JP4109967B2 - Valve timing control device for internal combustion engine - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The invention of this application 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.
[0002]
[Prior art]
As this type of valve timing control device, the following has been devised.
[0003]
In this valve timing control device, a housing (drive rotary member) linked to a crankshaft via a timing chain or the like is rotatably assembled to an end portion of a camshaft, and a radial guide formed on an inner end surface of the housing. The movable guide is slidably engaged and supported along the radial direction, and a lever shaft (driven rotor) having a lever protruding radially outward is bolted to the end of the camshaft, so that the movable guide The part and the lever of the lever shaft are pivotally connected by a link. An intermediate rotating body having a spiral guide is provided at a position facing the radial guide so as to be rotatable relative to the housing and the lever shaft, and is provided at one end in the axial direction of the movable guide portion. A plurality of substantially arc-shaped protruding protrusions are guided and engaged with the spiral guide. Further, the intermediate rotating body is biased by a mainspring spring toward the side where the rotation is advanced with respect to the housing, and appropriately receives a force on the side of delaying rotation by an electromagnetic brake. In the case of this device, the springs and electromagnetic brakes that apply operating force to the intermediate rotating body, and the assembly angle of the housing (drive rotating body) and lever shaft (driven rotating body) are rotated according to the rotation of the intermediate rotating body. The assembly angle changing means is constituted by the link that is operated and operated.
[0004]
In this device, when the electromagnetic brake is in the OFF state, the intermediate rotating body is positioned at the initial position with respect to the housing under the urging force of the mainspring spring, and the movable guide portion that meshes with the spiral guide with the ridge is provided. Displacement to the outside in the radial direction to the maximum, causing the link to cause the assembly angle of the housing and lever shaft to be the angle position of the most retarded angle phase (hereinafter referred to as the “most retarded angle position”) or the angle position of the most advanced angle phase. (Hereinafter referred to as “the most advanced position”). Then, when the electromagnetic brake is turned on from this state, the intermediate rotating body is decelerated and rotates relatively to the delay side with respect to the housing, so that the movable guide portion that meshes with the spiral guide is displaced radially inward, The assembly angle of the housing and the lever shaft is changed to the most advanced position or the most retarded position by gradually tilting the link that has been caused so far.
[0005]
[Patent Literature]
JP-A-2001-41013
[Problems to be solved by the invention]
In the conventional valve timing control device described above, each part of the assembly angle changing means slides to change the assembly angle between the drive rotator and the driven rotator, but the assembly angle between the drive rotator and the driven rotator is long. If held at a certain angular position for a time, local wear and deformation may occur in the sliding portion due to the input of slight vibration from the camshaft and the like, and the smooth operation of the device may be hindered by the wear and deformation. .
[0007]
Therefore, the invention of this application reliably prevents wear and deformation of the sliding portion due to the assembly angle of the driving rotating body and the driven rotating body being held at a constant angular position for a long time, and is stable over a long period of time. It is an object of the present invention to provide a valve timing control device for an internal combustion engine that can be operated.
[0008]
[Means for Solving the Problems]
The present invention has been devised in order to solve the above-described conventional technical problem. In particular, when the rotational speed of the internal combustion engine exceeds a set speed, the feedback control of the assembly angle changing means does not work. A dither control for minutely operating the assembly angle changing means within a range is performed, and when the rotational speed of the internal combustion engine is not equal to or higher than a set speed, normal feedback control is performed without performing the dither control.
[0011]
According to the present invention, when the rotation speed of the internal combustion engine becomes equal to or higher than the set speed, the assembly angle changing means is slightly operated by dither control to change the sliding portion, so that the assembly angle is maintained at a constant angle position. Therefore, local wear and deformation of the sliding portion can be reliably prevented.
That is, when the internal combustion engine is in the high rotation range, it is not necessary to frequently change the assembly angle, and the fluctuation of the camshaft torque that causes wear and deformation of the sliding portion increases.
Further, as described above, since the assembly angle changing means is micro-actuated when the rotational speed of the internal combustion engine becomes equal to or higher than the set speed, the wear of the sliding portion can be reduced without adversely affecting the operation of changing the assembly angle. Deformation can be effectively prevented. Further, since the minute operation of the assembly angle changing means is performed within the range where the feedback control of the changing means does not work, it is possible to eliminate the large deviation of the assembly angle due to this minute vibration.
[0012]
DETAILED DESCRIPTION OF THE INVENTION
Next, an embodiment of the invention of this application will be described with reference to FIGS.
[0013]
In this embodiment, the valve timing control device according to the invention of this application is applied to the valve system on the intake side of the internal combustion engine, but can also be applied to the valve system on the exhaust side.
[0014]
As shown in FIG. 1, the valve timing control device includes a camshaft 1 rotatably supported by a cylinder head (not shown) of an internal combustion engine, and a driven shaft member 7 (coupled to the front end portion of the camshaft 1). A driven rotating body) and a timing sprocket 2 which is assembled to the driven shaft member 7 so as to be rotatable relative to the driven shaft member 7 and linked to a crankshaft (not shown) via a chain (not shown). Is disposed on the front side (left side in FIG. 1) of the drive ring 3 and the driven shaft member 7, and the assembly angle is manipulated by relatively rotating both 3 and 1. The assembling angle changing means 4 and an unillustrated VTC cover that covers the front surface and the peripheral area of the assembling angle changing means 4 that are mounted across the front surface of the cylinder head and the head cover, not shown, of the internal combustion engine. . The assembly angle changing means 4 includes an operating force generating unit 40 that generates a rotating operation force, and the rotating operation force generated by the operating force generating unit 40 relative to the drive ring 3 and the driven shaft member 7. And a conversion mechanism unit 41 that converts it into a rotational force.
[0015]
The drive ring 3 is formed in a substantially disc shape having a step-like insertion hole 6, and the insertion hole 6 portion is rotatably assembled to a driven shaft member 7 (driven rotation body). The front surface of the drive ring 3 (the surface opposite to the camshaft 1) has three radial grooves 8 (radial guides) having parallel side walls facing each other as shown in FIGS. The ring 3 is formed so as to be substantially along the radial direction.
[0016]
Further, as shown in FIG. 1, the driven shaft member 7 has an enlarged diameter portion formed on the outer circumference on the base side that is abutted against the front end portion of the camshaft 1, and an outer circumference on the front side of the enlarged diameter portion. Three levers 9 projecting radially on the surface are integrally formed, and are coupled to the camshaft 1 by bolts 10 penetrating the shaft core portion. The base end of each link 11 is pivotally connected to each lever 9 by a pin 12, and a columnar protrusion 13 slidably engaged with each radial groove 8 is integrally formed at the tip of each link 11. Is formed.
[0017]
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 groove 8, so that the distal end side of the link 11 receives an external force and receives the radial groove. When displaced along 8, the drive ring 3 and the driven shaft member 7 are relatively rotated by the action of the link 11 by a direction and an angle corresponding to the displacement of the protrusion 13.
[0018]
In addition, a housing hole 14 that opens to the front side in the axial direction is formed at the tip of each link 11, and an engagement pin 16 that engages with a spiral groove 15 (a spiral guide), which will be described later, in the housing hole 14. A coil spring 17 that urges the engaging pin 16 forward (spiral groove 15 side) is accommodated. In the case of this embodiment, a movable guide portion that is displaceable in the radial direction is configured by the protruding portion 13 at the tip of the link 11, the engaging pin 16, the coil spring 17, and the like.
[0019]
On the other hand, an intermediate rotating body 18 having a disk-like flange wall is rotatably supported via a bearing 19 on the front side of the protruding position of the lever 9 of the driven shaft member 7. The aforementioned spiral groove 15 having a semicircular cross section is formed on the rear surface side of the flange wall of the intermediate rotating body 18, and the engagement pin 16 at the tip of each link 11 is rotatably guided in the spiral groove 15. Is engaged. The spiral of the spiral groove 15 is formed so as to gradually reduce the diameter along the engine rotation direction R. Therefore, when the intermediate rotating body 18 rotates relative to the drive ring 3 in the delay direction in a state where the engaging pin 16 at the tip of each link 11 is engaged with the spiral groove 15, the tip of the link 11 is in the radial groove 8. , Guided to the spiral shape of the spiral groove 15 and moved radially inward, and conversely, when the intermediate rotating body 18 is relatively displaced in the advance direction, it moves radially outward.
[0020]
The conversion mechanism 41 of the assembly angle changing means 4 is constituted by the radial groove 8, the link 11, the protrusion 13, the engagement pin 16, the lever 9, the intermediate rotating body 18, the spiral groove 15, etc. of the drive ring 3 described above. It is configured. When the relative rotation operation force with respect to the camshaft 1 is input to the intermediate rotating body 18 from the operation force generation unit 40 described later, the conversion mechanism unit 41 receives the operation force between the spiral groove 15 and the engagement pin 16. The distal end of the link 11 is displaced in the radial direction through the engaging portion. At this time, the link 11 swings and the drive ring 3 and the driven shaft member 7 are relatively rotated according to the swing amount.
[0021]
In addition, the lubricating oil of the internal combustion engine is continuously sent from the camshaft 1 side to the conversion mechanism portion 41 described above, and each portion including the radial groove 8, the link 11, the engagement pin 16, and the spiral groove 15 is supplied. Lubricating oil is always supplied to the sliding portion.
[0022]
On the other hand, the operating force generator 40 includes a spring spring 45 as an urging means for urging the intermediate rotator 18 in the engine rotation direction R with respect to the drive ring 3, and the intermediate rotator 18 with respect to the drive ring 3. A hysteresis brake 20 that operates in a direction opposite to the rotation direction R (generates a force that resists the biasing means), and the intermediate rotating body 18 by a balance between the biasing force of the spring 45 and the actuation force of the hysteresis brake 20. Is operated to rotate. In this embodiment, the hysteresis delay 20 is used as an example of the electromagnetic actuator. However, the present invention is not limited to the hysteresis brake, and other types of electromagnetic brakes may be employed.
[0023]
The mainspring spring 45 has an outer peripheral end coupled to the cylindrical wall 21 extending to the drive ring 3, and an inner peripheral end coupled to the cylindrical base of the intermediate rotating body 18.
[0024]
A sealing wall 46 is integrally coupled to the end surface of the intermediate rotating body 18 opposite to the camshaft 1, and the outer peripheral surface of the sealing wall 46 is slidably in close contact with the inner surface of the cylindrical wall 21. ing.
[0025]
As shown in FIGS. 1 and 4, the hysteresis brake 20 is attached to a VTC cover which is a non-rotating member, and provided with a magnetic induction member 22 having an opposing surface sandwiching a substantially cylindrical gap, and provided on the opposing surface. The inner pole teeth 23 and the outer pole teeth 24, the electromagnetic coil 25 attached to the magnetic induction member 22 to generate a magnetic field between the inner pole teeth 23 and the outer pole teeth 24, and the bipolar teeth 23 and 24. A cylindrical hysteresis ring 26 inserted in a non-contact state therebetween, and an outer peripheral end integrally coupled to the hysteresis ring 26 are coupled to the intermediate rotating body 18 via a coupling pin 47 and a rubber bush 48. The electromagnetic coil 25 is appropriately energized and controlled by the output signal of the controller 42.
[0026]
Each of the inner pole teeth 23 and the outer pole teeth 24 of the magnetic induction member 22 has a plurality of pole teeth elements extending along the axial direction. The pole tooth elements of the both pole teeth 23, 24 are arranged along the circumferential direction, and the pole tooth elements of the pole teeth 23, 24 are offset in the circumferential direction. Therefore, when the electromagnetic coil 25 is energized, a magnetic field is generated between the pole teeth 23 and 24 toward the counterpart pole tooth element having an offset positional relationship.
[0027]
The hysteresis ring 26 is made of a hysteresis material having magnetic hysteresis characteristics. When a magnetic field is generated between the inner pole teeth 23 and the outer pole teeth 24 during the rotation of the ring 26, the direction of the magnetic field and the inside of the hysteresis ring 26 are changed. Deviation occurs in the direction of the magnetic flux. The hysteresis brake 20 generates a braking force due to this deviation. The annular plate 27 is integrally coupled to a shaft member 30 supported on the inner peripheral surface of the magnetic induction member 22 via bearings 28 and 29. Therefore, the hysteresis ring 20 is supported by the magnetic induction member 22 via the annular plate 27 and the shaft member 30 so as to be relatively rotatable.
[0028]
The controller 42 receives signals for determining the engine operating state from the crank angle sensor 35, the cam angle sensor 36, and the like, and the controller 42 appropriately sets the energization current of the hysteresis brake 20 based on these signals. It comes to control. Specifically, the controller 42 determines the engine operating state at that time based on the above-described detection signal, determines the assembly angle suitable for the engine operating state as the target assembly angle, and then sets the actual assembly angle. Is feedback-controlled so that the energization current of the hysteresis brake 20 approaches the target assembly angle.
[0029]
Here, the controller 42 performs feedback control of the energization current as described above. In this feedback control, a so-called dead zone (an angular range in which the feedback control does not work) is used to suppress the unstable hypersensitive operation of the assembly angle changing mechanism 4. .) Exists. In this valve timing control device, the dither current has a sawtooth current waveform under the following conditions (1) and (2) so that the operating range of the assembly angle changing mechanism 4 is within the range of the dead zone. (See FIG. 5). Hereinafter, control for energizing the dither current is referred to as “dither control”.
(1) When the rotational speed of the internal combustion engine is equal to or higher than the set speed R ₀ in FIG.
[0030]
However, when the peak value of the fluctuation torque of the camshaft 1 (alternating torque resulting from the profile of the valve spring and the drive cam) is connected along the time axis, the speed R ₀ is the slope of the line from 0 to positive or negative. This is the speed at which the gradient starts, that is, the speed at which the absolute value of either the positive or negative peak of the variable torque starts to increase.
(2) Setting time T ₁ or more, when there is no assembling angle change command equal to or greater than the predetermined angle α.
[0031]
However, the time T ₁ is an arbitrarily determined time, and the set angle α is an angle corresponding to the dead zone.
[0032]
In FIG. 1 to FIG. 3, reference numeral 43 denotes a stopper that is provided between the intermediate rotating body 18 and the drive ring 3 and restricts the relative rotation range of the both 18 and 3.
[0033]
Since this valve timing control device is configured as described above, when the rotational phase of the crankshaft and the camshaft 1 (the opening / closing timing of the engine valve) is changed to the most advanced angle side, a predetermined current is supplied to the hysteresis brake 20. Is applied to the intermediate rotating body 18 from the annular plate 27 through the connecting pin 47 and the rubber bush 48. As a result, the intermediate rotating body 18 rotates in the opposite direction with respect to the drive ring 3, whereby the engaging pin 16 at the tip of the link 11 is guided to the spiral groove 15, and the tip of the link 11 is displaced radially inward. At this time, as shown in FIG. 3, the assembly angle of the drive ring 3 and the driven shaft member 7 is changed to the most advanced position by the action of the link 11.
[0034]
Further, when the rotational phase of the crankshaft and the camshaft 1 (opening / closing timing of the engine valve) is changed to the most retarded angle side, the intermediate rotating body 18 is turned to the spring spring 45 by turning off the power supply to the hysteresis brake 20. It is rotated in the direction of engine rotation by the force of. Then, the leading end portion of the link 11 is displaced radially outward by the guide of the engaging pin 16 by the spiral groove 15, and at this time, the combination of the drive ring 3 and the driven shaft member 7 by the action of the link 11 as shown in FIG. The angle is changed to the most retarded position.
[0035]
When the rotational phase of the crankshaft and the camshaft 1 is changed to an arbitrary position between the most advanced angle position and the most retarded angle position, the current value supplied to the hysteresis brake 20 is appropriately controlled to drive The relative rotational position of the intermediate rotating body 18 with respect to the ring 3 is adjusted by the balance between the mainspring spring 45 and the hysteresis brake 20.
[0036]
The current control for these hysteresis brakes 20 is basically performed by the above-described feedback control. In this current control, processing shown in the flowchart of FIG. 7 is executed.
[0037]
This process will be described. First, in S1, it is determined whether or not the engine speed is equal to or higher than the set speed _R0 . When the engine speed is not equal to or higher than the set speed _R0 , normal feedback control is performed without performing dither control. When the speed is equal to or higher than R ₀ , the process proceeds to S2. In S2, whether there was a assembling angle conversion command or set an angle within a predetermined time T ₁ is is determined, it performs feedback control is not performed dither control when there is the instruction, when there is no the directive Dither control is performed only for
[0038]
Therefore, in this valve timing control device, when the engine rotational speed is R ₀ or more and the assembly angle is maintained at a constant angular position within an error range where feedback control does not work for a set time T ₁ or more. Only, the dither current is applied to the hysteresis brake 20. When the dither current is applied, as shown in FIG. 5, the assembling angle is slightly operated within the range of α, and the sliding portion of each part of the assembling angle changing means 4 slightly fluctuates. Wear and deformation due to the moving part being maintained in a constant contact state for a long time are prevented. In particular, in the case of this embodiment, lubricating oil is supplied to each part of the assembly angle changing means 4, but this lubricating oil surely wraps around the contact surface of the sliding part by the micro-operation of the sliding part and makes contact Prevents the surface from running out of lubricant.
[0039]
By the way, in the valve timing control device of this embodiment, the dither control is switched when the above two conditions are satisfied, but the dither current is switched only when either one of the conditions is satisfied. good.
[0040]
That is, under the conditions of the engine rotational speed is equal to or higher than R ₀ former, the engine rotational speed is relatively high rpm and is frequent assembling angle operation for (changing the rotational phase) it is not necessary to perform, yet, the cam The fluctuation of the torque of the shaft does not cause the danger of wear or deformation on the sliding portions of each part of the assembly angle changing means 4. Therefore, if the dither control is performed only when this condition is satisfied, the possibility that the feedback control is adversely affected (the effect that the control becomes unstable) is reduced by the application of the dither current.
[0041]
Further, under the latter condition, the assembly angle is maintained at a constant angle position for a long time, and the sliding portion of the assembly angle changing means 4 is most likely to be worn or deformed. Only under this condition, the dither control is performed. If done, the negative effect on the feedback control will be reduced.
[0042]
However, when the dither control is performed only when the two conditions are satisfied at the same time as in the above-described embodiment, the sliding part is reliably worn and deformed while reducing adverse effects on the feedback control. Can be prevented.
[0043]
The embodiment of the present invention is not limited to the above-described embodiment. For example, in the above embodiment, the operating force generating portion of the assembly angle changing means is configured by a spring and a hysteresis brake. The force generation unit may be configured by an urging unit and an electromagnetic actuator other than these. Further, the operating force generator does not necessarily need to use an urging means, and if an actuator capable of forward / reverse rotation is used, the urging means can be eliminated.
[0044]
Furthermore, a hydraulic actuator may be used as the operating force generation unit of the assembly angle changing means. In this case, for example, if the supply hydraulic pressure of the hydraulic actuator is minutely varied within a range where the feedback control does not work, the assembly angle variation mechanism can be minutely operated as in the above-described embodiment.
[0045]
Next, inventions other than those described in the claims that can be grasped from each of the above embodiments will be described below together with the effects thereof.
[0046]
(B) A constant angle within an error range in which the rotation speed of the internal combustion engine is equal to or higher than a set speed, and the assembly angle of the driving rotary body and the driven rotary body is equal to or longer than a set time, and feedback control of the assembly angle changing means does not work. 2. The valve timing control apparatus for an internal combustion engine according to claim 1, wherein the assembly angle changing means is finely operated within a range in which the feedback control does not work when the position is maintained.
[0047]
In this case, the possibility that the minute operation of the assembly angle changing means will adversely affect the feedback control is further reduced.
[0048]
(B) The valve timing control device for an internal combustion engine according to (2) or (A), wherein the set rotation speed is a rotation speed at which a peak value of a fluctuation torque of a camshaft starts to change.
[0049]
In this case, since the assembling angle changing means is finely operated only in the rotation range where the fluctuation torque of the camshaft affects the wear and deformation of the sliding portion, the assembling angle changing means is not finely operated in the unnecessary rotation range. Therefore, adverse effects on feedback control and complicated control can be avoided.
[0050]
(C) The internal combustion engine valve according to any one of claims 1 and 2, and (a) and (b), wherein a lubricating oil is supplied to the sliding portion of the assembly angle changing means. Timing control device.
[0051]
In this case, the lubricant is reliably distributed to the sliding portion due to the variation of the sliding portion accompanying the minute operation of the assembly angle changing means. Therefore, this lubricating oil can more reliably prevent local wear and deformation of the sliding portion.
[0052]
(D) An electromagnetic actuator is used as the actuator of the assembly angle changing means. The valve timing control device for an internal combustion engine according to any one of claims 1 and 2, and (a) to (c), .
[0053]
In this case, unlike the case where a hydraulic actuator is used for the assembly angle changing means, each part of the assembly angle changing means is not immersed in the oil. This is particularly effective in preventing typical wear and deformation.
[0054]
(E) Assembly angle changing means
A radial guide provided on one of the drive rotor and the driven rotor,
An intermediate rotator which is provided so as to be relatively rotatable with respect to the drive rotator and the driven rotator, and which has a spiral guide on a surface facing the radial guide;
A movable guide unit that is movably guided and engaged with the radial guide and the spiral guide;
A link that oscillates and couples the movable guide portion with a portion spaced from the rotation center of the other of the drive rotator and the driven rotator,
An operation force generating unit that generates a rotation operation force for rotating the intermediate rotating body, and the rotation operation force input to the intermediate rotating body is amplified by the engaging portion of the spiral guide and the movable guide unit. The valve timing control device for an internal combustion engine according to any one of claims 1, 2, (a) to (d), wherein the driving angle is converted into an assembly angle operating force of the drive rotator and the driven rotator. .
[0055]
In this case, since the turning operation force input to the intermediate rotating body from the operation force generating unit is converted into the radial displacement of the movable guide unit through the spiral guide, the spiral guide sliding in contact with the movable guide unit is converted. This is particularly effective for keeping the moving part smooth.
[Brief description of the drawings]
FIG. 1 is a longitudinal sectional view showing an embodiment of the invention of this application.
2 is a cross-sectional view taken along the line AA of FIG. 1 showing the embodiment.
3 is a cross-sectional view corresponding to FIG. 2 showing an operating state of the embodiment.
FIG. 4 is an exploded perspective view showing the embodiment.
FIG. 5 is a diagram showing changes in energization current and conversion angle on the time axis of the embodiment and the conventional one.
FIG. 6 is a view showing a camshaft torque-engine speed characteristic of the embodiment;
FIG. 7 is a flowchart showing control of the embodiment.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Cam shaft 3 ... Drive ring (drive rotary body)
4 ... Assembly angle changing means 7 ... Driven shaft member (driven rotor)

Claims (5)

A drive rotor that is driven to rotate by the crankshaft of the internal combustion engine;
A driven rotary body composed of a camshaft or a separate member coupled to the shaft, and assembled so that the drive rotary body can be relatively rotated as required;
An assembly angle changing means for operating an assembly angle of the driving rotating body and the driven rotating body,
In the valve timing control device for an internal combustion engine, wherein the assembly angle changing means is feedback-controlled so as to bring the assembly angle of the driving rotary body and the driven rotary body closer to a target angular position.
When the rotational speed of the internal combustion engine becomes equal to or higher than the set speed, dither control is performed to finely operate the assembly angle changing means within a range where the feedback control of the assembly angle changing means does not work ,
A valve timing control device for an internal combustion engine , wherein when the rotational speed of the internal combustion engine is not equal to or higher than a set speed, normal feedback control is performed without performing the dither control . 2. The valve timing control device for an internal combustion engine according to claim 1, wherein the set rotational speed is a rotational speed at which a peak value of a fluctuation torque of the camshaft starts to change . The valve timing control device for an internal combustion engine according to claim 1 or 2, wherein lubricating oil is supplied to the sliding portion of the assembly angle changing means. The valve timing control device for an internal combustion engine according to any one of claims 1 to 3, wherein an electromagnetic actuator is used as the actuator of the assembly angle changing means. The assembly angle changing means is
  A radial guide provided on one of the drive rotor and the driven rotor,
  An intermediate rotator which is provided so as to be relatively rotatable with respect to the drive rotator and the driven rotator, and which has a spiral guide on a surface facing the radial guide;
  A movable guide unit that is movably guided and engaged with the radial guide and the spiral guide;
  A link that oscillates and couples the movable guide portion with a portion spaced from the rotation center of the other of the drive rotator and the driven rotator,
  An operation force generating unit that generates a rotation operation force for rotating the intermediate rotating body,
  The rotating operation force input to the intermediate rotating body is amplified by the engaging portion of the spiral guide and the movable guide portion, and converted into an assembly angle operating force of the driving rotating body and the driven rotating body. The valve timing control apparatus of the internal combustion engine as described in any one of Claims 1-4.

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