JP5198395B2 - Valve timing control device for internal combustion engine - Google Patents

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 engine valve that is an intake valve or an exhaust valve of the internal combustion engine in accordance with an operating state.

  Various conventional valve timing control devices are provided, and one of them is, for example, a vane type.

  This valve timing control device includes a housing in which a cylindrical housing main body, and a front cover and a rear plate that close both ends of the housing main body are integrally coupled by a plurality of bolts. A vane member fixed to the end of the camshaft is rotatably housed inside the housing, and a plurality of substantially trapezoidal shapes projecting inward from each other in the diameter direction on the inner peripheral surface of the housing. An advance oil chamber and a retard oil chamber are separated between the shoe and the plurality of vanes of the vane member. A sprocket is integrally formed on the outer peripheral side of the rear plate to transmit the rotational force from the crankshaft through the timing chain.

  In addition, a lock pin is provided in a sliding hole formed in the inner axial direction of the one vane so as to be able to protrude and retract, and a lock hole in which a front end portion of the lock pin is engaged with and disengaged from an inner end surface of the rear plate. Is formed.

  Then, the hydraulic pressure discharged from the electric pump is selectively supplied to one of the advance oil chamber and the retard oil chamber according to the engine operating state, and the vane member is rotated forward and backward by the drive hydraulic pressure. Accordingly, the relative rotation phase between the timing pulley and the camshaft is changed to variably control the opening / closing timing of the intake valve.

  Further, when the engine is stopped, the lock pin is engaged in the lock hole, and the relative conversion angle position of the vane member with respect to the housing is held at an optimum position when the engine is started so as to ensure good restartability. It has become.

  However, in the conventional valve timing control device, when the relative rotational position of the housing body and the rear plate is slightly shifted during assembly, the circumferential position of the lock pin and the lock hole is also shifted. It becomes difficult to engage.

  Therefore, as in the technique described in Patent Document 1, a positioning recess is provided on the outer peripheral portion of the housing body, while a positioning projection is provided on the rear plate, and the positioning projection is engaged with the positioning recess during assembly. The rear plate is bolted to the housing body.

  As a result, the relative rotational position of the housing main body and the rear plate can be accurately positioned. As a result, it is possible to obtain a smooth engagement between the lock pin and the lock hole at all times.

JP 2006-70724 A

  However, in the conventional valve timing control device described in the above publication, the positioning recess is provided on the outermost peripheral portion of the housing body, that is, on the outer peripheral surface side. This is only used for relative positioning of the housing, and the rotational balance of the entire housing is not considered.

The present invention has been devised in view of the technical problem of the conventional device, and the invention according to claim 1 is characterized in that a plurality of shoes projecting inward are provided on the inner peripheral surface, and one end in the axial direction is provided. A cylindrical housing having an opening on the side, and a rotationally accommodated at least one of a plurality of vanes provided on the outer periphery of the plurality of vanes fixed to the camshaft and rotatably accommodated in the outer periphery. A widened vane rotor, an advance side fluid chamber and a retarded side fluid chamber that are formed between each shoe and each vane to selectively supply and discharge fluid, and in the widened vane A plate that is slidably provided and is formed with an engaging member that moves forward and backward in the axial direction according to the state of the engine, and an engaging portion that allows the engaging member to be engaged and disengaged, and seals one end opening of the housing A member, and
On the outer peripheral side of the one shoe where one side surface of the widened vane faces in the circumferential direction, a concave portion whose outer peripheral portion in the radial direction is wider than the inner peripheral portion is formed,
A positioning portion for positioning the plate member and the housing in cooperation with the narrow inner peripheral portion is provided at a position facing the concave portion of the shoe of the plate member.

  According to the present invention, the recess is caused to function as a positioning between the housing and the plate member, and the width of each of the inner peripheral portion and the outer peripheral portion of the concave portion is made different, thereby adjusting the rotation balance of the housing. It becomes possible to function as.

1 is an exploded perspective view showing a first embodiment of a valve timing control device according to the present invention. It is the schematic which shows the hydraulic circuit of the valve timing control apparatus of this embodiment. It is effect | action explanatory drawing which shows the state which controlled the valve timing by this embodiment to the advance side. It is an operation explanatory view showing the state where valve timing by this embodiment was controlled to the retard side. It is a longitudinal cross-sectional view which shows the locked state by the locking mechanism with which this embodiment is provided. It is a longitudinal cross-sectional view which shows the lock release state by the lock mechanism with which this embodiment is provided.

  DESCRIPTION OF EMBODIMENTS Hereinafter, an embodiment of a valve timing control device for an internal combustion engine according to the present invention will be described with reference to FIGS.

[First Embodiment]
The valve timing control device includes a sprocket 1 that is a plate member that is rotationally driven by a crankshaft (not shown) of an engine via a timing chain, and a camshaft 2 that is provided to be rotatable relative to the sprocket 1. A phase conversion mechanism 3 disposed between the sprocket 1 and the camshaft 2 for converting the relative rotational positions of the two and 1 and a hydraulic circuit 4 for operating the phase conversion mechanism 3. Yes.

  The camshaft 2 is rotatably supported by a cylinder head (not shown) via a cam bearing, and a plurality of drive cams for opening the intake valve 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 cam bolt 6 described later 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. Each of the vane member 7 accommodated, the four shoes 8 formed on the inner peripheral surface of the housing 5 and the four vanes 22 to 25 described later of the vane member 7 are separated from each other. There are provided a retard oil chamber 9 which is four retard fluid chambers and an advance oil chamber 10 which is an advance fluid chamber.

  The housing 5 includes a substantially cylindrical housing body 11, a front plate 12 that closes the front and rear opening ends of the housing body 11, and a rear plate 13 that is a plate member that also serves as the sprocket 1. On the other hand, the front plate 12 and the rear plate 13 are integrally coupled together by four bolts 14 from the axial direction.

  The housing body 11 is integrally formed of a sintered alloy material, and the four shoes 8 are integrally protruded inward at substantially equal positions in the circumferential direction of the inner peripheral surface. Each of the shoes 8 has a substantially U-shaped side surface, and a substantially U-shaped seal member 16 is fitted in a seal groove formed along the axial direction at each tip portion. In addition, bolt insertion holes 17 through which the bolts 14 are inserted are formed in the inner axial direction on the base side of the shoes 8.

  Furthermore, as shown in FIGS. 1, 3, and 4, the one shoe 8a is formed with a built-up portion 18 integrally on one side in the circumferential direction of the base portion, so that the entire shoe 8a is formed wider. . The build-up portion 18 has an outer surface 18a formed in a substantially arc shape, and is gently curved (arc-shaped) from the rising portion on one side surface of the shoe 8a along the inner peripheral surface 11a of the housing body 11. Is formed.

  The front plate 12 is formed into a relatively thin disk shape by press molding, and has a large diameter hole 12a through which the cam bolt 6 is inserted, and a predetermined position of a hole edge of the large diameter hole 12a. An arc-shaped notch groove that is not shown in the drawing is formed. Further, four bolt holes 12b through which the respective bolts 14 are inserted are formed through the circumferentially equidistant positions on the outer peripheral side.

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

  In addition, the rear plate 13 has a support hole 19 that is inserted in the center at one end portion 2a of the camshaft 2 so as to be rotatably supported, and an inner end surface from a hole edge of the support hole 19. Four advance oil grooves 20 that extend radially and communicate with the advance oil chambers 10 are formed. Further, female screw holes 13a are formed at the circumferentially equidistant positions on the outer peripheral side, into which the male screws at the tip portions of the bolts 14 are screwed.

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

  The vane rotor 21 is rotatably supported while sliding on a seal member 28 fitted on the upper surface of the tip end portion of each shoe 8 and, as shown in FIG. Four advance side oil holes 27 communicating with 9 are formed penetratingly. Further, a fitting groove 21a is formed in the center of the end surface on the camshaft 2 side so that the tip of the one end 2a of the camshaft 2 is fitted (see FIG. 2).

  Each of the vanes 22 to 25 is disposed between the shoes 8 and is substantially U-shaped in sliding contact with the inner peripheral surface 11a of the housing body 11 in a seal groove formed in an axial direction on each tip surface. A sealing member 28 having a shape is fitted. Further, as described above, the circumferential widths of the vanes 22 to 25 are different, one vane 22 is formed to the maximum width, and the other three vanes 23 to 25 are widened vanes. The width is set to be sufficiently smaller than 22 and substantially the same. In this manner, the overall weight balance of the vane member 7 is made uniform by reducing the widths of the other three vanes 23 to 25 with respect to one widened vane 22.

  The vane 22 having the maximum width is formed with a notch 22 a at a portion facing the build-up portion 18 of the one shoe 8. The notch 22a is formed in an arc shape having substantially the same curvature as the arcuate outer surface 18a of the build-up portion 18, and when the vane member 7 rotates in the maximum clockwise direction as shown in FIG. The outer surface 18a of the build-up portion 18 is formed so as to face with a slight arc-shaped gap.

  Further, as shown in FIG. 3, when the vane 22 having the maximum width is rotated in the maximum clockwise direction, one side surface of the cutout portion 22a faces in the circumferential direction of the shoe 8a on the buildup portion 18 side. On the other hand, as shown in FIG. 4, when rotating in the maximum counterclockwise direction, the other side surface opposite to the notch 22a abuts on the opposite one end surface of the shoe 8 facing this. The maximum rotation position of the vane member 7 is restricted, and thereby the relative rotation conversion angle with the housing 5 is adjusted.

  In the state where the maximum width vane 22 is in contact with the shoes 8a, 8 facing each other in the circumferential direction, the other vanes 23 to 25 are opposed to each other in the circumferential direction, as shown in FIGS. It does not come into contact with the shoe 8.

  Further, in the other three advance oil chambers 10 excluding the advance oil chamber 10 on the wide vane 22 side, the respective vanes 23, 24, 25 are urged to rotate in the direction of the retard oil chamber 9. Three return springs 26 as means are mounted. Each return spring 26 is elastically mounted in each advance oil chamber 10 along the circumferential direction, and each one end is elastically held on the bottom surface of the holding groove formed on the other end surface of each shoe 8. The part is held by the bottom surface of the holding groove formed on the opposite side surface of each vane 23, 24, 25.

  As shown in FIG. 3, these three return springs 26 urge the vane member 7 in the clockwise direction, that is, the maximum advance angle side, so that the vane member 7 is advanced relative to the housing 5 when the engine is stopped. It is designed to rotate relative to the side.

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

  As shown in FIGS. 5 and 6, this locking mechanism is slidably accommodated in a sliding hole 29 formed through the wide vane 22 in the direction of the inner axis, so that it is slidable against the rear plate 13 side. The lock piston 30 which is an engagement member provided to be freely movable back and forth is formed at a predetermined position in the circumferential direction of the inner end surface of the rear plate 13, and the distal end portion 30a of the lock piston 30 is advanced and engaged. Or a lock hole 31 that is an engagement portion that is retreated and released, and an engagement / disengagement mechanism that engages or disengages the lock piston 30 with the lock hole 31 in accordance with the starting state of the engine, It is composed of

  The lock piston 30 is formed in a cylindrical pin shape and has a shape that can be easily engaged in the lock hole 31.

  A rectangular notch groove 29 a is formed at the hole edge of the sliding hole 29 on the front plate 12 side, and the notch groove 29 a and the notch groove of the front plate 12 are always in communication with each other in the rotation range of the vane member 7. The lock piston 30 functions as an air vent for ensuring good sliding.

  The lock hole 31 is formed in a bottomed shape that does not penetrate the rear plate 13 and is formed at a position biased toward the retarded oil chamber 9 in the circumferential direction, as shown in FIGS. 3 and 4. When the lock piston 30 is engaged, the relative rotation angle between the housing 5 and the vane member 7 is set to the position on the advance side.

  The engagement / disengagement mechanism is elastically mounted between the rear end portion of the lock piston 30 and the inner end surface of the front plate 12, and a coil spring 32 that urges the lock piston 30 in the advance direction, and the lock hole 31. A release hydraulic circuit (not shown) that supplies hydraulic pressure to retract the lock piston 30 is selectively supplied to the retard oil chamber 9 and the advance oil chamber 10 respectively. The hydraulic pressure is introduced through the aforementioned predetermined oil hole.

  Further, when the components are assembled by the bolts 14 between the housing main body 11 and the rear plate 13, the rotational positions of the housing main body 11 and the rear plate 13, that is, the distal end portion of the lock piston 30 are used. Multi-functional means for performing circumferential positioning of 30a and the lock hole 31 is provided.

  As shown in FIGS. 1 and 2, the multi-functional means includes a recess 33 formed in a predetermined position on the outer peripheral edge of the housing body 11 (shoe 22) on the rear plate 13 side, and an outer peripheral portion of the rear plate 13. It is comprised from the positioning pin 34 provided in the position corresponding to the said recessed part 33 of the side inner end surface.

  The concave portion 33 is formed by a notch groove having two steps from the outer peripheral surface along the outer end surface side on the rear plate 13 side at a substantially central position in the circumferential direction of the built-up portion 18 of the housing main body 11. 11 is formed simultaneously with the molding of the sintered mold.

  That is, the concave portion 33 includes a first groove 33a having a relatively wide outer circumferential side along the circumferential direction, and a second groove 33b having a narrow width formed at the center of the bottom surface of the first groove 33a. Are formed in a two-step groove shape.

  The width of the first concave groove 33a is set to an arbitrary length in the circumferential direction of the housing body 11, and the groove depth is also set to an arbitrary depth. On the other hand, the width of the second concave groove 33b is set slightly smaller than the outer diameter of the positioning pin 34, and the groove depth is also set slightly larger than the outer diameter of the positioning pin 34. Thus, the circumferential positioning of the housing main body 11 and the rear plate 13 is set so as not to occur due to the relationship with the inserted positioning pins 34.

  Therefore, the concave portion 33 has a function of adjusting the rotational balance of the entire housing 5 in cooperation with the second concave groove 33b by arbitrarily setting the size of the first concave groove 33a in the width direction. Yes. On the other hand, the second concave groove 33b at the deepest position allows the positioning pin 34 to be engaged in advance from the axial direction when the housing body 11, the front plate 12 and the rear plate 13 are fastened and fixed together by the bolts 14. It has a function of positioning the rear plate 13 relative to the housing body 11 in the radial direction and the circumferential direction.

  The positioning pin 34 is press-fitted and fixed in a pin hole formed in the vicinity of the lock hole 31 on the outer peripheral side of the rear plate 13 corresponding to the second concave groove 33b in the axial direction, and has a distal end 34a. Protrudes in the direction of the housing body 11 and engages in the first concave groove 33b from the axial direction as described above.

  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 hydraulic pressure is selectively supplied to each of the passages 36 and 37 through an electromagnetic switching valve 38, the advance side passage 36 communicating with the hole 27, the retard side passage 37 communicating with each of the retard side oil grooves 20. An oil pump 39, and a drain passage 40 that selectively communicates with the passages 36 and 37 via an electromagnetic switching valve 38.

  The both passages 36 and 37 are connected to the oil holes 27 and the oil grooves through oil passage holes 36a and 37a and groove grooves 36b and 37b formed in the camshaft 2 along the radial direction and the axial direction. 20 communicates.

  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. 3 and 5, the tip 30a of the lock piston 30 is inserted into the lock hole 31 in advance and the vane member is inserted. 7 is constrained to the position on the advance side that is optimal for starting. For this reason, when start-up is started by turning on the ignition switch, good startability is obtained by smooth cranking.

  And in the low rotation low load region (idling operation region) after the engine start, 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 advance side passage 36 are communicated, and at the same time, the retard side passage 37 and the drain passage 40 are communicated.

  For this reason, the hydraulic oil discharged from the oil pump 39 flows into the advance oil chamber 10 through the advance side passage 36 and the advance oil chamber 10 becomes high pressure, while the retard oil chamber 9 The hydraulic fluid inside is discharged from the drain passage 40 into the oil pan 41 through the retard side passage 37, and the inside of the retard oil chamber 9 becomes low pressure.

  Accordingly, the state in which the volume of the advance oil chamber 10 is expanded is maintained, and the vane member 7 is held in the clockwise rotation position as shown in FIG. Thereby, the camshaft 2 is in a state in which the relative rotation angle is converted to the advance side with respect to the sprocket 1 (rear plate 13).

  At this time, the hydraulic oil that has flowed into the advance oil chamber 10 also flows into the lock hole 31 to cause the lock piston 30 to move backward and out of the lock hole 31, so that the vane member 7 is freely rotated. Secured.

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

  Therefore, as shown in FIG. 4, the vane member 7 rotates counterclockwise with respect to the housing 5, and converts the relative rotation phase with respect to the sprocket 1 to the most retarded angle side. As a result, the opening / closing timing of the intake valve is controlled to the most retarded angle side.

  On the other hand, 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, and this time the discharge passage 39a and the advance side passage 36 are communicated with each other. The passage 37 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, since hydraulic pressure is supplied from the advance oil chamber 10 into the lock hole 31, the lock piston 30 is maintained in a state of being pulled out of the lock hole 31.

  Therefore, the vane member 7 rotates in the clockwise direction with respect to the housing 5 as shown in FIG. .

  As a result, the opening / closing timing of the intake 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 supply of hydraulic pressure to the oil chambers 9 and 10 is stopped, and the vane member 7 is relatively rotated toward the advance side by the spring force of the return springs 26, so that the vanes 22 are moved. When the shoe 8 a comes into contact with the shoe 8 a, the lock piston 30 is advanced by the spring force of the coil spring 32, and the tip 30 a is engaged in the lock hole 31.

  In this case, as will be described later, since the positioning of the lock piston 30 and the lock hole 31 in the circumferential direction of the housing 5 is accurately performed when each component member is assembled, the smooth engagement action of the lock piston 30 is achieved. can get.

  That is, when assembling each constituent member, when the front plate 12 and the rear plate 13 are assembled to the housing body 11 with the respective bolts 14, the front plate 12 is mounted on the front end side of the housing body 11 and the bolts 14 are mounted. The positioning pin 34 is engaged with the second concave groove 33b 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 piston 30 and the coil spring pudding 32 are accommodated in the sliding hole 29, and the distal end portion 30 a of the lock piston 30 is engaged with the lock hole 31 of the rear plate 13.

  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 rear plate 13 can be reliably positioned with respect to the housing body 11 in the circumferential direction.

  Therefore, even if the displacement between each bolt 14 and each bolt insertion hole 17 of the housing main body 11 occurs, it is possible to reliably position the lock piston 30 and the lock hole 31 in the circumferential direction of the housing 5.

  As a result, a smooth engagement action with respect to the lock hole 31 of the lock piston 30 when the engine is stopped is obtained. Further, for example, it is possible to prevent the circumferential displacement between the lock piston 30 and the lock hole 31 due to the alternating torque acting on the vane member 7 from the camshaft 2 during the driving of the engine.

  Further, since the second concave groove 33b and the positioning pin 34 are provided in the housing main body 11 in which the lock piston 30 is formed and the rear plate 13 in which the lock hole 31 is formed, the lock piston 30 and the lock hole 31 at the time of assembly are provided. The positioning accuracy is improved.

  In this embodiment, the housing body 11 has a sufficient volume for the relative rotational conversion torque between the housing 5 and the vane member 7 by the four oil chambers 9 and 10 separated by the four vanes 22 to 25. Therefore, the axial length can be shortened as much as possible.

  As a result, the axial length of the entire apparatus can be shortened, so that, for example, the mountability of an engine of the type placed in the engine room is improved, and the degree of freedom in layout is improved.

  Further, since the notch portion 22a is formed only on the side of the tip surface of the vane 22 having the maximum width facing the one side surface of the shoe 8, the seal groove is formed on the tip surface of the vane 22 on the opposite side. Even so, the width of the 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.

  Moreover, since the concave portion 33 is provided in the build-up portion 18 of the shoe 8 of the housing body 11, the space of the build-up portion 18 can be used effectively.

  In addition, since the cutout portion 22a and the outer side surface 18a of the built-up portion 18 are each formed in an arc shape, corner contact is prevented and the strength of the widening vane 22 can be secured.

  Furthermore, since the positioning pin 34 and the second concave groove 33b are disposed at positions sufficiently close to the lock hole 31, the positioning accuracy between the lock piston 30 and the lock hole 31 can be further increased.

  In addition, since the first concave groove 33a on the outer peripheral side is widely formed and the second concave groove 33b for positioning is formed on the inner peripheral side, the concave portion 33 increases the volume of the portion notched as the concave portion 33. Therefore, the rotation balance of the entire housing 5 can be adjusted.

  Further, since the positioning second concave groove 33b is positioned on the inner peripheral side, it can be brought close to the lock hole 31, so that the positioning accuracy between the sprocket 1 (rear plate) and the housing body 11 is further increased. It becomes possible.

  Further, the first concave groove 33a can be used for fixing to the polishing machine when the housing body 11 is polished.

  As described above, the concave portion 33 has three functions for positioning, for fixing the polishing machine, and for adjusting the rotational balance, and also as a timing mark for the tooth portion 1a of the sprocket 1 and the chain. It is possible to use. Therefore, the outstanding effect which has many functions with a simple structure is show | played.

[Second Embodiment]
In the second embodiment, the concave portion 33 on the housing body 11 side is the same, but a third positioning concave groove is formed instead of the positioning pin on the rear plate 13 side, and the second concave groove 33b. It is also possible to configure so that the third groove is aligned by a positioning jig.

  Therefore, when assembling the front plate 12 and the rear plate 13 to the housing main body 11, the procedure is basically the same as in the first embodiment, but when the rear plate 13 is arranged on the rear end side of the housing main body 11. The positions of the second groove 33b and the third groove are previously aligned, and then when they are fitted to the rear plate 13 or the housing body 11 via the alignment jig, the alignment is not shown. The pin is inserted into the third concave groove from the outer axial direction and is directly inserted into the second concave groove 33b.

  If each bolt 14 is tightened in this state, the circumferential positioning of the rear plate 13 with respect to the housing body 11 can be reliably performed. As a result, it is possible to reliably position the lock piston 30 and the lock hole 31 in the rotation direction.

  In addition, after the said assembly | attachment operation | work is completed, the said alignment jig | tool is removed from an axial direction from the said both concave grooves.

  Therefore, according to this embodiment, the same operational effects as those of the first embodiment can be obtained, and the positioning pin 34 and the like as described above can be provided by simply forming the second concave groove on the rear plate 13. Since it is no longer necessary to provide this, the manufacturing cost can be reduced.

  The positioning jig may have a more simplified structure, for example, a minus driver may be used, or simply a double-concave groove without using these jigs. It is also possible to match by visual recognition.

The technical ideas other than the invention described in the claims, as grasped from the embodiment, will be described below.
(A) In the valve timing control device for an internal combustion engine according to claim 2,
The engaging portion is arranged so that the engaging member is engaged at the maximum rotation position of the widened vane,
The valve timing control device for an internal combustion engine, wherein the concave portion is provided in the shoe disposed at a position closest to the engaging portion in a circumferential direction.

By setting the position where the concave portion is formed to be close to the position where the engaging member and the engaging portion are engaged, the positioning of the engaging member and the engaging portion during assembly is facilitated.
(b) In the valve timing control device for an internal combustion engine according to (a),
The engaging member is formed by a cylindrical engaging pin,
An arcuate notch along the inner peripheral surface of the engagement pin is formed on the outer peripheral side corner of one side surface facing the one end surface of the one shoe of the widening vane in the circumferential direction,
The valve timing control device for an internal combustion engine, wherein the one end surface of the shoe in which the recess is formed has a portion facing the notch formed in an arc shape along the notch.
(c) In the valve timing control device for an internal combustion engine according to claim 2,
The valve timing control device for an internal combustion engine, wherein the concave portion is formed by a two-stage groove having a wide portion and a narrow portion, and the narrow portion is configured as the positioning portion.
(d) In the valve timing control device for an internal combustion engine according to claim 2,
The valve timing control device for an internal combustion engine, wherein the concave portion is formed in a stepped shape having a deepest central portion in the circumferential direction and both side portions shallower than the central portion.
(e) In the valve timing control device for an internal combustion engine according to (d),
A valve for an internal combustion engine, wherein a bolt insertion hole is formed so as to penetrate in an inner axial direction of the shoe, and the plate member is fixed to the housing by a bolt inserted into the bolt insertion hole. Timing control device.
(f) In the valve timing control device for an internal combustion engine according to claim 2,
The valve timing control device for an internal combustion engine, wherein the positioning portion is constituted by a protrusion provided on the plate member.
(g) In the valve timing control device for an internal combustion engine according to claim 2,
The valve timing control device for an internal combustion engine, wherein the positioning portion is constituted by a positioning pin fixed to the plate member.
(h) In the valve timing control device for an internal combustion engine according to claim 2,
The valve timing control device for an internal combustion engine, wherein the positioning portion is constituted by a third concave groove for inserting a jig provided in the plate member.
(i) In the valve timing control device for an internal combustion engine according to claim 2,
Between the vane other than the widened vane and the shoe, there is provided a biasing member that biases the widened vane in the circumferential direction on the side where the engaging member matches the engaging portion.
The valve timing control device for an internal combustion engine, wherein one side surface of the widening vane is configured to be in direct contact with a side surface of the opposing shoe by a biasing force of the biasing member.
(j) In the valve timing control device for an internal combustion engine according to (d),
The valve timing control device for an internal combustion engine, wherein the wide portion on the outer peripheral side of the recess is used for fixing the housing when the housing is processed.
(k) In the valve timing control device for an internal combustion engine according to claim 2,
The plate member is provided with a transmission tooth portion to which a rotational force is transmitted from the crankshaft via an endless rope,
A valve timing control device for an internal combustion engine, wherein a timing mark for positioning the transmission tooth portion and the meshing portion of the rope is a position of a step portion on a bottom side of the concave portion.

DESCRIPTION OF SYMBOLS 1 ... Sprocket 2 ... Camshaft 3 ... Phase conversion mechanism 4 ... Hydraulic circuit 5 ... Housing 7 ... Vane member 8 ... Shoe 8a ... Wide shoe 9 ... Retarded oil chamber 10 ... Advance oil chamber 11 ... Housing main body 12 ... Front Plate 13 ... Rear plate (plate member)
DESCRIPTION OF SYMBOLS 14 ... Bolt 18 ... Overlaying part 21 ... Vane rotor 22 ... Maximum width vane 22a ... Notch part 23-25 ... Vane 30 ... Lock piston 31 ... Locking hole 33 ... Positioning recessed part 33a ... 1st recessed groove 33b ... 2nd recessed groove 34 ... Positioning pin (Positioning convex part)

Claims (3)

A plurality of shoes projecting inwardly on the inner peripheral surface, and a cylindrical housing having one axial end opened;
A vane rotor which is rotatably fixed in the housing while being fixed to the camshaft, and at least one circumferential width of the plurality of vanes provided on the outer periphery is formed wider than the other circumferential widths;
An advance-side fluid chamber and a retard-side fluid chamber that are formed between each shoe and each vane and into which fluid is selectively supplied and discharged;
An engagement member which is slidably provided in the widened vane and moves forward and backward in the axial direction according to the state of the engine;
A plate member that is formed with an engaging portion to which the engaging member can be engaged and disengaged, and seals one end opening of the housing;
With
On the outer peripheral side of the one shoe where one side surface of the widening vane is opposed from the circumferential direction, a concave portion whose outer peripheral portion in the radial direction is wider than the inner peripheral portion is formed,
An internal combustion engine having a positioning portion for positioning the plate member and the housing in cooperation with the narrow inner peripheral portion at a position facing the concave portion of the shoe of the plate member. Valve timing control device. A plurality of shoes projecting inwardly on the inner peripheral surface, and a cylindrical housing having one axial end opened;
A vane rotor which is rotatably fixed in the housing while being fixed to the camshaft, and at least one circumferential width of the plurality of vanes provided on the outer periphery is formed wider than the other circumferential widths;
An advance-side fluid chamber and a retard-side fluid chamber that are formed between each shoe and each vane and into which fluid is selectively supplied and discharged;
An engagement member which is slidably provided in the widened vane and moves forward and backward in the axial direction according to the state of the engine;
A plate member that is formed with an engaging portion to which the engaging member can be engaged and disengaged, and seals one end opening of the housing;
With
On the outer peripheral side of the one shoe where one side surface of the widened vane is opposed from the circumferential direction, a plurality of step grooves are formed in which the outer peripheral portion in the radial direction is wider than the bottom side,
A valve for an internal combustion engine, wherein a positioning portion for positioning the plate member and the housing in cooperation with the narrow bottom portion is provided at a position facing the step groove of the shoe of the plate member. Timing control device. A plurality of shoes projecting inwardly on the inner peripheral surface, and a cylindrical housing having one axial end opened;
A vane rotor that is rotatably fixed in the housing while being fixed to the camshaft, and wherein the weight of at least one of the plurality of vanes provided on the outer periphery is larger than the other weights;
An advance-side fluid chamber and a retard-side fluid chamber that are formed between each shoe and each vane and into which fluid is selectively supplied and discharged;
An engagement member which is slidably provided in the vane having the largest weight and moves forward and backward in the axial direction according to the state of the engine;
A plate member that is formed with an engaging portion to which the engaging member can be engaged and disengaged, and seals one end opening of the housing;
With
A fixing recess used for fixing the housing at the time of manufacture on the outer peripheral side of the one shoe facing the circumferential side of the heaviest vane, and an inner peripheral side of the fixing recess A positioning recess is formed,
A valve timing control for an internal combustion engine, characterized in that a positioning portion for positioning the plate member and the housing in cooperation with the positioning recess is provided at a position facing the positioning recess of the plate member. apparatus.

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