JP7076003B2 - Internal combustion engine valve timing controller - Google Patents

Description

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

As a valve timing control device for a conventional internal combustion engine, there is one described in the following Patent Document 1 previously filed by the present applicant.

This valve timing control device is adapted to convert the relative rotation phase of the driven member (camshaft) with respect to the timing sprocket by an electric motor and a deceleration mechanism.

The timing sprocket has an annular holding plate bolted to the rear end of the sprocket body having a gear portion around which a chain is wound. On the other hand, the driven member is provided with a disk-shaped adapter on the inner peripheral side of the holding plate at the rear end.

Between the inner peripheral edge of the holding plate and the outer peripheral edge of the adapter, there is a mechanical stopper mechanism that works together to regulate the maximum relative rotation position of the camshaft on the retard side and advance side with respect to the timing sprocket. It is provided.

This stopper mechanism has a stopper convex portion provided on the inner peripheral edge of the holding plate and a notch formed on the outer peripheral edge of the adapter, and one side edge or the other side edge of the stopper convex portion is formed on each facing inner edge. Is composed of a stopper concave groove that abuts from the circumferential direction and regulates the above-mentioned maximum relative rotation position.

Both outer surfaces of the stopper convex portion and both inner edges of the stopper concave groove are formed along a straight line extending in the radial direction from the rotation axis of the timing sprocket.

JP-A-2017-082672 (Fig. 4)

However, in the prior art, as described above, both outer surfaces of the stopper convex portion and both inner edge edges of the stopper concave groove are formed along a straight line extending in the radial direction from the rotation axis of the timing sprocket. ing. Therefore, when both outer surfaces of the stopper convex portion repeatedly contact each inner edge of the stopper concave groove from the circumferential direction, metal fatigue occurs at the inner end edge of each stopper concave groove of the adapter due to this collision load. Durability may decrease.

The present invention has been devised in view of the above-mentioned conventional technical problems, and one object of the present invention is to provide a valve timing control device for an internal combustion engine capable of reducing stress concentration due to a collision load with respect to an adapter. ..

One aspect of the present invention is, in particular, by abutting the first drive side stopper surface provided on the drive rotating body and the first drive side stopper surface provided on the driven rotating body from the circumferential direction. A first driven side stopper surface that regulates a unidirectional relative rotation position of the driven rotating body with respect to the driving rotating body is provided, and the first driven side stopper surface is the most radial direction of the first driven side stopper surface. A straight line extending radially from the rotation axis of the drive rotating body, having the inner inner end portion of the inside and the outermost outer end portion in the radial direction, and the rotation axis and the inner end portion. When the straight line passing through the straight line is defined as the first straight line, the outer end portion is characterized in that the outer end portion is located on the other direction side of the relative rotation direction with respect to the first straight line.

According to the preferred embodiment of the present invention, it is possible to reduce the stress concentration due to the collision load on the adapter.

It is a vertical sectional view which shows 1st Embodiment of the valve timing control device which concerns on this invention. It is an exploded perspective view which shows the main constituent member in this embodiment. FIG. 3 is a cross-sectional view taken along the line AA of FIG. It is a B arrow view of FIG. 1 which shows the state which the driven member rotates relative to the latest angle side with respect to a timing sprocket. It is a B arrow view of FIG. 1 which shows the state which the driven member rotates relative to the most advanced angle side with respect to a timing sprocket. It is an enlarged view of part C of FIG. It is a front view of the adapter provided in this embodiment. It is a perspective view which saw the adapter from the camshaft side. It is a perspective view which saw the adapter from the deceleration mechanism side. It is a B arrow view of FIG. 1 which shows the 2nd Embodiment of this invention. It is a partial vertical sectional view of the valve timing control device which shows the 3rd Embodiment.

Hereinafter, embodiments of the valve timing control device for an internal combustion engine according to the present invention will be described with reference to the drawings. In this embodiment, for example, it is applied to the intake side of a 4-cylinder internal combustion engine.

1 is a vertical sectional view showing an embodiment of a valve timing control device according to the present invention, FIG. 2 is an exploded perspective view showing a main component in the present embodiment, and FIG. 3 is a sectional view taken along line AA of FIG. Is.

As shown in FIGS. 1 and 2, this valve timing control device (VTC) rotates on a cylinder head 01 via a timing sprocket 1 (hereinafter referred to as a sprocket 1) which is a drive rotating body and a bearing bracket 02. Between the camshaft 2 which is freely supported and rotated by the rotational force transmitted from the sprocket 1, the cover member 3 fixed to the chain case 6 arranged at the front position of the sprocket 1, and the sprocket 1 and the camshaft 2. It is provided with a phase changing mechanism 4 that changes the relative rotation phases of both 1 and 2 according to the engine operating state.

The sprocket 1 is rotationally driven via a timing chain by a crankshaft of an internal combustion engine (not shown). The sprocket 1 is formed in an annular shape by an iron-based metal whose entire surface is a metal material, and is integrally provided on a sprocket body 1a having a stepped inner peripheral surface and an outer periphery of the sprocket body 1a and wound. A gear portion 1b that receives a rotational force from a crankshaft via the timing chain, and an internal tooth configuration portion 5 that is integrally provided on the front end side of the sprocket body 1a and constitutes a part of a reduction mechanism 13 described later. It is composed of.

Further, the sprocket 1 is rotatably supported by the driven member 9 by one large-diameter ball bearing 19 provided between the sprocket main body 1a and the driven member 9 described later. The large-diameter ball bearing 19 is provided between the outer ring 19a press-fitted into the inner circumference of the sprocket body 1a, the inner ring 19b held on the outer periphery of the fixed end portion 9a of the driven member 9, and the two wheels 19a and 19b. It consists of a ball 19c supported by a cage.

The internal tooth component 5 is integrally provided on the outer peripheral side of the front end portion of the sprocket body 1a. The internal tooth component 5 is formed in a cylindrical shape extending forward of the phase changing mechanism 4, and a plurality of wave-shaped internal teeth 5a are formed on the inner circumference.

Further, a holding plate 8 is arranged and fixed at the rear end portion of the sprocket body 1a on the side opposite to the internal tooth component portion 5. The holding plate 8 is formed in an annular shape by a metal material such as an iron-based metal plate. As shown in FIGS. 2 and 4, the holding plate 8 has a stopper convex portion 8b that protrudes in the radial direction, that is, in the central axial direction, at a predetermined position on the inner peripheral edge of the circular hole 8a formed in the center. It is provided in. The stopper convex portion 8b is formed in a substantially trapezoidal shape extending along the circumferential direction of the holding plate 8. The tip surface 8c of the holding plate 8 is formed in an arc shape along the arcuate inner peripheral surface of the stopper concave groove 11g of the adapter 11 described later. The tip surface 8c and the facing surface of the stopper concave groove 11g are in a non-contact state with a slight gap.

Further, in the stopper convex portion 8b, the first outer surface 8d (first drive side stopper surface) and the second outer surface 8e (second drive side stopper surface) in the circumferential direction are divergent, that is, a C-shaped inclination. It is formed in a shape. This inclination angle is the same as the inclination angles of the inner side surfaces 11h and 11i of the stopper concave groove 11g described later. Therefore, specifically, it will be described in the description of the stopper concave groove 11g.

A plurality of (8 in this embodiment) bolt insertion holes 1c and 8d are formed through the outer peripheral portions of the sprocket body 1a (internal tooth component 5) and the holding plate 8 at substantially equal intervals in the circumferential direction. ing.

Further, on the front end side of the internal tooth component 5, the rear end portion of the motor housing 14 on the camshaft 2 side, which will be described later, is arranged to face each other. A plurality of (8 in this embodiment) female screw holes 14d are formed on the peripheral wall of the rear end portion of the motor housing 14 at positions corresponding to the bolt insertion holes 1c and 8d.

Therefore, the sprocket 1, the holding plate 8, and the motor housing 14 are co-tightened and fixed from the rotation axis direction of the motor housing 14 by eight bolts 7 inserted and screwed into the holes 1c, 8d, and 14d.

The sprocket body 1a and the internal tooth component 5 are configured as a casing of the deceleration mechanism 13, which will be described later.

The chain case 6 is arranged and fixed along the vertical direction so as to cover the cylinder head 01 of the internal combustion engine, the front end side of the cylinder block (not shown), and the chain (not shown) wound around the sprocket 1. As shown in FIG. 1, the chain case 6 is integrally provided with a flange portion 6a for fixing on the outer peripheral edge of the front end portion. Further, the chain case 6 has an annular groove 6b formed on the inner circumference of the front end portion. The annular groove 6b is formed so that the axial width (depth) extending in the inner axial direction from the front end edge of the chain case 6 is larger than the wall thickness width of the flange portion 6a.

The camshaft 2 has two drive cams per cylinder that open and operate an intake valve (not shown) on the outer periphery. The camshaft 2 has a female screw hole 2b formed in the direction of the internal axis of one end 2a on the sprocket 1 side in the direction of rotation axis. Further, in the camshaft 2, the driven member 9 is connected to the camshaft 2 by a cam bolt 10 from the direction of the rotation axis via an adapter 11 described later. Further, a positioning pin 2c is press-fitted and fixed to the tip of one end 2a of the camshaft 2 from the axial direction.

An oil passage hole 2d communicating with a discharge passage of an oil pump (not shown) is formed in the internal axial direction of one end 2a of the camshaft 2.

FIG. 4 is a view taken along the line B of FIG. 1 showing a state in which the driven member rotates relative to the timing sprocket on the most retarded angle side.

Further, as shown in FIG. 4, a disk-shaped adapter 11 is provided between one end 2a of the camshaft 2 and the driven member 9.

The driven member 9 is integrally formed of a metal material such as an iron-based metal, and as shown in FIG. 1, a disk-shaped fixed end portion 9a formed on the rear end side (camshaft 2 side) and the same. A cylindrical portion 9b projecting from the inner peripheral front end surface of the fixed end portion 9a in the axial direction of the rotating shaft of the driven member 9, and a shaft portion 10b of the cambolt 10 are formed through the inside of the fixed end portion 9a and the cylindrical portion 9b. It is mainly composed of a bolt insertion hole 9c to be inserted.

The fixed end portion 9a is formed with a fitting groove 9d in which the fixing portion 11b described later of the adapter 11 is fitted around the bolt insertion hole 9c on the rear end surface on the camshaft 2 side. Further, on the bottom surface of the fitting groove 9d, the tip end surface of the one end portion 2a of the camshaft 2 is abutted and arranged via the adapter 11.

Further, a positioning groove 9e into which the positioning pin 2c of the camshaft 2 is inserted together with the adapter 11 is formed on the rear end surface of the fixed end portion 9a on the camshaft 2 side.

The cylindrical portion 9b extends in the direction of the electric motor 12, and a needle bearing 35 and a small-diameter ball bearing 36, which will be described later, are provided on the outer peripheral surface of the cylindrical portion 9b side by side in the axial direction.

In the cam bolt 10, the end surface of the head portion 10a on the shaft portion 10b side supports the inner ring of the small diameter ball bearing 36 from the axial direction. The cam bolt 10 has a male screw portion 10c formed on the outer periphery of the shaft portion 10b so as to be screwed into the female screw hole 2b of the cam shaft 2.

5 is a view taken along the line B of FIG. 1 showing a state in which the driven member 9 (camshaft 2) is relatively rotated toward the maximum advance angle side with respect to the sprocket 1, FIG. 6 is an enlarged view of part C of FIG. 4, and FIG. A front view of the adapter 11 provided in the present embodiment, FIG. 8 is a perspective view of the adapter 11 seen from the camshaft 2 side, and FIG. 9 is a perspective view of the adapter 11 seen from the reduction mechanism side.

As shown in FIGS. 1, 2 and 4 to 9, the adapter 11 is formed by integrally forming an iron-based metal plate member, which is a metal material, by press molding, and the entire outer shape is formed into an isosceles triangle shape. Has been done.

That is, the adapter 11 includes a disk-shaped portion 11a located at the center, and three first, second, and third protruding portions 45, 46, 47 protruding radially outward from the outer peripheral surface of the disk-shaped portion 11a. The outer shape is formed into an isosceles triangle.

The disk-shaped portion 11a has a circular concave groove-shaped fixing portion 11b in the center. The fixed portion 11b is formed to bulge in a convex shape in the direction of the driven member 9 by press molding, and a fitting recess 11c is formed inside. One end portion 2a of the camshaft 2 is fitted inside the fitting recess 11c from the axial direction.

Further, in the fixing portion 11b, the outer peripheral surface of the annular peripheral wall 11d constituting the fitting recess 11c is press-fitted into the inner peripheral surface of the fitting groove 9d of the driven member 9.

The fixing portion 11b is formed through a bolt insertion hole 11e into which the shaft portion 10b of the cam bolt 10 is inserted in the center of the bottom wall of the fitting recess 11c. A pin insertion hole 11f into which a positioning pin 2c is inserted is formed through a side portion of the bolt insertion hole 11e on the bottom wall.

As shown in FIG. 7, the first to third protrusions 45 to 47 are formed in an arc shape having different tip surfaces 45a to 47a along the reference circle Q and having different radii of curvature. That is, the third protruding portion 47 is formed in a tapered shape having a substantially trapezoidal shape with a relatively large radius of curvature of the tip surface 47a. On the other hand, in the first and second protruding portions 45 and 46, the tip surfaces 45a and 46a are formed with the same small radius of curvature, and the outer peripheral surfaces are formed in a substantially triangular shape.

The first protruding portion 45 and the second protruding portion 46 are formed in a symmetrical shape about a straight line Z connecting the rotation axis P of the adapter 11 and the third apex P3 of the third protruding portion 47.

Each of the protruding portions 45 to 47 is the first, assuming that the central point of each tip surface 45a to 47a radially outer from the rotation axis P of the fixed portion 11b (adapter 11) is the first to third vertices P1 to P3. The lengths of the line segment S1 connecting the vertex P1 and the third vertex P3 and the line segment S2 connecting the second vertex P2 and the third vertex P3 are set to be substantially the same. Further, the lengths of both line segments S1 and S2 are set longer than the length of the line segment S3 connecting the first vertex P1 and the second vertex P2.

Further, as shown in FIG. 6, the first protruding portion 45 has a length L1 from the first apex P1 to the first inner end portion 11j of the first inner side surface 11h described later, and the first apex P1 to the first. The length L2 on the side opposite to the inner side surface 11h to the portion connected to the disk-shaped portion 11a is formed longer.

This length relationship is the same for the second protrusion 46, and the length from the second vertex P2 to the second inner surface 11i is larger than the length from the second vertex P2 to the second inner end of the second inner surface 11i described later. On the opposite side to the disk-shaped portion 11a, the length to the portion connected to the disk-shaped portion 11a is formed longer.

The third protruding portion 47 is provided at a position opposite to the stopper concave groove 11g in the radial direction with the fixing portion 11b interposed therebetween.

The first to third protrusions 45 to 47 support the inner ring 19b of the large-diameter ball bearing 19 at three points from the outside in the axial direction by their inner surfaces. As a result, the inclination of the large diameter ball bearing 19 is suppressed.

Further, in the adapter 11, the first convex portion 48 is formed on the outer surface between the first protruding portion 45 and the third protruding portion 47. Similarly, the second convex portion 49 is formed on the outer surface between the second protruding portion 46 and the third protruding portion 47.

The first and second convex portions 48 and 49 are formed and project symmetrically with respect to the straight line Z, but the central portions 48a and 49a are formed in a rectangular shape and project to the maximum. The outer surface of each of the convex portions 48, 49 is formed as a gently sloping surface from the central portions 48a, 49a of the rectangular shape toward the third protruding portion 47. On the other hand, it is formed linearly in the slightly expanding direction from the central portions 48a and 49a in the directions of the first and second protruding portions 45 and 46.

Then, as shown in FIGS. 4 to 9, a stopper concave groove 11g in which the stopper convex portion 8b is arranged is formed between the first protrusion 45 and the second protrusion 46.

The stopper concave groove 11g is formed at a position corresponding to the stopper convex portion 8b on the outer peripheral surface of the adapter 11, and both sides facing each other in the circumferential direction are partitioned by the first and second protruding portions 45 and 46. That is, the stopper concave groove 11g is the first inner side surface 11h, which is the first driven side stopper surface formed by the first protrusions 45 on both sides of the protrusion (a part of the disk-shaped portion 11a) having the center. Both sides in the circumferential direction are separated from the second inner side surface 11i, which is the second driven side stopper surface formed by the two protrusions 46.

The circumferential length between the first and second inner side surfaces 11h and 11i of the stopper concave groove 11g is determined by the relative relationship with the formation positions of the first and second outer surfaces 8e and 8d of the stopper convex portion 8b. There is. That is, it is arbitrarily determined based on the specifications and size of the valve timing control device.

The first and second inner side surfaces 11h and 11i are formed on the same inclined surface having a divergent shape corresponding to the first and second outer surfaces 8d and 8e of the stopper convex portion 8b.

Hereinafter, for convenience, the first inner side surface 11h side will be mainly described.

That is, first, as shown in FIGS. 4 and 6, in the first inner side surface 11h, the innermost portion in the radial direction is the first inner end portion 11j, and the outermost portion in the radial direction is the first outer end portion. It is set to 11k. In this case, if the straight line passing through the rotation axis P of the adapter 11 and the first inner end portion 11j is defined as the first straight line N, the first outer end portion 11k is in the relative rotation direction with respect to the first straight line N. It is located on the Ad side in the advance direction, which is the other direction.

That is, the first inner side surface 11h is formed so as to be inclined in the direction of the third protrusion 47 (the direction in which it expands) as compared with the conventional technique, and this inclination angle θ is based on the first straight line N. On the drawing of the form (FIG. 6), it is set to, for example, about 40 ° in the advance direction Ad. This inclination angle θ is determined corresponding to the inclination angle θ of the first outer surface 8d of the stopper convex portion 8b, and has the same angle as the first outer surface 8d. As a result, the first inner side surface 11h of the stopper concave groove 11g comes into contact with the first outer surface 8d of the stopper convex portion 8b in a substantially surface contact state.

Then, as shown in FIG. 4, the first inner side surface 11h abuts on the first outer surface 8d by surface contact, so that the relative rotation position of the camshaft 2 with respect to the sprocket 1 on the latest retarded angle side is restricted. It has become.

Further, as shown in FIG. 6, the first inner side surface 11h is formed so that the projection range (shaded portion) projected from the direction perpendicular to the first inner side surface 11h hangs on a part of the disk-shaped portion 11a. Has been done. In other words, the input load (white arrow F1 shown in FIGS. 4 and 6) when the first inner side surface 11h abuts on the first outer surface 8d of the stopper convex portion 8b in a collision state is a disk-shaped portion. It is designed to act on a part of 11a. Further, this input load F1 also acts on the first convex portion 48.

On the other hand, the second inner side surface 11i of the stopper concave groove 11g has basically the same structure as the first inner side surface 11h, and is formed in the same inclined shape as the first inner side surface 11h. That is, as shown in FIG. 5, the inclination angle of the second inner side surface 11i is also set by the same method as that of the first inner side surface 11h described above. That is, assuming that the straight line M of the second inner side surface 11i passing through the rotation axis P of the adapter 11 and the second inner end portion 11l is the second straight line M, the second outer end portion 11m is larger than the second straight line M. It is located on the Re side in the retard direction, which is one direction in the relative rotation direction. The inclination angle θ of the second inner side surface 11i corresponds to the inclination angle θ of the second outer surface 8e of the stopper convex portion 8b, and is also at an angle of, for example, about 40 ° toward the Re side in the retard angle direction. As a result, the second inner side surface 11i also comes into contact with the second outer surface 8e of the stopper convex portion 8b in a surface contact state.

Then, the second inner side surface 11i abuts on the second outer surface 8e by surface contact, so that the relative rotation position on the most advanced angle side of the camshaft 2 with respect to the sprocket 1 is restricted.

Further, as shown in the figure, the load direction (white arrow F2) when the second inner side surface 11i abuts on the second outer surface 8e also acts on a part of the disk-shaped portion 11a. There is.

Further, in the stopper concave groove 11g, arcuate concave portions 11n and 11o are formed between the central protrusion and the first and second inner side surfaces 11h and 11i, respectively. Since the inner side surfaces 11h and 11i of both arcuate recesses 11n and 11o extend in the direction of the first protrusion 47, the radius of curvature of the peripheral surface thereof is formed into a large and gentle curve as compared with the prior art. Has been done. The both arcuate concave portions 11n and 11o suppress stress concentration when both inner side surfaces 11h and 11i abut on the outer side surfaces 8d and 8e of the stopper convex portion 8b.

As shown in FIGS. 1 to 3, the phase changing mechanism 4 has the electric motor 12 arranged on the front end side of the cylindrical portion 9b of the driven member 9 and the camshaft 2 by decelerating the rotational speed of the electric motor 12. It is mainly composed of a deceleration mechanism 13 for transmission.

The electric motor 12 is a DC motor with a brush, and has a motor housing 14 that rotates integrally with the sprocket 1, a motor output shaft 15 rotatably provided inside the motor housing 14, and the inside of the motor housing 14. It includes four arc-shaped permanent magnets 16 fixed to the peripheral surface, and a sealing plate 17 provided at the front end of the motor housing 14.

The motor housing 14 has a housing body 14a as a yoke formed by press-molding a metal material such as an iron-based metal material into a bottomed cylinder. The housing body 14a is provided with a disk-shaped partition wall 14b on the rear end side. The partition wall 14b is formed with a large-diameter shaft portion insertion hole 14c through which an eccentric shaft portion 24, which will be described later, is inserted, at substantially the center thereof. A cylindrical extending portion protruding in the biaxial direction of the camshaft is integrally provided at the hole edge of the shaft portion insertion hole 14c.

The motor output shaft 15 is formed in a stepped cylindrical shape and functions as an armature, and has a large diameter portion 15a on the camshaft 2 side and a sealing plate 17 side via a stepped portion formed at a substantially central position in the rotation axis direction. It is composed of a small diameter portion 15b of the above.

An iron core rotor 18 is fixed to the outer periphery of the large diameter portion 15a, and an eccentric shaft portion 24 forming a part of the reduction mechanism 13 is integrally provided on the rear end side.

A non-magnetic ring member 20 is press-fitted and fixed to the outer periphery of the small diameter portion 15b. A commutator 21 is press-fitted and fixed to the outer peripheral surface of the annular member 20 from the axial direction.

Further, on the inner peripheral surface of the small diameter portion 15b, a detected portion 22 of a rotation detecting mechanism for detecting the rotational position of the motor output shaft 15 is press-fitted and fixed. The detected portion 22 is formed of a synthetic resin material in a covered cylindrical shape, and a three-leaf-shaped detected rotor 22a is fixed to the front surface of the front end wall. Further, the detected portion 22 is provided with an oil seal 22b that seals between the detected portion 22 and the inner peripheral surface of the motor output shaft 15 on the outer periphery thereof.

The iron core rotor 18 is formed of a magnetic material having a plurality of magnetic poles, and is configured as a bobbin having a slot on the outer peripheral side for winding the coil wire of the coil 18a.

The commutator 21 is formed in an annular shape by a conductive material, and the terminal of the drawn coil wire of the coil 18a is electrically connected to each segment divided into the same number as the number of poles of the iron core rotor 18.

Each permanent magnet 16 is arranged in a cylindrical shape along the circumferential direction through a minute gap. Each permanent magnet 16 has a plurality of magnetic poles in the circumferential direction, and the position of the housing body 14a in the rotation axis direction is offset from the fixed position of the iron core rotor 18 toward the cover member 3.

The entire sealing plate 17 is formed in a disk shape, and a shaft insertion hole 17a through which one end of the motor output shaft 15 is inserted is formed at the center position. Further, the sealing plate 17 has a resin portion 17b which is a disk-shaped non-magnetic material, and a disk-shaped core metal 17c embedded inside the resin portion 17b.

Further, the sealing plate 17 has a plurality of (four in this embodiment) holders 23a to 23d provided in the resin portion 17b, and inside each of the holders 23a to 23d along the radial direction of the sealing plate 17. Four brushes 25a to 25d, which are switching brushes (commutators) slidably housed and arranged, and an inner / outer double circle embedded and fixed in the front end face of the resin portion 17b with each outer end face exposed. An annular power feeding slip ring 26a, 26b, and a pigtail harness (not shown) for electrically connecting the brushes 25a to 25d and the slip rings 26a, 26b are provided.

Further, in the sealing plate 17, the outer peripheral portion of the core metal 17c exposed from the outer peripheral portion of the resin portion 17b is positioned and fixed by caulking to the concave step portion formed on the inner circumference of the front end portion of the motor housing 14.

Each of the brushes 25a to 25d has its tip surface in contact with the outer peripheral surface of the commutator 21 due to the spring force of the coil spring provided in each of the holders 23a to 23d.

As shown in FIGS. 1 and 2, the cover member 3 is arranged so as to cover the front end portion of the motor housing 14 and the entire sealing plate 17. The cover member 3 is integrally formed of a resin body 27 and a metal plate 28 embedded in the resin body 27 in a substantially disk shape. The cover member 3 has a disk-shaped cover main body 3a and an annular mounting flange 3b integrally formed on the outer peripheral edge of the cover main body 3a on the opening side.

The cover body 3a is formed through an insertion hole 3c in which the tip end portion of the detected portion 22 is inserted in the center. Further, as shown in FIG. 1, the cover main body 3a holds a detection circuit 52, an integrated circuit 53, and the like provided with a reception circuit and an excitation circuit, which are detection units of the rotation detection mechanism, on the back side. Further, a lid portion 30 that covers and protects the detection circuit 52, the integrated circuit 53, and the like is detachably attached to the outside of the cover main body 3a. That is, as shown in FIG. 1, the cover main body 3a has an annular fixing groove 3f formed on the outer peripheral portion on the back surface side. On the other hand, the lid portion 30 is integrally formed of a substantially rectangular thin wall made of a synthetic resin material, and an annular fitting groove 30a to be fitted into the fixing groove 3f is formed on the outer peripheral portion.

Further, as shown in FIGS. 1 and 2, the cover member 3 includes a power supply connector 31 protruding downward from the cover main body 3a, and a signal connector 32 arranged on the side of the power supply connector 31. Is integrally possessed.

The power supply connector 31 has a pair of elongated conductive terminal pieces partially disposed inside the cover main body 3a (not shown). Each of the terminal pieces is bent in a crank shape in the cover main body 3a, and one end of the inside is connected to two power feeding brushes 33, 33 via a pigtail harness (not shown). On the other hand, the other end of each terminal piece is exposed from the cover body 3a by the connector portion and is electrically connected to the control unit (not shown) via another connector.

As shown in FIG. 1, the signal connector 32 has a pair of elongated conductive terminal pieces 32a, which are partially arranged inside the cover main body 3a. One end of each terminal piece 32a is electrically connected to the integrated circuit 53 via a harness, and each other end 32c is exposed in the connector portion and connected to a control unit (ECU) that controls an engine. Has been done.

In the integrated circuit 53, an information signal is input from the detection circuit 52 that inputs the signal input from the detected unit 22.

The mounting flange 3b is formed in an annular shape by a resin material, and a plurality of (four in this embodiment) boss portions 3d are integrally provided at substantially equal intervals on the outer peripheral surface. A bolt insertion hole 3e is formed in each of the boss portions 3d by a metal sleeve embedded inside.

Further, the mounting flange 3b is fastened and fixed to the flange portion 6a of the chain case 6 by a mounting bolt (not shown) inserted into each bolt insertion hole 3e.

Further, between the inner end surface of the mounting flange 3b on the motor housing 14 side and the front end surface of the flange portion 6a of the chain case 6 facing the inner end surface, a rubber seal ring 50 for sealing between the two is provided. Have been placed.

Further, a large-diameter oil seal 51 is arranged between the inner peripheral surface of the annular groove 6b of the chain case 6 and the outer peripheral surface of the motor housing 14.

In the cover body 3a, two brush holders 29 and 29 are fixed at a portion of the resin body 27 where the metal plate 28 is partially cut out and at a position corresponding to the slip rings 26a and 26b.

Each of the brush holders 29 is formed in a square cylinder shape by a conductive material, and slidably accommodates the power feeding brushes 33 and 33, respectively. Further, the brush holders 29 and 29 are integrally fixed to the cover member 3 at the time of resin molding of the cover member 3.

Further, in the accommodating hole of each brush holder 29, a pair of power feeding brushes 33, 33 whose tip surfaces are in contact with the slip rings 26a, 26b from the axial direction are held so as to be slidable in the axial direction. .. Each of the power feeding brushes 33 is formed in a prismatic shape according to the shape of the inner wall surface of each accommodating groove formed in the cover main body 3a, has a rectangular cross section, and has a predetermined axial length. Is set to.

Further, each of the power feeding brushes 33 is urged in the respective slip ring 26a and 26b directions by the spring force of the pair of torsion coil springs 34 and 34 which are urging members provided on the back surface side of the cover main body 3a. There is.

Further, each power feeding brush 33 is fixed by inserting one end of the pigtail harness into a small hole 33a formed on one side surface of the rear end, for example, by soldering. Each of the pigtail harnesses is set to a length that regulates the maximum sliding position so that the brush 33 for feeding power does not fall off from the brush holder 29 when the brush 33 for feeding power is maximally advanced by the spring force of each torsion coil spring 34. ing. On the other hand, each other end of the pigtail harness is fixed to the other end of each terminal piece of the power feeding connector 31 by soldering, and both are electrically connected to each other.

The motor output shaft 15 and the eccentric shaft portion 24 are a small diameter ball bearing 36 provided on the outer peripheral surface of the shaft portion 10b on the head portion 10a side of the cam bolt 10 and a needle provided on the outer peripheral surface of the cylindrical portion 9b of the driven member 9. It is rotatably supported by the cam bolt 10 by the bearing 35.

Further, between the outer peripheral surface of the motor output shaft 15 (eccentric shaft portion 24) and the inner peripheral surface of the extending portion of the motor housing 14, there is a leakage of lubricating oil from the inside of the reduction mechanism 13 into the electric motor 12. A small-diameter oil seal 40 that suppresses the oil seal 40 is provided.

The control unit (ECU) described above detects the current engine operating state based on information signals from various sensors such as a crank angle sensor, an air flow meter, a water temperature sensor, and an accelerator opening sensor (not shown in the figure) to control the engine. conduct. Further, the control unit energizes the coil 18a to control the rotation of the motor output shaft 15, and controls the relative rotation phase of the camshaft 2 with respect to the sprocket 1 via the reduction mechanism 13.

As shown in FIGS. 1 to 3, the deceleration mechanism 13 includes an eccentric shaft portion 24 that performs eccentric rotational movement, a medium-diameter ball bearing 37 provided on the outer periphery of the eccentric shaft portion 24, and an outer circumference of the medium-diameter ball bearing 37. A cylindrical cage that is integrally provided on the outer peripheral portion of the fixed end portion 9a and is a holding member that holds a plurality of rollers 38 in the rolling direction and allows radial movement. It is mainly composed of 39 and the above-mentioned driven member 9 integrated with the cage 39.

As shown in FIG. 3, in the eccentric shaft portion 24, the shaft center Y of the cam surface 24a formed on the outer peripheral surface is slightly eccentric in the radial direction from the shaft center X of the motor output shaft 15.

The medium-diameter ball bearing 37 is arranged so as to substantially overlap with each other at the radial position of the needle bearing 35, and is provided with a ball 37c between the inner ring 37a and the outer ring 37b and both wheels 37a and 37b via a retainer. , Consists of.

The inner ring 37a is press-fitted and fixed to the outer peripheral surface of the eccentric shaft portion 24, whereas the outer ring 37b is in a free state without being fixed in the axial direction. That is, in the outer ring 37b, one end surface in the rotation axis direction does not contact any portion, and a minute gap is formed between the other end surface in the axial direction and the inner surface of the base of the cage 39 facing the outer ring 37b. It is in a free state.

Further, the outer peripheral surface of each roller 38 is in rolling contact with the outer peripheral surface of the outer ring 37b. An annular gap is formed on the outer peripheral side of the outer ring 37b. Due to this annular gap, the entire medium-diameter ball bearing 37 can move in the radial direction with the eccentric rotation of the eccentric shaft portion 24, that is, the eccentric movement becomes possible.

Each roller 38 is formed of, for example, an iron-based metal, and while moving in the radial direction with the eccentric movement of the medium-diameter ball bearing 37, the outer peripheral side is meshed with and held by the internal teeth 5a of the internal tooth component 5. Further, the total number of each roller 38 is one less than the total number of teeth of the internal teeth 5a of the internal tooth constituent portion 5.

Further, each of the rollers 38 is oscillated in the radial direction while being guided in the circumferential direction by the holding pieces 42 provided on both sides of the roller holding holes 39b described later in the cage 39.

As shown in FIGS. 1 and 2, the cage 39 is bent forward from the front end of the outer peripheral portion of the fixed end portion 9a in a substantially L-shaped cross section, and is integrally coupled to the fixed end portion 9a. It has a tubular portion 39a that is integrally provided on the outer periphery of the base portion and protrudes in the same direction as the cylindrical portion 9b.

The tubular portion 39a extends toward the partition wall 14b of the motor housing 14 via an annular concave accommodating space formed between the female screw hole 14d and the extending portion. Further, at substantially equal intervals in the circumferential direction of the tubular portion 39a, a plurality of substantially rectangular roller holding holes 39b (for example, 50 in this embodiment) for holding the plurality of rollers 38 so as to be rollable are circumferentially. It is formed at equidistant positions in the direction.

The roller holding holes 39b are formed in elongated rectangular elongated holes along the rotation axis direction of the tubular portion 39a at predetermined intervals in the circumferential direction of the tubular portion 39a.

Further, the lubricating oil is supplied to the inside of the deceleration mechanism 13 by the lubricating oil supply means. As shown in FIG. 1, the lubricating oil supply means is formed from the inside of the cylinder head 01 in the internal axial direction of the cam shaft 2, and has an oil passage hole 2d to which lubricating oil is supplied from a main oil gallery (not shown). , An oil supply hole 43 formed in the fixed portion 11b of the adapter 11 and communicating with the oil passage hole 2d, and formed through the driven member 9 in the internal axial direction, one end of which opens into the oil supply hole 43 and the other end. Is composed of an oil hole 44 opened near the needle bearing 35 and the medium-diameter ball bearing 37, and an oil discharge hole (not shown) formed through the driven member 9 as well.
[Activation of VTC]
Hereinafter, the operation of the VTC according to the present embodiment will be briefly described.

First, the sprocket 1 rotates with the rotational drive of the crankshaft of the engine, and the rotational force causes the motor housing 14, that is, the electric motor 12 to rotate synchronously via the internal tooth component 5. On the other hand, the rotational force of the internal tooth component 5 is transmitted from each roller 38 to the camshaft 2 via the cage 39 and the driven member 9. As a result, the cam of the camshaft 2 opens and closes the intake valve.

Then, during a predetermined engine operation after the engine is started, the coil 18a of the electric motor 12 is energized from the control unit via the power feeding brushes 33, 33, the slip rings 26a, 26b, and the like. As a result, the motor output shaft 15 is driven to rotate in the forward and reverse directions, and the rotational force decelerated by the rotational force is transmitted to the camshaft 2 via the reduction mechanism 13.

That is, when the eccentric shaft portion 24 rotates eccentrically with the rotation of the motor output shaft 15, each roller 38 is guided in the radial direction by each roller holding hole 39b of the cage 39 for each rotation of the motor output shaft 15, and the internal teeth It overcomes one internal tooth 5a of the component 5 and moves while rolling to another adjacent internal tooth 5a. Each roller 38 rolls in the circumferential direction while repeating this sequentially. Rotational force is transmitted to the driven member 9 while the rotation of the motor output shaft 15 is decelerated by the transposition of each roller 38. The reduction ratio at this time can be arbitrarily set depending on the number of rollers 38 and the like.

As a result, the driven member 9 (camshaft 2) rotates forward and reverse relative to the sprocket 1 to convert the relative rotation phase, and the opening / closing timing of the intake valve is converted and controlled to the advance angle side or the retard angle side. be. The relative rotation of the driven member 9 on the retard side or the advance side is continuously performed via the electric motor 12 and the deceleration mechanism 13, and can be controlled at any rotation position.

Then, as described above, when the driven member 9 rotates largely relative to the sprocket 1 toward the retard angle side, as shown in FIG. 4, the stopper concave groove 11g is formed on the first outer surface 8d of the stopper convex portion 8b. 1 The inner side surface 11h abuts in a collision state from the circumferential direction. As a result, the relative rotation position on the most retarded angle side of the driven member 9 is mechanically regulated.

On the other hand, when the driven member 9 rotates largely relative to the sprocket 1 toward the advance angle side, as shown in FIG. 5, the second inner side surface 11i of the stopper concave groove 11g is formed on the second outer surface 8e of the stopper convex portion 8b. It abuts in a collision state from the circumferential direction. As a result, the relative rotation position on the most advanced angle side of the driven member 9 is mechanically regulated.

It should be noted that the contact of the first and second inner side surfaces 11h and 11i with respect to the first and second outer surfaces 8d and 8e in the collision state is repeatedly performed due to the change in the engine operating state, and the slowest angle is also obtained when the engine is started. It is done by relative rotation to the side.

In this way, the first and second inner side surfaces 11h and 11i of the stopper concave groove 11g abut against the first and second outer surfaces 8d and 8e of the stopper convex portion 8b in a collision state, respectively. The directions (vectors) of F1 and F2 are as shown in FIGS. 4 to 6. That is, most of the collision loads F1 and F2 are disk-shaped portions 11a inside the tangential direction of the reference circle Q from the first and second inner side surfaces 11h and 11i of the first and second protrusions 45 and 46. Acts in the direction of. Therefore, the collision loads F1 and F2 can be received even at the disk-shaped portion 11a having a large area.

Therefore, since the collision loads F1 and F2 are received by the thick portion from the first and second protrusions 45 and 46 to the disk-shaped portion 11a, the roots of the first and second protrusions 45 and 46 are received. The stress concentration acting on the arcuate recesses 11n and 11o in the above is reduced. Therefore, the load stress on the first and second protrusions 45 and 46 is sufficiently reduced to reduce the load. As a result, the durability can be improved by improving the impact resistance of the adapter 11.

Therefore, it is possible to reduce the outer diameter of the entire stopper mechanism and to reduce the wall thickness. As a result, the size of the device in the radial direction and the axial direction can be reduced.

The inclination angles θ of the first and second inner side surfaces 11h and 11i (first and second outer surfaces 8d and 8e) are larger than 0 ° ± 1 ° (almost right angles), and are about 40 in the present embodiment. However, according to the experiment by the inventor of the present application, it was clarified that the above-mentioned action and effect can be sufficiently obtained by taking a temperature larger than about 32.5 °. Therefore, it is preferable to set the inclination angle θ to an arbitrary angle of 32.5 ° or more depending on conditions such as the specifications and size of the device.

In other words, even if a slight inclination angle is set along a straight line extending in the radial direction from the rotation axis of the sprocket or in consideration of a manufacturing error as in the prior art, the effect as in the present embodiment is achieved. Is not sufficiently obtained.

Further, the decrease in the load stress on the adapter 11 eliminates the need for heat treatment work for ensuring the strength of the adapter 11. Therefore, it is possible to suppress the increase in cost due to this heat treatment and to suppress the occurrence of strain (deformation) due to heat. Therefore, it is possible to sufficiently suppress a decrease in dimensional accuracy of the first and second inner side surfaces 11h and 11i.

When the adapter 11 is formed by press molding, the dimensional accuracy of the inner side surfaces 11h and 11i is lower than that in the case of cutting, but the dimensional accuracy is lowered due to thermal strain by not performing the heat treatment. Can be suppressed. Further, since the adapter 11 is formed by press molding, the cost can be reduced as compared with the case of cutting.

In particular, the first and second inner side surfaces 11h and 11i are in contact with the corresponding first and second outer surfaces 8d and 8e in a surface contact state, and are tilted by the inclination angle θ, so that this contact (contact). ) The area is larger than the inclination angle of 0 ° in the prior art. Therefore, the surface pressures of the first and second inner side surfaces 11h and 11i with the first and second outer surfaces 8d and 8e are further reduced. This configuration also improves the impact resistance of the adapter 11.

Further, by reducing the load stress of the adapter 11, the adapter 11 can be formed to be thin, so that the weight of the entire device can be reduced.

Further, since the adapter 11 is formed of a plate member that is independent of the driven member 9 and the deceleration mechanism 13 and is arranged in series with these, the thickness can be reduced independently. Therefore, in this respect as well, the weight of the entire device can be reduced, and the axial length of the device can be shortened.

Further, the arcuate recesses 11n and 11o of the adapter 11 are smoothly connected because the first and second inner side surfaces 11h and 11i are formed in an inclined shape, and the radius of curvature is large. Therefore, it is possible to suppress stress concentration in the portions of the arcuate recesses 11n and 11o, and further reduce the load stress on the inner side surfaces 11h and 11i.

Further, as the first and second inner side surfaces 11h and 11i are formed in an inclined shape, the first and second outer surfaces 8d and 8e on the stopper convex portion 8b side are also formed in an inclined shape. Therefore, since the length between the first and second outer surfaces 8d and 8e in the circumferential direction can be made long, the strength of the stopper convex portion 8b can also be increased. As a result, the collision load on each of the outer surfaces 8d and 8e can be sufficiently received.

Further, since the first and second protrusions 45 and 46 of the adapter 11 are formed in a lightened triangular shape instead of a trapezoid like the third protrusion 47, the weight reduction of the device can be promoted. ..

The adapter 11 in the present embodiment is not formed in a disk shape but in an isosceles triangle shape, and the first to third protruding portions 45 to 47 are provided, and the first convex portions 48 and the second are provided on both sides thereof. The convex portion 49 is formed. Therefore, the weight balance of the entire adapter 11 can be adjusted by the forming positions of the first and second convex portions 48 and 49 and the first to third protruding portions 45 to 47.

Further, as described above, the first to third protruding portions 45 to 47 and the first and second convex portions 48 and 49 are formed symmetrically with respect to the straight line Z. Also in this respect, the weight balance of the adapter 11 is improved.

As a result, the adapter 11 is suppressed from swinging during rotation (when the driven member 9 is rotated), and the camshaft 2 can be smoothly rotated.

Moreover, as described above, the weight balance of the entire adapter 11 is adjusted and the weight of the entire adapter 11 is reduced, so that the moment of inertia during rotation of the adapter 11 is reduced. As a result, the switching response of the valve timing control device to the advance side or the retard side is also improved.

Further, in the present embodiment, since the adapter 11 is formed in an irregular shape having an isosceles triangle shape, partial thinning around the stopper concave groove 11g is suppressed. As a result, a decrease in the roundness of the inner diameter of the fitting recess 11c is suppressed, and a high roundness can be obtained. As a result, the work of press-fitting (assembling) the one end 2a of the camshaft 2 into the fitting recess 11c becomes easy. Further, the fitting recess 11c can further reduce the clearance between the inner peripheral surface and the outer peripheral surface of one end 2a of the camshaft 2 after fitting by obtaining a high roundness of the inner peripheral surface. can.
[Second Embodiment]
FIG. 10 shows a second embodiment, and the basic structure is the same as that of the first embodiment, but the outer peripheral portions of the first to third protrusions 45, 46, and 47 of the adapter 11 are cut to cut the outer peripheral portions of the entire adapter. The outer diameter is reduced.

That is, the outer peripheral portions of the first protruding portion 45, the second protruding portion 46, and the third protruding portion 47 are cut with the same width in the circumferential direction, and the reference circle Q is smaller than that of the first embodiment. .. Therefore, the first and second protrusions 45 and 46 are formed in a substantially trapezoidal shape, respectively, and the third protrusion 47 is also formed in a radial lower trapezoidal shape.

The other configuration of the adapter 11 is the same as that of the first embodiment, and the first and second inner side surfaces 11h and 11i of the first and second protrusions 45 and 46 are formed in an inclined shape of about 40 °. There is.

On the other hand, the holding plate 8 is formed so that the outer diameter D and the inner diameter D1 are smaller in accordance with the smaller diameter of the adapter 11. The position and size of the stopper convex portion 8b have not been changed due to the relative relationship with the stopper concave groove 11g.

According to this embodiment, the weight of the entire device can be reduced by reducing the outer diameter of the adapter 11 and the inner and outer diameters of the holding plate 8. Therefore, the moment of inertia during rotation of the adapter 11 is reduced, and the switching response of the valve timing control device to the advance side or the retard side is also improved. Depending on the situation, the outer diameter of each component such as the sprocket 1 and the motor housing 14 can be reduced. This makes it possible to reduce the size and weight of the entire device.
[Third Embodiment]
The present invention is not limited to the valve timing control device of the first and second embodiments as an application target, and can be applied to, for example, the valve timing control device shown in FIG.

In this valve timing control device, the electric motor 112 and the deceleration mechanism 113 are arranged separately, and both 112 and 113 are connected by an old dam joint 120. To explain the outline based on FIG. 11, the sprocket 101, the camshaft 102 rotatably supported on the cylinder head 01 via the bearing bracket 02, and the sprocket 101 and the camshaft 102 are arranged between the sprocket 101 and the camshaft 102. It is provided with a phase changing mechanism 103 that changes the relative rotation phases of both 101 and 102 according to the engine operating state.

The sprocket 101 is integrally formed in an annular shape by an iron-based metal which is a metal material as a whole, and includes an annular sprocket main body 101a and a gear portion 101b integrally provided on the outer periphery of the sprocket main body 101a. There is.

On the front end side of the sprocket body 101a, an annular internal tooth component 105 that constitutes a part of the speed reduction mechanism 113, which will be described later, is integrally provided. The internal tooth component 105 is integrally coupled to the sprocket body 101a from the direction of the rotation axis, and a plurality of wave-shaped internal teeth 105a are formed on the inner circumference.

The sprocket body 101a is provided with a slide bearing mechanism 106 between its inner peripheral surface and the outer peripheral surface of a driven member 109, which will be described later, which is a driven rotating body fixed to one end 102a in the rotation axis direction of the camshaft 102. There is. The slide bearing mechanism 106 bearings the sprocket 101 on the outer periphery of the driven member 109 so as to be relatively rotatable.

Further, a holding plate 108 is fixed to the rear end surface of the sprocket body 101a on the axially opposite side of the internal tooth component 105. The holding plate 108 is formed in an annular shape by a plate material of an iron-based metal which is a metal material, and the outer diameter is set to be substantially the same as the outer diameter of the sprocket body 101a. Further, the holding plate 108 is arranged so that the inner peripheral portion 108b on the central hole 108a side formed in the center covers one end opening on the camshaft 102 side of the bearing recess 110 described later in the slide bearing mechanism 106.

Further, the holding plate 108 is integrally provided with a stopper convex portion 108c protruding in the radial direction, that is, in the central axis direction, at a predetermined position on the inner peripheral edge of the central hole 108a. The stopper convex portion 108c is also formed in a substantially arc shape under the first embodiment, and is arranged with a predetermined gap in the stopper concave groove 109f of the fixed end portion 109b described later of the driven member 109.

Further, a front plate 115 is provided on the front end surface of the sprocket 101 on the internal tooth component 105 side. The front plate 115 is formed by punching, for example, an iron-based metal plate in an annular shape by press molding, and an insertion hole 115a into which an eccentric shaft 121, which will be described later is inserted, is formed through the center thereof.

Six bolt insertion holes through which a plurality of (six in this embodiment) bolts 107 are inserted are located at substantially equal intervals in the circumferential direction on each outer peripheral portion of the sprocket body 101a including the internal tooth component 105 and the front plate 115. Each is formed through. Further, the holding plate 108 is formed with six female screw holes into which a male screw portion at the tip of each bolt 107 is screwed at a position corresponding to each bolt insertion hole.

The camshaft 102 has two drive cams per cylinder that open and operate an intake valve (not shown) on the outer periphery. Further, the camshaft 102 is integrally provided with a flange portion 102b for axially positioning via the bearing bracket 02 at one end portion 102a on the phase changing mechanism 103 side in the rotation axis direction. Further, in the camshaft 102, a female screw hole 102c is formed in the direction of the internal axial center of one end portion 102a, and the driven member 109 is fastened and fixed from the axial direction by a cam bolt 114 described later which is screwed into the female screw hole 102c.

The driven member 109 is integrally formed of an iron-based metal, and is mainly composed of a disk-shaped main body 109a and an annular fixed end portion 109b on the rear end side (camshaft 102 side) of the disk-shaped main body 109a. ing.

The disk-shaped main body 109a is integrally provided with a journal portion 111 forming a part of the slide bearing mechanism 106 on the outer peripheral surface. Further, the disk-shaped main body 109a is formed through a bolt insertion hole 109c through which a large diameter portion 114g of a cam bolt 114, which will be described later, is inserted and fitted in the direction of the internal axial center including the fixed end portion 109b.

The fixed end portion 109b has a certain wall thickness and protrudes from the disk-shaped main body 109a in the direction of the camshaft 102. Further, the fixed end portion 109b is formed with an annular fitting groove 109d in which the tip end portion of the one end portion 102a of the camshaft 102 is fitted substantially in the center of the outer surface on the camshaft 102 side. The fixed end portion 109b is formed with a stopper concave groove 109f in which the stopper convex portion 108c of the holding plate 108 enters the outer peripheral surface along the circumferential direction. The stopper concave groove 109f has the same configuration as that of the first embodiment, is formed in an arc shape having a predetermined length in the circumferential direction, and has first and second inner side surfaces (not shown) facing each other in the circumferential direction. The inclination angle is set to about 40 ° as in the first embodiment. The first and second inner side surfaces are in contact with the first and second outer surfaces at both ends in the circumferential direction of the stopper convex portion 108c, respectively. As a result, the relative rotation position of the camshaft 102 on the maximum advance angle side or the maximum retard angle side with respect to the sprocket 101 is mechanically regulated.

The driven member 109 is fastened and fixed to the camshaft 102 from the axial direction by the cam bolt 114 in a state where the tip end portion of the one end portion 102a of the camshaft 102 is fitted in the fitting groove 109d from the axial direction.

The slide bearing mechanism 106 includes an annular bearing recess 110 formed on the inner peripheral surface of the sprocket body 101a, a journal portion 111 provided on the outer peripheral surface of the disk-shaped body 109a and arranged inside the bearing recess 110, and the like. It has the holding plate 108 that covers one end opening of the bearing recess 110.

In the journal portion 111, one end surface on the front plate 115 side in the axial direction is slidable on the inner side surface 110b of the bearing recess 110. The inner side surface 110b abuts on one end surface of the journal portion 111 when the sprocket 101 is tilted to regulate the movement of one thrust. The other end surface of the journal portion 111 on the holding plate 108 side in the axial direction is slidable on the inner surface of the inner peripheral portion 108b of the holding plate 108. The inner surface of the holding plate 108 abuts on the other end surface of the journal portion 111 when the sprocket 1 is tilted to restrict the thrust movement of the other.

The cam bolt 114 is formed on a substantially columnar head 114a, a shaft portion 114b integrally fixed to the head portion 114a, and an outer peripheral surface of the shaft portion 114b, and is screwed into a female screw hole 102c of the cam shaft 102. It has a male screw portion 114c and a screw portion 114c.

Further, each needle roller 125a of the needle bearing 125 is rotatably supported on the outer peripheral surface of the head 114a.

The shaft portion 114b is integrally provided with a large diameter portion 114g at the base portion with the head portion 114a. The large diameter portion 114g is formed so that the outer diameter is larger than the outer diameter of the male screw portion 114c of the shaft portion 114b and is slightly smaller than the inner diameter of the bolt insertion hole 109c of the driven member 109. As a result, the large diameter portion 114g is inserted and fitted to the inner peripheral surface of the bolt insertion hole 109c with a minute clearance to ensure the coaxiality between the driven member 109 and the camshaft 102.

The phase changing mechanism 103 mainly consists of an electric motor 112 arranged on the front end side of the fixed end portion 109b of the driven member 109, and a deceleration mechanism 113 that reduces the rotational speed of the electric motor 112 and transmits it to the camshaft 102. It is configured.

The electric motor 112 is a so-called brushless DC type motor, and has a bottomed cylindrical motor housing 116 fixed to a chain case and a stator coil or the like provided at the rear end of the motor housing 116. A motor stator (not shown) housed, a motor output shaft 117 arranged on the inner peripheral side of the stator coil, a cylindrical permanent magnet fixed to the outer periphery of the motor output shaft 117, and a sprocket 101 of the motor housing 116. It has a power feeding mechanism 118 provided at the front end portion on the opposite side to the above.

The motor housing 116 is formed in a substantially cup shape, and a through hole (not shown) through which the motor output shaft 117 is inserted is formed substantially in the center of the front end portion. On the other hand, on the outer periphery of the rear end portion, a flange portion 116a projecting outward in the radial direction is integrally provided. The flange portion 16a is integrally provided with three bracket pieces 116b (not shown) at a position of about 120 ° in the circumferential direction. Each of the three bracket pieces 116b is formed through a bolt insertion hole through which a bolt for connecting to a chain case (not shown) is inserted.

Further, three different bolt insertion holes through which the three bolts 129 are inserted are formed between the bracket pieces 116b in the circumferential direction of the flange portion 116a. Each bolt 129 is adapted to connect the feeding mechanism 118 to the motor housing 116.

The power feeding mechanism 118 has a housing 118a formed in a box shape by a synthetic resin material. Inside the housing 118a, an energization circuit such as a bus bar that supplies power to the electric motor 112, a rotation sensor that detects the rotation position of the motor output shaft 117, and the like are housed and arranged. Further, in the power feeding mechanism 118, a power feeding connector 118b electrically connected to an energizing circuit and a signal connector (not shown) are integrally provided at the upper end of the housing 118a.

The power supply connector 118b has an internal terminal connected to a battery, which is a power source, via a female terminal to a control unit (not shown). On the other hand, in the signal connector, a built-in terminal is connected to the control unit via a female terminal, and the rotation angle signal detected by the rotation sensor is output to the control unit.

The motor output shaft 117 is formed in a columnar shape made of a metal material, and has a two-sided width portion formed along the tangential direction on the outer surface of the tip portion 117a on the reduction mechanism 113 side. Further, a pair of fitting grooves cut out from the direction orthogonal to the width across flats is formed on the tip edge side of the tip portion 117a. A stopper member that regulates the movement of the intermediate member 130 in the cam bolt 114 direction, which will be described later, is fitted and fixed in both fitting grooves from the radial direction.

Further, in the motor output shaft 117, the tip portion 117a is arranged close to the head 114a of the cam bolt 114 with a slight gap from the rotation axis direction. Further, the entire tip portion 117a including the stopper member can be inserted into the inside of the tool hole 114d of the head 114a from the axial direction.

The stopper member is formed in a C-ring shape and can be elastically deformed in the diameter-expanding direction and the diameter-reducing direction via its own elastic force.

Further, an intermediate member 130 is provided at the tip portion 117a of the motor output shaft 117. The intermediate member 130 constitutes a part of the Oldham joint 120, which is a joint mechanism connected to the deceleration mechanism 113, and has a tubular base 131 fixed to the tip 117a of the motor output shaft 117. ing. The tubular base 131 has a pair of flat surfaces having a width across flats on both sides of a circular outer surface, that is, at a position of 180 ° in the circumferential direction, whereby the outer shape is formed into a substantially oval shape. ing.

Further, a through hole through which the tip portion 117a of the motor output shaft 117 is inserted is formed at the central position of the tubular base portion 131.

The through hole is formed with a pair of facing surfaces having a width across flats along the radial direction from the rotation axis of the motor output shaft 117 on the inner peripheral surface of the circular shape. As a result, it is formed into an oval shape that is long in the radial direction and has a shape similar to the outer shape of the tubular base 131. Therefore, the intermediate member 130 is movable in the radial direction with respect to the tip portion 117a of the motor output shaft 117 through the oval through hole.

The tubular base 131 is provided with two transmission keys 133a, which are a pair of protrusions, at substantially the center of the pair of flat surfaces in the longitudinal direction. Each transmission key 133a is formed in a substantially rectangular plate shape, and projects radially outward from the two planar portions of the tubular base 131.

The control unit detects the current engine operating state based on information signals from various sensors such as the crank angle sensor, air flow meter, water temperature sensor, and accelerator opening sensor (not shown in the figure), and controls the engine based on this. Is going. Further, the control unit energizes the coil portion to control the rotation of the motor output shaft 117 based on the respective information signals and the rotation position detection mechanism, and the reduction mechanism 113 determines the relative rotation phase of the camshaft 102 with respect to the sprocket 101. It is designed to be controlled.

The deceleration mechanism 113 is provided separately from the electric motor 112 in the axial direction, and each component is housed and arranged inside the sprocket 101 between the holding plate 108 and the front plate 115.

The deceleration mechanism 113 is provided on a cylindrical eccentric shaft 121 partially arranged inside the sprocket body 101a, a ball bearing 122 provided on the outer periphery of the eccentric shaft 121, and an outer periphery of the ball bearing 122. A plurality of rollers 123 rotatably held in each internal tooth 105a of the internal tooth component 105 and a plurality of rollers 123 are integrally provided on the outer peripheral side of the disk-shaped main body 109a of the driven member 109, and the plurality of rollers 123 are provided in the rolling direction. It is mainly composed of a cage 124 that allows radial movement while holding the bearing 124, and the above-mentioned driven member 109 that is integrated with the cage 124.

The eccentric shaft 121 is a large-diameter cylinder having an eccentric shaft portion 121a arranged on the outer periphery of a needle bearing 125, which is a bearing provided on the outer periphery of the head 114a of the cam bolt 114, and the eccentric shaft portion 121a on the electric motor 112 side. It has a portion 121b and.

In the eccentric shaft portion 121a, the wall thickness in the circumferential direction changes in thickness, and the shaft center X is slightly eccentric with respect to the shaft center Y of the cam bolt 114.

The large-diameter cylindrical portion 121b is formed in a substantially perfect circle with a uniform wall thickness, and is formed to be thicker than the eccentric shaft portion 121a. The large-diameter cylindrical portion 121b constitutes an oldham joint 120 together with the intermediate member 130. Further, the large-diameter cylindrical portion 121b projects from the inside of the sprocket body 101a toward the electric motor 112 through the insertion hole 115a of the front plate 115.

Further, the large-diameter cylindrical portion 121b is formed with a two-sided width-shaped fitting hole 121c into which the two-sided width-shaped tubular base 131 of the intermediate member 130 can be fitted from the axial direction. Further, in the large-diameter cylindrical portion 121b, a pair of key grooves into which the two transmission keys can be fitted from the rotation axis direction are formed at a position of about 180 ° in the circumferential direction of the tip surface on the electric motor 112 side. There is.

The needle bearing 125 is fixed to a plurality of needle rollers 125a that roll on the outer peripheral surface 114e of the head 114a of the cam bolt 114 and a stepped surface formed on the inner peripheral surface of the eccentric shaft portion 121a, and a needle is formed on the inner peripheral surface. It has a cylindrical shell 125b having a plurality of grooves for holding the rollers 125a so as to be rollable.

The ball bearing 122 is arranged so as to substantially overlap with each other at the radial position of the needle bearing 125. Further, the ball bearing 122 is composed of an inner ring 122a, an outer ring 122b, a ball 122c interposed between the two wheels 122a and 122b, and a cage for holding the ball 122c.

The inner ring 122a is press-fitted and fixed to the outer peripheral surface of the eccentric shaft portion 121a, whereas the outer ring 122b is in a free state without being fixed in the axial direction. That is, in the outer ring 122b, one end surface on the side of the electric motor 112 in the axial direction is in a non-contact state with the inner side surface of the front plate 115 via a minute clearance. Further, the other end surface of the outer ring 122b in the axial direction is also in a non-contact state with a minute clearance on the back surface of the disk-shaped main body 109a of the driven member 109 facing the outer ring 122b.

The outer peripheral surface of each roller 123 is in contact with the outer peripheral surface of the outer ring 122b so as to be rollable. Further, an annular clearance is formed between the outer peripheral surface of the outer ring 122b and the inner surface of the cage 124. Therefore, the ball bearing 122 can move eccentrically in the radial direction as a whole with the eccentric rotation of the eccentric shaft portion 121a through the clearance.

The cage 124 is formed in a cylindrical shape and is integrally provided on the outer peripheral portion of the disk-shaped main body 109a. That is, the cage 124 protrudes linearly from the base 111a of the journal portion 111 of the disk-shaped main body 109a toward the front plate 115. A predetermined clearance is formed between the tip surface of the cage 124 and the inner surface of the front plate 115.

Further, the cage 124 is formed with a plurality of substantially rectangular roller holding holes 124b that rotatably hold the plurality of rollers 123 at substantially equal intervals in the circumferential direction along the axial direction. The plurality of roller holding holes 124b are provided at equidistant positions in the circumferential direction of the cage 124, and the tip end side is closed to form an elongated rectangular shape in the front-rear direction. Further, the total number of roller holding holes 124b (the number of rollers 123) is smaller than the total number of teeth of the internal teeth 105a of the internal tooth component 105, so that a predetermined reduction ratio can be obtained. It has become.

Each roller 123 is formed of an iron-based metal and is fitted into the internal tooth 105a of the internal tooth component 105 while moving in the radial direction with the eccentric movement of the ball bearing 122. Further, each roller 123 swings in the radial direction while being guided in the circumferential direction by both side edges of the roller holding holes 124b.

Further, the speed reduction mechanism 113 is adapted to supply lubricating oil to the inside through the lubricating oil supply passage. The lubricating oil supply passage has an oil passage 126 formed inside the camshaft 102 from the inside of the cylinder head 01 branched from the main oil gallery of the engine, and a disk-shaped main body 109a of the driven member 109 in the axial direction of the camshaft 102. It has an oil hole 127 formed through along the route.

In the oil hole 127, one end having a large diameter on the upstream side communicates with the oil passage 126, and the other end having a small diameter on the downstream side opens near the side portion of the shell 125b of the needle bearing 125. ..

In the present embodiment, since the structure of the stopper convex portion 108c and the stopper concave groove 109f is the same as that of the first embodiment, the same operation and effect as those of the above-mentioned first embodiment can be obtained.

Further, in the present embodiment, the electric motor 112 and the deceleration mechanism 113 are separately formed, so that the degree of freedom in arranging the valve timing control device in the engine room is improved.

Moreover, when a force (thrust load) in the tilting direction with respect to the driven member 109 is generated on the sprocket 101 during rotational drive, the thrust load can be received by the journal portion 111. Therefore, it is possible to suppress the tilt of the sprocket 101.

That is, when the sprocket 1 tries to tilt in one direction, the inner side surface 110b of the bearing recess 110 abuts on one end surface of the journal portion 111 to receive and regulate the thrust load in one direction.

Further, when the sprocket 101 tries to tilt in the other direction, the inner surface of the inner peripheral portion 108b of the holding plate 108 abuts on the other end surface of the journal portion 111 to receive and regulate the thrust load in the other direction.

As a result, the sprocket 1 is effectively suppressed from being tilted with respect to the driven member 109.

The present invention is not limited to the configuration of each embodiment, and can be applied to any valve timing control device as a mechanical stopper mechanism having a stopper convex portion and a stopper concave groove.

Further, as a drive rotating body, it can be applied to a timing pulley in addition to the sprocket 1.

Further, in the first and second embodiments, the stopper convex portion 8b is provided on the holding plate 8, but may be provided directly on the sprocket 1. Further, it is also possible to directly provide the stopper concave groove 11g on the driven member 9 as in the third embodiment.

Further, it is also possible to apply the present invention to the exhaust valve side.

As the valve timing control device for the internal combustion engine based on the embodiment described above, for example, the one described below can be considered.

In one embodiment, the drive rotating body to which the rotational force from the crank shaft is transmitted, the driven rotating body fixed to the cam shaft and rotating integrally with the cam shaft, and the drive rotation by the rotational drive of the motor output shaft. An electric motor that rotates the driven rotating body relative to the body, a first drive side stopper surface provided on the drive rotating body, and a circle on the first drive side stopper surface provided on the driven rotating body. A first driven side stopper surface that regulates the relative rotation position of the driven rotating body in one direction with respect to the driven rotating body by abutting from the circumferential direction is provided.
The first driven side stopper surface has the innermost inner end portion in the radial direction and the outer outer end portion in the outermost radial direction of the first driven side stopper surface.
When a straight line extending radially from the rotation axis of the drive rotating body and passing through the rotation axis and the inner end portion is defined as a first straight line, the outer end portion is from the first straight line. Is also located on the other side of the relative rotation direction.

More preferably, it has a deceleration mechanism provided between the drive rotating body and the driven rotating body to reduce the rotational speed of the motor output shaft and transmit it to the driven rotating body, and the first driven side stopper surface. Is located on the cam shaft side of the driven rotating body in the rotation axis direction with respect to the deceleration mechanism.

According to the aspect of the present invention, by arranging the first driven side stopper surface of the driven rotating body in series with the deceleration mechanism, the thickness of the entire device in the axial direction can be reduced.

More preferably, the driven rotating body has a disk-shaped portion having a fitting groove into which one end portion of the camshaft in the rotation axis direction fits, and the driven rotating body projects radially outward from the disk-shaped portion and described above. It has an adapter with a first protrusion having a first driven side stopper surface.

According to the aspect of the present invention, since the first driven side stopper surface is provided on the first protruding portion protruding outward from the disk-shaped portion, the collision load direction from the first driving side stopper surface is the disk. It faces toward the shaped part. Therefore, the collision load is dispersed in the disk-shaped portion, and the surface pressure on the first driven side stopper surface becomes low. As a result, the load on the adapter is reduced.
More preferably, at least a part of the disk-shaped portion hangs on the projection range projected from the direction perpendicular to the first driven side stopper surface.
According to the aspect of the present invention, since at least a part of the disk-shaped portion receives the collision load received by the first driven side stopper surface, the load load of the entire adapter is reduced, so that the durability can be improved. ..

More preferably, the first protruding portion has a triangular shape having an apex radially outward from the rotation axis of the driven rotating body.

According to the aspect of the present invention, since the first protruding portion has a triangular shape, the weight can be reduced as compared with the case of a square shape.

More preferably, the first protrusion is on the side opposite to the first driven side stopper surface from the apex to the length of the side from the apex to the inner end, and is connected to the disk-shaped portion. The length of the side to the part is long.

According to the aspect of the present invention, since the projected area can be increased with respect to the first driven side stopper surface, the load bearing capacity of the adapter becomes good.

More preferably, the first protruding portion has a trapezoidal shape extending radially from the rotation axis and protruding.

More preferably, the first protruding portion is on the side opposite to the first driven side stopper surface from one end edge of the upper bottom, rather than the length from one end edge of the upper bottom to the inner end portion, and has the disk shape. The length to the part connected to the part is long.
More preferably, the first driven side stopper surface of the first protruding portion and the disk-shaped portion are provided with an arcuate concave portion recessed inward in the radial direction at the connecting portion.
The arcuate recess is smoothly connected to the first driven side stopper surface.

According to the aspect of the present invention, since the first driven side stopper surface is formed in an inclined shape, the arcuate concave portion can also have a large radius of curvature. Therefore, it is possible to improve the durability against the collision load acting on the first driven side stopper surface.

More preferably, the second drive-side stopper surface provided on the drive-rotating body and the second drive-side stopper surface provided on the driven-rotating body come into contact with each other from the circumferential direction, thereby causing the drive-rotating body to come into contact with each other. It is a second driven side stopper surface that regulates the other relative rotation position of the driven rotating body with respect to the above, and the second driven side stopper surface is the innermost second inner end in the radial direction of the second driven side stopper surface. It has a portion and a second outer end portion that is the outermost in the radial direction.
When a straight line extending radially from the rotation axis of the drive rotating body and passing through the rotation axis and the second inner end portion is defined as a second straight line, the second outer end portion is the said. It is located on one direction side in the relative rotation direction with respect to the second straight line.

According to the aspect of the present invention, the second driven side stopper surface is also inclined to one side in the relative rotation direction, and is inclined in the direction opposite to the first driven side stopper surface, so that the first and second drives are driven. The distance between the side stopper surfaces can also be lengthened in the circumferential direction. As a result, the strength of the constituent parts of the first and second drive side stopper surfaces can be increased.

More preferably, the adapter is plate-shaped.

More preferably, the adapter is an iron-based metal and is formed by pressing.

According to the aspect of the present invention, by forming the adapter by press molding, it is possible to reduce the cost as compared with the case where the adapter is formed by cutting.

More preferably, the adapter is an iron-based metal and has not been heat-treated.

Conventionally, the adapter has been subjected to heat treatment such as quenching in order to secure the strength, but in the case of the present invention, the allowable load of the adapter is improved, so that the heat treatment becomes unnecessary. Further, since the adapter is not heat-treated in this way, it is possible to suppress the occurrence of distortion due to heat. Therefore, it is possible to suppress a decrease in the accuracy of the driven side stopper surface. When the adapter is formed by press molding, the accuracy of the stopper surface is lower than that in the case of cutting, but the decrease in accuracy can be suppressed by not performing heat treatment.

In another preferred embodiment, a drive rotating body that rotates synchronously with one of the crank shuff and the cam shaft, and a driven rotating body that rotates synchronously with the other of the crank shaft and the cam shaft and can rotate relative to the driving rotating body. The driven rotating body with respect to the driving rotating body by abutting the first driving side stopper surface provided on the driving rotating body and the driven rotating body provided on the driven rotating body from the circumferential direction. With a first driven side stopper surface that regulates the relative rotation position in one direction,
In the contact surface between the first drive side stopper surface and the first driven side stopper surface, the load direction acting on the first driven side stopper surface from the first drive side stopper surface is radially inside the driven rotating body. It has become.

More preferably, the contact surface is formed so as to be inclined with respect to a virtual line extending in the radial direction from the rotation axis of the drive rotating body.

1 ... Timing sprocket (driving rotating body), 1a ... Sprocket body, 2 ... Cam shaft, 4 ... Phase change mechanism, 5 ... Internal tooth component, 5a ... Internal tooth, 8 ... Holding plate, 8b ... Stopper convex part, 8d ... 1st drive side stopper surface, 8e ... 2nd drive side stopper surface, 9 ... driven member (driven rotating body), 11 ... adapter, 11a ... disk-shaped part, 11b ... fixed portion, 11c ... fitting recess, 11e ... Bolt insertion hole, 11h ... 1st inner surface (1st driven side stopper surface) 11i ... 2nd inner side surface (2nd driven side stopper surface), 11j ... 1st inner end portion, 11k ... 1st outer end portion, 11n , 11o ... Arc-shaped recess, 12 ... Electric motor, 15 ... Motor output shaft, 45 ... First protrusion, 45a ... Tip surface, 46 ... Second protrusion, 46a ... Tip surface, 47 ... Third protrusion, 47a ... Tip surface, 48 ... 1st convex part, 48a ... Central part, 49 ... 2nd convex part, 49a ... Central part, P ... Rotation axis of adapter (fixed part), P1, P2, P3 ... 1st to 1st 3 vertices, Ad ... advance direction (other direction), Re ... retard direction (one direction), N ... first straight line.

Claims (15)

A drive rotating body to which the rotational force from the crankshaft is transmitted,
A driven rotating body that is fixed to the camshaft and rotates integrally with the camshaft,
An electric motor that rotates the driven rotating body relative to the driving rotating body by rotationally driving the motor output shaft, and
The first drive side stopper surface provided on the drive rotating body and
A first driven side stopper surface provided on the driven rotating body that regulates a one-way relative rotation position of the driven rotating body with respect to the driven rotating body by abutting on the first driving side stopper surface from the circumferential direction. When,
Equipped with
The first driven side stopper surface has the innermost inner end portion in the radial direction and the outer outer end portion in the outermost radial direction of the first driven side stopper surface.
When a straight line extending radially from the rotation axis of the drive rotating body and passing through the rotation axis and the inner end portion is defined as a first straight line, the outer end portion is from the first straight line. Is also a valve timing control device for an internal combustion engine, characterized in that it is located on the other side of the relative rotation direction. In the valve timing control device for an internal combustion engine according to claim 1.
It has a deceleration mechanism provided between the drive rotating body and the driven rotating body to reduce the rotational speed of the motor output shaft and transmit it to the driven rotating body.
The valve timing control device for an internal combustion engine, wherein the first driven side stopper surface is located on the camshaft side in the rotation axis direction of the driven rotating body with respect to the deceleration mechanism. In the valve timing control device for an internal combustion engine according to claim 2.
The driven rotating body has a disk-shaped portion having a fitting groove into which one end in the rotation axis direction of the camshaft fits, and the driven rotating body protrudes outward in the radial direction from the disk-shaped portion and is on the first driven side. A valve timing control device for an internal combustion engine, characterized by having a first protrusion having a stopper surface and an adapter comprising. In the valve timing control device for an internal combustion engine according to claim 3.
A valve timing control device for an internal combustion engine, characterized in that at least a part of the disk-shaped portion hangs on a projection range projected from a direction perpendicular to the first driven side stopper surface. In the valve timing control device for an internal combustion engine according to claim 4.
The valve timing control device for an internal combustion engine, wherein the first protruding portion has a triangular shape having an apex outward in the radial direction from the rotation axis of the driven rotating body. In the valve timing control device for an internal combustion engine according to claim 5.
The first protruding portion is on the side opposite to the first driven side stopper surface from the apex to the portion connected to the disk-shaped portion, rather than the length of the side from the apex to the inner end portion. A valve timing control device for an internal combustion engine characterized by long sides. In the valve timing control device for an internal combustion engine according to claim 4.
The valve timing control device for an internal combustion engine, wherein the first protruding portion has a trapezoidal shape extending radially from the rotation axis and protruding. In the valve timing control device for an internal combustion engine according to claim 7.
The first protruding portion is on the side opposite to the first driven side stopper surface from one end edge of the upper bottom to the length from one end edge of the upper bottom to the inner end portion, and is connected to the disk-shaped portion. A valve timing control device for an internal combustion engine, which is characterized by a long length to the part. In the valve timing control device for an internal combustion engine according to claim 3.
An arcuate concave portion recessed inward in the radial direction is provided at a connecting portion between the first driven side stopper surface of the first protruding portion and the disk-shaped portion.
A valve timing control device for an internal combustion engine, wherein the arc-shaped recess is smoothly connected to the first driven side stopper surface. In the valve timing control device for an internal combustion engine according to claim 1.
The second drive side stopper surface provided on the drive rotating body and
A second driven side stopper surface provided on the driven rotating body that regulates the other relative rotation position of the driven rotating body with respect to the driven rotating body by abutting the second drive side stopper surface from the circumferential direction. The second driven side stopper surface has a second inner end portion on the innermost side in the radial direction and a second outer end portion on the outermost side in the radial direction of the stopper surface on the second driven side.
When a straight line extending radially from the rotation axis of the drive rotating body and passing through the rotation axis and the second inner end portion is defined as a second straight line, the second outer end portion is the said. A valve timing control device for an internal combustion engine, characterized in that it is located on one direction side in the relative rotation direction with respect to the second straight line. In the valve timing control device for an internal combustion engine according to claim 3.
The adapter is a valve timing control device for an internal combustion engine, characterized in that it has a plate shape. In the valve timing control device for an internal combustion engine according to claim 11.
The adapter is an iron-based metal and is a valve timing control device for an internal combustion engine, characterized in that it is formed by pressing. In the valve timing control device for an internal combustion engine according to claim 11.
The adapter is an iron-based metal and is a valve timing control device for an internal combustion engine, which is not heat-treated. A drive rotating body that rotates synchronously with one of the crankshaft and camshaft,
A driven rotating body that rotates synchronously with the other of the crankshaft and the camshaft and can rotate relative to the driving rotating body.
The first drive side stopper surface provided on the drive rotating body and
A first driven side stopper surface provided on the driven rotating body that regulates a one-way relative rotation position of the driven rotating body with respect to the driven rotating body by abutting on the first driving side stopper surface from the circumferential direction. When,
Equipped with
In the contact surface between the first drive side stopper surface and the first driven side stopper surface, the load direction acting on the first driven side stopper surface from the first drive side stopper surface is radially inside the driven rotating body. A valve timing control device for an internal combustion engine. In the valve timing control device for an internal combustion engine according to claim 14.
A valve timing control device for an internal combustion engine, wherein the contact surface is formed in an inclined shape with respect to a virtual line extending in the radial direction from the rotation axis of the drive rotating body.

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