JP4076398B2 - Valve timing control device for internal combustion engine - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The invention of this application relates to a valve timing control device for an internal combustion engine that variably controls the opening / closing timing of an intake-side or exhaust-side engine valve of the internal combustion engine in accordance with an operating state.
[0002]
[Prior art]
As this type of valve timing control device, there is one as described in JP-A-2001-41013.
[0003]
In this device, a housing (drive rotator) linked to a crankshaft via a timing chain or the like is rotatably assembled to an end portion of a camshaft, and a movable guide is guided by a radial guide formed on an inner end surface of the housing. A lever shaft (driven rotor) having a lever protruding radially outward is bolted to the end of the camshaft, and the movable guide portion and the lever are slidably engaged and supported along the radial direction. The lever of the shaft is pivotally connected by a link. An intermediate rotating body having a spiral guide is provided at a position facing the radial guide so as to be rotatable relative to the housing and the lever shaft, and is provided at one end in the axial direction of the movable guide portion. A plurality of substantially arc-shaped protruding protrusions are guided and engaged with the spiral guide. Further, the intermediate rotating body is biased by a mainspring spring toward the side where the rotation is advanced with respect to the housing, and appropriately receives a force on the side of delaying rotation by an electromagnetic brake.
[0004]
In the case of this device, when the electromagnetic brake is in the OFF state, the intermediate rotating body is positioned at the initial position with respect to the housing under the urging force of the spring, and the movable guide portion that meshes with the spiral guide with the ridge is It is displaced to the maximum in the radial direction and causes a link to maintain the assembly angle of the housing and the camshaft at the most retarded position or the most advanced position. Then, when the electromagnetic brake is turned on from this state, the intermediate rotating body is decelerated and rotates relatively to the delay side with respect to the housing, so that the movable guide portion that meshes with the spiral guide is displaced radially inward, The assembly angle of the housing and the camshaft is changed to the most advanced position or the most retarded position by gradually tilting the link that has been caused so far.
[0005]
In the case of this valve timing control device, the housing is constituted by a radial guide of the housing, a spiral guide of the intermediate rotating body, a movable guide portion engaging with these guides, and a link connecting the movable guide portion and the lever. An angled operating mechanism is configured, and an electromagnetic mechanism that generates an electromagnetic force to rotate the intermediate rotating body is configured by an electromagnetic brake.
[Problems to be solved by the invention]
However, this conventional valve timing control device has a structure in which an electromagnetic mechanism (electromagnetic brake) for operating the intermediate rotating body is arranged in series in front of the assembly angle operation mechanism in the axial direction. axial length of the entire engine length no longer, it is poor mountability of the internal combustion engine is a problem for the vehicle.
[0007]
Accordingly, the invention of this application aims to provide a valve timing control device for an internal combustion engine that is excellent in vehicle mountability by shortening the axial length of the internal combustion engine by shortening the axial length of the device.
[0008]
As a means for solving the problems described above, the present invention is, inter alia, an intermediate rotation of the parallel arranged with respect to the electromagnetic mechanism assembling angle operating mechanism, the rotary shaft and the assembling angle control mechanism of the electromagnetic mechanism The rotating shaft is always rotated together with the camshaft via the intermediate rotating body and the power transmission means.
[0009]
In the case of this invention, since the electromagnetic mechanism is arranged in parallel with the assembly angle operation mechanism, the amount of protrusion from the end of the camshaft becomes small. Therefore, the axial length of the entire internal combustion engine is shortened, which is advantageous for mounting the internal combustion engine in a vehicle.
[0010]
The power transmission means may be provided with a deceleration function so that the rotation of the electromagnetic mechanism is decelerated and transmitted to the intermediate rotating body. In this case, since the operating torque of the electromagnetic mechanism is amplified by the power transmission means, it is possible to reliably operate the assembly angle operating mechanism with a large operating torque without causing an increase in the size of the electromagnetic mechanism.
[0011]
The power transmission means may have a speed increasing function so that the rotation of the electromagnetic mechanism is increased and transmitted to the intermediate rotating body. In this case, since the rotation of the rotating shaft of the electromagnetic mechanism is accelerated at the power transmission means, it is possible to improve the operation response of the assembly angle operation mechanism.
[0012]
DETAILED DESCRIPTION OF THE INVENTION
Next, each embodiment of the invention of this application will be described with reference to the drawings.
[0013]
First, the first embodiment shown in FIGS. 1 to 5 will be described. In this embodiment, the valve timing control device according to the invention of this application is applied to the power transmission system on the intake side of the internal combustion engine, but can also be similarly applied to the power transmission system on the exhaust side.
[0014]
As shown in FIG. 1, the valve timing control device can rotate relative to a camshaft 1 rotatably supported by a cylinder head (not shown) of an internal combustion engine and a front end portion of the camshaft 1 as necessary. And a drive ring 3 (drive rotator) having a timing sprocket 2 on the outer periphery linked to a crankshaft (not shown) via a chain (not shown), and the drive ring 3 and the camshaft 1 1 is provided with an assembly angle operating mechanism 4 for operating the assembly angles of both 3 and 1, and an operation force applying means 5 for driving the mechanism 4. .
[0015]
The drive ring 3 is formed in a substantially disk shape having a step-like insertion hole 6, and this insertion hole 6 portion rotates to a driven shaft member 7 (driven rotary body) coupled to the front end portion of the camshaft 1. It is assembled as possible. Then, on the front surface of the drive ring 3 (the surface opposite to the camshaft 1), as shown in FIG. 2, three radial grooves 8 (radial guides) having parallel side walls facing each other are provided on the ring 3. It is formed so as to be substantially along the radial direction.
[0016]
Further, as shown in FIG. 1, the driven shaft member 7 has a diameter-enlarged portion formed on the base-side outer periphery that abuts the front end portion of the camshaft 1, and an outer peripheral surface on the front side of the enlarged-diameter portion. The three levers 9 projecting radially are integrally formed, and are coupled to the camshaft 1 by bolts 10 penetrating the shaft core portion. The base end of each link 11 is pivotally connected to each lever 9 by a pin 12, and a columnar protrusion 13 slidably engaged with each radial groove 8 is integrally formed at the tip of each link 11. Is formed.
[0017]
Each link 11 is connected to the driven shaft member 7 via the pin 12 in a state where the protruding portion 13 is engaged with the corresponding radial groove 8, so that the distal end side of the link 11 receives an external force and receives the radial groove. When displaced along 8, the drive ring 3 and the driven shaft member 7 are relatively rotated by the action of the link 11 by a direction and an angle corresponding to the displacement of the protrusion 13.
[0018]
In addition, a housing hole 14 that opens to the front side in the axial direction is formed at the tip of each link 11, and an engagement pin 16 that engages with a spiral groove 15 (a spiral guide), which will be described later, in the housing hole 14. A coil spring 17 that urges the engaging pin 16 forward (spiral groove 15 side) is accommodated. In the case of this embodiment, a movable guide portion that is displaceable in the radial direction is configured by the protruding portion 13 at the tip of the link 11, the engaging pin 16, the coil spring 17, and the like.
[0019]
On the other hand, an intermediate rotating body 18 having a disk-like flange wall is rotatably supported via a bearing 19 on the front side of the protruding position of the lever 9 of the driven shaft member 7. The aforementioned spiral groove 15 having a semicircular cross section is formed on the rear surface side of the flange wall of the intermediate rotating body 18, and the engagement pin 16 at the tip of each link 11 is rotatably guided in the spiral groove 15. Is engaged. The spiral of the spiral groove 15 is formed so as to gradually reduce the diameter along the engine rotation direction R. Therefore, when the intermediate rotating body 18 rotates relative to the drive ring 3 in the delay direction in a state where the engaging pin 16 at the tip of each link 11 is engaged with the spiral groove 15, the tip of the link 11 is in the radial groove 8. , Guided to the spiral shape of the spiral groove 15 and moved radially inward, and conversely, when the intermediate rotating body 18 is relatively displaced in the advance direction, it moves radially outward.
[0020]
In the figure, reference numerals 48 and 49 denote protrusions and stoppers that come into contact with each other when the drive ring 3 and the intermediate rotating body 18 are relatively rotated by a set angle or more to restrict the rotation of the three and 18.
[0021]
The assembly angle operation mechanism 4 includes the radial groove 8, the link 11, the protrusion 13, the engagement pin 16, the lever 9, the intermediate rotating body 18, and the spiral groove 15 of the drive ring 3 described above. In the assembly angle operation mechanism 4, when a relative rotation operation force with respect to the camshaft 1 is input from the operation force applying means 5 to the intermediate rotating body 18, the operation force is applied to the spiral groove 15 and the engagement pin 16. The distal end of the link 11 is displaced in the radial direction through the engaging portion, and at this time, relative rotational force is transmitted to the drive ring 3 and the driven shaft member 7 by the action of the link 11 and the lever 9.
[0022]
On the other hand, the operating force applying means 5 includes a mainspring 47 that biases the intermediate rotating body 18 in the engine rotation direction R with respect to the drive ring 3, and the intermediate rotating body 18 opposite to the engine rotation direction R with respect to the drive ring 3. Hysteresis brake 20 that generates a braking force to operate in the direction (the electromagnetic mechanism in the invention of this application), and by appropriately controlling the braking force of hysteresis brake 20 according to the operating state of the internal combustion engine, The intermediate rotator 18 is rotated relative to the drive ring 3 or the rotational positions of both are maintained.
[0023]
The spring spring 47 has an outer peripheral end portion coupled to the cylindrical wall 21 extending to the drive ring 3, while an inner peripheral end portion is coupled to a cylindrical base portion of the intermediate rotating body 18, and the entire spring body 47 is an intermediate rotating body. It arrange | positions in the front side space of 18 flange walls. A sealing wall 50 is integrally coupled to the end surface of the intermediate rotating body 18 opposite to the camshaft 1, and the outer peripheral surface of the sealing wall 50 is slidably in close contact with the inner surface of the cylindrical wall 21. ing.
[0024]
In addition, a first gear 52 is provided on the front side of the sealing wall 50 to transmit and receive rotational torque to and from a rotation shaft 51 of the hysteresis brake 20 described later. The first gear 52 has a connecting boss portion 52 b protruding from a gear body 52 a having a tooth surface for power transmission, and the boss portion 52 b penetrates the sealing wall 50 to the base of the intermediate rotating body 18. It is connected.
[0025]
On the other hand, the hysteresis brake 20 is attached to the engine block 53 of the internal combustion engine, which is a non-rotating member, and is arranged in parallel with the assembly angle operation mechanism 4 at the front end portion of the camshaft 1. In the case of this embodiment, the intermediate rotating body 18 of the assembly angle operation mechanism 4 and the rotation shaft 51 of the hysteresis brake 20 are arranged so as to be parallel to each other.
[0026]
The hysteresis brake 20 includes a magnetic induction member 22 having a pair of circumferentially opposed surfaces facing each other across a substantially cylindrical gap, inner pole teeth 23 provided on both the opposed surfaces, and an outer pole. A tooth 24, an electromagnetic coil 25 that is attached to the magnetic induction member 22 and generates a magnetic field between the inner pole tooth 23 and the outer pole tooth 24, and a cylinder that is inserted between the pole teeth 23 and 24 in a non-contact state. And a rotating shaft 51 with which the hysteresis ring 26 is integrally coupled while being rotatably supported by the magnetic induction member 22. In the brake 20, the magnetic induction member 22 is fixed to the engine block 53, and the electromagnetic coil 25 is energized and controlled by a controller (not shown).
[0027]
A second gear 54 that meshes with the first gear 52 on the assembly angle operating mechanism 4 side is integrally provided at the base end of the rotation shaft 51. In the case of this embodiment, the first gear 52 and the second gear 54 are formed with the same number of teeth as shown in FIG. 4, and the rotation between the first gear 52 and the second gear 54 is 1: 1. The ratio is transmitted.
[0028]
Specifically, the hysteresis brake 20 has the following structure.
[0029]
As shown in FIGS. 1 and 5, the magnetic induction member 22 includes an inner tooth ring 27 having inner pole teeth 23 on the outer peripheral surface, an outer tooth ring 28 having outer pole teeth 24 on the inner peripheral surface, and an inner tooth ring. 27 and a connecting ring 29 that connects the external tooth ring 28. An annular step portion is provided on the outer peripheral corner portion of the connecting ring 29 facing the pole teeth 23 and 24, and the electromagnetic coil 25 is fitted and mounted on the step portion.
[0030]
Each of the inner pole teeth 23 and the outer pole teeth 24 has a plurality of pole teeth elements extending along the axial direction. The pole teeth elements of the pole teeth 23 and 24 are respectively arranged along the circumferential direction, and the pole tooth elements of the pole teeth 23 and 24 are offset from each other in the circumferential direction. Therefore, when the electromagnetic coil 25 is energized, a magnetic field is generated between the pole teeth 23 and 24 toward the counterpart pole tooth element having an offset positional relationship.
[0031]
On the other hand, the hysteresis ring 26 is made of a hysteresis material having magnetic hysteresis characteristics, and a metal annular plate 33 (plate member) is fitted and fixed to the end portion protruding from the gap between the bipolar teeth 23 and 24. Has been. The annular plate 33 is integrally coupled to the rotating shaft 51 supported on the inner peripheral surface of the connecting ring 29 via bearings 34 and 35. Therefore, the hysteresis ring 26 is supported by the magnetic induction member 22 via the annular plate 33 and the rotation shaft 51 so as to be relatively rotatable.
[0032]
In the case of this embodiment, the first gear 52 and the second gear 54 constitute power transmission means for interlocking the intermediate rotating body 18 and the rotating shaft 51.
[0033]
Since this valve timing control device has the above-described configuration, when the internal combustion engine is started or idling, the excitation of the electromagnetic coil 25 of the hysteresis brake 20 is turned off so that the intermediate spring is rotated by the force of the mainspring spring 47. The body 18 is rotated to the maximum in the engine rotation direction R with respect to the drive ring 3 (see FIG. 2). As a result, the rotational phase of the crankshaft and the camshaft 1 (the opening / closing timing of the engine valve) is maintained at the most retarded angle side, and the engine rotation is stabilized and the fuel consumption is improved.
[0034]
When the engine operation is shifted to the normal operation from this state and a command to change the rotational phase to the most advanced angle side is issued from a controller (not shown), the excitation of the electromagnetic coil 25 of the hysteresis brake 20 is turned on. The braking force acts on the rotating shaft 51 that rotates in conjunction with the intermediate rotating body 18 via the first and second gears 52 and 54. As a result, the intermediate rotating body 18 rotates against the force of the mainspring spring 47, whereby the engaging pin 16 at the tip of the link 11 is guided to the spiral groove 15 and the tip of the link 11 becomes the radial groove 8. As shown in FIG. 3, the assembly angle of the drive ring 3 and the driven shaft member 7 is changed to the most advanced angle side by the action of the link 11 as shown in FIG. As a result, the rotational phase of the crankshaft and the camshaft 1 is changed to the most advanced angle side, thereby increasing the engine output.
[0035]
Further, when a command is issued from the controller to change the rotational phase to the most retarded side from this state, the excitation of the electromagnetic coil 25 of the hysteresis brake 20 is turned off, and the intermediate rotor is again driven by the force of the mainspring spring 47. 18 is rotated in the engine rotation direction R. Then, the link 11 swings in the direction opposite to the above by the guide of the engaging pin 16 by the spiral groove 15, and the assembly angle of the driven shaft member 7 of the drive ring 3 is caused by the action of the link 11 as shown in FIG. It is changed to the retard side again.
[0036]
The rotation phase that can be changed by this valve timing control device is not only the two phases of the most retarded angle and the most advanced angle described above, but can be changed to an arbitrary phase by controlling the braking force of the hysteresis brake 20. The phase can be maintained by the balance between the force of the spring 47 and the braking force of the hysteresis brake 20.
[0037]
By the way, in this valve timing control device, a hysteresis brake 20 for applying a braking force to the intermediate rotating body 18 is arranged in parallel to the main body including the assembly angle operating mechanism 4, and the intermediate rotating body 18 and the hysteresis brake 20 are connected. Since the rotation shaft 51 is configured to be interlocked via the first and second gears 52 and 54, the camshaft 1 is compared with the case where the hysteresis brake 20 is arranged in series on the front side of the main body. The amount of protrusion of the entire device from the front end can be kept small. Therefore, the axial length of the entire internal combustion engine including this device is shortened, and the mountability of the internal combustion engine to the vehicle is improved.
[0038]
In particular, in this embodiment, since the gear mechanism (first and second gears 52 and 54) is employed as the power transmission means for interlocking the intermediate rotating body 18 and the rotating shaft 51 of the hysteresis brake 20, the structure is extremely simple. However, there is an advantage that power transmission with little loss can be realized and the valve timing control device can be arranged compactly on the front end side of the internal combustion engine.
[0039]
Further, in the above-described embodiment, as the assembly angle operation mechanism 4, the base end of the link 11 whose tip is guided and engaged with the radial groove 8 of the drive ring 3 is pivotally connected to the lever 9 of the driven shaft member 7. Although the structure in which the engaging pin 16 held at the tip of the link 11 is guided and engaged with the spiral groove 15 of the intermediate rotating body 18 is adopted, the assembly angle operating mechanism 4 operates to rotate the intermediate rotating body 18. Any other structure can be adopted as long as the drive rotator (drive ring 3) and the driven rotator (driven shaft member 7) can be rotated relative to each other. However, in the case of the assembly angle operating mechanism 4 of the above-described embodiment, the rotational operating force of the intermediate rotating body 18 is driven through the spiral groove 15 and the engaging pin 16 with a small friction loss and the link mechanism. 3 and the driven shaft member 7 can be converted into relative rotation, and the load input direction from the link 11 to the spiral groove 15 is almost perpendicular, so that the assembly angle is changed by the alternating torque of the camshaft 1. There is an advantage that it is hard to be done. For this reason, when this assembly angle operation mechanism 4 is adopted, the braking force generated by the hysteresis brake 20 can be suppressed to a small level. Therefore, the hysteresis brake 20 can be further downsized to further improve the vehicle mountability of the internal combustion engine. It is possible to make it.
[0040]
Furthermore, although the above-mentioned embodiment employs the hysteresis brake 20 as an electromagnetic mechanism for rotating the intermediate rotating body 18, the electromagnetic mechanism is not limited to the hysteresis brake 20, and electromagnetic brakes or steps of other structures are used. It may be a motor or the like. However, the hysteresis brake 20 is a non-contact type that is advantageous in terms of durability, and has an advantage that a stable braking torque can be obtained regardless of the rotation speed of the braking portion, but a certain degree of braking force is ensured. Therefore, there is a problem that the axial length of the hysteresis member has to be increased, and therefore the axial length of the entire brake tends to be increased. For this reason, particularly when the hysteresis brake 20 is employed in the electromagnetic mechanism, the structure of the device according to the invention of this application is very advantageous in reducing the axial length of the entire device.
[0041]
By the way, in the above-described embodiment, the gear ratio between the first gear 52 on the intermediate rotating body 18 side and the second gear 54 on the hysteresis brake 20 side is set to 1: 1 so that the hysteresis brake 20 changes to the intermediate rotating body 18. Although the rotation is transmitted at a constant speed, the second gear 154 is made smaller than the first gear 152 as in the second embodiment shown in FIG. In contrast, as in the third embodiment shown in FIG. 7, the first gear 252 is made smaller than the second gear 254 to increase the rotation and transmit it to the intermediate rotating body. May be.
[0042]
When a gear mechanism having a deceleration function as shown in FIG. 6 is adopted, the brake torque can be amplified and transmitted to the intermediate rotating body, so that the hysteresis brake does not increase in output and size, A reliable assembly angle operation can be realized.
[0043]
In addition, when a gear mechanism having a speed increasing function as shown in FIG. 7 is employed, the operating rotational speed of the intermediate rotating body can be increased, so that the operating responsiveness of the apparatus during valve timing control can be improved. it can.
[0044]
8 and 9 show a fourth embodiment of the invention of this application. In this embodiment, the basic structure is the same as that of the first embodiment. However, the power transmission means for interlocking the rotation shaft 51 of the hysteresis rake 20 and the intermediate rotating body 18 of the assembly angle operation mechanism 4. The configuration is different. Hereinafter, only this difference will be described, but the same parts as those in the first embodiment are denoted by the same reference numerals, and the description of the overlapping parts will be omitted.
[0045]
The power transmission means in this embodiment is configured such that the first pulley 60 and the second pulley 61 are attached to the intermediate rotating body 18 and the rotating shaft 51, respectively, and the belt 62 is stretched between the pulleys 60 and 61, thereby rotating the rotating shaft. 51 and the intermediate rotator 18 are interlocked.
[0046]
In the case of this embodiment, the hysteresis brake 20 can be arranged relatively far away from the assembly angle operation mechanism 4, so that the arrangement of the hysteresis brake 20 can be flexibly changed in accordance with the layout in the engine room. There is an advantage that you can.
[0047]
In this embodiment, the rotating shaft 51 and the intermediate rotating body 18 are interlocked by the pulleys 60 and 61 and the belt 62. However, instead of the pulleys 60 and 61 and the belt 62, gears and chains can be used. is there. However, in the case of the above-described embodiment using the pulleys 60 and 61 and the belt 62, the power transmission is performed by frictional contact, so that no abnormal noise such as rattling noise is generated during operation, and the quietness is excellent. There is.
[0048]
Next, inventions other than those described in the claims that can be grasped from each of the above embodiments will be described below together with the effects thereof.
[0049]
(A) The valve timing control device for an internal combustion engine according to any one of claims 1 to 3, wherein the power transmission means is constituted by a gear meshing mechanism.
[0050]
In this case, the power can be transmitted without loss from the rotating shaft of the electromagnetic mechanism to the intermediate rotating body with an extremely simple structure. In addition, the entire apparatus can be made compact.
[0051]
(B) The valve timing control device for an internal combustion engine according to any one of claims 1 to 3, wherein the power transmission means is constituted by a gear and chain meshing mechanism.
[0052]
In this case, since the freedom degree of arrangement | positioning of an electromagnetic mechanism increases, the vehicle mounting property of an internal combustion engine improves more.
[0053]
(C) The valve timing control device for an internal combustion engine according to any one of claims 1 to 3, wherein the power transmission means is constituted by a friction transmission mechanism including a pulley and a belt.
[0054]
In this case, the degree of freedom of arrangement of the electromagnetic mechanism is increased, and quietness is also improved because the generation of a sound with a dullness in the power transmission portion does not occur.
[0055]
(D) The assembly angle operating mechanism is provided with a radial guide provided on one of the drive rotator and the driven rotator, and provided so as to be relatively rotatable with respect to the drive rotator and the driven rotator. An intermediate rotating body having a spiral guide on a surface facing the direction guide, a movable guide portion that is displaceably guided by the radial guide and the spiral guide, and the drive rotating body and the driven rotating body. The structure provided with the link | linkage which connects the site | part spaced apart from the rotation center of the other one, and the said movable guide part so that rocking | fluctuation is possible, It is the structure characterized by the above-mentioned. The valve timing control device for an internal combustion engine according to any one of the above.
[0056]
In this case, the operation friction of the assembly angle operation mechanism becomes very small, and the assembly angle between the drive rotator and the driven rotator is not easily changed by the fluctuation torque on the camshaft side. The torque generated by the electromagnetic mechanism required for maintaining the angle can be reduced. Therefore, the electromagnetic mechanism can be miniaturized and the vehicle mountability of the internal combustion engine can be further improved.
[0057]
(E) The electromagnetic mechanism is
A magnetic induction member attached to a non-rotating member and having a pair of circumferentially opposed surfaces facing each other across a substantially cylindrical gap;
Inner pole teeth in which a plurality of pole tooth elements are provided along the circumferential direction on the radially inner surface of the pair of opposed surfaces;
A plurality of pole teeth elements are provided along a circumferential direction on a radially outer surface of the pair of opposed surfaces, and each pole tooth element is circumferential with respect to the pole teeth elements of the inner pole teeth. Outer pole teeth arranged offset to
A hysteresis member attached to a rotating shaft and having a cylindrical portion interposed in a non-contact state between an inner pole tooth and an outer pole tooth of the magnetic induction member;
An electromagnetic coil that generates a magnetic field between the inner and outer pole teeth;
The valve timing control device for an internal combustion engine according to any one of claims 1 to 3, and (a) to (d), wherein
[0058]
In the case of this electromagnetic mechanism using the magnetic hysteresis characteristics of the hysteresis material, it has the advantage that a stable braking torque can be applied regardless of the rotational speed in a non-contact state with respect to the member on the rotating shaft side, while the braking torque is reduced. If the extension length of the hysteresis material is increased in order to increase the axial length, the axial length of the entire electromagnetic mechanism increases. Therefore, when the electromagnetic mechanism having such a structure is used, the axial length of the internal combustion engine can be particularly greatly reduced by arranging the assembly angle operation mechanism and the electromagnetic mechanism in parallel.
[Brief description of the drawings]
FIG. 1 is a longitudinal sectional view showing a first embodiment of the invention of this application.
2 is a cross-sectional view taken along the line AA of FIG. 1 showing the embodiment.
3 is a cross-sectional view corresponding to FIG. 2 showing an operating state of the embodiment.
FIG. 4 is a front view showing the embodiment.
FIG. 5 is an exploded perspective view showing the embodiment.
FIG. 6 is a front view showing a second embodiment of the invention of this application.
FIG. 7 is a front view showing a third embodiment of the invention of this application.
FIG. 8 is a longitudinal sectional view showing a fourth embodiment of the invention of this application.
FIG. 9 is a front view showing the embodiment.
[Explanation of symbols]
3 ... Drive ring (drive rotor)
4 ... Assembly angle operating mechanism 7 ... Driven shaft member (driven rotor)
18 ... Intermediate rotator 20 ... Hysteresis brake (electromagnetic mechanism)
51 ... Rotating shafts 52, 152, 252 ... first gear (power transmission means)
54,154,254 ... 2nd gear (power transmission means)
60 ... 1st pulley (power transmission means)
61 ... Second pulley (power transmission means)
62 ... Belt (power transmission means)

Claims (4)

A drive rotator that is rotationally driven by a crankshaft of an internal combustion engine, a driven rotator comprising a camshaft or a separate member coupled to the shaft, and a rotatable relative to the drive rotator and the driven rotator. An intermediate rotating body, an assembly angle operating mechanism for changing the assembly angle of the driving rotating body and the driven rotating body by rotating the intermediate rotating body, and rotating the intermediate rotating body by energization. an electromagnetic mechanism for causing movement operation, the valve timing control apparatus for an internal combustion engine having a
The parallel arrangement to the electromagnetic mechanism assembling angle operating mechanism, and an intermediate rotary member with interlocking via the power transmission means of the rotation axis and the assembling angle operating mechanism of said electromagnetic mechanism, said rotary shaft A valve timing control device for an internal combustion engine, wherein the valve timing control device is always rotated together with the camshaft via the intermediate rotating body and power transmission means . 2. The valve timing control apparatus for an internal combustion engine according to claim 1, wherein the power transmission means is constituted by a gear meshing mechanism. The assembly angle operating mechanism is provided so as to be relatively rotatable with respect to the drive rotating body and the driven rotating body, and has an intermediate rotation having a guide whose diameter is reduced along the rotation direction on a surface facing the radial guide. A body, a movable guide that is guided and engaged with the radial guide so as to be displaceable, and a portion that is separated from the center of rotation of either the drive rotary body or the driven rotary body, and the movable guide section can be swung. A link coupled to the intermediate rotating body, and the intermediate rotating body rotates relative to the driving rotating body and the driven rotating body, whereby the movable guide portion is displaced in a radial direction, so that the driving rotating body and the driven rotation are rotated. 3. The valve timing control device for an internal combustion engine according to claim 1, wherein the assembly angle of the body is changed. The electromagnetic mechanism is
A magnetic induction member attached to a non-rotating member and having a pair of circumferentially opposed surfaces facing each other across a substantially cylindrical gap;
Inner pole teeth in which a plurality of pole teeth elements are provided along the circumferential direction on the radially inner surface of the pair of opposed surfaces;
A plurality of polar tooth elements are provided along a circumferential direction on a radially outer surface of the pair of opposed surfaces, and each of the polar tooth elements is circumferential with respect to the polar tooth element of the inner polar tooth. Outer pole teeth arranged offset to
A hysteresis member attached to a rotating shaft and having a cylindrical portion interposed in a non-contact state between an inner pole tooth and an outer pole tooth of the magnetic induction member;
An electromagnetic coil that generates a magnetic field between the inner and outer pole teeth;
The valve timing control device for an internal combustion engine according to any one of claims 1 to 3, further comprising:

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