JP2001050018A - Valve timing adjuster - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a valve timing adjuster which quickly starts an engine by starting the engine in the middle position between the most delay angle and the most advance angle and prevents generation of knocking noise. SOLUTION: A stopper piston 32 constrains relative rotation of a vane rotor 15 with respect to a shoe housing 12 by being fitted into a fitting hole 41. A tip face 33b formed on a tip portion 33 of the stopper pin 32 receives delay angle oil pressure from a hydraulic chamber 42. A circular face 34a formed on the fitting hole side in a large diameter sliding portion 34 receives advance angle oil pressure from a hydraulic chamber 45. The delay angle oil pressures the tip face 33b and the circular face 34a receive act in a direction in which the stopper piston 32 is pulled out from the fitting hole 41. A circular face 34b which is formed on the side opposite to the fitting hole of the large diameter sliding portion 34 receives advance angle oil pressure from a hydraulic chamber 46. The advance angle oil pressure the circular face 34b receives acts as a force which presses the stopper piston 32 to a circular member 40 side.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an internal combustion engine (hereinafter referred to as "internal combustion engine").
The opening / closing timing of at least one of an intake valve and an exhaust valve of an “internal combustion engine” (hereinafter referred to as an engine)
The present invention relates to a valve timing adjusting device for changing the “opening / closing timing”.

[0002]

2. Description of the Related Art Conventionally, a camshaft is driven through a timing pulley or a chain sprocket that rotates synchronously with an engine crankshaft, and the intake valve and the intake valve are driven by a phase difference caused by relative rotation between the timing pulley or the chain sprocket and the camshaft. For example, a vane type valve timing adjusting device that hydraulically controls at least one valve timing of an exhaust valve is known. In the vane type valve timing device using such a working fluid, since the camshaft receives a positive / negative load torque by driving at least one of the intake valve and the exhaust valve, for example, the engine start is started. When the working fluid is not sufficiently supplied as in the case of cranking, the vane member swings with respect to the housing member accommodating the vane member, and a hitting sound is generated due to a collision between the housing member and the vane member. There's a problem. Here, the positive load torque acts on the crankshaft in the direction of retard of the camshaft, and the negative load torque acts on the crankshaft in the direction of advance of the camshaft.

Therefore, in a state where the working fluid is not sufficiently supplied to the valve timing adjusting device, for example, a stopper piston housed in the vane member is fitted into a fitting hole formed in the housing member so that the vane member with respect to the housing member can be fitted. There is known a device that prevents rocking of a vehicle and prevents occurrence of a tapping sound. When the working fluid is sufficiently supplied, the stopper piston is released from the housing member by the fluid pressure, so that the rotation of the vane member relative to the housing member can be controlled. The position where the stopper piston is fitted to the housing member is when the vane member is at the most retarded angle or the most advanced angle with respect to the housing member. That is, when the camshaft is at the most retarded angle or the most advanced angle with respect to the crankshaft.

However, for example, when adjusting the valve timing of the intake valve, if the stopper piston is fitted to the housing member at a position where the camshaft is at the most advanced angle with respect to the crankshaft, the camshaft is at the maximum with respect to the crankshaft. The engine will be started in the advanced state. In this case, the valve opening periods of the exhaust valve and the intake valve overlap, and the exhaust gas recirculates to the intake side.

Further, when adjusting the valve timing of the intake valve, if the stopper piston is fitted to the housing member at a position where the camshaft is at the most retarded angle with respect to the crankshaft, the camshaft is most retarded with respect to the crankshaft. The engine will be started at the corner. In this case, since the compression stroke starts when the intake valve is open, the compression ratio decreases and the output becomes insufficient, so that starting becomes difficult.

[0006] Accordingly, Japanese Patent Application No. Hei.
In the valve timing adjusting device disclosed in the specification of JP 1-152464, the stopper piston is fitted to the housing member when the camshaft is located between the most retarded angle and the most advanced angle with respect to the crankshaft. The rotation of the camshaft relative to the crankshaft is regulated. By starting the engine at an intermediate position between the most retarded angle and the most advanced angle, the engine can be started in a state where the camshaft is at a suitable phase position with respect to the crankshaft.

[0007]

However, in the configuration of the valve timing adjusting device disclosed in Japanese Patent Application No. 11-152264, the force acting on the stopper piston for fitting into the fitting hole is not the same as that of the spring. Since it is only the force, it is difficult to fit the stopper piston into the fitting hole in a short fitting time. In addition, when the hydraulic pressure for maintaining the released state where the contact portion comes out of the fitting hole is low, the stopper piston is moved by the biasing force of the spring during the phase control for rotating the vane member relative to the housing member. At the fitting hole.

It is an object of the present invention to provide a valve timing adjusting device which starts the engine at an intermediate position to quickly start the engine and also prevents occurrence of a tapping sound. It is another object of the present invention to provide a valve timing adjusting device that prevents the restraining means from being locked during the phase control.

[0009]

According to the valve timing adjusting device of the present invention, the driven side rotating body is at an intermediate position between the most retarded angle and the most advanced angle with respect to the driving side rotating body. At this time, a restraining means is provided that can restrain the relative rotation of the driven-side rotating body with respect to the driving-side rotating body. By restricting the relative rotation of the driven-side rotator with respect to the drive-side rotator at the intermediate position, poor starting can be prevented and harmful substances generated in the exhaust gas can be reduced.

Further, since the restrained state between the contacted portion and the contact portion is released by the first working fluid pressure and the second working fluid pressure, either the first working fluid pressure or the second working fluid pressure is applied. By acting on the contact portion, in the normal operation state of the engine, the state in which the contact portion and the contacted portion are released from the constraint can be maintained.

Further, the second working fluid pressure displaces the contact portion in a direction in which the contact portion contacts the contacted portion. Therefore, for example, by lowering the first working fluid pressure acting on the contact portion when stopping the engine and increasing the second working fluid pressure,
In the intermediate position, the contact portion can be reliably brought into contact with the contacted portion. Thus, the engine can be started at the intermediate position, so that the engine can be started reliably in a short time.

In addition, when the engine is started, the first working fluid pressure acting on the contact portion is reduced and the second working fluid pressure is increased, so that the contact portion is in contact with the contacted portion at the intermediate position. State can be maintained. Since the intermediate phase can be maintained at the time of cranking at the start of engine start, the engine can be reliably started in a short time.

According to the valve timing adjusting device of the second aspect of the present invention, the first working fluid pressure rotates the driven side rotating body on the retard side, and the second working fluid pressure rotates the driven side rotating body on the advanced side. To rotate. By increasing the first working fluid pressure acting on the contact portion and decreasing the second working fluid pressure, after the engine has been started, the restrained state between the contact portion and the contacted portion is released, and the drive side rotating body is On the other hand, the driven-side rotating body is rotated to the retard side from the intermediate position. In idle operation after the completion of the engine start, the driven part is held at the retarded side from the intermediate position with respect to the driving part, so that even if the working fluid pressure drops during idle operation, the contact part is in contact. The phase control can be performed on the more retarded side than the intermediate position without contacting the portion.

According to the valve timing adjusting device of the present invention, the pressure receiving area of the first pressure receiving section is larger than the pressure receiving areas of the second pressure receiving section and the third pressure receiving section. Even if the first working fluid pressure decreases due to pulsation or the like, since the pressure receiving area of the first pressure receiving portion is large, the restrained state between the contact portion and the contacted portion can be maintained.

According to the valve timing adjusting device of the fifth aspect of the present invention, the pressure receiving area of the second pressure receiving portion in which the contact portion receives the second working fluid pressure in the direction of releasing the constraint from the contacted portion is adjusted. Is larger than the pressure receiving area of the third pressure receiving portion that receives the second working fluid pressure in the direction in which it contacts the contacted portion. During normal operation, in a state where the second working fluid pressure is applied to the second pressure receiving portion and the third pressure receiving portion, the force that the contact portion receives in the direction of releasing the constraint from the contacted portion by the second working fluid pressure is applied. Since the contact portion is larger than the force received in the direction in which the contact portion comes into contact with the contact portion, it is possible to maintain the release state of the constraint between the contact portion and the contact portion.

According to the valve timing adjusting device of the sixth aspect of the present invention, the third pressure receiving passage is closed when the contact portion is in the released state of the constraint with the contacted portion. After the start of the engine, the second working fluid pressure for bringing the contact portion into contact with the contacted portion is not applied to the contacted portion in the restraint released state during the normal engine operation. And the phase control can be smoothly performed.

When the stop of the engine is instructed, the third pressure receiving passage is opened when the contact portion shifts from the released state of the constraint with the contacted portion to the restricted state by lowering the first working fluid pressure. The second working fluid pressure is applied to the contact portion. Thereby, the contact portion can be reliably brought into contact with the contacted portion.

According to the valve timing adjusting device of the present invention, the opening and closing of the third pressure receiving passage or the second pressure receiving passage is performed by the displacement of the contact portion. Since the third pressure receiving passage or the second pressure receiving passage for supplying the working fluid to the contact portion is opened and closed by the displacement of the contact portion itself, the pressure receiving passage can be reliably opened and closed according to the displacement of the contact portion. Further, since no other on-off valve or switching valve is used, the number of parts is reduced, the assembling becomes easy, and the manufacturing cost is reduced.

According to the valve timing adjusting device of the present invention, the second pressure receiving passage for supplying the second working fluid to the second pressure receiving portion is closed immediately before the contact portion comes into contact with the contacted portion. Is done. Even when the second working fluid is supplied to the contact portion at the time of cranking when starting the engine, the second working fluid pressure is applied to the contact portion because the second pressure receiving passage is closed in the restrained state. It does not work in the direction of displacing the contact release state with the contact part. Therefore, when starting the engine, the restrained state between the contact portion and the contacted portion can be maintained.

According to the valve timing adjusting device of the tenth aspect of the present invention, at least one of the contact portion and the fitting hole is formed in a tapered shape and a circular cross section. Even if there is a manufacturing error in the contact portion or the fitting hole, the tapered shape of the contact portion absorbs the error and prevents rattling in the fitted state. Therefore, it is possible to prevent occurrence of a tapping sound at an intermediate position when the engine is started.

According to the valve timing adjusting device of the eleventh aspect of the present invention, the taper angle of the contact portion is less than 15 °. By making the taper angle an acute angle, a frictional force that overcomes the load torque applied to the driven shaft by the force received from the contact urging means and the second working fluid pressure is generated,
The state where the contact portion is fitted in the fitting hole can be maintained. In addition, it is possible to reduce the variation in the depth of the contact portion that fits into the fitting hole.

According to the valve timing adjusting device of the twelfth aspect of the present invention, the fitting hole is formed in a long hole shape in a direction orthogonal to the rotation direction. Even if there is a manufacturing tolerance in the fitting hole or the abutting portion in the direction orthogonal to the rotation direction, the abutting portion is securely fitted in the fitting hole. In addition, since the limit of the manufacturing tolerance can be relaxed, the manufacturing becomes easy and the manufacturing cost is reduced.

According to the valve timing adjusting device of the thirteenth aspect of the present invention, the driven side rotating body is formed so as to be shallower than the fitting hole around the fitting hole and to be more retarded than the intermediate position. It has an enlarged hole that prohibits and allows the driven-side rotator to rotate on the more advanced side than the intermediate position. Since the load torque causes the driven-side rotating body to rotate to the retard side, if the driven-side rotating body is positioned from the intermediate position to the advanced side, the driving side is driven by the restraining means at the intermediate position from the state fitted in the enlarged hole. The relative rotation of the driven-side rotator with respect to the rotation can be reliably restrained.

According to the valve timing adjusting device of the present invention, a throttle is provided in the second pressure receiving passage for supplying the second working fluid to the second pressure receiving portion. During normal operation, even if the first working fluid pressure or the second working fluid pressure decreases due to the operation state of the engine, the contact portion displaced in the direction in which the contact portion contacts the contacted portion by the throttle provided in the second pressure receiving passage. The speed is reduced to prevent the relative rotation of the driven rotator from being restricted with respect to the driving rotator during phase control.

According to the valve timing adjusting device of the present invention, when the restraint is released, the damper chamber for reducing the speed of the contact portion displaced in the direction of contact with the contacted portion is formed on the outer periphery of the contact portion. Is formed. During normal operation, even if the first working fluid pressure or the second working fluid pressure decreases due to the operation state of the engine, the contact portion is prevented from being displaced in the direction in which the contact portion comes into contact with the contact portion due to the damper action of the damper chamber. In addition, it is possible to prevent the relative rotation of the driven-side rotator from being restricted by the driving-side rotator during the phase control.

According to the valve timing adjusting device of the present invention, the damper function of the damper chamber is eliminated when the contact portion shifts from the restrained state to the contacted portion to the restrained state. When the working fluid pressure drops when the engine is stopped and the contact portion is displaced in the contact direction with the contacted portion,
By eliminating the damper action, the contact portion can be reliably brought into contact with the contacted portion.

According to the valve timing adjusting device of the present invention, the damper action of the damper chamber is canceled by the displacement of the contact portion. The damper function of the damper chamber can be reliably eliminated according to the displacement of the contact portion. Further, since no other on-off valve or switching valve is used, the number of parts is reduced, the assembling becomes easy, and the manufacturing cost is reduced.

According to the valve timing adjusting apparatus of the eighteenth aspect of the present invention, the valve timing adjusting device is provided with advance angle urging means for urging the driven-side rotating body to the advanced side. When an instruction to stop the engine is issued, while assisting the torque for rotating the driven-side rotator at an intermediate position on the advanced side of the most retarded position, even if the working fluid pressure decreases during normal engine operation, It assists the torque for rotating the driven-side rotating body to the advanced side.

According to the valve timing adjusting apparatus according to the nineteenth aspect of the present invention, in the relative rotation angle range of the driven-side rotator with respect to the drive-side rotator, the space for accommodating the abutting portion is opposite to the abutting portion. Open to the atmosphere. Even if the working fluid leaks into the space on the side of the abutting part opposite to the abutting part, the working fluid does not act as a force to displace the abutting part toward the abutting part, so that the abutting part may not be in contact with the abutting part during engine operation. The restraint release state with the contacted part can be maintained.

[0030]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram showing a first embodiment of the present invention; (First Embodiment) FIG. 4 shows an engine valve timing adjusting apparatus according to a first embodiment of the present invention. The valve timing adjusting device 1 of the first embodiment is of a hydraulic control type, and controls valve timing of an intake valve.

A chain sprocket 10, which is one side wall of the driven-side rotating body shown in FIG. 4, is coupled with a crankshaft as a drive shaft of an engine (not shown) by a chain (not shown) to transmit a driving force, and is synchronized with the crankshaft. And rotate. The camshaft 2 as a driven shaft is
The driving force is transmitted from the chain sprocket 10 to open and close an intake valve (not shown). The camshaft 2 is rotatable with a predetermined phase difference with respect to the chain sprocket 10. The chain sprocket 10 and the camshaft 2 rotate clockwise as viewed from the arrow X direction shown in FIG. Hereinafter, this rotation direction is referred to as an advance direction.

An intermediate plate 17 formed in a thin plate is interposed between the chain sprocket 10, the shoe housing 12, and the vane rotor 15. The intermediate plate 17 prevents oil leakage from between the chain sprocket 10, the shoe housing 12, and the vane rotor 15. The chain sprocket 10, the shoe housing 12, and the intermediate plate 17 constitute a housing member as a driving-side rotating body, and are coaxially fixed by bolts 20.

The shoe housing 12 is formed integrally with a peripheral wall 13 and a front plate 14 which is the other side wall of the housing member. As shown in FIG. 2, the shoe housing 12 has shoes 12a, 12b, and 12c formed in trapezoids at substantially equal intervals in the circumferential direction. Vane 15a, 15b as a vane member is provided in three circumferential gaps of shoes 12a, 12b, 12c, respectively.
A fan-shaped accommodation room 50 for accommodating 15c is formed,
The inner peripheral surfaces of the shoes 12a, 12b, 12c are formed in an arc-shaped cross section.

The vane rotor 15 as the driven-side rotating body has vanes 15a, 15b, 15c at substantially equal intervals in the circumferential direction, and the vanes 15a, 15b, 15c are rotatably accommodated in the respective accommodation chambers 50. . Each vane has 5 accommodation rooms
0 is divided into a retard hydraulic chamber and an advance hydraulic chamber. The arrows indicating the retard direction and the advance direction shown in FIG. 2 indicate the retard direction and the advance direction of the vane rotor 15 with respect to the shoe housing 12. As shown in FIG. 4, the vane rotor 15 and the bush 22 are
To form a driven-side rotator. Positioning of the vane rotor 15 in the rotation direction with respect to the camshaft 2 is performed by a pin 23.

The camshaft 2 and the bush 22 are rotatably fitted to the inner peripheral wall 10a of the chain sprocket 10 and the inner peripheral wall 14a of the front plate 14, respectively. Therefore, the camshaft 2 and the vane rotor 15 are rotatable coaxially with respect to the chain sprocket 10 and the shoe housing 12. The inner peripheral wall 10a of the chain sprocket 10 and the inner peripheral wall 14a of the front plate 14 constitute a bearing of the driven-side rotating body.

The spring 24 as the advance biasing means is formed by a cylindrical recess 11 formed in the chain sprocket 10.
Housed within. One end of the spring 24 is the concave 11
The other end is locked to the vane rotor 15 through an elongated hole 17a shown in FIG.

The load torque received when the camshaft 2 drives the intake valve fluctuates positively and negatively. Here, the positive direction of the load torque indicates the retard direction of the vane rotor 15 with respect to the shoe housing 12, and the negative direction of the load torque indicates the advance direction of the vane rotor 15 with respect to the shoe housing 12. The average of the load torque acts in the positive direction, that is, the retard direction. The urging force of the spring 24 acts as a torque for rotating the vane rotor 15 to the advance side with respect to the shoe housing 12. The torque in the advance direction applied by the spring 24 to the vane rotor 15 is substantially the same as the average of the load torque received by the camshaft 2.

The sealing member 26 is fitted on the outer peripheral wall of the vane rotor 15 as shown in FIG. Vane rotor 1
A minute clearance is provided between the outer peripheral wall of the peripheral wall 5 and the inner peripheral wall of the peripheral wall 13, and leakage of hydraulic oil between the hydraulic chambers is prevented by the seal member 26 through the clearance. Each of the seal members 26 is pressed toward the peripheral wall 13 by the urging force of the leaf spring 27 shown in FIG.

The guide rings 30, 31 are press-fitted and held on the inner wall of the vane 15a forming the receiving hole 38, and the stopper ring 32, which is a cylindrical contact portion, rotates the camshaft 2 on the guide rings 30, 31. It is housed slidably in the axial direction. A fitting member 40 as a contacted portion shown in FIG. 1 is formed in a circular cross section and is press-fitted and held in a concave portion 14 b formed in the front plate 14. The fitting member 40 has a fitting hole 41 with which the stopper piston 32 can be contacted and fitted, and a retarded side end surface which is shallower than the fitted hole 41 and is flush with the retarded side end surface of the fitting hole 41. And
An enlarged hole 43 extending to the advance side is formed.

The distal end portion 33 of the stopper piston 32 is formed in a tapered shape whose diameter decreases in the fitting direction, and the fitting hole 41 is also formed with substantially the same taper angle in accordance with the inclination of the distal end portion 33. So the stopper piston 32
Fits smoothly into the fitting hole 41. Further, the fitting hole 41
And the stopper piston 32 are fitted without play, so that it is possible to prevent the occurrence of a tapping sound due to a change in load torque. further,
Since the area of the distal end portion 33 in contact with the fitting hole 41 is large, the stress applied to the distal end portion 33 is reduced, and the life of the stopper piston 32 is extended.

A spring 37 as a contact urging means shown in FIG. 1 urges the stopper piston 32 toward the fitting member 40. The stopper piston 32, the fitting member 40, and the spring 37 constitute a restraining means. The stopper piston 32 is formed in a bottomed cylindrical shape, and has a front end portion 33, a large-diameter sliding portion 34,
It has a small-diameter sliding portion 35. An annular tapered surface 33 a is formed on the outer periphery of the distal end portion 33. The angle of the tapered surface 33a is substantially equal to the taper angle of the fitting hole 41.

A distal end surface 33b formed as a first pressure receiving portion formed at the distal end portion 33 receives a retarded hydraulic pressure as a first working fluid pressure from a hydraulic chamber 42, and a large diameter sliding portion 34 as a second pressure receiving portion.
The annular surface 34a formed on the fitting hole side of the
To receive the advanced hydraulic pressure. The retard hydraulic pressure received by the distal end surface 33b and the advanced hydraulic pressure received by the annular surface 34a act in a direction in which the stopper piston 32 comes out of the fitting hole 41. Hydraulic chamber 4
2 communicates with a retard hydraulic chamber 51 via an oil passage 44 formed in the front plate 14, and a hydraulic chamber 45 includes an oil passage 47 formed in the vane 15a, and a through hole 3 formed in the guide ring 30.
It can communicate with the advance hydraulic chamber 54 via Oa. Oilway 4
7. The through hole 30a forms a second pressure receiving passage. The pressure receiving area of the distal end surface 33b is larger than the pressure receiving area of the annular surface 34a and the annular surface 34b as a third pressure receiving portion described later. The pressure receiving area of the annular surface 34a is larger than the pressure receiving area of the annular surface 34b.

The annular surface 34b formed as the third pressure receiving portion on the side opposite to the fitting hole of the large-diameter sliding portion 34 receives the advance hydraulic pressure as the second working fluid pressure from the hydraulic chamber 46. Hydraulic chamber 4
6 is an oil passage 48 formed in the vane 15a, the guide ring 3
It can communicate with the advance hydraulic chamber 54 through the through hole 30b formed at zero. The oil passage 48 and the through hole 30b constitute a third pressure receiving passage.

As shown in FIG. 1A, when the stopper piston 32 is fitted in the fitting hole 41, the large diameter sliding portion 34 closes the through hole 30a. Then, the hydraulic oil in the hydraulic chamber 45 is not supplied to the hydraulic chamber 45, and the hydraulic pressure in the hydraulic chamber 45 is supplied from the fitting hole 41 to the stopper piston 32.
Does not work in the direction to exit. As shown in FIG. 1C, when the stopper piston 32 comes out of the enlarged hole 43, that is, when the stopper piston 32 and the fitting member 40 reach the boundary position between the restrained state and the restrained state, the diameter of the stopper piston 32 increases. The through hole 30 b is closed by the sliding portion 34, and the hydraulic oil in the advance hydraulic chamber 54 is not supplied to the hydraulic chamber 46. At this time, the hydraulic pressure in the hydraulic chamber 46 becomes the atmospheric pressure, and does not become a force for pushing the stopper piston 32 toward the fitting member 40.

The receiving hole 38 on the side opposite to the fitting member of the stopper piston 32 has a relative rotation angle of the vane rotor 15 formed by an elongated hole 17b formed in the intermediate plate 17 and extending in the circumferential direction and an oil passage 10b formed in the chain sprocket 10. Within the range, that is, when the vane rotor 15
On the other hand, it is open to the atmosphere even at the most advanced position shown in FIG. 3 or the most retarded position (not shown). Therefore,
From the sliding clearance between the small-diameter sliding portion 35 and the guide ring 31, the receiving hole 3 on the side opposite to the fitting member of the stopper piston 32 is formed.
The hydraulic pressure of the hydraulic oil leaked to 8 is substantially equal to the atmospheric pressure. Therefore, the hydraulic oil leaked into the receiving hole 38 on the side opposite to the fitting member of the stopper piston 32 does not act as a force for pushing the stopper piston 32 toward the fitting member 32.

Each sliding portion of the stopper piston 32 slides on the inner peripheral wall of the guide ring 30 or the guide ring 31. The tip portion 33 of the stopper piston 32 can be fitted into the fitting hole 41 when the vane rotor 15 is located at a substantially intermediate position between the most retarded position and the most advanced position with respect to the shoe housing 12 as shown in FIG. . When the stopper piston 32 is fitted in the fitting hole 41, the shoe housing 12
Relative rotation of the vane rotor 15 is restricted. As shown in FIG. 1A, the intermediate position where the relative rotation between the shoe housing 12 and the vane rotor 15 is restricted by the stopper piston 32 being fitted into the fitting hole 41 is:
This is a position where the valve timing of the intake valve, that is, the phase difference of the camshaft 2 with respect to the crankshaft is optimally set so that the engine can be started reliably.

As shown in FIG. 1C, when the vane rotor 15 rotates to the retard side with respect to the shoe housing 12 in a state where the stopper piston 32 comes out of the fitting hole 41 and the enlarged hole 43, the stopper piston 32 is fitted. When the position in the circumferential direction is shifted from the hole 41, the stopper piston 32
Cannot be fitted into the fitting hole 41. As shown in FIG. 3, even when the vane 15b is locked to the shoe 12b and the vane rotor 15 reaches the most advanced position with respect to the shoe housing 12,
As shown in FIG. 1B, the stopper piston 32 is located on the enlarged hole 43.

As shown in FIG. 2, a retard hydraulic chamber 51 is formed between the shoe 12a and the vane 15a.
b and the vane 15b, a retard hydraulic chamber 52 is formed,
A retard hydraulic chamber 53 is formed between the shoe 12c and the vane 15c. An advanced hydraulic chamber 54 is formed between the shoe 12c and the vane 15a, and an advanced hydraulic chamber 55 is formed between the shoe 12a and the vane 15b.
An advance hydraulic pressure chamber 56 is formed between 2b and the vane 15c.

The retard hydraulic chamber 51 communicates with an oil passage 61, and the retard hydraulic chambers 52 and 53 communicate with the boss 15 via oil passages 62 and 63.
d is communicated with a C-shaped oil passage 60 shown in FIG. Further, the retard hydraulic chamber 51,
Reference numerals 52 and 53 communicate with oil passages 200 formed in the camshaft 2 shown in FIG. As shown in FIG. 2, the advance hydraulic chamber 55 communicates with the oil passage 72. The advancing hydraulic chambers 54 and 56 communicate with the oil passage 70 formed in the C-shape at the end face of the boss 15d on the bush 22 side via the oil passages 71 and 73. Further, the advance hydraulic chambers 54, 5
The oil passages 5 and 56 communicate with the oil passage 201 formed in the camshaft 2 shown in FIG. 4 through oil passages (not shown) formed in the axial direction of the boss 15d from the oil passages 70 and 72.

The oil passage 200 communicates with a groove passage 202 formed on the outer peripheral wall of the camshaft 2, and the oil passage 201 communicates with a groove passage 203 formed on the outer peripheral wall of the camshaft 2. The groove passage 202 is connected to the groove passage 2 via the oil passage 204.
03 is connected to the switching valve 212 via the oil passage 205.
The oil supply path 206 serving as a working fluid supply path is
0 and an oil discharge path 2 as a working fluid discharge path
07 is open to the drain 211. The oil pump 210 supplies the hydraulic oil pumped from the drain 211 to each hydraulic chamber via the switching valve 212. The switching valve 212 is a known four-port guide valve.

The valve member 213 of the switching valve 212 is urged in one direction by a spring 214,
15 is reciprocated by controlling the energization to 15. The energization of the solenoid 215 is performed by an engine control unit (ECU).
Controlled by 300. The ECU 300 receives detection signals from various sensors and sends out signals to various devices of the engine. When the valve member 213 reciprocates,
Oil passages 204 and 205, oil supply passage 206, oil discharge passage 207
Communicating with and switching off. With the above-described oil passage configuration, the oil pressure from the oil pump 210 to the retard hydraulic chamber 5
1, 52, 53 or advanced hydraulic chambers 54, 55, 56,
In addition, hydraulic oil can be supplied to the hydraulic chambers 42, 45, and 46, and hydraulic oil can be discharged from each hydraulic chamber to the drain 211.

Next, the operation of the valve timing adjusting device 1 will be described. When the ignition is turned off and an instruction to stop the engine is issued, the ECU 300 turns off the energization to the solenoid 215, so that the valve portion 213a is selected. Then, hydraulic oil is supplied to each of the advance hydraulic chambers and the hydraulic chambers 45 and 46, and each of the retard hydraulic chamber and the hydraulic chamber 42 is opened to the drain, so that the vane rotor 15 rotates on the advance side with respect to the shoe housing 12. . At this time, when the stopper piston 32 is further away from the fitting member 40 than the position shown in FIG. 1C, that is, when the stopper piston 32 is in the released state with the fitting hole 41 and the enlarged hole 43, the hydraulic pressure Room 46
Since the communication with the advance hydraulic chamber 54 is blocked by the large-diameter sliding portion 34, the hydraulic pressure in the hydraulic chamber 46 does not become a force for pushing the stopper piston 32 toward the fitting member 40. However, since the hydraulic pressure in the hydraulic chamber 42 decreases, the spring 37
The stopper piston 32 moves toward the fitting member 40 due to the urging force.

The shoe housing 12 is moved from the intermediate position (restricted position) where the stopper piston 32 is fitted into the fitting hole 41.
On the other hand, if the engine stop is instructed in a state where the vane rotor 15 is located on the retard side (release state), the operating oil is supplied to each advance hydraulic chamber, and the vane rotor 15 rotates to the advance side. Stopper piston 32 is spring 37
The large-diameter sliding portion 34 releases the blockage of the through-hole 30b when moving from the restrained release state to the restrained state as shown in FIG. And start to open. Then, the hydraulic chamber 46 communicates with the advance hydraulic chamber 54 via the oil passage 48 and the through hole 30b,
Hydraulic oil is supplied from 4 to the hydraulic chamber 46. Therefore,
The hydraulic pressure in the hydraulic chamber 46 acts as a force for pushing the stopper piston 32 toward the fitting member 40. Shoe housing 12
On the other hand, when the vane rotor 15 reaches the intermediate position (restricted position) shown in FIG. 1A, the stopper piston 32 is locked on the retarded side end face of the enlarged hole 43 and the urging force of the spring 37 and the hydraulic chamber 46 The stopper piston 32 is fitted into the fitting hole 41 by the force received. Stopper piston 32
Is fitted in the fitting hole 41, the through hole 30 a is closed by the large-diameter sliding portion 34. Therefore, since the hydraulic oil in the hydraulic chamber 45 does not act as a force for pulling out the stopper piston 32 from the fitting hole 41, the restrained state shown in FIG. When the stopper piston 32 cannot be fitted in the fitting hole 41, the vane rotor 15 rotates more advanced than the intermediate position and fits in the enlarged hole 43.

When an instruction to stop the engine is issued in a state where the vane rotor 15 is located on the advance side of the shoe housing 12 with respect to the intermediate position where the stopper piston 32 is fitted into the fitting hole 41, the vane rotor 15 is advanced. By rotating to the side, the stopper piston 32 fits into the enlarged hole 43.

Before the engine is started, if the stopper piston 32 is fitted in the fitting hole 41, the phase difference of the vane rotor 15 with respect to the shoe housing 12, that is, the phase difference of the camshaft 2 with respect to the crankshaft, causes the engine to start. Maintaining the most favorable phase ensures that the engine starts in a short time.

Before starting the engine, it is assumed that the engine is started in a state where the stopper piston 32 is not fitted in the fitting hole 41 and the camshaft 2 is advanced with respect to the crankshaft from the intermediate position. Think. At this time, the stopper piston 32 is fitted in the enlarged hole 43. Since the advancing torque applied to the vane rotor 15 and the camshaft 2 by the spring 24 is substantially equal to the average of the load torque,
The maximum value of the load torque acting in the positive retard direction is larger than the urging force of the spring 24. Since no hydraulic oil is supplied to each of the retard hydraulic chamber and each of the advance hydraulic chambers at the time of cranking at the start of the engine start, the shoe opposes the urging force of the spring 24 acting in the advance direction with the change in load torque. The vane rotor 15 swings to the retard side with respect to the housing 12 and is locked on the retard side of the enlarged hole 43 at the intermediate position. Since the hydraulic oil is not introduced into the hydraulic chambers 42 and 45, when the stopper piston 32 reaches the intermediate position, the stopper piston 32 is fitted into the fitting hole 41 by the urging force of the spring 37 and the force received from the hydraulic chamber 46. Combine.

As described above, before the engine is started, the fitting hole 41
Even if the stopper piston 3 is not
As the engine starts, the stopper piston 32 immediately fits into the fitting hole 41, and the camshaft 2 is held at the intermediate position with respect to the crankshaft. Start in a short time.

At the time of cranking for starting the engine, the valve portion 213a of the switching valve 212 is selected.
Hydraulic oil is supplied to the advance hydraulic chambers and the hydraulic chambers 45 and 46, and the retard hydraulic chambers and the hydraulic chamber 42 are opened to drains. Further, the stopper piston 3 shown in FIG.
2 is fitted in the fitting hole 41, the large-diameter sliding portion 3
4, the through-hole 30a is closed, so that the hydraulic chamber 4
5 does not act as a force to pull out the stopper piston 32 from the fitting hole 41. Therefore, the stopper piston 3
2 does not come out of the fitting hole 41.

After the start of the engine, each of the retard hydraulic chambers is filled with hydraulic oil and the hydraulic pressure in the hydraulic chamber 42 rises to a predetermined pressure. Then, the stopper piston 32 comes out of the fitting hole 41 and the vane rotor 15 with respect to the shoe housing 12 is moved. , That is, phase control becomes possible. Stopper piston 3
1 moves from the fitting hole 41 in the constraint release direction shown in FIG. 1C, the through-hole 30b is closed by the large-diameter sliding portion 34, so that the hydraulic chamber 46 communicates with the advance hydraulic chamber 54. It is shut off and the hydraulic chamber 46 is substantially sealed.

When the hydraulic pressure of the working oil is sufficiently increased after the engine is started, the valve member 213 is instructed by the ECU 300.
213a, 213b, or 213c is selected. Thus, the supply of hydraulic oil to each hydraulic chamber and the discharge of hydraulic oil from each hydraulic chamber can be controlled, and the relative rotation of the vane rotor 15 with respect to the shoe housing 12 can be controlled.

During normal operation of the engine, the stopper piston 3
Reference numeral 2 denotes a position further out of the fitting hole 41 than the position shown in FIG. Therefore, as described above, the hydraulic chamber 46 is substantially sealed, so that the hydraulic chambers 42, 45
Of the fitting member 4 due to the decrease of the hydraulic pressure
Even if an attempt is made to move toward zero, the hydraulic chamber 46 functions as a damper chamber, and the moving speed decreases. Therefore, when the stopper piston 32 passes through the intermediate position during the advance control, the stopper piston 32 is fitted before the fitting to the fitting member 40 by the damping action of the hydraulic chamber 46 in addition to the advance hydraulic pressure applied to the annular surface 34a. After passing over the joint member 40, the stopper piston 3
2 is prevented from fitting into the fitting member 40. Further, when the stopper piston 32 passes through the intermediate position during the retard control, the hydraulic chamber 46 is added to the retard hydraulic pressure applied to the front end surface 33b.
The stopper piston 32 passes over the fitting member 40 before fitting to the fitting member 40 by the damper action of the above, and prevents the stopper piston 32 from fitting to the fitting member 40.
As described above, since the stopper piston 32 has the distal end surface 33b that receives the retard hydraulic pressure in the direction of exiting from the fitting member 40 and the annular surface 34a that receives the advance hydraulic pressure in the direction of exiting from the fitting member 40, the engine During normal operation, the stopper piston 32 can be held in a state in which the stopper piston 32 is released from the engagement with the fitting member 40. Further, since the hydraulic chamber 46 acts as a damper chamber in the restrained state, the fitting member 40
The stopper piston 32 can be held in the state where the constraint is released.

In the first embodiment, the displacement of the stopper piston causes the through-hole 30a for communicating the hydraulic chamber 45 with the advance hydraulic chamber 54 and the through-hole 30b for communicating the hydraulic chamber 46 with the advance hydraulic chamber 54. Since the opening and closing are performed, the through holes 30a and 30b can be reliably opened and closed by the displacement of the stopper piston. Further, since other on-off valves and switching valves are not required to open and close the through holes 30a, 30b, the number of parts is reduced, assembly is facilitated, and manufacturing costs are reduced.

The pressure receiving area of the front end face 33b is
4a and by making it larger than the annular surface 34b,
Stopper piston 32 even if retard oil pressure drops due to pulsation
A force for maintaining the restrained state of the engagement member 40 and the engagement member 40 can be received from the retard hydraulic pressure. Further, since the pressure receiving area of the annular surface 34 a is larger than the pressure receiving area of the annular surface 34 b, the force received from the hydraulic chamber 45 in the direction in which the stopper piston 32 comes out of the fitting hole 41 The force is greater than the force received from the hydraulic chamber 46 in the direction in which the thruster 32 is pushed. Therefore, the restraint release state between the stopper piston 32 and the fitting member 40 can be maintained during the normal operation of the engine. Although the first embodiment has described the valve timing adjusting device for driving the intake valve, the valve timing adjusting device of the first embodiment can drive only the exhaust valve or both the intake valve and the exhaust valve.

(Second Embodiment) FIG. 6 shows a second embodiment of the present invention.
Shown in The same reference numerals are given to the same components as those in the first embodiment, and the description is omitted. The stopper piston 80 forms a distal end surface 81a as a first pressure receiving portion at the distal end portion 81,
An annular surface 82a as a second pressure receiving portion is formed on the fitting hole side of the large diameter sliding portion 82, and an annular surface 82b as a third pressure receiving portion is formed on the non-fitting hole side of the large diameter sliding portion 82. ing. Tip surface 81
The pressure receiving area of a is larger than the pressure receiving areas of the annular surface 82a and the annular surface 82b. The pressure receiving area of the annular surface 82a is larger than the pressure receiving area of the annular surface 82b.

A through-hole 85 a as a second pressure receiving passage formed in the guide ring 85 can supply the hydraulic chamber 45 with advance hydraulic oil. The through hole 85a is narrowed in the middle of the passage. When the stopper piston 80 attempts to move toward the fitting member 40, the speed of the stopper piston 80 moving toward the fitting member 40 decreases due to the function of the throttle passage of the through hole 85a. Therefore, during normal engine operation, it is possible to prevent the stopper piston 80 from being fitted to the fitting member 40 due to a decrease in operating oil pressure, and to smoothly perform phase control.

The through-hole 85 b formed as a third pressure receiving passage formed in the guide ring 85 is capable of supplying advance hydraulic oil to the hydraulic chamber 46. The through hole 85b is shown in FIG.
When the stopper piston 80 is farthest from the fitting member 40 as shown in FIG.
It is released when it is slightly moved from the position shown in FIG. 6B to the fitting member 40 side. Therefore, the hydraulic chamber 46 acts to push the stopper piston 80 toward the fitting member 40 when the hydraulic oil of the advance hydraulic pressure is supplied, and does not act as a damper chamber.

The tip 81 of the stopper piston 81 is formed so that the taper angle θ is less than 15 °. Since the taper angle θ of the distal end portion 81 is an acute angle, a frictional force that overcomes the load torque received by the camshaft 2 is generated between the fitting hole 41 by the force received from the spring 37 and the advance hydraulic pressure of the hydraulic chamber 46, The state where the stopper piston 80 is fitted in the fitting hole 41 can be maintained. Also, the fitting hole 41
The variation in the depth of the stopper piston 80 that fits in can be reduced.

(Third Embodiment) FIG. 7 shows a third embodiment of the present invention.
Shown in The configuration other than that shown in FIG. 7 is substantially the same as that of the first embodiment. The fitting hole 91 formed in the fitting member 90 is provided in the rotation direction of the stopper piston 32, that is, in the vane rotor 1
5 is formed in a long hole shape extending in a direction orthogonal to the rotation direction. That is, the fitting hole 91 in the direction orthogonal to the rotation direction
Is larger than the diameter a of the fitting hole 91 in the rotation direction. Even if a manufacturing tolerance occurs in the fitting hole 91 or the stopper piston 32 in a direction perpendicular to the rotation direction, the stopper piston 32 can be fitted in the fitting hole 91. In addition, since the limit of the manufacturing tolerance can be relaxed, the manufacturing becomes easy and the manufacturing cost is reduced.

In the above-mentioned plural embodiments showing the embodiment of the present invention, the retard hydraulic pressure and the advance hydraulic pressure chambers are added to the stopper piston in the direction of coming out of the fitting hole and the enlarged hole. During phase control during normal engine operation, either the retarded or advanced oil pressure is applied to the stopper piston in a direction to escape from the fitting hole and the enlarged hole. Can be prevented from fitting. Further, the advance hydraulic pressure is applied to the stopper piston in the direction of pushing toward the fitting member. Therefore, when the stop of the engine is instructed, the drain piston opens the retard hydraulic chamber and supplies the hydraulic oil to the advance hydraulic chamber, so that the stopper piston can be securely fitted into the fitting hole at the intermediate position. it can. Since the start of the engine can be started with the vane rotor held at the intermediate position with respect to the shoe housing, the engine can be started reliably in a short time.

Further, in addition to the restraining means for restraining the vane rotor at the intermediate position with respect to the shoe housing by fitting the stopper piston into the fitting hole, the vane rotor is prevented from rotating from the intermediate position to the retarded side. An enlarged hole is formed as a restricting means for allowing rotation to the advance side. Therefore, the stopper piston is fitted in the enlarged hole and locked on the retard side of the enlarged hole, so that the stopper piston is securely fitted in the fitted hole. As a result, the engine can be stopped with the vane rotor held at an intermediate position that is optimal for starting the engine with respect to the shoe housing. Therefore, the engine can be reliably started in a short time.

In the embodiments described above, the first pressure receiving portion that receives the retarded hydraulic pressure in the direction of exiting the fitting hole and the second pressure receiving portion that receives the advanced hydraulic pressure in the direction of exiting the fitting hole are separately provided on the stopper piston. Provided. On the other hand, by switching the retard hydraulic pressure and the advance hydraulic pressure by, for example, a differential pressure valve or the like,
It is also possible to provide a pressure receiving portion for receiving the oil pressure in the direction of coming out of the fitting hole at one position on the stopper piston, and to apply the switched retard hydraulic pressure or advanced oil pressure to this pressure receiving portion.

In the above embodiments, the stopper piston moves in the axial direction and fits into the fitting hole. However, the stopper piston may move in the radial direction and fit in the fitting hole. is there. Further, a stopper piston may be housed on the housing member side, and a fitting hole and an enlarged hole may be formed on the vane rotor side.

Further, in the above-described embodiments, the configuration is adopted in which the rotational driving force of the crankshaft is transmitted to the camshaft by the chain sprocket. However, a configuration using a timing pulley or a timing gear may be used. Further, the driving force of the crankshaft as the drive shaft is received by the vane member, and the camshaft as the driven shaft and the housing member can be integrally rotated.

[Brief description of the drawings]

FIG. 1 is a cross-sectional view taken along line II of FIG. 2, showing a cross-section of a valve timing adjusting apparatus according to a first embodiment of the present invention;
(A) shows the fitting state with the fitting hole, (B) shows the fitting state with the enlarged hole, and (C) shows the constraint release state.

FIG. 2 is a cross-sectional view showing the valve timing adjusting device according to the first embodiment.

FIG. 3 is a cross-sectional view showing a state where a vane rotor is at a most advanced position.

FIG. 4 is a sectional view taken along line IV-O-IV of FIG. 2;

FIG. 5 is a sectional view taken along line IV-OV of FIG. 2;

FIG. 6A is a sectional view showing a restrained state in a valve timing adjusting device according to a second embodiment of the present invention;
(B) is a cross-sectional view showing the restraint released state.

FIG. 7 is a sectional view showing a fitting hole according to a third embodiment of the present invention.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Valve timing adjustment device 2 Camshaft (driven shaft) 10 Chain sprocket (housing member, drive side rotating body) 12 Shoe housing (housing member, drive side rotating body) 12a, 12, 12c Shoe 13 Peripheral wall (housing member, drive side) Rotating body) 14 Front plate (housing member, driven rotating body) 15 Vane rotor (vane member, driven rotating body) 15a, 15b, 15c Vane (vane member, driven rotating body) 17 Intermediate plate (housing member, driven side) (Rotating body) 24 Spring (advancing angle biasing means) 30, 31 Guide ring 30a Through hole (second pressure receiving passage) 30b Through hole (third pressure receiving passage) 32 Stopper piston (contact portion, restraining means) 33 Tip portion 33b Tip surface (first pressure receiving portion) 34 Large diameter sliding portion 34a Second pressure receiving portion 3 b Third pressure receiving part 37 Spring (contact urging means, restraining means) 40 Fitting member (contacted part, restraining means) 41 Fitting hole (contacted part, restraining means) 43 Enlarged hole 50 Storage chamber 51 , 52, 53 retarded hydraulic chamber 54, 55, 56 retarded hydraulic chamber 80 stopper piston (contact portion, restraining means) 81 distal end portion 81a distal end surface (first pressure receiving portion) 82a annular surface (second pressure receiving portion) 82b Annular surface (third pressure receiving portion) 85a Through hole (throttle passage) 90 Fitting member (contacted portion, restraining means) 91 Fitting hole (contacted portion, restraining means)

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Masayasu Ushida 1-1-1 Showa-cho, Kariya-shi, Aichi F-term in Denso Co., Ltd. 3G016 AA06 AA19 BA23 BA38 CA11 CA12 CA13 CA21 CA24 CA27 CA33 CA36 CA45 CA46 CA48 CA51 CA52 CA59 DA06 DA22 GA04 GA07

Claims (19)

[Claims] 1. A driving force transmission system for transmitting a driving force from a driving shaft of an internal combustion engine to a driven shaft for opening and closing at least one of an intake valve and an exhaust valve, wherein at least one of the intake valve and the exhaust valve is provided. A valve timing adjusting device for adjusting one of the opening and closing timings, wherein a driving-side rotating body that rotates with the drive shaft, and a driven-side rotating body that rotates with the driven shaft, wherein the driving-side rotating body and the driven side A vane of the other rotator is accommodated in an accommodation chamber formed in one of the rotators, and a driven-side rotator driven to rotate relative to the drive-side rotator by a working fluid pressure only within a predetermined angle range; The driven rotator is provided at the intermediate position with respect to the drive rotator between both ends in the circumferential direction within a predetermined angle range. The contact portion and the contacted portion that restrain the relative rotation of the driven-side rotator with respect to the drive-side rotator by abutting each other, and the contact portion in a direction that contacts the contacted portion. A restraining means having a contact urging means for urging; and the contact portion is a first working fluid pressure for driving the driven-side rotating body to one of an advance side and a retarded side with respect to the driving-side rotating body. And a force is applied to the drive-side rotator in a direction to release the restrained state with the contacted portion by a second working fluid pressure that drives the driven-side rotator to the other of the advance side and the retard side. A valve timing adjusting device, which receives a force in a direction in which it comes into contact with the contacted portion by a second working fluid pressure. 2. The method according to claim 1, wherein the first working fluid pressure rotates the driven-side rotator toward a retard side, and the second working fluid pressure rotates the driven-side rotator toward an advanced side. A valve timing adjustment device as described in the above. 3. The contact portion includes a first pressure receiving portion that receives a first working fluid pressure, and a second pressure receiving portion that receives a second working fluid pressure in the same direction as the direction in which the first pressure receiving portion receives the first working fluid pressure. 2
The valve timing adjusting device according to claim 1, further comprising a pressure receiving portion, and a third pressure receiving portion that receives a second working fluid pressure in a direction opposite to the second pressure receiving portion. 4. The pressure receiving area of the first pressure receiving portion is the second pressure receiving area.
The valve timing adjusting device according to claim 3, wherein the pressure receiving area is larger than the pressure receiving areas of the pressure receiving section and the third pressure receiving section. 5. The pressure receiving area of the second pressure receiving section is larger than the pressure receiving area of the third pressure receiving section.
Or the valve timing adjusting device according to 4. 6. A third pressure receiving passage for supplying a second working fluid to the third pressure receiving portion is closed when the abutting portion is in a released state with respect to the abutted portion, and the abutting portion is closed by the abutting portion. 6. The valve timing adjusting apparatus according to claim 3, wherein the valve timing adjusting device is opened when the state of the contact with the contact portion is changed from the released state to the restricted state. 7. The valve timing adjusting device according to claim 6, wherein opening and closing of the third pressure receiving passage is performed by displacement of the contact portion. 8. The second pressure receiving passage for supplying a second working fluid to the second pressure receiving portion is closed immediately before the contact portion comes into contact with the contacted portion. The valve timing adjusting device according to any one of claims 1 to 7. 9. The valve timing adjusting device according to claim 8, wherein opening and closing of the second pressure receiving passage is performed by displacement of the contact portion. 10. The contacted portion has a fitting hole into which the contacting portion can be fitted, and at least one of the contacting portion and the fitting portion has a circular cross section. The valve timing adjustment device according to any one of claims 1 to 9, wherein the valve timing adjustment device is formed in a tapered shape. 11. The valve timing adjusting device according to claim 10, wherein a taper angle of the contact portion is less than 15 °. 12. The contacted part has a fitting hole in which the contacting part can be fitted, and the fitting hole is formed in a long hole shape in a direction orthogonal to a rotation direction. The valve timing adjusting device according to any one of claims 1 to 11, wherein 13. The contacted portion has a fitting hole in which the contacting portion can be fitted, and is formed to be shallower than the fitting hole around the fitting hole, so that the most retarded angle and the most advanced The valve timing adjusting device according to any one of claims 1 to 12, further comprising an enlarged hole that allows the driven-side rotating body to rotate on a more advanced side than an intermediate position of the angle. . 14. The valve timing adjusting device according to claim 3, wherein a throttle is provided in a second pressure receiving passage that supplies a second working fluid to the second pressure receiving portion. 15. A damper chamber for reducing the speed of the abutting portion displaced in a direction in which the abutting portion abuts on the abutted portion in the restraint released state is formed on an outer periphery of the abutting portion. The valve timing adjusting device according to claim 1. 16. The valve timing adjustment according to claim 15, wherein the damper function of the damper chamber is canceled when the contact portion shifts from the restrained release state to the contacted portion to the restrained state. apparatus. 17. The valve timing adjusting device according to claim 16, wherein the damper action of the damper chamber is eliminated by displacement of the contact portion. 18. The apparatus according to claim 1, further comprising advance advancing means for urging the driven-side rotator toward an advance side.
8. The valve timing adjusting device according to claim 7. 19. A space for accommodating the contact portion, which is opposite to the contact portion, is open to the atmosphere in a relative rotation angle range of the driven-side rotary member with respect to the drive-side rotary member. The valve timing adjusting device according to claim 1.