TECHNICAL FIELD
[0001] This disclosure generally relates to a valve timing control apparatus for controlling
opening and closing timing of an air intake valve and an exhaust valve of an internal
combustion engine.
BACKGROUND
[0002] Generally, a valve timing control apparatus is used for an internal combustion engine
such as an engine for a vehicle and the like. Furthermore, the valve timing control
apparatus adjusts opening and closing timing of a valve in a manner where the valve
timing control apparatus changes a relative rotational phase formed between a driving-side
rotating member, which synchronously rotates with a crankshaft, and a driven-side
rotating member, which synchronously rotates with a camshaft, in order to achieve
an appropriate driving state of the internal combustion engine.
[0003] An improvement in shift speed of the relative rotational phase of the driven-side
rotating member relative to the driving-side rotating member is required for the valve
timing control apparatus in order to improve fuel efficiency of the internal combustion
engine, to reduce gas emission and the like. Furthermore, reduction in an operation
hydraulic pressure necessary for shifting the relative rotational phase of the driven-side
rotating member relative to the driving-side rotating member is required in order
to reduce work load of an oil pump, which supplies oil to the valve timing control
apparatus, each sliding member provided at an inside of the internal combustion engine
and the like.
[0004] A valve timing control apparatus disclosed in
JP43510658 (corresponding
U.S. patent No. US6941912) (i.e. an apparatus for adjusting a relative rotational angle of an internal combustion
engine relative to a driving wheel) includes a driving-side rotating member (which
corresponds to a cell wheel in
JP4351065B) rotating together with a crankshaft of the internal combustion engine as a unit,
a driven-side rotating member (which corresponds to a rotor in
JP4351065B), which is arranged in a coaxial manner relative to the driving-side rotating member
and rotates together with a camshaft for opening and closing a valve of the internal
combustion engine as a unit, a retarded angle chamber (which corresponds to a pressure
space in
JP4351065B) used for shifting a relative rotational phase of the driven-side rotating member
relative to the driving-side rotating member in a retarded angle direction, and an
advanced angle chamber (which corresponds to the pressure space in
JP4351065B) used for shifting the relative rotational phase in an advanced angle direction.
[0005] Furthermore, the valve timing control apparatus disclosed in
JP4351065B includes plural controlling valves and is configured so as to return the operation
oil discharged from one of the retarded angle chamber and the advanced angle chamber
to the other one of the retarded angle chamber and the advanced angle chamber by controlling
plural controlling valves in order to improve a shift speed of the relative rotational
phase, thereby reducing a necessary supply of an operation oil to be supplied from
the oil plump to the valve timing control apparatus.
[0006] Generally, the relative rotational phase repeatedly shifts (jiggles) in the advanced
angle direction and the retarded angle direction little by little because of a torque
fluctuation of the cam. Accordingly, the operation hydraulic pressure within the advanced
angle chamber and the retarded angle chamber changes little by little because of the
repeated and slight shifts (jiggles) of the relative rotational phase in the advanced
angle direction and the retarded angle direction, thereby generating hydraulic pressure
pulsation. According to the valve timing control apparatus disclosed in
JP4351065B, the control valves need to be opened and closed at a high speed so as to synchronize
with the hydraulic pressure pulsation. Specifically, in a case where a temperature
of the operation oil is low, viscosity of the operation oil is high. Therefore, the
control valves may not be stably opened and closed at the high speed. Furthermore,
the valve timing control apparatus disclosed in
JP4351065B needs to include plural control valves, which may result in an increase in a number
of components used for the valve timing control apparatus. Therefore, the valve timing
control apparatus disclosed in
JP451065B may not be appropriately adapted to a vehicle engine, whose size is restricted to
a size mountable to the vehicle, and may not fit into a limited mounting space in
the vehicle. Furthermore, because the number of components used for the valve timing
control apparatus disclosed in
JP451065B is relatively high because of plural control valves, a weight of the valve timing
control apparatus increases, which may interfere with improvement in the fuel consumption
of the internal combustion engine.
[0007] A need thus exists to provide a valve timing control apparatus which is not susceptible
to the drawback mentioned above, while achieving a shift of a relative rotational
phase at an appropriate speed and reducing an operation hydraulic pressure necessary
for shifting the relative rotational phase, and further, while achieving a downsize
of the valve timing control apparatus.
SUMMARY
[0009] According to an aspect of this disclosure, a valve timing control apparatus includes
a driving-side rotating member being synchronously rotatable with a crankshaft of
an internal combustion engine, the driving-side rotating member including a housing
member formed in a cylindrical shape so that the housing member has an opening portion
at one of end portions thereof in an axial direction of the camshaft and a plate member
configured so as to close the opening of the housing member, a driven-side rotating
member arranged in a coaxial manner relative to the driving-side rotating member and
being synchronously rotatable with a camshaft that controls opening and closing operations
of a valve of the internal combustion engine, a retarded angle chamber defined by
the driving-side rotating member and the driven-side rotating member and used for
changing a relative rotational phase of the driven-side rotating member relative to
the driving-side rotating member in a retarded angle direction in response to an operation
oil supplied to the retarded angle chamber, an advanced angle chamber defined by the
driving-side rotating member and the driven-side rotating member and used for changing
the relative rotational phase of the driven-side rotating member relative to the driving-side
rotating member in an advanced angle direction in response to the operation oil supplied
to the advanced angle chamber, and a through hole formed at one of the housing member
and the plate member so as to extend in the axial direction of the camshaft so that
the driven-side rotating member is connected to the camshaft via the through hole,
wherein a bearing portion between the driving-side rotating member and the driven-side
rotating member is defined by an inner circumferential surface of the through hole
and one of an outer circumferential surface of the driven-side rotating member and
an outer circumferential surface of the camshaft, and a first slidably contact portion,
which serves as the bearing portion, out of a plurality of slidably contact portions
between the driving-side rotating member and the driven-side rotating member is configured
so as to have a lower sliding resistance than other slidably contact portions, wherein
the first slidably contact portion is formed of a resin member.
[0010] Accordingly, the first slidably contact portion having the bearing portion is configured
so as to have the lower sliding resistance when comparing to other slidably contact
portions, which are also included in a known valve timing control apparatus. Therefore,
other slidably contact portions (i.e. the slidably contact portions except for the
first slidably contact portion) do not need to be specifically changed or modified
from the known valve timing control apparatus, and materials used for the known driving-side
rotating member and the known driven-side rotating member may be used for the driving-side
rotating member and the driven-side rotating member of the valve timing control apparatus.
Hence, only the sliding resistance of the first slidably contact portion needs to
be considered in order to obtain appropriate response speed of the valve timing control
apparatus. Accordingly, an increase of material costs and processing cost may be minimized.
Furthermore, a shifting speed of the relative rotational phase of the driven-side
rotating member relative to the driving-side rotating member may be improved, and
an operation hydraulic pressure necessary for shifting the relative rotational phase
may be decreased. Furthermore, according to this disclosure, only the first slidably
contact portion needs to be considered in order to obtain appropriate response speed
of the valve timing control apparatus. Therefore, the valve timing control apparatus
of this disclosure may be configured so as to have approximately the same weight as
the known valve timing control apparatus. Only the first slidably contact portion,
which needs to have the low sliding resistance, is made of the resin member. Therefore,
an increase of the manufacturing costs of the valve timing control apparatus may be
avoided. Furthermore, the sliding resistance of the first slidably contact portion
may be reduced by applying a simple processing to the valve timing control apparatus.
[0011] According to another aspect of this disclosure, the driven-side rotating member includes
a protrusion, which is formed so as to penetrate the through hole to protrude towards
the camshaft, and a slidably contact portion between the inner circumferential surface
of the through hole and an outer circumferential surface of the protrusion serves
as the first slidably contact portion.
[0012] According to a further aspect of this disclosure, the valve timing control apparatus
further includes a power transmission member transmitting a rotational force generated
by the crankshaft. The first slidably contact portion between the driving-side rotating
member and the driven-side rotating member receives a tightening force generated by
the power transmission member in a radial direction of the driving-side rotating member
and is configured so as to have a lower sliding resistance when comparing to other
slidably contact portions between the driving-side rotating member and the driven-side
rotating member.
BRIEF DESCRIPTION OF THE DRAWINGS
[0013] The foregoing and additional features and characteristics of this disclosure will
become more apparent from the following detailed description considered with the reference
to the accompanying drawings, wherein:
[0014] Fig. 1 is a cross-sectional diagram illustrating a valve timing control apparatus
according to a first embodiment;
[0015] Fig. 2 is a diagram illustrating the valve timing control apparatus being viewed
in a direction indicated by arrows II-II in Fig. 1;
[0016] Fig. 3 is a diagram schematically illustrating a mounting position of the valve timing
control apparatus;
[0017] Fig. 4 is a graph showing a comparison between a response speed of a known valve
timing control apparatus and a response speed of the valve timing control apparatus
according to the first embodiment; and
[0018] Fig. 5 is a diagram illustrating a valve timing control apparatus according to a
second embodiment being viewed in a direction indicated by arrows V-V in Fig. 1.
DETAILED DESCRIPTION
[0019] Embodiments, in which a valve timing control apparatus is adapted to a vehicle engine
as a valve timing control apparatus at an air intake valve of the vehicle engine or
as a valve timing control apparatus at an exhaust valve of the vehicle engine, will
be described below in accordance with the attached drawings.
[0020] [First embodiment]
[0021] A valve timing control apparatus 1 according to a first embodiment includes a driving-side
rotating member 3, a driven-side rotating member 5, a retarded angle chamber 6 (in
this embodiment, plural retarded angle chambers 6 are formed) and an advanced angle
chamber 7 (in this embodiment, plural advanced angle chambers 7 are formed). The driven-side
rotating member 5 is configured so as to rotate synchronously with a crankshaft 2
of an engine 100 (an example of an internal combustion engine). The driven-side rotating
member 5 is configured so as to be arranged in a coaxial manner relative to the driving-side
rotating member 3 and so as to rotate synchronously with a camshaft 4 for opening
and closing a valve of the engine 100. Each of the retarded angle chambers 6 is defined
by the driving-side rotating member 3 and the driven-side rotating member 5. Similarly,
each of the advanced angle chambers 7 is defined by the driving-side rotating member
3 and the driven-side rotating member 5. More specifically, the retarded angle chambers
6 are used for shifting a relative rotational phase of the driven-side rotating member
5 relative to the driving-side rotating member 3 in a retarded angle direction by
supplying an oil (an operation oil) thereto. On the other hand, the advanced angle
chambers 7 are used for shifting the relative rotational phase in an advanced angle
direction by supplying the operation oil thereto. The driven-side rotating member
5 includes a protrusion 5A, which protrudes towards the camshaft 4.
[0022] The driving-side rotating member 3 includes a housing 3B (a housing member), a front
plate 3A (a plate member) and a rear plate 3C (the plate member). The housing 3B is
arranged at an outer circumferential portion of the driven-side rotating member 3
in a radial direction thereof. The front plate 3A is arranged at a portion of the
driving-side rotating member 3 opposite from the camshaft 4 relative to the housing
3B. The rear plate 3C is arranged at a portion of the driving-side rotating member
3 closer to the camshaft 4 relative to the housing 3B.
[0023] A timing sprocket 3D is formed at an outer circumferential surface of the rear plate
3C. A power transmission member 8, such as a timing chain, a timing belt or the like,
is provided between the timing sprocket 3D and a gear 101 attached at the crankshaft
2 of the engine 100.
[0024] The rear plate 3C includes a through hole 3E, which extends in an axial direction
of the camshaft 4 and through which the protrusion 5A of the driven-side rotating
member 5 is connected with the camshaft 4. Accordingly, the protrusion 5A penetrates
the rear plate 3C so as to protrude towards the camshaft 4 to a greater extent than
the rear plate 3C when the driving-side rotating member 3 and the driven-side rotating
member 5 are assembled.
[0025] Plural protruding portions 3F are formed at an inner circumferential portion of the
housing 3B so as to inwardly protrude in a radial direction thereof while keeping
a distance between the neighboring protruding portions 3F in a rotational direction
of the housing 3B. Furthermore, a withdrawal groove 9B and an accommodation bore 9D
are formed at the inner circumferential portion of the housing 3B. The withdrawal
groove 9B is configured so as to accommodate therewithin a lock member 9A. The accommodation
bore 9D is configured so as to be in communication with the withdrawal groove 98 and
so as to accommodate therewithin a spring 9C for inwardly biasing the lock member
9A in the radial direction.
[0026] The driven-side rotating member 5 is integrally assembled at an edge portion of the
camshaft 4, which configures a rotating shaft of the cam that controls the opening
and closing timing of the air intake valve or the exhaust valve of the engine 100.
Furthermore, the driven-side rotating member 5 is provided within the driving-side
rotating member 3 while allowing the driven-side rotating member 5 to be rotatable
relative to the driving-side rotating member 3 in a predetermined relative rotational
range. A lock groove 9E is formed at the driven-side rotating member 5. More specifically,
the lock groove 9E is configured so as to accommodate therewithin the lock member
9A when the lock member 9A is inwardly displaced in the radial direction. Additionally,
the driven-side rotating member 5 includes the protrusion 5A, which protrude towards
the camshaft 4. In this embodiment, the protrusion 5A is configured so as to protrude
towards the camshaft 4 to the greater extent than the rear plate 3C.
[0027] A lock mechanism 9 includes the lock member 9A, the withdrawal groove 9B, the spring
9C, the accommodation bore 9D and the lock groove 9E.
[0028] A space defined by the driving-side rotating member 3 and the driven-side rotating
member 5 between the neighboring protruding portions 3F is divided into two chambers
(i.e. the retarded angle chamber 6 and the advanced angle chamber 7) by means of a
vane 10. In.this embodiment, the valve timing control apparatus 1 includes four retarded
angle chambers 6 and four advanced angle chambers 7.
[0029] The relative rotatable range of the driven-side rotating member 5 relative to the
driving-side rotating member 3 corresponds to a moving range of the vane 10 in an
advanced angle direction S1 or in a retarded angle direction S2 until the vane 10
contacts the protruding portion 3F, in other words, a range between a most advanced
angle phase and a most retarded angle phase (including the most advanced angle phase
and the most retarded angle phase).
[0030] Slidably contact portions between the driving-side rotating member 3 and the driven-side
rotating member 5 according to the first embodiment include slidably contact portion
between the protruding portions 3F of the driving-side rotating member 3 and an outer
circumferential surface of the driven-side rotating member 5, a slidably contact portion
between the front plate 3A and a surface of the driven-side rotating member 5 facing
the front plate 3A and a slidably contact portion between the rear plate 3C and a
surface of the driven-side rotating member 5 facing the rear plate 3C. The slidably
contact portion between the rear plate 3C and the surface of the driven-side rotating
member 5 facing the rear plate 3C includes a first slidably contact portion 5B and
a second slidably contact portion 5C. More specifically, the first slidably contact
portion 5B includes an outer circumferential surface of the protrusion 5A of the driven-side
rotating member 5 and an inner circumferential surface of the through hole 3E, which
is formed in a circular shape at the rear plate 3C. The outer circumferential surface
of the protrusion 5A of the driven-side rotating member 5 and an inner circumferential
surface of the through hole 3E slidably contact each other. The second slidably contact
portion 5C includes a side surface of the rear plate 3C and a side surface of the
driven-side rotating member 5, except for the protrusion 5A, which slidably contact
each other.
[0031] The slidably contact portion 5B serves as a bearing portion between at least one
of the camshaft 4 and the driven-side rotating member 5 on the one hand and the driving-side
rotating member 3 on the other hand. A relatively great force is likely to act on
the first slidably contact portion 5B in a predetermined radial direction of the camshaft
4, in other words, the force generated in the radial direction of the camshaft 4 is
not likely to act equally on entire first slidably contact portion 5B. More specifically,
as illustrated in Fig. 3, a rotational force generated by the crankshaft 2 is transmitted
to the valve timing control apparatus 1 via the power transmission member 8. In Fig.
3, the power transmission member 8 connects two valve timing control apparatuses 1
and the gear 101 of the crankshaft 2. More specifically, the power transmission member
8 is provided around the valve timing control apparatuses 1 and the gear 101 of the
crankshaft 2 so as to tighten up the valve timing control apparatuses 1 and the gear
101 towards a rotational center of the power transmission member 8 in order to avoid
unintentional disengagement of the power transmission member 8 from the valve timing
control apparatuses 1. Therefore, a tightening force F acts in the radial direction
of each of the valve timing control apparatuses 1. Hence, the force F in the predetermined
radial direction acts on the first slidably contact portion 58. Accordingly, a sliding
resistance at the valve timing control apparatus 1 becomes great because of the force
F acting on the first slidably contact portion 5B.
[0032] Therefore, a resin member 11, which is expected to reduce the sliding resistance,
may be used to form the first slidably contact portion 5B. More specifically, a polytetrafluoroethylene
resin having oil resistance and heat resistance may be used to form the first slidably
contact portion 5B.
[0033] Accordingly, by forming the first slidably contact portion 5B by using the resin
member 11, the sliding resistance generated between the inner circumferential surface
of the rear plate 3C and the outer circumferential surface of the protrusion 5A may
be reduced. As a result, a shifting speed of the relative rotational phase of the
driven-side rotating member 5 relative to the driving-side rotating member 3 may be
improved. Furthermore, an operation hydraulic pressure necessary for shifting the
relative rotational phase formed between the driving-side rotating member 3 and the
driven-side rotating member 5 may be reduced.
[0034] The resin member 11, which is expected to reduce the sliding resistance, may be adapted
to the valve timing control apparatus to form the first slidably contact portion 5B
in a manner where a surface treatment is applied to the outer circumferential surface
of the protrusion 5A and the inner circumferential surface of the through hole 3E
formed in the circular shape at the rear plate 3C, or a cylindrical shaped bush may
be press-fitted onto the outer circumferential surface of the protrusion 5A or into
the inner circumferential surface of the through hole 3E formed in the circular shape
at the rear plate 3C.
[0035] A graph illustrated in Fig. 4 is a measurement data obtained by comparing a response
speed of a known valve timing control apparatus (which is indicated as "Type 1" in
the graph) and a response speed of the valve timing control apparatus 1 according
to the embodiment (which is indicated as "Type 2" in the graph). The response speeds
in a case where a valve lift amount of the air intake valve is small (which is indicated
as "Low Lift" in the graph) and where the valve lift amount is great (which is indicated
as "High Lift" in the graph) are measured. Furthermore, the response speeds are measured
under a condition where an engine rotational number (i.e. an engine rotational speed)
is 600 rotations per minute (which is indicated as 600rpm in the graph), under a condition
where the engine rotational number is 800 rotations per minute (which is indicated
as 800rpm in the graph), and under a condition where the engine rotational number
is 1000 rotations per minute (which is indicated as 1000prm in the graph). A vertical
axis indicates an average value of the response speed in a case where the relative
rotational phase of the driven-side rotating member 5 relative to the driving-side
rotating member 3 is shifted in the advanced angle direction S1 and an average value
of the response speed in a case where the relative rotational phase is shifted in
the retarded angle direction S2 (refer to "Response speed" in the graph). Additionally,
the response speeds are measured in the same condition (for example, the same type
of an operation oil is used, an oil temperature is maintained at the same, the valve
timing control apparatuses are shaped in the same, volumes of the advanced angle chambers
are set to be the same, volumes of the retarded angle chambers are set to be the same,
and the like) for the known valve timing control apparatus and the valve timing control
apparatus 1 according to the embodiment.
[0036] As is evident from the graph illustrated in Fig. 4, the response speed of the valve
timing control apparatus 1 according to the embodiment is improved at any engine rotational
number (i.e. the engine rotational speed) when comparing to the know valve timing
control apparatus. Specifically, the lower the engine rotational number is, the more
the response speed of the valve timing control apparatus 1 is improved. The measurement
results show that a difference in the sliding resistances between the first slidably
contact portion 5B of the valve timing control apparatus according to the first embodiment
and the corresponding slidably contact portion of the known valve timing control apparatus
is prominently reflected to the difference in response speeds between the valve timing
control apparatus 1 according to the first embodiment and the known valve timing control
apparatus. More specifically, in the case where the engine rotational number becomes
lower, a rotational number (i.e. a rotational speed) of an oil pump, which is actuated
in response to the rotational force of the crankshaft 2, becomes also lower, therefore,
the hydraulic pressure acting on the advanced chambers 6 and the retarded chambers
7 becomes low. Hence, in the case where the hydraulic pressure acting on the advanced
chambers 6 and the retarded chambers 7 is low, the relative rotational phase established
between the driving-side rotating member 3 and the driven-side rotating member 5 of
the valve timing control apparatus 1 according to the embodiment is quickly shifted
when comparing to the known valve timing control apparatus, because the sliding resistance
of the first slidably contact portion 5B is low and therefore, the necessary hydraulic
pressure to shift the relative rotational phase is low. Furthermore, when comparing
to the response speeds in the case where the valve lift amount is great and the response
speeds in the case where the valve lift amount is small, the response speed of the
valve timing control apparatus 1 according to the embodiment is further improved as
the valve lift amount becomes lower when comparing to the known valve timing control
apparatus. The measurement results show that the difference in the sliding resistances
between the first slidably contact portion 5B of the valve timing control apparatus
1 according to the first embodiment and the corresponding sliding surface of the known
valve timing control apparatus is prominently reflected to the difference in the response
speeds between the valve timing control apparatus 1 according to the first embodiment
and the known valve timing control apparatus according. More specifically, the response
speed of the valve timing control apparatus 1 according to the embodiment is considered
to be improved in a case where a torque fluctuation becomes lower as the valve lift
amount becomes lower because of the relatively low sliding resistance of the first
slidably contact portion 5B. Accordingly, as is verified by the measurement results
indicated in Fig. 4, the valve timing control apparatus 1 according to the first embodiment
achieves improvement in response speed.
[0037] [Second embodiment]
[0038] A second embodiment of the valve timing control apparatus 1 will be described below.
The valve timing control apparatus 1 according to the second embodiment differs from
the valve timing control apparatus 1 according to the first embodiment in that the
valve timing control apparatus 1 according to the second embodiment includes a ball
bearing 12 (a bearing member) having the first slidably contact portion 5B in stead
of the resin member 11 having the first slidably contact portion 5B. In the case where
the ball bearing 12 is provided at the valve timing control apparatus 1, an oil providing
groove 13 may be formed at the surface of the driven-side rotating member 5 facing
the rear plate 3C, so that an oil is provided between the outer circumferential surface
of the protrusion 5A and an inner circumferential surface of the ball bearing 12.
According to the second embodiment, as is the case with the first embodiment, the
shifting speed of the relative rotational phase of the driven-side rotating member
5 relative to the driving-side rotating member 3 may be improved. Furthermore, the
operation hydraulic pressure necessary for shifting the relative rotational phase
may be reduced.
[0039] [Other embodiments]
[0040] In the first and second embodiments, the driven-side rotating member 5 includes the
protrusion 5A protruding to the camshaft 4. However, the driven-side rotating member
5 may be modified so as not to include the protrusion 5A. Instead, in this case, the
camshaft 4 may be modified so as to extend until the camshaft 4 penetrates the through
hole 3E of the rear plate 3C in order to connect the camshaft 4 with the rear plate
3C. In this case, the first slidably contact portion 5B, which serves as the bearing
portion, configures the bearing portion (the bearing member) together with the through
hole 3E of the rear plate 3C and the outer circumferential surface of the camshaft
4 facing the rear plate 3C.
[0041] In the first and second embodiments, the driving-side rotating member 3 includes
the housing 3B, the front plate 3A and the rear plate 3C. However, the driving-side
rotating member 3 does not necessarily need to include the housing 3B, the front plate
4A and the rear plate 3C individually and separately from each other. For example,
the driving-side rotating member 3 may be modified so that the front plate 3A and
the housing 3B are integrally formed, or the housing 3B and the rear plate 3C are
integrally formed.
1. A valve timing control apparatus (1) comprising:
a driving-side rotating member (3) being synchronously rotatable with a crankshaft
(2) of an internal combustion engine (100), the driving-side rotating member (3) including
a housing member (3B) formed in a cylindrical shape so that the housing member (3B)
has an opening portion at one of end portions thereof in an axial direction of the
camshaft (4) and a plate member (3A, 3C) configured so as to close the opening of
the housing member (3B);
a driven-side rotating member (5) arranged in a coaxial manner relative to the driving-side
rotating member (3) and being synchronously rotatable with a camshaft (4) that controls
opening and closing operations of a valve of the internal combustion engine (100);
a retarded angle chamber (6) defined by the driving-side rotating member (3) and the
driven-side rotating member (5) and used for changing a relative rotational phase
of the driven-side rotating member (5) relative to the driving-side rotating member
(3) in a retarded angle direction (S2) in response to an operation oil supplied to
the retarded angle chamber (6);
an advanced angle chamber (7) defined by the driving-side rotating member (3) and
the driven-side rotating member (5) and used for changing the relative rotational
phase of the driven-side rotating member (5) relative to the driving-side rotating
member (3) in an advanced angle direction (S1) in response to the operation oil supplied
to the advanced angle chamber (7); and
a through hole (3E) formed at one of the housing member (3B) and the plate member
(3A, 3C) so as to extend in the axial direction of the camshaft (4) so that the driven-side
rotating member (5) is connected to the camshaft (4) via the through hole (3E), wherein
a bearing portion between the driving-side rotating member (3) and the driven-side
rotating member (5) is defined by an inner circumferential surface of the through
hole (3E) and one of an outer circumferential surface of the driven-side rotating
member (5) and an outer circumferential surface of the camshaft (4), and
a first slidably contact portion (5B), which serves as the bearing portion, out of
a plurality of slidably contact portions between the driving-side rotating member
(3) and the driven-side rotating member (5) is configured so as to have a lower sliding
resistance than other slidably contact portions, characterized in that the first slidably contact portion (5B) is formed of a resin member (11).
2. The valve timing control apparatus (1) according to Claim 1, wherein the driven-side
rotating member (5) includes a protrusion (5A), which is formed so as to penetrate
the through hole (3E) to protrude towards the camshaft (4), and a slidably contact
portion between the inner circumferential surface of the through hole (3E) and an
outer circumferential surface of the protrusion (5A) serves as the first slidably
contact portion (5B).
3. The valve timing control apparatus (1) according to Claim 1 or Claim 2, further comprising
a power transmission member (8) transmitting a rotational force generated by the crankshaft
(2), wherein the first slidably contact portion between the driving-side rotating
member (3) and the driven-side rotating member (5) receives a tightening force generated
by the power transmission member (8) in a radial direction of the driving-side rotating
member (3) and is configured so as to have a lower sliding resistance when comparing
to other slidably contact portions between the driving-side rotating member (3) and
the driven-side rotating member (5).
1. Ventiltaktungssteuerungsvorrichtung (1), enthaltend:
ein antriebsseitiges Drehbauteil (3), das synchron mit einer Kurbelwelle (2) eines
Verbrennungsmotors (100) drehbar ist, wobei das antriebsseitige Drehbauteil (3) ein
Gehäuseelement (3B) enthält, das in zylindrischer Form gebildet ist, so dass das Gehäuseelement
(3B) einen Öffnungsbereich an einem Endbereich von ihm in einer Axialrichtung der
Nockenwelle (4) hat, und ein Plattenelement (3A, 3C), das so gestaltet ist, dass es
die Öffnung des Gehäuseelements (3B) schließt;
ein Drehbauteil (5) der angetriebenen Seite, das koaxial relativ zu dem antriebsseitigen
Drehbauteil (3) angeordnet ist und synchron mit einer Nockenwelle (4) drehbar ist,
die das Öffnen und Schließen eines Ventils des Verbrennungsmotors (100) steuert;
eine Kammer (6) verzögerten Winkels, die durch das antriebsseitige Drehbauteil (3)
und das Drehbauteil (5) der angetriebenen Seite definiert ist und zum Verändern einer
Relativrotationsphase des Drehbauteils (5) der angetriebenen Seite relativ zu dem
antriebsseitigen Drehbauteil (3) in einer Richtung verzögerten Winkels (S2) in Abhängigkeit
von einem Betriebsöl, das der Kammer (6) verzögerten Winkels zugeführt ist, verwendet
wird;
eine Kammer (7) vorauseilenden Winkels, die durch das antriebsseitige Drehbauteil
(3) und das Drehbauteil (5) der angetriebenen Seite definiert ist und zum Verändern
der Relativrotationsphase des Drehbauteils (5) der angetriebenen Seite relativ zu
dem antriebsseitigen Drehbauteil (3) in einer Richtung (S1) vorauseilenden Winkels
in Abhängigkeit von dem der Kammer (7) vorauseilenden Winkels zugeführten Betriebsöl
verwendet wird; und
ein Durchgangsloch (3E), das an einem aus dem Gehäuseelement (3B) und dem Plattenelement
(3A, 3C) gebildet ist, so dass es sich in der Axialrichtung der Nockenwelle (4) erstreckt,
so dass das Drehbauteil der angetriebenen Seite (5) mit der Nockenwelle (4) über das
Durchgangsloch (3E) verbunden ist, wobei
ein Lagerbereich zwischen dem antriebsseitigen Drehbauteil (3) und dem Drehbauteil
(5) der angetriebenen Seite durch eine Innenumfangsfläche des Durchgangslochs (3E)
und eine aus einer Außenumfangsfläche des Drehbauteils (5) der angetriebenen Seite
und einer Außenumfangsfläche der Nockenwelle (4) definiert ist, und
ein erster Gleitkontaktbereich (5B), der als der Lagerbereich dient, aus einer Mehrzahl
von Gleitkontaktbereichen zwischen dem antriebsseitigen Drehbauteil (3) und dem Drehbauteil
(5) der angetriebenen Seite so konfiguriert ist, dass er einen geringeren Gleitwiderstand
als andere Gleitkontaktbereiche aufweist, dadurch gekennzeichnet, dass der erste Gleitkontaktbereich (5B) aus einem Harzbauteil (11) gebildet ist.
2. Ventiltaktungssteuerungsvorrichtung (1) nach Anspruch 1, wobei das Drehbauteil (5)
der angetriebenen Seite einen Vorsprung (5A) enthält, der so gebildet ist, dass er
das Durchgangsloch (3E) durchdringt, dass er in Richtung der Nockenwelle (4) vorsteht,
und ein Gleitkontaktbereich zwischen der Innenumfangsfläche des Durchgangslochs (3E)
und einer Außenumfangsfläche des Vorsprungs (5A) als der erste Gleitkontaktbereich
(5B) dient.
3. Ventiltaktungssteuerungsvorrichtung (1) nach Anspruch 1 oder 2, weiter enthaltend
ein Leistungsübertragungselement (8), das eine Rotationskraft, die durch die Kurbelwelle
(2) erzeugt wird, überträgt, wobei der erste Gleitkontaktbereich zwischen dem antriebsseitigen
Drehbauteil (3) und dem Drehbauteil (5) der angetriebenen Seite eine Anzugskraft aufnimmt,
die durch das Leistungsübertragungselement (8) in einer radialen Richtung des antriebsseitigen
Drehbauteils (3) erzeugt wird, und gestaltet ist, so dass er einen niedrigeren Gleitwiderstand
im Vergleich zu anderen Gleitkontaktbereichen zwischen dem antriebsseitigen Drehbauteil
(3) und dem Drehbauteil (5) der angetriebenen Seite aufweist.
1. Appareil de commande de calage de soupape (1) comportant :
un élément rotatif du côté entraînement (3) qui peut tourner en synchronisme avec
un vilebrequin (2) d'un moteur à combustion interne (100), l'élément rotatif du côté
entraînement (3) comprenant un élément de logement (3B) formé avec une forme cylindrique
de telle sorte que l'élément de logement (3B) a une partie d'ouverture au niveau d'une
des parties d'extrémité de celui-ci dans une direction axiale de l'arbre à cames (4)
et un élément de plaque (3A, 3C) configuré de façon à fermer l'ouverture de l'élément
de logement (3B) ;
un élément rotatif du côté entraîné (5) disposé d'une manière coaxiale par rapport
à l'élément rotatif du côté entraînement (3) et qui peut tourner en synchronisme avec
un arbre à cames (4) qui commande les opérations d'ouverture et de fermeture d'une
soupape du moteur à combustion interne (100) ;
une chambre d'angle retardé (6) définie par l'élément rotatif du côté entraînement
(3) et l'élément rotatif du côté entraîné (5) et utilisée pour changer une phase de
rotation relative de l'élément rotatif du côté entraîné (5) par rapport à l'élément
rotatif du côté entraînement (3) dans une direction d'angle retardé (S2) en réponse
à une huile d'actionnement délivrée à la chambre d'angle retardé (6) ;
une chambre d'angle avancé (7) définie par l'élément rotatif du côté entraînement
(3) et l'élément rotatif du côté entraîné (5) et utilisée pour changer la phase de
rotation relative de l'élément rotatif du côté entraîné (5) par rapport à l'élément
rotatif du côté entraînement (3) dans une direction d'angle avancé (S1) en réponse
à l'huile d'actionnement délivrée à la chambre d'angle avancé (7) ; et
un trou débouchant (3E) formé au niveau d'un de l'élément de logement (3B) et de l'élément
de plaque (3A, 3C) de façon à s'étendre dans la direction axiale de l'arbre à cames
(4) de telle sorte que l'élément rotatif du côté entraîné (5) est relié à l'arbre
à cames (4) par l'intermédiaire du trou traversant (3E), dans lequel
une partie de palier entre l'élément rotatif du côté entraînement (3) et l'élément
rotatif du côté entraîné (5) est définie par une surface circonférentielle interne
du trou traversant (3E) et une d'une surface circonférentielle externe de l'élément
rotatif du côté entraîné (5) et d'une surface circonférentielle externe de l'arbre
à cames (4), et
une première partie de contact coulissant (5B), qui sert de partie de palier, parmi
une pluralité de parties de contact coulissant entre l'élément rotatif du côté entraînement
(3) et l'élément rotatif du côté entraîné (5) est configurée de façon à avoir une
résistance au coulissement inférieure à d'autres parties de contact coulissant, caractérisé en ce que la première partie de contact coulissant (5B) est constitué d'un élément en résine
(11).
2. Appareil de commande de calage de soupape (1) selon la revendication 1, dans lequel
l'élément rotatif du côté entraînement (5) comprend une saillie (5A), qui est formée
de façon à pénétrer dans le trou traversant (3E) afin de dépasser vers l'arbre à cames
(4), et une partie de contact coulissant entre la surface circonférentielle interne
du trou traversant (3E) et une surface circonférentielle externe de la saillie (5A)
sert de première partie de contact coulissant (5B).
3. Appareil de commande de calage de soupape (1) selon la revendication 1 ou la revendication
2, comportant en outre un élément de transmission de puissance (8) qui transmet une
force de rotation générée par le vilebrequin (2), dans lequel la première partie de
contact coulissant entre l'élément rotatif du côté entraînement (3) et l'élément rotatif
du côté entraîné (5) reçoit une force de serrage générée par l'élément de transmission
de puissance (8) dans une direction radiale de l'élément rotatif du côté entraînement
(3) et configurée de façon à avoir une résistance au coulissement inférieure comparée
à d'autres parties de contact coulissant entre l'élément rotatif du côté entraînement
(3) et l'élément rotatif du côté entraîné (5) .