JPH07305609A - Valve timing control device in internal combustion engine - Google Patents

Abstract

PURPOSE:To stabilize control of valve timing and improve control responsiveness while regulating unexpected motion of a cylindrical gear due to torque fluctuation of a cam shaft, particularly negative torque fluctuation of a large load. CONSTITUTION:A cylindrical gear 8 method between a driven sproket 1 and a sleeve 4 is moved by hydraulic pressure in a pressure receiving chamber 14 and relative pressure of a return spring 23 through a piston 13, so that relative rotational phases of the driven sproket 1 and a cam shaft 2 are converted. At the frontmost position, motion of the cylindrical gear 8 is regulated by spring force of a compression spring 32 and the return spring 23. When the piston 13 is moved, the spring force of the compression spring 32 is released to increase moving speed of the cylindrical gear 8.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an improvement of a valve timing control device for variably controlling the opening / closing timing of intake / exhaust valves of an internal combustion engine according to the operating conditions.

[0002]

2. Description of the Related Art A valve timing control device of this type is disclosed in, for example, Japanese Patent Application Laid-Open No. 62-251412.

In this device, a tubular gear is interposed between a timing pulley which is drive-transmitted from a crankshaft of an engine and a camshaft which is rotationally transmitted from the timing pulley. This tubular gear is provided in the inner and outer circumferences, and at least one of which is an internal tooth and an outer tooth, which are helical teeth, are meshed with the internal teeth of the timing pulley and the external teeth of the camshaft to bring the engine into an operating state. Accordingly, the cam shaft is moved in the axial direction via the drive mechanism.

That is, the cylindrical gear moves in the axial direction of the camshaft by the relative pressure between the hydraulic pressure in the pressure chamber formed at the front end side and the spring force of the return spring elastically mounted at the rear end side. At the time of load, the supply of hydraulic pressure to the pressure chamber is interrupted, and the maximum forward position is maintained by the spring force of the return spring to convert the relative rotational phase of the timing pulley and the cam shaft to one side. Thereby, for example, the opening / closing timing of the intake valve is controlled to the advance side.

On the other hand, when the load is high, the hydraulic pressure supplied to the pressure chamber moves the maximum rearward direction against the spring force of the return spring to convert the relative rotational phase to the other side. Thereby, for example, the opening / closing timing of the intake valve is controlled to the retard side (retard type).

Further, the tubular gear has two front and rear gear configurations which are formed in two in a direction perpendicular to the axis from substantially the center,
Both of the gear component parts are movably connected to each other via a connecting pin in a direction in which they are separated from each other or approaching each other.
The springs are urged toward each other by a coil spring elastically mounted between the front gear component and the head of the connecting pin.

As a result, when the gear components 50, 51 move in the axial direction, as shown in FIG.
And the outer tooth 53 is increased in apparent tooth thickness to shift the tooth lines so that the tooth flanks of the respective teeth 52, 53 are the inner and outer teeth 54,
By making pressure contact with the tooth side surfaces of 55, it is possible to reduce the backlash clearance during the meshing movement of the timing pulley and the cam shaft with respect to the inner and outer teeth. Therefore, each tooth 52 is accompanied by a positive (+) torque fluctuation in the rotational direction of the camshaft and a negative (-) torque fluctuation in the opposite direction to the rotational direction, which is caused by the spring reaction force of the valve spring.
It is designed to sufficiently suppress the occurrence of wear and hammering sound due to the collision between .about.55.

[0008]

However, in the above-mentioned conventional device, as described above, both gear component parts are urged by coil springs toward each other to reduce the backlash clearance, Although it is possible to prevent wear and hammering due to the collision between the teeth 52 to 54 due to the positive torque fluctuation, the negative torque fluctuation is sufficiently large in comparison with the positive torque fluctuation in the torque load. It is difficult to absorb the spring force alone. Therefore, at the maximum forward position of the tubular gear (during retard control), the rear gear component 51, which is subject to negative torque fluctuation, inadvertently moves backward against the spring force of the return spring, Not only may the teeth 52 to 55 collide with each other to generate a hammering sound, but also the fluctuation of the position of the rear gear component 51 may cause instability of the valve timing control.

Further, the advance type, that is, the inner teeth 52, the outer teeth 53, and the inner and outer teeth 54, 55 of which the tooth traces are formed in the opposite direction to those described above, and the cylindrical gear serves as a return spring. When in the maximum forward position by spring force,
In the type that controls the opening / closing timing of the intake valve to the advanced side by converting the relative rotational phase of the timing pulley and the camshaft, even when it is applied to a large displacement internal combustion engine in which the positive and negative torque fluctuations become large, Is causing the same problem as.

That is, in a large displacement engine, since the weight of the intake valve is large and the inertial force during operation is also large, the spring force of the valve spring is set large. Therefore, when a large positive torque fluctuation is generated from the camshaft as shown in FIG. 10 when the tubular gear is held at the maximum front position and the advance angle control is performed, the rear gear component part moves in the rearward direction. Due to the moving force, the entire tubular gear moves inadvertently in the rearward direction against the spring force of the return spring. As a result, similarly to the above, the teeth 52 to 55 collide with each other to cause a problem such as tapping sound.

Therefore, it is conceivable that the spring force of the return spring is strengthened and the rear gear forming portion 51 is strongly pressed against the front gear forming portion 50 by the spring force to restrict the rearward movement.

However, if the spring force of the return spring is simply increased, this time when the load is switched to the high load range,
The backward movement speed of the cylindrical gear due to the hydraulic pressure supplied in the pressure chamber becomes slow, and as a result, the control response of the valve timing may deteriorate.

[0013]

The present invention has been devised in view of the above-mentioned problems of the prior art. The invention of claim 1 is rotationally driven by an engine and has inner teeth on its inner circumference. And a camshaft to which a rotational force is transmitted from the rotating body and which has outer teeth on the outer periphery of one end, and at least one of which is a tooth-shaped inner and outer tooth between the rotating body and the one end of the camshaft. A cylindrical gear, which is interposed while meshing with the teeth and the outer teeth, and is elastically connected in a direction toward each other via connecting means to front and rear gear constituent parts which are axially divided into two parts; A support pin slidably provided in the camshaft axial direction between the body and one end of the camshaft, and slidably engaged in a pin hole penetratingly formed in the adjacent rear gear component. A piston linked to both gear components via the A drive mechanism for moving the cylindrical gear in the camshaft axial direction via the piston by the relative pressure between the hydraulic pressure acting on one end surface on both gear component side of the engine and the spring force of the return spring acting on the other end surface. The valve timing control device is characterized in that a spring member is interposed between one end face of the piston and the rear gear component to urge the piston and the rear gear component apart from each other.

According to a second aspect of the present invention, a cushioning member is interposed between the flange portion of the support pin at the tip end portion of the rear gear forming portion of the support pin that penetrates the pin hole and the hole edge of the pin hole. Is characterized by.

[0015]

For example, when the engine is under a low load, the supply of hydraulic pressure to the one end face side of the piston is cut off. Therefore, the piston pushes the front gear component part forward through the pin by the spring force of the return spring, and The rear gear component is also pressed forward through the member. As a result, the entire tubular gear moves to the maximum forward position, and the relative rotational phase of the rotating body with respect to the camshaft is converted to one side.

At this maximum forward position, both gear components are strongly pressed to the front position by the combined force of the spring force of the return spring and the spring force of the spring member. In particular, the rearward movement of the rear gear component is surely regulated even when the action of the above occurs.

On the other hand, when the low load region is shifted to the high load region, the hydraulic pressure acts on one end surface of the piston and the piston slightly moves rearward against the spring force of the return spring. As a result, the rear gear component part is pulled and moved in the same direction, and the front gear component part is also moved in the same direction via the connecting means. That is, at this time point, the forward pressing force of the rear gear component portion due to the spring force is released, and the hydraulic pressure presses the piston backward only against the spring force of the return spring. Therefore, the rearward moving speed of the tubular gear increases.

According to the second aspect of the invention, when the piston moves rearward from the maximum forward position, the flange portion of the support pin directly collides with the hole edge of the pin hole of the rear gear component. Since the shock is absorbed without hitting the cushioning member, the collision striking sound is prevented.

[0019]

1 and 2 show a first embodiment in which a retard type valve timing control device for an internal combustion engine according to the present invention is applied to the intake side of a DOHC type valve operating mechanism.

In the figure, 1 is a driven sprocket, which is a rotating body to which a driving force is transmitted from a crankshaft (not shown) by a timing chain, and 2 is one end 2a of a main body rotatably supported by a cam bearing 3a of a cylinder head 3. A camshaft having a cam for opening an intake valve (not shown) against the spring force of a valve spring by the rotational force transmitted from the driven sprocket 1, the camshaft 2 being provided at one end 2a of the main body. A sleeve 4 inserted in the inner axial direction of the driven sprocket 1 is fixed in the axial direction by a fixing bolt 5. A large-diameter flange portion 4a on the rear end side of the sleeve 4 is fitted to the one end portion 2a of the camshaft main body, and outer teeth 4b are formed at a substantially central position on the outer peripheral surface.

The driven sprocket 1 has a cylindrical body 1a.
And a disc 1 which is fixed to the front end edge of the sleeve 4 together with a gear 1b integrally provided on the outer periphery of the rear end of the cylindrical main body 1a by a fixing bolt 5 to close the front end opening of the cylindrical main body 1a. And a front cover 7 in the shape of a circle. Also,
The front end of the cylindrical main body 1a is slidably supported on the outer peripheral surface of the front cover 7, and inner teeth 1c are formed substantially at the center of the inner peripheral surface.

Further, between the sleeve 4 and the cylindrical main body 1a, a cylindrical gear 8 which is axially movable via a drive mechanism described later is interposed. This cylindrical gear 8 is composed of two gear components 9 and 10 formed by cutting and dividing a long gear in the direction perpendicular to the axis, and both gear components 9 and 10 are substantially U-shaped in vertical cross section. And a coil spring 11 and a connecting pin 12 as connecting means mounted in the rear-side gear component 10.
Are elastically connected in a direction in which they approach each other.
Further, internal teeth 9a, 10a and external teeth 9b, 10b, which are both helical teeth, are formed on the inner and outer circumferences of the respective gear component parts 9, 10, and these inner and outer teeth 9a, 10a, 9b, 10b are formed. The inner teeth 1c of the tubular body 1a and the outer teeth 4b of the sleeve 4 are spirally meshed with each other. In addition, a pin hole 10c is formed so as to penetrate in the inner axis direction of the rear gear component 10. Further, the tubular gear 8 is restricted from moving in the maximum forward direction at the position where the front end edge of the front gear forming portion 9 hits the inner end surface of the front cover 7, while the rear end of the rear gear forming portion 10 is restricted. The maximum rearward movement (rightward in the figure) is restricted at the positions where the edges abut the stepped portions 24 and 25 formed on the inner periphery of the tubular body 1a and the outer periphery of the sleeve 4 so as to face each other. It has become.

An annular piston 13 is provided between the inner periphery of the rear end of the cylindrical body 1a and the outer periphery of the rear end of the sleeve 4.
Is provided slidably in the cam shaft axial direction. The piston 13 includes a front end surface 13a and a rear gear component 10
An annular pressure receiving chamber 14 is formed between the rear end face and the rear end face, and an annular concave groove 15 is formed substantially in the radial center of the front end face 13a. Further, the support pin 16 is provided at a predetermined position in the circumferential direction.
A plurality of fixing holes 17 for inserting and fixing is formed so as to penetrate therethrough in the axial direction. The plurality of support pins 16 are formed to be relatively long, the head portion 16a side is press-fitted and fixed in the fixing hole 17, and the pin hole 10c is formed on the outer peripheral surface of the shaft portion 16b.
The rear gear component 10 is supported slidably in the axial direction via. Further, the snap ring 18, which is a flange portion radially fitted into the fitting groove provided on the outer periphery of the tip of the shaft portion 16b, is engaged with the hole edge of the pin hole 10c, and the tip edge 16c of the shaft portion 16b is fixed to the front gear. The rear end face of the constituent portion 9 is appropriately brought into contact with the rear end face. A seal ring 19 for sealing the pressure receiving chamber 14 is provided on the inner and outer circumferences of the piston 13.
20 are provided.

The drive mechanism is formed between the front gear forming portion 9 and the front cover 7, and the first pressure receiving chamber 14 is formed.
A pressure chamber 21 communicating with the teeth 1c, 4b, 9a, 9b, 10a, 10b via a gap, a hydraulic circuit 22 for supplying and discharging hydraulic pressure to and from the pressure chamber 21, a rear end surface of the piston 13 and a large diameter. A return spring 23 that is elastically mounted between the flange portion 4a and biases the piston 13 forward.

The hydraulic circuit 22 is formed in the cylinder head 3 and the cam bearing 3a and along the radial direction of the cam shaft 2, and has an oil passage 26 whose one end communicates with the oil pump 25 and an axial portion of the fixing bolt 5. And a communication passage 29 formed along the axial direction at one end and communicating with the pressure chamber 21 through the diametrical hole 27 of the shaft portion and the through hole 28 of the sleeve 4 at the other end. Is equipped with. In addition, the oil passage 2
A three-way type electromagnetic switching valve 31 that switches between the upstream and downstream of the oil passage 26 and the drain passage 30 is provided between the oil pump 6 and the oil pump 25.

The spring force of the return spring 23 is set to be smaller than the hydraulic pressure supplied to the pressure receiving chamber 14.

Further, the electromagnetic switching valve 31 is provided from a control unit (not shown) that detects the current engine operating state based on the engine speed and the intake air amount signal output from a crank angle sensor, an air flow meter, or the like. The switching operation is relatively performed based on the control means.

A compression spring 32, which is a spring member, is wound around the outer circumference of each support pin 16.
One end of the compression spring 32 is elastically supported by the bottom surface of the annular groove 15 of the piston 13 and the other end is elastically supported by the edge of the pin hole 10c of the rear gear component 10, thereby forming the rear gear component 10.
Is urged in a direction away from the front end surface 13a of the piston 13. Further, the spring force of the compression spring 32 is set to such an extent that a combined force with the spring force of the return spring 23 overcomes a negative torque load.

The operation of this embodiment will be described below.
First, in the engine low load region, as shown in FIG. 1, an OFF signal is output to the electromagnetic switching valve 31 so that the oil passage 26 and the drain passage 30 communicate with each other. Therefore, the pressure receiving chamber 14 and the pressure chamber 2
The hydraulic pressure in 1 is discharged from the drain passage 30 to a low pressure state. Therefore, the piston 13 slides forward by the spring force of the return spring 23, and the support pin 16 moves into the pin hole 1.
0c is slid to directly press the rear end face of the front gear component 9 forward with the front edge 16c.

Therefore, the rear gear component 10 is also connected to the connecting pin 1.
2 and the coil spring 11 pulls forward through the spring force and moves in the same direction. At the same time, the pressing force from the piston 13 acts on the rear gear component 10 via the compression spring 32.

Further, when the both gear component parts 9 and 10 are moved forward, a force acts in a direction in which the both gear parts 9 and 10 are separated from each other, and each tooth 9a, 9b, 10a, 10b and the inner tooth 1c,
The pressure contact force between the tooth flanks of the outer tooth 4b and the outer tooth 4b is reduced, the sliding friction resistance is reduced, and the entire tubular gear 8 can be smoothly moved forward. As a result, both
The relative rotational phase conversion speed to the other side of increases.

When the cylindrical gear 8 is held at the maximum forward position, both gear components 9, 10 are applied to the front cover 7 by the combined force of the spring force of the return spring 23 and the spring force of the compression spring 32. It is strongly pressed. That is, the spring force of the return spring 23 acts on the front gear component 9 via the support pin 16, and the spring force of the compression spring 32 acts on the front gear component 9 via the rear gear component 10. On the other hand, since the piston 13 receives the spring force of the return spring 23 and at the same time the piston 13 compresses the compression spring 32, the rear gear structure 10 is strongly pressed by the spring force of both the return spring 23 and the compression spring 32. As a result, the rearward movement is surely restricted.

Therefore, even if a large negative torque fluctuation due to the operation of the camshaft 2 acts on the rear gear component 10, the negative torque load is absorbed and an inadvertent rearward movement is prevented. It As a result, the tubular gear 8 is stably held at the maximum front position, and the valve timing control can be stabilized.

On the other hand, when the low load region is shifted to the high load region, an ON signal is output to the electromagnetic switching valve 31 to close the drain passage 30 and the oil passage 2 as shown in FIG.
Upstream and downstream of 6 are communicated. Therefore, the hydraulic pressure is supplied into the pressure chamber 21, the internal pressure of the pressure receiving chamber 14 rises, and the front end face 1
When the piston 13 moves rearward against the spring force of the return spring 23 by the hydraulic pressure applied to 3a, the support pin 16 slides in the pin hole 17 and snap ring 18
Is locked to the edge of the pin hole 17, and the rear gear component 1
0 is moved in the same direction by pulling 0 in the same direction, and the front gear component 9 is connected via the coil spring 11 and the connecting pin 12.
Also follows. In other words, if the piston 13 moves even a little in the rearward direction by hydraulic pressure, the forward pressing force of the rear gear component 10 by the spring force of the compression spring 32 is released, and the hydraulic pressure resists only the spring force of the return spring 23. Then, the piston 13 is pushed backward. Therefore, the entire tubular gear 8 can be smoothly moved backward. As a result, the relative rotational phase conversion speed of the driven sprocket 1 and the cam shaft 2 to the other side is increased, and the control response of the bubb timing is improved.

When the cylindrical gear 8 moves rearward, the inner and outer peripheral edges of the rear gear component 10 are stepped portions 24, 25.
The maximum rearward movement is restricted at the position where it hits. Therefore, the relative rotation amount of the driven sprocket 1 with respect to the cam shaft 2 to the other side can be constantly controlled to be constant. That is, when the valve timing control device is operated for a long period of time, the teeth 1c, 4b, 9a, 9 of the front and rear gear components 9, 10, etc.
The backlash clearance between b, 10a, and 10b increases due to wear or the like, and the moving amount of the piston 13 also increases. Following this, the moving amount of the cylindrical gear 8 also increases. Since the movement amount is regulated by the step portions 24 and 25 as described above, the relative rotation conversion amount of the both 1 and 2 can always be made constant.

FIGS. 3 and 4 show a second embodiment of the present invention in which the spring member is changed to a single compression spring 33 having a large diameter. That is, the compression spring 33 is wound around the outer circumference of the sleeve 4, one end of which is elastically held in the annular groove 15 of the piston 13 and the other end of which is rear gear component 10.
Of the pin hole 17 is elastically contacted with the rear end surface of the pin hole 17 to urge the rear gear component 10 in the forward direction. The other structure is similar to that of the first embodiment.

Therefore, not only the same effects as those of the first embodiment can be obtained, but also by unifying the compression spring 33, the manufacturing work efficiency and the assembly work efficiency can be improved, and the cost can be reduced. Can be achieved.

5 to 8 show an embodiment according to the invention of claim 2, the basic structure is the same as that of the second embodiment, except that the snap ring 18 of the support pin 16 and the rear gear structure are different. A plate spring 34 as a cushioning member is interposed between the edge of the pin hole 17 and the hole edge of the portion 10. As shown in FIGS. 7 and 8, the leaf spring 34 has a substantially bowl-shaped cross section, has an insertion hole 34a through which the support pin 16 is inserted in the center, and has an outer peripheral edge of the pin hole 17. It abuts the edge.

When the tubular gear 8 is at the maximum forward position, the leaf spring 34 separates from the spring 18 as shown in FIGS. 5 and 7 and does not act at all. When the piston 13 pulls the support pin 16 rearward when the low load region shifts to the high load region, the snap ring 18 abuts against the upper surface of the leaf spring 34 as shown in FIGS. 6 and 8. Absorb shock. Therefore, a direct collision between the snap ring 18 and the hole edge of the pin hole 17 is avoided, and the collision striking sound and the abrasion can be effectively prevented.

Further, the present invention can be applied to the advance type other than the retard type as in the above embodiments. That is, the tooth traces of the teeth 9a, 9b, 10a, 10b are set in the opposite manner to those in the respective embodiments, and the tubular gear 8 controls the opening / closing timing of the intake valve at the maximum forward movement position to delay the maximum rearward movement. It is of a type in which advance angle control is performed at the moving position. In this case, even if a large positive torque fluctuation generated in the camshaft 2 during retard angle control acts on the rear gear component 10, the positive torque The load is absorbed by the spring force of both the return spring 23 and the compression spring 32, and inadvertent rearward movement is prevented. As a result, the tubular gear 8 is stably held at the maximum front position, and the valve timing control can be stabilized.

The cushioning member may be a coil spring, elastic rubber, elastic resin material or the like other than the leaf spring. Further, this embodiment is not limited to one including the compression springs 32 and 33, but can be applied to a device having no compression spring.

Further, although the present invention uses the coil-shaped compression springs 32 and 33 as the spring members, the present invention is not limited to this, and a disc spring or the like can be used.

[0043]

As is clear from the above description, according to the present invention, it is of course possible to sufficiently suppress the occurrence of collision striking sound due to the fluctuation of the rotational torque of the camshaft due to the backlash gap between the teeth. That is, since the front and rear gear components can be moved in the axial direction while being separated from each other by the piston and the support pin, the sliding friction resistance between the teeth during the axial movement of the tubular gear is reduced. As a result, the smooth movement of the cylindrical gear is obtained, the relative rotational phase conversion speed between the rotating body and the cam shaft is increased, and the control response of the valve timing is improved.

In particular, when the tubular gear is moved in one direction at the maximum, the tubular gear is pressed by the strong spring force of the return spring and the spring member. Even if it acts, the cylindrical gear does not move carelessly in the other direction. As a result, the collision striking sound between the teeth is prevented, and the valve timing control is stabilized.

Further, even in the advance type, even if a large positive torque fluctuation of the torque load acts, the movement of the cylindrical gear is surely restricted by the return spring and the spring member, and the cylindrical gear can be moved carelessly. Absent. As a result, similarly to the retard angle type, it is possible to prevent the collision striking sound between the teeth and to stabilize the valve timing control.

Moreover, when the tubular gear moves from one direction at the maximum to the other direction, the pressing force by the spring member is released, so the hydraulic pressure presses the piston against only the spring force of the return spring. can do. Therefore, the smooth movement of the tubular gear can be obtained, and the control response of the valve timing is further improved.

According to the second aspect of the present invention, when the tubular gear moves in the other direction, the buffer member avoids the collision between the flange portion and the pin hole hole edge. Can be prevented.

[Brief description of drawings]

FIG. 1 is a sectional view showing a first embodiment of the present invention.

FIG. 2 is a sectional view showing the operation of the present invention.

FIG. 3 is a sectional view showing a second embodiment of the present invention.

FIG. 4 is a sectional view showing the operation of the present embodiment.

FIG. 5 is a longitudinal sectional view showing an embodiment of the invention of claim 2;

FIG. 6 is a vertical sectional view showing the operation of this embodiment.

FIG. 7 is a sectional view of an essential part of the present invention.

FIG. 8 is a cross-sectional view of the main parts showing the operation of this embodiment.

FIG. 9 is a development view showing a state where positive and negative torque fluctuations act on a retardation type tubular gear.

FIG. 10 is a development view showing a state in which positive and negative torque fluctuations act on a tubular gear of an advance type.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Followed sprocket (rotating body) 1c ... Inner tooth 2 ... Cam shaft 4 ... Sleeve 4b ... Outer gear 8 ... Cylindrical gear 9 ... Front gear component 10 ... Rear gear component 9a, 10a ... Internal tooth 9b, 10b External teeth 11 ... Coil spring 12 ... Connection pin 16 ... Support pin 32, 33 ... Compression spring (spring member) 34 ... Leaf spring (buffer member)

Claims (2)

[Claims] 1. A rotating body rotationally driven by an engine and having inner teeth on its inner periphery, a camshaft to which a rotational force is transmitted from said rotating body, and outer teeth on the outer periphery of one end, and said rotating body. And one end of the camshaft, at least one of which has helical tooth-shaped inner and outer teeth interposed between the inner tooth and the outer tooth while being meshed with each other. A cylindrical gear that is elastically coupled in a direction in which they approach each other via a rear gear, which is slidably provided in the cam shaft axial direction between the rotating body and one end of the cam shaft, and is adjacent to the rear gear. A piston that is linked to both gear component parts via a support pin that is slidably engaged in a pin hole that is formed through the component part, and a hydraulic pressure that acts on one end surface of the piston on both gear component part sides. Return spring that acts on the end face A valve timing control device comprising: a drive mechanism for moving a tubular gear in the camshaft axial direction via the piston by a relative pressure with a force, wherein a valve timing control device is provided between one end face of the piston and a rear gear component. A valve timing control device for an internal combustion engine, characterized in that a spring member for urging the two in a separating direction is interposed between the two. 2. A cushioning member is interposed between a flange portion provided at a tip end portion penetrating a pin hole of a rear gear forming portion of the support pin and a hole edge of the pin hole. Item 1. A valve timing control device for an internal combustion engine according to item 1.