JP2013002372A - Valve timing control device of internal combustion engine, and method of manufacturing the device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a valve timing control device capable of securing strength of a shoe, even if a positioning groove is arranged, while sufficiently securing a relative rotation angle of a housing and a vane member.SOLUTION: This valve timing control device includes a cylindrical housing body 11 provided with first-fourth shoes 8a-8d, and the vane member 7 having four vanes 22-25 defined into respective four retard-advance angle oil chambers 9 and 10 formed between the respective shoes and relatively rotating with respect to the housing. A second padding part 19 is formed on the outer peripheral side of an opposed side surface 8e of the second shoe 8b opposed to a cutout part 22a of the first vane 22. While forming a positioning recessed part 33 along from the inner peripheral side to the outer peripheral side in the radial direction, in the second padding part, a positioning pin 34 is arranged in a position opposed to the positioning recessed part of a rear plate 13.

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 valve and an exhaust valve of the internal combustion engine in accordance with an operating state, and a method for manufacturing the device.

  A conventional valve timing control device includes a housing to which a rotational force is transmitted from a crankshaft, and a vane member rotatably accommodated in the housing and fixed to an end of a camshaft. An advance oil chamber and a retard oil chamber are defined between a plurality of shoes projecting inward from the diameter direction on the inner peripheral surface and a plurality of vanes of the vane member.

  The one vane is provided with a lock pin that can move forward and backward along the camshaft axial direction, while a rear plate that closes one end opening of the housing body is provided with a lock hole. Sometimes, the tip of the lock pin is inserted into the lock hole to restrict the free relative rotational position of the vane member with respect to the housing.

  However, since the lock hole is provided in the rear plate, when the rear plate is assembled to the housing body, if there is even a slight displacement in the circumferential direction, the lock pin and the lock hole There is a possibility that it will not be able to lock securely due to misalignment.

  Therefore, as in the valve timing control device described in Patent Document 1 below, a positioning recess is provided on the outer periphery of the shoe integrally provided on the inner periphery of the housing body (the outer periphery of the housing body), and the lock hole is provided. Since the rear plate is provided on the provided rear plate and the rear plate is assembled to the housing body with the positioning pin inserted in the positioning recess, the position of the lock hole relative to the housing body, that is, the lock pin and the lock The positional deviation from the hole can be suppressed.

JP 2006-70724 A

  However, in the conventional device described in Patent Document 1, the positioning recess is provided on the outer peripheral surface of the shoe of the housing body, and the rear plate and the housing body are inserted through the bolts formed on the shoe. It is fastened by a bolt that penetrates the hole.

  For this reason, the thickness between the positioning recess and the bolt insertion hole and the thickness between the positioning recess and one side surface of the shoe become thin, and there is a possibility that sufficient strength of the shoe cannot be secured.

  Although it may be possible to increase the circumferential width of the shoe sufficiently large and increase the thickness by increasing the thickness on the left and right in the circumferential direction from the positioning recess, the width of the shoe in the circumferential direction is simply increased. Then, there arises a problem that the relative rotation angle of the vane contacting the shoe is restricted.

  An object of the present invention is to provide a valve timing control device for an internal combustion engine that can secure the strength of a shoe even if a positioning recess is formed while sufficiently securing a relative rotation angle between a housing and a vane member. .

  According to the first aspect of the present invention, a cylindrical housing body having a plurality of shoes projecting from an inner peripheral surface, a rear plate that closes one end opening of the housing body, and a through-hole formed in the inner axial direction of each shoe. A plurality of bolts that are inserted into the bolt insertion holes, and are fixed to the camshaft, and are formed between the shoes. A plurality of vanes that are separated into an advance working chamber and a retard working chamber, and by selectively supplying and discharging hydraulic pressure to and from the advance working angle and the retard working chamber, the advance side of the housing body Or a vane member that rotates to the retard angle side, the cutout portion is formed in at least one of the circumferential directions on the outer peripheral side of the maximum width vane, and the cutout portion of the maximum width vane is opposed to the cutout portion in the circumferential direction. Two shoe outer circumference Provided with a built-up portion, and formed a positioning groove on the built-up portion from the radially inner periphery side to the outer periphery side, while providing a positioning convex portion at a position facing the positioning groove of the plate. It is characterized.

  According to the present invention, the strength of the shoe can be secured even if the positioning recess is formed while sufficiently securing the relative rotation angle between the housing and the vane member.

It is a disassembled perspective view which shows one Embodiment of the valve timing control apparatus which concerns on this invention. It is the schematic which shows the hydraulic circuit of the valve timing control apparatus of the embodiment. It is an effect explanatory view showing the state where valve timing by the embodiment was controlled to the retard side. It is an effect explanatory view showing the state where valve timing by the embodiment was controlled to the advance side. It is a longitudinal cross-sectional view which shows the locked state by the lock mechanism with which the embodiment is provided. It is sectional drawing which shows the shaping | molding die which shape | molds the housing main body of this embodiment.

  Hereinafter, an embodiment in which a valve timing control device for an internal combustion engine according to the present invention is applied to an exhaust valve side will be described based on the drawings.

  As shown in FIGS. 1 to 4, the valve timing control device is provided so as to be rotatable relative to the sprocket 1 and a sprocket 1 that is rotationally driven via a timing chain by a crankshaft outside the engine. And a phase conversion mechanism 3 that is disposed between the camshaft 2 and the sprocket 1 and the camshaft 2 to convert the relative rotational positions of the two and 1, and a hydraulic circuit that operates the phase conversion mechanism 3 4 is provided.

  The camshaft 2 is rotatably supported by a cylinder head (not shown) via a cam bearing, and a plurality of drive cams for opening an exhaust valve (not shown) via a valve lifter are integrally provided at a predetermined position on the outer peripheral surface. In addition, a female screw hole 2b into which a later-described cam bolt 6 is screwed is formed in the inner axial direction of the one end portion 2a.

  The phase conversion mechanism 3 is fixed in the axial direction by the cam bolt 6 to the housing 5 disposed on the one end 2a side of the camshaft 2 and the camshaft 2, and is freely rotatable in the housing 5. The accommodated vane member 7, four first to fourth shoes 8 a to 8 d formed on the inner peripheral surface of the housing 5, and four vanes 22 to be described later of the vane member 7. 25 are provided with a retard oil chamber 9 which is four retard operating chambers and an advance oil chamber 10 which is an advance working chamber.

  The housing 5 includes a substantially cylindrical housing body 11 having both axial ends open, a front plate 12 that closes the axial front and rear openings of the housing body 11, and a rear plate 13 that also serves as the sprocket 1. A front plate 12 and a rear plate 13 (sprocket 1) are integrally coupled to the housing body 11 by four bolts 14 from the axial direction.

  The housing main body 11 is integrally formed of a sintered metal material, and the four first to fourth shoes 8a to 8b are integrally projected inward at substantially equal positions in the circumferential direction of the inner peripheral surface. ing. Each of the shoes 8a to 8b is formed in a substantially trapezoidal shape when viewed from the side, and a substantially U-shaped seal member 16 is fitted and fixed in a seal groove formed along the axial direction at each tip portion. Has been. Further, bolt insertion holes 17 through which the respective bolts 14 are inserted are formed in the radially outer peripheral sides of the respective shoes 8a to 8d, that is, in the inner axial direction on the base portion side that is a connecting portion to the inner peripheral surface of the housing body 11. Has been. In addition, on the outer surface of the housing body 11 where the shoes 8a to 8d are located, a substantially rectangular hollow portion 11a for reducing the weight of the housing body 11 is formed.

  Furthermore, as shown in FIG. 3, the first shoe 8a with which a later-described first vane 22 relatively rotates counterclockwise and abuts from the circumferential direction has a first side on the side surface where the first vane 22 abuts. The build-up part 18 is integrally formed. The outer surface of the first build-up portion 18 is formed in a substantially square shape, and the outer surface 18 a that contacts one side surface of the first vane 22 is formed in a flat shape. The strength of the base portion of the first shoe 8 a is increased by the first build-up portion 18.

  Further, as shown in FIG. 4, the second shoe 8 b with which the first vane 22 abuts by rotating relative to the clockwise direction is in the first corner of the first vane at both corners which are the coupling portions (base portions) to the housing body 11. A second build-up portion 19 is integrally formed at the corner on the side where 22 abuts. The second build-up portion 19 extends continuously along the axial direction of the housing body 11 and has an outer surface 19a formed in an arc shape. The presence of the second build-up portion 19 increases the strength of the base portion of the second shoe 8b.

  The front plate 12 is formed by pressing a metal plate into a relatively thin disk shape, and has a large-diameter hole 12a through which a front end portion of a vane rotor 21 described later is inserted at the center. Four bolt holes 12b through which the respective bolts 14 are inserted are formed in the circumferentially equidistant positions.

  The rear plate 13 (sprocket 1) is entirely formed of a sintered alloy, and is heat-treated to increase the hardness during the processing, and the timing chain is meshed and wound around the outer periphery. The tooth part 1a is integrally formed.

  Further, the rear plate 13 has a support hole 13a through which the one end 2a of the camshaft 2 is inserted and rotatably supported at the center, and at the circumferentially equidistant positions on the outer peripheral side. A female screw hole 13b into which the male screw at the tip of each bolt 14 is screwed is formed.

  The vane member 7 is integrally formed of a metal material, and has a cylindrical shape fixed to the one end portion 2a of the camshaft 2 from the axial direction by the cam bolt 6 inserted in the insertion hole 7a formed in the center from the axial direction. The vane rotor 21 and four first to fourth vanes 22 to 25 projecting radially from the outer circumferential surface of the vane rotor 21 at substantially equal intervals in the circumferential direction.

  The vane rotor 21 is configured to rotate while sliding on the seal member 16 fitted and fixed to the upper surface of the tip of each shoe 8a to 8d. Further, as shown in FIGS. 3 and 4, four retard angle side oil holes 27 communicating with the respective retard angle oil chambers 9 in the radial direction on both sides of the respective vanes 22 to 25, and the respective advance angles. Four advance-side oil holes 28 communicating with the oil chamber 10 are formed penetrating in the radial direction. Further, as shown in FIG. 2, a fitting groove 21a into which the tip of one end 2a of the camshaft 2 is fitted is formed at the center of the end surface on the camshaft 2 side.

  As shown in FIG. 3, each of the vanes 22 to 25 is disposed between the shoes 8 a to 8 d, and the housing main body 11 has a seal groove formed in an axial direction on each tip surface. A substantially U-shaped seal member 20 slidably contacting the inner peripheral surface 11b is fitted.

  In addition, each of the vanes 22 to 25 is formed such that the first vane 22 is formed with the maximum width, and the other three vanes 23 to 25 are sufficiently smaller in width than the first vane 22 and substantially the same width. ing. In this manner, the weight balance of the entire vane member 7 is made uniform by reducing the widths of the other three vanes 23 to 25 with respect to the first vane 22 having the maximum width.

  When the vane member 7 rotates in the maximum counterclockwise direction shown in FIG. 3, one side of the first vane 22 abuts against the opposite side surface 18a of the first build-up portion 18 of the first shoe 8a. When the vane member 7 is rotated in the maximum clockwise direction shown in FIG. 4, the other side surface comes into contact with the opposite side surface 8e of the second shoe 8b and the maximum advance angle is regulated. The relative rotation position on the side is regulated.

  The first vane 22 has a notch 22a formed on the outer peripheral surface of the second shoe 8b on the side facing the second build-up portion 19 side. The notch 22a is formed in an arc shape along the outer surface 19a of the second build-up part 19, and when the vane member 7 is rotated in the maximum clockwise direction as shown in FIG. It is formed so as to face the outer surface 19a of the part 19 with a slight gap. Further, a seal groove in which the seal member 20 is fitted and fixed is formed on the outer surface at a position opposite to the notch 22a in the circumferential direction.

  In the state where the first vane 22 is in contact with the first and second shoes 8a and 8b, as shown in FIGS. 3 and 4, the other vanes 23 to 25 are any shoes facing each other in the circumferential direction. 8a to 8d are not brought into contact with each other.

  Further, a lock mechanism for restricting free rotation of the vane member 7 is provided between the first vane 22 and the rear plate 13.

  As shown in FIGS. 1, 3, and 5, the locking mechanism is slidably accommodated in a sliding hole 29 formed so as to penetrate the first vane 22 in the inner axial direction, and the rear plate 13. A lock pin 30 provided so as to be movable forward and backward is formed at a predetermined position in the center of the rear plate 13 in the radial direction, and the tip 30a of the lock pin 30 is engaged to lock the vane member 7. The lock hole 31 is a lock recess, and an engagement / disengagement mechanism that engages or disengages the tip 30a of the lock pin 30 with the lock hole 31 in accordance with the starting state of the engine.

  The sliding hole 29 has an inner peripheral surface formed in a step shape, and has a small diameter hole on the front end side and a large diameter hole on the rear end side, and an annular step between the small diameter hole and the large diameter hole. A portion 29a is formed.

  As shown in FIG. 5, the lock pin 30 has an outer peripheral surface formed in a stepped diameter corresponding to the sliding hole 29, and has a small diameter portion 30b on the front end side, a large diameter portion 30c on the rear end side, and a small diameter. The step portion 30d is formed between the portion 30b and the large diameter portion 30c, the tip portion 30a of the small diameter portion 30b is solid, and the outer peripheral surface is formed in a conical shape to form the lock hole 31. It has a shape that can be easily engaged inside. An annular pressure receiving chamber 35 is formed between the stepped portion 29 a of the sliding hole 29 and the stepped portion 30 c of the lock pin 30.

  The lock hole 31 is formed in a bottomed shape and is closer to the retard oil chamber 9 side in the circumferential direction, that is, when the vane member 7 rotates relative to the maximum advance angle side, the axial direction with the lock pin 30 Are formed at positions facing each other. Therefore, when the lock pin 30 is engaged with the lock hole 31, the relative rotation angle between the housing 5 and the vane member 7 is set to be the maximum advance angle conversion angle optimum for engine start.

  As shown in FIG. 2, a notch groove 7b is formed on the rear surface of the vane member 7 on the rear end side of the sliding hole 29, and the notch groove 7b communicates with the outside air, thereby The good slidability of the lock pin 30 is always secured within the rotation range.

  The engagement / disengagement mechanism is elastically mounted between the rear end portion of the lock pin 30 and the inner end surface of the front plate 12, and a coil spring 32 that urges the lock pin 30 in the advancing direction; The release hydraulic circuit is configured to supply hydraulic pressure into the chamber 35 to retract the lock pin 30. As shown in FIG. 5, the release hydraulic circuit is configured to apply oil pressure selectively supplied to the retard oil chamber 9 and the advance oil chamber 10 to the oil formed inside and on the side surface of the first vane 22. The pressure receiving chamber 35 and the lock hole 31 are supplied through the holes 42a and 42b.

  Further, when the components are assembled by the bolts 14 between the housing body 11 and the rear plate 13, the rotational positions of the housing body 11 and the rear plate 13, that is, the tip of the lock pin 30. Positioning means for positioning the circumferential direction of 30a and the lock hole 31 is provided.

  As shown in FIGS. 1, 3, and 4, the positioning means includes a positioning recess 33 that is a positioning groove formed in the second build-up portion 19 of the second shoe 22 of the housing body 11, and the rear plate. The positioning pin 34 is a positioning portion (convex portion) provided at a position corresponding to the concave portion 33 on the inner end surface on the outer peripheral portion side.

  The positioning recess 33 is formed linearly and continuously from the radially inner side (inner peripheral side) to the outer side (outer peripheral side) of the opposing side surface 8e of the second shoe 8b of the second build-up part 19, The positioning recess 33 is formed in a substantially inverted U shape along the opposite side surface 8e of the second shoe 8b and toward the inner end surface of the rear plate 13. It is formed in a penetrating state, and is molded at the same time as sintering the housing body 11 as will be described later.

  The positioning recess 33 has a width that is set slightly larger than the outer diameter of the positioning pin 34 and a groove depth that is set to be larger than the outer diameter of the positioning pin 34. In relation to the pins 34, the housing main body 11 and the rear plate 13 are set so as not to generate any play in the circumferential direction.

  Accordingly, when the housing main body 11 and the front plate 12 and the rear plate 13 are fastened together by the bolts 14, the positioning recess 33 is engaged with the positioning pins 34 in advance in the axial direction so that the rear plate 13 is attached to the housing main body 11. It has a function of performing relative positioning in the radial direction and the circumferential direction.

  The positioning pin 34 has a base end portion in a pin hole 13d formed in an axially penetrating manner in the vicinity of the lock hole 31 on the outer peripheral portion side of the rear plate 13 corresponding to the bottom surface 33a side which is the deepest portion of the positioning recess 33. It is press-fitted and fixed, and the tip protrudes in the direction of the housing body 11 and engages with the bottom surface 33a of the positioning recess 33 from the axial direction as described above.

  The positioning part (convex part) may be a visible mark or groove in addition to the positioning pin 34. In the case of a groove, a jig is inserted from the positioning concave part 33 and the bottom surface of the groove. It is also possible to remove the jig when the assembly work is completed.

  FIG. 6 shows a method for manufacturing the sintered metal housing main body 11, that is, a method for manufacturing the entire housing main body 11 including the shoes 8 a to 8 d, the second build-up portion 19, and the positioning recess 33. As described above, the mold is formed by the columnar inner mold 50 and the cylindrical outer mold 51.

  That is, the positioning recess 33 is conventionally formed on the outer mold 51 side which is on the outer peripheral side of the housing body 11, but in the case of this embodiment, the positioning recess 33 is formed by the inner mold 50 together with the shoes 8a to 8d. It is supposed to be.

  For this reason, conventionally, during the molding, for example, when the inner mold 50 and the outer mold 51 have a slight relative displacement in the circumferential direction, the circumferential displacement between the second shoe 8b and the positioning concave portion. May occur and the positioning accuracy with the housing body 11 may be reduced.

  However, since the second shoe 8b and the positioning recess 33 can be molded together by the same inner mold 50 as in the present embodiment, the occurrence of the circumferential displacement of the both 8b and 33 is eliminated. For this reason, positioning accuracy with the housing main body 11 becomes high.

  Further, between the rear end portion of the vane member 7 on the camshaft 2 side and the rear plate 13, a torsion spring 43 that biases the vane member 7 (camshaft 2) in the advance direction with respect to the housing 5. Is installed.

  A portion of the torsion spring 43 is accommodated in a disk-shaped concave groove 13 c formed on the rear surface of the rear plate 13, and one end 35 a protruding outward is radially formed on the inner peripheral side of the rear plate 13. While being locked and fixed, the other end portion 35b protruding inward is locked and fixed to the vane rotor 21 from the radial direction. As a result, the vane member 7 is constantly urged in the rotation direction on the advance side.

  The hydraulic circuit 4 selectively supplies hydraulic pressure to the oil chambers 9 and 10 or discharges the oil in the oil chambers 9 and 10, as shown in FIG. The retard angle side passage 36 communicating with the oil hole 27, the advance angle side passage 37 communicating with the advance angle side oil hole 28, and the hydraulic pressure is selectively supplied to each of the passages 36, 37 via the electromagnetic switching valve 38. An oil pump 39, and a drain passage 40 that selectively communicates with the passages 36 and 37 via an electromagnetic switching valve 38.

  Both the passages 36 and 37 have oil passage holes 36a and 37a formed along the axial direction inside a passage structure body 44 whose tip portions are inserted and arranged inside the front end side of the vane rotor 21, and groove grooves 37b on the outer peripheral side. In addition, the oil holes 27 and 28 are communicated with each other through a communication chamber 36 b formed in the vane rotor 21.

  The electromagnetic switching valve 38 is a two-way valve, and selectively switches between the passages 36 and 37, the discharge passage 39a of the oil pump 39, and the drain passage 40 in accordance with an output signal from a controller (not shown). It has become.

  In the controller, an internal computer inputs information signals from various sensors such as a crank angle sensor, an air flow meter, a water temperature sensor, and a throttle valve opening sensor (not shown) to detect the current engine operating state, A control pulse current is output to the electromagnetic coil of the electromagnetic switching valve 38 in accordance with the engine operating state.

  Hereinafter, the operation of the present embodiment will be described. First, when the engine is started, as shown in FIGS. 4 and 5, the vane member 7 is urged to the maximum advance position by the spring force of the torsion spring 43. At this position, the distal end portion 30a of the lock pin 30 is previously engaged in the lock hole 31, and the vane member 7 is constrained to the position on the advance side optimum for starting. For this reason, when start-up is started by turning on the ignition switch, good startability is obtained by smooth cranking.

  And, for example, in the low rotation and low load range after the engine is started, the controller maintains the non-energized state of the electromagnetic coil of the electromagnetic switching valve 38. As a result, the discharge passage 39a of the oil pump 39 and the retard side passage 36 are communicated, and at the same time, the advance side passage 37 and the drain passage 40 are communicated.

  Therefore, the hydraulic oil discharged from the oil pump 39 flows into each retarded oil chamber 9 via the retarded-side passage 36, and each retarded oil chamber 9 becomes high pressure, while each advanced angle is increased. The hydraulic oil in the oil chamber 10 passes through the advance side passage 37 and is discharged from the drain passage 40 into the oil pan 41, and the inside of the advance oil chamber 10 becomes low pressure.

  At this time, the hydraulic oil flowing into the retarded oil chamber 9 flows into the pressure receiving chamber 35 from the oil hole 42b and becomes high pressure. As a result, the lock pin 30 moves backward to lock the tip portion 30a. The vane member 7 comes out of the hole 31 and the free rotation of the vane member 7 is ensured.

  Accordingly, as the volume of the retarded oil chamber 9 increases, the vane member 7 rotates counterclockwise as shown in FIG. 3 so that one side surface of the first vane 22 is the first buildup of the first shoe 8a. Further contact with the outer side surface 18a of the portion 18 prevents further counterclockwise rotation. Thereby, the relative rotation angle of the vane member 7, that is, the camshaft 2, is converted to the most retarded angle side with respect to the sprocket 1 (rear plate 13).

  Next, when the engine shifts to, for example, a high rotation / high load range, a control current is output from the controller to the electromagnetic switching valve 38 to connect the discharge passage 39a and the advance side passage 37, and at the same time, the retard side passage. 36 and the drain passage 40 are communicated. As a result, the hydraulic oil in the retard oil chamber 9 is discharged and becomes low pressure, and the hydraulic oil is supplied into the advance oil chamber 10 and the inside becomes high pressure. At this time, the hydraulic pressure is supplied from the advance oil chamber 10 into the lock hole 31 through the oil hole 42a, so that the lock pin 30 is kept out of the lock hole 31 by this hydraulic pressure.

  For this reason, as shown in FIG. 4, the vane member 7 rotates clockwise with respect to the housing 5 so that one side surface of the first vane 22 on the notch 22a side becomes the opposite side surface 8e of the second shoe 8b. In pressure contact, further clockwise rotation is restricted. Thus, the relative rotation phase of the camshaft 2 with respect to the sprocket 1 is converted to the most advanced angle side. As a result, the opening / closing timing of the exhaust valve is controlled to the most advanced angle side, and the output of the engine in such a high rotation high load region can be improved.

  Immediately before the engine is stopped, the oil pressure in the oil chambers 9 and 10 is discharged to the oil pan 41 through the drain passage 40, and the oil pressure in the pressure receiving chamber 35 and the lock hole 31 is also reduced. Therefore, the vane member 7 is relatively rotated to the most advanced angle side by the spring force of the torsion spring 43 acting on the camshaft 2, and the lock pin 30 is advanced by the spring force of the coil spring 32 at this position. The portion 30 a is engaged in the lock hole 31.

  In this case, since the positioning of the lock pin 30 and the lock hole 31 in the circumferential direction of the housing 5 is accurately performed at the time of assembling each component member, a smooth engagement action of the lock pin 30 is obtained.

  That is, when each component is assembled, when the front plate 12 and the rear plate 13 are coupled to the housing body 11 by the bolts 14, the front plate 12 is attached to the front end side of the housing body 11, and the bolts 14. The positioning pin 34 is engaged with the bottom surface 33a side of the positioning recess 33 of the housing body 11 from the axial direction while the rear plate 13 is disposed on the rear end side of the housing body 11.

  At this time, the lock pin 30 and the coil spring pudding 32 are accommodated in the sliding hole 29, and the tip 30a of the lock pin 30 is engaged with the lock hole 31 of the rear plate 13 (sprocket 1).

  Then, if the bolts 14 are tightened as they are while screwing the front male threads of the bolts 14 into the female screw holes 13 a of the rear plate 13, the plates 12 and 13 can be firmly coupled to the housing body 11. At the same time, the sprocket 1 can be reliably positioned with respect to the housing body 11 in the circumferential direction.

  Therefore, even if the position of each bolt 14 and each bolt insertion hole 17 of the housing body 11 is shifted, the positioning of the distal end portion 30a of the lock pin 30 and the lock hole 31 in the circumferential direction of the housing 5 is possible. become. As a result, a smooth engagement action of the lock pin 30 with respect to the lock hole 31 when the engine is stopped is obtained. Further, it is possible to suppress the occurrence of circumferential displacement of the lock pin 30 and the lock hole 31 due to, for example, rotational torque acting on the housing body 11 from the sprocket 1 during engine driving.

  Further, since the notch 22a is formed only on the side of the front end surface of the first vane 22 having the maximum width facing the one side surface of the second shoe 8b, a seal groove is formed at a position opposite to this side. Also, the width of the first vane 22 can be made as small as possible. As a result, the relative conversion angle between the housing 5 and the vane member 7 can be increased.

In this embodiment, since the first and second build-up portions 18 and 19 are provided on the first shoe 8a and the second shoe 8b, respectively, which are in pressure contact with the first vane 22, the strength of the shoes 8a and 8b is improved. Thus, it is possible to effectively suppress the bending deformation of the housing main body 11 when the first vane 22 is pressed. Further, by forming the outer surface 19a of the second build-up portion 19 in an arc shape, the strength can be increased, and the positioning recess is formed in the second build-up portion 19 that increases the strength of the second shoe 8b. Since 33 is provided, the circumferential thickness of the second shoe 8b can be made as small as possible. In particular, since the second shoe 8b is formed so as to be cut along the opposing side surface 8e, the relative rotation angle of the vane contacting the opposing side surface 8e can be increased.

  Thereby, the relative rotation angle of the vane member 7 can be increased.

  Further, by providing the positioning recess 33 in the second build-up portion 19, the space of the second build-up portion 19 can be effectively used.

  Furthermore, since the positioning recess 33 is formed by the inner mold 50 together with the shoes 8a to 8d when the housing body 11 is molded as described above, the outer mold for molding the outer peripheral surface side of the housing body 11 is formed. Since there is no need to consider the circumferential displacement between the mold 51 and the mold, this molding operation is facilitated. Moreover, even if a positional deviation occurs between the two 50 and 51, as described above, the positioning recess 33 is formed by the inner mold 50, so that the positioning accuracy between the positioning recess 33 and the positioning pin 34 is improved. I can plan.

  Further, since the positioning recess 33 is formed on the same surface along the opposing side surface 8e of the second shoe 8b, the positioning recess 33 in the inner mold 50 extends from the positioning recess 33 to the opposing side surface 8e of the second shoe 8b. Since there is no need to consider the mold accuracy in the circumferential direction, the positioning accuracy between the positioning recess 33 and the positioning pin 34 can be improved.

  Further, the first vane 22 has an arc-shaped notch 22a formed on one side of the outer peripheral side thereof, whereby the weight of the vane member 7 can be reduced. Further, since a plurality of lightening portions 11a are formed also in the housing body 11, the weight can be reduced from this point.

The technical ideas of the invention other than the claims ascertained from the embodiment will be described below.
[Claim a] In the valve timing control apparatus for an internal combustion engine according to claim 1,
The valve timing control device for an internal combustion engine, wherein the positioning groove continuously extends from an inner peripheral side surface to an outer peripheral side from the build-up portion of the shoe.

According to this invention, the positioning groove is formed continuously from the inner peripheral side to the outer peripheral side of the built-up portion along one side surface of the shoe, so to speak, formed so as to cut the one side surface of the shoe. It is possible to increase the relative rotation angle of the vane contacting the one side surface.
[B] A valve timing control apparatus for an internal combustion engine according to claim 1,
A valve timing control device for an internal combustion engine, wherein a seal member that is in sliding contact with an inner peripheral surface of the housing is provided at a tip portion of each vane.
[Claim c] The valve timing control apparatus for an internal combustion engine according to claim 1,
A valve timing control device for an internal combustion engine, wherein the lock pin is slidably provided inside a vane in which the notch is formed, and a lock recess is provided in the plate.
[Claim d] In the valve timing control apparatus for an internal combustion engine according to claim 1,
The valve timing control device for an internal combustion engine, wherein the housing main body is also open at the other end in the axial direction, and is closed by a second plate that closes the other end opening.
[Claim e] In the valve timing control apparatus for an internal combustion engine according to claim 1,
The valve timing control device for an internal combustion engine, wherein the positioning convex portion is constituted by a positioning pin press-fitted into the plate.
[Claim f] In the valve timing control apparatus for an internal combustion engine according to claim 1,
The valve timing control device for an internal combustion engine, wherein the notch is notched in a curved shape.

According to the present invention, the strength of the vane can be secured by the curved notch, and the weight of the vane can be reduced.
[Claim g] In the valve timing control apparatus for an internal combustion engine according to claim 1,
The valve timing control device for an internal combustion engine, wherein the build-up portion has an outer surface formed in an arc shape.

According to this invention, the strength can be increased by forming the outer surface of the built-up portion in an arc shape.
[Claim h] In the method of manufacturing a valve timing control device for an internal combustion engine according to claim 3,
The housing main body is also opened at the other end in the axial direction, and is closed by a second plate that closes the other end opening.
[Claim i] In a method of manufacturing a valve timing control device for an internal combustion engine according to claim 3,
A method for manufacturing a valve timing control device for an internal combustion engine, wherein the housing body is formed by sintering.

DESCRIPTION OF SYMBOLS 1 ... Sprocket 2 ... Camshaft 3 ... Phase conversion mechanism 4 ... Hydraulic circuit 5 ... Housing 7 ... Vane member 8a-8d ... 1st-4th shoe 9 ... Retarded oil chamber (retarded working chamber)
10 ... Advance oil chamber (advance chamber)
11 ... Housing body 12 ... Front plate (second plate)
13 ... Rear plate (plate)
14 ... Bolt 18 ... First build-up part 19 ... Second build-up part (build-up part)
19a ... outer surface 21 ... vane rotor 22 ... first vane 22a ... notch 23-25 ... second to fourth vane 30 ... lock pin 31 ... lock hole 33 ... positioning recess (positioning groove)
34 ... Positioning pin (positioning convex part)

Claims (3)

A cylindrical housing body in which at least one end in the axial direction is formed as an opening, and a plurality of shoes project from the inner peripheral surface;
A plate for closing one end opening of the housing body;
A bolt insertion hole formed through the inner axial direction of each shoe;
A plurality of bolts inserted into the respective bolt insertion holes and fixing the plate to the housing body;
A plurality of vanes fixed to a camshaft and separating a plurality of working chambers formed between the shoes into an advance working chamber and a retard working chamber; A vane member that rotates to an advance side or a retard side with respect to the housing body by selectively supplying and discharging hydraulic pressure to
A lock pin having a circular cross section provided on one of the plate or the vane and provided so as to be movable back and forth in the axial direction according to the engine operating state;
A lock recess provided on the other side of the plate or vane, the inner periphery of which the lock pin is engaged to regulate the relative rotational position of the plate and the vane member, and a circular shape;
A notch formed in at least one of the circumferential directions on the outer peripheral side of the vane provided with the lock pin or the lock recess;
A built-up portion formed on the outer peripheral side of one side portion of the shoe facing the notch portion of the vane from the circumferential direction;
A positioning groove formed in the build-up portion along the outer periphery from the radially inner periphery,
Positioning protrusions formed at positions facing the positioning grooves of the plate;
A valve timing control apparatus for an internal combustion engine, comprising: A cylindrical housing body in which at least one end in the axial direction is formed as an opening, and a plurality of shoes project from the inner peripheral surface;
A plate for closing one end opening of the housing body;
A bolt insertion hole formed through the inner axial direction of each shoe;
A plurality of bolts inserted into the respective bolt insertion holes and fixing the plate to the housing body;
A plurality of vanes fixed to a camshaft and separating a plurality of working chambers formed between the shoes into an advance working chamber and a retard working chamber; A vane member that rotates to an advance side or a retard side with respect to the housing body by selectively supplying and discharging hydraulic pressure to
A lock pin having a circular cross section provided on one of the plate or the vane and provided so as to be movable back and forth in the axial direction according to the engine operating state;
A lock recess provided on the other side of the plate or vane, the inner periphery of which the lock pin is engaged to regulate the relative rotational position of the plate and the vane member, and a circular shape;
A notch formed in at least one of the circumferential directions on the outer peripheral side of the vane provided with the lock pin or the lock recess;
A built-up portion formed on the outer peripheral side facing the notch portion of the vane of the shoe from the circumferential direction;
A positioning portion that is provided on the plate and that positions the plate in the circumferential direction with a positioning groove formed continuously from the inner peripheral surface of the housing body on the build-up portion as a reference position;
A valve timing control apparatus for an internal combustion engine, comprising: A cylindrical housing body in which at least one end in the axial direction is formed as an opening, and a plurality of shoes project from the inner peripheral surface;
A plate for closing one end opening of the housing body;
A bolt insertion hole formed through the inner axial direction of each shoe;
A plurality of bolts inserted into the respective bolt insertion holes and fixing the plate to the housing body;
A plurality of vanes fixed to a camshaft and separating a plurality of working chambers formed between the shoes into an advance working chamber and a retard working chamber; A vane member that rotates to an advance side or a retard side with respect to the housing body by selectively supplying and discharging hydraulic pressure to
A lock pin having a circular cross section provided on one of the plate or the vane and provided so as to be movable back and forth in the axial direction according to the engine operating state;
A lock recess provided on the other side of the plate or vane, the inner periphery of which the lock pin is engaged to regulate the relative rotational position of the plate and the vane member, and a circular shape;
A notch formed in at least one of the circumferential directions on the outer peripheral side of the vane provided with the lock pin or the lock recess;
A built-up portion formed on the outer peripheral side facing the notch portion of the vane of the shoe from the circumferential direction;
An internal combustion engine comprising: a positioning portion that is provided on the plate and that positions the plate in the circumferential direction with a positioning groove formed continuously from the inner peripheral surface of the housing body as a reference position in the build-up portion. A method for manufacturing a valve timing control device, comprising:
The housing body is molded by an inner mold that molds at least an inner peripheral surface and an outer mold that molds an outer peripheral surface,
A method for manufacturing a valve timing control device for an internal combustion engine, wherein the positioning groove is formed by the inner mold.

Images