JPH112110A - Internal combustion engine valve timing changing device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To restrain fluctuation of valve timing accompanying occurrence of resonance phenomena with regard to a valve timing changing device. SOLUTION: A valve timing device (VVT) 11 for changing intake valve timing is provided on the end of an intake camshaft. The VVT 11 is equipped with a sprocket 12 and rotor 13. Torque to the sprocket 12 is transmitted through a crankshaft. The inner side of recesses 37a to 37c formed on the inner circumference of the sprocket 12 are arranged with three vanes 29a to 29c formed on the outer circumference of the rotor 13 and a plural number of first pressure chambers 41a to 41c and second pressure chambers 42a to 42c are formed on both sides of respective vanes 29a to 29c in the rotational direction of the rotor 13. The volume of each chamber of the first pressure chambers 41a to 41c is mutually different and the volume of each chamber of the second pressure chambers 41a to 42c is also mutually different.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a valve timing changing device for an internal combustion engine for changing the valve timing of an intake valve or an exhaust valve of the internal combustion engine according to, for example, an engine operating state.

[0002]

2. Description of the Related Art An intake valve and an exhaust valve of an internal combustion engine are
By being reciprocated with the rotation of the camshaft, intake ports and exhaust ports opened to the combustion chamber of the engine are periodically opened and closed. In a general internal combustion engine, the timing of opening and closing these valves, that is, valve timing, is determined by the profile of a cam provided on a camshaft.

On the other hand, a recent internal combustion engine has a valve timing changing device (for example, Japanese Patent Laid-Open Publication No. Heisei 5-5-2) which changes the valve timing according to the operating state of the engine.
Variable camshaft timing device described in Japanese Patent Application Laid-Open No. 195726). According to this changing device, for example, the engine output can be increased by appropriately changing the valve timing.

FIG. 5 shows an example of the configuration of such a changing device. As shown in the figure, this changing device includes a sprocket 10 to which a rotational force of a crankshaft (not shown) is transmitted.
3 and a rotor 102 disposed inside the sprocket 103 and fixed to the camshaft 101. A pair of recesses 106 are formed inside the sprocket 103, and the rotor 102
And a pair of vanes 104 formed on the outer periphery of each of them. Inside each recess 106, each vane 1
04 are provided on both sides of the advance pressure chamber 107 and the retard pressure chamber 10.
8 are formed, and each of these pressure chambers 107,
Oil from a hydraulic pump (not shown) is supplied to the inside of the pump 108 with a pressure adjusted by a pressure adjusting device (not shown).

[0005] In the above changing device, the advance pressure chamber 107
When the oil pressure in the inside is adjusted to be relatively larger than the oil pressure in the retard pressure chamber 108, each vane 104 is urged toward the retard pressure chamber 108 by the oil pressure in the advance pressure chamber 107, The rotor 102 and the camshaft 101 relatively rotate in the same direction as the rotation direction of the sprocket 103 (the direction indicated by the arrow in FIG. 5). As a result, the valve timing of the valve opened and closed by the camshaft 101 is advanced (advanced).

On the other hand, when the oil pressure in the retard pressure chamber 108 is adjusted to be relatively higher than the oil pressure in the advance pressure chamber 107, each vane 104 is advanced by the oil pressure in the retard pressure chamber 108. Energized to the angular pressure chamber 107 side, the rotor 10
2 and the camshaft 101 relatively rotate in a direction opposite to the rotation direction of the sprocket 103. As a result, the valve timing of the valve is delayed (retarded).

On the other hand, the two pressure chambers 10 are controlled so that the hydraulic pressures in the advance pressure chamber 107 and the retard pressure chamber 108 are equal.
When the hydraulic pressure in each of the pressure chambers 107 and 108 is adjusted,
The biasing force acting on each vane 104 according to the oil pressure in the rotor 108 becomes equal, and the rotor 102 and the camshaft 101
And the sprocket 103 rotate integrally.
As a result, the valve timing of the valve is maintained at a predetermined timing.

As described above, in the above changing device, the valve timing of the valve can be changed to a desired timing and maintained by adjusting the hydraulic pressure in the advance pressure chamber 107 and the retard pressure chamber 108.

[0009]

However, in the above changing device, the camshaft 10 caused by the pressure pulsation of the oil discharged from the hydraulic pump and the driving of the valve.
The torque fluctuation of the pressure chambers 107, 10
The oil in each pressure chamber may be vibrated as a kind of elastic body by being transmitted to the oil in 8. Further, when the frequency of the vibrating force matches the resonance frequency of the oil in each of the pressure chambers 107 and 108, the vibration of the oil becomes extremely large and the volumes of the pressure chambers 107 and 108 fluctuate. That is, the vane 104 swings. As a result, in the above-mentioned changing device, the valve timing of the valve greatly fluctuates due to the occurrence of such a resonance phenomenon, and the problem that the valve timing cannot be maintained at a desired timing occurs. There was a risk of doing.

The present invention has been made in view of such circumstances, and an object of the present invention is to suppress a change in valve timing due to the occurrence of a resonance phenomenon in a valve timing changing device.

[0011]

Means for Solving the Problems In order to achieve the above object, the invention according to claim 1 has a first rotating body having a plurality of recesses and a plurality of vanes respectively arranged in the recesses. A second rotator combined rotatably with respect to the first rotator, and a second rotator for each vane in the recess.
Valve timing advancing means including a plurality of pressure chambers formed on the side opposite to the rotation direction of the rotating body, and a plurality of vanes formed on the same side as the rotation direction of the second rotating body for each vane in the recess. Valve timing retarding means including a pressure chamber, wherein the torque of the crankshaft transmitted to one of the first rotating body and the second rotating body is transmitted to the camshaft from the other of the first rotating body and the second rotating body. By rotating the camshaft, the valve of the internal combustion engine is opened and closed at a predetermined valve timing, and the pressure in each pressure chamber of the valve timing advance means and the valve timing delay means is applied to each vane to rotate the camshaft. In a valve timing changing device for an internal combustion engine, the valve timing is changed by relative rotation of a body, And the pressure chambers of at least one of valve timing retard means is for the one in which at least the one pressure chamber having different capacity and other pressure chambers and its spirit.

According to the above arrangement, one of the pressure chambers constituting at least one of the valve timing advance means and the valve timing retard means has a different volume from the other pressure chambers, and one of the pressure chambers has a different volume. Are different from the resonance frequencies of the other pressure chambers, all of these pressure chambers do not simultaneously enter the resonance state.

According to a second aspect of the present invention, there is provided a valve timing changing apparatus for an internal combustion engine according to the first aspect, wherein at least one of the valve timing advance means and the valve timing retard means comprises: It is intended that all the pressure chambers have different volumes.

According to the above configuration, the resonance frequencies of the respective pressure chambers in at least one of the valve timing advancing means and the valve timing retarding means are all different, so that the two pressure chambers are simultaneously in a resonance state. There is no.

[0015]

DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment in which the present invention is applied to a valve timing changing device provided on an intake camshaft of an engine will be described below. 1 to 3 are sectional views showing a valve timing changing device according to the present embodiment. FIG. 2 is a sectional view taken along line 2-2 of FIG.
FIG. 3 is a sectional view taken along line 3-3 in FIG. FIG. 1 is a sectional view taken along line 1-1 in FIG.

As shown in these figures, a valve timing changing device (hereinafter abbreviated as "VVT") 11 includes a sprocket 12, a rotor 13, a front cover 14, a rear plate 15, and the like.

The intake camshaft 16 is provided with a plurality of journals 17 (only one is shown). The journal 17 located on the tip side of the intake camshaft 16 is formed with a pair of flanges 17a and 17b. The intake camshaft 16 is rotatably supported between the flanges 17a and 17b by a cylinder head 19 and a bearing cap 20.

The rear plate 15 has a disk portion 21 and a boss 22, and is fitted to one flange 17a by a concave portion 23 formed in the disk portion 21. Engaging pin 24
Is implanted in a pin hole 25 formed in the intake camshaft 16, protrudes toward the distal end, and is engaged with a pin hole 26 formed in the disk portion 21. Therefore, the rear plate 15 rotates integrally with the intake camshaft 16.

The rotor 13 has a cylindrical portion 18 located at the center thereof, and three vanes 29a, 29b and 29c projecting from the cylindrical portion 18 in the radial direction of the intake camshaft 16. Each of these vanes 29a to 29c has the same shape. Further, a stepped through hole 28 is formed in the cylindrical portion 18, and the rotor 13 is mounted on the boss 22 in the through hole 28. A plurality of engaging pins 30 (only one is shown) are implanted in pin holes 31 formed in the disc portion 21 and protrude toward the distal end side, and are respectively engaged with the pin holes 32 of the vanes 29a to 29c. ing. Therefore, the rotor 13 rotates integrally with the rear plate 15 and the intake camshaft 16.

The sprocket 12 has a substantially cylindrical shape, and is arranged on the outer peripheral side of the disk portion 21 and the rotor 13. The sprocket 12 has a concave portion 33 having a shape corresponding to the outer diameter of the disk portion 21, and is supported by the concave portion 33 on the outer peripheral portion of the disk portion 21 so as to be relatively rotatable. The sprocket 12 rotates clockwise in FIG. 1 by applying a rotational force from a crankshaft (not shown) via a timing chain (not shown).

The front cover 14 is attached to the sprocket 12
The sprocket 12 is relatively rotatably mounted on the outer peripheral portion of the sprocket 12 so as to cover the front end side surface of the sprocket 12 and the front end side surface of the rotor 13 and is fixed to the front end portion of the intake camshaft 16 by bolts 34. Therefore, the front cover 14 includes the rotor 13, the rear plate 15, and the intake camshaft 16.
And can rotate together.

On the outer periphery of the sprocket 12, a plurality of teeth 12
a are formed, and a timing chain is hung on those teeth 12a. Further, on the inner periphery of the sprocket 12, three convex portions 36 projecting toward the center are formed at equal angular intervals. Between these convex portions 36, three concave portions 37a, 37b, 37c for accommodating the respective vanes 29a to 29c of the rotor 13 respectively, and the rotor 1
A space for accommodating the third cylindrical portion 18 is formed. Each of these recesses 37a to 37c has the same shape. The first pressure chambers 41a, 41b, 41c and the second pressure chambers are provided on both sides of each of the vanes 29a to 29c in the rotation direction of the sprocket 12 by arranging the vanes 29a to 29c in the recesses 37a to 37c. 42a, 42b and 42c are formed respectively.

A seal member 43 is mounted on the outer end surface of each of the vanes 29a to 29c.
Thereby, it is pressed against the inner wall surface of each of the recesses 37a to 37c. Therefore, each pressure member 41a is formed by each seal member 43.
The movement of the oil between -41c and 42a-42c is regulated. As a result, both pressure chambers 41a to 41c, 42a
In a state where oil is supplied into the intake camshaft 16 to 42c, the rotation of the sprocket 12 is transmitted to the rotor 13 via the oil, so that the intake camshaft 16 rotates together with the rotor 13.

Each of the vanes 29a to 29 in the present embodiment
“c” is formed on the outer periphery of the cylindrical portion 18 at unequal angular intervals. That is, the angles θ1, θ formed by the respective center lines of the vanes 29a to 29c (indicated by dashed lines in the figure).
2 and θ3 are different from each other. Therefore, the volumes V1a, V1b, V1c of the first pressure chambers 41a to 41c are different from each other, and are set so as to satisfy the relationship of (V1a <V1b <V1c). Similarly, the volumes V2a, V2b, and V2c of the second pressure chambers 42a to 42c are also different from each other, and are set so as to satisfy the relationship of (V2a>V2b> V2c). Note that the rotor 13 is a sprocket 1
2, the first pressure chamber 4
1a to 41c and the volume V1 of the second pressure chambers 42a to 42c
The above relationships regarding a to V1c and V2a to V2c always hold.

Next, the first pressure chambers 41a to 41c and the second
First for supplying oil to the pressure chambers 42a to 42c
The pressure passage 50 and the second pressure passage 51 will be described.

As shown in FIGS. 1 to 3, the first pressure chamber 41 extends in the radial direction of the rotor 13 on the tip side surface of the rotor 13.
Three passages 52 leading to a to 41c are formed.
On the other hand, on the outer periphery of the journal 17, an annular groove 53 is formed on the inner peripheral surfaces of the cylinder head 19 and the bearing cap 20, and the groove 53 is formed in the cylinder head 19.
An oil control valve (hereinafter abbreviated as “OCV”) 60 is connected to the oil control valve 60 through a passage 54 formed in the same.

The OCV 60 is connected to an oil pump 62 via a discharge passage 70 via an oil filter 59, and is connected to an oil pan 63 via a drain passage 71. The oil pump 62 is driven by the rotation of the crankshaft, so that an oil pan 63 is driven.
The oil sucked from the outlet is discharged to the OCV 60 through the discharge passage 70.

A connection passage 55 is formed inside the journal 17 and the disk portion 21. Further, the boss 22
An annular gap 56 is formed between the bolt and the bolt 34. The groove 53 is connected to the first pressure chambers 41a to 41c by the connection passage 55, the gap 56, and the passage 52.

Therefore, the oil pump 62 sends the OCV 60
Is supplied to the passage 54 through the groove 53, the connection passage 55, the gap 56, and the first pressure chamber 41 through the passage 52.
a to 41c. The passage 54, the groove 5
3, the first by the connection passage 55, the gap 56, and the passage 52
Pressure passage 50 is formed.

On the other hand, three passages 57 are formed on the base side surface of the rotor 13 and extend in the radial direction of the rotor 13 and communicate with the second pressure chambers 42a to 42c. An annular groove 58 is formed on the outer periphery of the journal 17, and the groove 58 is connected to the OCV 60 by a passage 59 formed in the cylinder head 19 and the like.

A connection passage 65 extending parallel to the axis of the intake camshaft 16 is formed inside the journal 17.
An intermediate passage 66 communicating with the connection passage 65 is formed in the rear plate 15. Further, an annular passage 67 is defined by the inner peripheral surface on the base end side of the rotor 13, the boss 22, and the disk portion 21, and the intermediate passage 66 and the passage 57 are communicated by the annular passage 67.

Accordingly, the oil pump 62 sends the OCV 60
Is supplied to the passage 59 through the groove 58, the connection passage 65, the intermediate passage 66, and the passage 57 through the second pressure chamber 4.
2a to 42c. The passage 59, the groove 58,
Connection passage 65, intermediate passage 66, annular passage 67, passage 57
Constitutes a second pressure passage 51.

The OCV 60 switches the supply / discharge state of oil to and from each of the pressure chambers 41a to 41c and 42a to 42c by performing duty control by an electronic control unit (not shown) of an engine (not shown).

For example, by the operation of the OCV 60, oil is supplied into the first pressure chambers 41a to 41c through the first pressure passage 50, and oil in the second pressure chambers 42a to 42c is supplied to the second pressure passage 51. The oil pressure in the first pressure chambers 41a to 41c is relatively higher than the oil pressure in the second pressure chambers 42a to 42c. Therefore, a rotational force in the clockwise direction in FIG. 1 acts on the rotor 13. As a result, the rotor 13 and the intake camshaft 16 rotate relative to the sprocket 12 in the same direction as the sprocket 12 rotates.
Due to the relative rotation of the intake camshaft 16, the rotational phase of the intake camshaft 16 with respect to the sprocket 12 is changed, and the valve timing of an intake valve (not shown) is advanced more than the current state.

On the other hand, by the operation of the OCV 60, oil is supplied to the second pressure chambers 42a to 42c through the second pressure passage 51, and the oil in the first pressure chambers 41a to 41c is supplied to the first pressure passage 50. The oil pressure in the second pressure chambers 42a to 42c is relatively higher than the oil pressure in the first pressure chambers 41a to 41c. Therefore, a rotational force in the counterclockwise direction in FIG. 1 acts on the rotor 13. As a result, the rotor 13 and the intake camshaft 16 rotate relative to the sprocket 12 in a direction opposite to the rotation direction of the sprocket 12.
Due to the relative rotation of the intake camshaft 16, the rotational phase of the intake camshaft 16 with respect to the sprocket 12 is changed, and the valve timing of the intake valve is retarded from the current state.

On the other hand, by the operation of the OCV 60,
The supply of oil to each of the pressure chambers 41a to 41c and 42a to 42c and the discharge of oil from each of the pressure chambers 41a to 41c and 42a to 42c are stopped, so that each of the pressure chambers 41a to 41c and 42a to 42c is stopped. The magnitudes of the hydraulic pressures within 42c are equal. Accordingly, the vanes 29a to 29c are held by the oil pressures of the two pressure chambers 41a to 41c and 42a to 42c, and the relative rotation between the rotor 13 and the intake camshaft 16 and the sprocket 12 is stopped. As a result, the valve timing of the intake valve is maintained at the current timing.

As described above, by operating the VVT 11, the valve timing of the intake valve can be continuously advanced and retarded, and can be maintained at a desired timing.

Here, the pressure pulsation of the oil pumped from the oil pump 62, the torque fluctuation of the camshaft 101 caused by driving the valve, and the like are transmitted as the vibrating force. As a result, each of the pressure chambers 41a to 41c is transmitted. , 42a to 42c may be vibrated as a kind of elastic body. And, as described above, the frequency of the vibrating force is controlled by each pressure chamber 4.
1a to 41c and 42a to 42c coincide with the resonance frequency, and a resonance phenomenon occurs.
When the volumes of the valves 41a and 41a and 42a to 42c fluctuate greatly, the vanes 29a to 29c swing about the rotation axis of the rotor 13, and the valve timing of the valve can be maintained at a desired timing. It may not be possible.

In this respect, in the configuration according to the present embodiment, each angle θ formed by the respective center lines of the vanes 29a to 29c.
1, θ2 and θ3 are all different.
a to 29c are formed on the outer periphery of the cylindrical portion 18 at unequal angular intervals. Therefore, each of the first pressure chambers 41a to 41c
V1a, V1b, V1c are different from each other (V1a
<V1b <V1c). Similarly, each second
The volumes V2a, V2b, V2c of the pressure chambers 42a to 42c are also different from each other (V2a <V2b <V2c).

In general, the first pressure chambers 41a to 41a
c (the order of f1a, f1b,
f1c) and the resonance frequency of the oil in the second pressure chambers 42a to 42c (in this order, f2a, f2b, and f2c) are determined by the respective pressure chambers 41a to 41c and 42a to 42c.
c tends to decrease as the volumes V1a to V1c and V2a to V2c of c increase. Therefore, each of the above resonance frequencies f1
The following equations (1) and (2) hold for a, f1b, f1c, f2a, f2b, and f2c.

F1a>f1b> f1c (1) f2a <f2b <f2c (2) As described above, in the configuration according to the present embodiment, the oil in each of the first pressure chambers 41a to 41c is provided. Resonance frequency f
The resonance frequencies f2c, f2b, and f2a of the oil in the respective chambers 1a, f1b, f1c and the second pressure chambers 42a to 42c are different from each other. Therefore, in each of the first pressure chambers 41a to 41c, two or more pressure chambers do not simultaneously enter a resonance state. Similarly, in each of the second pressure chambers 42a to 42c, two or more pressure chambers simultaneously enter a resonance state. Never be. As a result, according to the present embodiment, the volume fluctuation in each of the pressure chambers 41a to 41c and 42a to 42c is suppressed, and the occurrence of the resonance phenomenon in the valve timing changing device can be suitably suppressed.

In general, each of the pressure chambers 41a to 41c,
When changing the resonance frequency by changing the volume of the pressure chambers 42a to 42c, the average length L1 of each of the pressure chambers 41a to 41c and 42a to 42c in the rotation direction of the rotor 13 is set.
a, L1b, L1c, L2a, L2b, L2c (length at the position of radius R shown in FIG. 1, R = (R1 + R2) /
2, R1: outer diameter of cylindrical portion, R2: vanes 29a to 29c
Can be said to have the largest contribution to the change in the resonance frequency. This is because, when the vibrating force is transmitted, the elastic waves generated in the oil in each of the pressure chambers 41a to 41c and 42a to 42c mainly occur in the circumferential direction of the rotor 13.

In this regard, in the configuration according to the present embodiment, the vanes 29a to 29c are formed on the outer periphery of the cylindrical portion 18 at unequal angular intervals, and the lengths L1a to L1c, L2a
~ L2c, each pressure chamber 41a ~ 41
The volumes of c, 42a to 42c are changed.
For this reason, the resonance frequency of the oil in each of the pressure chambers 41a to 41c and 42a to 42c can be further changed to increase the frequency difference between the resonance frequencies f1a to f1c and f2a to f2c. Therefore, even if the oil in one pressure chamber is in a resonance state, the oil in the other pressure chamber becomes a kind of damper, and acts to suppress the swing of each of the vanes 29a to 29c due to the resonance. . As a result, according to the present embodiment, the occurrence of the resonance phenomenon in the valve timing changing device can be more effectively suppressed.

The configuration of the above embodiment can be changed as follows. Even if the configuration is changed in this way, it is possible to achieve the same operation and effect as the above embodiment. As shown in FIG. 4, the vanes 29 a to 29 c are formed on the outer periphery of the cylindrical portion 18 at equal angular intervals (θ1 = θ2 = θ3), and on both sides of each convex portion 36 in the circumferential direction of the rotor 13. Extending recesses 81a, 81b, 81c, 82a, 82
b, 82c are formed. Then, the average lengths L3a, L3b, L3c, L4a, L4b, L of the recesses 81a to 81c, 82a to 82c in the rotation direction of the rotor 13 are set.
4c as (L3a <L3b <L3c) and (L4a> L4
b> L4c) is set to satisfy the relationship. With this configuration, the first pressure chambers 41a to 41c
And the volumes of the second pressure chambers 42a to 42c may be different from each other.

In the above embodiment, three vanes 29a to 29c are formed on the rotor 13, but the number of vanes may be, for example, two or four or more. In the above embodiment, the volumes of the first pressure chambers 41a to 41c are all different, and similarly, the second pressure chambers 42a to 4c
The volumes of the chambers 2c are all different. On the other hand, for example, the volume of one of the first pressure chambers 41a to 41c may be different from the volume of the other pressure chamber.
The volume in only one of the pressure chambers 2a to 42c may be different from the volume in the other pressure chambers.

In the above embodiment, the first pressure chambers 41a to 41a
The capacity of each chamber 41c and the capacity of each chamber of the second pressure chambers 42a to 42c are all different. On the other hand, for example, only the capacity of each of the first pressure chambers 41a to 41c or only the capacity of each of the second pressure chambers 42a to 42c may be configured to be different from each other.

In the above embodiment, the intake camshaft 1
6 is provided with a VVT11, and the valve timing of the intake valve is changed by the VVT11. On the other hand, a VVT is provided on an exhaust camshaft (not shown),
The valve timing of the exhaust valve may be changed by VT. Further, VVT may be provided on both the intake camshaft 16 and the exhaust camshaft, and the valve timing of the intake valve and the exhaust valve may be changed by each VVT.

The technical ideas grasped from the above embodiment will be described below together with the effects. In the valve timing changing device for an internal combustion engine according to claim 1 or 2, the volume of each pressure chamber is changed by changing an average length in a rotation direction of the second rotating body.

According to this structure, the resonance frequency of each pressure chamber can be changed more greatly. Therefore, the occurrence of the resonance phenomenon can be reliably suppressed, and the fluctuation of the valve timing due to the resonance phenomenon can be suitably suppressed.

[0050]

According to the first aspect of the present invention, one of the pressure chambers constituting at least one of the valve timing advance means and the valve timing retard means has a different volume from the other pressure chambers. . Therefore, since the resonance frequency of one of the pressure chambers is different from the resonance frequency of the other pressure chambers, all of the pressure chambers do not simultaneously enter the resonance state. As a result, it is possible to suppress a change in the valve timing due to the occurrence of the resonance phenomenon.

According to the second aspect of the present invention, each of the pressure chambers in at least one of the valve timing advance means and the valve timing retard means has a different volume. Accordingly, the resonance frequencies in the respective pressure chambers are all different, and the two pressure chambers do not simultaneously enter the resonance state. As a result, it is possible to more suitably suppress the fluctuation of the valve timing due to the occurrence of the resonance phenomenon.

[Brief description of the drawings]

FIG. 1 is a sectional view showing a valve timing changing device according to an embodiment.

FIG. 2 is a sectional view taken along the line 2-2 in FIG. 1;

FIG. 3 is a sectional view taken along line 3-3 in FIG. 1;

FIG. 4 is a sectional view showing an example of a configuration change of each pressure chamber.

FIG. 5 is a sectional view showing a conventional valve timing changing device.

[Explanation of symbols]

12 ... sprocket, 13 ... rotor, 41a-41c ...
1st pressure chamber, 42a-42c ... 2nd pressure chamber, 37 ... recessed part, 29a-29c ... vane, 60 ... OCV, 62 ... oil pump.

Claims (2)

[Claims] 1. A first rotating body having a plurality of recesses, and a second rotating body having a plurality of vanes respectively disposed in the recesses and rotatably combined with the first rotating body.
A rotating body, valve timing advancing means including a plurality of pressure chambers formed in a direction opposite to a rotation direction of the second rotating body with respect to each of the vanes in the concave portion, and to each of the vanes in the concave portion. A valve timing retarding means including a plurality of pressure chambers formed on the same side as the rotation direction of the second rotating body, and the crank transmitted to one of the first rotating body or the second rotating body. By transmitting the torque of the shaft from the other of the first rotating body or the second rotating body to the camshaft and rotating the camshaft, the valve of the internal combustion engine is opened and closed at a predetermined valve timing, and the valve timing is controlled. The pressure in each pressure chamber of the advancing means and the valve timing retarding means is applied to each of the vanes to relatively rotate the two rotating bodies, thereby In the valve timing changing device for an internal combustion engine configured to change the valve timing, each of the pressure chambers in at least one of the valve timing advance means and the valve timing delay means is configured such that at least one of the pressure chambers is another pressure chamber. A valve timing changing device for an internal combustion engine, wherein the valve timing changing device has a volume different from that of the valve timing. 2. The valve timing changing device for an internal combustion engine according to claim 1, wherein each of the pressure chambers in at least one of the valve timing advance means and the valve timing retard means has a different volume. An apparatus for changing a valve timing of an internal combustion engine, comprising: