JP2007285302A - Valve timing control device for internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a valve timing control device capable of preventing wear of a root part of a tip head part by avoiding interference of the same with an edge part of scroll groove accompanying inclination of an engagement pin. <P>SOLUTION: The tip head part 16b moves the engagement pin 16 in a radial direction via a radial direction window 8 while sliding in the scroll groove 15 of a scroll disk 15 by applying electromagnetic force on a hysteresis brake 23. Consequently, rotary position of a camshaft 1 relative to a timing sprocket 2 is adjusted. A spherical diameter reduction part 19 having same curvature radius as the head part is formed at the root part of the spherical tip head part 16b of the engagement pin. Lubricating performance between the diameter reduction part and the scroll groove is improved by supplying lubricating oil to the diameter reduction part. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a valve timing control device for an internal combustion engine that variably controls the opening / closing timing of an intake-side or exhaust-side engine valve of the internal combustion engine in accordance with an operating state.

  As this type of conventional valve timing control device, the one described in the following Patent Document 1 previously filed by the present applicant is known.

  In this valve timing control device, a slit which is a guide hole along the radial direction is formed in a plate member that rotates integrally with a timing sprocket on the crankshaft side.

  In addition, a spiral groove is formed in a vortex disk disposed opposite to the rear end side of the plate member, and a plurality of link members are mounted on a disk member fixed to a camshaft having a cam that opens and closes an engine valve. The end portions are coupled so as to be swingable. In addition, in the accommodation hole formed at the distal end portion of each link member, an engagement pin is held for engaging the spiral groove with the hemispherical distal end portion through the slit.

Then, when an electrical braking force is applied to the vortex disk according to the engine operating state by a hysteresis brake, the engagement pin slides in the spiral groove through a hemispherical tip, and the inside of the slit has a diameter. By moving in the direction, the relative rotational phase of the camshaft with respect to the sprocket is changed.
JP 2004-92576 A

  However, in this conventional valve timing control device, as described above, the root portion of the tip end portion of the engagement pin is formed in a substantially annular shape (cylindrical shape), and therefore, the tip end portion is formed in the spiral shape. When moving while engaging with the guide, the engagement pin is inclined due to a clearance between the receiving hole of the link member and the outer peripheral surface of the root portion is locally at the edge of the spiral guide. Will hit one by one.

  As a result, the root portion of the engagement pin may be worn over time, leading to a decrease in durability of the engagement pin.

  The present invention has been devised in order to solve the above-described conventional technical problems, and the invention according to claim 1 is coupled to a drive rotating body and a camshaft that are rotated by a crankshaft of an internal combustion engine. A valve timing control device for an internal combustion engine that includes a driven rotor that transmits rotation from a drive rotor, and that variably controls the relative rotational phase of the crankshaft and the camshaft in accordance with the operating state of the engine, An engagement member configured to move inward or outward, an intermediate rotating body having a groove that reduces in diameter in the circumferential direction, and the engagement member is moved inward or outward along the groove. A motion converting mechanism for adjusting an assembly angle of the driven rotating body with respect to the driving rotating body, and applying a rotational operation force to the intermediate rotating body to change the engaging member in the radial direction along the groove. An operating force applying mechanism that variably controls the relative rotation phase of the crankshaft and the camshaft, and a lubricating oil retention portion is provided between the engaging member and the inner surface of the groove. It is characterized by that.

  According to this invention, by providing the lubricating oil retaining part for retaining the lubricating oil between the engaging member and the inner surface of the groove, the lubricating member staying in the lubricating oil retaining part and the engaging member The lubrication performance between the inner surface of the groove can be improved.

  According to a second aspect of the present invention, there is provided a driven rotation comprising a driving rotating body driven to rotate by a crankshaft of an engine, a camshaft provided with a cam for opening and closing an engine valve, or a separate member coupled to the camshaft. A body, an intermediate rotator provided with a guide that is relatively rotatable with respect to the drive rotator and the driven rotator, and has a guide that is reduced in diameter along the rotation direction, and is guided by the guide to move in the radial direction. The pin is provided with a lubricating oil retention portion having a diameter smaller than the maximum diameter of the tip head in the root region of the tip head engaged with the guide, and a rotational operation force is applied to the intermediate rotating body. An operation force applying mechanism and a motion conversion mechanism that converts a displacement in the radial direction of the pin into a displacement of a relative rotation phase of the driving rotating body and the driven rotating body are provided.

  According to this invention, since the lubricating oil can be introduced between the tip head and the guide from the lubricating oil retaining portion, the lubricating performance between the two is improved.

  According to a third aspect of the present invention, there is provided a driven rotation comprising a driving rotating body driven to rotate by a crankshaft of an engine, a camshaft provided with a cam for opening and closing an engine valve, or another member coupled to the camshaft. A body, an intermediate rotator provided with a guide that is relatively rotatable with respect to the drive rotator and the driven rotator, and has a guide that is reduced in diameter along the rotation direction, and is guided by the guide to move in the radial direction. An engaging member provided with a reduced diameter portion smaller in diameter than the maximum diameter of the tip head in the root region of the tip head engaged with the guide, and rotational operation force applied to the intermediate rotating body An operating force applying mechanism for applying, and a motion conversion mechanism for converting a displacement in the radial direction of the engaging member into a displacement of a relative rotational phase of the driving rotating body and the driven rotating body. To supply It is characterized by a door.

  According to this invention, since the lubricating oil can be introduced from the reduced diameter portion between the tip head and the guide, the lubricating performance between the two is improved.

  DESCRIPTION OF EMBODIMENTS Hereinafter, an embodiment of a valve timing control device for an internal combustion engine according to the present invention will be described with reference to the drawings. Although this embodiment is applied to the valve operating device on the intake side of the internal combustion engine, it can be similarly applied to the valve operating device on the exhaust side of the internal combustion engine.

  As shown in FIGS. 1 to 3, the valve timing control device of the present embodiment is a cam that is rotatably supported at the upper end of a cylinder head S of an internal combustion engine via a bearing 6 and that opens and closes an intake valve on the outer periphery. And a gear tooth portion 3 which is assembled to the front end portion of the camshaft 1 so as to be relatively rotatable as necessary, and linked to the crankshaft via a chain (not shown). A timing sprocket 2 that is a driving rotating body, and a motion conversion mechanism 4 that is disposed on the front side (left side in FIG. 1) of the timing sprocket 2 and the camshaft 1 and operates the assembly angles of both 1 and 2; An operation force applying mechanism 5 that is disposed further forward of the motion conversion mechanism 4 and drives the motion conversion mechanism 4 is provided.

  The timing sprocket 2 is formed in a substantially disc shape having a stepped insertion hole 2a in the center, and a driven shaft member 7 which is a driven rotating body coupled to the front end portion of the camshaft 1 is provided in the insertion hole 2a. The whole is rotatably supported by being rotatably inserted. Further, on the front side of the timing sprocket 2, as shown in FIGS. 2 and 3, radial windows 8, which are three radial guides having parallel side walls that face each other, extend substantially in the radial direction of the timing sprocket 2. It is formed as follows.

  As shown in FIG. 1, the driven shaft member 7 has a diameter-enlarged portion formed on a base-side outer periphery that is abutted with the front end portion of the camshaft 1, and is formed on an outer peripheral surface on the front side of the enlarged-diameter portion. Three lever projections 9 projecting radially are integrally formed and coupled to the camshaft 1 by bolts 10 penetrating the shaft core portion. Each lever projection 9 is pivotally supported by a pin 12 with a link 11 inserted through the base end portion, and a columnar projection that slidably engages with each radial window 8 at the distal end of each link 11. 13 is integrally formed.

  Each link 11 is connected to the driven shaft member 7 via the pin 12 in a state where the protruding portion 13 is engaged with the corresponding radial window 8, so that the distal end side of the link 11 receives an external force and receives the radial window. When displaced along 8, the timing sprocket 2 and the driven shaft member 7 are rotated relative to each other by a direction and an angle corresponding to the displacement of the protrusion 13 by the action of the link 11.

  In addition, a housing hole 14 that opens to the front side in the axial direction is formed at the distal end portion of each link 11, and a spiral groove 18 that is a guide (groove) that decreases in diameter along the rotation direction described later. An engaging pin 16 that is an engaging member (pin) that engages with the coil spring 17 is accommodated and disposed, and a coil spring 17 that energizes the engaging pin 16 forward (spiral groove 18 side) is accommodated. .

  As shown in an enlarged view in FIG. 4, the engagement pin 16 includes a substantially cylindrical tubular portion 16 a that is accommodated in the accommodation hole 14 of the link 11, and the accommodation hole 14 at the distal end side of the tubular portion 16 a. And a hemispherical tip head portion 16b that is slidably engaged with the spiral groove 18 and is integrally formed of a metal material. .

  The cylindrical portion 16a has an outer peripheral surface formed in a substantially uniform constant outer diameter over the entire axial direction, and is rotatably accommodated with a slight clearance between the inner peripheral surface of the accommodating hole 14 and the cylindrical portion 16a. Has been. Accordingly, the engagement pin 16 is slightly swung in the accommodation hole 14 through the clearance. The surface of the engagement pin 16 is subjected to a surface treatment for reducing sliding resistance such as DLC (Diamond Like Carbon).

  As shown in FIGS. 4 and 5, the distal end head portion 16b has a spherical outer surface 16c as a whole, and a root portion between the distal end head portion 16b and the tubular portion 16a. The region is continuously formed in a spherical shape having the same radius of curvature as the outer peripheral surface 16c of the distal end head portion 16b, thereby forming a reduced diameter portion 19 which is a recessed lubricating oil retaining portion.

  The outer peripheral surface 16c of the tip head 16b and the entire outer surface of the reduced diameter portion 19 are polished into a spherical shape by the same grindstone 20, as shown in FIG. That is, the grindstone 20 is formed in a disk shape that is rotationally driven in the direction of the arrow, and the annular outer peripheral surface 20a grinds each outer peripheral surface 16c and the reduced diameter portion 19 into a spherical shape. Is formed. Further, the grindstone 20 moves in the direction indicated by the two-dot chain line arrow so that the outer peripheral surface 43a and the outer peripheral surface 16c of the tip head portion 16b and the outer surface of the reduced diameter portion 19 are continuously polished at a time. It has become.

  On the other hand, as shown in FIG. 1, a vortex disk 15 having a disk-like flange wall is rotatably supported via a ball bearing 21 in front of the protruding position of the lever protrusion 9 of the driven shaft member 7. Has been. The spiral groove 18 having a semicircular cross section is formed on the rear surface side of the flange wall of the vortex disk 15, and the engagement pin 16 at the tip of each link 11 is inserted into the spiral groove 18 via the tip head 16b. The sliding guide is slidably engaged.

  The spiral groove 18 is formed so that the diameter of the spiral gradually decreases along the engine rotation direction R. Therefore, in the state where the engagement pin 16 at the tip of each link 11 is engaged with the spiral groove 18, if the vortex disk 15 rotates relative to the timing sprocket 2 in the delay direction, the tip of the link 11 becomes a radial window 8. While being guided, it is guided by the spiral shape of the spiral groove 18 and moves radially inward, and conversely, when the vortex disk 15 is relatively displaced in the advance direction, it moves radially outward.

  The motion conversion mechanism 4 includes a radial window 8 of the timing sprocket 2, a link 11, a protrusion 13, an engagement pin 16, a lever protrusion 9, a vortex disk 15, and a spiral groove 18.

  In addition, when the relative rotation operation force with respect to the camshaft 1 is input from the operation force applying mechanism 5 to the vortex disk 15, the motion conversion mechanism 4 is engaged with the spiral groove 18 and the engagement pin 16. The distal end of the link 11 is displaced in the radial direction through the joint, and at this time, the relative turning force is transmitted to the timing sprocket 2 and the driven shaft member 7 by the action of the link 11 and the lever projection 9.

  The operating force applying mechanism 5 includes a spring 22 as a rotation urging spring for urging the vortex disk 15 in the engine rotation direction R with respect to the timing sprocket 3, and an engine rotation direction with respect to the vortex disk 15 with respect to the drive ring 3. The vortex disk 15 is rotated relative to the timing sprocket 2 by appropriately controlling the braking force of the hysteresis brake 23 according to the operating state of the internal combustion engine. Alternatively, the rotational position of both is maintained.

  The mainspring spring 22 has an outer peripheral end coupled to a tip end of a cylindrical wall 25 whose base is fixed to the timing sprocket 2 by a screw 24, while an inner peripheral end is coupled to a cylindrical base of the vortex disk 15. Has been.

  The hysteresis brake 23 is basically the same structure as the prior art described in the above publication, and is attached to a VTC cover which is a non-rotating member (not shown) and is opposed to a pair of peripheral surfaces with a substantially cylindrical gap therebetween. A magnetic induction member 26 having an opposing surface, inner pole teeth 27 and outer pole teeth 28 respectively provided on the opposite surfaces, and an inner pole tooth 27 and an outer pole tooth 28 attached to the magnetic induction member 26. An electromagnetic coil 29 for generating a magnetic field therebetween, a cylindrical hysteresis ring 30 inserted and disposed in a non-contact state between the bipolar teeth 27 and 28, and an outer peripheral end integrally coupled to the hysteresis ring 30 The vortex disk 15 is provided with a connecting pin 31 and an annular plate 33 coupled via a rubber bush 32, and the electromagnetic coil 29 is energized and controlled by a controller (not shown). There.

  The inner pole teeth 27 and the outer pole teeth 28 of the magnetic induction member 26 each have a plurality of pole teeth elements extending along the axial direction. The pole tooth elements of the pole teeth 27 and 28 are arranged along the circumferential direction, and the pole tooth elements of the pole teeth 27 and 28 are offset from each other in the circumferential direction. Therefore, when the electromagnetic coil 29 is energized, a magnetic field is generated between the pole teeth 27 and 28 toward the counterpart pole tooth element having an offset positional relationship.

  The hysteresis ring 30 is made of a hysteresis material having magnetic hysteresis characteristics. When a magnetic field is generated between the inner pole tooth 27 and the outer pole tooth 28 during rotation of the hysteresis ring 30, the direction of the magnetic field and the inside of the hysteresis ring 30. The hysteresis brake 23 generates a braking force due to this deviation.

  The annular plate 33 is integrally coupled to a shaft member 36 supported on the inner peripheral surface of the magnetic induction member 26 via a pair of bearings 34, 34. Therefore, the hysteresis ring 30 is supported by the magnetic induction member 26 via the annular plate 33 and the shaft member 36 so as to be relatively rotatable.

  Lubricating oil is supplied to the space 37 formed in the peripheral area of the motion conversion mechanism 4 from the engine block side through the camshaft 1 and the driven shaft member 7.

  That is, an oil passage 39 communicating with the main oil gallery 38 formed in the cylinder S is formed along the axial direction in the internal axial direction of the camshaft 1, and one end is formed inside the driven shaft member 7. A communication passage 40 communicating with the oil passage 39 is formed along the radial direction. In addition, an oil hole 41 having one end communicating with the other end of the communication passage 40 and the other end communicating with the space 37 is formed in the timing sprocket 2 along the axial direction. In addition, lubricating oil is pumped into the oil passage 39 from a lubricating oil pump 42 via the main oil gallery 38.

  Therefore, each part of the motion converting mechanism 4 is lubricated by the lubricating oil, and the lubricating oil also circulates in the gap between the engaging pin 16 and the receiving hole 14, and in particular, as shown in FIG. Since the lubricating oil O can be supplied into the 16 reduced diameter portion 19, the lubricating oil is supplied between the outer peripheral surface of the distal end head portion 16 b of the engaging pin 16 and the inner peripheral surface of the spiral groove 18. It has come to be.

  Hereinafter, the operation of the present embodiment will be described. First, when the internal combustion engine is started or idling, the excitation of the electromagnetic coil 29 of the hysteresis brake 23 is turned off, so that the vortex disk 15 is driven by the spring force of the mainspring spring 22. Is rotated to the maximum in the engine rotation direction R with respect to the timing sprocket 2 (see FIG. 2). As a result, the rotation phase of the crankshaft and the camshaft 1 (engine valve opening / closing timing) is maintained at the most retarded angle side, and engine rotation is stabilized and fuel efficiency is improved.

  When the engine operation is shifted to the normal operation from this state and a command to change the rotational phase to the most advanced angle side is issued from a controller (not shown), the excitation of the electromagnetic coil 29 of the hysteresis brake 22 is turned on. The braking force against the mainspring spring 22 is transmitted from the annular plate 33 to the vortex disk 15 through the connecting pin 31 and the rubber bush 32.

  As a result, the vortex disk 15 rotates in the opposite direction with respect to the timing sprocket 2, whereby the engagement pin 16 at the tip of the link 11 is guided to the spiral groove 18, and the tip of the link 11 extends along the radial window 8. As shown in FIG. 3, the relative rotation angle between the timing sprocket 2 and the driven shaft member 7 is changed to the most advanced angle side by the action of the link 11.

  As a result, the rotational phase of the crankshaft and the camshaft 1 is changed to the most advanced angle side, thereby increasing the engine output.

  Further, when a command is issued from the controller to change the rotational phase to the most retarded side from this state, the excitation of the electromagnetic coil 25 of the hysteresis brake 23 is turned off, and the vortex disk 15 is again driven by the force of the mainspring spring 22. Is rotated in the engine rotation direction R. Then, the link 11 swings in the direction opposite to the above by the guide of the engagement pin 16 by the spiral groove 18, and the assembly angle of the drive ring 3 and the driven shaft member 7 is changed by the action of the link 11 as shown in FIG. It is changed to the retard side again.

  The rotational phase of the crankshaft and the camshaft 1 by this valve timing control device is not limited to the two phases of the most retarded angle and the most advanced angle as described above, but can be arbitrarily set by controlling the braking force of the hysteresis brake 23. By changing to the phase, the phase can be maintained by the balance between the force of the spring 22 and the braking force of the hysteresis brake 23.

  Further, in this embodiment, when the tip head portion 16b of the engagement pin 16 is engaged with the spiral groove 18 by the operation of the motion conversion mechanism 4 and moves through the radial window 8, As shown in FIGS. 4 and 5, when the engagement pin 16 is tilted due to a clearance with the accommodation hole 14 or the like, the edge 16a is near the edge 18a of the spiral groove 18 with the tilt of the tip head portion 16b. Even when a force is applied in the direction of the arrow, the reduced diameter portion 19 absorbs the edge 18a of the spiral groove 18 and escapes to the edge 18a. The contact of the reduced diameter portion 19 of the engagement pin 16 with respect to 18a can be reliably avoided.

  As a result, local wear of the engagement pin 16 is prevented and durability can be improved.

  In addition, since the lubricating oil O can be retained in the reduced diameter portion 19, interference with the edge portion 18a of the spiral groove 18 can be further prevented by the viscosity of the lubricating oil O, and the reduced diameter. Since the lubricating oil can be introduced from the portion 19 between the tip head portion 16b and the inner peripheral surface of the spiral groove 18, the lubricating performance between the two is improved.

  Further, as described above, since the tip head portion 16b of the engagement pin 16 and the reduced diameter portion 19 can be continuously polished once by the same processing grindstone 20, the polishing operation is facilitated.

  That is, when the diameter-reduced portion 19 is different from the tip head portion 16b, for example, when the tip portion 16b and the diameter-reduced portion 19 are formed in an annular shape as in the prior art, differently shaped grindstones are used. However, in this embodiment, since the polishing operation can be performed continuously and at once, the polishing operation becomes extremely easy.

  In this embodiment, the tip head portion 16b of the engagement pin 16 is formed in a spherical shape, and the spiral groove 18 is formed in a semicircular sectional shape having a larger cross section than the radius of the tip head portion 16b. Therefore, even if the engagement pin 16 swings, the contact point between the spiral groove 18 and the tip head 16b can be changed smoothly according to the swing, and the play between them can be sufficiently eliminated. be able to.

  The technical ideas other than the invention described in the claims, as grasped from the embodiment, will be described below.

(1) A drive rotor that is driven to rotate by a crankshaft of an engine;
A driven rotating body comprising a camshaft provided with a cam for opening and closing the engine valve or a separate member coupled to the camshaft;
A radial guide provided on any one of the drive rotator and the driven rotator,
An intermediate rotator provided so as to be relatively rotatable with respect to the drive rotator and the driven rotator, and having a spiral guide having a substantially semicircular cross section formed on a surface facing the radial guide;
An engaging pin that is guided to be displaceably engaged with the radial guide, has a spherical reduced diameter portion on the outer periphery of the root portion of the tip portion, and the tip portion engages with the spiral guide;
An operation force applying mechanism for applying a rotational operation force to the intermediate rotating body;
A motion conversion mechanism that converts the displacement of the engagement pin into a displacement of the relative rotational phase of the drive rotator and the driven rotator;
A valve timing control device for an internal combustion engine comprising:

According to this invention, the same effect as that of the invention described in claim 1 can be obtained.
(2) The valve timing control apparatus for an internal combustion engine according to any one of (1) to (1), wherein the operation force applying mechanism is driven by electricity.
(3) The valve timing control device for an internal combustion engine according to (2), wherein the operating force applying mechanism is configured by an electromagnetic brake.
(4) The valve timing control device for an internal combustion engine according to (3), wherein the operating force applying mechanism is configured by a hysteresis brake.
(5) The motion conversion mechanism is configured by a link provided on the other side of the drive rotary body and the driven rotary body and swingably provided at a position away from the center of the rotation axis. The valve timing control device for an internal combustion engine according to any one of claims 1 to 4, wherein an engagement pin is provided.

  The present invention is not limited to the configuration of the above-described embodiment. For example, the configuration of the motion conversion mechanism 4 may be another structure, and the operation force applying mechanism is also configured by an electromagnetic brake in addition to the hysteresis brake. It is also possible to do.

  Further, the reduced diameter portion 19 can be formed not in a spherical shape but in a small circular shape.

1 is a longitudinal sectional view showing an embodiment of a valve timing control device for an internal combustion engine according to the present invention. It is an operation state explanatory view at the time of the most retarded angle control of the same embodiment. It is an operation state explanatory view at the time of the most advanced angle control of the same embodiment. It is a principal part enlarged view of the embodiment. It is the A section enlarged view of FIG. It is operation | movement explanatory drawing at the time of grind | polishing the outer surface of the front-end | tip head part and reduced diameter part of the engaging pin with which the embodiment is provided.

Explanation of symbols

1 ... Camshaft 2 ... Timing sprocket (drive rotor)
4 ... motion conversion mechanism 5 ... operating force applying mechanism 7 ... driven shaft member (driven rotator)
8 ... Radial window 11 ... Link member 15 ... Vortex disk (intermediate rotating body)
DESCRIPTION OF SYMBOLS 16 ... Engagement pin 16a ... Cylindrical part 16b ... Tip head 16c ... Spherical outer peripheral surface 18 ... Spiral groove | channel (groove | shrinking diameter along a circumferential direction)
18a ... Edge 19 ... Reduced diameter 20 ... Processing wheel 23 ... Hysteresis brake

Claims (3)

A drive rotating body that is rotated by a crankshaft of an internal combustion engine and a driven rotating body that is coupled to the camshaft and that transmits rotation from the drive rotating body, the crankshaft and the cam depending on the operating condition of the internal combustion engine A valve timing control device for an internal combustion engine that variably controls a relative rotational phase of a shaft,
An engagement member configured to move inwardly or outwardly;
An intermediate rotating body having a groove with a diameter reduced in the circumferential direction;
A motion conversion mechanism that adjusts an assembly angle of the driven rotating body with respect to the driving rotating body by moving the engaging member inward or outward along the groove;
An operating force applying mechanism that applies a rotational operating force to the intermediate rotating body and displaces the engaging member in the radial direction along the groove to variably control the relative rotational phase of the crankshaft and the camshaft; Prepared,
A valve timing control device for an internal combustion engine, characterized in that a lubricating oil retaining portion for retaining lubricating oil is provided between the engaging member and the inner surface of the groove. A drive rotor that is driven to rotate by the crankshaft of the engine;
A driven rotating body comprising a camshaft provided with a cam for opening and closing the engine valve or a separate member coupled to the camshaft;
An intermediate rotator provided with a guide which is provided so as to be relatively rotatable with respect to the drive rotator and the driven rotator, and whose diameter is reduced along the rotation direction;
A pin that is guided by the guide and is configured to move in a radial direction, and a pin that is provided with a lubricant retaining portion having a diameter smaller than the maximum diameter of the tip head in a root region of the tip head that engages with the guide;
An operation force applying mechanism for applying a rotational operation force to the intermediate rotating body;
A motion conversion mechanism for converting the displacement in the radial direction of the pin into a displacement of a relative rotational phase of the driving rotating body and the driven rotating body;
A valve timing control apparatus for an internal combustion engine, comprising: A drive rotor that is driven to rotate by the crankshaft of the engine;
A driven rotating body comprising a camshaft provided with a cam for opening and closing the engine valve or a separate member coupled to the camshaft;
An intermediate rotator provided with a guide which is provided so as to be relatively rotatable with respect to the drive rotator and the driven rotator, and whose diameter is reduced along the rotation direction;
An engaging member that is guided by the guide and moves in the radial direction, and has a reduced diameter portion that is smaller in diameter than the maximum diameter of the tip head at the root region of the tip head that engages with the guide. When,
An operation force applying mechanism for applying a rotational operation force to the intermediate rotating body;
A motion conversion mechanism that converts a radial displacement of the engaging member into a displacement of a relative rotational phase of the drive rotator and the driven rotator,
A valve timing control device for an internal combustion engine, characterized in that lubricating oil is supplied to the reduced diameter portion.

Images