Abstract: A variable intake- and/or exhaust-valve timing control system for an internal combustion engine comprises a cam sprocket having a driven connection with an engine crankshaft, a camshaft, a ring gear provided between the camshaft and the cam sprocket for adjusting a relative phase angle between the cam sprocket and the camshaft, and a ring gear drive mechanism for drivingly controlling the ring gear via fluid pressure created by an engine oil pump, depending upon the operating state of the engine. The drive mechanism includes a subsidiary oil pump for supplying a fluid pressure greater than a designated pressure level to the ring gear, during low engine speed and high engine load.

Abstract: A valve opening and closing timing control apparatus is disclosed, which includes an engine including a cam shaft and a crank shaft, a first sensor adapted for detecting rotary positions of the cam shaft, a second sensor adapted for detecting rotary positions of the crank shaft, a hydraulic pump driven by the crank shaft, a rotary phase varying means disposed on the cam shaft and adapted for varying rotary phases of the cam shaft, a hydraulic line connecting the hydraulic pump and the rotary phase varying means, an accumulator and a hydraulic control means, each disposed in the hydraulic line, an electronic control means adapted for controlling the hydraulic means and receiving output signals which are output by the first sensor and the second sensor at least, thereby operating the rotary phase varying means with the hydraulic control means under linear control.

Abstract: Devices (10,110,150,200 and 250) include roller clutches for controlling rotational phase change of a camshaft between full advance and full retard positions and positions therebetween. Each of the devices includes sets of selectively operative rollers such as a set of rollers (36) for preventing phase retard and a set of rollers (34) for preventing phase advance. Devices (10,110,150 and 200) have pairs of rollers 36,34 acted on respectively by ramp surfaces (32d,32c) defined by a common flat surface. An annular member (32) defining ramp surface (32d,32c) is mounted with free play relative to an axis of the camshaft. Device (110) includes a splitter spring (112). Devices 150 and 200 include internal actuators (152,202).

Abstract: A valve timing control system includes of a cylindrical sprocket driven through a timing chain by a crankshaft of the engine. An arm is fixed to one end section of the camshaft and located inside the sprocket in a manner to extend generally diametrically. First and second plungers are slidably disposed respectively in first and second cylindrical bores formed in the sprocket. A hydraulic pressure chamber is defined between the bottom portion of each plunger and the bottom wall of the cylindrical bore so as to be supplied with a hydraulic pressure from a hydraulic pressure source. Each plunger is projectable toward the arm upon supply of the hydraulic pressure to the corresponding hydraulic pressure chamber thereby to cause the arm to rotate relative to the sprocket. Projections of the first and second plungers induce the rotational movements of the arm in opposite directions relative to the sprocket, respectively.

Abstract: A phase change device of the type wherein an axially displaceable advancing plate drivingly interconnects input and output members through angled or helical, surfaces formed on interfacing portions of the input and output members. In accordance with the invention a plurality of balls of the type used in antifriction bearings are carried by the advancing plate and the interfacing portions of the input and output members are formed as angled or helical grooves in which said balls are received.

Abstract: A camshaft (26) has a vane (60) secured to an end thereof for non-oscillag rotation therewith. The camshaft also carries a sprocket (32) which can rotate with the camshaft but which is oscillatable with respect to the camshaft. The vane has opposed lobes 60a, 60b) which are received in opposed recesses (32a, 32b), respectively, of the sprocket. The recesses have greater circumferential extent than the lobes to permit the vane and sprocket to oscillate with respect to one another, and thereby permit the camshaft to change in phase relative to a crankshaft whose phase relative to the sprocket is fixed by virtue of a chain drive extending therebetween. The camshaft experiences pulses during its normal operation, and these pulses are used to change its phase with respect to the crankshaft.

Abstract: A rotational phase difference adjusting device for adjusting a rotational phase difference between a first rotational member and a second rotational member, comprises, an input member connected to the first rotational member to be rotated thereby, an output member arranged coaxially with the input member and connected to the second rotational member to rotate it, a differential device for connecting the input member to the output member to be rotated thereby and for generating a difference in rotation between the input member and the output member, and a damping device including a viscous fluid which is arranged between the input member and the output member so that a vibration of a relative movement between the input member and the output member is absorbed by a viscosity of the viscous fluid, and including a sealing device for holding the viscous fluid between the input member and the output member against a slide movement of the sealing device between the input member and the output member, wherein the sli

Abstract: A drive arrangement for a camshaft (3) of an internal combustion engine is fitted with a facility for rotating the camshaft (3) relatively to a coaxial drive wheel (5) having a switching component (6), which interacts via a spur toothing (7) with the drive wheel (5) and via a helical gearing (8) with the camshaft (3) and can be axially shifted by a servo motor (13). The servo motor (13) is disposed at the end of the camshaft averted from the drive wheel (5). This prevents the axial length of the internal combustion engine from being extended beyond the drive wheel (5) by the servo motor.

Abstract: An apparatus for controlling a valve timing in an internal combustion engine. A timing piston 7 is in splined engagement with both a camshaft sleeve connected to the camshaft 1 and a pulley sleeve connected to the timing pulley. The timing piston 7 is connected, via a ball bearing unit 8, to a screw nut 9 of a ball screw mechanism. The bearing unit 8 is connected to the nut 9, with a clearance C. A disk spring 20, via a spacer 21, urges the inner race 8a of the bearing 8 so that it abuts against a washer 23 an a snap ring 22 on the screw shaft 9. As a result, the screw shaft 9 is connected to the timing piston 7 so that the axial movement from the shaft 9 is transmitted to the piston 7, while the piston 7 is rotating on the shaft 9, and a slight radial relative movement is allowed between the screw shaft 9 and the piston 7 without generating any play in the axial movement. An oil passageway is formed for lubricating the ball nut mechanism.

Abstract: A camshaft (126) has a vane (160) secured to an end thereof for non-osciling rotation therewith. The camshaft also carries a sprocket (132) which can rotate with the camshaft but which is oscillatable with respect to the camshaft. The vane has opposed lobes (160a, 160b) which are received in opposed recesses (132a, 132b), respectively, of the sprocket. The recesses have greater circumferential extent than the lobes to permit the vane and sprocket to oscillate with respect to one another, and thereby permit the camshaft to change in phase relative to a crankshaft whose phase relative to the sprocket is fixed by virtue of a chain drive extending therebetween.

Abstract: An intake- and/or exhaust-valve timing control system for an internal combustion engine comprises a ring gear disposed between a rotating member having a driven connection with an engine crankshaft and a camshaft for changing a relative phase angle between the rotating member and the camshaft so as to control intake- and/or exhaust-valve timing of the engine depending on the operating state of the engine. The valve control system includes at least one pair of friction surfaces for creating friction torque between the rotating member and the camshaft so as to suppress a rapid change in relative rotational speed of the camshaft to the rotating member, and a spring for biasing one of the frictional surfaces to the other.

Abstract: A camshaft (126) has a vane (160) secured to an end thereof for non-osciling rotation therewith. The vane has opposed lobes (160a/160b) which are received in opposed recesses (132a/132b) respectively, of a sprocket (132) which is oscillatingly journalled on the camshaft. The recesses have greater circumferential extent than the lobes to permit the vane and sprocket to oscillate with respect to one another, and thereby permit the camshaft to change in phase relative to a crankshaft whose phase relative to the sprocket is fixed by virtue of a timing belt drive extending therebetween. The camshaft experiences torque reversals as it rotates due to valve follower force on cam lobes attached to the camshaft, and such torque reversals are partly counteracted by a flywheel (144) fixedly attached to the camshaft.

Abstract: A valve timing control system for an internal combustion engine is provided. This system includes a sprocket assembly in driven connection with a crankshaft of the engine, a camshaft assembly disposing cams for opening and closing intake- and/or exhaust valves, and a ring gear assembly functioning as a piston slidably disposed between the sprocket assembly and the camshaft assembly for modifying a phase angle relation between the sprocket assembly and the camshaft assembly. The system further includes first and second pressure chambers for exerting fluid pressure on the ring gear assembly to be displaced over a range of first, second, and third positions which correspond to phase angle relations respectively suitable for low, intermediate, and high engine load levels.

Abstract: A valve timing control system for an internal combustion engine includes a hollow sprocket rotatably supported on a camshaft, and a rotary member housed within the sprocket and rigidly connected to the camshaft for rotation therewith. The rotary member has a pair of radially extending portions, on which a pair of gears are rotatably supported. The sprocket has an internal toothed circumference which is engageable with the gears to cause the gears to rotate in accordance with rotation of the sprocket for causing relative angular displacement of the rotary member to the sprocket. The valve timing control system further includes a pair of stopper pins for regulating relative angular displacement of the intermediate rotary member to the sprocket within a predetermined maximum range, and a clutch mechanism for restricting rotation of the gears.

Abstract: A valve timing control system includes a timing sprocket, a camshaft, a sleeve secured to the camshaft and accomodated within the timing sprocket. A helical piston assembly and a floating piston are movably disposed in an annular space between the timing sprocket and the sleeve. An end plug is disposed at one end of the timing sprocket to close one end of the annular space. First and second chambers are defined between the floating piston and the end plug and between the floating piston and the helical piston assembly, respectively. A valve spool is operatively connected to an actuator and movably disposed in the sleeve. The valve spool moves among first, second and third positions. At the first position, the first and second chambers are drained. At the second position, the first chamber is communicated with a hydraulic fluid pump and the second chamber is drained. At the third position, the first and second chambers are communicated with the hydraulic fluid pump.

Abstract: A valve timing control apparatus comprises a rotary member drivingly connected to the crankshaft for rotation with rotation of the crankshaft, and a drive mechanism for transmitting rotation of the rotary member to the camshaft. The drive mechanism includes a piston member provided for reciprocation to rotate the camshaft with respect to the rotary member. The piston member has a pressure chamber formed therein. The piston member is urged resiliently in a first direction. The piston member is movable in a second direction opposite to the first direction in response to a pressure introduced into the pressure chamber. The valve timing control apparatus also includes first and second conduit. The first conduit has a first outlet for connection to the pressure chamber. The second conduit has a second outlet for connection to the pressure chamber. The second outlet is spaced away from the first outlet in the first direction of movement of the piston member.

Abstract: A valve timing control system of an internal combustion engine having a camshaft for operating intake or exhaust valves. The valve timing control system is comprised of a cylindrical sprocket driven through a timing chain by a crankshaft of the engine. An arm is fixed to one end of the camshaft and located inside the sprocket in a manner to extend generally diametrically. An annular piston is movably disposed coaxially with the camshaft and inside the sprocket to define an oil pressure chamber. The piston is moved axially by controlling the oil pressure to be supplied to the oil pressure chamber, in accordance with an engine operating condition. At least three sliders are supported to the piston to move with the piston. Each slider has an inclined face which is in slidable contact with a side face of the arm. This inclined surface is adapted to push the arm to rotate around the axis of the camshaft when each slider is moved axially upon the axial movement of the piston.

Abstract: A valve driving mechanism for a double overhead camshaft engine includes a camshaft drive mechanism, including a camshaft sprocket for transmitting engine output from a crankshaft of the engine to one of intake and exhaust camshafts. A valve timing varying mechanism is driven so as to vary a valve timing of, for example, a set of intake valves relative to a valve timing of a set of exhaust valves. The valve timing varying mechanism includes a first helical gear, mounted on the exhaust camshaft for rotation, a second helical gear, in mesh with the first helical gear, which is rigidly secured to the intake camshaft, and a cylindrical sliding element, mounted on the exhaust camshaft for axial displacement. The cylindrical sliding element operationally couples the exhaust camshaft to the camshaft drive mechanism so as to cause a relative rotational displacement therebetween when the cylindrical sliding element undergoes axial displacement with respect to the exhaust camshaft.

Abstract: This invention, relates to direct acting valve timing-varying gear devices, which is used to change the opening and closing times of valves of an internal combustion engine. The preferred embodiment is comprised of an outer gear means in which there is a hub means having a circular periphery in rotatable sliding contact therewith and there is a plurality of phasing weights slidably disposed therein. Each of said weights having a phasing profile thereon which slideably interacts with the trailing edge of a cavity within said gear means and against the reactive side of a corresponding cavity within said hub means. Said weights respond to centrifugal force exerted thereon and by collective cooperation with said gear and hub means, said force overcomes the natural resistive torque of the camshaft thereby causing said hub to advance relative to said outer gear means.

Abstract: A valve timing control apparatus for use in an internal combustion engine having a crankshaft driven by the engine and a camshaft adapted to drive at least one valve. The control apparatus comprises a rotary member drivingly connected to the crankshaft for rotation with rotation of the crankshaft. A desired angular position of the camshaft with respect to the rotary member is calculated based upon engine operating conditions. The rotary member is coupled to the camshaft through a coupling mechanism which sets the camshaft at the desired angular position with respect to the rotary member. The coupling mechanism makes this angular position setting in response to torque changes in the camshaft.

Abstract: Devices (10,110,150,200 and 250) include roller clutches for controlling rotational phase change of a camshaft between full advance and full retard positions and positions therebetween. Each of the devices includes sets of selectively operative rollers such as a set of rollers (36) for preventing phase retard and a set of rollers (34) for preventing phase advance. Devices (10,110,150 and 200) have pairs of rollers 36,34 acted on respectively by ramp surfaces (32d,32c) defined by a common flat surface. An annular member (32) defining ramp surface (32d,32c) is mounted with free play relative to an axis of the camshaft. Device (110) includes a splitter spring (112). Devices 150 and 200 include internal actuators (152,202).

Abstract: A phase change device of the type wherein a phase change is effected between an input member and an output member in response to the axial movement of an advancing element interconnecting the input member and the output member, and wherein such axial movement is effected by retarding the rotation of a drum member engaged with the advancing element. A grooved thread is formed in the drum member, and a plurality of balls carried in slots formed in the output member are received in the thread and in helical grooves formed in the input member to effect the relative rotation between the input and output members as the balls advance axially along the thread in response to retardation of the drum member.

Abstract: Devices (10,110,150,200 and 250) include roller clutches for controlling rotational phase change of a camshaft between full advance and full retard positions and positions therebetween. Each of the devices includes sets of selectively operative rollers such as a set of rollers (36) for preventing phase retard and a set of rollers (34) for preventing phase advance. Devices (10,110,150 and 200) have pairs of rollers 36,34 acted on respectively by ramp surfaces (32d,32c) defined by a common flat surface. An annular member (32) defining ramp surface (32d,32c) is mounted with free play relative to an axis of the camshaft. Device (110) includes a splitter spring (112). Devices 150 and 200 include internal actuators (152,202).

Abstract: A camshaft (126) has a vane (160) secured to an end thereof for non-osciling rotation therewith. The camshaft tends to change in reaction to pulses which it experiences during its normal operation, and it is permitted to change only in a given direction, either to advance or retard, by selectively blocking or permitting the flow of hydraulic fluid, preferably engine oil, through the return lines (194, 196) from the recesses by controlling the position of a spool (200) within a valve body (198) of a control valve in response to a signal indicative of an engine operating condition from an engine control unit (208).

Abstract: Devices (10,110,150,200 and 250) include roller clutches for controlling rotational phase change of a camshaft between full advance and full retard positions and positions therebetween. Each of the devices includes sets of selectively operative rollers such as a set of rollers (36) for preventing phase retard and a set of rollers (34) for preventing phase advance. Devices (10,110,150 and 200) have pairs of rollers 36,34 acted on respectively by ramp surfaces (32d,32c) defined by a common flat surface. An annular member (32) defining ramp surface (32d,32c) is mounted with free play relative to an axis of the camshaft. Device (110) includes a splitter spring (112). Devices 150 and 200 include internal actuators (152,202).

Abstract: A valve opening and closing timing control apparatus is disclosed, which includes an engine including a cam shaft and a crank shaft, a first sensor adapted for detecting rotary positions of the cam shaft, a second sensor adapted for detecting rotary positions of the crank shaft, a first hydraulic pump and a second hydraulic pump driven by the crank shaft, a hydraulic pressure switching valve disposed between a discharge port of the first hydraulic pump and a discharge port of the second hydraulic pump and communicating therewith, a rotary phase varying device disposed on the cam shaft and adapted for varying rotary phases of the cam shaft, a hydraulic line connecting the hydraulic pump and the rotary phase varying device, a hydraulic control device disposed iin the hydraulic line, and an electronic control device adapted for controlling the hydraulic device and receiving output signals which are output by the first sensor and the second sensor at least, thereby operating the rotary phase varying device with t

Abstract: An arrangement for changing the relative rotating position of shafts in an internal-combustion engine has a camshaft, which can be rotated with respect to a shaft driving it, that has a phase converter with a piston which is acted upon hydraulically on both sides. The sprocket wheel driving the camshaft has an external toothing. A toothing, which is connected with the camshaft via a hollow shaft, is constructed as an internal toothing. Corresponding toothings of the piston engage in both toothings. In the camshaft, an axial recess is arranged in which an inserted pipe separates two spaces from one another. An on/off valve fed from the oil circulating system, in one position, via one of the spaces, supplies the piston with oil pressure so that it is axially shifted into a first end position and, in the process, turns the camshaft. In a second position, the piston is axially pushed back by the second space with oil pressure.

Abstract: A continuously variable valve timing control system comprises a camshaft, a timing sprocket, and a helical sleeve disposed between the camshaft and the timing sprocket to provide a drive connection therebetween. The helical sleeve is axially movable between two limit axial positions to vary a phase between the camshaft and timing sprocket. An instantaneous axial position of the helical sleeve is detected. A split, coned sleeve holds a motion sensing rod for restraining the helical sleeve moving in both axial directions when the instantaneous axial position detected reaches a new axial position.

Abstract: A variable camshaft phaser (VCP) has lash take up drive piston assemblies with inner and outer helical splines for phase changing and return springs mounted in pockets in the pistons to shorten overall length for a compact unit and also relieve lash take-up friction on the piston return strokes. Numerous other features are included. A three-way feed-discharge valve limits oil flow to that necessary to operate the drive pistons for phasing.

Abstract: A valve timing control apparatus for use in an internal combustion engine having a crankshaft driven by the engine and a camshaft adapted to drive at least one valve. The valve timing control apparatus comprises a rotary member drivingly connected to the crankshaft for rotation with rotation of the crankshaft, and a coupling mechanism for coupling the rotary member to the camshaft to transmit rotation of the rotary member to the camshaft. The rotary member has at least one rotary disc rotatably supported thereon, the rotary disc having a peripheral surface. A pair of friction members is provided on the opposite sides of the rotary member.

Abstract: A combination bearing and apparatus for maintaining the relative axial location of the input and output members of a camshaft phase change device. Peripheral grooves are formed in the members to receive a plurality of balls which support the input member for rotation on the output member. Radial slots are formed in the output member for insertion of the balls, and the angular position of the balls is maintained by fingers formed on a retention member which has spoke members received in the slots, and which is held in engagement with the output member by a retaining ring.

Abstract: An intake- and/or exhaust-valve timing control system for an internal combustion engine comprises a ring gear disposed between a cam sprocket having a driven connection with an engine crankshaft and a camshaft for adjusting the phase angle between the cam sprocket and the camshaft. A drive mechanism is also provided for drivingly controlling the ring gear via fluid pressure depending upon the operating state of the engine. The drive mechanism includes a first hydraulic circuit for creating one axial movement of the ring gear in one axial direction of the camshaft and a second hydraulic circuit for creating the other axial movement of the ring gear in the opposing axial direction of the camshaft, a two-position spool valve coaxially disposed in the front end of the camshaft for selectively switching from one of the first and second hydraulic circuits to the other.

Abstract: The solution described enables the provision of a timing variator with internal circulation of the working servo-medium, while ensuring firm retention and centering ability relatively to the driving shaft (A).

Abstract: An arrangement for changing the valve timing of an internal-combustion engine has a camshaft, which can be rotated relative to a shaft driving it. The camshaft has a phase converter with a piston which is hydraulically acted upon on both sides. In the camshaft, an axial recess is arranged in which an inserted pipe separates two spaces from one another. An on/off valve fed from the oil circulating system, in one position, via one of the spaces, supplies the piston with pressure oil so that this piston is axially shifted into a first end position and in the process rotates the camshaft. In a second position, the piston, by way of the second space is axially pushed back by pressure oil.

Abstract: A hub 1 integral with the injection pump to include a housing 2 driven in rotation, surrounding hub 1 and including two rollers 4, 5 placed parallel to the axis of the housing at a distance from this axis. An eccentric governor weight 15 is mounted on hub 1 to be able to move in one direction under the action of the centrifugal force. Two advance control pistons 8, 9 with axis orthogonal to the axes of the hub are mounted in the hub, each to be able to slide in a recessed bore and each equipped with a lateral support ramp 10, 11 able to work with one of the rollers 4, 5 to cause an angular offset between hub 1 and housing 2. One of the pistons 8 acts in the other direction on governor weight 15 by a spring 18. A hydraulic circuit goes through the hub and has a distributor with controlled relief 20 adjusting the pressure acting on pistons 8, 9 as a function of the position of governor weight 15.

Abstract: A valve timing control device for an internal combustion engine, comprises an engine synchronous rotary member, such as a timing sprocket, timing pulley and so forth, driven by an engine output in synchronism with engine revolution, and a camshaft.

Abstract: A valve timing control device for an internal combustion engine includes an intermediate rotary component disposed between an input component which is driven in synchronism with an engine revolution, and a cam drive component which is rigidly connected to a camshaft. The intermediate component is variable of positions relative to the input and cam drive components in order to adjust phase relationship between the input component and the cam drive component for setting valve timing at optimal timing relative to engine revolution cycle. The device includes a hydraulic means which selectively locks the intermediate component at a selected position where optimal phase relationship relative to the engine driving condition is established.

Abstract: A valve timing control system includes an engine revolution synchronous element driven in synchronism with engine revolution and a camshaft synchronous element rotating together with a camshaft. A phase adjusting means disposed between the engine revolution synchronous element and the camshaft synchronous element. The phase adjusting means includes movable gear member which is thrustingly movable to determine phase relationship between the engine revolution synchronous element and the camshaft synchronous element, and a hydraulic means for driving the movable gear member to a desired position. The hydraulic means is connected to a fluid pressure source via a hydraulic circuit. A check valve is disposed in the hydraulic circuit for preventing surge flow of the pressurized fluid from the hydraulic means toward the fluid pressure source.

Abstract: A drive arrangement for a camshaft 2 of an internal combustion engine comprises a device for rotating the camshaft 2 relative to a drive wheel 5. This device has a gear-change sleeve 11 coaxial with the camshaft 2 and axially mobile between two end positions, which is connected, on the one hand, to the drive wheel 5 by a spiral gear 12, 13 and, on the other, to the camshaft 2 by a straight gear 15, 16. To obtain a compact arrangement and to allow one and the same cylinder head to be fitted with either an ordinary camshaft or a camshaft drive with variable valve control times, the camshaft 2 ends in the direction of the drive wheel 5, after a cam 3a, and the support bearing 9, which in an ordinary camshaft serves to support the camshaft between the last cam and the drive, is used to support the hub part 7 of the drive wheel 5.

Abstract: A camshaft (426) has a vane (460) secured to an end thereof for non-osciling rotation therewith. The camshaft also carries a sprocket (432) which can rotate with the camshaft but which is oscillatable with respect to the camshaft. The vane has opposed lobes (460a, 460b) which are received in opposed recesses (432a, 432b), respectively, of the sprocket. The recesses have greater circumferential extent than the lobes to permit the vane and sprocket to oscillate with respect to one another, and thereby permit the camshaft to change in phase relative to a crankshaft whose phase relative to the sprocket is fixed by virtue of a chain drive extending therebetween.

Abstract: A phase change device mounted on a camshaft of an internal combustion engine. The phase change device is mounted on an outwardly extending portion of the camshaft outside of the engine block and receives lubricating engine oil from the oil supply of the engine. A simplified sealing arrangement is provided, requiring only a lip seal acting between the engine block and the input member of the phase change device and a cap over the end of the camshaft. Also provided is a bearing supporting the input member on the camshaft.

Abstract: A variable valve timing system comprises a first timing member driven by the engine, a second timing member rotatably fixed to the crankshaft, a helical device engaged between the first and second timing members and including a piston movable for adjusting an angular position between the first and second timing members, a hydraulic circuit device for selectively applying a hydraulic pressure to the piston for selectively moving the piston to adjust the angular position, a damper device on the first and second timing members for hydraulically damping rotational vibrations between the first timing member and the second timing member, and a notch formed at least on one of the first timing member and the second timing member in the damper device. Torque variations applied to the second timing member relative so the first timing member do not cause a change in the angular position.

Abstract: A valve timing control system has a cylindrical gear member disposed between a rotary element rotating in synchronism with engine revolution and a rotary element rotating in synchronism with a camshaft. An intermediate gear means is provided between the rotary elements for adjusting rotational phase relationship to each other. The intermediate gear means is responsive to a fluid pressure in a pressure chamber for causing axial shifting to vary phase relationship between the rotary elements according to the axial position thereof. The pressure chamber is connected to a fluid pressure source via a fluid circuit in which is provided means for controlling fluid pressure to be supplied to the pressure chamber.

Abstract: A hydraulic transmission coupling apparatus which is used instead of a center differential or a viscous coupling being usually mounted between a front wheel drive shaft and a rear wheel drive shaft of a four-wheel drive vehicle, and transmits driving force existing between the two shafts. The hydraulic transmission coupling apparatus is provided with a vane-type hydraulic pump which generates hydraulic pressure corresponding to a relative rotation speed difference of the two drive shafts and a variable throttle valve being disposed in the passage connecting a discharge port of the hydraulic pump with a tank, whose opening area varies according to the hydraulic pressure generated by the hydraulic pump, thereby driving force to be transmitted being increased or decreased steeply as the rotation speed difference becomes larger.

Abstract: A valve timing adjusting system includes mutually parallel axial fluid paths both formed about a fastening bolt which engages with an axial bore formed at the end of a camshaft. One of the axial paths if formed through the fastening bolt and the other axial path is formed between the outer periphery of the fastening bolt and the inner periphery of the axial bore of the camshaft. This avoids necessity of formation of axial fluid path through the camshaft and thus redudes mashing step in production line to lead lower cost.

Abstract: An injection timing adjuster for internal combustion engines, by which a mutual rotational position of a driven shaft relative to a drive shaft is variable as a function of operating characteristics. The adjuster includes two pairs of cams serving as adjusting mechanisms, the adjusting cams are connected by bolts to intermediate elements, which in turn each are coupled, by one coupling pin, to two each hydraulically actuatable adjusting pistons disposed parallel to one another on one side of the adjuster. The adjusting pistons are guided in a piston holder, which has two lateral limiting faces, which together with two walls offstanding from the intermediate elements form a sliding guide for the intermediate elements. As a result of an improved sliding guidance, the injection timing adjuster can be used for transmitting higher drive outputs than previously in prior art adjusters.

Abstract: An intake- and/or exhaust-valve timing control system for an internal combustion engine comprises an inner sleeve having an outer toothed portion, firmly connected to a front end of a camshaft, a cam sprocket having an inner toothed portion, connected through a timing chain to an engine crankshaft, and a ring gear mechanism including inner and outer toothed portions respectively meshing with the outer toothed portion of the sleeve and the inner toothed portion of the cam sprocket, for changing the intake and/or exhaust-valve timing of the engine.

Abstract: A fuel injection timing apparatus comprises a pair of weights which rotate synchronously with an engine, so that adjustment of the injection timing of a fuel injection pump is carried out by means of the movement of these weights against the biasing forces of springs. This apparatus further comprises stopper members disposed at positions corresponding to both opposed ends of the weights to be movable in the direction perpendicular to the direction of the movement of the weights, and temperature-sensitive driving devices for moving the stopper members in accordance with ambient temperatures, which are arranged to operate such that, when the engine is started, the stopper members are made to project between the pair of weights in accordance with the ambient temperatures to restrain the weights which tend to return to their initial positions by the biasing forces of the springs.

Abstract: A valve timing control system includes a valve timing control mechanism constructed independently of the camshaft with avoiding direct engagement between a timing adjusting element and the camshaft. For enabling this, an inner cylinder is provided as an additional component. The inner cylinder is provided with an external gear teeth engaging with the internal gear teeth of a timing adjusting element. The inner cylinder is designed to be firmly secured to the camshaft by means of an axial fastening bolt. Such construction permits advance adjustment of phase relationship between the sprocket and the inner cylinder before fixing the inner cylinder on the camshaft.

Abstract: A hydraulic reaction force apparatus of a power steering device includes an input shaft, an output shaft, the input and output shafts being connected with each other to be pivotal through a predetermined angle, reaction force arms connected integrally with the input shaft and projecting radially therefrom, a pair of output shaft guide holes sandwiching each reaction force arm and disposed to oppose each other in a direction perpendicular to the reaction force arms, reaction force plungers slidably disposed in the guide holes, and a reaction force mechanism for biasing the reaction force plungers against the reaction force arms by a reaction force applied to the reaction plungers and related to running conditions. Each reaction force plunger includes a metal cylindrical member having a hollow portion open at a side opposite to that of the reaction force arms and a damping member mounted in the cylindrical member.