U.S. patent application number 16/305487 was filed with the patent office on 2020-02-13 for valve timing control device for internal combustion engine.
This patent application is currently assigned to HITACHI AUTOMOTIVE SYSTEMS, LTD.. The applicant listed for this patent is HITACHI AUTOMOTIVE SYSTEMS, LTD.. Invention is credited to Seijiro NARITA, Kenji SATO, Toru SHINOMIYA.
Application Number | 20200049033 16/305487 |
Document ID | / |
Family ID | 60478208 |
Filed Date | 2020-02-13 |
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United States Patent
Application |
20200049033 |
Kind Code |
A1 |
NARITA; Seijiro ; et
al. |
February 13, 2020 |
VALVE TIMING CONTROL DEVICE FOR INTERNAL COMBUSTION ENGINE
Abstract
There is provided an engagement groove (31) which is formed in a
first shoe (S1) of first to fourth shoes (S1), (S2), (S3), (S4) at
a circumference position at which the engagement groove (31) is not
overlapped an abutment surface (30) with a first vane (V1), which
includes a pair of side surfaces (31a) and (31a) that are
substantially parallel to the abutment surface (30), and with which
a positioning pin (19) protruding from a sprocket (13) is engaged,
so as to match phases of a housing main body (11) and the sprocket
(13) in a rotation direction.
Inventors: |
NARITA; Seijiro; (Ayase-shi,
Kanagawa, JP) ; SHINOMIYA; Toru; (Atsugi-shi,
Kanagawa, JP) ; SATO; Kenji; (Atsugi-shi, Kanagawa,
JP) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
HITACHI AUTOMOTIVE SYSTEMS, LTD. |
Hitachinaka-shi, Ibaraki |
|
JP |
|
|
Assignee: |
HITACHI AUTOMOTIVE SYSTEMS,
LTD.
Hitachinaka-shi, Ibaraki
JP
|
Family ID: |
60478208 |
Appl. No.: |
16/305487 |
Filed: |
March 1, 2017 |
PCT Filed: |
March 1, 2017 |
PCT NO: |
PCT/JP2017/008073 |
371 Date: |
November 29, 2018 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
F01L 2001/34456
20130101; F01L 2001/34469 20130101; F01L 1/356 20130101; F01L
2303/00 20200501; F02D 13/0219 20130101; F01L 1/3442 20130101; B21K
1/22 20130101 |
International
Class: |
F01L 1/356 20060101
F01L001/356; F01L 1/344 20060101 F01L001/344 |
Foreign Application Data
Date |
Code |
Application Number |
Jun 1, 2016 |
JP |
2016-109668 |
Claims
1. A valve timing control device for an internal combustion engine,
the valve timing control device comprising: a housing main body
which has a cylindrical shape having openings formed on both end
sides in an axial direction, and which includes a plurality of
shoes formed on an inner circumference side of the housing main
body to protrude from the inner circumference side; a vane rotor
which is fixed on a cam shaft, which is received within the housing
main body, which is arranged to be rotated relative to the housing
main body, and which includes a plurality of vanes each separating
a portion between the shoes to an advance angle operation chamber
and a retard angle operation chamber; a pair of plate members
closing the both end side openings of the housing main body; a
plurality of bolts arranged to fix the housing main is body and the
pair of the plate members together through bolt insertion holes
formed in the shoes to penetrate the shoes; a specific vane of the
vanes which has a circumferential width larger than circumferential
widths of the other vanes; a specific shoe of the shoes which
includes an abutment surface on which one circumferential side
surface of the specific vane is abutted; a recessed portion which
is formed in the specific shoe at a predetermined circumferential
position at which the recessed portion is not overlapped with the
abutment surface of the specific shoe in a radial direction of the
housing main body, and which includes a pair of side surfaces that
are substantially parallel to the abutment surface; and a raised
portion which is provided to at least one of the pair of the plate
members, and which is arranged to be engaged with the recessed
portion.
2. The valve timing control device for the internal combustion
engine as claimed in claim 1, wherein the recessed portion is
formed in the specific shoe on a side circumferentially opposite to
the abutment surface with respect to the bolt insertion hole.
3. The valve timing control device for the internal combustion
engine as claimed in claim 2, wherein the recessed portion is a
groove portion which is formed by cutting the housing main body
from a radially outer side to a radially inner side.
4. The valve timing control device for the internal combustion
engine as claimed in claim 2, wherein the recessed portion is a
through hole penetrating through the housing main body in the axial
direction.
5. The valve timing control device for the internal combustion
engine as claimed in claim 2, wherein each of the plurality of the
shoes includes a seal member which is located on a radially inner
side of the housing main body, and which is slidably abutted on the
vane rotor; and the seal member of the specific shoe of the
plurality of the seal members is provided on a side
circumferentially opposite to the abutment surface with respect to
the bolt insertion hole.
6. The valve timing control device for the internal combustion
engine as claimed in claim 5, wherein the seal member and a seat
surface of a head portion of the bolt are overlapped with each
other in the radial direction of the housing main body.
7. The valve timing control device for the internal combustion
engine as claimed in claim 1, wherein the recessed portion is
provided in the specific shoe between the abutment surface and the
bolt insertion hole in the circumferential direction.
8. The valve timing control device for the internal combustion
engine as claimed in claim 1, wherein the abutment surface and the
bolts are overlapped with each other in the radial direction of the
housing main body.
9. The valve timing control device for the internal combustion
engine as claimed in claim 1, wherein the bolt insertion hole is
positioned on an extension of a vertical line with respect to the
abutment surface.
10. The valve timing control device for the internal combustion
engine as claimed in claim 9, wherein an axis of the bolt is
positioned on the extension of the vertical line with respect to
the abutment surface.
11. The valve timing control device for the internal combustion
engine as claimed in claim 1, wherein the specific vane includes a
through hole penetrating through the specific vane in the axial
direction, a lock member slidably received within the through hole,
and an urging member arranged to urge the lock member toward one
side of the axial direction; and one of the pair of the plate
members includes a lock recessed portion in which the lock member
is inserted and engaged.
12. The valve timing control device for the internal combustion
engine as claimed in claim 11, wherein the lock member is inserted
and engaged in the lock recessed portion in a state where a phase
of the vane rotor relative to the housing main body is a maximum
retard angle or a maximum advance angle.
13. The valve timing control device for the internal combustion
engine as claimed in claim 12, wherein the abutment surface is
abutted on the specific vane in a state where the lock member is
inserted and engaged in the lock recessed portion.
14. A valve timing control device for an internal combustion
engine, the valve timing control device comprising: a housing main
body which has a cylindrical shape having at least an opening
formed on one end side in an axial direction, and which includes a
plurality of shoes formed on an inner circumference side of the
housing main body to protrude from the inner circumference side; a
vane rotor which is fixed on a cam shaft, which is received within
the housing main body, which is arranged ii to be rotated relative
to the housing main body, and which includes a plurality of vanes
each separating a portion between the shoes to an advance angle
operation chamber and a retard angle operation chamber; a plate
member closing the opening of the housing main body; a plurality of
bolts arranged to fix the housing main body and the pair of plate
members together through bolt insertion holes formed in the shoes
to penetrate the shoes; a lock mechanism including; a through hole
formed in a specific vane of the vanes to penetrate through the
specific vane, a lock member slidably received within the through
hole, a lock recessed portion in which the lock member is engaged,
and an urging member received within the through hole, and arranged
to urge the lock member toward the lock recessed portion, the lock
mechanism being arranged to restrict a relative rotation between
the housing main body and the vane rotor by the engagement of the
lock member with the lock recessed portion, a recessed portion
formed in a specific shoe of the plurality of the shoes that
includes an abutment surface on which the specific vane is abutted
in a state where the lock member is inserted and engaged in the
lock recessed portion, and provided on a side circumferentially
opposite to the abutment surface with respect to the bolt insertion
hole; and a raised portion which is provided to the plate member,
and which is arranged to be engaged with the recessed portion.
15. The valve timing control device for the internal combustion
engine as claimed in claim 14, wherein the recessed portion
includes a pair of side surfaces that are substantially parallel to
the abutment surface.
16. The valve timing control device for the internal combustion
engine as claimed in claim 14, wherein each of the plurality of the
shoes includes a seal member which is located on a radially inner
side of the housing main body, and which is slidably abutted on the
vane rotor; and the seal member of the specific shoe of the
plurality of the seal members is provided on a side
circumferentially opposite to the abutment surface with respect to
the bolt insertion hole.
17. The valve timing control device for the internal combustion
engine as claimed in claim 14, wherein the abutment surface and the
bolts are overlapped with each other in the radial direction of the
housing main body.
Description
TECHNICAL FIELD
[0001] This invention relates to a valve timing control device for
an internal combustion engine which is arranged to control opening
and closing timings of an intake valve or an exhaust valve of the
internal combustion engine in accordance with a driving state.
BACKGROUND ART
[0002] A below-described patent document 1 is known as a
conventional valve timing control device.
[0003] That is, this valve timing control device includes a housing
which has a bottomed cylindrical shape, which is integrally
provided with a sprocket that has a disc shape, and that is rotated
through a timing chain in synchronism with a crank shaft, and which
includes a plurality of shoes provided on an inner circumference
side to protrude from the inner circumference side; and a vane
rotor which is tightened with one end portion of the cam shaft
through a boss portion inserted and mounted in the sprocket, and
which includes a plurality of vanes provided on an outer
circumference side to protrude from the outer circumference side.
The vane rotor is received and disposed radially inside the housing
to be rotated relative to the housing.
[0004] Moreover, the valve timing control device includes a
specific vane which constitutes a lock mechanism, and which a large
width; a specific shoe having an abutment surface side on which the
specific vane is abutted; and a recessed portion which is formed in
the specific shoe at a position adjacent to the abutment surface
side of the specific shoe, and which is opened in a radially inside
direction. A raised portion protruding from a confronting surface
of the sprocket confronting the housing is engaged with the
recessed portion, so as to position relative phases of the timing
sprocket and the housing.
PRIOR ART DOCUMENT
Patent Document
[0005] Japanese Patent Application Publication No. 2013-2372
SUMMARY OF THE INVENTION
Problems Which the Invention is Intended to Solve
[0006] However, in the conventional valve timing control device, in
particular, the recessed portion is provided adjacent to the
abutment surface. Accordingly, a predetermined range of this
abutment surface which is on the outer circumference side, and in
which the recessed portion is formed does not serve for the
abutment with the specific vane. An abutment area of the specific
shoe with the specific vane is restricted. With this, the contact
surface pressure when the specific vane is abutted on the abutment
surface becomes excessively large, so that specific shoe may be
deformed.
[0007] It is, therefore, an object of the present invention to
provide a valve timing control device for an internal combustion
engine which is devised to solve the above-described problems of
the conventional valve timing control device, and to suppress the
deformation of the specific shoe.
Means for Solving the Problem
[0008] According to one aspect of the present invention, there is
provided a recessed portion that is provided in a specific shoe at
a circumferential position at which the recessed portion is not
overlapped, in a radial direction, with an abutment surface on
which a specific vane is abutted, and that includes a pair of side
surfaces substantially parallel to the abutment surface.
[0009] Moreover, according to another aspect, there is provided a
recessed portion that is provided in the specific shoe on a side
circumferentially opposite to the abutment surface with respect to
a bolt insertion hole.
Benefit of the Invention
[0010] By the present invention, it is possible to suppress the
deformation of the specific shoe.
BRIEF DESCRIPTION OF DRAWINGS
[0011] FIG. 1 is an exploded perspective view showing a valve
timing control device for an internal combustion engine according
to a first embodiment of the present invention.
[0012] FIG. 2 is a longitudinal sectional view showing the valve
timing control device of the internal combustion engine shown in
FIG. 1, and a view showing a hydraulic circuit for the valve timing
control device.
[0013] FIG. 3 is a front view showing a state where a front plate
of the valve timing control device of FIG. 1 is detached, and an
unlock state of a vane rotor.
[0014] FIG. 4 is a front view showing a state where a front plate
of the valve timing control device of FIG. 1 is detached, and a
lock state of the vane rotor.
[0015] FIG. 5 is an enlarged view which shows a main part of FIG.
4, and which is represented by omitting a sprocket from FIG. 4.
[0016] FIG. 6 is a view which corresponds to FIG. 5, and which
shows a first variation of the first embodiment of the present
invention.
[0017] FIG. 7 is a view which corresponds to FIG. 5, and which
shows a second variation of the first embodiment of the present
invention.
[0018] FIG. 8 is a view which corresponds to FIG. 5, and which
shows a second embodiment of the present invention.
DESCRIPTION OF EMBODIMENTS
[0019] Hereinafter, valve timing control devices for an internal
combustion engine according to embodiments of the present invention
are explained with reference to the drawings. Besides, in the
below-described embodiments, these devices are applied to a valve
actuating device on an intake side, similarly to the conventional
device. Moreover, for explanations, a left side of FIG. 2 is
defined as "front", and a right side of FIG. 2 is defined as
"rear".
[0020] [First Embodiment]
[0021] FIG. 1 to FIG. 5 show a valve timing control device for an
internal combustion engine according to a first embodiment of the
present invention. As shown in FIG. 1 and FIG. 2, this valve timing
control device is disposed between a sprocket 13 arranged to be
driven and rotated by a rotational force of a crank shaft (not
shown), and a cam shaft 2 arranged to be rotated relative to the
sprocket 13. The valve timing control device is arranged to be
actuated through a hydraulic pressure supply and discharge means 5,
and thereby to convert a relative rotational phase between the
sprocket 13 and the cam shaft 2.
[0022] In particular, the valve timing control device includes a
housing 10 which is integrally provided with the sprocket 13, and
which includes an inner circumference on which first to fourth
shoes S1 to S4 are provided to protrude from the inner
circumference; and a vane rotor 20 which is received radially
inside the housing 10 to be rotated relative to the housing 10, and
which includes an outer circumference on which four vanes (first to
fourth vanes V1 to V4) are provided to protrude from the outer
circumference. Each of the vanes V1 to V4 separate a
circumferential portion between two of the shoes S1 to S4, into a
pair of a retard angle operation chamber (hereinafter, abbreviated
to "retard angle chamber") Re and an advance angle operation
chamber (hereinafter, abbreviated to "advance angle chamber") Ad.
The hydraulic pressure supply and discharge means 5 selectively
supply the hydraulic pressure to these operation chambers Ad and Re
so as to control and actuate the valve timing control device.
[0023] The cam shaft 2 is rotatably supported by a bearing portion
3 provided to a cylinder head (not shown). The cam shaft 2 is
arranged to actuate and open an engine valve (intake valve) (not
shown) through a drive cam (not shown) provided on an outer
circumference portion of the cam shaft 2 at a predetermined
position. The cam shaft 2 is provided with a rotor connection
portion 2a which is provided at a front end portion of the cam
shaft 2, which confronts an inner circumference side of a rear end
portion of a cylindrical portion 17 (not shown), and which is
arranged to connect the cam shaft 2 and the vane rotor 20.
Moreover, the cam shaft 2 includes an internal screw portion 2b
which is formed on an inside of the rotor connection portion 2a in
an axial direction, and in which a cam bolt 4 for the connection
with the vane rotor 20 is screwed.
[0024] The housing 10 includes a cylindrical housing main body 11
including openings formed on both end sides in the axial direction
of the housing main body 11; a front plate 12 closing the front end
side opening of the housing main body 11; and the sprocket 13
constituting a rear plate closing the rear end side opening of the
housing main body 11. The housing main body 11, the front plate 12,
and the sprocket 13 are fixed by being tightened with each other by
a plurality of bolts 14 (four bolts in this embodiment).
[0025] The housing main body 11 is integrally formed from sintered
metal. The housing main body 11 includes the first to fourth shoes
S1 to S4 which are integrally provided on the inner circumference
surface at a substantially regular interval in a circumferential
direction to protrude in inward directions. Each of the first to
fourth shoes S1 to S4 has a substantially rectangular shape in a
plane view. Each of the first to fourth shoes S1 to S4 includes a
bolt insertion hole 11a which is formed on a base end side of the
each of the first to fourth shoes S1 to S4, through which one of
the bolts 14 is inserted for the fixation together with the
sprocket 13, and each of which penetrates through the each of the
first to fourth shoes S1 to S4 in the axial direction; and a seal
groove which is formed at a tip end side of the each of the first
to fourth shoes S1 to S4, and which is recessed along the axial
direction. A seal member 15 is mounted in each of the seal groove
of the first to fourth shoes S1 to S4. Each of the seal members has
a substantially rectangular shape.
[0026] Moreover, in the first to fourth shoes S1 to S4, the first
shoe S1 is a specific shoe on which the first vane V1 is abutted as
described later. The first shoe S1 includes an engagement groove 31
which is opened and formed on an outer circumference side of the
first shoe S1, and which is a recessed portion (groove portion)
arranged to be engaged with a positioning pin 19 (described later)
protruding from the sprocket 13, and thereby to position the
housing main body 11 and the sprocket 13 in the rotation
direction.
[0027] That is, as shown in FIG. 5 and so on, the engagement groove
31 is cut and formed to have a substantially linear (straight)
shape extending from a radially outer side of the housing main body
11 toward a radially inner side of the housing main body 11. The
engagement groove 31 has a two surface width (width across flats) W
between a pair of side surfaces 31a and 31a that are substantially
parallel with an abutment surface 30 which is abutted on the first
vane V1 in a lock state of the vane rotor 20 (described later).
With this, the engagement groove 31 positions the housing main body
11 and the sprocket 13 in the rotation direction through the
positioning pin 19. Moreover, the engagement groove 31 is provided
in a thick portion S1a of the first shoe S1 which is positioned at
a position opposite to the abutment surface 30 with respect to the
bolt insertion hole 11a in the circumferential direction, and which
has a relatively large s circumferential thickness. In this case,
the "substantially parallel" is preferable to be a range of
.+-.3.degree..
[0028] Moreover, the first shoe S1 is constituted so that the bolt
insertion hole 11a is positioned on an extension of a vertical line
(perpendicular line) with respect to the abutment surface 30, and
so that an axis of the bolt 14 inserted into the bolt insertion
hole 11a is positioned on the extension of the vertical line with
respect to the abutment surface 30. The first shoe S1 is
constructed so that the abutment surface 30 and the bolt 14 are
overlapped with each other in the circumferential direction of the
housing main body 11 when viewed in the axial direction of the
housing main body 11. That is, the first shoe S1 is constructed so
that the abutment surface 30 is positioned on an imaginary circle C
formed by a radial width of the shaft portion 14b of the bolt 14.
Moreover, the first shoe S1 is constructed so that a seat portion
of a head portion 14a of the bolt 14 and the seal member 15 are
overlapped with each other in the circumferential direction of the
housing main body 11 when viewed in the axial direction of the
housing main body 11, as shown in FIG. 3 and FIG. 4.
[0029] As shown in FIG. 1 and FIG. 2, the front plate 12 is made
from a metal into a circular plate shape. The front plate 12
includes a rotor insertion hole 12a which is formed at a
substantially center position to penetrate through the front plate
12, and into which a front end portion of the rotor main body 21
(described later) is inserted; and four bolt insertion holes 12b
which are formed on an outer circumference side at positions
corresponding to the bolt insertion holes 11a to penetrate through
the front plate 12, and into which the bolts 14 are inserted to fix
the front plate 12 to the sprocket 13.
[0030] The sprocket 13 which is the rear plate is integrally made
from the sintered metal. The sprocket 13 includes an end wall 16
which is formed at the front end portion, which has a flat shape,
and which is arranged to fix the housing main body 11 and the front
plate 12 together; a cylindrical portion 17 which has a hollow
shape, and which extends from a rear end surface of the sprocket 13
in the axial direction; and a plurality of teeth portions 18 which
protrude in radial directions on an outer circumference side of the
cylindrical portion 17, and which a timing chain (not shown) is
wound around and engaged with, so as to transmit the rotational
force of the crank shaft.
[0031] The end wall 16 includes a rotor insertion hole 13a which is
formed at a substantially central portion of the end wall 16 to
penetrate through the end wall 16, and through which a rear end
portion of the rotor main body 21 (described later) is inserted;
and internal screw holes 13b which are formed on an outer
circumference side of the end wall 16 at positions corresponding to
the bolt insertion holes 11a, and in which the external screw
portions 14c of the bolts 14 are screwed to fix the housing main
body 11 and the front plate 12, and the sprocket 13 together.
Besides, spaces for forming the internal screw holes 13b are
ensured by partially protruding an inner circumference side of the
teeth portions 18 to have large thicknesses.
[0032] Moreover, as shown in FIG. 1, FIG. 3, and FIG. 4, the end
wall 16 includes a matching mark 13c which is formed at a
predetermined circumferential position, and which is arranged to
match (align) phases of the sprocket 13 and the crank shaft through
the timing chain; and a pin holding hole 13d which is formed
radially inside the matching mark 13c, and which is arranged to
hold a positioning pin 19 being a raised portion that is inserted
into and engaged with the engagement groove 31 to match the phases
of the sprocket 13 and the housing main body 11. The positioning
pin 19 is fixed in the pin holding hole 13d by the press fit.
[0033] The vane rotor 20 is integrally made from a metal. The vane
rotor 20 includes the rotor main body 21 which is formed at a
central portion into a substantially cylindrical shape, and which
is arranged to be connected with the cam shaft 2 and the hydraulic
pressure supply and discharge means 5; and the first to fourth
vanes V1 to V4 which are formed on the outer circumference side of
the rotor main body 21 to protrude in the radial directions, and
which are arranged to achieve the separation between the retard
angle chambers Re and the advance angle chambers Ad.
[0034] As shown in FIG. 1 and FIG. 2, the rotor main body 21
includes a cylindrical portion 21a which has a substantially
cylindrical bottomed shape opened in the forward direction, and
which is arranged to supply and discharge the hydraulic pressure to
and from the operation chambers Ad and Re through the hydraulic
pressure supply and discharge means 5; and an end wall 21b which is
provided to close the rear end side of the cylindrical portion 21a,
and which is for the engagement of the vane rotor 20 by the cam
bolt 4.
[0035] The cylindrical portion 21a has the outer circumference side
which is arranged to be slidably abutted on the seal members 15
mounted in the shoes S1 to S4 so as to air-tightly seal each of the
operation chambers Ad and Re. Moreover, a passage constituting
member 56 (described later) is mounted in the inner circumference
side of the cylindrical portion 21a. The cylindrical portion 21a
includes retard angle side oil holes 23 and advance angle side oil
holes 24 which are formed inside the cylindrical portion 21a on the
both sides each of the vanes V1 to V4 in the circumferential
direction, and each of which penetrates through the cylindrical
portion 21a in the radial direction. The retard angle side oil
holes 23 are arranged to be connected to the retard angle chambers
Re. The advance angle side oil holes 24 are arranged to be
connected to the advance angle chambers Ad. With these, it is
possible to supply and discharge the hydraulic pressure through the
oil holes 23 and 24 to and from the operation chambers Ad and
Re.
[0036] The end wall 21b includes a bolt insertion hole 21c which is
formed at a substantially central portion, which is for the
engagement of the vane rotor 20 by the cam bolt 4, and which
penetrates through the end wall 21b in the axial direction. The
head portion of the cam bolt 4 inserted into the bolt insertion
hole 21c is seated on the front end surface of the end wall 21b.
With this, it is possible to engage the vane rotor 20 with the cam
shaft 2.
[0037] As shown in FIG. 1, FIG. 3, and FIG. 4, the vanes V1 to V4
are disposed, respectively, between the shoes S1 to S4. Each of the
vanes V1 to V4 includes the seal groove which is formed on a tip
end side of the each of the vanes V1 to V4, and which is recessed
along the axial direction. A seal member 22 is mounted in each of
the seal grooves of the vanes V1 to V4. Each of the seal members 22
has a substantially rectangular shape. The seal members 22 are
slidably abutted on the inner circumference surface of the housing
main body 11, so that each of the spaces between the shoes S1 to S4
are air-tightly separated into the pair of the hydraulic chambers
Ad and Re.
[0038] Moreover, in the vanes V1 to V4, the only first vane V1 is a
specific vane having large width shape having a circumferential
width larger than those of the other vanes V2 to V4. The first vane
V1 is abutted on the adjacent shoes S1 and S2 at the maximum
relative rotation of the vane rotor 20, so as to restrict further
rotation of the vane rotor 20. A known lock mechanism 40 is
received within the first vane V1. The lock mechanism 40 is
arranged to hold the phase of the vane rotor 20 in a state where
the first vane V1 is abutted on the abutment surface 30 at the stop
of the engine, as described later.
[0039] This lock mechanism 40 includes the lock pin 41 which has a
substantially cylindrical shape, which is slidably received within
a pin receiving hole 43 formed in the first vane V1 in the axial
direction to penetrate though the first vane V1, and which is
arranged to be engaged with an engagement hole 44 formed in the
sprocket 13 to restrict the relative movement between the vane
rotor 20 and the housing 10; and a spring 42 which is disposed
between the lock pin 41 and the front plate 12, and which is
arranged to urge the lock pin 41 toward the sprocket 13.
[0040] That is, when the positions of the lock pin 41 and the
engagement hole 44 are aligned with each other, the tip end portion
of the lock pin 41 is pressed into the engagement hole 44 by the
urging force of the spring 42, so as to restrict (lock) the
relative rotation between the housing 10 and the vane rotor 20. On
the other hand, the first vane V1 includes a connection groove 45
which is cut and formed on an inner side surface of the first vane
V1 (an end surface confronting the sprocket 13), and which is
arranged to connect the retard angle chamber Re and the engagement
hole 44. The hydraulic pressure is acted through the connection
groove 45 to the tip end side of the lock pin 41 within the
engagement hole 44, so that the lock pin 41 is pressed backward by
the hydraulic pressure so as to release the lock.
[0041] As shown in FIG. 2, the hydraulic pressure supply and
discharge means 5 is arranged to selectively supply the hydraulic
pressure to the operation chambers Ad and Re, or discharge the
hydraulic fluid within the operation chambers Ad and Re. The
hydraulic pressure supply and discharge means 5 includes a retard
angle side oil passage 51 connected to the retard angle side oil
holes 23; an advance angle side oil passage 52 connected to the
advance angle side oil holes 24; an oil pump 53 which is a
hydraulic pressure source arranged to supply the hydraulic pressure
through a known electromagnetic valve 55 to one of the oil passages
51 and 52; and a drain passage 54 connected through the
electromagnetic valve 55 to the other of the oil passages 51 and 52
which is not connected to the oil pump 53.
[0042] The retard angle side oil passage 51 and the advance angle
side oil passage 52 are arranged to be connected to the retard
angle side oil holes 23 and the advance angle side oil holes 24
through a passage constituting member 56 connected to the
cylindrical portion 21a of the vane rotor 20. The retard angle side
oil passage 51 is connected to the retard angle side oil holes 23
through a retard angle side connection passage 56a provided in the
passage constituting member 56 in the axial direction, and a
connection chamber 57 formed axially between the vane rotor 20 and
the passage constituting member 56. On the other hand, the advance
angle side oil passage 52 is connected to the advance angle side
oil holes 24 through an advance angle side connection passage 56b
provided in the passage constituting member 56 in the axial
direction to be parallel to the retard angle side connection
passage 56a, and an annular groove 56c provided an outer
circumference side of a tip end portion of the passage constituting
member 56.
[0043] The passage constituting member 56 includes a plurality of
annular grooves cut and formed on the outer circumference side of
the passage constituting member 56 in the circumferential
direction. Annular seal members 58 are mounted, respectively, in
the annular grooves. The seal members 58 are slidably abutted on
the inner circumference surface of the cylindrical portion 21a, so
as to seal between the connection chamber 57 and the annular
grooves 56c.
[0044] The electromagnetic valve 55 is a two-way switching valve.
The electromagnetic valve 55 is arranged to selectively switch and
control the connection between the oil passages 51 and 52, and the
oil pump 53 and the drain passage 54, by a control signal outputted
from an electric control unit (ECU) (not shown) based on detection
results of various sensors mounted on the vehicle.
[0045] Hereinafter, characteristic operations of the valve timing
control device for the internal combustion engine according to the
present invention are explained based on FIG. 3 and FIG. 4.
[0046] In the valve timing control device, when the engine is
stopped, the vane rotor 20 which is not abutted on the abutment
surface 30 as shown in FIG. 3 is pivoted toward the maximum retard
angle side by alternating torque transmitted through the cam shaft
2. As shown in FIG. 4, the first vane V1 is abutted on the abutment
surface 30 of the first shoe S1. Moreover, the lock pin 41 is
engaged with the engagement hole 44, so that the vane rotor 20 and
the housing 10 rotate as a unit with each other in the maximum
retard angle phase.
[0047] Accordingly, at the assembly operation of the valve timing
control device, the phases of the housing main body 11 and the
sprocket 13 of the housing 10 in the rotation direction are matched
(aligned) based on the phase of the lock state, that is, the phase
in which the first vane V1 is abutted on the abutment surface
30.
[0048] In the conventional device, the engagement groove with which
the positioning pin 19 is engaged for the phase adjustment is
provided on the base end side (the outer circumference side) of the
first shoe S1, adjacent to the abutment surface 30, as described
above. The abutment area of the first shoes S1 with respect to the
first vane V1 is abraded (restricted) due to the formation of the
engagement groove. Accordingly, the contact surface pressure of the
abutment surface 30 with respect to the first vane V1 becomes
excessively large, so that the first shoe S1 may be deformed.
[0049] Moreover, the conventional engagement groove is formed on
the base end side of the first shoe S1 in the radial direction of
the housing main body 11 which is not parallel to the abutment
surface 30. Accordingly, the vane rotor 20 is moved along the
engagement groove in accordance with the centering of the vane
rotor 20 with respect to the housing main body 11 (the housing 10).
Consequently, the vane rotor 20 is apart from the abutment surface
30, so that it is difficult to attain the appropriate
positioning.
[0050] On the other hand, in the valve timing control device
according to this embodiment, the engagement groove 31 is formed in
the first shoe S1 at the circumferential positon at which the
engagement groove 31 is not overlapped with the abutment surface 30
of the first shoe S1 with respect to the first vane V1. The
engagement groove 31 has the pair of the side surfaces 31a and 31a
which are parallel to the abutment surface 30. Besides, "the
circumferential position at which the engagement groove 31 is not
overlapped with the abutment surface 30" is a position at which the
abutment surface 30 and the engagement groove 31 are not overlapped
with each other in the radial direction of the housing main body
11.
[0051] In this way, the engagement groove 31 is provided at the
circumferential position at which the engagement groove 31 is not
overlapped with the abutment surface 30. Accordingly, the abutment
area of the abutment surface 30 with respect to the first vane V1
is not abraded (restricted) by the engagement groove 31. That is,
it is possible to sufficiently ensure the abutment area of the
abutment surface 30 with the first vane V1. Accordingly, it is
possible to decrease the abutment surface pressure of the abutment
surface 30 with the first vane V1, and thereby to suppress the
deformation of the first shoe S1.
[0052] The pair of the side surfaces 31a and 31a of the engagement
groove 31 are formed to be parallel to the abutment surface 30.
Accordingly, at the centering of the vane rotor 20 with respect to
the housing main body 11 (when the center of the vane rotor 20 is
aligned to the center of the housing main body 11), it is possible
to move the vane rotor 20 along the abutment surface 30 in parallel
with the abutment surface 30 to maintain the abutment state with
the abutment surface 30. That is, at the centering of the vane
rotor 20 with respect to the housing main body 11, the vane rotor
20 is not apart from the abutment surface 30. Consequently, it is
possible to perform the appropriate phase alignment between the
housing main body 11 and the sprocket 13.
[0053] As described above, in the valve timing control device for
the internal combustion engine according to this embodiment, the
engagement groove 31 has the two surface width (width across flats)
W constituted by the pair of the side surfaces 31a and 31a which
are parallel to the abutment surface 30. The engagement groove 31
is provided in the circumferential direction so as not to be
overlapped with the abutment surface 30. With this, it is possible
to decrease the abutment surface pressure of the abutment surface
30 with the first vane V1, and to suppress the deformation of the
first shoe S1. Moreover, it is possible to suppress the position
deviation of the vane rotor 20 with respect to the housing 10 in
the circumferential direction, and to improve the assembly accuracy
of the device.
[0054] Besides, in this embodiment, the engagement groove 31 is
exemplified as the recessed portion according to the present
invention, as shown in FIG. 5. This engagement groove 31 is cut and
formed on the outer circumference side of the housing main body 11
into the groove shape from the radially outer side toward the
radially inner side. However, the recessed portion according to the
present invention is not limited to this groove shape.
[0055] That is, the recessed portion according to the present
invention has any shapes as long as the recessed shape has the two
surface width W constituted by the pair of the side surfaces 31a
and 31a which are parallel to the abutment surface 30. For example,
the recessed portion may be, for example, through holes 32 and 33
penetrating in the axial direction as shown in FIG. 6 and FIG. 7,
in addition to the groove shape. In this shape, the recessed
portion has the two surface width W which are parallel to the
abutment surface 30, so that it is possible to attain the specific
functions and operations in the present invention, as described
above.
[0056] Moreover, in this embodiment, the engagement groove 31 is
disposed in the first shoe S1 on a side circumferentially opposite
to the abutment surface 30 with respect to the bolt insertion hole
11a. Accordingly, it is possible to position the abutment surface
30 and the bolt insertion hole 11a (the bolt 14) closer to each
other, and to improve the rigidity of the first shoe S1. Therefore,
it is possible to suppress the generation of the position deviation
of the first shoe S1 at the abutment of the first vane V1.
[0057] Moreover, in this embodiment, the seal members 15 slidably
abutted on the vane rotor 20 are provided in the shoes S1 to S4 at
the radially inner portions of the housing main body 11. The seal
member 15 provided in the first shoe S1 is provided on a side
circumferentially opposite to the abutment surface 30 with respect
to the bolt insertion hole 11a. In this way, the seal member 15 of
the first shoe S1 is disposed to be further away from the abutment
surface 30. With this, it is also possible to position the abutment
surface 30 and the bolt insertion hole 11a (the bolt 14) closer to
each other, and to improve the rigidity of the first shoe S1.
Therefore, it is possible to suppress the generation of the
position deviation of the first shoe S1 at the abutment of the
first vane V1.
[0058] Moreover, in this case, the seal member 15 provided to the
first shoe S1 is constituted (formed) to be overlapped with the
seat surface of the head portion 14a of the bolt 14 in the radial
direction of the housing main body 11. By this construction, it is
possible to further decrease the radial size of the housing main
body 11, and to decrease the size of the device.
[0059] Furthermore, in this embodiment, the abutment surface 30 and
the bolt 14 are overlapped with each other in the radial direction
of the housing main body 11. By this construction, it is possible
to increase the radial range of the abutment surface 30, and to
suppress the generation of the position deviation of the first shoe
S1 at the abutment of the first vane V1.
[0060] Moreover, in this case, in this embodiment, the bolt
insertion hole 11a is positioned on the extension of the vertical
line P with respect to the abutment surface 30. By this
construction, it is possible to increase the radial range of the
abutment surface 30, and to suppress the generation of the position
deviation of the first shoe S1 at the abutment of the first vane
V1.
[0061] In addition, the axis of the bolt 14 is positioned on the
extension of the vertical line P with respect to the abutment
surface 30. By this configuration, it is possible to improve the
rigidity of the first she S1, and to suppress the generation of the
position deviation of the first shoe S1 at the abutment of the
first vane V1.
[0062] [Second Embodiment]
[0063] FIG. 8 shows a valve timing control device according to a
second embodiment of the present invention. In this embodiment, a
disposition of the engagement groove 31 is varied from that in the
first embodiment. Besides, the basic configurations other than this
variation is identical to those in the first embodiment.
Accordingly, the same configurations as the first embodiment have
the same symbols. Those explanations are omitted.
[0064] That is, in the valve timing control device according to
this embodiment, the engagement groove 31 is provided in the first
shoe S1 circumferentially between the bolt insertion hole 11a and
the abutment surface 30 which is the abutment surface with the
first vane V1. Besides, in this embodiment, the only disposition of
the engagement groove 31 is merely varied. The concrete
configuration of the engagement groove 31 is identical to that in
the first embodiment.
[0065] By this configuration, in the valve timing control device
according to this embodiment, in particular, the engagement groove
31 is provided circumferentially between the abutment surface 30
and the bolt insertion hole 11a. With this, it is possible to
dispose the abutment groove 31 arranged to adjust the phases of the
housing main body 11 and the sprocket 13, closer to the abutment
surface 30, in addition to the same effects as those of the first
embodiment. Accordingly, it is possible to further improve the
positioning accuracy of the abutment surface 30.
[0066] The present invention is not limited to the above-described
configuration. The configuration may be freely varied in accordance
with the specification, the cost and so on of the applied object as
long as it is a configuration to attain the above-described
operations and effects of the present invention. For example, the
present invention is applicable to a configuration in which the
housing main body 11 is formed into a bottomed cylindrical shape,
and in which only one of the front plate 12 and the rear plate
(sprocket) 13 is provided.
[0067] For example, below-described aspects are conceivable as the
valve timing control device for the internal combustion engine
according to the above-described embodiments.
[0068] That is, a valve timing control device for an internal
combustion engine according to one aspect, the valve timing control
device including: a housing main body which has a cylindrical shape
having openings formed on both end sides in an axial direction, and
which includes a plurality of shoes formed on an inner
circumference side of the housing main body to protrude from the
inner circumference side; a vane rotor which is fixed on a cam
shaft, which is received within the housing main body, which is
arranged to be rotated relative to the housing main body, and which
includes a plurality of vanes each separating a portion between the
shoes to an advance angle operation chamber and a retard angle
operation chamber; a pair of plate members closing the both end
side openings of the housing main body; a plurality of bolts
arranged to fix the housing main body and the pair of the plate
members together through bolt insertion holes formed in the shoes
to penetrate the shoes; a specific vane of the vanes which has a
circumferential width larger than circumferential widths of the
other vanes; a specific shoe of the shoes which includes an
abutment surface on which one circumferential side surface of the
specific vane is abutted; a recessed portion which is formed in the
specific shoe at a predetermined circumferential position at which
the recessed portion is not overlapped with the abutment surface of
the specific shoe in a radial direction of the housing main body,
and which includes a pair of side surfaces that are substantially
parallel to the abutment surface; and a raised portion which is
provided to at least one of the pair of the plate members, and
which is arranged to be engaged with the recessed portion.
[0069] In the valve timing control device according to a preferable
aspect, the recessed portion is formed in the specific shoe on a
side circumferentially opposite to the abutment surface with
respect to the bolt insertion hole.
[0070] In the valve timing control device according to another
preferable aspect, the recessed portion is a groove portion which
is formed by cutting the housing main body from a radially outer
side to a radially inner side.
[0071] In the valve timing control device according to still
another preferable aspect, the recessed portion is a through hole
penetrating through the housing main body in the axial
direction.
[0072] In the valve timing control device according to still
another preferable aspect, each of the plurality of the shoes
includes a seal member which is located on a radially inner side of
the housing main body, and which is slidably abutted on the vane
rotor; and the seal member of the specific shoe of the plurality of
the seal members is provided on a side circumferentially opposite
to the abutment surface with respect to the bolt insertion
hole.
[0073] In the valve timing control device according to still
another preferable aspect, the seal member and a seat surface of a
head portion of the bolt are overlapped with each other in the
radial direction of the housing main body.
[0074] In the valve timing control device according to still
another preferable aspect, the recessed portion is provided in the
specific shoe between the abutment surface and the bolt insertion
hole in the circumferential direction.
[0075] In the valve timing control device according to still
another preferable aspect, the abutment surface and the bolts are
overlapped with each other in the radial direction of the housing
main body.
[0076] In the valve timing control device according to still
another preferable aspect, the bolt insertion hole is positioned on
an extension of a vertical line with respect to the abutment
surface.
[0077] In the valve timing control device according to still
another preferable aspect, an axis of the bolt is positioned on the
extension of the vertical line with respect to the abutment
surface.
[0078] In the valve timing control device according to still
another preferable aspect, the specific vane includes a through
hole penetrating through the specific vane in the axial direction,
a lock member slidably received within the through hole, and an
urging member arranged to urge the lock member toward one side of
the axial direction; and one of the pair of the plate members
includes a lock recessed portion in which the lock member is
inserted and engaged.
[0079] In the valve timing control device according to still
another preferable aspect, the lock member is inserted and engaged
in the lock recessed portion in a state where a phase of the vane
rotor relative to the housing main body is a maximum retard angle
or a maximum advance angle.
[0080] In the valve timing control device according to still
another preferable aspect, the abutment surface is abutted on the
specific vane in a state where the lock member is inserted and
engaged in the lock recessed portion.
[0081] Moreover, in another point of view, a valve timing control
device for an internal combustion engine according to one aspect,
the valve timing control device including: a housing main body
which has a cylindrical shape having at least an opening formed on
one end side in an axial direction, and which includes a plurality
of shoes formed on an inner circumference side of the housing main
body to protrude from the inner circumference side; a vane rotor
which is fixed on a cam shaft, which is received within the housing
main body, which is arranged to be rotated relative to the housing
main body, and which includes a plurality of vanes each separating
a portion between the shoes to an advance angle operation chamber
and a retard angle operation chamber; a plate member closing the
opening of the housing main body; a plurality of bolts arranged to
fix the housing main body and the pair of plate members together
through bolt insertion holes formed in the shoes to penetrate the
shoes; a lock mechanism including; a through hole formed in a
specific vane of the vanes to penetrate through the specific vane,
a lock member slidably received within the through hole, a lock
recessed portion in which the lock member is engaged, and an urging
member received within the through hole, and arranged to urge the
lock member toward the lock recessed portion, the lock mechanism
being arranged to restrict a relative rotation between the housing
main body and the vane rotor by the engagement of the lock member
with the lock recessed portion, a recessed portion formed in a
specific shoe of the plurality of the shoes that includes an
abutment surface on which the specific vane is abutted in a state
where the lock member is inserted and engaged in the lock recessed
portion, and provided on a side circumferentially opposite to the
abutment surface with respect to the bolt insertion hole; and a
raised portion which is provided to the plate member, and which is
arranged to be engaged with the recessed portion.
[0082] In the valve timing control device according to a preferable
aspect, the recessed portion includes a pair of side surfaces that
are substantially parallel to the abutment surface.
[0083] In the valve timing control device according to another
preferable aspect, each of the plurality of the shoes includes a
seal member which is located on a radially inner side of the
housing main body, and which is slidably abutted on the vane rotor;
and the seal member of the specific shoe of the plurality of the
seal members is provided on a side circumferentially opposite to
the abutment surface with respect to the bolt insertion hole.
[0084] In the valve timing control device according to still
another preferable aspect, the abutment surface and the bolts are
overlapped with each other in the radial direction of the housing
main body.
* * * * *