JP4058580B2 - Valve timing adjustment device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a valve timing for changing the opening / closing timing (hereinafter referred to as “valve timing”) of at least one of an intake valve and an exhaust valve of an internal combustion engine (hereinafter referred to as “internal combustion engine”). The present invention relates to an adjusting device.
[0002]
[Prior art]
Conventionally, a camshaft is driven via a timing pulley or a chain sprocket that rotates synchronously with the crankshaft of the engine, and at least one of an intake valve and an exhaust valve is caused by a phase difference caused by relative rotation of the timing pulley or the chain sprocket and the camshaft. As a valve timing adjusting device that hydraulically controls one of these valve timings, for example, a vane type is known. In the vane type valve timing device using such a working fluid, the camshaft receives a load torque that fluctuates positively or negatively by driving at least one of the intake valve and the exhaust valve. When the working fluid is not sufficiently supplied as in cranking, the vane member swings with respect to the housing member that houses the vane member, and a hitting sound is generated due to the collision between the housing member and the vane member. There's a problem. Here, the positive load torque acts on the crankshaft in the camshaft retard direction, and the negative load torque acts on the crankshaft in the camshaft advance direction.
[0003]
Therefore, in a state where the working fluid is not sufficiently supplied to the valve timing adjusting device, for example, the stopper piston accommodated in the vane member is fitted into the fitting hole formed in the housing member, thereby swinging the vane member relative to the housing member. It is known to prevent the occurrence of hitting sound. When the working fluid is sufficiently supplied, the stopper piston is removed from the housing member by the fluid pressure, so that the vane member can be controlled to rotate relative to the housing member. 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, the camshaft is at the most retarded angle or the most advanced angle with respect to the crankshaft.
[0004]
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 most advanced angle with respect to the crankshaft. The engine will be started in a certain state. In this case, the valve opening periods of the exhaust valve and the intake valve are overlapped, and the exhaust gas recirculates to the intake side, causing a combustion failure or the like and making starting difficult.
[0005]
Further, when adjusting the valve timing of the intake valve, in the configuration in which the stopper piston is fitted to the housing member at the position where the camshaft is at the most retarded angle with respect to the crankshaft, the camshaft is at the most retarded angle with respect to the crankshaft. The engine will be started in the state. In this case, since the compression stroke starts when the intake valve is open, the compression ratio is lowered and the output becomes insufficient, making it difficult to start.
[0006]
Therefore, in the valve timing adjusting device disclosed in Japanese Patent Application No. 11-152464 filed by the present applicant, when the camshaft is positioned between the most retarded angle and the most advanced angle with respect to the crankshaft. Further, when the stopper piston is fitted to the housing member, relative rotation of the camshaft with respect to the crankshaft is restricted. By starting the engine at an intermediate position between the most retarded angle and the most advanced angle, the engine can be started with the camshaft in a suitable phase position with respect to the crankshaft.
[0007]
[Problems to be solved by the invention]
However, in the configuration of the valve timing adjusting device disclosed in the specification of Japanese Patent Application No. 11-152464, the force acting on the stopper piston for fitting into the fitting hole is only the urging force of the spring. It is difficult to fit the stopper piston into the fitting hole in time. In addition, when the hydraulic pressure to maintain the restraint release state in which the abutting part has come out of the fitting hole is low, the stopper piston is moved to the fitting hole side by the biasing force of the spring during the phase control for rotating the vane member relative to the housing member. May pop out and get caught in the fitting hole.
[0008]
An object of the present invention is to provide a valve timing adjusting device that starts an engine at an intermediate position to start the engine quickly and prevents occurrence of a hitting sound.
Another object of the present invention is to provide a valve timing adjusting device that prevents the restraining means from entering a restrained state during phase control.
[0009]
[Means for Solving the Problems]
  Claim 1 of the present inventionFromAccording to the valve timing adjusting apparatus described in 3, the relative rotation of the driven-side rotator with respect to the drive-side rotator when the driven-side rotator is at an intermediate position between the most retarded angle and the most advanced angle with respect to the drive-side rotator. A restraining means capable of restraining is provided. By restraining the relative rotation of the driven-side rotator with respect to the drive-side rotator at the intermediate position, start-up failure can be prevented and harmful substances generated in the exhaust gas can be reduced.
  According to the valve timing adjusting apparatus of the first aspect of the present invention, the third pressure receiving passage is closed when the contact portion is in the restrained release state with the contacted portion. Since 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 state of releasing the constraint during normal engine operation after the engine has been started, the contacted portion and the contacted portion The restraint release state can be maintained and the phase control can be performed smoothly.
  When the stop of the engine is instructed, the third pressure receiving passage is opened when the contact portion shifts from the restrained release state with the contacted portion to the restrained state by reducing the first working fluid pressure. A second working fluid pressure is applied to the. Thereby, a contact part can be made to contact | abut reliably to a to-be-contacted part.
  According to the valve timing adjusting apparatus of the second aspect 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 contacts the contacted portion. Even when the second working fluid is supplied to the abutting portion at the time of cranking to start the engine, the second pressure receiving passage is closed in the restrained state. Does not work in the direction of displacement to the state of releasing the constraint with the contact. Therefore, the restrained state between the contact portion and the contacted portion can be maintained when starting the engine.
  According to the valve timing adjusting apparatus of the third aspect of the present invention, the 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 operating state of the engine, the contact portion that is displaced in the direction to contact the contacted portion by the throttle provided in the second pressure receiving passage The speed is reduced, and the relative rotation of the driven-side rotator with respect to the drive-side rotator is prevented from being restricted during the phase control.
[0010]
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 to the contact portion. If it works, it is possible to maintain the restraint release state between the contact part and the contacted part in the normal operation state of the engine.
[0011]
Further, the second working fluid pressure displaces the abutting portion in the direction of abutting the abutted portion. Therefore, for example, when the engine is stopped, the first working fluid pressure acting on the contact portion is decreased and the second working fluid pressure is increased, thereby reliably bringing the contact portion into contact with the contacted portion at the intermediate position. be able to. As a result, the engine can be started at the intermediate position, so that the engine can be reliably started in a short time.
[0012]
In addition, the first working fluid pressure acting on the contact portion at the start of engine start is decreased and the second working fluid pressure is increased, so that the contact portion is in contact with the contacted portion at the intermediate position. it can. Since the intermediate phase can be maintained during cranking at the start of engine start, the engine can be reliably started in a short time.
[0013]
  Claims of the invention4According to the described valve timing adjusting device, the first working fluid pressure rotates the driven side rotator on the retard side, and the second working fluid pressure rotates the driven side rotator on the advance side. By raising the first working fluid pressure acting on the contact portion and lowering the second working fluid pressure, after the engine start is completed, 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 rotor is rotated from the intermediate position to the retard side. In the idle operation after the engine start is completed, the driven rotor is held at the retard side from the intermediate position with respect to the drive rotor, so that the contact portion is contacted even if the working fluid pressure decreases during the idle operation. Phase control can be performed on the retard side with respect to the intermediate position without contacting the portion.
[0014]
  Claims of the invention5According to the described valve timing adjusting device, the pressure receiving area of the first pressure receiving portion is larger than the pressure receiving areas of the second pressure receiving portion and the third pressure receiving portion. 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, it is possible to maintain the constraint release state between the contact portion and the contacted portion.
[0015]
  Claims of the invention6According to the valve timing adjustment device described above, the contact portion is in contact with the contacted portion in the pressure receiving area of the second pressure receiving portion that receives the second working fluid pressure in the direction of releasing the constraint with the contacted portion. The pressure receiving area of the third pressure receiving portion that receives the second working fluid pressure is larger than the pressure receiving area. During normal operation, when the second working fluid pressure is applied to the second pressure receiving portion and the third pressure receiving portion, the force received by the second working fluid pressure in the direction of releasing the restraint from the contacted portion 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 contacted portion, the restraint release state between the contact portion and the contacted portion can be maintained.
[0018]
  Claim 7 of the present invention or8According to the described valve timing adjusting device, the third pressure receiving passage or the second pressure receiving passage is opened and closed 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. Furthermore, since no other on-off valve or switching valve is used, the number of parts is reduced, the assembly is facilitated, and the manufacturing cost is reduced.
[0020]
  Claims of the invention9According to the valve timing adjusting device described above, at least one of the contact portion and the fitting hole is tapered and has a circular cross section. Even if there is a manufacturing error in the contact part or the fitting hole, the taper shape of the contact part absorbs the error and prevents rattling in the fitted state. Therefore, it is possible to prevent the hitting sound at the intermediate position when starting the engine.
[0021]
  Claims of the invention10According to the described valve timing adjusting device, the taper angle of the contact portion is less than 15 °. When the taper angle is set to an acute angle, a frictional force that overcomes the load torque received by the driven shaft is generated by the force received from the contact biasing means and the second working fluid pressure, and the contact portion is fitted in the fitting hole. Can be held. Moreover, the variation in the depth of the contact portion that fits into the fitting hole can be reduced.
[0022]
  Claims of the invention11According to the described valve timing adjusting device, 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 manufacturing tolerance can be relaxed, manufacturing is facilitated and manufacturing cost is reduced.
[0023]
  Claims of the invention12According to the described valve timing adjusting device, it is formed shallower than the fitting hole around the fitting hole, prohibits the driven side rotating body from rotating on the retard side from the intermediate position, and advances from the intermediate position. It has an enlarged hole that allows the driven side rotating body to rotate. Since the load torque rotates the driven-side rotator toward the retarded side, if the driven-side rotator is positioned from the intermediate position to the advanced side, the drive 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 rotating body with respect to the rotation can be reliably restrained.
[0025]
  Claims of the invention13According to the described valve timing adjusting device, the damper chamber for reducing the speed of the abutting portion that is displaced in the abutting direction with the abutted portion is formed on the outer periphery of the abutting portion in the restrained release state. During normal operation, even if the first working fluid pressure or the second working fluid pressure decreases due to the operating state of the engine, the contact portion is prevented from being displaced in the direction in which the contact portion contacts the contacted portion due to the damper action of the damper chamber. In addition, the relative rotation of the driven-side rotator with respect to the driving-side rotator is prevented from being restricted during the phase control.
[0026]
  Claims of the invention14According to the described valve timing adjusting device, the damper action of the damper chamber is canceled when the contact portion shifts from the restraint release state with the contacted portion to the restraint state. When the working fluid pressure is reduced when the engine is stopped and the contact portion is displaced in the contact direction with the contacted portion, the contact portion is reliably brought into contact with the contacted portion by eliminating the damper action. Can do.
[0027]
  Claims of the invention15According to the described valve timing adjusting device, the damper action of the damper chamber is eliminated by the displacement of the contact portion. The damper action of the damper chamber can be reliably canceled 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, assembly is facilitated, and the manufacturing cost is reduced.
[0028]
  Claims of the invention16According to the described valve timing adjusting device, the advance angle urging means for urging the driven side rotating body toward the advance angle side is provided. When an instruction to stop the engine is issued, it assists the torque that rotates the driven rotor on the intermediate position that is more advanced than the most retarded position, and even if the working fluid pressure decreases during normal engine operation Assists torque that rotates the driven-side rotator toward the advance side.
[0029]
  Claims of the invention17According to the valve timing adjusting device described above, in the relative rotation angle range of the driven-side rotator with respect to the drive-side rotator, the anti-contact portion side of the space that accommodates the contact portion is open to the atmosphere. Even if the working fluid leaks into the space on the side of the contact portion opposite to the contacted portion, this working fluid does not become a force that displaces the contact portion toward the contacted portion. The restraint release state with the contacted portion can be maintained.
[0030]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, a plurality of examples showing embodiments of the present invention will be described with reference to the drawings.
(First embodiment)
FIG. 4 shows an engine valve timing adjusting apparatus according to the first embodiment of the present invention. The valve timing adjusting device 1 of the first embodiment is a hydraulic control type, and controls the valve timing of the intake valve.
[0031]
A chain sprocket 10 which is one side wall of the driven-side rotating body shown in FIG. 4 is coupled to a crankshaft as a driving shaft of an engine (not shown) by a chain (not shown) to transmit a driving force, and rotates in synchronization with the crankshaft. To do. The camshaft 2 as the driven shaft receives driving force from the chain sprocket 10 and opens and closes 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 direction of the arrow X shown in FIG. Hereinafter, this rotational direction is referred to as an advance direction.
[0032]
An intermediate plate 17 formed in a thin plate shape is interposed between the chain sprocket 10 and the shoe housing 12 and the vane rotor 15. The intermediate plate 17 prevents oil leakage from between the chain sprocket 10 and 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 fixed coaxially by bolts 20.
[0033]
The shoe housing 12 includes a peripheral wall 13 and a front plate 14 that is the other side wall of the housing member, and is integrally formed. As shown in FIG. 2, the shoe housing 12 includes shoes 12a, 12b, and 12c formed in a trapezoidal shape at substantially equal intervals in the circumferential direction. Fan-shaped accommodation chambers 50 for accommodating vanes 15a, 15b, and 15c as vane members are formed in three gaps in the circumferential direction of the shoes 12a, 12b, and 12c, respectively, and the inner circumferences of the shoes 12a, 12b, and 12c are formed. The surface is formed in a circular arc shape in cross section.
[0034]
The vane rotor 15 as a driven side rotating body has vanes 15a, 15b, and 15c at substantially equal intervals in the circumferential direction, and the vanes 15a, 15b, and 15c are rotatably accommodated in the respective accommodation chambers 50. Each vane divides each storage chamber 50 into a retarded hydraulic chamber and an advanced hydraulic chamber. The arrows representing the retard direction and the advance direction shown in FIG. 2 represent 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 integrally fixed to the camshaft 2 by bolts 21 and constitute a driven side rotating body. Positioning of the vane rotor 15 in the rotational direction with respect to the camshaft 2 is performed by pins 23.
[0035]
The camshaft 2 and the bush 22 are fitted to the inner peripheral wall 10a of the chain sprocket 10 and the inner peripheral wall 14a of the front plate 14 so as to be relatively rotatable. Therefore, the camshaft 2 and the vane rotor 15 can rotate relative to the chain sprocket 10 and the shoe housing 12 coaxially. The inner peripheral wall 10a of the chain sprocket 10 and the inner peripheral wall 14a of the front plate 14 constitute a bearing portion of the driven side rotating body.
[0036]
A spring 24 as an advance biasing means is accommodated in a cylindrical recess 11 formed in the chain sprocket 10. One end of the spring 24 is locked to the locking portion 11 a of the recess 11, and the other end is locked to the vane rotor 15 through the long hole 17 a shown in FIG.
[0037]
The load torque received when the camshaft 2 drives the intake valve fluctuates positively and negatively. Here, the positive direction of the load torque represents the retard direction of the vane rotor 15 with respect to the shoe housing 12, and the negative direction of the load torque represents the advance direction of the vane rotor 15 with respect to the shoe housing 12. The average load torque works in the positive direction, that is, in the retard direction. The urging force of the spring 24 acts as a torque for rotating the vane rotor 15 toward 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 approximately the same as the average load torque received by the camshaft 2.
[0038]
The seal member 26 is fitted to the outer peripheral wall of the vane rotor 15 as shown in FIG. A minute clearance is provided between the outer peripheral wall of the vane rotor 15 and the inner peripheral wall of the peripheral wall 13, and the seal member 26 prevents the hydraulic oil from leaking between the hydraulic chambers through this clearance. Each of the seal members 26 is pushed toward the peripheral wall 13 by the urging force of the leaf spring 27 shown in FIG.
[0039]
The guide rings 30 and 31 are press-fitted and held on the inner wall of the vane 15a forming the accommodation hole 38, and a stopper piston 32 as a contact portion formed in a cylindrical shape is fitted to the guide rings 30 and 31 in the direction of the rotation axis of the camshaft 2. It is slidably accommodated. The fitting member 40 as the contacted portion shown in FIG. 1 is formed in a circular cross section and is press-fitted and held in a recess 14 b formed in the front plate 14. The fitting member 40 has a fitting hole 41 with which the stopper piston 32 abuts and can be fitted, and a retarding side end face that is shallower than the fitting hole 41 and on the same plane as the retarding end face of the fitting hole 41. And the enlarged hole 43 extended in the advance angle side is formed.
[0040]
The distal end portion 33 of the stopper piston 32 is formed in a tapered shape that decreases in diameter 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. The piston 32 fits smoothly into the fitting hole 41. Furthermore, since the fitting hole 41 and the stopper piston 32 are fitted with each other, it is possible to prevent the occurrence of hitting sound due to fluctuations in load torque. Furthermore, since the area of the tip portion 33 in contact with the fitting hole 41 is large, the stress applied to the tip portion 33 is reduced, and the life of the stopper piston 32 is extended.
[0041]
The spring 37 as the contact urging means shown in FIG. 1 urges the stopper piston 32 toward the fitting member 40 side. 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, and a small diameter sliding portion 35 from the front plate 14 side. An annular tapered surface 33 a is formed on the outer periphery of the distal end portion 33. The angle of the taper surface 33 a is substantially equal to the taper angle of the fitting hole 41.
[0042]
A tip surface 33b as a first pressure receiving portion formed in the tip portion 33 receives a retarded hydraulic pressure as a first working fluid pressure from the hydraulic chamber 42, and serves as a second pressure receiving portion on the fitting hole side of the large-diameter sliding portion 34. The annular surface 34 a formed at the bottom receives the advance hydraulic pressure from the hydraulic chamber 45. The retarded hydraulic pressure received by the distal end surface 33b and the advanced hydraulic pressure received by the annular surface 34a act in the direction in which the stopper piston 32 comes out from the fitting hole 41. The hydraulic chamber 42 communicates with the retarded hydraulic chamber 51 through an oil passage 44 formed in the front plate 14, and the hydraulic chamber 45 advances through an oil passage 47 formed in the vane 15 a and a through hole 30 a formed in the guide ring 30. Communication with the hydraulic chamber 54 is possible. The oil passage 47 and the through hole 30a constitute 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.
[0043]
An annular surface 34 b 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. The hydraulic chamber 46 can communicate with the advance hydraulic chamber 54 via an oil passage 48 formed in the vane 15 a and a through hole 30 b formed in the guide ring 30. The oil passage 48 and the through hole 30b constitute a third pressure receiving passage.
[0044]
As shown in FIG. 1A, in the state where the stopper piston 32 is fitted in the fitting hole 41, the through hole 30 a is closed by the large-diameter sliding portion 34. Then, since the hydraulic oil in the advance hydraulic chamber 54 is not supplied to the hydraulic chamber 45, the hydraulic pressure in the hydraulic chamber 45 does not work in the direction in which the stopper piston 32 comes out from the fitting hole 41. Further, as shown in FIG. 1C, when the stopper piston 32 comes out of the enlarged hole 43, that is, reaches the boundary position between the restraint release state and the restraint state between the stopper piston 32 and the fitting member 40, the large diameter 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, since the hydraulic pressure in the hydraulic chamber 46 becomes atmospheric pressure, there is no force for pushing the stopper piston 32 toward the fitting member 40.
[0045]
The receiving hole 38 on the side opposite to the mating member of the stopper piston 32 is within the relative rotation angle range of the vane rotor 15 by the elongated hole 17b formed in the intermediate plate 17 extending in the circumferential direction and the oil passage 10b formed in the chain sprocket 10. That is, the vane rotor 15 is open to the atmosphere regardless of whether it is at the most advanced position shown in FIG. Accordingly, the hydraulic pressure of the hydraulic oil leaking from the sliding clearance between the small diameter sliding portion 35 and the guide ring 31 to the accommodation hole 38 on the side opposite to the fitting member of the stopper piston 32 is substantially equal to the atmospheric pressure. Therefore, the hydraulic oil leaking into the accommodation 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.
[0046]
Each sliding portion of the stopper piston 32 slides with the guide ring 30 or the inner peripheral wall of the guide ring 31. The tip 33 of the stopper piston 32 can be fitted into the fitting hole 41 when the vane rotor 15 is positioned at an approximately middle position between the most retarded angle position and the most advanced angle position with respect to the shoe housing 12, as shown in FIG. . In a state where the stopper piston 32 is fitted in the fitting hole 41, the relative rotation of the vane rotor 15 with respect to the shoe housing 12 is restricted. As shown in FIG. 1A, the engine can be reliably started at the intermediate position where the relative rotation between the shoe housing 12 and the vane rotor 15 is restrained by fitting the stopper piston 32 into the fitting hole 41. In this way, the valve timing of the intake valve, that is, the phase difference of the camshaft 2 with respect to the crankshaft is optimally set.
[0047]
When the vane rotor 15 rotates to the retard side with respect to the shoe housing 12 with the stopper piston 32 coming out of the fitting hole 41 and the enlarged hole 43 as shown in FIG. 1C, the stopper piston 32 and the fitting hole 41 The stopper piston 32 cannot be fitted into the fitting hole 41 due to the shift in the circumferential position. As shown in FIG. 3, even if the vane 15 b is locked to the shoe 12 b and the vane rotor 15 reaches the most advanced angle position with respect to the shoe housing 12, the stopper piston 32 remains in the enlarged hole 43 as shown in FIG. Located on the top.
[0048]
As shown in FIG. 2, a retard hydraulic chamber 51 is formed between the shoe 12a and the vane 15a, and a retard hydraulic chamber 52 is formed between the shoe 12b and the vane 15b. A retard hydraulic chamber 53 is formed between them. An advance hydraulic chamber 54 is formed between the shoe 12c and the vane 15a, an advance hydraulic chamber 55 is formed between the shoe 12a and the vane 15b, and an advance hydraulic chamber is formed between the shoe 12b and the vane 15c. 56 is formed.
[0049]
The retard hydraulic chamber 51 communicates with the oil passage 61, and the retard hydraulic chambers 52, 53 are formed in a C shape on the camshaft 2 side end surface of the boss portion 15d via the oil passages 62, 63, as shown in FIG. It communicates with the oil passage 60. Further, the retarded hydraulic chambers 51, 52, 53 communicate with an oil passage 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 advance hydraulic chambers 54 and 56 communicate with an oil passage 70 formed in a C-shape on the bush 22 side end surface of the boss portion 15 d via oil passages 71 and 73. Further, the advance hydraulic chambers 54, 55, 56 communicate with an oil passage 201 formed in the camshaft 2 shown in FIG. 4 through an oil passage (not shown) formed in the axial direction of the boss portion 15d from the oil passages 70, 72. ing.
[0050]
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 switching valve 212 via the oil passage 204 and the groove passage 203 via the oil passage 205. An oil supply path 206 as a working fluid supply path is connected to the oil pump 210, and an oil discharge path 207 as a working fluid discharge path is opened toward the drain 211. The oil pump 210 supplies hydraulic oil pumped up from the drain 211 to each hydraulic chamber via the switching valve 212. The switching valve 212 is a well-known 4-port guide valve.
[0051]
The valve member 213 of the switching valve 212 is urged in one direction by a spring 214 and reciprocates by controlling energization to the solenoid 215. Energization of the solenoid 215 is controlled by an engine control unit (ECU) 300. The ECU 300 inputs detection signals from various sensors and sends signals to each device of the engine. As the valve member 213 reciprocates, the combination of the communication between the oil passages 204 and 205 and the oil supply passage 206 and the oil discharge passage 207 and the shutoff are switched.
With the above oil path configuration, hydraulic oil can be supplied from the oil pump 210 to the retarded hydraulic chambers 51, 52, 53 or the advanced hydraulic chambers 54, 55, 56 and the hydraulic chambers 42, 45, 46. The hydraulic oil can be discharged from the hydraulic chamber to the drain 211.
[0052]
Next, the operation of the valve timing adjusting device 1 will be described.
When the ignition is turned off and the engine stop is instructed, 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 the advance hydraulic chambers and the hydraulic chambers 45 and 46, and the retard hydraulic chambers and the hydraulic chambers 42 are opened to the drain, so that the vane rotor 15 rotates forward 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 a restrained release state with the fitting hole 41 and the enlarged hole 43, Since the chamber 46 is disconnected from the advance hydraulic chamber 54 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 stopper piston 32 moves to the fitting member 40 side by the biasing force of the spring 37.
[0053]
When the engine stop is instructed when the vane rotor 15 is positioned on the retard side with respect to the shoe housing 12 from the intermediate position (restraint position) where the stopper piston 32 is fitted in the fitting hole 41 (release state) Since the hydraulic oil is supplied to each advance angle hydraulic chamber, the vane rotor 15 rotates to the advance side. When the stopper piston 32 moves toward the fitting member 40 by the urging force of the spring 37 and shifts from the restraint release state to the restraint state as shown in FIG. The blockage of the hole 30b is released and the opening is started. Then, the hydraulic chamber 46 communicates with the advance hydraulic chamber 54 via the oil passage 48 and the through hole 30b, and hydraulic oil is supplied from the advance hydraulic chamber 54 to the hydraulic chamber 46. Accordingly, the hydraulic pressure in the hydraulic chamber 46 acts as a force for pushing the stopper piston 32 toward the fitting member 40. When the vane rotor 15 reaches the intermediate position (restraint position) shown in FIG. 1A with respect to the shoe housing 12, the stopper piston 32 is locked to the retarded end face of the enlarged hole 43, and the urging force and hydraulic pressure of the spring 37 are retained. The stopper piston 32 is fitted into the fitting hole 41 by the force received from the chamber 46. When the stopper piston 32 is fitted into 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 the stopper piston 32 from the fitting hole 41, the restrained state shown in FIG. When the stopper piston 32 cannot be fitted into the fitting hole 41, the vane rotor 15 rotates to the advance side with respect to the intermediate position and is fitted into the enlarged hole 43.
[0054]
When the stop of the engine is instructed in a state where the vane rotor 15 is positioned on the advance side relative to the shoe housing 12 with respect to the intermediate position where the stopper piston 32 is fitted in the fitting hole 41, the vane rotor 15 rotates to the advance side. By doing so, the stopper piston 32 is fitted into the enlarged hole 43.
[0055]
If the stopper piston 32 is fitted in the fitting hole 41 before the engine is started, 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 is most suitable for starting the engine. The engine is reliably started in a short time because it is held in phase.
[0056]
Consider a case where the start of the engine is started in a state where the stopper piston 32 is not fitted in the fitting hole 41 before the engine is started and the camshaft 2 is on the advance side with respect to the crankshaft. At this time, the stopper piston 32 is fitted in the enlarged hole 43. Since the advance torque applied by the spring 24 to the vane rotor 15 and the camshaft 2 is substantially equal to the average of the load torque, the maximum value of the load torque acting in the retard direction on the positive side is larger than the urging force of the spring 24. Since hydraulic oil is not supplied to each retarded hydraulic chamber and each advanced hydraulic chamber at the time of cranking at the start of engine start, the shoe resists the urging force of the spring 24 acting in the advance direction in accordance with fluctuations in the load torque. The vane rotor 15 swings toward the retard side with respect to the housing 12 and is locked to the retard side surface of the enlarged hole 43 at the intermediate position. In addition, since 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 biasing force of the spring 37 and the force received from the hydraulic chamber 46. Match.
[0057]
As described above, the stopper piston 32 is fitted in the enlarged hole 43 even if it is not fitted in the fitting hole 41 before the engine is started. Since the camshaft 2 is held at an intermediate position with respect to the crankshaft, the engine is reliably started in a short time.
[0058]
At the time of cranking to start the engine, the valve portion 213a of the switching valve 212 is selected, so that hydraulic oil is supplied to each advance hydraulic chamber and hydraulic chamber 45, 46, and each retard hydraulic chamber and hydraulic chamber 42. Is open to the drain. Further, in the state where the stopper piston 32 shown in FIG. 1A is fitted in the fitting hole 41, the through hole 30 a is closed by the large-diameter sliding portion 34. Does not work as a force for pulling the stopper piston 32 out of the fitting hole 41. Therefore, the stopper piston 32 does not come out of the fitting hole 41.
[0059]
After starting the engine, the hydraulic oil in each retarded hydraulic chamber is filled and the hydraulic pressure in the hydraulic chamber 42 rises to a predetermined pressure, and then the stopper piston 32 comes out of the fitting hole 41 and the vane rotor 15 rotates relative to the shoe housing 12. Motion, that is, phase control becomes possible. When the stopper piston 32 moves in the restraint releasing direction shown in FIG. 1C from the fitting hole 41, the through hole 30 b is closed by the large diameter sliding portion 34, so that the hydraulic chamber 46 is connected to the advance hydraulic chamber 54. The communication is cut off, and the hydraulic chamber 46 is substantially sealed.
[0060]
When the hydraulic pressure of the hydraulic oil is sufficiently increased after the engine is started, one of the valve portions 213a, 213b, and 213c of the valve member 213 is selected according to an instruction from the ECU 300. Thereby, the supply of the hydraulic oil to each hydraulic chamber and the discharge of the 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.
[0061]
During normal engine operation, the stopper piston 32 is further out of the fitting hole 41 than the position shown in FIG. Therefore, since the hydraulic chamber 46 is substantially sealed as described above, the hydraulic chamber 46 functions as a damper chamber even if the stopper piston 32 moves toward the fitting member 40 due to a decrease in the hydraulic pressure of the hydraulic chambers 42 and 45. Movement speed decreases. Therefore, when the stopper piston 32 passes through the intermediate position during the advance angle control, the stopper piston 32 is fitted before it is fitted to the fitting member 40 by the damper action of the hydraulic chamber 46 in addition to the advance hydraulic pressure applied to the annular surface 34a. It passes over the joint member 40 and prevents the stopper piston 32 from fitting into the fitting member 40. Further, when the stopper piston 32 passes through the intermediate position during the retard control, the stopper piston 32 is fitted before it is fitted to the fitting member 40 by the damper action of the hydraulic chamber 46 in addition to the retard hydraulic pressure applied to the distal end surface 33b. It passes over the joint member 40 and prevents the stopper piston 32 from fitting into the fitting member 40. Thus, since the stopper piston 32 has the tip end surface 33b that receives the retarded hydraulic pressure in the direction of coming out of the fitting member 40 and the annular surface 34a that receives the advanced hydraulic pressure in the direction of coming out of the fitting member 40, the engine During normal operation, the stopper piston 32 can be held in a state in which the restraint is released from the fitting member 40. Furthermore, since the hydraulic chamber 46 acts as a damper chamber in the restraint release state, the stopper piston 32 can be held in the restraint release state with the fitting member 40.
[0062]
In the first embodiment, the displacement of the stopper piston opens and closes the through hole 30a that communicates the hydraulic chamber 45 and the advance hydraulic chamber 54, and the through hole 30b that communicates the hydraulic chamber 46 and the advance hydraulic chamber 54. The through holes 30a and 30b can be reliably opened and closed by the displacement of the stopper piston. Further, since no other on-off valve or switching valve is required to open and close the through holes 30a and 30b, the number of parts is reduced, the assembly is facilitated, and the manufacturing cost is reduced.
[0063]
Further, since the pressure receiving area of the distal end surface 33b is larger than that of the annular surface 34a and the annular surface 34b, even if the retarded hydraulic pressure is reduced due to pulsation, the force that holds the restraint release state between the stopper piston 32 and the fitting member 40 Can be received from retarded 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 is directed toward the fitting member 40. This is larger than the force received from the hydraulic chamber 46 in the direction in which the pressure 32 is pushed. Therefore, the restraint release state between the stopper piston 32 and the fitting member 40 can be maintained during normal engine operation.
In the first embodiment, the valve timing adjusting device for driving the intake valve has been described, but it is also possible to drive only the exhaust valve or both the intake valve and the exhaust valve by the valve timing adjusting device of the first embodiment.
[0064]
(Second embodiment)
A second embodiment of the present invention is shown in FIG. Components that are substantially the same as those of the first embodiment are denoted by the same reference numerals, and description thereof is omitted.
The stopper piston 80 has a distal end surface 81 a as a first pressure receiving portion at the distal end portion 81, an annular surface 82 a as a second pressure receiving portion on the fitting hole side of the large diameter sliding portion 82, and a large diameter sliding portion. An annular surface 82b as a third pressure receiving portion is formed on the side of the moving portion 82 opposite to the fitting hole. The pressure receiving area of the front end surface 81a 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.
[0065]
A through hole 85 a serving as a second pressure receiving passage formed in the guide ring 85 can supply hydraulic oil with an advance hydraulic pressure to the hydraulic chamber 45. The through hole 85a is throttled 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 that moves toward the fitting member 40 decreases due to the action of the throttle passage of the through hole 85a. Therefore, during normal engine operation, it is possible to prevent the stopper piston 80 from fitting into the fitting member 40 due to a decrease in hydraulic pressure, and to smoothly perform phase control.
[0066]
Further, a through hole 85 b as a third pressure receiving passage formed in the guide ring 85 can supply the hydraulic oil for the advance hydraulic pressure to the hydraulic chamber 46. The through hole 85b is closed by the large diameter portion 34 when the stopper piston 80 is farthest from the fitting member 40 as shown in FIG. 6B, but is slightly from the position shown in FIG. 6B. However, it is released when it moves 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 advance hydraulic oil is supplied, and does not act as a damper chamber.
[0067]
The taper angle θ of the tip 81 of the stopper piston 81 is formed to be less than 15 °. Since the taper angle θ of the tip 81 is an acute angle, a frictional force that overcomes the load torque received by the camshaft 2 by the force received from the advance hydraulic pressure of the spring 37 and the hydraulic chamber 46 is generated between the fitting hole 41 and The state in which the stopper piston 80 is fitted in the fitting hole 41 can be maintained. Further, variation in the depth of the stopper piston 80 fitted into the fitting hole 41 can be reduced.
[0068]
(Third embodiment)
A third embodiment of the present invention is shown in FIG. 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 formed in a long hole shape extending in a direction orthogonal to the rotation direction of the stopper piston 32, that is, the rotation direction of the vane rotor 15. That is, the diameter b of the fitting hole 91 in the direction orthogonal to the turning direction is larger than the diameter a of the fitting hole 91 in the turning direction. Even if a manufacturing tolerance occurs in the fitting hole 91 or the stopper piston 32 in the direction orthogonal to the rotation direction, the stopper piston 32 can be fitted into the fitting hole 91. In addition, since the limit of manufacturing tolerance can be relaxed, manufacturing is facilitated and manufacturing cost is reduced.
[0069]
In the above-described plurality of examples showing the embodiment of the present invention described above, the retard hydraulic pressure and the advance hydraulic chamber are added to the stopper piston in the direction of coming out from the fitting hole and the enlarged hole. During phase control during normal engine operation, either retarded or advanced hydraulic pressure is applied to the stopper piston in a direction to escape from the fitting hole and the enlarged hole. Can be prevented from being fitted. Further, an 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 retard hydraulic chamber is drained and hydraulic oil is supplied to the advance hydraulic chamber, so that the stopper piston can be reliably fitted into the fitting hole at the intermediate position. it can. Since the engine can be started with the vane rotor held at an intermediate position with respect to the shoe housing, the engine can be reliably started in a short time.
[0070]
In addition to the restraining means for restraining the vane rotor to the intermediate position with respect to the shoe housing by fitting the stopper piston into the fitting hole, the vane rotor is prohibited from rotating from the intermediate position to the retard side, while the advance side An expansion hole is formed as a restricting means that allows rotation of the lens. Therefore, when the stopper piston is fitted into the enlarged hole and is locked to the retarded angle side of the enlarged hole, the stopper piston is reliably fitted into the fitted hole. Accordingly, the engine can be stopped in a state where the vane rotor is held at an intermediate position optimum for starting the engine with respect to the shoe housing. Therefore, the engine can be reliably started in a short time.
[0071]
In the above embodiments, the stopper piston is separately provided with the first pressure receiving portion that receives the retarded hydraulic pressure in the direction of coming out of the fitting hole and the second pressure receiving portion that receives the advanced hydraulic pressure in the direction of coming out of the fitting hole. . On the other hand, by switching between the retarded hydraulic pressure and the advanced hydraulic pressure using, for example, a differential pressure valve or the like, a pressure receiving portion that receives the hydraulic pressure in the direction of coming out of the fitting hole is provided at one position on the stopper piston, and the delayed pressure switched to the pressure receiving portion is provided. It is also possible to apply angular hydraulic pressure or advanced hydraulic pressure.
[0072]
In the above embodiments, the stopper piston moves in the axial direction and is fitted in the fitting hole. However, the stopper piston may be moved in the radial direction and fitted in the fitting hole. Further, the stopper piston may be accommodated on the housing member side, and the fitting hole and the enlarged hole may be formed on the vane rotor side.
[0073]
In the above-described embodiments, a configuration in which the rotational driving force of the crankshaft is transmitted to the camshaft by the chain sprocket is adopted, but a configuration using a timing pulley or a timing gear can also be used. It is also possible to receive the driving force of the crankshaft as the drive shaft by the vane member and rotate the camshaft as the driven shaft and the housing member integrally.
[Brief description of the drawings]
1 is a cross-sectional view taken along the line II of FIG. 2 showing a cross-section of the valve timing adjusting device according to the first embodiment of the present invention; FIG. 1A shows a fitting state with a fitting hole; ) Shows the fitting state with the enlarged hole, and (C) shows the restraint released state.
FIG. 2 is a cross-sectional view showing the valve timing adjusting apparatus according to the first embodiment.
FIG. 3 is a cross-sectional view showing a state in which a vane rotor is at a most advanced position.
4 is a cross-sectional view taken along line IV-O-IV in FIG.
5 is a cross-sectional view taken along line IV-OV in FIG.
6A is a sectional view showing a restrained state in a valve timing adjusting apparatus according to a second embodiment of the present invention, and FIG. 6B is a sectional view showing a restrained released state.
FIG. 7 is a cross-sectional view showing a fitting hole according to a third embodiment of the present invention.
[Explanation 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 Perimeter wall (housing member, drive side rotating body)
14 Front plate (housing member, drive side rotating body)
15 Vane rotor (vane member, driven side rotating body)
15a, 15b, 15c Vane (Vane member, driven side rotating body)
17 Intermediate plate (housing member, drive side rotating body)
24 Spring (advance biasing means)
30, 31 Guide ring
30a Through hole (second pressure receiving passage)
30b Through hole (third pressure receiving passage)
32 Stopper piston (contact part, restraining means)
33 Tip
33b Front end surface (first pressure receiving portion)
34 Large diameter sliding part
34a Second pressure receiving portion
34b Third pressure receiving portion
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 containment room
51, 52, 53 Retarded hydraulic chamber
54, 55, 56 Retarded hydraulic chamber
80 Stopper piston (contact part, restraining means)
81 Tip
81a Tip surface (first pressure receiving part)
82a annular surface (second pressure receiving part)
82b Annular surface (third pressure receiving part)
85a Through hole (throttle passage)
90 Fitting member (contacted part, restraining means)
91 Fitting hole (contacted part, restraining means)

Claims (17)

Provided in a driving force transmission system for transmitting a driving force from a drive shaft of an internal combustion engine to a driven shaft that opens and closes at least one of an intake valve and an exhaust valve, and opens and closes at least one of the intake valve and the exhaust valve In the valve timing adjusting device for adjusting the timing,
A drive-side rotating body that rotates together with the drive shaft;
A driven-side rotating body that rotates together with the driven shaft, wherein a vane of the other rotating body is housed in a housing chamber formed in one of the driving-side rotating body and the driven-side rotating body, and the drive is performed only within a predetermined angle range. A driven-side rotating body that is driven to rotate relative to the side rotating body by a working fluid pressure;
Provided in each of the drive-side rotator and the driven-side rotator, by contacting the drive-side rotator with the drive-side rotator at an intermediate position between the circumferential ends of a predetermined angle range. A contact portion and a contacted portion for restraining relative rotation of the driven side rotating body with respect to the driving side rotating body, and a contact urging force for urging the contact portion in a direction contacting the contacted portion. A restraining means having means;
The contact portion includes a first working fluid pressure that drives the driven-side rotator to one of an advance side and a retard side with respect to the drive-side rotator, and the driven-side rotator with respect to the drive-side rotator. The second working fluid pressure that drives the other side of the advance side or the retard side receives a force in a direction to release the restrained state with the abutted portion, and the second working fluid pressure abuts the abutted portion. A first pressure receiving portion that receives a force in the direction of contact and receives the first working fluid pressure; and a second pressure receiving portion that receives the second working fluid pressure in the same direction as the direction in which the first pressure receiving portion receives the first working fluid pressure; A third pressure receiving portion that receives a second working fluid pressure in a direction opposite to the second pressure receiving portion ,
The third pressure receiving passage for supplying the second working fluid to the third pressure receiving portion is closed when the contact portion is in a restrained release state with the contacted portion, and the contact portion is in contact with the contacted portion. the valve timing control apparatus according to claim Rukoto is opened when moving from binding release state to the constrained state. Provided in a driving force transmission system for transmitting a driving force from a drive shaft of an internal combustion engine to a driven shaft that opens and closes at least one of an intake valve and an exhaust valve, and opens and closes at least one of the intake valve and the exhaust valve In the valve timing adjusting device for adjusting the timing,
A drive-side rotating body that rotates together with the drive shaft;
A driven-side rotating body that rotates together with the driven shaft, wherein a vane of the other rotating body is housed in a housing chamber formed in one of the driving-side rotating body and the driven-side rotating body, and the drive is performed only within a predetermined angle range. A driven-side rotating body that is driven to rotate relative to the side rotating body by a working fluid pressure;
Provided in each of the drive-side rotator and the driven-side rotator, by contacting the drive-side rotator with the drive-side rotator at an intermediate position between the circumferential ends of a predetermined angle range. A contact portion and a contacted portion for restraining relative rotation of the driven side rotating body with respect to the driving side rotating body, and a contact urging force for urging the contact portion in a direction contacting the contacted portion. A restraining means having means;
The contact portion includes a first working fluid pressure that drives the driven-side rotator to one of an advance side and a retard side with respect to the drive-side rotator, and the driven-side rotator with respect to the drive-side rotator. The second working fluid pressure that drives the other side of the advance side or the retard side receives a force in a direction to release the restrained state with the abutted portion, and the second working fluid pressure abuts the abutted portion. A first pressure receiving portion that receives a force in the direction of contact and receives the first working fluid pressure; and a second pressure receiving portion that receives the second working fluid pressure in the same direction as the direction in which the first pressure receiving portion receives the first working fluid pressure; A third pressure receiving portion that receives a second working fluid pressure in a direction opposite to the second pressure receiving portion,
The valve timing adjusting device according to claim 1, wherein 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. Provided in a driving force transmission system for transmitting a driving force from a drive shaft of an internal combustion engine to a driven shaft that opens and closes at least one of an intake valve and an exhaust valve, and opens and closes at least one of the intake valve and the exhaust valve In the valve timing adjusting device for adjusting the timing,
A drive-side rotating body that rotates together with the drive shaft;
A driven-side rotating body that rotates together with the driven shaft, wherein a vane of the other rotating body is housed in a housing chamber formed in one of the driving-side rotating body and the driven-side rotating body, and the drive is performed only within a predetermined angle range. A driven-side rotating body that is driven to rotate relative to the side rotating body by a working fluid pressure;
Provided in each of the drive-side rotator and the driven-side rotator, by contacting the drive-side rotator with the drive-side rotator at an intermediate position between the circumferential ends of a predetermined angle range. A contact portion and a contacted portion for restraining relative rotation of the driven side rotating body with respect to the driving side rotating body, and a contact urging force for urging the contact portion in a direction contacting the contacted portion. A restraining means having means;
The contact portion includes a first working fluid pressure that drives the driven-side rotator to one of an advance side and a retard side with respect to the drive-side rotator, and the driven-side rotator with respect to the drive-side rotator. The second working fluid pressure that drives the other side of the advance side or the retard side receives a force in a direction to release the restrained state with the abutted portion, and the second working fluid pressure abuts the abutted portion. A first pressure receiving portion that receives a force in the direction of contact and receives the first working fluid pressure; and a second pressure receiving portion that receives the second working fluid pressure in the same direction as the direction in which the first pressure receiving portion receives the first working fluid pressure; A third pressure receiving portion that receives a second working fluid pressure in a direction opposite to the second pressure receiving portion,
A valve timing adjusting device, wherein a throttle is provided in a second pressure receiving passage for supplying a second working fluid to the second pressure receiving portion. The first working fluid pressure rotates the follower-side rotator on the retard side, and the second working fluid pressure rotates the follower-side rotator on the advance side. The valve timing adjusting device according to one item. 4. The valve timing adjusting device according to claim 1, wherein a pressure receiving area of the first pressure receiving portion is larger than a pressure receiving area of the second pressure receiving portion and the third pressure receiving portion. 5. 6. The valve timing adjusting device according to claim 1, wherein a pressure receiving area of the second pressure receiving portion is larger than a pressure receiving area of the third pressure receiving portion. It said third pressure receiving passage opening and closing valve timing adjusting device according to claim 1, wherein a carried out by displacement of the contact portion. The valve timing adjusting device according to claim 2, wherein opening and closing of the second pressure receiving passage is performed by displacement of the contact portion. The abutted part has a fitting hole into which the abutting part can be fitted, and at least one of the abutting part or the fitting hole is formed in a circular shape and a tapered shape. The valve timing adjustment device according to claim 1, wherein the valve timing adjustment device is provided. The valve timing adjusting device according to claim 9, wherein a taper angle of the contact portion is less than 15 °. The contacted portion has a fitting hole into which the contacting portion can be fitted, and the fitting hole is formed in a long hole shape in a direction orthogonal to the rotation direction. 1. The valve timing adjusting device according to claim 1 . The abutted portion has a fitting hole into which the abutting portion can be fitted, is formed shallower than the fitting hole around the fitting hole, and is at an intermediate position between the most retarded angle and the most advanced angle. 12. The valve timing adjustment device according to claim 1, further comprising an enlarged hole that allows the driven-side rotating body to rotate on an advance side. 13. A damper chamber for reducing a speed of the abutting portion that is displaced in a direction of abutting with the abutted portion in a constraint release state is formed on an outer periphery of the abutting portion. The valve timing adjusting device according to any one of the above. 14. The valve timing adjusting device according to claim 13, wherein the damper action of the damper chamber is canceled when the abutting portion shifts from a constraint releasing state with the abutted portion to a restrained state. The damper action of the damper chamber is canceled by the displacement of the contact portion. 15. The valve timing adjusting device according to claim 14, wherein The valve timing adjusting device according to any one of claims 1 to 15, further comprising an advance angle urging unit that urges the driven side rotating body toward an advance angle side. 17. The anti-abutted portion side of the space that accommodates the abutting portion is open to the atmosphere in a relative rotation angle range of the driven-side rotator with respect to the driving-side rotator. The valve timing adjusting device according to any one of the above.

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