can freely swing with respect to the accommodation hole 14. In addition to the advantage that the swing of the engagement pin 16 can be realized by the structure, there is also an advantage that the lubrication performance between the engagement pin 16 and the receiving hole 14 can be enhanced. That is, the lubricating oil is supplied to the inside from the opening side of the accommodation hole 14, but a relatively large gap is formed before and after the barrel-shaped bulge portion of the engagement pin 16 in the axial direction. Lubricating oil can be sufficiently retained in the portion.
[0042]
Further, since the lubricating oil staying before and after the most bulged portion of the engagement pin 16 can obtain a damper action due to viscous resistance, there is also an advantage that the play of the engagement pin 16 can be suppressed by the damper action. is there. It is to be noted that the effect of allowing the engagement pin 16 to swing or retaining the lubricating oil can be obtained by forming a bulging portion that partially bulges at substantially the center in the axial direction of the engagement pin 16. When the outer surface of the cylindrical portion 40 of the engagement pin 16 is smoothly changed to a barrel shape as in this embodiment, the engagement pin 16 and the engagement hole 14 when the engagement pin 16 swings. It is possible to always keep the surface pressure of the contact portion between the two at a constant low level, and it is also possible to prevent the occurrence of backlash due to rocking.
[0043]
The embodiment of the invention of this application is not limited to that described above. For example, in the above embodiment, the outer peripheral surface of the cylindrical portion 40 of the engagement pin 16 is engaged by forming a barrel shape. Although the pin 16 is allowed to swing, as shown in FIG. 6, a stepped portion 60 is provided on the outer surface of the cylindrical portion of the engaging pin 116, and a barrel-shaped needle bearing 61 is provided between the stepped portion 60 and the accommodation hole 14. You may make it interpose. In this case, the engaging pin 116 can freely swing along the barrel shape of the needle bearing 61, and the bearing 61 is interposed between the engaging pin 116 and the accommodation hole 14, so that resistance due to rotation is reduced. Smaller.
[0044]
Next, inventions other than those described in the claims that can be grasped from each of the above embodiments will be described below together with the effects thereof.
[0045]
(A) The valve timing control device for an internal combustion engine according to any one of claims 1 to 3, wherein a portion of the engagement pin that is accommodated in a pin accommodation hole on the link side is formed in a barrel shape. .
[0046]
In this case, since the engaging pin smoothly swings in the pin receiving hole, the surface pressure of the contact portion of the engaging pin during swinging can be kept low as a whole, and rattling of the engaging pin is prevented. can do.
[0047]
(B) The valve timing control device for an internal combustion engine according to claim 1 or 3, wherein the engagement pin is accommodated and held in a pin accommodation hole on the link side via a barrel-shaped needle bearing.
[0048]
In this case, the engagement pin is allowed to swing at the needle bearing portion. And since an engagement pin is rotatably hold | maintained in a pin accommodation hole via a needle bearing, the resistance at the time of rotation becomes very small. Therefore, the operation responsiveness of the device is further increased.
[0049]
(C) The valve timing control device for an internal combustion engine according to any one of claims 1 to 3, wherein the engaging pin is subjected to a surface treatment for reducing sliding resistance.
[0050]
In this case, the generation of wear powder is suppressed by the effect of the surface treatment, and the trouble that hinders the rotation and swinging of the engagement pin due to the wear powder does not occur. In addition, smooth rotation and swinging of the engagement pin can be maintained over a long period of time due to the effect of the surface treatment.
[0051]
(D) In a shock absorber that is attached to one member of two members that are displaced from each other and absorbs a collision shock or vibration between the two members when the mating contact portion provided on the other member comes into contact ,
The plate-like member having elasticity is laminated in a spiral shape so that the overlapping surfaces can be slid, and a space for allowing deformation of the plate-like member is provided inside the laminated portion in the radial direction, and the laminated portion A shock absorber characterized in that a cover member is attached to the outer peripheral side of the shock absorber, and the cover member serves as a contact portion with respect to the mating contact portion.
[0052]
In this case, the shock absorber main body can receive the input shock by the displacement of almost the entire region of the laminated portion, so that the shock absorber can be surely buffered against the input of a large shock without incurring partial plastic deformation, damage, wear or the like. be able to. Further, since the abutting portion abuts through the cover member, it is possible to prevent the plate-like member from being damaged due to a direct impact at the time of abutting.
[0053]
(E) The shock absorber according to (d), wherein the cover member is configured by an elastically deformable C-shaped ring.
[0054]
In this case, the ring can be easily attached to the outer surface of the laminated portion by simply pushing open the C-shaped opening of the ring. Since the ring can be elastically deformed, it hardly affects the buffering characteristics of the laminated portion after mounting.
[Brief description of the drawings]
FIG. 1 is a longitudinal sectional view showing an embodiment of the invention of this application.
2 is a cross-sectional view taken along the line AA of FIG. 1 showing the embodiment.
3 is a cross-sectional view corresponding to FIG. 2 showing an operating state of the embodiment.
FIG. 4 is an enlarged sectional view of a main part showing the embodiment.
FIG. 5 is an exploded perspective view of a stopper showing the embodiment.
FIG. 6 is an enlarged cross-sectional view showing another embodiment of this application.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Cam shaft 3 ... Drive ring (drive rotary body)
5 ... Operating force applying means 7 ... Driven shaft member (driven rotor)
8. Radial groove (radial guide)
11 ... Link 13 ... Projection (movable guide)
15 ... spiral groove (spiral guide)
16 ... engaging pin (movable guide)
17 ... Coil spring (movable guide)
18 ... Intermediate rotating body

Claims (3)

A drive rotor that is driven to rotate by the crankshaft of the internal combustion engine;
A driven rotating body composed of a camshaft or a separate member coupled to the shaft;
An intermediate rotator having a guide which is provided so as to be relatively rotatable with respect to the drive rotator and the driven rotator, and whose diameter is reduced along the rotation direction;
A pin that is guided by the guide to move in the radial direction, and has a barrel-shaped bearing on the outer surface;
A link that connects the pin and the portion spaced from the rotation center of the driven rotator, and applies a rotational force to the driven rotator as the pin moves in the radial direction;
An operation force applying means for applying a rotation operation force to the intermediate rotating body ,
A valve timing control device for an internal combustion engine, characterized in that a lubricating liquid always stays before and after a maximum bulge portion of a barrel-shaped portion in the bearing . A drive rotor that is driven to rotate by the crankshaft of the internal combustion engine;
A driven rotating body composed of a camshaft or a separate member coupled to the shaft;
An intermediate rotator that is provided so as to be relatively rotatable with respect to the drive rotator and the driven rotator, and has a groove that is reduced in diameter along the rotation direction;
An engaging member that is provided so as to move in the radial direction by being guided by the groove and has a bulging portion that bulges outward in the radial direction;
A link that connects the portion spaced from the rotation center of the driven rotator and the engagement member, and applies a rotational force to the driven rotator as the engagement member moves in a radial direction;
An operation force applying means for applying a rotation operation force to the intermediate rotating body ,
A valve timing device for an internal combustion engine, characterized in that a lubricating liquid always stays before and after the maximum bulge portion of the engaging member . A drive rotating body that is rotated by a crankshaft of an internal combustion engine and a driven rotating body that is coupled to the camshaft and that transmits rotation from the drive rotating body, the crankshaft and the cam depending on the operating condition of the internal combustion engine A valve timing device for an internal combustion engine that variably controls a relative rotational phase of a shaft,
A pin provided to move inwardly or outwardly and having a barrel-shaped portion on the outer surface;
An intermediate rotating body having a guide with a reduced diameter in the circumferential direction;
An assembly angle operating mechanism for adjusting the assembly angle of the driven rotating body with respect to the drive rotating body by moving the pin inward or outward along the guide;
An operation force applying means for applying a rotation operation force to the intermediate rotating body and displacing the pin in the radial direction along the guide to variably control the relative rotation phase of the crankshaft and the camshaft;
  The lubricating liquid always stays before and after the maximum bulging portion of the barrel-shaped portion of the pin, and when the pin swings, the contact point between the pin and the guide is changed smoothly. A valve timing device for an internal combustion engine.

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