JP2001065317A - Valve timing device for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To ensure the sealing between hydraulic chambers and to prevent the remaining of foreign matters such as sludge or the like by forming the hydraulic chambers respectively between each of two or more vanes and shoes, and forming wedge-shaped spaces by cutting both circumferential shoulder parts facing to a case side slide contact surfaces of vanes including locking mechanisms. SOLUTION: An actuator part of a device main body comprises two or more shoes 43a projecting into a case and a boss 44a forming a central shaft part of a rotor 44 and capable of inserting a cam shaft at its one end. A first vane 44b including a slidable plunger 56, and two or more second vanes 44c are projected from the outer periphery of the boss 44a. On this occasion, the first vane 44b is relatively widely formed, so that both circumferential shoulder parts of a point part opposite to an inner wall surface of the case 43 are cut to form spaces 70a, 71a having the wedge-shaped cross sections. A space of a spark advance hydraulic chamber 70 is shared with the space 70a, and a space of a first lag hydraulic chamber 71 is shared with the space 71a.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a valve timing device for changing the opening / closing timing of an intake valve or an exhaust valve according to the operating conditions of an engine.

[0002]

2. Description of the Related Art As a conventional hydraulic valve timing control device, a vane type or a vane type is provided between a timing pulley of a valve driving system for driving a camshaft by a chain sprocket and a timing pulley which rotates synchronously with an engine crankshaft and a camshaft. A helical piston type valve timing adjusting device is provided. The valve timing adjusting device controls the intake and discharge of hydraulic oil from an oil pump via an oil control valve (hereinafter referred to as OCV), so that the camshaft can be rotated with respect to the rotation angle of the crankshaft. The rotation angle of the camshaft relative to the rotation angle of the crankshaft is variably controlled in the advance or retard direction, so that the opening / closing timing of the intake valve and the exhaust valve can be controlled by the rotation speed of the engine and the rotation speed of the engine. Optimal valve opening according to load The timing is adjusted to reduce exhaust gas, improve output, and improve fuel efficiency. Conventional vane-type valve timing adjusting devices include, for example, Japanese Patent Application Laid-Open Nos. −
JP-A-121122 and JP-A-9-60507 are already known.

In the actuator disclosed as such a hydraulic valve timing adjusting device, a vane type rotor is rotatable within a predetermined range within a housing, and each of the actuators is constituted by an oil control valve and the housing and the rotor. By controlling the supply or discharge of hydraulic oil to or from a plurality of hydraulic chambers, the relative rotation angle of the camshaft with respect to the crankshaft is changed in the advance direction or the retard direction by hydraulic pressure. For example, Japanese Unexamined Patent Publication No.
JP-A-92504 discloses a plate-shaped vane in which a timing pulley for receiving a driving force of a crankshaft is integrally formed on an outer peripheral surface, a case having a shoe on an inner peripheral surface, and integrally mounted and fixed to a camshaft. Is a structure having a rotor fitted into a boss portion.
No. 1123 discloses that a timing pulley for receiving a driving force of a crankshaft is also integrally formed on an outer peripheral surface, a case having a shoe on an inner peripheral surface, and integrally mounted and fixed to a camshaft. And a rotor having an integral structure. Here, comparing the characteristic portions of the two publications, the former JP-A-1-925 is compared.
Japanese Patent Application Laid-Open No. 04-121123 has a plate-like thin vane formed separately from a boss portion.
The vane disclosed in the publication is integrally formed with the boss portion, and has a shape in which the circumferential length of the tip of the vane facing the case is very long. In both cases, no special seal member is provided at the vane tip. Japanese Unexamined Patent Application Publication No. 9-60507 discloses a structure in which a timing pulley for receiving a driving force of a crankshaft and a case are separately formed, and a boss of a rotor integrally mounted and fixed to a camshaft. In this structure, three fan-shaped vanes are integrally formed, and a seal member is provided at the tip of each vane to prevent leakage between the pressure chambers.

[0004]

The conventional hydraulic valve timing variable device is constructed as described above. Japanese Patent Laid-Open Publication No. Hei 1-292504 discloses a structure in which a thin plate-like vane is mounted on the outer periphery of a rotor. There is no special sealing means, and the sliding surface pressure with the case must be increased by the centrifugal force of the vane to suppress leakage between the hydraulic chambers. Therefore, since the sliding resistance is inevitably increased, a polishing process for improving the surface roughness of the sliding surface is required so that the frictional resistance of the sliding surface is reduced as much as possible, and the production cost is increased. . Similarly, in Japanese Patent Application Laid-Open No. 8-121123, since the rotor boss and the vane are integrally formed without a sealing member,
Since the centrifugal force of the vane cannot be used as in JP-A-92504, the fluid resistance of the gap generated at the vane tip is increased to improve the sealing performance between the two hydraulic chambers. The circumferential length of the sliding surface is set longer than necessary. Therefore, since the length of the vane in the circumferential direction is long, many pressure chambers cannot be formed as in JP-A-1-92504, and as a result, the output torque is greatly reduced even with the same size. There is.
Here, a structure that solves both of these drawbacks has been proposed in the aforementioned Japanese Patent Application Laid-Open No. 9-60507. This Japanese Patent Application Laid-Open
The variable valve timing device disclosed in Japanese Patent No. -60507 solves the above-mentioned conventional disadvantages by forming three vanes integrally with the boss and disposing a tip seal at the tip of the vane. . However, Japanese Patent Application Laid-Open
Japanese Patent No. -60507 discloses a configuration in which three fan-shaped vanes are provided, and a vane containing a lock mechanism and two other vanes are set to have substantially the same circumferential length. Accordingly, there is a disadvantage that the weight of the rotor is increased due to the increased waste of the vane portion, and the weight of the variable valve timing device is increased. In addition, since a narrow gap exists in the circumferential direction at the vane tip portion facing the case sliding surface, sludge and the like contained in the driving oil are likely to remain and accumulate in the gap. In the vane, the residual amount of the sludge may enter the minute gap of the lock mechanism and hinder the operation of the lock mechanism. In the worst case, the lock mechanism may become inoperable.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problems, and it is possible to reduce the size and weight, to reduce the cost by improving mass productivity, and to reduce the responsiveness of the device due to the sliding resistance of the seal member. It is another object of the present invention to provide a variable valve timing device having a structure in which a sealing property between both hydraulic chambers is ensured and foreign matters such as a sludge component in driving oil hardly remain in the device.

[0006]

A variable valve timing apparatus for an internal combustion engine according to the present invention has a hydraulic chamber formed between a plurality of vanes and a plurality of shoes, and a case-side sliding contact surface of a vane in which a lock mechanism is built. The two shoulders in the circumferential direction are cut out to provide a wedge-shaped space.

According to a second aspect of the present invention, there is provided a variable valve timing apparatus for an internal combustion engine, wherein a circumferential length of a tip end portion of a vane including the lock mechanism is set to be substantially equal to a circumferential length of another vane. It is. The circumferential length of the tip of the vane is the circumferential length of a surface facing the sliding surface of the case, and indicates a portion having a constant gap between the case and the circumferential direction.

Further, according to a third aspect of the present invention, there is provided a variable valve timing apparatus for an internal combustion engine, wherein a non-sliding seal member (tip seal) disposed at each of the tip ends of the plurality of vanes and the plurality of shoes. The biasing force of the biasing member (spring) disposed on the moving surface side is set between 100 grams and 500 grams. Since the operating direction of the centrifugal force is different between the seal member disposed on the shoe side and the seal disposed on the vane side, the urging force is set within the above-mentioned urging force range in consideration of this.

[0009]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below. Embodiment 1 FIG. FIG. 1 is a schematic sectional view showing a gasoline engine system provided with a variable valve timing control device for an internal combustion engine according to Embodiment 1 of the present invention. In the figure, reference numeral 1 denotes an engine having a plurality of cylinders, one cylinder of which is shown in the figure, reference numeral 2 denotes a cylinder block forming a plurality of cylinders of the engine 1, reference numeral 3 denotes a cylinder head provided on an upper portion of the cylinder block 2, and reference numeral 4 denotes a cylinder head. A piston reciprocating up and down in each cylinder of the cylinder block 2;
Is a crankshaft connected to the lower end of the piston 4. The crankshaft 5 is driven to rotate by the vertical movement of the piston 4. Reference numeral 6 denotes a crank angle sensor disposed near the crankshaft 5, which detects the rotation speed of the engine 1 and that the crankshaft 5 is at a predetermined crank angle. Reference numeral 7 denotes a signal rotor connected to the crankshaft 5. Two teeth are formed on the outer periphery of the signal rotor 7 at every 180 °, and each time these teeth pass in front of the crank angle sensor 6. , A pulse-like crank angle detection signal is generated from the crank angle sensor 6.

Reference numeral 8 denotes a combustion chamber for burning the air-fuel mixture, which is defined by the inner walls of the cylinder block 2 and the cylinder head 3 and the top of the piston 4.
Reference numeral 9 denotes a spark plug for igniting an air-fuel mixture in the combustion chamber 8, which is disposed at the top of the cylinder head 3 and protrudes into the combustion chamber 8. Reference numeral 10 denotes a distributor connected to a later-described exhaust side camshaft 20 of the cylinder head 3, and reference numeral 11 denotes an igniter for generating a high voltage.
Here, each spark plug 9 is connected to a distributor 10 via a high voltage cord (not shown), and the high voltage output from the igniter 11 is applied to the rotation of the crankshaft 5 by the distributor 10. It is distributed to each spark plug 9 in synchronization. Reference numeral 12 denotes a water temperature sensor disposed in the cylinder block 2, and the water temperature sensor 12 detects the temperature of the cooling water flowing through the cooling water passage. 13 is an intake port provided in the cylinder head 3, 14 is an exhaust port provided in the cylinder head 3, 15 is an intake port 1
3, an intake passage connected to the exhaust port 14, 16 an intake valve provided in the cylinder head 3 for opening and closing the intake port 13, and 18 an exhaust valve provided in the cylinder head 3 for the exhaust port 14. It is an exhaust valve that opens and closes.

Reference numeral 19 denotes an intake camshaft disposed above the intake valve 17; 19a, an intake cam provided rotatably with the intake side camshaft 19 to open and close the intake valve 17; The exhaust-side camshaft 20a is disposed on the exhaust-side camshaft 20.
An exhaust cam provided to be rotatable in synchronization with the exhaust valve 18 for opening and closing the exhaust valve 18, an intake timing pulley (or intake sprocket) 21 mounted on one end of an intake camshaft 19, and an exhaust camshaft 20. Reference numeral 23 denotes an exhaust-side timing pulley (or an exhaust-side sprocket) attached to one end of the first motor-drive unit, and a timing belt (or a timing chain) for interlocking the respective timing pulleys (or sprockets) 21 and 22 with the crankshaft 5.

Therefore, when the engine 1 is operated, the cams 19a, 20a are integrated with the camshafts 19, 20 from the crankshaft 5 via the timing belt 23 and the timing pulleys (or sprockets) 21, 22.
Rotates, the intake valve 17 and the exhaust valve 18 are opened and closed, and these valves 17 and 18 are
Driven at a predetermined opening / closing timing in synchronization with the rotation of the crankshaft 5 and the vertical movement of the piston 4, that is, in synchronization with a series of four strokes of the engine 1 including an intake stroke, a compression stroke, an explosion / expansion stroke, and an exhaust stroke. Is done.

Reference numeral 24 denotes a cam angle sensor disposed near the intake camshaft 19, which detects the opening / closing timing of the intake valve 17 (so-called valve timing). 2
Reference numeral 5 denotes a signal rotor connected to the intake-side camshaft 19. Four teeth are formed on the outer periphery of the signal rotor 25 every 90 °, and these teeth pass in front of the cam angle sensor 24. As a result, a pulse-like cam angle detection signal is generated.

Reference numeral 26 denotes a throttle valve arranged in the middle of the intake passage 15. The throttle valve 26 is opened and closed in conjunction with an accelerator pedal (not shown) to adjust the amount of intake air. 27 is a throttle sensor connected to the throttle valve 26,
Detect throttle opening. 28 is the throttle valve 2
6 is an intake air sensor disposed upstream of the engine 6 and detects the flow rate of air taken into the engine 1. 29 is a surge tank formed on the downstream side of the throttle valve 26 for suppressing intake pulsation, and 30 is an intake port 1 of each cylinder.
3 is an injector that is arranged near the fuel supply 3 and supplies fuel to the combustion chamber 8.

Here, the injector 30 is composed of an electromagnetic valve that opens when energized, and is supplied with fuel from a fuel pump (not shown). Therefore, when the engine 1 is operating, air is taken into the intake passage 15 and at the same time, fuel is injected from each injector 30 toward the intake port 13. As a result, an air-fuel mixture is generated at the intake port 13, and the air-fuel mixture is supplied to the intake valve 1 that is opened during the intake stroke.
As the valve 7 opens, it is sucked into the combustion chamber 8.

Numeral 40 denotes an actuator for varying the valve timing which is connected to the intake camshaft. The actuator 40 is driven by the lubricating oil of the engine 1 as a working oil, thereby changing the displacement angle of the intake camshaft 19 with respect to the intake timing pulley 21 to change the opening / closing timing (valve timing) of the intake valve 17. It is changed continuously, and its detailed configuration will be described later.

Reference numeral 80 denotes an oil control valve (hereinafter, referred to as OCV) as fluid supply means for supplying hydraulic oil to the actuator 40 and adjusting the oil amount.

Reference numeral 100 denotes an electronic control unit (hereinafter referred to as an ECU).
The ECU 100 mainly includes an intake air amount sensor 28, a throttle sensor 27, a water temperature sensor 12,
Based on signals from the crank angle sensor 6 and the cam angle sensor 24, the injector 30, the igniter 11, the OCV 80
To control the fuel injection amount, ignition timing, and valve timing.

FIG. 2 is an axial sectional view showing a hydraulic valve timing variable system according to Embodiment 1 of the present invention, and FIG. 3 is an axial sectional view showing only the actuator portion of FIG. In the figure, 40 is the intake valve 17
This is an actuator for adjusting the valve timing. The configuration of the actuator 40 will be described below.

In FIG. 2, reference numeral 41 denotes a bearing of the intake-side camshaft 19, and reference numeral 42 denotes a housing of the actuator 40. The housing 42 is rotatably mounted on the intake-side camshaft 19. Reference numeral 43 denotes a case which is fixed to the housing 42 and integrally formed with the timing pulley 21 in which the timing belt 23 (or the timing chain) meshes. Reference numeral 44 denotes an intake side camshaft 1.
9 is a vane-type rotor that is connected and fixed to the case 9 by bolts 45 described later and housed in the case 43. The rotor 44 is rotatable relative to the case 43. 4
5 is a bolt for fixing the rotor 44 to the camshaft 19. Reference numeral 46 denotes a chip seal interposed between the case 43 and the rotor 44.
6 prevents oil from moving between the hydraulic chambers separated by the case 43 and the rotor 44. Reference numeral 47 denotes a spring disposed between the case 43 and the tip seal 46. The spring 47 is formed of a leaf spring that presses the tip seal 46 against the rotor 44. 48 is a cover fixed to the case 43, and 49 is a bolt for fastening the housing 42, the case 43 and the cover 48 together. Reference numeral 50 denotes a pin for positioning the rotor 44 and the camshaft 19.

In the figure, 55 is a concave portion (engaging hole) provided in the housing 42, and 56 is slidably built in one vane of the rotor 44, and engages or engages with the concave portion 55 of the housing 42. A plunger (locking member) that detaches, 57 is a spring (biasing member) that presses the plunger 56 in the engaging direction, and 59 is a device that discharges oil accumulated in the non-engaging side space of the plunger 56. It is a drain passage. The plunger 56 is connected to the spring 5
7, the engagement with the concave portion 55 of the housing 42 is released. Although not shown, a hydraulic passage 58 for releasing the engagement is provided. Reference numeral 59 denotes an air hole for communicating the atmosphere with the anti-engagement side space of the plunger 56 disposed in the rotor 44, and facilitates a change in volume of the anti-engagement side space due to engagement or release of the plunger 56. It is provided in order to.

In the figure, reference numeral 62 denotes a first oil passage provided in the intake camshaft 19 and the housing 42. The first oil passage 62 forms a hydraulic suction / discharge passage for operating the rotor 44 in the advance direction. , Advanced hydraulic chambers 70 and 7 described later
0a. Reference numeral 63 denotes a second oil passage provided in the intake camshaft 19 and the rotor 44.
Numeral 3 forms a hydraulic suction / discharge passage for operating the rotor 44 in the retard direction, and communicates with retard hydraulic chambers 71 and 71a described later.

Next, the configuration of an oil control valve (hereinafter referred to as OCV) 80 for controlling the pressure of the hydraulic oil supplied to the actuator 40 configured as described above in FIG. 2 will be described. 81 is a housing of the OCV 80 (hereinafter referred to as a valve housing), 82 is a spool that slides in the valve timing 81, 83 is a spring that biases the spool 82 in one direction, and 84 is a spool that resists the biasing force of the spring 83. 85 is a supply port formed in the valve housing 81, 86 is an A port formed in the valve housing 81, and 87 is a B port formed in the valve housing 81.
Ports 88a and 88b are valve housings 81
The drain port 88 is formed at the drain port 88.
a, a common drain line connected to 88b, 89 is a first line connecting the first oil line 62 and the A port 86, 90 is a second line connecting the second oil line 63 and the B port 87 Conduit, 9
1 is an oil pan, 92 is an oil pump, 93 is an oil filter.

Here, the oil pump 92 has a suction side communicating with an oil pan 91 and a discharge side connected to a supply port 85 via an oil filter 93. A drain pipe 88 is connected inside the oil pan 91.

In the above, the oil pan 91, the oil pump 92 and the oil filter 93 constitute a lubricating device for lubricating various parts of the engine 1 and, together with the OCV 80, constitute a hydraulic oil supply device to the actuator 40. I have.

FIG. 4 shows a cross section YY in FIG. 3 showing an actuator portion of the hydraulic valve timing variable device according to Embodiment 1 of the present invention. Here, 43a
Is a plurality of shoes protruding inside the inner wall surface of the case 43; 44a constitutes a central shaft portion of the rotor 44; a boss into which the camshaft 19 is inserted and fixed at one end; and 44b a boss 44a The first vane, which protrudes from the outer periphery of the
Reference numeral 4c denotes a plurality of second vanes similarly protruding from the outer periphery of the boss 44a. 70 is an advanced hydraulic chamber formed between the shoe 43a provided on the case 43 and the first vane 44b of the rotor 44, and 71 is the first advanced hydraulic chamber of the shoe 43a and the rotor 44 provided on the case 43. This is a retard hydraulic chamber formed between the vane 44b and a similar advance hydraulic chamber 7.
0a and a plurality of retard angle hydraulic chambers 71a are respectively formed.

The first vane 44b is disposed so as to protrude from the outer periphery of the boss 44a of the rotor 44, and is provided with a second vane 44b.
The space 70 is formed to be wider in the circumferential direction than that of FIG. c, and has a front end portion of the first vane 44b facing the inner wall surface of the case 43.
z and 71z. Note that the space 70z shares the space of the first advance hydraulic chamber 70, and
z shares the space of the first retard hydraulic chamber 71.

FIG. 5 is a sectional view for explaining the oil flow in the hydraulic chamber when the hydraulic pressure is supplied. For example, oil pressure is supplied to the second oil passage 63 by the OCV 80,
When the rotor 44 rotates to the retard side, the first retard hydraulic chamber 7
The oil flow in 1 is generally in the state of the thick arrow in the figure, and circulates in the direction of the arrow in the space 71z formed by the cutout of the first vane 44b. Similarly, also when the rotor 44 rotates to the advance side, since the circulation occurs in the space 70z formed by the cutout portion of the first vane, the accumulation of oil is reduced.

According to the first embodiment described above, foreign matter such as sludge contained in oil is removed from the case 4 as in the prior art.
It is difficult to accumulate in the narrow gap between the sliding surface of the rotor 3 and the first vane 44b of the rotor 44, and it is possible to prevent the plunger 56 housed in the first vane 44b from sliding into the sliding gap. For this reason, it is possible to prevent the rotation property of the rotor 44 from being deteriorated. Furthermore, since the weight of the first vane 44b can be reduced by an amount corresponding to the cutout of both shoulders, it is also possible to reduce the imbalance of the rotor.

Embodiment 2 FIG. FIG. 6 is a view for explaining another embodiment of the variable valve timing apparatus for an internal combustion engine according to the second embodiment. 44b is a rotor 4 in the figure.
Reference numeral 44c denotes a first vane protrudingly arranged on the outer periphery of the boss 44a, and reference numeral 44c denotes second vanes similarly protrudingly arranged at a plurality of locations on the outer periphery of the boss 44a of the rotor 44. L1 in the figure
Is the case 43 at the end of the first vane 44b.
L2 indicates the circumferential length of the facing surface facing the case 43 at the tip of the second vane 44c. In the present embodiment, L2 indicates the circumferential length of the facing surface facing the case 43.
The circumferential length L1 of the first vane and the circumferential length L2 of the second vane are set substantially equal.

According to the second embodiment described above, the circumferential length of the narrow gap between the sliding surface of the case 43 and the first vane 44b of the rotor 44 is the sliding distance between the case 43 and the second vane 44c of the rotor 44. Since the circumferential length of the narrow gap on the moving surface is substantially the same, foreign matter such as sludge contained in oil can be removed from the case 43 and the first vane 44b of the rotor 44 without sacrificing oil leakage from the gap. And the plunger 56 slidably accommodated in the first vane 44b can be prevented from entering the sliding gap. Deterioration can be prevented.

Embodiment 3 FIG. FIG. 7 is a schematic characteristic diagram for explaining another embodiment of the variable valve timing device for an internal combustion engine according to the second embodiment. In the figure, the horizontal axis represents the urging force of the spring member for urging the seal member, and the vertical axis represents the amount of leakage between the hydraulic chambers and the rotation angle of the rotor per second, that is, the rotation speed of the rotor, with each urging force. ing. Further, in the figure, the solid line indicates the biasing force and the tendency of the rotation speed of the rotor, and the broken line similarly indicates the biasing force and the tendency of leakage between the hydraulic chambers. As is clear from the schematic characteristic diagram, when the urging force is too small, the rotation speed decreases due to an increase in leakage. On the other hand, when the urging force is too large, the leakage amount decreases. , The sliding resistance tends to increase, and as a result, the rotational speed tends to decrease. Therefore, as is apparent from the figure, it is most practical to set the biasing force within the range of 100 to 500 grams.

According to the third embodiment described above, the balance between the leakage between the hydraulic chambers and the frictional resistance of the seal member is maximized by setting the urging force of the seal member within the range of 100 to 500 grams. Good, best rotational speed can be obtained.

According to each of the above embodiments, the rotor 44
The first vane 4 protruding from the outer periphery of the boss 44a
4b is formed wider than the second vane 44c in the circumferential direction, and both ends of the first vane 44b in the circumferential direction are cut off in a predetermined range, so that the space 70z having a substantially wedge-shaped cross section is provided. Since 71z is formed and circulation of oil occurs in the spaces 70z and 71z, accumulation of foreign matter such as sludge contained in oil can be prevented, and foreign matter can be prevented from entering the sliding gap of the plunger 56. This has the effect of preventing the deterioration of the rotation of the rotor 44 and the deterioration of the operability of the plunger 56. Furthermore, the first vane 44b can be reduced in weight by reducing the weight of the first vane 44b by cutting off both shoulders in the circumferential direction at the tip end of the first vane 44b in a predetermined range, thereby reducing the unbalance amount of the rotor 44. can do.

The circumferential length L1 of the surface facing the case 43 at the tip of the first vane 44b is substantially equal to the circumferential length L2 of the surface facing the case 43 at the tip of the second vane. With this setting, it is possible to prevent deterioration of the rotation property of the rotor 44 due to accumulation of foreign substances such as sludge contained in oil without sacrificing oil leakage from the gaps between the first and second vane tips. it can.

Further, by setting the urging force of the seal member within a predetermined range, it is possible to obtain the best rotational speed in consideration of the balance between the sliding resistance of the seal member and oil leakage from the seal member.

[0037]

According to the present invention, the shoulder of the roller is cut off, so that the circulation of oil can be generated when the rotor rotates, and the accumulation of foreign matter such as sludge can be prevented.

[Brief description of the drawings]

FIG. 1 is a schematic sectional view showing a gasoline engine system provided with a hydraulic valve timing adjusting device according to Embodiment 1 of the present invention.

FIG. 2 is a sectional view showing a hydraulic valve timing adjusting device according to Embodiment 1 of the present invention.

FIG. 3 is an axial sectional view of an actuator used in the hydraulic valve timing adjusting device according to the first embodiment of the present invention.

FIG. 4 is a sectional view taken along the line YY in FIG. 3;

FIG. 5 is a cross-sectional view for explaining an oil flow of an actuator used in the hydraulic valve timing adjusting device according to the first embodiment of the present invention.

FIG. 6 is a cross-sectional view for explaining the relationship between the length in the circumferential direction of the vane tip of an actuator used in a hydraulic valve timing adjusting device according to Embodiment 2 of the present invention.

FIG. 7 is a schematic characteristic diagram for explaining a relationship between an urging force of a seal member and an actuator characteristic used in a hydraulic valve timing adjusting device according to a third embodiment of the present invention.

[Description of Signs] 40: actuator, 42: housing, 43: case, 44: rotor, 48: cover.

 ────────────────────────────────────────────────── ─── Continued on the front page (72) Inventor Hiroaki Matsuzawa 2-3-2 Marunouchi, Chiyoda-ku, Tokyo F-term in Mitsubishi Electric Corporation (reference) 3G016 AA08 AA19 BA22 BA23 CA13 CA17 CA24 CA27 CA29 CA33 CA36 CA48 CA51 CA59 DA06 DA22 EA12 GA00 3H081 AA28 BB02 CC23 HH07

Claims (3)

[Claims] 1. A hydraulic valve timing device provided in a driving force transmission system for transmitting driving force to a camshaft, comprising a gear on an outer periphery and a shoe portion for forming a hydraulic chamber on an inner periphery. A case member, a rotor member fixed to the camshaft, and a plurality of rotor members provided on an outer periphery of the rotor member so as to form a hydraulic chamber. And a housing member provided on a camshaft-side surface of the case member and the rotor member, the case member and the rotor rotating relative to the camshaft. A valve timing adjusting device for an internal combustion engine, comprising: a cover member provided on a side opposite to a camshaft of the member. 2. A hydraulic valve timing device provided in a driving force transmission system for transmitting a driving force to a camshaft, comprising a gear on an outer periphery and a shoe portion for forming a hydraulic chamber on an inner periphery. A case member; a rotor member fixed to the camshaft; and a plurality of vanes provided with a plurality of hydraulic chambers on the outer periphery of the rotor member, wherein at least one of the plurality of vanes has a different shape from the others. A housing member that rotates relative to a camshaft and is provided on a camshaft-side surface of the case member and the rotor member; and a cover member that is provided on an opposite side of the camshaft-side of the case member and the rotor member. A valve timing adjusting device for an internal combustion engine, wherein a circumferential length of a tip end portion of a vane having a shape different from that of another vane is the same. 3. A resin sealing member provided at a tip end of a shoe of a case member or a tip end of a vane of a rotor member;
The valve timing adjusting device for an internal combustion engine according to claim 1 or 2, further comprising a spring member set to be urged by an urging force within a range of grams.