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.

Description

TECHNICAL FIELD

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

A below-described patent document 1 is known as a conventional valve timing control device.

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.

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

Japanese Patent Application Publication No. 2013-2372

SUMMARY OF THE INVENTION

Problems Which the Invention is Intended to Solve

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.

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

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.

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

By the present invention, it is possible to suppress the deformation of the specific shoe.

BRIEF DESCRIPTION OF DRAWINGS

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.

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.

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.

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.

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.

FIG. 6 is a view which corresponds to FIG. 5, and which shows a first variation of the first embodiment of the present invention.

FIG. 7 is a view which corresponds to FIG. 5, and which shows a second variation of the first embodiment of the present invention.

FIG. 8 is a view which corresponds to FIG. 5, and which shows a second embodiment of the present invention.

DESCRIPTION OF EMBODIMENTS

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”.

[First Embodiment]

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.

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.

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.

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).

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.

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.

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°.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

[Second Embodiment]

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.

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.

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.

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.

For example, below-described aspects are conceivable as the valve timing control device for the internal combustion engine according to the above-described embodiments.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.