JP2003328708A - Valve timing control device for internal combustion engine - Google Patents
Valve timing control device for internal combustion engineInfo
- Publication number
- JP2003328708A JP2003328708A JP2003168619A JP2003168619A JP2003328708A JP 2003328708 A JP2003328708 A JP 2003328708A JP 2003168619 A JP2003168619 A JP 2003168619A JP 2003168619 A JP2003168619 A JP 2003168619A JP 2003328708 A JP2003328708 A JP 2003328708A
- Authority
- JP
- Japan
- Prior art keywords
- lock
- lock pin
- diameter portion
- pin
- hole
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
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- Valve Device For Special Equipments (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、内燃機関の吸気弁
や排気弁の開閉タイミングを運転状態に応じて制御する
バルブタイミング制御装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a valve timing control device for controlling opening / closing timings of an intake valve and an exhaust valve of an internal combustion engine according to operating conditions.
【０００２】[0002]
【従来の技術】内燃機関のクランクシャフトと同期回転
するタイミングプーリやチェーンスプロケット等の駆動
力伝達部材と、外周に駆動カムを有するカムシャフトと
の組付角を回動操作することにより、機関弁（吸気弁ま
たは排気弁）の開閉タイミングを可変制御するバルブタ
イミング制御装置が従来より案出されている（特許文献
１参照）。2. Description of the Related Art An engine valve is operated by rotating a mounting angle of a driving force transmitting member such as a timing pulley or a chain sprocket that rotates in synchronization with a crankshaft of an internal combustion engine and a camshaft having a driving cam on the outer circumference. A valve timing control device that variably controls the opening / closing timing of an intake valve or an exhaust valve has been devised (see Patent Document 1).
【０００３】この公報に記載のバルブタイミング制御装
置は、駆動力伝達部材側のハウジングの内部に、カムシ
ャフトの端部に一体に取り付けられたベーンロータを収
容配置すると共に、前記ハウジングの内部に進角室と遅
角室を設け、この各室に選択的に油圧を給排することに
よってベーンロータをハウジングに対して相対回動さ
せ、それにより駆動力伝達部材とカムシャフトとの回転
位相を変化させて機関弁の開閉タイミングを変更する基
本構成となっている。In the valve timing control device described in this publication, a vane rotor integrally attached to an end of a camshaft is housed and arranged inside a housing on the side of a driving force transmitting member, and an advance angle is provided inside the housing. Chambers and retard chambers are provided, and the vane rotor is rotated relative to the housing by selectively supplying and discharging hydraulic pressure to and from each chamber, thereby changing the rotational phase of the driving force transmission member and the camshaft. It has a basic configuration that changes the opening and closing timing of the engine valve.
【０００４】また、機関の始動性を良好にするために
は、吸気弁と排気弁の所謂オーバーラップを小さくする
必要があるため、このバルブタイミング制御装置の場
合、機関停止時に前記オーバーラップが最小になる側
（吸気弁にあっては最遅角側、排気弁にあっては最進角
側）においてベーンロータとハウジングを機械的にロッ
クするロック機構が設けられている。Further, in order to improve the startability of the engine, it is necessary to reduce the so-called overlap between the intake valve and the exhaust valve. Therefore, in the case of this valve timing control device, the overlap is minimized when the engine is stopped. A lock mechanism that mechanically locks the vane rotor and the housing is provided on the side of (the most retarded side for the intake valve and the most advanced side for the exhaust valve).
【０００５】即ち、この装置にあっては、図５に示すよ
うに、ベーンロータ１の羽根部にロックピン２が進退自
在に設けられ、このロックピン２がスプリング３によっ
て突出方向に付勢される一方で、初期位置（吸気弁と排
気弁のオーバーラップが最小となる位置）において、こ
のロックピン２が嵌合されるべくロック穴４がハウジン
グ５側に設けられている。したがって、機関の停止時に
ベーンロータ１が初期位置に戻されると、ロックピン２
がスプリング３の付勢力を受けて突出し、その先端部が
ロック穴４に嵌合される。That is, in this device, as shown in FIG. 5, a lock pin 2 is provided on a vane portion of a vane rotor 1 so as to be movable back and forth, and the lock pin 2 is biased in a protruding direction by a spring 3. On the other hand, in the initial position (position where the overlap between the intake valve and the exhaust valve is minimum), the lock hole 4 is provided on the housing 5 side so that the lock pin 2 can be fitted therein. Therefore, when the vane rotor 1 is returned to the initial position when the engine is stopped, the lock pin 2
Receives the urging force of the spring 3 and projects, and the tip end thereof is fitted into the lock hole 4.
【０００６】また、この装置は、機関始動後にロック機
構のロックを解除するために、進角室と遅角室の両油圧
をロックピン２に作用させるロック解除機構を採用して
いる。即ち、ベーンロータ１側でロックピン２を収容す
べくピン孔６は、小径孔６ａと大径孔６ｂを有する二段
孔形状とされ、ロックピン２は、小径孔６内を入出する
先端側の小径部２ａと、この小径部２ａに対してフラン
ジ状に拡径し、大径孔６ｂ内に収容される基端側の大径
部２ｂとを有している。そして、ハウジング５側のロッ
ク穴４の底部には進角室と遅角室のうちの一方側の油圧
が供給され、ピン孔６の大径孔６ｂと小径孔６ａの間の
段差面と、ロックピン２側の大径部２ｂとの間に形成さ
れた環状空間７には、進角室と遅角室のうちの他方側の
油圧が供給されるようになっている。したがって、ロッ
クピン２がロック穴４に嵌合された状態（ロック状態）
において、進角室と遅角室の一方側の作動油の圧力が高
まると、その圧力がスプリング３の力に抗してロックピ
ン２を後退させるように作用する。Further, this device employs a lock release mechanism that applies both hydraulic pressures of the advance chamber and the retard chamber to the lock pin 2 in order to release the lock of the lock mechanism after the engine is started. That is, in order to accommodate the lock pin 2 on the vane rotor 1 side, the pin hole 6 has a two-step hole shape having a small diameter hole 6 a and a large diameter hole 6 b, and the lock pin 2 is located at the tip end side that enters and exits the small diameter hole 6. It has a small-diameter portion 2a and a large-diameter portion 2b on the base end side that expands in a flange shape with respect to the small-diameter portion 2a and is accommodated in the large-diameter hole 6b. Then, the hydraulic pressure of one of the advance chamber and the retard chamber is supplied to the bottom of the lock hole 4 on the housing 5 side, and the step surface between the large diameter hole 6b and the small diameter hole 6a of the pin hole 6 is formed. The annular space 7 formed between the lock pin 2 and the large diameter portion 2b is supplied with the hydraulic pressure on the other side of the advance chamber and the retard chamber. Therefore, the state in which the lock pin 2 is fitted in the lock hole 4 (lock state)
When the pressure of the hydraulic oil on one side of the advance chamber and the retard chamber increases, the pressure acts against the force of the spring 3 to retract the lock pin 2.
【０００７】[0007]
【特許文献１】特開平１０-１１０６０３号公報[Patent Document 1] Japanese Patent Laid-Open No. 10-110603
【０００８】[0008]
【発明が解決しようとする課題】ところで、この従来の
バルブタイミング制御装置においては、ベーンロータ１
とハウジング５の相対回動位置が初期位置に達したとき
にロックピン２がロック穴４に確実に嵌合できるように
しなければならないが、初期位置でピン孔６とロック穴
４の軸心位置が完全に合致するように製造することは実
際上難しい。つまり、初期位置でピン孔６とロック穴４
の軸心位置を合致させるためには、ハウジング５とベー
ンロータ１の製造精度や組付精度を高め、さらにピン孔
６やロック穴４の加工精度等もすべて同様に高めなけれ
ばならず、このようなことは現在の技術においては実際
上不可能である。このため、従来においては、ロックピ
ン２の小径部２ａと大径部２ｂに対してピン孔６の小径
孔６ａと大径孔６ｂを大きめに形成しておき、ロックピ
ン２とピン孔６の間に設けられたクリアランスｄによっ
てピン孔６とロック穴４の軸心の位置ずれを吸収できる
ようにしている。By the way, in this conventional valve timing control device, the vane rotor 1 is used.
It is necessary to ensure that the lock pin 2 can be fitted into the lock hole 4 when the relative rotational position of the housing 5 and the relative rotation position of the housing 5 reaches the initial position. Are practically difficult to manufacture. That is, at the initial position, the pin hole 6 and the lock hole 4
In order to match the axial center positions of the housing 5 and the vane rotor 1, the manufacturing accuracy and the mounting accuracy of the housing 5 and the processing accuracy of the pin hole 6 and the lock hole 4 must be similarly improved. That is practically impossible with current technology. For this reason, conventionally, the small diameter hole 6a and the large diameter hole 6b of the pin hole 6 are formed larger than the small diameter portion 2a and the large diameter portion 2b of the lock pin 2 so that the lock pin 2 and the pin hole 6 can be made larger. The clearance d provided between the pin holes 6 and the lock hole 4 can absorb the positional deviation of the shaft center.
【０００９】しかし、この従来のバルブタイミング制御
装置の場合、ロックピン２とピン孔６について小径部２
ａと小径孔６ａ、大径部２ｂと大径孔６ｂの各間に同様
のクリアランスｄを設けるようにしているため、図５に
一部拡大して示すように、ロックピン２がロック穴６に
傾いた状態で嵌合しているときにロックピン２に解除油
圧が作用すると、ロックピン２の大径部２ｂがコーナの
エッジＥ部分でピン孔６（大径孔６ｂ）の内面に引っ掛
かり、ロックピン２のスムーズな抜けが阻害されてしま
う。However, in this conventional valve timing control device, the lock pin 2 and the pin hole 6 have a small diameter portion 2
Since a similar clearance d is provided between a and the small diameter hole 6a and between the large diameter portion 2b and the large diameter hole 6b, as shown in a partially enlarged view of FIG. When the release hydraulic pressure is applied to the lock pin 2 when the lock pin 2 is fitted in an inclined state, the large diameter portion 2b of the lock pin 2 is caught on the inner surface of the pin hole 6 (large diameter hole 6b) at the edge E of the corner. , The smooth removal of the lock pin 2 is hindered.
【００１０】そこで本発明は、初期位置でのロックピン
とロック穴の確実な嵌合と、スムーズなロック解除を実
現できるようにして、初期位置でのベーンロータのばた
つき防止と、位相変更の円滑化を図ることのできる内燃
機関のバルブタイミング制御装置を提供しようとするも
のである。Therefore, according to the present invention, the lock pin and the lock hole can be securely fitted to each other at the initial position, and the lock can be smoothly released to prevent the vane rotor from fluttering at the initial position and facilitate the phase change. An object of the present invention is to provide a valve timing control device for an internal combustion engine that can be achieved.
【００１１】[0011]
【課題を解決するための手段】上述した課題を解決する
ための手段として、請求項１に記載の発明は、内燃機関
のクランクシャフトによって駆動される駆動力伝達部材
と、外周に機関弁を作動させるための駆動カムを有する
一方で前記駆動力伝達部材が必要に応じて相対回動でき
るように組み付けられ、前記駆動力伝達部材から動力を
伝達されて従動回転するカムシャフトと、前記駆動力伝
達部材と前記カムシャフトのいずれか一方と一体化され
て回転するハウジングと、このハウジング内に収容さ
れ、前記駆動力伝達部材とカムシャフトの他方と一体化
されて回転するベーンロータと、前記ハウジング内に設
けられ、油圧によって前記ベーンロータを回動させる進
角室及び遅角室と、この進角室及び遅角室に選択的に油
圧を給排する油圧給排手段と、前記ベーンロータとハウ
ジングの一方側に設けられたピン孔にロックピンが出没
自在に収容され、このロックピンの円錐状の先端部が前
記ベーンロータとハウジングの他方側に設けられたテー
パ面を有するロック穴に嵌合することによって、ベーン
ロータとハウジングの相対回動位置をロックするロック
機構と、前記ロックピンの受圧面に進角室または遅角室
の油圧を作用させてロック穴に対するロックピンの嵌合
を解除するロック解除機構とを備え、前記ピン孔は、ロ
ックピンが入出する先端側に対して基端側が拡径して形
成され、ロックピンは、前記ロック穴側に位置される先
端側の小径部と、この小径部に対して段差状に拡径する
基端側の大径部とを有し、前記小径部の先端側の面と大
径部の小径部寄りの段差面が夫々進角室と遅角室の各一
方の油圧を受ける受圧面とされた内燃機関のバルブタイ
ミング制御装置において、前記ロックピンの大径部とピ
ン孔の間のクリアランスを、小径部とピン孔の間のクリ
アランスよりも大きく設定するようにした。As a means for solving the above-mentioned problems, the invention according to claim 1 is to drive a driving force transmitting member driven by a crankshaft of an internal combustion engine and to operate an engine valve on the outer periphery. A drive shaft for driving the driving force transmitting member, the driving force transmitting member being assembled so as to be relatively rotatable as necessary, and the driving force transmitting member transmits power to rotate the driven shaft, and the driving force transmitting member. A housing that rotates integrally with any one of the member and the cam shaft; a vane rotor that is housed in the housing and rotates integrally with the other of the driving force transmitting member and the cam shaft; An advance chamber and a retard chamber for rotating the vane rotor by hydraulic pressure, and a hydraulic pressure supply for selectively supplying and exhausting the hydraulic pressure to and from the advance chamber and the retard chamber. And a lock pin is retractably housed in a pin hole provided on one side of the vane rotor and the housing, and a conical tip end portion of the lock pin forms a tapered surface provided on the other side of the vane rotor and the housing. A lock mechanism that locks the relative rotation position of the vane rotor and the housing by fitting the lock pin into the lock hole, and a lock pin to the lock hole by applying the hydraulic pressure of the advance chamber or the retard chamber to the pressure receiving surface of the lock pin. And a lock releasing mechanism for releasing the fitting of the lock pin. The pin hole is formed such that the base end side is enlarged in diameter with respect to the tip end side into which the lock pin enters and exits, and the lock pin is positioned on the lock hole side. It has a small-diameter portion on the tip side and a large-diameter portion on the base end side that expands in a stepwise manner with respect to this small-diameter portion. Are advanced In the valve timing control device of the internal combustion engine, which has a pressure receiving surface for receiving the hydraulic pressure of each of the lock chamber and the retard chamber, the clearance between the large diameter portion and the pin hole of the lock pin is set to the clearance between the small diameter portion and the pin hole. I tried to set it larger than.
【００１２】また、請求項２に記載の発明は、内燃機関
のクランクシャフトによって駆動される駆動力伝達部材
と、外周に機関弁を作動させるための駆動カムを有する
一方で前記駆動力伝達部材が必要に応じて相対回動でき
るように組み付けられ、前記駆動力伝達部材から動力を
伝達されて従動回転するカムシャフトと、前記駆動力伝
達部材と前記カムシャフトのいずれか一方と一体化され
て回転するハウジングと、このハウジング内に収容さ
れ、前記駆動力伝達部材とカムシャフトの他方と一体化
されて回転するベーンロータと、前記ハウジング内に設
けられ、油圧によって前記ベーンロータを回動させる進
角室及び遅角室と、この進角室及び遅角室に選択的に油
圧を給排する油圧給排手段と、前記ベーンロータとハウ
ジングの一方側に設けられたピン孔にロックピンが出没
自在に収容され、このロックピンの円錐状の先端部が前
記ベーンロータとハウジングの他方側に設けられたテー
パ面を有するロック穴に嵌合することによって、ベーン
ロータとハウジングの相対回動位置をロックするロック
機構と、前記ロックピンの受圧面に進角室または遅角室
の油圧を作用させてロック穴に対するロックピンの嵌合
を解除するロック解除機構とを備え、前記ピン孔は、ロ
ックピンが入出する先端側に対して基端側が拡径して形
成され、ロックピンは、前記ロック穴側に位置される先
端側の小径部と、この小径部に対して段差状に拡径する
基端側の大径部とを有し、前記小径部の先端側の面と大
径部の小径部寄りの段差面が夫々進角室と遅角室の各一
方の油圧を受ける受圧面とされた内燃機関のバルブタイ
ミング制御装置において、前記ロックピンが傾いた状態
でロックピンの小径部がピン孔の小径部分に接触し、ロ
ックピンの大径部はピン孔の大径部分と非接触になるよ
うにした。Further, the invention according to claim 2 has a driving force transmitting member driven by a crankshaft of an internal combustion engine and a driving cam for operating an engine valve on the outer periphery, while the driving force transmitting member is A cam shaft that is assembled so as to be relatively rotatable as needed, and rotates by being driven by the drive force transmitting member to transmit power, and is rotated integrally with any one of the drive force transmitting member and the cam shaft. A housing, a vane rotor housed in the housing and rotating integrally with the other of the driving force transmitting member and the camshaft, an advance chamber provided in the housing and rotating the vane rotor by hydraulic pressure, and A retard chamber, hydraulic supply / discharge means for selectively supplying / discharging hydraulic pressure to / from the advance chamber and the retard chamber, and the vane rotor and the one side of the housing. The lock pin is retractably housed in the pin hole provided, and the conical tip end of the lock pin is fitted into the lock hole having the tapered surface provided on the other side of the vane rotor and the housing, so that the vane rotor and A lock mechanism that locks the relative rotational position of the housing, and a lock release mechanism that releases the fitting of the lock pin into the lock hole by applying the hydraulic pressure of the advance chamber or the retard chamber to the pressure receiving surface of the lock pin The pin hole is formed such that the base end side is expanded in diameter with respect to the tip end side into and out of which the lock pin enters and exits, and the lock pin has a small diameter portion on the tip end side located on the lock hole side and Has a large diameter portion on the base end side that expands in a stepwise manner, and the surface on the tip side of the small diameter portion and the step surface near the small diameter portion of the large diameter portion are respectively in the advance chamber and the retard chamber. Internal combustion as a pressure receiving surface for receiving the hydraulic pressure of In the valve timing control device of Seki, the small diameter part of the lock pin contacts the small diameter part of the pin hole and the large diameter part of the lock pin does not contact the large diameter part of the pin hole when the lock pin is tilted. I chose
【００１３】請求項３に記載の発明は、請求項２の発明
において、前記ロックピンの大径部とピン孔の間のクリ
アランスを、小径部とピン孔の間のクリアランスよりも
大きく設定するようにした。According to the invention of claim 3, in the invention of claim 2, the clearance between the large diameter portion of the lock pin and the pin hole is set to be larger than the clearance between the small diameter portion and the pin hole. I chose
【００１４】この出願の発明の場合、ロックピンがロッ
ク穴に傾いた状態で嵌合し、その状態からロックピンに
解除油圧が作用すると、ロックピンの小径部がピン孔の
小径孔部分に接触し、ロックピンのスムーズな抜けが阻
害されることがなくなる。したがって、この発明によれ
ば、ロックピンとピン孔の間にクリアランスを持たせる
ことによってロックピンとロック穴の確実な嵌合を実現
しつつ、ロック解除時のロックピンの円滑、かつ確実な
作動を得ることができる。In the case of the invention of this application, when the lock pin is fitted into the lock hole in a tilted state and the releasing hydraulic pressure acts on the lock pin from that state, the small diameter portion of the lock pin contacts the small diameter hole portion of the pin hole. However, the smooth removal of the lock pin is not hindered. Therefore, according to the present invention, by providing a clearance between the lock pin and the pin hole, the lock pin and the lock hole can be securely fitted together, and the lock pin can be smoothly and reliably operated when unlocked. be able to.
【００１５】[0015]
【発明の実施の形態】次に、本発明の実施の形態を図面
に基づいて説明する。DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, embodiments of the present invention will be described with reference to the drawings.
【００１６】図１〜図３は、本発明の第１の実施形態を
示すものであり、図１において、１１は、内燃機関のカ
ムシャフトである。このカムシャフト１１はシリンダヘ
ッド１２に回転自在に支持されると共に、その基幹部外
周に機関弁である吸気弁を開閉するための図外の駆動カ
ムが設けられている。本発明にかかるバルブタイミング
制御装置１０はこのカムシャフト１１の前端部側に設け
られている。1 to 3 show a first embodiment of the present invention. In FIG. 1, 11 is a camshaft of an internal combustion engine. The cam shaft 11 is rotatably supported by the cylinder head 12, and a drive cam (not shown) for opening and closing an intake valve, which is an engine valve, is provided on the outer periphery of a main portion of the cam shaft 11. The valve timing control device 10 according to the present invention is provided on the front end side of the camshaft 11.
【００１７】バルブタイミング制御装置１０は、図外の
タイミングチェーン等を解して内燃機関のクランクシャ
フト（図示せず。）によって回転駆動される駆動力伝達
部材としてのチェーンスプロケット１３と、このチェー
ンスプロケット１３が一体に形成されたハウジング１４
と、一端部にこのハウジング１４が必要に応じて回転で
きるように組み付けられる前記カムシャフト１１と、こ
のカムシャフト１１の一端にカムボルト１５によって一
体に結合され前記ハウジング１４の内部に回動自在に収
容されたベーンロータ１６と、このベーンロータ１６を
内燃機関の運転状態に応じて油圧によって正逆回転させ
る油圧給排手段１７と、機関の始動時等にハウジング１
４とベーンロータ１６の相対回動を規制するロック機構
１８と、このロック機構１８のロックを解除するロック
解除機構２３とを備えている。The valve timing control device 10 includes a chain sprocket 13 as a driving force transmitting member which is driven by a crankshaft (not shown) of an internal combustion engine by unillustrating a timing chain and the like, and the chain sprocket. A housing 14 in which 13 is integrally formed
And a cam shaft 11 assembled to one end of the housing 14 so that the housing 14 can rotate as necessary, and a cam bolt 15 integrally coupled to one end of the cam shaft 11 to rotatably accommodate the housing inside the housing 14. The vane rotor 16 and the hydraulic supply / discharge means 17 for rotating the vane rotor 16 forward and backward by hydraulic pressure according to the operating state of the internal combustion engine, and the housing 1 when the engine is started.
A lock mechanism 18 for restricting relative rotation of the vane rotor 16 and the lock mechanism 18 for unlocking the lock mechanism 18 is provided.
【００１８】前記ハウジング１４は、略円筒状のハウジ
ング本体１９と、このハウジング本体１９の前後の端面
にボルトによって結合されたフロントカバー２０及びリ
アカバー２１とを備えており、ハウジング本体１９の内
周面には、図２に示すように、９０°間隔で断面台形状
の仕切壁２２が４つ突設されている。The housing 14 is provided with a substantially cylindrical housing body 19, and a front cover 20 and a rear cover 21 connected to the front and rear end surfaces of the housing body 19 with bolts. As shown in FIG. 2, four partition walls 22 each having a trapezoidal cross section are projected at 90 ° intervals.
【００１９】一方、前記ベーンロータ１６は、カムシャ
フト１１の前端部にカムボルト１５によって結合される
略円柱状の胴部２４と、この胴部２４の外周面に９０°
間隔で放射状に突設された４つの羽根部２５を備えてお
り、胴部２４はハウジング１４の軸心位置に配置され、
各羽根部２５はハウジング１４の隣接する仕切壁２２，
２２間に配置されている。そして、ベーンロータ１６の
各羽根部２５の一方側の側面とそれに対峙する仕切壁２
２の間は進角室２６とされ、各羽根部２５の他方側の側
面とそれに対峙する仕切壁２２の間は遅角室２７とされ
ている。したがって、この装置においては進角室２６と
遅角室２７の対が計４組設けられている。尚、各羽根部
２５と仕切壁２２の先端部には、ばね付勢されたシール
部材２８が夫々装着され、隣接する室２６，２７間の液
密が図られている。On the other hand, the vane rotor 16 has a substantially cylindrical body portion 24 connected to the front end portion of the cam shaft 11 by the cam bolt 15, and 90 ° on the outer peripheral surface of the body portion 24.
It is provided with four blade portions 25 that are radially provided at intervals, and the body portion 24 is arranged at the axial center position of the housing 14,
Each of the blades 25 has a partition wall 22 adjacent to the housing 14,
It is arranged between 22. Then, one side surface of each vane portion 25 of the vane rotor 16 and the partition wall 2 facing the side surface
The space between 2 is an advance chamber 26, and the space between the other side surface of each blade 25 and the partition wall 22 facing it is a retard chamber 27. Therefore, in this apparatus, a total of four pairs of the advance chamber 26 and the retard chamber 27 are provided. A spring-biased seal member 28 is attached to each of the blades 25 and the tip of the partition wall 22 to ensure liquid-tightness between the adjacent chambers 26 and 27.
【００２０】また、ベーンロータ１６の胴部２４の前端
面の中央には接続穴２９が形成され、この接続穴２９の
底部には、ベーンロータ１６をカムシャフト１１に結合
するための前記カムボルト２３の頭部が配置されてい
る。さらに、接続穴２９の内周面には前記各進角室２６
に連通する第１の径方向孔３０の端部と、各遅角室２７
に連通する第２の径方向孔３１の端部が夫々開口してい
る。A connecting hole 29 is formed in the center of the front end surface of the body portion 24 of the vane rotor 16, and the head of the cam bolt 23 for connecting the vane rotor 16 to the camshaft 11 is formed at the bottom of the connecting hole 29. Parts are arranged. Further, the advance chambers 26 are formed on the inner peripheral surface of the connection hole 29.
End of the first radial hole 30 that communicates with each of the retard chambers 27.
The end portions of the second radial holes 31 that communicate with each other are open.
【００２１】そして、前記ベーンロータ１６の接続穴２
９には、シリンダヘッド１２の前端側に取り付けられた
ＶＴＣカバー３２の円柱状の給排通路軸３３が相対回転
可能に嵌挿されており、この給排通路軸３３を通して進
角室２６と遅角室２７に対する作動油の給排が行われる
ようになっている。Then, the connection hole 2 of the vane rotor 16
A cylindrical supply / exhaust passage shaft 33 of a VTC cover 32 attached to the front end side of the cylinder head 12 is rotatably fitted in the shaft 9 and is connected to the advance chamber 26 through the supply / exhaust passage shaft 33. The hydraulic oil is supplied to and discharged from the corner chamber 27.
【００２２】油圧給排手段１７は、図１に示すように、
給排通路軸３３の内部通路と第１の径方向孔３０を通し
て進角室２６に油圧を給排する第１油圧通路３４と、給
排通路軸３３の別の内部通路と第２の径方向孔３１を通
して遅角室２７に油圧を給排する第２油圧通路３５の２
系統の油圧通路を有し、この両油圧通路３４，３５に
は、供給通路３６とドレン通路３７が夫々流路切換用の
電磁切換弁３８を介して接続されている。尚、図中３９
はオイルパンを示し、４０はオイルポンプ、４１はコン
トローラを示す。また、このコントローラ４１には、カ
ムシャフト１１とクランクシャフトの回転信号の他、負
荷や温度などの機関の運転状態を示す各種信号が入力さ
れるようになっている。The hydraulic pressure supply / discharge means 17 is, as shown in FIG.
A first hydraulic passage 34 for supplying / discharging hydraulic pressure to / from the advance chamber 26 through the internal passage of the supply / exhaust passage shaft 33 and the first radial hole 30, and another internal passage of the supply / exhaust passage shaft 33 for the second radial direction. 2 of the second hydraulic passage 35 for supplying and discharging hydraulic pressure to and from the retard chamber 27 through the hole 31.
A hydraulic passage of the system is provided, and a supply passage 36 and a drain passage 37 are connected to the hydraulic passages 34 and 35, respectively, via electromagnetic switching valves 38 for passage switching. In addition, 39 in the figure
Indicates an oil pan, 40 indicates an oil pump, and 41 indicates a controller. In addition to the rotation signals of the camshaft 11 and the crankshaft, various signals indicating the operating state of the engine such as load and temperature are input to the controller 41.
【００２３】ロック機構１８は、ベーンロータ１６の一
つの羽根部２５に軸方向に沿って形成されたピン孔４２
に進退自在に収容されたロックピン４３と、ピン孔４２
内に収容されてロックピン４３をフロントカバー２０方
向に付勢するスプリング４４と、ピン孔４２内に収容さ
れてスプリング４４の逆側の端部を支持するリテーナ４
５と、フロントカバー２０の内側面に設けられ、ベーン
ロータ１６がハウジング１４に対して遅角側に最大に変
位した位置（初期位置）においてロックピン４３の先端
が嵌合されるロック穴４６とを備えている。The lock mechanism 18 has a pin hole 42 formed in one vane portion 25 of the vane rotor 16 along the axial direction.
Lock pin 43 housed in and retracted into and from the pin hole 42
A spring 44 housed in the spring 44 for biasing the lock pin 43 toward the front cover 20 and a retainer 4 housed in the pin hole 42 for supporting the opposite end of the spring 44.
5 and a lock hole 46 which is provided on the inner surface of the front cover 20 and into which the tip of the lock pin 43 is fitted at a position (initial position) where the vane rotor 16 is displaced to the maximum retard side with respect to the housing 14. I have it.
【００２４】ピン孔４２は、リアカバー２１側の端部か
らフロントカバー２０側の端部に向かって段差状に縮径
して形成されており、フロントカバー２０側の小径孔４
７とリアカバー２１側の大径孔４８を接続する段差面４
９は内周縁部のコーナが鈍角を成すようにテーパ状に傾
斜している。一方、ロックピン４３は、ピン孔４２の小
径孔４７部分に嵌挿される先端側の小径部５０と、この
小径部５０の基端側にフランジ状に拡径しピン孔４２の
大径孔４８部分に嵌挿される大径部５１を有し、さら
に、小径部５０の先端側には、ロック穴４６に嵌合され
るべく截頭円錐状の突起部５２が設けられている。そし
て、ロックピン４３は突起部５２の先端面と、大径部５
１の小径部５０側の段差側面が受圧面とされ、これらに
適宜ロック解除油圧が作用するようになっている。The pin hole 42 is formed in such a manner that the diameter thereof is reduced stepwise from the end portion on the rear cover 21 side toward the end portion on the front cover 20 side, and the small diameter hole 4 on the front cover 20 side is formed.
7 and the step surface 4 connecting the large diameter hole 48 on the rear cover 21 side
Reference numeral 9 is tapered so that the corners of the inner peripheral edge form an obtuse angle. On the other hand, the lock pin 43 has a small-diameter portion 50 on the tip side that is fitted and inserted into the small-diameter hole 47 portion of the pin hole 42, and a large-diameter hole 48 of the pin hole 42 that is enlarged in a flange shape on the base end side of the small-diameter portion 50. The small diameter portion 50 has a large-diameter portion 51 fitted therein, and a truncated cone-shaped projection portion 52 is provided on the tip end side of the small-diameter portion 50 so as to be fitted into the lock hole 46. Then, the lock pin 43 is attached to the tip surface of the protrusion 52 and the large diameter portion 5
The side surface of the step on the side of the small diameter portion 50 of 1 is a pressure receiving surface, and the unlocking hydraulic pressure appropriately acts on these.
【００２５】即ち、ロック穴４６の底部は解除通路５３
を介して進角室２６に連通し、ピン孔４２の段差面４９
とロックピン４３の大径部５１の間に形成された環状空
間５４は解除通路５５を介して遅角室２７に連通してい
る。したがって、ロックピン４３がロック穴４６に嵌合
された状態で進角室２６側の圧力が高まると、ロックピ
ン４３を後退させるように突起部５２の先端面に進角室
２７の圧力が作用し、また、遅角室２７側の圧力が高ま
ると、同様にロックピン４３を後退させるように大径部
４８の側面に遅角室２７の圧力が作用する。That is, the bottom of the lock hole 46 is provided with the release passage 53.
Via the stepped surface 49 of the pin hole 42.
An annular space 54 formed between the large diameter portion 51 of the lock pin 43 and the lock pin 43 communicates with the retard chamber 27 via a release passage 55. Therefore, when the pressure on the advance chamber 26 side increases with the lock pin 43 fitted in the lock hole 46, the pressure of the advance chamber 27 acts on the tip end surface of the protrusion 52 so as to retract the lock pin 43. When the pressure on the retard chamber 27 side increases, the pressure on the retard chamber 27 acts on the side surface of the large diameter portion 48 so as to retract the lock pin 43 in the same manner.
【００２６】尚、この実施形態においては、ロック穴４
６の底部に連通する解除通路５３と、ピン孔４２とロッ
クピン４３の間の環状空間５４、環状空間５４に連通す
る解除通路５５等によってロック解除機構２３が構成さ
れている。また、ロックピン４３の大径部４８の背部側
の空間は、ベーンロータ１６に形成されたドレン溝５６
を介して大気に連通している。In this embodiment, the lock hole 4
The lock release mechanism 23 is configured by a release passage 53 communicating with the bottom portion of 6, the annular space 54 between the pin hole 42 and the lock pin 43, a release passage 55 communicating with the annular space 54, and the like. Further, the space on the back side of the large diameter portion 48 of the lock pin 43 has a drain groove 56 formed in the vane rotor 16.
Through the atmosphere.
【００２７】ここで、ピン孔４２とロックピン４３の間
には、ベーンロータ１６とハウジング１４が初期位置
（最遅角位置）にあるときにロックピン４３がロック穴
４６に確実に嵌合し得るように従来のものと同様に所定
クリアランスが設けられている。しかし、このクリアラ
ンスについては、小径部５０と小径孔４７、大径部５１
と大径孔４８の各間で異なり、大径部５１と大径孔４８
の間のクリアランスｄ1は小径部５０と小径孔４７の間
のクリアランスｄ2よりも大きく設定されている。Here, between the pin hole 42 and the lock pin 43, the lock pin 43 can be reliably fitted into the lock hole 46 when the vane rotor 16 and the housing 14 are in the initial position (the most retarded position). As described above, a predetermined clearance is provided like the conventional one. However, regarding this clearance, the small diameter portion 50, the small diameter hole 47, and the large diameter portion 51
Between the large diameter portion 51 and the large diameter hole 48.
The clearance d 1 therebetween is larger than the clearance d 2 between the small diameter portion 50 and the small diameter hole 47.
【００２８】つづいて、このバルブタイミング制御装置
１０の作動について説明する。Next, the operation of the valve timing control device 10 will be described.
【００２９】内燃機関の始動時には、ベーンロータ１６
がハウジング１４に対して遅角側に回動した状態でロッ
ク機構１８のロックピン４３が両者を機械的にロックし
ており、クランクシャフトの回転力はその状態において
カムシャフト１１に伝達される。したがって、駆動カム
とバルブスプリングの力に起因するトルク反力によって
ベーンロータ１６がハウジング１４に対してばた付く不
具合は回避され、カムシャフト１１は遅角タイミングで
吸気弁を開閉することとなる。At the start of the internal combustion engine, the vane rotor 16
The lock pin 43 of the lock mechanism 18 mechanically locks both of them in the state of being rotated toward the retard side with respect to the housing 14, and the rotational force of the crankshaft is transmitted to the camshaft 11 in that state. Therefore, the problem that the vane rotor 16 flutters with respect to the housing 14 due to the torque reaction force caused by the force of the drive cam and the valve spring is avoided, and the camshaft 11 opens and closes the intake valve at the retarded timing.
【００３０】そして、こうして機関が始動されると、遅
角室２７に導入される作動油の圧力が次第に増大し、ベ
ーンロータ１６の各羽根部２５が遅角室２７の圧力を受
けて遅角側に押圧される一方、ロックピン４３の大径部
５１が同じ遅角室の圧力を受けて後退方向に押圧され
る。このときロックピン４３は設定によってはロック穴
４６から完全に抜けないが、少なくともロック穴４６に
対して抜け易い状態が作られる。When the engine is started in this way, the pressure of the hydraulic oil introduced into the retard chamber 27 gradually increases, and each blade portion 25 of the vane rotor 16 receives the pressure of the retard chamber 27 and the retard side. Meanwhile, the large diameter portion 51 of the lock pin 43 receives the same pressure in the retard chamber and is pressed in the backward direction. At this time, the lock pin 43 cannot be completely removed from the lock hole 46 depending on the setting, but at least the lock pin 46 is easily removed from the lock hole 46.
【００３１】ところで、ロックピン４３を収容するピン
孔４２と、ロックピン４３の間にはクリアランスが設け
られているため、ロックピン４３はロック穴４６に対し
て傾いた状態で嵌合されることがある。しかし、このよ
うな場合であっても、ロックピン４３の大径部５１側の
クリアランスｄ1は小径部５０側のクリアランスｄ2より
も大きく設定されているため、ロックピン４３にロック
解除油圧が作用したときに大径部５１のコーナのエッジ
Ｅ部分がピン孔４２の内面に引っ掛かるようなことはな
い（図３参照）。つまり、ロックピン４３が傾く場合に
は、前述のクリアランスの関係（ｄ1＞ｄ2）で、図３に
示すようにロックピン４３の小径部５０がピン孔４２
（小径孔４７）に先に当接し、ロックピン４３の大径部
５１はピン孔４２に対して非接触となる。By the way, since a clearance is provided between the lock pin 43 and the pin hole 42 for accommodating the lock pin 43, the lock pin 43 should be fitted into the lock hole 46 in an inclined state. There is. However, even in such a case, the clearance d 1 on the large diameter portion 51 side of the lock pin 43 is set to be larger than the clearance d 2 on the small diameter portion 50 side. The edge E of the corner of the large-diameter portion 51 does not get caught on the inner surface of the pin hole 42 when it acts (see FIG. 3). That is, when the lock pin 43 is tilted, the small diameter portion 50 of the lock pin 43 has the pin hole 42 as shown in FIG. 3 due to the clearance relationship (d 1 > d 2 ).
The large diameter portion 51 of the lock pin 43 comes into contact with the (small diameter hole 47) first, and is not in contact with the pin hole 42.
【００３２】また、この後に機関回転数が高まり、電磁
切換弁３８の操作によって供給通路３６が進角室２７
に、ドレン通路３７が遅角室２７に夫々連通すると、進
角室２６に導入される高圧の作動油が解除通路５３を通
してロックピン４３の先端の突起部５２に作用し、ロッ
クピン４３がこの作動油の圧力を受けてピン孔４２内に
後退する。これにより、ロック機構１８によるハウジン
グ１４とベーンロータ１６の機械的なロックが完全に解
除され、ベーンロータ１６は進角室２６の圧力を受けて
進角側に回動する。この結果、カムシャフト１１は進角
タイミングで吸気弁を開閉することとなる。After this, the engine speed increases, and the supply passage 36 is moved to the advance chamber 27 by operating the electromagnetic switching valve 38.
When the drain passage 37 communicates with the retard chamber 27, the high-pressure hydraulic oil introduced into the advance chamber 26 acts on the projection 52 at the tip of the lock pin 43 through the release passage 53, and the lock pin 43 is released. It receives the pressure of the hydraulic oil and retracts into the pin hole 42. As a result, the mechanical lock between the housing 14 and the vane rotor 16 by the lock mechanism 18 is completely released, and the vane rotor 16 receives the pressure in the advance chamber 26 and rotates to the advance side. As a result, the camshaft 11 opens and closes the intake valve at the advance timing.
【００３３】また、この状態から機関が停止しようとす
ると、駆動カムとバルブスプリングの力に起因するトル
ク反力によってベーンロータ１６がハウジング１４に対
して最遅角位置に戻され、その状態でロックピン４３が
スプリング４４の付勢力によってロック穴４６に嵌合さ
れる。この結果、次の機関始動に備えたロック状態に維
持される。尚、ベーンロータ１６が最遅角位置に変位し
た状態においては、ピン孔４２とロック穴４６の軸心が
完全に合致しないことがほとんどであるが、この場合で
あっても、ロックピン４３はロック穴４６内のテーパ面
にガイドされつつピン孔４２とのクリアランスｄ2の範
囲で適宜動くことにより、ロック穴４６に対して確実に
嵌合される。When the engine is about to stop from this state, the vane rotor 16 is returned to the most retarded position with respect to the housing 14 by the torque reaction force due to the force of the drive cam and the valve spring, and the lock pin is kept in that state. 43 is fitted into the lock hole 46 by the urging force of the spring 44. As a result, the lock state is maintained in preparation for the next engine start. It should be noted that when the vane rotor 16 is displaced to the most retarded position, the pin centers of the pin hole 42 and the lock hole 46 do not almost completely coincide with each other, but even in this case, the lock pin 43 is locked. By being guided by the tapered surface in the hole 46 and appropriately moving within the range of the clearance d 2 with the pin hole 42, the lock hole 46 is securely fitted.
【００３４】図４は、本発明の第２の実施形態を示すも
のであり、図１〜図３に示した第１の実施形態と同一部
分には同一符号を付してある。この実施形態のバルブタ
イミング制御装置１１０はロックピン４３の大径部５１
の外周に環状溝５８を設け、この環状溝５８にピン孔４
２の内周面に密接する樹脂またはゴムから成るシールリ
ング５９（シール部材）を取り付けた点が第１の実施形
態のものと異なっている。FIG. 4 shows a second embodiment of the present invention, and the same parts as those of the first embodiment shown in FIGS. 1 to 3 are designated by the same reference numerals. The valve timing control device 110 of this embodiment has a large diameter portion 51 of the lock pin 43.
An annular groove 58 is provided on the outer circumference of the pin hole 4
2 is different from that of the first embodiment in that a seal ring 59 (sealing member) made of resin or rubber that is in close contact with the inner peripheral surface of 2 is attached.
【００３５】この装置の場合、基本的に第１の実施形態
とほぼ同様の作用効果を得ることができるが、さらに、
ロックピン４３の大径部４８の周域からの作動油の漏れ
をシールリング５９によって確実に阻止することができ
るため、ロックピン４３の解除作動をより迅速、確実な
ものとすることができる。In the case of this device, it is possible to obtain substantially the same operational effects as in the first embodiment, but further,
Since the seal ring 59 can reliably prevent the hydraulic oil from leaking from the peripheral area of the large diameter portion 48 of the lock pin 43, the releasing operation of the lock pin 43 can be made quicker and more reliable.
【図１】本発明の第１の実施形態を示す図２のＡ−Ａ線
に沿う断面図。FIG. 1 is a sectional view taken along line AA of FIG. 2 showing a first embodiment of the present invention.
【図２】同実施形態を示す図１のＢ−Ｂ線に沿う断面
図。FIG. 2 is a sectional view taken along the line BB of FIG. 1 showing the same embodiment.
【図３】同実施形態を示す図２のＣ−Ｃ線に沿う断面
図。FIG. 3 is a sectional view taken along the line C-C in FIG. 2 showing the same embodiment.
【図４】本発明の第２の実施形態を示す図３に対応の断
面図。FIG. 4 is a sectional view corresponding to FIG. 3, showing a second embodiment of the present invention.
【図５】従来の技術を示す断面図。FIG. 5 is a sectional view showing a conventional technique.
１０，１１０…バルブタイミング制御装置 １１…カムシャフト １３…チェーンスプロケット（駆動力伝達部材） １４…ハウジング １６…ベーンロータ １７…油圧給排手段 １８…ロック機構 ２３…ロック解除機構 ２６…進角室 ２７…遅角室 ３８…電磁切換弁 ４２…ピン孔 ４３…ロックピン ４６…ロック穴 ５０…小径部 ５１…大径部 10, 110 ... Valve timing control device 11 ... Cam shaft 13 ... Chain sprocket (driving force transmission member) 14 ... Housing 16 ... Vane rotor 17 ... Hydraulic pressure supply / discharge means 18 ... Lock mechanism 23 ... Lock release mechanism 26 ... Advance room 27 ... retard room 38 ... Solenoid switching valve 42 ... Pin hole 43 ... Lock pin 46 ... Lock hole 50 ... Small diameter part 51 ... Large diameter part
Claims (3)
動される駆動力伝達部材と、 外周に機関弁を作動させるための駆動カムを有する一方
で前記駆動力伝達部材が必要に応じて相対回動できるよ
うに組み付けられ、前記駆動力伝達部材から動力を伝達
されて従動回転するカムシャフトと、 前記駆動力伝達部材と前記カムシャフトのいずれか一方
と一体化されて回転するハウジングと、 このハウジング内に収容され、前記駆動力伝達部材とカ
ムシャフトの他方と一体化されて回転するベーンロータ
と、 前記ハウジング内に設けられ、油圧によって前記ベーン
ロータを回動させる進角室及び遅角室と、この進角室及
び遅角室に選択的に油圧を給排する油圧給排手段と、 前記ベーンロータとハウジングの一方側に設けられたピ
ン孔にロックピンが出没自在に収容され、このロックピ
ンの円錐状の先端部が前記ベーンロータとハウジングの
他方側に設けられたテーパ面を有するロック穴に嵌合す
ることによって、ベーンロータとハウジングの相対回動
位置をロックするロック機構と、 前記ロックピンの受圧面に進角室または遅角室の油圧を
作用させてロック穴に対するロックピンの嵌合を解除す
るロック解除機構とを備え、 前記ピン孔は、ロックピンが入出する先端側に対して基
端側が拡径して形成され、ロックピンは、前記ロック穴
側に位置される先端側の小径部と、この小径部に対して
段差状に拡径する基端側の大径部とを有し、前記小径部
の先端側の面と大径部の小径部寄りの段差面が夫々進角
室と遅角室の各一方の油圧を受ける受圧面とされた内燃
機関のバルブタイミング制御装置において、 前記ロックピンの大径部とピン孔の間のクリアランス
を、小径部とピン孔の間のクリアランスよりも大きく設
定したことを特徴とする内燃機関のバルブタイミング制
御装置。1. A drive force transmitting member driven by a crankshaft of an internal combustion engine, and a drive cam for operating an engine valve on the outer circumference, while the drive force transmitting member can relatively rotate as required. A camshaft that is assembled to the driving force transmitting member and is driven to rotate by transmitting power from the driving force transmitting member; a housing that rotates integrally with one of the driving force transmitting member and the camshaft; And a vane rotor that rotates integrally with the other of the driving force transmitting member and the camshaft, an advance chamber and a retard chamber that are provided in the housing and that rotate the vane rotor by hydraulic pressure, and the advance chamber. And a hydraulic pressure supply / discharge means for selectively supplying / discharging hydraulic pressure to / from the retard chamber, and a lock pin in a pin hole provided on one side of the vane rotor and the housing. The vane rotor and the housing are housed in a retractable manner, and the conical tip end of the lock pin is fitted into a lock hole having a tapered surface provided on the other side of the vane rotor and the housing to lock the relative rotational position of the vane rotor and the housing. And a lock release mechanism for releasing the fitting of the lock pin into the lock hole by applying the hydraulic pressure of the advance chamber or the retard chamber to the pressure receiving surface of the lock pin. The base end side is formed so as to have an enlarged diameter with respect to the front end side into and out of which the lock pin is formed. The end surface has a large diameter portion, and the surface on the tip side of the small diameter portion and the step surface near the small diameter portion of the large diameter portion are pressure receiving surfaces for receiving the hydraulic pressures of the advance chamber and the retard chamber, respectively. Valve timing control of internal combustion engine In the device, a clearance between the large diameter portion of the lock pin and the pin hole is set to be larger than a clearance between the small diameter portion and the pin hole.
動される駆動力伝達部材と、 外周に機関弁を作動させるための駆動カムを有する一方
で前記駆動力伝達部材が必要に応じて相対回動できるよ
うに組み付けられ、前記駆動力伝達部材から動力を伝達
されて従動回転するカムシャフトと、 前記駆動力伝達部材と前記カムシャフトのいずれか一方
と一体化されて回転するハウジングと、 このハウジング内に収容され、前記駆動力伝達部材とカ
ムシャフトの他方と一体化されて回転するベーンロータ
と、 前記ハウジング内に設けられ、油圧によって前記ベーン
ロータを回動させる進角室及び遅角室と、この進角室及
び遅角室に選択的に油圧を給排する油圧給排手段と、 前記ベーンロータとハウジングの一方側に設けられたピ
ン孔にロックピンが出没自在に収容され、このロックピ
ンの円錐状の先端部が前記ベーンロータとハウジングの
他方側に設けられたテーパ面を有するロック穴に嵌合す
ることによって、ベーンロータとハウジングの相対回動
位置をロックするロック機構と、 前記ロックピンの受圧面に進角室または遅角室の油圧を
作用させてロック穴に対するロックピンの嵌合を解除す
るロック解除機構とを備え、 前記ピン孔は、ロックピンが入出する先端側に対して基
端側が拡径して形成され、ロックピンは、前記ロック穴
側に位置される先端側の小径部と、この小径部に対して
段差状に拡径する基端側の大径部とを有し、前記小径部
の先端側の面と大径部の小径部寄りの段差面が夫々進角
室と遅角室の各一方の油圧を受ける受圧面とされた内燃
機関のバルブタイミング制御装置において、 前記ロックピンが傾いた状態でロックピンの小径部がピ
ン孔の小径部分に接触し、ロックピンの大径部はピン孔
の大径部分と非接触になるようにしたことを特徴とする
内燃機関のバルブタイミング制御装置。2. A driving force transmitting member driven by a crankshaft of an internal combustion engine, and a driving cam for operating an engine valve on the outer circumference, while the driving force transmitting member can relatively rotate as required. A camshaft that is assembled to the driving force transmitting member and is driven to rotate by transmitting power from the driving force transmitting member; a housing that rotates integrally with one of the driving force transmitting member and the camshaft; And a vane rotor that rotates integrally with the other of the driving force transmitting member and the camshaft, an advance chamber and a retard chamber that are provided in the housing and that rotate the vane rotor by hydraulic pressure, and the advance chamber. And a hydraulic pressure supply / discharge means for selectively supplying / discharging hydraulic pressure to / from the retard chamber, and a lock pin in a pin hole provided on one side of the vane rotor and the housing. The vane rotor and the housing are housed in a retractable manner, and the conical tip end of the lock pin is fitted into a lock hole having a tapered surface provided on the other side of the vane rotor and the housing to lock the relative rotational position of the vane rotor and the housing. And a lock release mechanism for releasing the fitting of the lock pin into the lock hole by applying the hydraulic pressure of the advance chamber or the retard chamber to the pressure receiving surface of the lock pin. The base end side is formed so as to have an enlarged diameter with respect to the front end side into and out of which the lock pin is formed. The end surface has a large diameter portion, and the surface on the tip side of the small diameter portion and the step surface near the small diameter portion of the large diameter portion are pressure receiving surfaces for receiving the hydraulic pressures of the advance chamber and the retard chamber, respectively. Valve timing control of internal combustion engine In the device, the small diameter portion of the lock pin is in contact with the small diameter portion of the pin hole when the lock pin is inclined, and the large diameter portion of the lock pin is not in contact with the large diameter portion of the pin hole. A valve timing control device for an internal combustion engine.
クリアランスを、小径部とピン孔の間のクリアランスよ
りも大きく設定したことを特徴とする請求項２に記載の
内燃機関のバルブタイミング制御装置。3. The valve for an internal combustion engine according to claim 2, wherein the clearance between the large diameter portion of the lock pin and the pin hole is set larger than the clearance between the small diameter portion and the pin hole. Timing control device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2003168619A JP3934579B2 (en) | 2003-06-13 | 2003-06-13 | Valve timing control device for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2003168619A JP3934579B2 (en) | 2003-06-13 | 2003-06-13 | Valve timing control device for internal combustion engine |
Related Parent Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2001122046A Division JP3476786B2 (en) | 2001-04-20 | 2001-04-20 | Valve timing control device for internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2003328708A true JP2003328708A (en) | 2003-11-19 |
| JP3934579B2 JP3934579B2 (en) | 2007-06-20 |
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ID=29707556
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2003168619A Expired - Lifetime JP3934579B2 (en) | 2003-06-13 | 2003-06-13 | Valve timing control device for internal combustion engine |
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| Country | Link |
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Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7503298B2 (en) | 2004-08-27 | 2009-03-17 | Mitsubishi Denki Kabushiki Kaisha | Valve timing adjusting device |
| JP2013160094A (en) * | 2012-02-02 | 2013-08-19 | Aisin Seiki Co Ltd | Valve opening/closing timing control device |
| JP2014173540A (en) * | 2013-03-11 | 2014-09-22 | Aisin Seiki Co Ltd | Valve opening/closing timing control device |
| WO2019167134A1 (en) * | 2018-02-27 | 2019-09-06 | 三菱電機株式会社 | Valve timing adjustment device |
| JPWO2020039689A1 (en) * | 2018-08-23 | 2021-08-26 | 日立Astemo株式会社 | Internal combustion engine valve timing controller |
-
2003
- 2003-06-13 JP JP2003168619A patent/JP3934579B2/en not_active Expired - Lifetime
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7503298B2 (en) | 2004-08-27 | 2009-03-17 | Mitsubishi Denki Kabushiki Kaisha | Valve timing adjusting device |
| JP2013160094A (en) * | 2012-02-02 | 2013-08-19 | Aisin Seiki Co Ltd | Valve opening/closing timing control device |
| JP2014173540A (en) * | 2013-03-11 | 2014-09-22 | Aisin Seiki Co Ltd | Valve opening/closing timing control device |
| WO2019167134A1 (en) * | 2018-02-27 | 2019-09-06 | 三菱電機株式会社 | Valve timing adjustment device |
| JPWO2020039689A1 (en) * | 2018-08-23 | 2021-08-26 | 日立Astemo株式会社 | Internal combustion engine valve timing controller |
| JP7085629B2 (en) | 2018-08-23 | 2022-06-16 | 日立Astemo株式会社 | Internal combustion engine valve timing controller |
Also Published As
| Publication number | Publication date |
|---|---|
| JP3934579B2 (en) | 2007-06-20 |
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