JP4170370B2 - Valve timing control device for internal combustion engine - Google Patents

Description

  The present invention relates to a valve timing control device that makes an opening / closing timing (valve timing) of an engine valve, which is an intake valve or an exhaust valve of an internal combustion engine, variable according to an operating state.

  Various vane type valve timing control devices that control the valve timing of intake valves and exhaust valves based on the phase difference caused by the relative rotation between the crankshaft and the camshaft of the internal combustion engine have been provided. What is described in patent document 1 is known.

  Briefly, this valve timing control device is provided with a cylindrical housing to which rotational force is transmitted via a timing sprocket by a crankshaft of an engine, and a slidable rotation in the housing. A vane member fixed in an axial direction by a cam bolt to an end of a camshaft for opening and closing the exhaust valve, an advance side hydraulic chamber and a retard side hydraulic chamber formed between the housing and the vane member, A hydraulic circuit that selectively supplies and discharges hydraulic pressure to and from each hydraulic chamber to control rotation of the vane member to the advance side or the retard side with respect to the housing. A torsion spring is wound around the outside of the housing. ing.

  This torsion spring has one end locked and fixed to a fixed portion provided on the peripheral wall of the housing, and the other end locked and fixed to the fixing hole of the protruding portion of the bush fixed to the vane member from the axial direction by a fixing bolt. Has been.

When the engine is stopped, if the vane member stops at the basic position, that is, if it is on the exhaust side, deviates from the position of the maximum advance angle side, the vane member is advanced to the housing side by the urging force of the torsion spring. Rotate to (basic position). As a result, it is possible to prevent the residual gas from increasing in the cylinder of the internal combustion engine and misfire or restarting the engine.
JP 2000-161027 A

  However, in the conventional valve timing control device, although the torsion spring is provided on the outside of the housing, one end of the torsion spring that is locked and fixed to the fixing portion of the housing is bent in a folded shape. On the other hand, the other end which is locked and fixed in the fixing hole on the vane member side is bent in an approximately L shape.

  Therefore, when the spring diameter is increased in order to apply a large spring force to the torsion spring, it becomes difficult to bend and deform in a folded shape like the one end portion. On the other hand, when it is bent and deformed in an approximately L shape like the other end portion, the locking state with the fixing hole becomes insufficient, and the other end portion is deformed along with the expansion / contraction deformation of the torsion spring. There is a possibility of falling off the fixing hole. In order to prevent the fixing hole from falling off, it may be possible to provide some other falling prevention mechanism. However, if such a falling prevention mechanism is provided, the assembly work of the torsion spring becomes complicated and the cost increases. May be invited.

The present invention has been devised in view of the technical problem of the conventional valve timing control device, and the invention according to claim 1 is a plate for closing a peripheral wall and one end side opening in the axial direction of the peripheral wall. A housing body that is rotationally driven by an engine crankshaft,
A rotor connected to the camshaft and a vane protruding from the outer peripheral surface of the rotor, and a vane member provided to be rotatable relative to the housing body;
A lock pin provided on the vane and capable of moving forward and backward in the axial direction of the vane member;
A lock hole provided in the plate, wherein the lock pin is detachably formed;
A torsion spring provided on the opposite side of the plate with the vane member as the center and formed in a wound annular shape to urge the rotational phase of the housing body and the vane member to change in one direction. When,
A housing-side spring locking portion that is provided on a member that rotates integrally with the housing main body, and on which one end of the torsion spring is locked;
A vane member-side spring locking portion provided on a member that rotates integrally with the vane member, the other end of the torsion spring being locked;
With
The other end of the torsion spring has a bent portion formed in a curved shape,
The vane member-side spring locking portion is composed of two locking protrusions spaced apart in the circumferential direction, and a locking groove formed between the locking protrusions.
The locking groove is formed along the shape of the other end portion of the torsion spring bent into a curved shape .

  Hereinafter, an embodiment in which a valve timing control device for an internal combustion engine according to the present invention is applied to an exhaust valve side will be described in detail with reference to the drawings.

  FIG. 7 shows an embodiment of the present invention, in which a timing sprocket 1 as a rotating body that is rotationally driven via a timing chain by a crankshaft (not shown) of the engine, a housing 2 having an internal working space, and the housing 2 The camshaft 3 is inserted into the camshaft 3 and has a plurality of cams for opening an exhaust valve (not shown) on the outer periphery. The camshaft 3 is fixed to one end portion 3a of the camshaft 3 by the cam bolt 4 from the axial direction. A vane member 5 rotatably accommodated in the space, a support member 6 provided on the front end side of the housing 2 and fixed to the vane member 5, a front end portion of the housing 2, and a support member 6 A torsion spring that is an urging means that is wound outward and urges the vane member 5 in a direction in which the camshaft 3 advances with respect to the crankshaft. And a grayed 7.

  As shown in FIGS. 7 to 10, the housing 2 includes a substantially cylindrical peripheral wall 9 formed integrally with the timing sprocket 1 on the outer periphery and a disc-shaped rear plate that closes the rear end side opening of the peripheral wall 9. 10 and a front plate 11 as a sealing member for sealing the front end side opening of the peripheral wall 9. The housing body 8 and the front plate 11 are constituted by four bolts 12. They are integrally connected from the axial direction.

  The peripheral wall 9 is formed with four substantially fan-shaped partition walls 13 bulging inward at approximately 90 ° in the circumferential direction of the inner peripheral surface, and the circumferential center position of each partition wall 13 Bolt insertion holes 14 through which the bolts 12 are inserted are respectively formed through. In addition, a sealing member 15 that is slidably in contact with the outer peripheral surface of the rotor 19 of the vane member 5 is fitted and held at the upper end portion of each partition wall portion 13.

  The rear plate 10 has an outer diameter that is substantially the same as the outer diameter of the peripheral wall 9, a bolt hole 10 a through which the cam bolt 4 is inserted is formed in the center portion, and the outer peripheral side is substantially in the circumferential direction. Four female screw holes 10b into which the tip ends of the respective bolts 12 are screwed are formed at 90 ° positions. In addition, a holding hole 10c that holds a sleeve 16 in which a lock pin of a lock mechanism, which will be described later, protrudes and protrudes is formed on the outer peripheral side. As shown in FIG. 8, the rear plate 10 is positioned in the circumferential direction and the radial direction with respect to the peripheral wall 9 by a locate pin 50 and a locate hole 51.

  As shown in FIGS. 1 to 3, the front plate 11 is formed in a substantially disk shape, and a large-diameter hole 11a into which a cylindrical portion 30 described later of the support member 6 is inserted is formed in the center. In addition, a flange-like restricting portion 17 for restricting the axial torsion of the torsion spring 7 is integrally formed on the outer peripheral portion.

  In addition, four insertion holes 11b through which the bolts 12 are inserted are formed at substantially 90 ° positions on the outer peripheral side of the front plate 11 in the circumferential direction. Further, in the circumferential direction of the outer end surface on the support member 6 side, three arc-shaped projections 18 that support the inner peripheral side of the torsion spring 7 are projected in the axial direction, and the adjacent projections Between 18, a locking portion 48, which is a housing side spring locking portion for locking and fixing one end portion 7 a of the torsion spring 7, is provided.

  As shown in FIG. 1, the locking portion 48 is formed between two locking projections 48a and 48b that are spaced apart in the circumferential direction and the locking projections 48a and 48b. It is comprised from the locking groove 48c.

  Each of the locking projections 48a and 48b is formed in a block shape along the radial direction of the front plate 11, and the outer diameter is set to be substantially the same as the outer diameter of each of the arc-shaped projections 18, The height is set to be substantially the same as that of each protrusion 18, and the inner periphery of the torsion spring 7 is supported together with each protrusion 18.

  On the other hand, the locking groove 48c is formed in a curved shape along the curved shape of one end portion 7a described later of the torsion spring 7. That is, the width W of the locking groove 48c is set to be slightly larger than the outer diameter of the one end portion 7a of the torsion spring 7, and is relatively large from the outer end side in the radial direction of the front plate 11 along the inner end side. It is bent in a curved shape with a radius of curvature, and the central axis Q1 in the longitudinal direction is directed to the center of the front plate 11.

  An arc-shaped cutout groove 11c communicating with the inside of the housing 2 is formed at the hole edge of the large diameter hole 11a.

  As shown in FIGS. 7 to 10, the vane member 5 includes a substantially cylindrical rotor 19 bolted directly to the one end portion 3 a of the camshaft 3 from the axial direction by the cam bolt 4, and an outer periphery of the rotor 19. It consists of four vanes 20 projecting radially on the surface.

  The rotor 19 has a cylindrical portion 19a at the center position of the rear end thereof fitted with one end portion 3a of the camshaft 3 and a bolt insertion hole 19b through which the cam bolt 4 is inserted in the axial direction. Yes. In addition, an annular groove 19c into which a cylindrical portion 30 described later is fitted is formed at the center position of the front end.

  On the other hand, the four vanes 20 define two advance-side hydraulic chambers 21 and retard-side hydraulic chambers 22 between the partition walls 13 of the housing 2. Each vane 20 is mounted in a seal groove formed in the radial front end portion 20a so as to be in sliding contact with the inner peripheral surface of the peripheral wall 9 to seal between the hydraulic chambers 21 and 22, respectively. In addition, a part of a lock mechanism 24 described later is provided in the direction of the internal axis of one large-diameter vane 20a.

  As shown in FIGS. 7 to 10, the lock mechanism 24 is held in a sliding hole 25 formed in the one vane 20 a and a support hole 10 c of the rear plate 10 corresponding to the sliding hole 25. A bottomed hook-shaped sleeve 26, and a lock pin 27 that is slidably held in the sliding hole 25 and has a distal end portion 27a removably provided in a lock hole 26a in the sleeve 26. The shaft-like retainer 28 inserted into the lock pin 27 and the rear end flange of the retainer 28 and the inner bottom surface of the lock pin 27 are elastically mounted to connect the lock pin 27 to the lock hole 26a. It is mainly composed of a coil spring 29 that biases in the direction. The lock pin 27 is driven by hydraulic pressure supplied to the pressure receiving chamber formed on the bottom side of the lock hole 26a of the sleeve 26 after the engine is started through one first oil hole 42c of the first hydraulic passage 42 described later. The lock hole 26a is set so as to be engaged and locked at the rotational position of the vane member 5 toward the most advanced angle side.

  As shown in FIGS. 4 to 6, the support member 6 is disposed so as to face the front plate 11, is formed in a substantially disk shape having substantially the same diameter as the front plate 11, and has the large diameter at the center. A cylindrical portion 30 having a bottomed shape that fits into the hole 11a is integrally projected in the axial direction, and an annular regulating portion 31 that regulates movement in the axial direction of the torsion spring 7 is formed on the outer peripheral portion. Has been. Further, in the vicinity of the base portion of the restricting portion 31, four working holes 32 that are relatively large-diameter bolt insertion holes through which the bolts 12 and tools such as a screwdriver for rotating the bolts 12 can be inserted are formed. Has been.

  Further, on the inner end surface of the support member 6 on the front plate 11 side, three arc-shaped protrusions 33 that support the inner peripheral edge side of the torsion spring 7 are projected in the axial direction, and the adjacent work Between the holes 32, a locking portion 49, which is a vane member side spring locking portion for locking and fixing the other end portion 7b of the torsion spring 7, is provided.

  As shown in FIG. 4, the locking portion 49 is formed between two locking projections 49a and 49b that are spaced apart in the circumferential direction, and the locking projections 49a and 49b. It is comprised from the latching groove | channel 49c.

  The locking projections 49a and 49b are formed in a block shape along the radial direction of the front plate 11, and the outer end surfaces are set on substantially the same arc line as the outer peripheral surface of the arc-shaped projections 33. In addition, the height is set to be substantially the same as that of each protrusion 33, and the inner periphery of the torsion spring 7 can be supported together with each protrusion 33.

  On the other hand, the locking groove 49c is formed in a curved shape along the curved shape of the other end 7b described later of the torsion spring 7. That is, the locking groove 49c has a width W set to be slightly larger than the outer diameter of the other end 7b of the torsion spring 7, and is formed symmetrically with the locking groove 48c on the front plate 11 side. The front plate 11 is bent in a curved shape with a relatively large radius of curvature from the radially outer end side to the inner end side, and the longitudinal central axis Q2 is directed toward the center of the support member 6. is doing. Further, the locking groove 49c is disposed opposite to the locking groove 48c of the front plate in a state where no urging force is applied to the torsion spring 7.

  Further, as shown in FIGS. 5, 7, and 9, the cylindrical portion 30 has an outer diameter set slightly smaller than the inner diameter of the large-diameter hole 11a, and has a cam bolt at the center of the bottom portion. A bolt hole 30a through which 4 is inserted is formed. In addition, an annular fitting groove 34 is formed on the outer peripheral surface of the tip portion 30b on the bottom side. In the fitting groove 34, the tip portion 30b faces the inside of the housing 2 from the large diameter hole 11a. A locking ring 35 that is a locking means is fitted and the withdrawal of the cylindrical portion 30 is restricted, whereby the support member 6, the front plate 11, and the torsion spring 7 are temporarily fixed to each other. Combined to form a unit body.

  As shown in FIG. 8, the torsion spring 7 has a triple wound main body formed larger than the outer diameter of the projections 18 and 33 of the front plate 11 and the support member 6. The cross-sectional shape is formed in a circular shape. Further, the both end portions 7a and 7b are formed in a curved shape with a relatively large radius of curvature inward from each other, and each distal end portion is directed to the center of the main body and is not subjected to a biasing force in the rotational direction. Then, they are arranged at the same position in the circumferential direction corresponding to both the locking grooves 48c and 49c.

  Further, positioning means 36 is provided between the cylindrical portion 30 of the support member 6 and the rotor 19 of the vane member 5 so as to be coupled to the rotor 19 at a predetermined position in the circumferential direction of the support member 6.

  As shown in FIGS. 11 and 12, the positioning means 36 includes a pin holding hole 37 formed in the axial direction at a predetermined position in the circumferential direction of the front end portion of the rotor 19, and an inside of the pin holding hole 37. A positioning pin 38 as a positioning member held slidably, a positioning hole 39 drilled in an axial direction at a predetermined position in the circumferential direction of the bottom wall outer surface of the distal end portion 30b of the cylindrical portion 30, and The positioning pin 38 includes a coil spring 40 that is a spring member that pushes and biases the positioning pin 38 toward the positioning hole 39.

  The pin holding hole 37 and the positioning hole 39 are formed at the same radial position, but the circumferential position is determined by rotating the support member 6 and applying a predetermined torsion biasing force to the torsion spring 7 as will be described later. It matches at the time of giving.

  In addition, hydraulic pressure is selectively supplied to and discharged from each of the advance side hydraulic chamber 21 and the retard side hydraulic chamber 22 from a hydraulic circuit 41 that is a hydraulic circuit. As shown in FIG. 7, the hydraulic circuit 41 includes a first hydraulic passage 42 that supplies and discharges hydraulic pressure to the advance side hydraulic chamber 21, and a second that supplies and discharges hydraulic pressure to the retard side hydraulic chamber 22. A hydraulic passage 43 and two hydraulic passages are provided, and a supply passage 47a and a drain passage 44 are connected to both the hydraulic passages 42 and 43 via a passage switching electromagnetic switching valve 45, respectively. The supply passage 47 a is provided with an oil pump 47 that pumps oil in the oil pan 46, and the upstream end of the supply passage 47 a and the downstream end of the drain passage 44 communicate with the oil pan 46.

  As shown in FIG. 7, the first hydraulic passage 42 includes a groove groove 42 a on the inner periphery of the cam bearing from the inside of the cylinder head, an axial hole 42 b and a radial hole formed on one inner side of the camshaft 3. And four first oil holes 42c that are formed radially inside the rotor 19 and communicate with the advance side hydraulic chamber 21 and the radial hole.

  On the other hand, the second hydraulic passage 43 also has an axial hole 43b and a radial hole on the inner side portion of the camshaft 3 through the groove groove 43a on the inner periphery of the cam bearing from the inside of the cylinder head. And each of the retard-side hydraulic chambers 22 and four second oil holes 43c communicating with the radial holes.

  The electromagnetic switching valve 45 is a four-port two-position type, and an internal valve body is configured to relatively switch and control the hydraulic passages 42 and 43, the supply passage 47a, and the drain passage 44, and The switching operation is performed by a control signal from a controller (ECU) (not shown) incorporating a microcomputer. The controller detects the current operating state from an engine speed signal from a crank angle sensor that detects an engine speed (not shown), a load signal from an air flow meter that detects an intake air amount, and an engine water temperature signal from a water temperature sensor. At the same time, the relative rotation position of the timing sprocket 1 and the camshaft 3 is detected by signals from the crank angle and cam angle sensors.

  Hereinafter, the operation of the present apparatus will be briefly described. In the predetermined low-rotation and low-load range after engine startup, the electromagnetic switching valve 45 to which a control signal is output from the controller is connected to the supply passage 47a and the first hydraulic passage. 42 and the drain passage 44 and the second hydraulic passage 43 are communicated. For this reason, as shown in FIG. 10, the retarded-side hydraulic chamber 22 is not supplied with hydraulic pressure and maintains a low pressure state, while the advanced-side hydraulic chamber 21 is pressurized by the oil pump 47. Is supplied from the first hydraulic passage 42 through the second oil hole 42c. However, since the hydraulic pressure has not sufficiently increased, the lock pin 27 is engaged in the lock hole 26a by the spring force of the coil spring 29. The vane member 5 is maintained at the position shown in FIG. 10, and a reliable coupling state of the timing sprocket 1 and the camshaft 3 at a predetermined advance side rotation position is maintained.

  For this reason, by maintaining a predetermined advance angle control suitable for the startability of the valve timing of the exhaust valve, the cranking of the engine quickly rises and the startability becomes good and acts on the camshaft 3. The occurrence of flapping of the vane member 5 due to positive and negative torque fluctuations can be suppressed.

  Thereafter, when the engine shifts to a high rotation range, the electromagnetic switching valve 45 is operated by a control signal from the controller to connect the supply passage 47a and the second hydraulic passage 43, while the drain passage 44 and the first hydraulic passage 42 are connected. Communicate. Accordingly, the hydraulic pressure in the advance side hydraulic chamber 21 passes through the first hydraulic passage 42 and is returned from the drain passage 44 into the oil pan 46, so that the advance side hydraulic chamber 21 has a low pressure. On the other hand, the hydraulic pressure is supplied into the retarded hydraulic chamber 22 via the second oil hole 43c and becomes high pressure, and this hydraulic pressure acts on the distal end portion 27a of the lock pin 27 from the pressure receiving chamber to In order to move backward against the spring force, the tip 27a is pulled out of the lock hole 26a. For this reason, the vane member 5 is allowed to rotate only in the direction of the advance side hydraulic chamber 21, that is, in the direction of the retard side, and as the oil pressure in the retard side hydraulic chamber 22 increases, It rotates to the maximum until it contacts the other side of the advance side hydraulic chamber 21 and is held at the most retarded position.

  Accordingly, the timing gear 1 and the camshaft 3 are controlled to rotate relative to the most retarded angle side to control the opening / closing timing of the exhaust valve to the most retarded angle side. As a result, the valve overlap is increased and the output can be improved.

  The hydraulic shafts 21 and 22 can also hold the camshaft 3 continuously at a desired intermediate position by appropriately supplying and discharging hydraulic pressure according to the operating state of the engine.

  Next, the assembly process of each component of the apparatus will be described with reference to FIGS. That is, first, as shown in FIGS. 13A and 13B, the torsion spring 7 is disposed between the support member 6 and the front plate 11, and the end portions 7a and 7b are placed in the respective locking grooves 48c and 49c. , Not from the radial direction, but from the front side shown in FIG. 1 and FIG. As a result, the end portions 7a and 7b are locked and fixed between the protrusions 48a, 48b, 49a and 49b along the shape of the locking grooves 48c and 49c.

  Further, the cylindrical portion 30 of the support member 6 is fitted into the large-diameter hole 11a of the front plate 11 from the axial direction, and in this state, the locking ring 35 is fitted into the fitting groove 34 of the distal end portion 30a of the cylindrical portion 30. Put on. As a result, the outer peripheral portion of the locking ring 35 abuts against the hole edge of the large-diameter hole 11a and is prevented from coming off, so that the support member 6, the front plate 11 and the torsion spring 7 are temporarily fixed integrally to form a unit body. (First step).

  Next, as shown in FIGS. 14A and 14B, the vane member 5 in which the lock pin 27 of the lock mechanism 26 and the like is accommodated in the vane 20 a is accommodated in the housing body 8 in advance. The front plate 11 is disposed in contact with the front end portion of the peripheral wall 9, that is, the cylindrical portion 30 of the unit body is fitted into the concave groove 19 c of the rotor 19. Next, the bolts 12 are inserted through the working holes 32 of the support member 6 into the bolt insertion holes 11 b and 14, and the tip ends of the bolts 12 are screwed into the female screw holes 10 b of the rear plate 10. The bolts 12 are tightened with a predetermined driver tool. As a result, the unit body is attached to the housing body 8, and a unit body including the housing 1 can be obtained. At this time, the positioning pin 38 and the positioning hole 39 of the positioning means 36 are in a position shifted in the circumferential direction without matching as shown in FIG. 11 (second step). When the assembly is completed, the distal end portion 30b of the tubular portion 30 and the hole edge of the large-diameter hole 11a of the front plate 11 are not in contact with each other.

  Thereafter, as shown in FIG. 15, the support member 6 is rotated counterclockwise (in the direction of the arrow) against the biasing force (generation of initial load) of the torsion spring 7, reaches a predetermined rotational position, and holds the pin. When the hole 37 and the positioning hole 39 match, the positioning pin 38 protrudes forward by the spring force of the coil spring 40 and engages in the positioning hole 39 as shown in FIGS. That is, the support member 6 is rotated and positioned on the front plate 11 at a predetermined position in the rotation direction, whereby a predetermined urging force is applied to the torsion spring 7 (third step).

  Next, with the urging force set on the torsion spring 7, the cam bolt 4 is inserted into the cylindrical portion 30 and the bolt insertion holes 30 a and 19 b of the rotor 19, and the tip is screwed into the bolt hole 3 b of the camshaft 3. If they are tightened with a predetermined torque while being combined, the unit body including the housing 1 can be attached to the camshaft 3 as shown in FIG. 7 (fourth step).

  As described above, when the support member 6 and the front plate 11 are assembled, the tubular portion 30 is fitted in the state in which the tubular portion 30 faces the housing main body 8 from the large-diameter hole 11a of the front plate 11. Since the support member 6, the front plate 11, and the torsion spring 7 are previously unitized by fitting the locking ring 35 in the groove 34, the support member 6 is supported before the vane member 5 is fixed to the camshaft 3. The members 6 are linked to each other without dropping from the front plate 11, and the torsion spring 7 can also be prevented from dropping between the both 6 and 11. Therefore, workability of assembling the torsion spring 7 and the like is improved.

  In particular, after the unit body is assembled to the housing main body 8 with the respective bolts 12, the support member 6 is rotated against the urging force (generation of initial load) of the torsion spring 7, and the positioning means 36 positions in the circumferential direction. Since a predetermined urging force is applied and set to the torsion spring 7 later, there is no need to assemble while applying the urging force as in the prior art. Attaching work and assembling work of each component are extremely easy, and each work efficiency can be improved.

  Further, both end portions 7a and 7b of the torsion spring 7 are engaged with the engaging grooves 48c and 49c in a state along the curved shape, that is, engaged with the inner peripheral surfaces of the engaging grooves 48c and 49c. As a result, a reliable engagement and fixing state can be obtained, and even if a pulling force in the radial direction (arrow direction in FIG. 13A) is applied, the inner and outer peripheral surfaces are the inner periphery of the locking grooves 48c and 49c. It can be reliably prevented from coming out by being caught on the surface.

  Therefore, as in the prior art, a sufficient locking force can be obtained without folding both ends 7a, 7b of the torsion spring 7 in a folded shape, and it will not fall off, so it is difficult to form a large bend. The present invention can also be applied to a torsion spring 7 having a large outer diameter.

  In other words, since it is not necessary to bend the end portions 7a and 7b of the torsion spring 7 greatly, the processing operation is facilitated and a drop-off preventing mechanism is not required. 7 can improve the assembly work efficiency and suppress the cost increase.

  Further, when the torsion spring 7 is tilted in the axial direction when the urging force is set, the torsion spring 7 can restrict the inclination by the restricting portions 17 and 31 of the support member 6 and the front plate 11, and Since free movement in the radial direction can also be restricted by 33, it is possible to effectively prevent dropout during assembly and application of urging force.

  Further, since the spring member of the positioning means 36 is configured by the coil spring 40, a sufficient stroke amount of the positioning pin 38 can be secured, and inadvertent withdrawal from the positioning hole 39 can be prevented.

  The present invention is not limited to the configuration of the above-described embodiment, and can be applied not only to the exhaust valve side but also to the intake valve side, and other valve timing control devices using spring members such as torsion springs. It is also possible to apply to. It is also possible to control the rotational position of the vane member 5 by the urging force of the torsion spring 7 when the engine is stopped to an intermediate phase between the advance side and the retard side of the valve timing.

Technical ideas other than the claims that can be grasped from the embodiment will be described below.
(A) The valve timing control device for an internal combustion engine according to claim 1, wherein the spring member has a circular cross section.

In general, it is difficult to perform bending with a circular cross-sectional shape. However, in the present invention, it is not necessary to bend a large amount as described above.
(B) The phase changing mechanism is
A housing fixed to the rotating body and closed at the front and rear open ends;
A vane member fixed to the camshaft and provided to be capable of rotating forward and backward within a predetermined range within the housing;
2. A hydraulic circuit that selectively supplies and discharges hydraulic pressure to and from an advance-side hydraulic chamber and a retard-side hydraulic chamber defined between the vane member and a housing. A valve timing control device for an internal combustion engine as described.

It is a front view of the front plate provided for embodiment of this invention. It is the sectional view on the AA line of FIG. It is a rear view of the front plate. It is a front view of the support member provided for this embodiment. It is the BB sectional view taken on the line of FIG. It is a rear view of the support member. It is principal part sectional drawing of the valve timing control apparatus of this embodiment. It is a disassembled perspective view of the valve timing control device. It is a longitudinal cross-sectional view which shows the unit body of the valve timing control apparatus. It is C arrow line view of FIG. It is a principal part expanded sectional view of the positioning means with which this embodiment is provided. It is operation | movement explanatory drawing of the positioning means. A is an explanatory view seen from the support member side showing the first step during assembly of the valve timing control device, and B is an explanatory view seen from the side showing the first step. A is explanatory drawing seen from the support member side which shows the 2nd process at the time of an assembly, B is explanatory drawing seen from the side part which shows the 2nd process. It is explanatory drawing seen from the supporting member side which shows the 3rd process at the time of an assembly.

Explanation of symbols

1. Timing sprocket (rotating body)
2 ... Housing 3 ... Camshaft 4 ... Cam bolt 5 ... Vane member 6 ... Support member 7 ... Torsion spring (biasing means)
7a, 7b ... Both ends 18, 33 ... Projection 26 ... Lock hole 27 ... Lock pin 41 ... Hydraulic circuit (hydraulic circuit)
48 ... locking part (housing side spring locking part)
48a, 48b ... locking projection 49 ... locking portion (vane member side spring locking portion)
49b, 49b ... locking projection 48c, 49c ... locking groove

Claims (1)

A housing body composed of a peripheral wall and a plate that closes an opening on one end side in the axial direction of the peripheral wall;
A rotor connected to the camshaft and a vane protruding from the outer peripheral surface of the rotor, and a vane member provided to be rotatable relative to the housing body;
A lock pin provided on the vane and capable of moving forward and backward in the axial direction of the vane member;
A lock hole provided in the plate, wherein the lock pin is detachably formed;
A torsion spring provided on the opposite side of the plate with the vane member as the center and formed in a wound annular shape to urge the rotational phase of the housing body and the vane member to change in one direction. When,
A housing-side spring locking portion that is provided on a member that rotates integrally with the housing main body, and on which one end of the torsion spring is locked;
A vane member-side spring locking portion provided on a member that rotates integrally with the vane member, the other end of the torsion spring being locked;
With
The other end of the torsion spring has a bent portion formed in a curved shape,
The vane member-side spring locking portion is composed of two locking protrusions spaced apart in the circumferential direction, and a locking groove formed between the locking protrusions.
The valve timing control device for an internal combustion engine, wherein the locking groove is formed along the shape of the other end portion of the torsion spring bent into a curved shape .

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