US20120060779A1 - Variable valve timing control apparatus - Google Patents
Variable valve timing control apparatus Download PDFInfo
- Publication number
- US20120060779A1 US20120060779A1 US13/217,486 US201113217486A US2012060779A1 US 20120060779 A1 US20120060779 A1 US 20120060779A1 US 201113217486 A US201113217486 A US 201113217486A US 2012060779 A1 US2012060779 A1 US 2012060779A1
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- US
- United States
- Prior art keywords
- control apparatus
- intermediate member
- variable valve
- inner rotor
- timing control
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
- F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
- F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
- F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
- F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
- F01L2001/34423—Details relating to the hydraulic feeding circuit
- F01L2001/34426—Oil control valves
- F01L2001/34433—Location oil control valves
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
- F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
- F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
- F01L2001/3445—Details relating to the hydraulic means for changing the angular relationship
- F01L2001/34483—Phaser return springs
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L2301/00—Using particular materials
Definitions
- This disclosure generally relates to a variable valve timing control apparatus.
- a known variable valve timing control apparatus (cam timing device for an internal combustion engine) is disclosed in JP3965051B (hereinafter referred to as Reference 1).
- an inner rotor inner body in Reference 1
- a shaft member such as a bolt (clamping screw in Reference 1).
- Two passages are formed between the inner rotor and the cam shaft so as to be positioned away from each other in an axial direction (a rotational axis) of the cam shaft.
- the inner rotor and the shaft member need to be made of materials having the approximately same linear expansion coefficients in order to inhibit oil supplied to the variable valve timing control apparatus form leaking therefrom to the outer side. Meanwhile, a threaded portion of the shaft member is required to have a sufficient strength. Therefore, the shaft member is generally made of a high-strength material. For example, in a case where the shaft member is being inserted into a central bore of the inner rotor so as to be screwed with the cam shaft, the inner rotor needs to be inhibited from being damaged by the high-strength material of the shaft member. As a result, the inner rotor is recommended to be made of a high-strength material having the approximately same liner expansion coefficient as that of the high-strength material of the shaft member.
- the inner rotor does not need to be made of the high-strength material as long as the inner rotor is inhibited from being damaged by the shaft member. Utilization of the high-strength material to form the inner rotor makes further processing of the inner rotor difficult. In addition, the weight and cost of the inner rotor may increase.
- a variable valve timing control apparatus includes a housing rotating in synchronization with a drive shaft of an internal combustion engine and including an outer rotor, an inner rotor arranged coaxially with the housing and rotatable relative to the housing, a driven shaft to which the rotation of the inner rotor is transmitted, an intermediate member arranged between the inner rotor and the driven shaft along a rotational axis of the driven shaft and rotating in synchronization with the inner rotor and the driven shaft, a first hydraulic fluid passage, an inner room formed between the driven shaft and the inner rotor and constituting a portion of the first hydraulic fluid passage, a second hydraulic fluid passage, a passage formed in the intermediate member and constituting a portion of the second hydraulic fluid passage, and a contact portion at which an axial surface of the intermediate member is entirely in contact with the inner rotor between the first hydraulic fluid passage and the second hydraulic fluid passage along the rotational axis.
- FIG. 1 is a cross sectional view illustrating an overall configuration of a variable valve timing control apparatus according to a first embodiment disclosed here;
- FIG. 2 is a cross sectional view taken along the line II-II of FIG. 1 ;
- FIG. 3 is a cross sectional view illustrating a detail of an oil control valve under a state where an advanced angle control of the variable valve timing control apparatus is performed;
- FIG. 4 is a cross sectional view illustrating a detail of the oil control valve under a state where a retarded angle control of the variable valve timing control apparatus is performed;
- FIG. 5 is an exploded perspective view illustrating a configuration of the variable valve timing control apparatus according to the first embodiment disclosed here.
- FIG. 6 is a cross sectional view illustrating an overall configuration of the variable valve timing control apparatus according to a second embodiment disclosed here.
- variable valve timing control apparatus is arranged at a suction valve in an engine E for a vehicle.
- the engine E for the vehicle in each of the first and second embodiments corresponds to an internal combustion engine.
- the variable valve timing control apparatus includes a housing 1 rotating in synchronization with a crank shaft C serving as a drive shaft of the engine E, and an inner rotor 2 arranged coaxially with the housing 1 and rotatable relative thereto.
- An intermediate member 6 is arranged between the inner rotor 2 and a bolt 5 serving as a driven shaft to which a rotation of the inner rotor 2 is transmitted (the bolt 5 will be hereinafter referred to as an OCV bolt 5 ). Then, the rotation of the inner rotor 2 transmitted from the driven shaft is transmitted to a rotary shaft of a cam.
- a cam shaft 101 corresponds to the rotary shaft of the cam controlling opening and closing operations of the suction valve of the engine E.
- the cam shaft 101 rotates in synchronization with the inner rotor 2 , the OCV bolt 5 , and the intermediate member 6 . Further, the cam shaft 101 is rotatably attached to a cylinder head of the engine E.
- the housing 1 integrally includes a front plate 11 , an outer rotor 12 arranged around a circumferential outer side of the inner rotor 2 , and a rear plate 13 integrated with a timing sprocket 15 .
- the front plate 11 is arranged at a first side of the housing 1 in an opposite direction from a second side of the housing 1 along a rotational axis of the cam shaft 101 connected to the second side of the housing 1 .
- the inner rotor 2 is accommodated in the housing 1 ; thereby, fluid pressure chambers 4 are formed between the inner rotor 2 and the outer rotor 12 as will be described below.
- the crank shaft C is rotationally driven and a driving force of the crank shaft C is transmitted via a driving force transmission member 102 to the timing sprocket 15 . Then, the housing 1 rotates in a rotating direction indicated by an arrow S in FIG. 2 , thereby rotating the cam shaft 101 and allowing the cam arranged at the cam shaft 101 to move the suction valve downwardly to open the suction valve.
- the outer rotor 12 includes plural protruding portions 14 protruding radially inwardly and positioned at intervals from one another along the rotating direction S; thereby, the fluid pressure chambers 4 are formed between the inner rotor 2 and the outer rotor 12 .
- Each of the protruding portions 14 serves as a shoe slidably contacting an outer circumferential surface of the inner rotor 2 .
- the inner rotor 2 includes protruding portions 21 protruding radially outwardly. Each of the protruding portions 21 is arranged at a portion of the outer circumferential surface, which faces each of the fluid pressure chambers 4 .
- the fluid pressure chamber 4 is partitioned by the protruding portion 21 into an advanced angle chamber 41 and a retarded angle chamber 42 along the rotating direction S.
- the four fluid pressure chambers 4 are provided in the first embodiment; however, less than or more than the four fluid pressure chambers 4 may be formed in the variable valve timing control apparatus of the first embodiment.
- Oil (hydraulic fluid) is supplied to and discharged from the advanced angle chambers 41 and the retarded angle chambers 42 , or the supply/discharge of the oil to/from the advanced angle chambers 41 and the retarded angle chambers 42 is stopped. Therefore, a hydraulic pressure of the oil is applied to the protruding portions 21 .
- a relative rotational phase between the housing 1 and the inner rotor 2 is shifted in an advanced angle direction or a retarded angle direction, or is maintained in any desired phase.
- the advanced angle direction indicated by an arrow S 1 in FIG. 2 is a direction in which a capacity of the advanced angle chamber 41 increases. Meanwhile, the retarded angle direction indicated by an arrow S 2 in FIG.
- FIG 2 is a direction in which a capacity of the retarded angle chamber 42 increases.
- a most advanced angle phase is obtained when the capacity of the advanced angle chamber 41 is largest.
- a most retarded angle phase is obtained when the capacity of the retarded angle chamber 42 is largest.
- the variable valve timing control apparatus includes a lock mechanism 8 that may lock the relative rotational phase of the inner rotor 2 to the housing 1 at a predetermined phase between the most advanced angle phase and the most retarded angle phase (the predetermined phase will be hereinafter referred to as a lock phase).
- the lock mechanism 8 locks the relative rotational phase at the lock phase, thereby appropriately maintaining a rotational phase of the cam shaft 101 relative to a rotational phase of the crank shaft C. As a result, a stable rotating speed of the engine E may be obtained.
- the lock mechanism 8 includes a lock member 81 movable along the rotational axis of the cam shaft 101 and a lock passage 82 formed in the inner rotor 2 .
- the lock member 8 is biased by a biasing member and is maintained in an engaged state with a lock groove formed at the front plate 11 or the rear plate 13 , thereby being maintained in a locked state.
- the lock passage 82 connects to advanced angle passages 43 .
- the oil is supplied to the lock passage 82 to thereby apply the hydraulic pressure to the lock mechanism 8 .
- the lock member 81 is released from the lock groove against a biasing force of the biasing member, therefore being released from the locked state.
- OCV oil control valve
- OCV 51 serving as a control valve
- the OCV 51 includes a spool 52 , a spring 53 biasing the spool 52 , and an electromagnetic solenoid 54 driving the spool 52 .
- the electromagnetic solenoid 54 is a known electromagnetic solenoid; therefore, a detailed explanation of the electromagnetic solenoid 54 will be omitted herein.
- the spool 52 is accommodated in an accommodating portion 5 a formed in a first end portion of the OCV bolt 5 , which is located at the housing 1 .
- the spool 52 is slidably movable within the accommodating portion 5 a along the rotational axis of the cam shaft 101 .
- An external threaded portion 5 b is formed at a second end portion of the OCV bolt 5 (the second end portion is axially opposite from the first end portion).
- the external threaded portion 5 b of the OCV bolt 5 is screwed with an internal threaded portion 101 a of the cam shaft 101 , thereby fixing the OCV bolt 5 to the cam shaft 101 .
- the spring 53 is arranged in the accommodating portion 5 a so as to be in the vicinity of the cam shaft 101 , thereby consistently biasing the spool 52 toward an opposite side of the cam shaft 101 along the rotational axis.
- the electromagnetic solenoid 54 is powered and a push pin 54 a arranged at the electromagnetic solenoid 54 axially presses against a rod portion 52 a formed at the spool 52 . As a result, the spool 52 axially slides toward the cam shaft 101 against a biasing force of the spring 53 .
- a duty ratio of electric power supplied to the electromagnetic solenoid 54 is adjusted, thereby axially adjusting a position of the spool 52 of the OCV 51 .
- a feed amount of the electric power supplied to the electromagnetic solenoid 54 is controlled by an electric control unit (ECU).
- ECU electric control unit
- the intermediate member 6 formed in a hollow cylindrical shape is arranged in the inner rotor 2 so as to be axially positioned close to the cam shaft 101 (to the right side seen in FIG. 5 ).
- a bearing portion for the timing sprocket 15 is arranged at the intermediate member 6 .
- a washer 7 is arranged in the inner rotor 2 so as to be axially positioned at the opposite side of the cam shaft 101 (to the left side seen in FIG. 5 ).
- the OCV bolt 5 is inserted through central bores of the housing 1 , the washer 7 , the inner rotor 2 , and the intermediate member 6 under a state where the intermediate member 6 and the washer 7 are arranged in the inner rotor 2 and the housing 1 is arranged around the circumferential outer side of the inner rotor 2 .
- an axial surface of the intermediate member 6 which axially faces the front plate 11
- an axial surface of the washer 7 which axially faces the rear plate 13
- a contact portion A between the inner rotor 2 and the intermediate member 6 is formed.
- the washer 7 functions to increase a connecting force of the OCV bolt 5 relative to the cam shaft 101 ; however, the washer 7 is not an essential component for the variable valve timing control apparatus according to the first embodiment.
- a component having the same function as the washer 7 and formed into a different shape from the shape of the washer 7 may be utilized in the variable valve timing control apparatus of the first embodiment.
- the component may be arranged at a different position from the position of the washer 7 in the first embodiment.
- the oil is stored in an oil pan 61 .
- the driving force of the crank shaft C is transmitted to a mechanical oil pump 62 ; thereby, the oil in the oil pan 61 is pumped by the oil pump 62 and is supplied to a supply passage 45 that will be described below.
- the OCV 51 controls the supply/discharge of the oil from/to advanced angle passages 43 and retarded angle passages 44 and controls to stop the supply/discharge of the oil from/to the advanced angle passage 43 and the retarded angle passages 44 .
- a portion (the spool 52 ) of the OCV 51 switches connection and disconnection between the advanced angle passages 43 and the retarded angle passages 44 .
- the advanced angle passages 43 connecting to the advanced angle chambers 41 , respectively and serving as first hydraulic fluid passages are formed by through-holes 43 a formed in the OCV bolt 5 , an inner room 43 b formed between the OCV bolt 5 and the inner rotor 2 , and through-holes 43 c formed in the inner rotor 2 .
- the retarded angle passages 44 connecting to the retarded angle chambers 42 , respectively and serving as second hydraulic fluid passages are formed by through-holes 44 a formed in the OCV bolt 5 , through-holes 44 b formed in the intermediate member 6 and serving as passages constituting portions of the second hydraulic fluid passages, and through-holes 44 c formed in the inner rotor 2 .
- the supply passage 45 supplying the oil to the advanced angle chambers 41 or the retarded angle chambers 42 is formed by a passage 45 a formed in the cam shaft 101 , a passage 45 b formed in the intermediate member 6 , and through-holes 45 c formed in the OCV bolt 5 .
- the oil flowing through the supply passage 45 firstly flows into an annular groove 52 b formed at an outer circumferential surface of the spool 52 .
- the oil is not supplied to the advanced angle chambers 41 and the retarded angle chambers 42 .
- the through-holes 43 a are not in connection with through-holes 52 c formed in the spool; therefore, the oil in the advanced angle chambers 41 is not discharged therefrom through the through-holes 52 c , the accommodating portion 5 a , and a discharge hole 52 d to an outer side of the variable valve timing control apparatus.
- the through-holes 44 a are not in connection with the accommodating portion 5 a . Accordingly, the oil in the retarded angle chambers 42 is not discharged therefrom through the retarded angle passages 44 , the accommodating portion 5 a , and the discharge hole 52 d to the outer side of the variable valve timing control apparatus. That is, a predetermined feed amount of the electric power is supplied to the electromagnetic solenoid 54 so that the OCV 51 controls the spool 52 to be maintained in a position shown in FIG. 1 . As a result, the supply/discharge of the oil to/from the advanced angle chambers 41 and the retarded angel chambers 42 is stopped and the relative rotational phase between the housing 1 and the inner rotor 2 is maintained.
- the spool 52 In a case where the electromagnetic solenoid 54 is not powered, the spool 52 is maintained in a position shown in FIG. 3 , by means of the biasing force of the spring 53 . In such condition in FIG. 3 , the annular groove 52 b of the spool 52 is in connection with the through-holes 43 a of the OCV bolt 5 and is not in connection with the through-holes 44 a of the OCV bolt 5 . In addition, the through-holes 44 a are simultaneously in connection with the accommodating portion 5 a . Accordingly, the oil supplied to the supply passage 45 is supplied through the advanced angle passages 43 to the advanced angle chambers 41 .
- the oil in the retarded angle chambers 42 is discharged therefrom through the retarded angle passages 44 , the accommodating portion 5 a , and the discharge hole 52 d to the outer side of the variable valve timing control apparatus.
- the relative rotational phase between the housing 1 and the inner rotor 2 is shifted in the advanced angle direction S 1 by the hydraulic pressure applied to the advanced angle chambers 41 .
- the spool 52 In a case where the electromagnetic solenoid 54 is maximally powered, the spool 52 is maintained in a position shown in FIG. 4 against the biasing force of the spring 53 . In such condition in FIG. 4 , the annular groove 52 b of the spool 52 is in connection with the through-holes 44 a of the OCV bolt 5 and is not in connection with the through-holes 43 a of the OCV bolt 5 . In addition, the through-holes 43 a are simultaneously in connection with the through-holes 52 c of the spool 52 . Accordingly, the oil supplied to the supply passage 45 is supplied through the retarded angle passages 44 to the retarded angle chambers 42 .
- the oil is supplied from the supply passage 45 to an outer circumferential side of the OCV bolt 5 and is thereafter supplied via the intermediate member 6 through the retarded angle passages 44 to the inner rotor 2 .
- the oil in the advanced angle chambers 41 is discharged therefrom through the advanced angle passages 43 , the through-holes 52 c , the accommodating portion 5 a , and the discharge hole 52 d to the outer side of the variable valve timing control apparatus.
- the relative rotational phase between the housing 1 and the inner rotor 2 is shifted in the retarded angle direction S 2 by the hydraulic pressure applied to the retarded angle chambers 42 .
- the intermediate member 6 and the inner room 43 b are axially arranged between the OCV bolt 5 and the inner rotor 2 . Accordingly, the OCV bolt 5 is not in contact with the inner rotor 2 . Consequently, even in a case where the OCV bolt 5 is made of a high-strength material, the inner rotor 2 does not need to be made of a high-strength material in order to inhibit the inner rotor 2 from being damaged by a contact with the OCV volt 5 .
- the inner rotor 2 may be easily processed.
- the weight and cost of the inner rotor 2 are effectively minimized.
- variable valve timing control apparatus includes the contact portion A at which the axial surface of the intermediate member 6 , axially facing the front plate 11 is entirely in contact with the inner rotor 2 between the advanced angle passages 43 and the retarded angle passages 44 along the rotational axis of the cam shaft 101 . Accordingly, the oil in the advanced angle passages 43 and the oil in the retarded angle passages 44 are not mixed together with one another in a clearance between the inner rotor 2 and the intermediate member 6 . Consequently, controllability of the variable valve timing control apparatus may not deteriorate.
- the intermediate member 6 is made of a material having a linear expansion coefficient that is substantially equal to or close to a linear expansion coefficient of the material of the OCV bolt 5 .
- the OCV bolt 5 and the intermediate member 6 are substantially equally swollen under a high-temperature environment, thereby inhibiting the clearance between the OCV bolt 5 and the intermediate member 6 from being increased.
- leakage of the oil from the clearance is inhibited and the controllability of the variable valve timing control apparatus may be maintained.
- the OCV bolt 5 and the intermediate member 6 are made of iron materials, strength requirements for the OCV bolt 5 and the intermediate member 6 are satisfied.
- the OCV bolt 5 and the intermediate member 6 appropriately have the substantially same linear expansion coefficients.
- the housing 1 , the washer 7 , the inner rotor 2 , the intermediate member 6 , and the like are axially fixed to one another by the OCV bolt 5 . Accordingly, even in a case where the housing 1 , the washer 7 , the inner rotor 2 , the intermediate member 6 , and the like are swollen under the high-temperature environment, a clearance may not be easily generated at the contact portion A between the inner rotor 2 and the intermediate member 6 .
- variable valve timing control apparatus will be explained as follows with reference to FIG. 6 .
- a basic configuration of the variable valve timing control apparatus according to the second embodiment is the same as that of the variable valve timing control apparatus according to the first embodiment. Therefore, differences in the variable valve timing control apparatus between the first and second embodiments will be described below.
- the same reference numbers are assigned to the same components in the first and second embodiments.
- the cam shaft 101 penetrates through the central bore of the inner rotor 2 along the rotational axis.
- the cam shaft 101 serves as the driven shaft.
- An inner room 101 b into which a bolt 91 is inserted is formed in an end portion of the cam shaft 101 .
- An external threaded portion 91 a formed at the bolt 91 is screwed with the internal threaded portion 101 a of the cam shaft 101 ; thereby, the inner rotor 2 arranged in the housing 1 is fixed to the cam shaft 101 .
- the OCV 51 is arranged at the variable valve timing control apparatus in the first embodiment.
- the OCV 51 is arranged at the oil pump 62 in the second embodiment.
- the OCV 51 controls the oil to be supplied to any of the advanced angle chambers 41 and the retarded angle chambers 42 that will be described below; thereafter, the oil flows into the variable valve timing control apparatus.
- the supply passage 45 described in the first embodiment is not provided at the variable valve timing control apparatus according to the second embodiment.
- the advanced angle passages 73 connecting to the advanced angle chambers 41 , respectively and serving as the first hydraulic fluid passages are formed by a passage 73 a formed in the cam shaft 101 , an inner room 73 b formed between the cam shaft 101 and the inner rotor 2 , and through-holes 73 c formed in the inner rotor 2 .
- the retarded angle passages 74 connecting to the retarded angle chambers 42 , respectively and serving as the second hydraulic fluid passages are formed by passages 74 a formed in the cam shaft 101 , passages 74 b formed in the intermediate member 6 , and through-holes 74 c formed in the inner rotor 2 .
- the passages 74 b serve as passages constituting portions of the retarded angle passages 74 .
- the intermediate member 6 and the inner room 73 b constituting a portion of the advanced angle passages 73 are arranged between the cam shaft 101 and the inner rotor 2 . Accordingly, the cam shaft 101 is not in contact with the inner rotor 2 . Consequently, even in a case where the cam shaft 101 is made of a high-strength material, the inner rotor 2 does not need to be made of a high-strength material in order to inhibit the inner rotor 2 from being damaged by a contact with the cam shaft 101 .
- the intermediate member 6 includes the axial surface axially facing the front plate 11 and defined at the contact portion A relative to the inner rotor 2 . Therefore, the oil in the advanced angle passages 73 is not mixed together with the oil in the retarded angle passages 74 , thereby inhibiting the deterioration of the controllability of the variable valve timing control apparatus.
- the intermediate member 6 includes the axial surface axially facing the front plate 11 and defined at the contact portion A relative to the inner rotor 2 , and an axial surface axially facing the rear plate 13 and defined at a contact portion B relative to the inner rotor 2 .
- the contact portion B is arranged between the advanced angle passages 73 and the retarded angle passages 74 .
- the intermediate member 6 is configured so that not only the axial surface defined at the contact portion A but also the axial surface defined at the contact portion B may be entirely in contact with the inner rotor 2 along the rotational axis of the cam shaft 101 . As illustrated in FIG.
- the passages 74 b formed in the intermediate member 6 are configured so as to be axially in connection with the passages 74 a formed in the cam shaft 101 .
- the intermediate member 6 does not need to be made of the material having the linear expansion coefficient that is substantially equal to or close to a linear expansion coefficient of the material of the cam shaft 101 , therefore offering a wide selection of materials for forming the intermediate member 6 .
- the intermediate member 6 and the cam shaft 101 are press-fitted to each other; thereafter, the inner rotor 2 may be attached to a circumferential outer side of the intermediate member 6 . Accordingly, a clearance is inhibited from being axially generated between the intermediate member 6 and the cam shaft 101 .
- the oil in the advanced angle passages 73 may be mixed together with the oil in the retarded angle passages 74 .
- press-fitting the intermediate member 6 to the cam shaft 101 as described in the first embodiment inhibits the clearance from being axially generated between the intermediate member 6 and the cam shaft, therefore not deteriorating the controllability of the variable valve timing control apparatus.
- variable valve timing control apparatus may be adapted to be arranged at an exhaust valve in the engine E.
- the variable valve timing control apparatus according to each of the first and second embodiments may not include the lock mechanism 8 .
- the oil passage configuration in each of the first and second embodiments may be modified as long as the modified oil passage configuration does not affect the operational function of the variable valve timing control apparatus.
- each of the OCV bolt 5 and the cam shaft 101 serves as the driven shaft.
- a different member may be adapted as the driven shaft instead of the OCV bolt 5 or the cam shaft 101 .
- the arrangement and shape of the intermediate member 6 described in each of the first and second embodiments may be modified.
- variable valve timing control apparatus may be utilized in the internal combustion engine E for the vehicle and the like.
- the variable valve timing control apparatus includes the housing 1 rotating in synchronization with the crank shaft C of the engine E and including the outer rotor 12 , the inner rotor 2 arranged coaxially with the housing 1 and rotatable relative to the housing 1 , the driven shaft 5 , 101 to which the rotation of the inner rotor 2 is transmitted, the intermediate member 6 arranged between the inner rotor 2 and the driven shaft 5 , 101 along the rotational axis and rotating in synchronization with the inner rotor 2 and the driven shaft 5 , 101 , the advanced angle passages 43 , 73 , the inner room 43 b , 73 b formed between the driven shaft 5 , 101 and the inner rotor 2 and constituting a portion of the advanced angle passages 43 , 73 , the retarded angle passages 44 , 74 , the through-hole 44 b or the passage 74 b formed in the intermediate member 6 and constituting a portion of the retarded angle passages 44 ,
- the inner room 43 b constituting a portion of the advanced angle passages 43 is arranged between the inner rotor 2 and the driven shaft 5 , therefore inhibiting the inner rotor 2 from being in contact with the driven shaft 5 . Accordingly, even in a case where the driven shaft 5 is made of the high-strength material, the inner rotor 2 does not need to be made of the high-strength material in order to inhibit the inner rotor 2 from being damaged by the contact with the driven shaft 5 .
- variable valve timing control apparatus includes the contact portion A at which the axial surface of the intermediate member 6 is entirely in contact with the inner rotor 2 between the advanced angle passages 43 and the retarded angle passages 44 along the rotational axis of the cam shaft 101 . Accordingly, the oil in the advanced angle passages 43 and the oil in the retarded angle passages 44 are not mixed together with one another, thereby inhibiting the deterioration of the controllability of the variable valve timing control apparatus.
- the driven shaft 5 may be a bolt for fixing the inner rotor 2 to the cam shaft 101 . Alternatively, the driven shaft 5 may be a different member instead of the bolt.
- the intermediate member 6 is made of the material having the linear expansion coefficient that is close to or equal to the linear expansion coefficient of the material of the driven shaft 5 rather than the linear expansion coefficient of the material of the inner rotor 2 .
- the clearance defined between the intermediate member 6 and the driven shaft 5 in an assembled state is recommended to be maximally reduced while allowing the driven shaft 5 to axially penetrate through the intermediate member 6 , in order that leakage of the oil from the clearance may be minimized.
- the variable valve timing control apparatus is actually brought in operation and thereafter reaches a high temperature. In such case, the larger a difference between the linear expansion coefficient of the intermediate member 6 and the linear expansion coefficient of the driven shaft 5 , the further the clearance between the intermediate member 6 and the driven shaft 5 may be increased.
- the material of the intermediate member 6 has the linear expansion coefficient that is close to or equal to the linear expansion coefficient of the material of the driven shaft 5 rather than the linear expansion coefficient of the material of the inner rotor 2 . Therefore, the intermediate member 6 and the driven shaft 5 are equally swollen even under the high-temperature environment, thereby inhibiting the clearance between the intermediate member 6 and the driven shaft 5 from being increased.
- the oil is supplied to the outer circumferential side of the driven shaft 5 and is supplied via the intermediate member 6 through the retarded angle passages 44 to the inner rotor 2 .
- the oil may be supplied via the retarded angle passages 44 to the inner rotor 2 without any modification or processing relative to an existing driven shaft of the known variable valve control apparatus. Consequently, even in a case where the intermediate member 6 is additionally arranged at the known variable valve timing control apparatus, the existing driven shaft may be utilized, resulting in a cost reduction.
- the driven shaft 5 and the intermediate member 6 are made of the iron materials and the inner rotor 2 is made of the aluminum material.
- both the driven shaft 5 and the intermediate member 6 have high strengths and the substantially equal linear expansion coefficients from each other. Therefore, when the driven shaft 5 is being inserted into the intermediate member 6 , the intermediate member 6 is inhibited from being damaged by the driven shaft 5 . In addition, the clearance between the driven shaft 5 and the intermediate member 6 may be inhibited from being increased even under the high-temperature environment.
- the inner rotor 2 is made of the aluminum material. Therefore, the inner rotor 2 may be easily processed and the weight and cost of the inner rotor 2 are effectively minimized.
- the timing sprocket 15 is arranged at the outer rotor 12 and the bearing portion supporting the timing sprocket 15 is arranged at the intermediate member 6 .
- the bearing portion arranged at the intermediate member 6 for supporting the timing sprocket 15 requires strength.
- the bearing portion of the intermediate member 6 is not made of the aluminum material forming the inner rotor 2 but is made of the iron material. Accordingly, abrasion of the bearing portion is appropriately inhibited, therefore improving durability of the variable valve timing control apparatus.
- the driven shaft 101 corresponds to the cam shaft 101 and the intermediate member 6 is press-fitted to the cam shaft 101 .
- the clearance between the intermediate member 6 and the cam shaft 101 that serves as the driven shaft is inhibited from being increased, thereby minimizing the leakage of the oil from the clearance.
- the driven shaft 5 corresponds to the OCV bolt 5 screwed with the cam shaft 101 , and a portion of the OCV 51 switching connection and disconnection between the advanced angle passages 43 and the retarded angle passages 44 is accommodated within the OCV bolt 5 .
- variable valve timing control apparatus may be reduced.
- installability of the variable valve timing control apparatus relative to the engine E may increase.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Valve Device For Special Equipments (AREA)
Abstract
A variable valve timing control apparatus, includes a housing rotating in synchronization with a drive shaft of an internal combustion engine, an inner rotor arranged coaxially with the housing and rotatable relative to the housing, a driven shaft, an intermediate member arranged between the inner rotor and the driven shaft and rotating in synchronization with the inner rotor and the driven shaft, a first hydraulic fluid passage, an inner room formed between the driven shaft and the inner rotor and constituting a portion of the first hydraulic fluid passage, a second hydraulic fluid passage, a passage formed in the intermediate member and constituting a portion of the second hydraulic fluid passage, and a contact portion at which an axial surface of the intermediate member is entirely in contact with the inner rotor between the first hydraulic fluid passage and the second hydraulic fluid passage.
Description
- This application is based on and claims priority under 35 U.S.C. §119 to Japanese Patent Application 2010-203234, filed on Sep. 10, 2010, the entire content of which is incorporated herein by reference.
- This disclosure generally relates to a variable valve timing control apparatus.
- A known variable valve timing control apparatus (cam timing device for an internal combustion engine) is disclosed in JP3965051B (hereinafter referred to as Reference 1). In the known variable valve timing control apparatus, an inner rotor (inner body in Reference 1) is fixed to a cam shaft by a shaft member such as a bolt (clamping screw in Reference 1). Two passages are formed between the inner rotor and the cam shaft so as to be positioned away from each other in an axial direction (a rotational axis) of the cam shaft.
- According to the known variable valve timing control apparatus configured as described above in
Reference 1, the inner rotor and the shaft member need to be made of materials having the approximately same linear expansion coefficients in order to inhibit oil supplied to the variable valve timing control apparatus form leaking therefrom to the outer side. Meanwhile, a threaded portion of the shaft member is required to have a sufficient strength. Therefore, the shaft member is generally made of a high-strength material. For example, in a case where the shaft member is being inserted into a central bore of the inner rotor so as to be screwed with the cam shaft, the inner rotor needs to be inhibited from being damaged by the high-strength material of the shaft member. As a result, the inner rotor is recommended to be made of a high-strength material having the approximately same liner expansion coefficient as that of the high-strength material of the shaft member. - However, the inner rotor does not need to be made of the high-strength material as long as the inner rotor is inhibited from being damaged by the shaft member. Utilization of the high-strength material to form the inner rotor makes further processing of the inner rotor difficult. In addition, the weight and cost of the inner rotor may increase.
- A need thus exists for a variable valve timing control apparatus, which is not susceptible to the drawback mentioned above.
- According to an aspect of this disclosure, a variable valve timing control apparatus includes a housing rotating in synchronization with a drive shaft of an internal combustion engine and including an outer rotor, an inner rotor arranged coaxially with the housing and rotatable relative to the housing, a driven shaft to which the rotation of the inner rotor is transmitted, an intermediate member arranged between the inner rotor and the driven shaft along a rotational axis of the driven shaft and rotating in synchronization with the inner rotor and the driven shaft, a first hydraulic fluid passage, an inner room formed between the driven shaft and the inner rotor and constituting a portion of the first hydraulic fluid passage, a second hydraulic fluid passage, a passage formed in the intermediate member and constituting a portion of the second hydraulic fluid passage, and a contact portion at which an axial surface of the intermediate member is entirely in contact with the inner rotor between the first hydraulic fluid passage and the second hydraulic fluid passage along the rotational axis.
- The foregoing and additional features and characteristics of this disclosure will become more apparent from the following detailed description considered with the reference to the accompanying drawings, wherein:
-
FIG. 1 is a cross sectional view illustrating an overall configuration of a variable valve timing control apparatus according to a first embodiment disclosed here; -
FIG. 2 is a cross sectional view taken along the line II-II ofFIG. 1 ; -
FIG. 3 is a cross sectional view illustrating a detail of an oil control valve under a state where an advanced angle control of the variable valve timing control apparatus is performed; -
FIG. 4 is a cross sectional view illustrating a detail of the oil control valve under a state where a retarded angle control of the variable valve timing control apparatus is performed; -
FIG. 5 is an exploded perspective view illustrating a configuration of the variable valve timing control apparatus according to the first embodiment disclosed here; and -
FIG. 6 is a cross sectional view illustrating an overall configuration of the variable valve timing control apparatus according to a second embodiment disclosed here. - First and second embodiments of a variable valve timing control apparatus of this disclosure will be explained as follows with reference to illustrations of the attached drawings. In each of the first and second embodiments, the variable valve timing control apparatus is arranged at a suction valve in an engine E for a vehicle. The engine E for the vehicle in each of the first and second embodiments corresponds to an internal combustion engine.
- [Overall configuration] As illustrated in
FIG. 1 , the variable valve timing control apparatus according to the first embodiment includes ahousing 1 rotating in synchronization with a crank shaft C serving as a drive shaft of the engine E, and aninner rotor 2 arranged coaxially with thehousing 1 and rotatable relative thereto. Anintermediate member 6 is arranged between theinner rotor 2 and abolt 5 serving as a driven shaft to which a rotation of theinner rotor 2 is transmitted (thebolt 5 will be hereinafter referred to as an OCV bolt 5). Then, the rotation of theinner rotor 2 transmitted from the driven shaft is transmitted to a rotary shaft of a cam. Acam shaft 101 corresponds to the rotary shaft of the cam controlling opening and closing operations of the suction valve of the engine E. Thecam shaft 101 rotates in synchronization with theinner rotor 2, theOCV bolt 5, and theintermediate member 6. Further, thecam shaft 101 is rotatably attached to a cylinder head of the engine E. - [Housing and inner rotor] As shown in
FIG. 1 , thehousing 1 integrally includes afront plate 11, anouter rotor 12 arranged around a circumferential outer side of theinner rotor 2, and arear plate 13 integrated with atiming sprocket 15. Thefront plate 11 is arranged at a first side of thehousing 1 in an opposite direction from a second side of thehousing 1 along a rotational axis of thecam shaft 101 connected to the second side of thehousing 1. Theinner rotor 2 is accommodated in thehousing 1; thereby,fluid pressure chambers 4 are formed between theinner rotor 2 and theouter rotor 12 as will be described below. - The crank shaft C is rotationally driven and a driving force of the crank shaft C is transmitted via a driving
force transmission member 102 to thetiming sprocket 15. Then, thehousing 1 rotates in a rotating direction indicated by an arrow S inFIG. 2 , thereby rotating thecam shaft 101 and allowing the cam arranged at thecam shaft 101 to move the suction valve downwardly to open the suction valve. - As illustrated in
FIG. 2 , theouter rotor 12 includes plural protrudingportions 14 protruding radially inwardly and positioned at intervals from one another along the rotating direction S; thereby, thefluid pressure chambers 4 are formed between theinner rotor 2 and theouter rotor 12. Each of theprotruding portions 14 serves as a shoe slidably contacting an outer circumferential surface of theinner rotor 2. Theinner rotor 2 includes protrudingportions 21 protruding radially outwardly. Each of theprotruding portions 21 is arranged at a portion of the outer circumferential surface, which faces each of thefluid pressure chambers 4. Thefluid pressure chamber 4 is partitioned by theprotruding portion 21 into anadvanced angle chamber 41 and a retardedangle chamber 42 along the rotating direction S. In addition, the fourfluid pressure chambers 4 are provided in the first embodiment; however, less than or more than the fourfluid pressure chambers 4 may be formed in the variable valve timing control apparatus of the first embodiment. - Oil (hydraulic fluid) is supplied to and discharged from the
advanced angle chambers 41 and the retardedangle chambers 42, or the supply/discharge of the oil to/from theadvanced angle chambers 41 and the retardedangle chambers 42 is stopped. Therefore, a hydraulic pressure of the oil is applied to the protrudingportions 21. Thus, a relative rotational phase between thehousing 1 and theinner rotor 2 is shifted in an advanced angle direction or a retarded angle direction, or is maintained in any desired phase. The advanced angle direction indicated by an arrow S1 inFIG. 2 is a direction in which a capacity of theadvanced angle chamber 41 increases. Meanwhile, the retarded angle direction indicated by an arrow S2 inFIG. 2 is a direction in which a capacity of the retardedangle chamber 42 increases. In addition, a most advanced angle phase is obtained when the capacity of theadvanced angle chamber 41 is largest. Meanwhile, a most retarded angle phase is obtained when the capacity of the retardedangle chamber 42 is largest. - [Lock mechanism] The variable valve timing control apparatus includes a
lock mechanism 8 that may lock the relative rotational phase of theinner rotor 2 to thehousing 1 at a predetermined phase between the most advanced angle phase and the most retarded angle phase (the predetermined phase will be hereinafter referred to as a lock phase). In a state where the hydraulic pressure of the oil is not stable right after the engine E starts, thelock mechanism 8 locks the relative rotational phase at the lock phase, thereby appropriately maintaining a rotational phase of thecam shaft 101 relative to a rotational phase of the crank shaft C. As a result, a stable rotating speed of the engine E may be obtained. - As illustrated in
FIG. 2 , thelock mechanism 8 includes alock member 81 movable along the rotational axis of thecam shaft 101 and alock passage 82 formed in theinner rotor 2. Thelock member 8 is biased by a biasing member and is maintained in an engaged state with a lock groove formed at thefront plate 11 or therear plate 13, thereby being maintained in a locked state. Thelock passage 82 connects toadvanced angle passages 43. In a case where an advanced angle control of the variable valve timing control apparatus is performed, the oil is supplied to thelock passage 82 to thereby apply the hydraulic pressure to thelock mechanism 8. As a result, thelock member 81 is released from the lock groove against a biasing force of the biasing member, therefore being released from the locked state. - [OCV (oil control valve)] As illustrated in
FIG. 1 , an oil control valve (OCV) 51 serving as a control valve is arranged coaxially with thecam shaft 101. The OCV 51 includes aspool 52, aspring 53 biasing thespool 52, and anelectromagnetic solenoid 54 driving thespool 52. Theelectromagnetic solenoid 54 is a known electromagnetic solenoid; therefore, a detailed explanation of theelectromagnetic solenoid 54 will be omitted herein. - The
spool 52 is accommodated in anaccommodating portion 5 a formed in a first end portion of theOCV bolt 5, which is located at thehousing 1. Thespool 52 is slidably movable within theaccommodating portion 5 a along the rotational axis of thecam shaft 101. An external threadedportion 5 b is formed at a second end portion of the OCV bolt 5 (the second end portion is axially opposite from the first end portion). The external threadedportion 5 b of theOCV bolt 5 is screwed with an internal threadedportion 101 a of thecam shaft 101, thereby fixing theOCV bolt 5 to thecam shaft 101. - The
spring 53 is arranged in theaccommodating portion 5 a so as to be in the vicinity of thecam shaft 101, thereby consistently biasing thespool 52 toward an opposite side of thecam shaft 101 along the rotational axis. Theelectromagnetic solenoid 54 is powered and apush pin 54 a arranged at theelectromagnetic solenoid 54 axially presses against arod portion 52 a formed at thespool 52. As a result, thespool 52 axially slides toward thecam shaft 101 against a biasing force of thespring 53. A duty ratio of electric power supplied to theelectromagnetic solenoid 54 is adjusted, thereby axially adjusting a position of thespool 52 of theOCV 51. A feed amount of the electric power supplied to theelectromagnetic solenoid 54 is controlled by an electric control unit (ECU). - [Intermediate member and washer member] As illustrated in
FIG. 5 , theintermediate member 6 formed in a hollow cylindrical shape is arranged in theinner rotor 2 so as to be axially positioned close to the cam shaft 101 (to the right side seen inFIG. 5 ). In addition, a bearing portion for thetiming sprocket 15 is arranged at theintermediate member 6. Awasher 7 is arranged in theinner rotor 2 so as to be axially positioned at the opposite side of the cam shaft 101 (to the left side seen inFIG. 5 ). TheOCV bolt 5 is inserted through central bores of thehousing 1, thewasher 7, theinner rotor 2, and theintermediate member 6 under a state where theintermediate member 6 and thewasher 7 are arranged in theinner rotor 2 and thehousing 1 is arranged around the circumferential outer side of theinner rotor 2. As s result, as illustrated inFIG. 1 , an axial surface of theintermediate member 6, which axially faces thefront plate 11, and an axial surface of thewasher 7, which axially faces therear plate 13, are entirely in contact with theinner rotor 2 along the rotational axis of thecam shaft 101; therefore, a contact portion A between theinner rotor 2 and theintermediate member 6 is formed. - In addition, the
washer 7 functions to increase a connecting force of theOCV bolt 5 relative to thecam shaft 101; however, thewasher 7 is not an essential component for the variable valve timing control apparatus according to the first embodiment. Alternatively, a component having the same function as thewasher 7 and formed into a different shape from the shape of thewasher 7 may be utilized in the variable valve timing control apparatus of the first embodiment. In addition, the component may be arranged at a different position from the position of thewasher 7 in the first embodiment. - [Configuration of oil passage] As illustrated in
FIG. 1 , the oil is stored in anoil pan 61. The driving force of the crank shaft C is transmitted to amechanical oil pump 62; thereby, the oil in theoil pan 61 is pumped by theoil pump 62 and is supplied to asupply passage 45 that will be described below. Then, theOCV 51 controls the supply/discharge of the oil from/toadvanced angle passages 43 andretarded angle passages 44 and controls to stop the supply/discharge of the oil from/to theadvanced angle passage 43 and theretarded angle passages 44. In other words, a portion (the spool 52) of theOCV 51 switches connection and disconnection between theadvanced angle passages 43 and theretarded angle passages 44. - As illustrated in
FIGS. 1 and 2 , theadvanced angle passages 43 connecting to theadvanced angle chambers 41, respectively and serving as first hydraulic fluid passages are formed by through-holes 43 a formed in theOCV bolt 5, aninner room 43 b formed between theOCV bolt 5 and theinner rotor 2, and through-holes 43 c formed in theinner rotor 2. Meanwhile, theretarded angle passages 44 connecting to theretarded angle chambers 42, respectively and serving as second hydraulic fluid passages are formed by through-holes 44 a formed in theOCV bolt 5, through-holes 44 b formed in theintermediate member 6 and serving as passages constituting portions of the second hydraulic fluid passages, and through-holes 44 c formed in theinner rotor 2. Further, thesupply passage 45 supplying the oil to theadvanced angle chambers 41 or theretarded angle chambers 42 is formed by apassage 45 a formed in thecam shaft 101, apassage 45 b formed in theintermediate member 6, and through-holes 45 c formed in theOCV bolt 5. - The oil flowing through the
supply passage 45 firstly flows into anannular groove 52 b formed at an outer circumferential surface of thespool 52. As illustrated inFIG. 1 , in a state where theannular groove 52 b is not in connection with the through-holes OCV bolt 5, the oil is not supplied to theadvanced angle chambers 41 and theretarded angle chambers 42. Under such condition, the through-holes 43 a are not in connection with through-holes 52 c formed in the spool; therefore, the oil in theadvanced angle chambers 41 is not discharged therefrom through the through-holes 52 c, theaccommodating portion 5 a, and adischarge hole 52 d to an outer side of the variable valve timing control apparatus. Likewise, under the condition where theannular groove 52 b is not in connection with the through-holes holes 44 a are not in connection with theaccommodating portion 5 a. Accordingly, the oil in theretarded angle chambers 42 is not discharged therefrom through theretarded angle passages 44, theaccommodating portion 5 a, and thedischarge hole 52 d to the outer side of the variable valve timing control apparatus. That is, a predetermined feed amount of the electric power is supplied to theelectromagnetic solenoid 54 so that theOCV 51 controls thespool 52 to be maintained in a position shown inFIG. 1 . As a result, the supply/discharge of the oil to/from theadvanced angle chambers 41 and theretarded angel chambers 42 is stopped and the relative rotational phase between thehousing 1 and theinner rotor 2 is maintained. - In a case where the
electromagnetic solenoid 54 is not powered, thespool 52 is maintained in a position shown inFIG. 3 , by means of the biasing force of thespring 53. In such condition inFIG. 3 , theannular groove 52 b of thespool 52 is in connection with the through-holes 43 a of theOCV bolt 5 and is not in connection with the through-holes 44 a of theOCV bolt 5. In addition, the through-holes 44 a are simultaneously in connection with theaccommodating portion 5 a. Accordingly, the oil supplied to thesupply passage 45 is supplied through theadvanced angle passages 43 to theadvanced angle chambers 41. Meanwhile, the oil in theretarded angle chambers 42 is discharged therefrom through theretarded angle passages 44, theaccommodating portion 5 a, and thedischarge hole 52 d to the outer side of the variable valve timing control apparatus. At this time, the relative rotational phase between thehousing 1 and theinner rotor 2 is shifted in the advanced angle direction S1 by the hydraulic pressure applied to theadvanced angle chambers 41. - In a case where the
electromagnetic solenoid 54 is maximally powered, thespool 52 is maintained in a position shown inFIG. 4 against the biasing force of thespring 53. In such condition inFIG. 4 , theannular groove 52 b of thespool 52 is in connection with the through-holes 44 a of theOCV bolt 5 and is not in connection with the through-holes 43 a of theOCV bolt 5. In addition, the through-holes 43 a are simultaneously in connection with the through-holes 52 c of thespool 52. Accordingly, the oil supplied to thesupply passage 45 is supplied through theretarded angle passages 44 to theretarded angle chambers 42. In particular, the oil is supplied from thesupply passage 45 to an outer circumferential side of theOCV bolt 5 and is thereafter supplied via theintermediate member 6 through theretarded angle passages 44 to theinner rotor 2. Meanwhile, the oil in theadvanced angle chambers 41 is discharged therefrom through theadvanced angle passages 43, the through-holes 52 c, theaccommodating portion 5 a, and thedischarge hole 52 d to the outer side of the variable valve timing control apparatus. At this time, the relative rotational phase between thehousing 1 and theinner rotor 2 is shifted in the retarded angle direction S2 by the hydraulic pressure applied to theretarded angle chambers 42. - [Effects] In the variable valve timing control apparatus configured as described above in the first embodiment, the
intermediate member 6 and theinner room 43 b are axially arranged between theOCV bolt 5 and theinner rotor 2. Accordingly, theOCV bolt 5 is not in contact with theinner rotor 2. Consequently, even in a case where theOCV bolt 5 is made of a high-strength material, theinner rotor 2 does not need to be made of a high-strength material in order to inhibit theinner rotor 2 from being damaged by a contact with theOCV volt 5. For example, in a case where theinner rotor 2 is made of an aluminum material, theinner rotor 2 may be easily processed. In addition, the weight and cost of theinner rotor 2 are effectively minimized. - In addition, the variable valve timing control apparatus according to the first embodiment includes the contact portion A at which the axial surface of the
intermediate member 6, axially facing thefront plate 11 is entirely in contact with theinner rotor 2 between theadvanced angle passages 43 and theretarded angle passages 44 along the rotational axis of thecam shaft 101. Accordingly, the oil in theadvanced angle passages 43 and the oil in theretarded angle passages 44 are not mixed together with one another in a clearance between theinner rotor 2 and theintermediate member 6. Consequently, controllability of the variable valve timing control apparatus may not deteriorate. - Moreover, for example, the
intermediate member 6 is made of a material having a linear expansion coefficient that is substantially equal to or close to a linear expansion coefficient of the material of theOCV bolt 5. In such case, theOCV bolt 5 and theintermediate member 6 are substantially equally swollen under a high-temperature environment, thereby inhibiting the clearance between theOCV bolt 5 and theintermediate member 6 from being increased. As a result, leakage of the oil from the clearance is inhibited and the controllability of the variable valve timing control apparatus may be maintained. For example, in a case where theOCV bolt 5 and theintermediate member 6 are made of iron materials, strength requirements for theOCV bolt 5 and theintermediate member 6 are satisfied. Furthermore, theOCV bolt 5 and theintermediate member 6 appropriately have the substantially same linear expansion coefficients. In addition, thehousing 1, thewasher 7, theinner rotor 2, theintermediate member 6, and the like are axially fixed to one another by theOCV bolt 5. Accordingly, even in a case where thehousing 1, thewasher 7, theinner rotor 2, theintermediate member 6, and the like are swollen under the high-temperature environment, a clearance may not be easily generated at the contact portion A between theinner rotor 2 and theintermediate member 6. - The variable valve timing control apparatus according to the second embodiment will be explained as follows with reference to
FIG. 6 . A basic configuration of the variable valve timing control apparatus according to the second embodiment is the same as that of the variable valve timing control apparatus according to the first embodiment. Therefore, differences in the variable valve timing control apparatus between the first and second embodiments will be described below. In addition, the same reference numbers are assigned to the same components in the first and second embodiments. - According to the variable valve timing control apparatus of the second embodiment, the
cam shaft 101 penetrates through the central bore of theinner rotor 2 along the rotational axis. Thecam shaft 101 serves as the driven shaft. Aninner room 101 b into which abolt 91 is inserted is formed in an end portion of thecam shaft 101. An external threadedportion 91 a formed at thebolt 91 is screwed with the internal threadedportion 101 a of thecam shaft 101; thereby, theinner rotor 2 arranged in thehousing 1 is fixed to thecam shaft 101. - The
OCV 51 is arranged at the variable valve timing control apparatus in the first embodiment. On the other hand, theOCV 51 is arranged at theoil pump 62 in the second embodiment. In other words, theOCV 51 controls the oil to be supplied to any of theadvanced angle chambers 41 and theretarded angle chambers 42 that will be described below; thereafter, the oil flows into the variable valve timing control apparatus. Thesupply passage 45 described in the first embodiment is not provided at the variable valve timing control apparatus according to the second embodiment. - The
advanced angle passages 73 connecting to theadvanced angle chambers 41, respectively and serving as the first hydraulic fluid passages are formed by apassage 73 a formed in thecam shaft 101, an inner room 73 b formed between thecam shaft 101 and theinner rotor 2, and through-holes 73 c formed in theinner rotor 2. Meanwhile, theretarded angle passages 74 connecting to theretarded angle chambers 42, respectively and serving as the second hydraulic fluid passages are formed bypassages 74 a formed in thecam shaft 101,passages 74 b formed in theintermediate member 6, and through-holes 74 c formed in theinner rotor 2. Thepassages 74 b serve as passages constituting portions of theretarded angle passages 74. - In the variable valve timing control apparatus configured as described above in the second embodiment, the
intermediate member 6 and the inner room 73 b constituting a portion of theadvanced angle passages 73 are arranged between thecam shaft 101 and theinner rotor 2. Accordingly, thecam shaft 101 is not in contact with theinner rotor 2. Consequently, even in a case where thecam shaft 101 is made of a high-strength material, theinner rotor 2 does not need to be made of a high-strength material in order to inhibit theinner rotor 2 from being damaged by a contact with thecam shaft 101. Moreover, theintermediate member 6 includes the axial surface axially facing thefront plate 11 and defined at the contact portion A relative to theinner rotor 2. Therefore, the oil in theadvanced angle passages 73 is not mixed together with the oil in theretarded angle passages 74, thereby inhibiting the deterioration of the controllability of the variable valve timing control apparatus. - As described above, the
intermediate member 6 includes the axial surface axially facing thefront plate 11 and defined at the contact portion A relative to theinner rotor 2, and an axial surface axially facing therear plate 13 and defined at a contact portion B relative to theinner rotor 2. The contact portion B is arranged between theadvanced angle passages 73 and theretarded angle passages 74. Theintermediate member 6 is configured so that not only the axial surface defined at the contact portion A but also the axial surface defined at the contact portion B may be entirely in contact with theinner rotor 2 along the rotational axis of thecam shaft 101. As illustrated inFIG. 6 , thepassages 74 b formed in theintermediate member 6 are configured so as to be axially in connection with thepassages 74 a formed in thecam shaft 101. As a result, even in a case where a clearance is generated between theintermediate member 6 and thecam shaft 101, the oil in theadvanced angle passages 73 is not mixed together with the oil in theretarded angle passages 74, therefore inhibiting the deterioration of the controllability of the variable vale timing control apparatus. In the case that thepassages 74 b are axially in connection with thepassages 74 a, theintermediate member 6 does not need to be made of the material having the linear expansion coefficient that is substantially equal to or close to a linear expansion coefficient of the material of thecam shaft 101, therefore offering a wide selection of materials for forming theintermediate member 6. - Furthermore, according to the second embodiment, the
intermediate member 6 and thecam shaft 101 are press-fitted to each other; thereafter, theinner rotor 2 may be attached to a circumferential outer side of theintermediate member 6. Accordingly, a clearance is inhibited from being axially generated between theintermediate member 6 and thecam shaft 101. For example, in a case where a variable valve timing control apparatus includes an oil passage configuration where a clearance is axially generated between theintermediate member 6 and thecam shaft 101, the oil in theadvanced angle passages 73 may be mixed together with the oil in theretarded angle passages 74. In such case, press-fitting theintermediate member 6 to thecam shaft 101 as described in the first embodiment inhibits the clearance from being axially generated between theintermediate member 6 and the cam shaft, therefore not deteriorating the controllability of the variable valve timing control apparatus. - (1) The variable valve timing control apparatus according to each of the first and second embodiments may be adapted to be arranged at an exhaust valve in the engine E. (2) The variable valve timing control apparatus according to each of the first and second embodiments may not include the
lock mechanism 8. (3) The oil passage configuration in each of the first and second embodiments may be modified as long as the modified oil passage configuration does not affect the operational function of the variable valve timing control apparatus. (4) According to the first and second embodiments, each of theOCV bolt 5 and thecam shaft 101 serves as the driven shaft. Alternatively, a different member may be adapted as the driven shaft instead of theOCV bolt 5 or thecam shaft 101. (5) The arrangement and shape of theintermediate member 6 described in each of the first and second embodiments may be modified. - The variable valve timing control apparatus according to each of the first and second embodiments of the disclosure may be utilized in the internal combustion engine E for the vehicle and the like.
- As described above, according to the first and second embodiments, the variable valve timing control apparatus includes the
housing 1 rotating in synchronization with the crank shaft C of the engine E and including theouter rotor 12, theinner rotor 2 arranged coaxially with thehousing 1 and rotatable relative to thehousing 1, the drivenshaft inner rotor 2 is transmitted, theintermediate member 6 arranged between theinner rotor 2 and the drivenshaft inner rotor 2 and the drivenshaft advanced angle passages inner room 43 b, 73 b formed between the drivenshaft inner rotor 2 and constituting a portion of theadvanced angle passages retarded angle passages hole 44 b or thepassage 74 b formed in theintermediate member 6 and constituting a portion of theretarded angle passages intermediate member 6 are entirely in contact with theinner rotor 2 between theadvanced angle passages retarded angle passages - According to the aforementioned configuration, the
inner room 43 b constituting a portion of theadvanced angle passages 43 is arranged between theinner rotor 2 and the drivenshaft 5, therefore inhibiting theinner rotor 2 from being in contact with the drivenshaft 5. Accordingly, even in a case where the drivenshaft 5 is made of the high-strength material, theinner rotor 2 does not need to be made of the high-strength material in order to inhibit theinner rotor 2 from being damaged by the contact with the drivenshaft 5. In addition, the variable valve timing control apparatus includes the contact portion A at which the axial surface of theintermediate member 6 is entirely in contact with theinner rotor 2 between theadvanced angle passages 43 and theretarded angle passages 44 along the rotational axis of thecam shaft 101. Accordingly, the oil in theadvanced angle passages 43 and the oil in theretarded angle passages 44 are not mixed together with one another, thereby inhibiting the deterioration of the controllability of the variable valve timing control apparatus. In addition, the drivenshaft 5 may be a bolt for fixing theinner rotor 2 to thecam shaft 101. Alternatively, the drivenshaft 5 may be a different member instead of the bolt. - According to the aforementioned first and second embodiments, the
intermediate member 6 is made of the material having the linear expansion coefficient that is close to or equal to the linear expansion coefficient of the material of the drivenshaft 5 rather than the linear expansion coefficient of the material of theinner rotor 2. - For example, the clearance defined between the
intermediate member 6 and the drivenshaft 5 in an assembled state is recommended to be maximally reduced while allowing the drivenshaft 5 to axially penetrate through theintermediate member 6, in order that leakage of the oil from the clearance may be minimized. However, even in a case where the clearance is maximally reduced in the assembled state of theintermediate member 6 and the drivenshaft 5 at a normal temperature, the variable valve timing control apparatus is actually brought in operation and thereafter reaches a high temperature. In such case, the larger a difference between the linear expansion coefficient of theintermediate member 6 and the linear expansion coefficient of the drivenshaft 5, the further the clearance between theintermediate member 6 and the drivenshaft 5 may be increased. On the other hand, as described above, the material of theintermediate member 6 has the linear expansion coefficient that is close to or equal to the linear expansion coefficient of the material of the drivenshaft 5 rather than the linear expansion coefficient of the material of theinner rotor 2. Therefore, theintermediate member 6 and the drivenshaft 5 are equally swollen even under the high-temperature environment, thereby inhibiting the clearance between theintermediate member 6 and the drivenshaft 5 from being increased. - According to the first embodiment, the oil is supplied to the outer circumferential side of the driven
shaft 5 and is supplied via theintermediate member 6 through theretarded angle passages 44 to theinner rotor 2. - Accordingly, the oil may be supplied via the
retarded angle passages 44 to theinner rotor 2 without any modification or processing relative to an existing driven shaft of the known variable valve control apparatus. Consequently, even in a case where theintermediate member 6 is additionally arranged at the known variable valve timing control apparatus, the existing driven shaft may be utilized, resulting in a cost reduction. - According to the aforementioned first and second embodiments, the driven
shaft 5 and theintermediate member 6 are made of the iron materials and theinner rotor 2 is made of the aluminum material. - Accordingly, both the driven
shaft 5 and theintermediate member 6 have high strengths and the substantially equal linear expansion coefficients from each other. Therefore, when the drivenshaft 5 is being inserted into theintermediate member 6, theintermediate member 6 is inhibited from being damaged by the drivenshaft 5. In addition, the clearance between the drivenshaft 5 and theintermediate member 6 may be inhibited from being increased even under the high-temperature environment. Moreover, as described above, theinner rotor 2 is made of the aluminum material. Therefore, theinner rotor 2 may be easily processed and the weight and cost of theinner rotor 2 are effectively minimized. - According to the aforementioned first and second embodiments, the
timing sprocket 15 is arranged at theouter rotor 12 and the bearing portion supporting thetiming sprocket 15 is arranged at theintermediate member 6. - The bearing portion arranged at the
intermediate member 6 for supporting thetiming sprocket 15 requires strength. In addition, the bearing portion of theintermediate member 6 is not made of the aluminum material forming theinner rotor 2 but is made of the iron material. Accordingly, abrasion of the bearing portion is appropriately inhibited, therefore improving durability of the variable valve timing control apparatus. - According to the aforementioned second embodiment, the driven
shaft 101 corresponds to thecam shaft 101 and theintermediate member 6 is press-fitted to thecam shaft 101. - Accordingly, the clearance between the
intermediate member 6 and thecam shaft 101 that serves as the driven shaft is inhibited from being increased, thereby minimizing the leakage of the oil from the clearance. - According to the aforementioned first embodiment, the driven
shaft 5 corresponds to theOCV bolt 5 screwed with thecam shaft 101, and a portion of theOCV 51 switching connection and disconnection between theadvanced angle passages 43 and theretarded angle passages 44 is accommodated within theOCV bolt 5. - Accordingly, the size of the variable valve timing control apparatus may be reduced. As a result, installability of the variable valve timing control apparatus relative to the engine E may increase.
- The principles, preferred embodiment and mode of operation of the present invention have been described in the foregoing specification. However, the invention which is intended to be protected is not to be construed as limited to the particular embodiments disclosed. Further, the embodiments described herein are to be regarded as illustrative rather than restrictive. Variations and changes may be made by others, and equivalents employed, without departing from the spirit of the present invention. Accordingly, it is expressly intended that all such variations, changes and equivalents which fall within the spirit and scope of the present invention as defined in the claims, be embraced thereby.
Claims (18)
1. A variable valve timing control apparatus, comprising:
a housing rotating in synchronization with a drive shaft of an internal combustion engine and including an outer rotor;
an inner rotor arranged coaxially with the housing and rotatable relative to the housing;
a driven shaft to which the rotation of the inner rotor is transmitted;
an intermediate member arranged between the inner rotor and the driven shaft along a rotational axis of the driven shaft and rotating in synchronization with the inner rotor and the driven shaft;
a first hydraulic fluid passage;
an inner room formed between the driven shaft and the inner rotor and constituting a portion of the first hydraulic fluid passage;
a second hydraulic fluid passage;
a passage formed in the intermediate member and constituting a portion of the second hydraulic fluid passage; and
a contact portion at which an axial surface of the intermediate member is entirely in contact with the inner rotor between the first hydraulic fluid passage and the second hydraulic fluid passage along the rotational axis.
2. The variable valve timing control apparatus according to claim 1 , wherein the intermediate member is made of a material having a linear expansion coefficient that is close to or equal to a linear expansion coefficient of a material of the driven shaft rather than a linear expansion coefficient of a material of the inner rotor.
3. The variable valve timing control apparatus according to claim 1 , wherein a hydraulic fluid is supplied to an outer circumferential side of the driven shaft and is supplied via the intermediate member through the second hydraulic fluid passage to the inner rotor.
4. The variable valve timing control apparatus according to claim 2 , wherein a hydraulic fluid is supplied to an outer circumferential side of the driven shaft and is supplied via the intermediate member through the second hydraulic fluid passage to the inner rotor.
5. The variable valve timing control apparatus according to claim 1 , wherein the driven shaft and the intermediate member are made of iron materials and the inner rotor is made of an aluminum material.
6. The variable valve timing control apparatus according to claim 2 , wherein the driven shaft and the intermediate member are made of iron materials and the inner rotor is made of an aluminum material.
7. The variable valve timing control apparatus according to claim 3 , wherein the driven shaft and the intermediate member are made of iron materials and the inner rotor is made of an aluminum material.
8. The variable valve timing control apparatus according to claim 5 , wherein a timing sprocket is arranged at the outer rotor and a bearing portion supporting the timing sprocket is arranged at the intermediate member.
9. The variable valve timing control apparatus according to claim 6 , wherein a timing sprocket is arranged at the outer rotor and a bearing portion supporting the timing sprocket is arranged at the intermediate member.
10. The variable valve timing control apparatus according to claim 7 , wherein a timing sprocket is arranged at the outer rotor and a bearing portion supporting the timing sprocket is arranged at the intermediate member.
11. The variable valve timing control apparatus according to claim 1 , wherein the driven shaft corresponds to the cam shaft and the intermediate member is press-fitted to the cam shaft.
12. The variable valve timing control apparatus according to claim 2 , wherein the driven shaft corresponds to the cam shaft and the intermediate member is press-fitted to the cam shaft.
13. The variable valve timing control apparatus according to claim 3 , wherein the driven shaft corresponds to the cam shaft and the intermediate member is press-fitted to the cam shaft.
14. The variable valve timing control apparatus according to claim 5 , wherein the driven shaft corresponds to the cam shaft and the intermediate member is press-fitted to the cam shaft.
15. The variable valve timing control apparatus according to claim 1 , wherein the driven shaft corresponds to a bolt screwed with the cam shaft, and
wherein a portion of a control valve switching connection and disconnection between the first hydraulic fluid passage and the second hydraulic fluid passage is accommodated within the bolt.
16. The variable valve timing control apparatus according to claim 2 , wherein the driven shaft corresponds to a bolt screwed with the cam shaft, and
wherein a portion of a control valve switching connection and disconnection between the first hydraulic fluid passage and the second hydraulic fluid passage is accommodated within the bolt.
17. The variable valve timing control apparatus according to claim 3 , wherein the driven shaft corresponds to a bolt screwed with the cam shaft, and
wherein a portion of a control valve switching connection and disconnection between the first hydraulic fluid passage and the second hydraulic fluid passage is accommodated within the bolt.
18. The variable valve timing control apparatus according to claim 5 , wherein the driven shaft corresponds to a bolt screwed with the cam shaft, and
wherein a portion of a control valve switching connection and disconnection between the first hydraulic fluid passage and the second hydraulic fluid passage is accommodated within the bolt.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2010-203234 | 2010-09-10 | ||
JP2010203234A JP5585832B2 (en) | 2010-09-10 | 2010-09-10 | Valve timing control device |
Publications (1)
Publication Number | Publication Date |
---|---|
US20120060779A1 true US20120060779A1 (en) | 2012-03-15 |
Family
ID=44509062
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US13/217,486 Abandoned US20120060779A1 (en) | 2010-09-10 | 2011-08-25 | Variable valve timing control apparatus |
Country Status (4)
Country | Link |
---|---|
US (1) | US20120060779A1 (en) |
EP (1) | EP2428656B1 (en) |
JP (1) | JP5585832B2 (en) |
CN (1) | CN102400728B (en) |
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CN103174490A (en) * | 2013-04-01 | 2013-06-26 | 天津大学 | Hydraulic pressure variable valve device based on rotor control |
US20130220247A1 (en) * | 2012-02-29 | 2013-08-29 | Denso Corporation | Fluid-pressure-operated valve timing controller |
US9212571B2 (en) | 2013-05-24 | 2015-12-15 | Denso Corporation | Valve timing control apparatus |
US9267401B2 (en) | 2012-09-04 | 2016-02-23 | Aisin Seiki Kabushiki Kaisha | Valve timing controller |
US20160084121A1 (en) * | 2013-05-23 | 2016-03-24 | Schaeffler Technologies AG & Co. KG | Rotor for a vane cell adjuster of a camshaft adjusting device |
US9447710B2 (en) * | 2013-08-28 | 2016-09-20 | Aisin Seiki Kabushiki Kaisha | Variable valve timing control device |
US20170183987A1 (en) * | 2014-02-14 | 2017-06-29 | Aisin Seiki Kabushiki Kaisha | Valve opening and closing timing control apparatus |
US9874118B2 (en) | 2013-11-29 | 2018-01-23 | Aisin Seiki Kabushiki Kaisha | Valve opening/closing timing control device |
US9926818B2 (en) | 2014-02-27 | 2018-03-27 | Aisin Seiki Kabushiki Kaisha | Valve opening and closing timing control apparatus |
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US10132211B2 (en) * | 2013-09-23 | 2018-11-20 | Gkn Sinter Metals Engineering Gmbh | Rotor for a camshaft adjuster, parts set for producing a rotor for a camshaft adjuster and method for producing a joined component, preferably a rotor for a camshaft adjuster |
US10202878B2 (en) | 2014-08-27 | 2019-02-12 | Aisin Seiki Kabushiki Kaisha | Valve opening and closing timing control apparatus |
US10533462B2 (en) * | 2015-12-28 | 2020-01-14 | Mikuni Corporation | Valve timing change device |
US11078813B2 (en) * | 2017-05-12 | 2021-08-03 | Denso Corporation | Valve timing adjustment device |
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Cited By (18)
Publication number | Priority date | Publication date | Assignee | Title |
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US20130220247A1 (en) * | 2012-02-29 | 2013-08-29 | Denso Corporation | Fluid-pressure-operated valve timing controller |
US8869762B2 (en) * | 2012-02-29 | 2014-10-28 | Denso Corporation | Fluid-pressure-operated valve timing controller |
US9267401B2 (en) | 2012-09-04 | 2016-02-23 | Aisin Seiki Kabushiki Kaisha | Valve timing controller |
CN103174490A (en) * | 2013-04-01 | 2013-06-26 | 天津大学 | Hydraulic pressure variable valve device based on rotor control |
US10119433B2 (en) * | 2013-05-23 | 2018-11-06 | Schaeffler Technologies AG & Co. KG | Rotor for a vane cell adjuster of a camshaft adjusting device |
US20160084121A1 (en) * | 2013-05-23 | 2016-03-24 | Schaeffler Technologies AG & Co. KG | Rotor for a vane cell adjuster of a camshaft adjusting device |
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US9447710B2 (en) * | 2013-08-28 | 2016-09-20 | Aisin Seiki Kabushiki Kaisha | Variable valve timing control device |
US10132211B2 (en) * | 2013-09-23 | 2018-11-20 | Gkn Sinter Metals Engineering Gmbh | Rotor for a camshaft adjuster, parts set for producing a rotor for a camshaft adjuster and method for producing a joined component, preferably a rotor for a camshaft adjuster |
US9874118B2 (en) | 2013-11-29 | 2018-01-23 | Aisin Seiki Kabushiki Kaisha | Valve opening/closing timing control device |
US9938864B2 (en) * | 2014-02-14 | 2018-04-10 | Aisin Seiki Kabushiki Kaisha | Valve opening and closing timing control apparatus |
US20170183987A1 (en) * | 2014-02-14 | 2017-06-29 | Aisin Seiki Kabushiki Kaisha | Valve opening and closing timing control apparatus |
US9926818B2 (en) | 2014-02-27 | 2018-03-27 | Aisin Seiki Kabushiki Kaisha | Valve opening and closing timing control apparatus |
US10202878B2 (en) | 2014-08-27 | 2019-02-12 | Aisin Seiki Kabushiki Kaisha | Valve opening and closing timing control apparatus |
US10533462B2 (en) * | 2015-12-28 | 2020-01-14 | Mikuni Corporation | Valve timing change device |
WO2018063929A1 (en) * | 2016-09-28 | 2018-04-05 | Schaeffler Technologies AG & Co. KG | Electric cam phasing system including an activatable lock |
US10151222B2 (en) | 2016-09-28 | 2018-12-11 | Schaeffler Technologies AG & Co. KG | Electric cam phasing system including an activatable lock |
US11078813B2 (en) * | 2017-05-12 | 2021-08-03 | Denso Corporation | Valve timing adjustment device |
Also Published As
Publication number | Publication date |
---|---|
EP2428656A1 (en) | 2012-03-14 |
EP2428656B1 (en) | 2015-08-05 |
CN102400728A (en) | 2012-04-04 |
JP2012057578A (en) | 2012-03-22 |
JP5585832B2 (en) | 2014-09-10 |
CN102400728B (en) | 2015-05-13 |
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STCB | Information on status: application discontinuation |
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