JP3385929B2 - Valve timing control device for internal combustion engine - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a valve timing control device for an internal combustion engine, in which the valve timing of at least one of an intake valve and an exhaust valve provided in the internal combustion engine is variable, and more specifically, it is controlled by hydraulic pressure. The present invention relates to an improvement of a device provided with a vane type valve timing variable mechanism having a mechanism for restricting relative rotation between a vane body and its housing.

[0002]

2. Description of the Related Art Conventionally, various devices have been proposed which can change the valve timing of an intake valve or an exhaust valve of an internal combustion engine, and in particular, such a vane type valve timing variable mechanism (hereinafter referred to as "VVT") is used. As a device provided, for example, a "valve opening / closing timing control device" described in JP-A-1-92504 is known.

As shown in FIG. 7, this valve opening / closing timing control device includes an internal rotor 202 provided at the tip of a camshaft 201 and a timing pulley 203 externally fitted to the rotor 202 so as to be rotatable relative thereto. It has and. A plurality of vanes 205 extending in the radial direction are fixed to the outer peripheral portion of the inner rotor 202.

Further, as shown in FIG. 8, a plurality of oil grooves 206 are formed in the inner peripheral portion of the timing pulley 203, and each vane 205 is arranged in the groove 206. 8 is a sectional view taken along line 8-8 of FIG. Further, pressure chambers 209 for applying a rotational force to the inner rotor 202 are provided on both sides of each vane 205.
Are formed (in FIG. 8, only the pressure chamber 209 formed on one side of each vane 205 is shown). Oil pressurized and supplied from an oil pump (not shown) is supplied into each pressure chamber 209.

Further, two insertion holes 211, 212 extending in the radial direction are formed inside the timing pulley 203, and the lock pin 21 is provided in the insertion holes 211, 212.
3,214 are provided. The insertion holes 211, 21
2 has the same pin 2 facing the axis of the camshaft 201.
Springs 215 and 216 for urging the springs 13 and 214 are provided.

Further, locking holes 217 and 218 into which the shaft side portions of the lock pins 213 and 214 are fitted are formed on the outer peripheral portion of the inner rotor 202. The locking holes 217 and 218 communicate with the pressure chambers 209. Therefore, a part of the oil supplied from the oil pump into each pressure chamber is also supplied into the locking holes 217 and 218.

In the above "valve opening / closing timing control device", the lock pin 21 is provided inside one of the locking holes 217 and 218.
By fitting one of the three and the two 214 and engaging the both, the relative rotation of the internal rotor 202 and the timing pulley 203 is regulated, and the valve opening / closing timing is either advanced or delayed. Fixed to.

[0008]

By the way, in the above "valve opening / closing timing control device", the lock pins 213 and 214 are used.
A predetermined clearance is required between the outer peripheral wall surface of the and the inner peripheral wall surfaces of the locking holes 217 and 218. That is, the lock pins 213, 21 generated during manufacturing
This is to absorb the shape error between the No. 4 and the locking holes 217 and 218, or the positional deviation between the two, by the clearance.

However, if the above-mentioned clearance is too large, when the lock pins 213 and 214 are fitted in the locking holes 217 and 218, the clearance between the internal rotor 202 and the timing pulley 203 is increased. A minute relative rotation is allowed by the amount corresponding to.
In this way, the internal rotor 202 and the timing pulley 203 are
When relative rotation is allowed between the inner rotor 202 and the inner rotor 202, the inner rotor 202 vibrates in the rotation direction when torque fluctuation occurs in the camshaft. Therefore, due to this vibration, the outer peripheral wall surfaces of the lock pins 213 and 214, and the locking holes 217 and 21.
There was a problem that the inner peripheral wall surface of No. 8 repeatedly collided with each other to generate abnormal noise.

If the clearance is made too small to prevent this abnormal noise, the lock pins 213 and 214 will be used.
This makes it difficult to fit in the locking holes 217 and 218.

The present invention has been made in view of such circumstances, and an object thereof is to prevent a noise from being generated and to make sure that a moving body forming a lock pin is securely fitted in its locking hole. An object of the present invention is to provide a valve timing control device for an internal combustion engine having a structure that can be fitted into the valve.

[0012]

In order to achieve the above object, the invention according to claim 1 drives the output shaft of the internal combustion engine and the valve of the same engine by opening and closing with the same rotary shaft center. First and second coupled to one and the other of the camshaft
And forming a liquid chamber on at least one side of the vane by partitioning the recess formed in the first rotating body with the vane formed in the second rotating body. Based on the hydraulic pressure control for the liquid chamber,
And a valve timing control device for an internal combustion engine that rotatably controls the opening / closing timing of the valve by changing the relative rotation phase between the engine output shaft and the cam shaft by relatively rotating the second rotating body. A moving body that moves through an insertion hole formed in one of the second rotating bodies in parallel with the rotation axis of the rotating bodies is fitted into a locking hole formed in the other of the first and second rotating bodies. By doing them first
And a locking means for locking the second rotating body in a predetermined rotation phase, and a biasing means for biasing the moving body toward the rotating body having the locking hole formed therein. It has a large-diameter portion whose opening area at the entrance is formed sufficiently large with respect to the cross-sectional area of the moving body and a fitting portion formed with a step in the back and into which the moving body is fitted. What is formed is the gist.

According to the above-mentioned structure, the locking hole is formed with a large-diameter portion whose opening area at the entrance is sufficiently large with respect to the cross-sectional area of the moving body and a step at the back thereof. And a fitting portion into which the moving body is fitted. Therefore, the moving body can be easily fitted into the large diameter portion of the locking hole, and the moving body can be reliably engaged based on the relative swing of the first and second rotating bodies due to the torque fluctuation of the cam. It is fitted into the fitting portion of the stop hole.

Further, since the moving body is fitted into the fitting portion of the locking hole in two steps, the moving body can be fitted with the locking hole even if the clearance of the fitting portion of the locking hole with respect to the moving body is reduced. The fitting is securely fitted into the fitting portion, and the tapping sound of the fitting portion between the moving body and the locking hole is prevented. Further, the tapping sound between the vane and the first rotating body is also prevented.

According to a second aspect of the present invention, in the valve timing control device for an internal combustion engine according to the first aspect, the locking hole is provided at a step portion between the large diameter portion and the fitting portion. The gist of the invention is that it is formed with a guide portion that guides the fitting into the fitting portion.

According to the above construction, the moving body is more surely fitted into the fitting portion of the locking hole.

[0017]

BEST MODE FOR CARRYING OUT THE INVENTION An embodiment of a valve timing control device for an internal combustion engine according to the present invention will be described in detail below with reference to FIGS.

In this embodiment, an apparatus for controlling a variable valve timing mechanism (VVT) provided for an intake camshaft of a gasoline engine as an internal combustion engine will be exemplified.

FIG. 2 shows the intake side and exhaust side camshafts 1.
It is a top view showing arrangement of 1,70. In the figure, the left side is the tip end side of the cam shafts 11, 70, and the right side is the base end sides of the cam shafts 11, 70.

Intake side and exhaust side camshafts 11, 70
Are rotatably supported on the upper surface of the cylinder head 14. Both camshafts 11 and 70 have a plurality of cams 75
Have. An intake valve 77 and an exhaust valve 78 are arranged below the cam 75. The VVT 12 is provided at the tip of the intake side camshaft 11. The drive gear 74 provided at the tip of the exhaust side cam shaft 70 and the driven gear 17 provided at the tip of the intake side cam shaft 11 mesh with each other. A pulley 71 is provided at the base end of the exhaust side camshaft 70, and the pulley 71 is connected to a crankshaft (not shown) via a timing belt 72.

When the crankshaft is rotated, its rotational force is transmitted to the pulley 71 via the timing belt 72, and the exhaust side camshaft 70 is rotated.
The rotational force of the exhaust side camshaft 70 is transmitted to the intake side camshaft 11 via the gears 74 and 17, and the camshaft 11 is rotated. In this way, both camshafts 11,
The intake valve 77 and the exhaust valve 78 are opened and closed by rotating 70.

FIG. 1 shows a VV provided at the tip of an intake side camshaft (hereinafter, simply referred to as "camshaft") 11.
It is sectional drawing which shows T12. As shown in FIG. 1, the upper end of the cylinder head 14 and the bearing cap 15
Rotatably supports the journal 11a of the camshaft 11. The vane body (internal rotor) 19 fixed to the tip end surface of the camshaft 11 by a bolt 22 is prevented from rotating with respect to the shaft 11 by a knock pin (not shown) and rotates integrally with the shaft 11. The inner rotor 19 has a plurality of vanes 24 on its outer peripheral surface.

On the other hand, the driven gear 17 provided so as to cover the tip of the camshaft 11 and to be rotatable relative to the camshaft 11 has a plurality of external teeth 17a on its outer circumference.
Have. The side plate 18, the housing (housing main body) 16 and the cover 20 which are sequentially attached to the tip end surface of the driven gear 17 are fixed to the driven gear 17 by bolts 21 as a part of the housing and rotate integrally with the driven gear 17. To do. Further, the cover 20 covers the tip surfaces of the housing 16 and the internal rotor 19. The housing 16 is provided so as to include the inner rotor 19, and has a plurality of protrusions 25 on its inner peripheral surface.

One of the vanes 24 has a through hole 32 extending along the axial direction of the camshaft 11. Through hole 32
The lock pin 33 that is movably accommodated inside has an accommodation hole 33a inside. The spring 35 provided in the accommodation hole 33 a biases the pin 33 toward the locking hole 34 formed in the side plate 18. By engaging the lock pin 33 with the locking hole 34, the position of the internal rotor 19 is fixed. This allows the housing 16
Relative rotation of the internal rotor 19 with respect to is restricted, and the camshaft 11 and the driven gear 17 rotate integrally.

Further, the inner rotor 19 has an oil groove 36 formed in its tip surface. The groove 36 connects the elongated hole 37 formed in the cover 20 and the through hole 32. Oil groove 36
Also, the long hole 37 has a function of discharging air or oil located on the tip side of the lock pin 33 inside the through hole 32 to the outside.

FIG. 3 shows a cross section taken along line 3-3 of FIG. As shown in FIG. 3, the internal rotor 19 includes a cylindrical boss 23 located in the center thereof and four vanes 24 formed around the boss 23 at equal intervals of 90 °, for example. . The internal rotor 1 shown in FIG.
The view of 9 and its related parts is drawn as a cross-sectional view taken along line 1-1 of FIG.

On the other hand, the housing 16 has, on the inner peripheral surface thereof, four ridges 25 arranged at substantially equal intervals with each other, like the vane 24. Recesses 26 formed between the protrusions 25 accommodate the vanes 24. The outer peripheral surface of each vane 24 is in contact with the inner peripheral surface of each recess 26, and the tip end surface of each protrusion 25 is in contact with the outer peripheral surface of the boss 23. By partitioning each recess 26 with the vane 24, first and second hydraulic chambers 30 and 31 are formed on both sides of each vane 24 in the rotational direction.

A valve is provided in the first hydraulic chamber 30 located on the side opposite to the rotation direction of the driven gear 17 (indicated by an arrow in FIG. 3) (hereinafter, this direction is defined as "retarding direction"). Oil is supplied when advancing the timing. Oil is supplied to the second hydraulic chamber 31 located on the same direction as the rotation direction (hereinafter, this direction is defined as the “advancing direction”) when the valve timing is delayed.

Further, each vane 24 and each ridge 25 has grooves 27 and 40 at the tips thereof. In the groove 27 of each vane 24, the seal plate 28 and the plate 28
And a leaf spring 29 for urging. Similarly, in the groove 40 of each protrusion 25, a seal plate 41 and a plate spring 42 for urging the plate 41 are arranged.

Next, an oil supply / discharge structure for supplying / discharging oil to / from each first hydraulic chamber 30 and each second hydraulic chamber 31 will be described with reference to FIG. The cylinder head 14 has a first oil passage 38 and a second oil passage 39 formed therein. The first oil passage 38 is connected to an oil passage 46 formed inside the camshaft 11 via an oil groove 44 formed all around the camshaft 11 and an oil hole 45 formed inside the journal 11a. I understand. The front end side of the oil passage 46 opens into the annular space 47. Inside the boss 23, the four oil holes 48 formed radially are formed in the annular space 4
7 and each first hydraulic chamber 30 are communicated with each other, and the oil supplied into the annular space 47 is supplied to each first hydraulic chamber 30.

The second oil passage 39 communicates with an oil groove 50 formed on the entire circumference of the camshaft 11. Camshaft 1
The oil hole 56, the oil passage 57, the oil hole 53, and the oil groove 58 formed in the driven gear 17 are formed in the oil groove 50.
And the annular oil groove 51 formed in the side plate 18 communicate with each other. As shown in FIGS. 1 and 3, the side plate 18 is provided with each ridge 25.
Has four oil holes 52 that open in the vicinity of the side surface. Each oil hole 52 communicates the oil groove 51 with each second hydraulic chamber 31,
The oil in the oil groove 51 is supplied into the hydraulic chamber 31.

The first oil passage 38, the oil groove 44, the oil hole 45, the oil passage 46, the annular space 47 and the oil holes 48 form an oil passage P1 for supplying oil to each first hydraulic chamber 30. Constitute. The second oil passage 39, the oil groove 50, the oil hole 56, the oil passage 57, the oil hole 53, the oil groove 58, the oil groove 51, and the oil holes 52 supply oil to the second hydraulic chambers 31. Of the oil passage P2.
An electronic control unit (ECU) (not shown) uses these oil passages P
The hydraulic pressures supplied to the first and second hydraulic chambers 30 and 31 are controlled via 1 and P2. It is well known that a flow rate control valve such as an oil control valve is used in controlling the hydraulic pressure.

On the other hand, the vane 24 having the through hole 32 is provided with an oil passage 54 as shown in FIG.
4 communicates with the first hydraulic chamber 30 and the locking hole 34, and the hydraulic pressure supplied to the first hydraulic chamber 30 can also be supplied to the locking hole 34.

Further, in the through hole 32, the lock pin 3
An annular oil space 13 is formed between 3 and the vane 24. This annular oil space 13 communicates with the second hydraulic chamber 31 via an oil passage 59 shown in FIG.
The hydraulic pressure supplied to No. 1 can also be supplied to the annular oil space 13.

Next, the lock pin 33 and the lock pin 3
The members related to 3 will be described in more detail. Figure 4
FIG. 5A and FIG. 5A are cross-sectional views taken along line 4-4 of FIG. In FIG. 4A, the internal rotor 19 is at the most retarded position, and the vane 24 is in contact with the ridge 25 and is in a stationary state. Further, FIG. 4B shows a planar shape of the tip end portion of the lock pin 33 and the locking hole 34 in the state shown in FIG. 4A. 5 (a) and 5 (b) similarly show the locking hole 3
4 shows a state in which the lock pin 33 is locked to the lower step portion 34b of No. 4.

As shown in these figures, the locking hole 34 has an upper step portion (large diameter portion) 34a and a lower step portion (fitting portion) 34b.
Is formed in a two-stage structure, and the opening shape is formed in an oval shape having a long axis in the axial rotation (right and left in the figure) direction. As shown in FIG. 4 (a), the upper step portion 34 a is formed so as to be expanded to the protrusion 25 (retard angle) side in the locking hole 34 so that a part of the tip portion of the lock pin 33 abuts. Has been done. In FIG. 4A, the spring 35 is attached to the upper step portion 34a.
It shows a state in which the lock pin 33 is locked by the biasing force of.

Further, as shown in FIG. 4 (a), the locking hole 3
The axial center of the lower step portion 34b of the No. 4 is offset from the axial center of the lock pin 33 by a distance A on the advance side. Also,
The hole diameter of the lower step portion 34b is machined in a dimension of φD + 0.1 mm or less with respect to the outer diameter φD of the lock pin 33.
Therefore, as shown in FIG. 5A, when the lock pin 33 is fitted into the lower step portion 34b of the locking hole 34, the clearance C between the lock pin 33 and the lower step portion 34b of the locking hole 34 is increased.
Is 0.1 mm or less, even if the internal rotor 19 swings due to the torque fluctuation of the cam 75, the lock pin 33
No tapping sound is generated between the lower step portion 34b of the locking hole 34 and the locking hole 34.

Further, as shown in FIG.
The clearance E between the right side surface 25a and the left side surface 24a of the vane 24 is sufficiently larger than the clearance C between the lock pin 33 and the lower step portion 34b of the locking hole 34. Therefore, the tapping sound is not generated between the protrusion 25 and the vane 24 due to the swinging of the internal rotor 19 by the clearance C.

The lock pin 33 locked in the locking hole 34 is released by the oil passage 5 shown in FIGS. 4 (a) and 5 (a).
This is performed by supplying hydraulic pressure from the second hydraulic chamber 31 to the annular oil space 13 via 9. That is, when the hydraulic pressure supplied to the annular oil space 13 exceeds a predetermined value, the lock pin 33 is disengaged from the locking hole 34 against the urging force of the spring 35, and the engagement of the lock pin 33 is released. It Further, hydraulic pressure is supplied from the first hydraulic chamber 30 to the locking hole 34 via the oil passage 54, and the unlocked state of the lock pin 33 is reliably maintained.

As described above, the relative rotation between the housing 16 and the inner rotor 19 is allowed with the lock pin 33 disengaged, and the first and second hydraulic chambers 30 and 31.
The rotational phase of the inner rotor 19 with respect to the housing 16 is changed according to the hydraulic pressure supplied to the housing 16.

Next, the operation of the valve timing control device according to the present embodiment configured as described above will be described below. In the VVT 12, oil is not supplied into the first and second hydraulic chambers 30 and 31 before the engine is started, and most of the hydraulic chambers 30 and 31 are filled with air. There is. And the spring 35
The lock pin 33, which is urged by the lock lever 33, engages with the lower step portion 34b of the locking hole 34, and the inner rotor 1 with respect to the housing 16
The relative rotation of 9 is restricted, and the internal rotor 19 is fixed at the initial position shown in FIG. Therefore, rattling and tapping of the internal rotor 19 at the time of starting the engine are prevented.

Next, when the engine is started, the hydraulic pressure is first supplied to the second hydraulic chamber 31, and the second hydraulic chamber 31 is filled with oil after a few seconds. At this time, hydraulic control E
The CU (not shown) does not control the supply of hydraulic pressure to the first hydraulic chamber 30 for a predetermined period until the second hydraulic chamber 31 is completely filled with oil. Therefore, even if the hydraulic pressure in the second hydraulic chamber 31 fluctuates due to the torque fluctuation of the camshaft 11, the lock pin 33 is held in the engaged state without being affected by the fluctuation of the hydraulic pressure.

That is, by such control of the ECU, rattling of the lock pin 33 is surely prevented. And in this state, the housing 16
And the inner rotor 19 is rotated integrally with the camshaft 11.

Next, when the hydraulic pressure is supplied to the first hydraulic chamber 30 and the hydraulic pressure in the second hydraulic chamber 31 exceeds a predetermined value, the engagement of the lock pin 33 is released as described above. As a result, relative rotation between the housing 16 and the inner rotor 19 is allowed. At this time, the vane 24 is biased toward the second hydraulic chamber 31 by the hydraulic pressure of the first hydraulic chamber 30, but since the second hydraulic chamber 31 is filled with oil, the vane 24 protrudes. There is no direct contact with the sides of the strip 25. That is, it is possible to suppress the generation of tapping sound due to the movement of the vane 24.

After the lock pin 33 is disengaged in this way, hydraulic pressure is supplied from the second hydraulic chamber 331 to the annular oil space 13 via the oil passage 59 and via the oil passage 54. The hydraulic pressure is also supplied from the first hydraulic pressure chamber 30 to the locking hole 34, and then the disengaged state is maintained until the hydraulic pressure falls below a predetermined value, such as when the engine is stopped.

After the lock pin 33 is disengaged, the valve timing of the intake valve 77 is set to the most retarded timing and the most advanced timing by controlling the supply of hydraulic pressure to the hydraulic chambers 30 and 31. It is possible to continuously (steplessly) change to a predetermined timing during the period, and further to maintain the valve timing.

When the engine is stopped, the E
When the most retarded angle command is issued from the CU and the vane 24 reaches the most retarded angle position and the hydraulic pressure becomes less than a predetermined value, the lock pin 33 is easily fitted into the upper step portion 34a of the locking hole 34, and FIG. The state shown in). Here, when the engine oil pressure further decreases and the oil pressure acting on the internal rotor 19 decreases, the internal rotor 19 swings due to the torque fluctuation of the cam 75, and therefore rotates to the advance side.

At this time, since the lock pin 33 is already fitted in the upper step portion 34a of the locking hole 34, its rotation is restricted when it comes into contact with the side surface 34c on the advance side of the locking hole 34. It will be stationary. Then, the lock pin 33 is easily fitted into the lower step portion 34b of the locking hole 34 by the urging force of the spring 35 until the internal rotor 19 shifts to the retard side operation, as shown in FIG. It will be in the state shown. In this state, as described above, the clearance C between the lock pin 33 and the lower step portion 34b of the locking hole 34 is formed to be 0.1 mm or less.
No tapping sound is generated between the lower stage portion 34b of the No. 4 and the lower stage portion 34b.

In this embodiment, the initial position of the vane 24 is set to a position in the vicinity where the valve timing is most retarded. Such valve timing is suitable during idle operation such as engine start.

The effects obtained by the embodiment described above will be described below. -In the present embodiment, the lock pin 33 and the locking hole 3
4 has a clearance C with the lower step portion 34b of 0.1 mm or less, the lock pin 33 and the locking hole 34
The generation of a tapping sound (abnormal noise) between the lower step portion 34b and the lower step portion 34b is prevented. The clearance E between the right side surface 25a of the protrusion 25 and the left side surface 24a of the vane 24 is set sufficiently larger than the clearance C between the lock pin 33 and the lower step portion 34b of the locking hole 34. Therefore, the ridge 25 and the vane 24
It is also possible to prevent a tapping noise (abnormal noise) from occurring.

In the present embodiment, the locking hole 34 is formed in a two-step structure having the upper step portion 34a and the lower step portion 34b, and its opening shape is expanded to the ridge 25 (retard angle) side. It is formed into an oval shape. Therefore, when the hydraulic pressure reaches less than a predetermined value when the engine is stopped, the lock pin 3
3 easily fits into the upper step portion 34a of the locking hole 34, and when the internal rotor 19 swings due to the torque fluctuation of the cam 75, the lock pin 33 surely fits into the lower step portion 34b of the locking hole 34.

The present embodiment can be modified and embodied as follows. In the present embodiment, the upper step portion 34a of the locking hole 34
Although the step portion 60 from the lower step portion 34b to the lower step portion 34b has a square shape, the present invention is not limited to this. For example, FIG. 6A and FIG.
As shown in (b), the stepped portion 60 may be configured by two-step tapers 60a and 60b, and the two portions may be connected by an R shape. 6B is an enlarged view of the step portion 60 shown in FIG. 6A. By forming the step portion 60 in this way, the lock pin 33 once fitted into the upper step portion 34a of the locking hole 34 is guided to the lower step portion 34b of the locking hole 34 by the step portion 60 having the same shape. As a result, the fitting property into the lower step portion 34b is further improved.

In this embodiment, one of the vanes 24 is provided with the lock pin 33. On the other hand, the lock pins 33 may be provided in each of the two or more vanes 24.

In the present embodiment, the internal rotor 1
9 formed 4 vanes 24. On the other hand, it is also possible to adopt a configuration having three or less vanes 24 or five or more vanes 24. Even in this case, at least 2 vanes
The lock pin 33 is provided in one of the positions 4.

In the present embodiment, the internal rotor 1
9 is the camshaft 11, and the housing 16 is the driven gear 1.
7 was connected to each. On the other hand, the internal rotor 19 may be connected to the driven gear 17, and the housing 16 may be connected to the camshaft 11.

In this embodiment, the driven gear 17 may be changed to a sprocket, and the sprocket may be provided with a timing chain. In the present embodiment, the valve timing of the intake valve 77 is changed. On the other hand, the VVT 12 is provided on the exhaust side camshaft 70 and the exhaust valve 78
The valve timing of may be changed. Further, the VVT 12 may be provided on both the intake camshaft 11 and the exhaust camshaft 70, and the valve timings of both the intake valve 77 and the exhaust valve 78 may be changed. Furthermore, VV is applied only to the intake side camshaft 11.
The valve timing of the exhaust valve 78 may be changed by providing T12. In this case, instead of providing the gear 71 and the chain 72 on the base end side of the exhaust side cam shaft 70, the gear 71 and the chain 72 are provided on the base end side of the intake side cam shaft 11, and the intake side cam shaft 11 is It is drivingly connected to a crankshaft (not shown).

[0057]

According to the first aspect of the present invention, the movable body is easily fitted into the large diameter portion of the locking hole, and the relative movement of the first and second rotating bodies due to the torque fluctuation of the cam or the like. The movable body is surely fitted into the fitting portion of the locking hole based on the dynamic swing. Even if the clearance of the fitting portion of the locking hole with respect to the moving body is reduced, the moving body is securely fitted into the fitting portion of the locking hole, and the tapping sound of the fitting portion of the moving body and the locking hole is generated. To be prevented. Further, the tapping sound between the vane and the first rotating body is also prevented.

According to the second aspect of the present invention, the moving body is more surely fitted into the fitting portion of the locking hole.

[Brief description of drawings]

FIG. 1 is a cross-sectional view showing an embodiment of a valve timing control device of the present invention.

FIG. 2 is a plan view showing a valve operating mechanism to which the embodiment is applied.

FIG. 3 is a sectional view taken along line 3-3 of FIG.

FIG. 4 is a cross-sectional view and a partial plan view showing a peripheral structure of a lock pin and a locking hole.

5A and 5B are a cross-sectional view and a partial plan view showing a peripheral structure of a lock pin and a locking hole.

FIG. 6 is a sectional view and a partially enlarged view showing a locking hole structure of another embodiment.

FIG. 7 is a cross-sectional view showing a configuration example of a conventional VVT.

8 is a sectional view taken along line 8-8 of FIG.

[Explanation of symbols]

11 ... Intake side camshaft, 12 ... VVT (valve timing variable mechanism), 13, 43 ... Oil space, 16 ... Housing, 19 ... Inner rotor, 24 ... Vane, 30, 31 ...
Hydraulic chamber, 32 ... Through hole, 33 ... Lock pin, 34 ... Locking hole, 34a ... Upper step (large diameter section), 34b ... Lower step (fitting section), 35 ... Spring, 54, 59 ... Oil passage, 60 ... stepped portion, 60a, 60b ... taper (guide portion), 77 ... intake valve, 78 ... exhaust valve.

Claims (2)

(57) [Claims] 1. A first rotating body and a second rotating body which have the same rotation axis and are connected to one and the other of a camshaft for opening and closing an output shaft of the internal combustion engine and a valve of the engine, respectively, and The recess formed in the first rotating body is formed in the second
A liquid chamber is formed on at least one side of the vane by partitioning with a vane formed on the rotating body, and the first and second rotating bodies are relatively rotated based on the hydraulic pressure control for the formed liquid chamber. In the valve timing control device for an internal combustion engine, which changes the relative rotation phase between the engine output shaft and the cam shaft, and variably controls the opening / closing timing of the valve, the rotation of one of the first and second rotating bodies A moving body that moves through an insertion hole formed in parallel with the axis of rotation of the body is fitted into a locking hole formed in the other of the first and second rotating bodies, so that the first and second Locking means for locking the rotating body in a predetermined rotation phase, and biasing means for biasing the moving body to the rotating body side in which the locking hole is formed are provided, and the locking hole has an opening at its inlet. The area corresponds to the cross-sectional area of the moving body. Timing control of an internal combustion engine, characterized in that it is formed with a large diameter part formed sufficiently large and a fitting part formed with a step behind it to fit the moving body. apparatus. 2. The valve timing control device for an internal combustion engine according to claim 1, wherein the locking hole is formed in a step portion between the large diameter portion and the fitting portion so that the moving body is fitted into the fitting portion. A valve timing control device for an internal combustion engine, comprising a guide portion for guiding.