JPS6069224A - Valve-timing controlling apparatus for engine - Google Patents

Abstract

PURPOSE:To prevent rattling movement of a valve due to torsional vibration, by forming a wear-resisting layer over the end faces of a rotatable member in an apparatus for controlling the valve timing of an engine by turning a rotatable member with a plurality of tappets having different operation timings fitted therein around a cam shaft. CONSTITUTION:A plurality of tappets 13 having different operation timings are fitted, in a freely slidable manner, into a rotatable member 14 which is designed to be rotatable around a cam shaft 9. A valve 5b is opened and closed along with rotation of the cam shaft 9, and the valve timing is changed through rotation of the rotatable member 14. End faces 14g of the rotatable member 14 serve as thrust receiving surfaces and they are kept in sliding contact with mating guide faces 1b of an engine body. Further, a wear-resisting layer 23 is formed over the end faces 14g. With such an arrangement, it is enabled to protect the end faces 14g of the rotatable member 14 against wear and to prevent occurrence of rattling movements and noises of the valve.

Description

[Detailed description of the invention] (Industrial application field).

The present invention relates to an engine valve timing control device-1, and more specifically, a valve timing control device that controls valve timing by swinging a rotating member fitted with a plurality of tappets having different operating timings around a camshaft. related to what was done.

(Prior Art) Generally, it is preferable to change the opening/closing timing of the intake and exhaust valves of an engine depending on the operating state of the engine. For example, for high-load engine operation, it is necessary to increase the filling efficiency by increasing the intake valve opening time in order to obtain high output, but it is necessary to increase the intake valve opening time. ,
This causes problems with intake air blowback during high-load, low-speed operation.

Therefore, the opening time of the intake valve must be considered in accordance with not only the engine load but also the engine speed.

Additionally, the overlap period between the intake and exhaust valves has an effect on the amount of residual burnt gas in the intake air, but when the engine is operating at low load, this overlap period should be shortened as much as possible to reduce the amount of residual burnt gas. It is preferable to reduce the combustion stability, and as a result, the idling speed can be lowered, resulting in advantageous results such as improving fuel efficiency and reducing unburned harmful components in the exhaust gas. be able to. However, shortening the overlap period shortens the opening time of the intake valve, which leads to insufficient filling during high-load operation, and also reduces the inertia of the intake flow during high-speed, high-load operation. Since this increases the filling efficiency, increasing the overlap period does not cause any particular adverse effects; rather, it is better to have a large overlap period in order to increase the filling amount for the purpose of obtaining high output.

For this reason, it is conventionally known to variably control the valve opening timing of the engine depending on the engine operating state. For example, in Japanese Patent Publication No. 51-35819, a planetary gear mechanism controlled by a centrifugal cabana is interposed between the engine output shaft and the camshaft, and the engine output shaft and the camshaft are adjusted according to the engine speed. A structure is disclosed in which a phase change is caused between the two. In addition to this, a three-dimensional cam whose shape changes in the axial direction is formed on the camshaft, and the camshaft is moved in the axial direction according to the engine operating conditions, = 3
- A structure in which the valve opening timing is changed is also known.

However, all of the conventional valve opening timing control devices of this type have complicated structures, and the former, namely the
The structure disclosed in the publication has a limitation in that the valve opening time can only be controlled according to the engine speed, and in the latter structure, the camshaft is moved in the axial direction, so the operational response is limited. There are problems with lack of reliability and reliability.

In view of these circumstances, the present applicant first filed a patent application in 1983-1.
According to August 7557, as a valve timing control device that variably controls valve timing in an engine valve system, a rotating member equipped with a fitting hole that accommodates a tappet in a freely movable manner can be rotated around a camshaft. When the rotating member is rotated around the camshaft in response to changes in operating conditions, the timing is changed so that the phase of the point at which the cam starts applying force to the tappet changes. I suggested. This device has a simple structure and can be expected to operate reliably.

-4- However, in the case where the rotary member holds a plurality of tappets that operate at different times, the phase shift of the tappets causes torsional vibration in the rotary member, which causes the thrust receiver of the rotary member to The surface (end face in the axial direction), especially the corner part, collides with the guide surface on the cylinder head side, causing it to be twisted and worn, resulting in rattling, generating vibration and noise, and reducing operational reliability. It turns out. For this purpose, as mentioned above, the thrust bearing of the rotating member, which undergoes a large amount of wear, must have sufficiently high wear resistance on its surface.

(Object of the Invention) An object of the present invention is to further improve the engine valve timing control device proposed above, and in which a rotary member holds a plurality of tappets with different operating timings, the thrust receiver of the rotary member is By increasing the wear resistance of the (axial end face), the vibration occurs due to torsional vibration of the rotating member due to the phase shift of the tappet. The thrust bearing, which is a rotating member with large wear marks, effectively prevents surface wear, ensures that the required function is performed stably and reliably over a long period of time, and reduces the generation of vibration noise. There is a particular thing.

(Structure of the Invention) In order to achieve the above object, the structure of the present invention includes a pressure receiving part that receives force from the cam surface of the camshaft and a suppressing part that transmits the force from the cam surface to the valve stem. A rotary device that is rotatably supported around the camshaft, having a plurality of tappets that receive force from the cam surface of the camshaft at different times, and a fitting hole into which the plurality of tappets are slidably inserted. An engine valve timing control device comprising a member, a guide portion that restricts movement of the rotary member in the axial direction, and an operating device that rotates the rotary member according to the operating state of the engine, A wear-resistant layer is formed on the axial end face of the rotating member.

As a result, by rotating the rotating member around the camshaft using the operating device, the contact position between the cam surface and the pressure receiving part of the tappet can be adjusted around the camshaft depending on the operating state of the engine. The valve timing is changed to variably control the valve timing. and,
In this case, even if torsional vibration occurs in the rotating member due to the phase shift of the tappet, the thrust receiver of the rotating member is designed to suppress wear on the surface by the wear-resistant layer.

(Effects of the Invention) Therefore, according to the engine valve timing control device of the present invention, the engine valve timing can be reliably and reliably controlled with good responsiveness and reliability using the in-cylinder structure. In addition to greatly contributing to ease of implementation, this is caused by torsional vibration of the rotating member. The thrust bearing of the rotating member, which has a larger amount of wear, can effectively suppress surface wear, further improving operational reliability, improving durability, and reducing valve drive noise. It is something.

(Example) Hereinafter, an example of the present invention will be described in detail with reference to the drawings.

Figures 1 and 2 show the present invention applied to a dual induction four-cylinder engine in which each cylinder is provided with a pair of intake ports and an exhaust port for low-load and high-load applications. An example of application is shown. In the engine body 1, first to fourth cylinders 28 to 2d are formed in series along the center line intersection, and each cylinder 2a to 2d has one pair for low load and one for high load. intake boat 3a,
3b, and a pair of first and second exhaust ports 4a, 4b.
are provided so as to open in parallel in a direction substantially parallel to the direction of the cylinder row. 1st cylinder 2a and 2nd cylinder 2
The high-load intake boats 3b, 31) and the second exhaust ports 4b, 4b are arranged back-to-back and adjacent to each other, and similarly, the third cylinder 2C
The high-load intake boats 3'b and 3b of the fourth cylinder 2d and the second exhaust boats 4b and 4b of the fourth cylinder 2d are also arranged adjacent to each other.

The low-load and high-load intake boats 3a, 31) of each cylinder 2a to 2d have low-load and high-load intake ports that open and close the intake ports 3a and 3b at predetermined timings, respectively. Load intake valve 5a.

On the other hand, a first exhaust boat 4a, 4b of each cylinder 2a to 2d is provided with a first exhaust boat 4b, which opens and closes each exhaust boat 4a, 4b at a predetermined timing. and second exhaust valves 5a, 5b are provided. Furthermore, an on-off valve 7 that is opened during high-load operation of the engine is disposed in the high-load intake passage 7b of the intake manifold connected to the high-load intake port 3b of each cylinder 2a to 2d. During low-load operation, intake air is supplied to each cylinder 2a to 2d only from the low-load intake boat 3a communicating with the low-load intake passage 7a, while during high-load operation of the engine, the low-load and high-load intake boats 3a, Intake air is supplied from both 3b. On the other hand, the first cylinders of each cylinder 2a to 2d. 2nd exhaust port 4
a, 4b are the first. It communicates with second exhaust passages 7c and 7d.

At the top of the engine body 1, there is an intake side valve operating mechanism 88 that controls the opening and closing of the low-load and high-load intake valves 5a, 5b-9- in each cylinder 2a to 2d, and first and second
An exhaust Iil valve operating mechanism 8b is provided to control opening and closing of the exhaust valves 6a and 6b.

The intake side valve mechanism 8a is disposed on the intake side of the engine body 1 parallel to the engine body center line 9, and is connected to a timing belt 11.
The intake camshaft 9 has an intake camshaft 9 that is rotationally driven by the engine crankshaft (not shown) through the engine 0, and the intake camshaft 9 has low-load and high-load intake valves for each of the cylinders 2a to 2d. Cam surface 9a corresponding to 5a and 5b
, 9b are formed in the same shape, and rotation of this intake side camshaft 9 opens and closes the low load intake valve 5a and the high load intake valve 5b. On the other hand, the exhaust side valve mechanism 8b has an exhaust side camshaft 10 arranged parallel to the engine body center line p on the exhaust side of the engine main body 1 and rotationally driven by a timing belt 110. The shaft 10 has a first cylinder of each cylinder 2a to 2d.
Cam surfaces 10a, 10b corresponding to second exhaust valves 6a, 5b
are formed in the same shape, and the first exhaust valve 6a and the second exhaust valve 6b are opened and closed by rotation of the exhaust side camshaft 10.

The intake valve mechanism 8a includes two high-angle load intake valves 5b, 5b adjacent to each other in the first cylinder 2a and second cylinder 2b, and adjacent high-angle load intake valves 5b, 5b in the third cylinder 2C and fourth cylinder 2d. Two first variable mechanisms 11 according to the present invention that variably control the valve timing of the load intake valves 5b, 5b, respectively.
．． 11, and the exhaust side valve mechanism 8b is also provided with first .11 adjacent to each other. second exhaust valves 6b, 611 of second cylinders 2a, 2b; 2nd of 4th cylinder 2c, 2d
Two second variable mechanisms 12, 12 according to the present invention are provided to variably control the valve timing of the exhaust valves 6b, 6b, respectively.

These first and second variable mechanisms 11, 12 have the same configuration as shown in an enlarged view in FIG. That is,
The first variable mechanism 11 has one end (upper end) connected to the intake side camshaft 7.
The cam surfaces 9b and 9b of 1-0 come into contact with the cam surfaces 9b,
The pressure receiving part (pressure receiving part) 13a which receives force from the cam 9b and the valve stem of the high load intake valve 5b, 5b on the opposite side contact the valve stem of the cam 9b, 9.
Pressing part (pressing surface) that transmits the force from b to the valve stem
13b, and a cylindrical sliding part 13c that connects the pressure receiving part 13a and the pressing part 13b, and applies force from the cam surfaces 9b, 9b of the force mushaff i-〇 corresponding to the adjacent cylinders. The engine main body 1 has two tappets 13.13 that are received at different times, and two fitting holes 14-a and 14-13 into which the tappets 13.13 are fitted and held so as to be slidable in the vertical direction. A lower surface 14 formed in an arc shape corresponding to the arc surface 1a of the lower surface 14. b, a rotating member 14 rotatably supported on the intake-side camshaft 9 and capable of rotating around the intake-side camshaft 9, and the rotating member 1
4 and an operating device 15 for rotating the intake side force shafts 1 to 9 around the rotation axes according to the operating state of the engine (the second variable mechanism 12 is a component of the first variable mechanism 11) ′” (represented with a dash).

The rotating member 14 is divided into upper and lower portions at a portion supported by the intake camshaft 9, and is integrally connected at a port 12-16.

Further, as shown in FIG. 4, the axial end surface 1 of the rotating member
4g and 14g are supported by a guide portion 1b formed in the guide portion of the engine body 1 so as to be freely slidable in the rotational direction, and their movements in the axial direction are restricted.

The operating device 15 is arranged parallel to the center line p of the engine body, and is connected to each rotating member 14.14 of the two first variable mechanisms 11.11.
A swing shaft 17 connects the upper end portions, and a swing shaft 17 is disposed perpendicularly to the swing shaft 17, engages with the center portion of the swing shaft 17, and is formed to be able to reciprocate in the left-right direction in FIG. The reciprocating shaft 18 is reciprocated in the above direction by converting the rotary motion of a motor, for example, into a reciprocating motion, and the rotating member 14 is moved as described above through the swing shaft 17. It is equipped with a drive device 19 for rotating. This drive device 19 includes
The rotation speed signal S1 outputted by the rotation speed sensor 20 that detects the engine rotation speed and the load signal S2 outputted by the load sensor 21 that detects the engine load are input, and the signal at the time of specific operation of the engine is = 13. - During high load and high rotation, the drive device 19
is driven to move rightward in FIG. Due to such movement of the reciprocating shaft 18, the swinging shaft 17 rotates in the same direction as the rotational direction X of the intake side camshaft 9 (the rotating direction in FIG. It is rotated about the side camshaft 9 in the above-mentioned X direction.

The high-load intake valve 5b is swingably supported by a valve guide 32 and has a valve spring 3, similar to a normal intake and exhaust valve.
1 in the upward direction, that is, in the valve closing direction,
As shown in FIG.
When the tappet 13 is pushed down in the insertion hole 14a by pressing the tappet 13, it is pushed down by the pressing portion 13b of the tappet 13 against the biasing force of the valve spring 31, opening the high-load intake port 3b ( Of course, the low-load intake valve 5a is also opened in the same manner). On the other hand, as shown in FIG. 6, when the rotating member 14.14 is rotated in the X direction as described above, the tappet 13°-14-13 also moves together with the rotating member 14.14, and the intake side Cam surfaces 9b, 9b for a specific corner position of the camshaft 9
and the contact position of the tappet pressure receiving parts 13a, 13a changes to the delayed side with respect to the rotational direction X of the intake side camshaft 9,
Each high load intake valve 5b.

The valve timing of valve 5b is shifted to the delayed side.

The above operation is simultaneously performed on the second exhaust valve 6b by the second variable mechanism 12.

Here, the hydraulic system that supplies lubricating oil to the tappet 13 will be explained in detail. As shown in FIG. 3, an annular oil passage 9d is carved on the outer peripheral surface of the rotating member support portion 9C of the intake camshaft 9, and the oil passage 9d extends through the center of the intake camshaft 9. oil passage 9e,
They are communicated via an oil passage 9f extending in the radial direction. The oil passage 9e is similar to that provided in a normal camshaft, and is communicated with an oil pump (not shown), and the oil passage 9g connects the cam surface 9b and the tappet 13. Lubricating oil is introduced to the camshaft bearings, etc. through a separate passage. The oil supply passage to the tappet 13' on the exhaust side is configured similarly to the intake side, and the exhaust side camshaft 10 has oil passages 10d, 10e, 10f, 1 corresponding to each oil passage of the intake valve side camshaft 9. (l
has.

On the other hand, the rotary member 14 includes an oil passage 14 facing the annular oil passage 9d. d and this oil passage 14d
An oil passage 14.8 that communicates with the insertion holes 14a and extends in the juxtaposed direction of the insertion holes 14a and 14a, and an oil passage 14.8 that communicates with the oil passage 14e and opens on the inner peripheral wall of the insertion holes 14a and 14a.
f, 14. f is drilled. Both ends of the oil passage 14e communicate with axial end faces 14g, 14g of the rotating member 14. In FIG. 3, each of the oil passages described above is shaded.

The lubricating oil that is force-fed to the oil passage 9e by the oil pump is discharged little by little from the small hole 9g that communicates with the oil passage 9e and opens on the cam surface 9b. 13a,
It also lubricates the camshaft shaft-16-receiving portion 30. At the same time, this oil flows from the oil passage 9e to the oil passages 9f and 9d.

The axial end surface 14 of the rotating member 14 via 14d and 14e.
g, and lubricates the sliding parts of the engine body 1 with the guide surface 1b. Further, oil is supplied to the sliding portion between the sliding portion 13C of the tappet 13 and the fitting hole 14a through 14f to lubricate the sliding portion.

In addition, as shown in FIG. 3 and FIG.
3. '23 is formed, and the axial end face 14q
, 14g slidingly contact the guide surfaces 1b, 1 of the engine body 1.
Wear-resistant layers 24 and 24 are also formed on portions b. These wear-resistant layers 23 and 24 are formed by heat-treating the base material (rotating member 14, engine body 1) or by joining wear-resistant steel.

Next, to explain the operation of the above embodiment, during low load operation of the engine, the first and second variable mechanisms 11, 12
is in a non-operating state, and the low-load and high-load intake valves 5a in each cylinder 2a-17- to 2d.

5b and 1st. The second exhaust valves (3a, 611) are controlled to open and close at predetermined valve timings by intake-side and exhaust-side valve operating mechanisms 8a, 8b, respectively.

That is, as shown by the solid line in FIG. 7, the valve timings of the first and second exhaust valves (3a, 6b) are both controlled to open near the bottom dead center of the piston and close near the top dead center, and Intake valves 5a and 5b for low load and high load
The valve timings of both the exhaust valves 6a and 6t are controlled to shorten the overlap period with the exhaust valves 6a and 6t so that they open near the top dead center of the piston and then close near the bottom dead center of the piston. In addition, the high-load intake passage 7b in each cylinder 2a to 2d is closed by the closing operation of the on-off valve 7, and the low-load intake port 3
Air is taken only from a.

On the other hand, when the engine is operating at high load and low speed, the on-off valve 7 of the high load intake passage 7b is opened, and the low load intake port 3 is opened.
In addition to a, intake is also performed from the high-load intake boat 3h, but both the first and second variable mechanisms 11.12 are set to a non-operating state, and -18- intake and exhaust valves 5a, 5b and 6a , 6b is shortened to prevent intake air from blowing back, thereby increasing filling efficiency. Moreover, in this case, the first and second exhaust boats 4a, 4b are opened and closed by the exhaust valves 6a, 61), respectively, during the exhaust stroke of each cylinder 2a to 2d, so that the effective opening area for exhaust is limited to a single exhaust port. This increases the scavenging efficiency compared to the engine described above, and further improves the above-mentioned charging efficiency.

On the other hand, when the engine is operating under high load and high speed, the first
and the second variable mechanism 11.12 are operated together, and the valve timing of the second exhaust valve 611 of the pair of exhaust valves 6a, (3b) in each cylinder 2a to 2d is set to 2 to the delay side by the variable mechanism 12, and 1
A pair of intake valves 5a.

Among the intake valves 5b, the valve timing of the high-load intake valve 5b is controlled by the first variable mechanism 11 to be delayed. In addition, the high-load intake passages 7b of each cylinder 2a to 2d are opened by the opening operation of the on-off valve 7, and similarly to the above-mentioned high-load, low-speed operation, air is also taken in from the high-load intake port 3b. will be done.

Therefore, by increasing the total opening period of both intake valves 5a and 5b as a whole, and extending the opening period to the lag side where the inertial action of the intake air is large, the filling efficiency of the intake air is significantly improved. , the output performance under high loads and high rotations is greatly improved. Further, by improving the total opening period of both exhaust valves 6a and 6b as a whole, the scavenging efficiency is significantly improved, and the above-mentioned filling efficiency is further improved.

In addition, each of the variable mechanisms 11 and 12 described above is a general valve mechanism (
Direct drive type overdrive cam mechanism), tappet 1
The rotating member 14 (14') is inserted into and holds the rotating member 14 (14') on the camshaft 9 (10).
), the structure is simple, and the +S construction is easy and inexpensive. Further, an axial end surface 14g of the rotating member 14, and an engine that restricts the axial movement of the rotating member 14 and that the axial end surface 14 ( ) comes into sliding contact with when the rotating member 14 rotates. -20- of main body 1.

By forming wear-resistant layers 23 and 24 on each guide surface 1b, two tappets 13.
Even if torsional vibration occurs in the rotating member 14 that holds it due to the phase shift of the rotating member 13, wear of the sliding portions of the axial end face 14g and the guide surface 1b is suppressed as much as possible. Coupled with the lubrication effect by supplying lubricating oil to the sliding members, reliable operation of the variable mechanism 11, 12 can be ensured over a long period of time, and the generation of vibration noise due to wear can also be suppressed. Valve drive noise can be reduced.

In the above embodiment, the present invention is applied to a dual induction 4-valve engine having intake ports for low load and high load, but the present invention can of course be applied to other engines as well. It is possible. For example, in the present invention, as shown in FIG.
Single intake port 103 and single exhaust port 1 for
04, and in this case, the intake ports 103, 103 (or A variable mechanism 111 (112) similar to the above-mentioned variable mechanism 11.12 is arranged adjacent to the exhaust ports 104, 104> and straddled between the intake valves (or between the exhaust valves) at the camshaft center S of the valve train. When the valve timing of the intake valve is made variable in this way, the valve timing is set as shown in Fig. 9.In other words, when the engine is operated at high load and high speed, the rotation As the member rotates, the valve timing of the intake valve is shifted to the retarded side as shown by the imaginary line in Figure 9. In this case, as in the case of the above-mentioned embodiment, the sliding portion of the rotating member is prevented from wearing out. As a result, the device can operate smoothly and reliably. Therefore, during high load and high rotation, the valve opening period is reliably set on the lag side where the inertia of the intake air is large, thereby improving the filling efficiency of the intake air. is improved, resulting in improved output performance.

In addition, in the embodiment shown in FIG. 1 above, the specific operation of the engine in which the valve timing of the intake and exhaust valves 5b and 6b is variably controlled was defined as the high load rotation of the engine, but other operations Valve timing may be variably controlled as needed.

Furthermore, in the embodiment shown in FIG.
A pair of intake boats 3a in a to 2d.

3b, a pair of intake valves 5a, 5b, a pair of exhaust ports 4a, 4b, and a pair of exhaust valves 6a, 6b, respectively, are divided into an intake side and an exhaust side of the engine body 1, and are arranged in a direction crossing the center line. and high load intake valves 5a, 5b.
Although the second exhaust valves 6b and 6b are arranged adjacent to each other, it goes without saying that other arrangement configurations may be used. However, the arrangement as in the embodiment of FIG.
The arrangement of the bearing parts 30.30 of each camshaft 9.10 is simplified, and the high-load intake valves 5b, 5b between adjacent cylinders (2a and 2b, 2C and 2d) and the second exhaust valve 6b are simplified.
, 6b can each be controlled by one variable mechanism 11, 12, which is advantageous.

Further, in the above embodiment, both the axial end face 14g of the rotating part 23- material 14, which is a sliding part, and the guide surface 111 of the engine body 1 are provided with a wear resistance of 1!123.24.
Axial end surface 149 of the rotating member 14 which has more wear and tear
It is sufficient to provide the abrasion resistant layer 23 only on the base plate, and the wear can be effectively suppressed.

Further, in the above embodiment, the rotary member 14 is rotatably supported on the camshaft 9 (10) at the center of the figure, but it can also be applied to a rotary member supported at both ends, and the same effect can be obtained. .

Further, the number of tappets 13 held by the rotating member 14 may be three or more, instead of two as in the above embodiment.

[Brief explanation of drawings]

Fig. 1 is a partially cutaway view showing an embodiment in which the present invention is applied to a dual induction four-cylinder engine;
The figures are a longitudinal sectional view of the embodiment shown in Fig. 1, Fig. 3 is an enlarged perspective view of the variable mechanism portion of the embodiment shown in Fig. 5 and 6 are longitudinal sectional views showing the non-operating and operating states of the variable mechanism of the embodiment of FIG. 1, respectively, and FIG. 7 is a cross-sectional view of the embodiment of FIG. Suction. An explanatory diagram showing the valve timing of the exhaust valve, Fig. 8 is a schematic diagram showing an embodiment in which the present invention is applied to a normal four-cylinder engine, and Fig. 9 shows the valve timing of the intake and exhaust valves in the embodiment of Fig. 8. FIG. 1b...Guide surface, 5a, 5b...Intake valve, 5S.
...Valve stem, 6a, (3b...exhaust valve, 9.
10... Kamushi v 71-19a, 9b, 10a
, 10b--cam surface, 11--first variable mechanism,
12... Second variable mechanism, 13.13'... Tappet, 138.13' a... Tappet pressure receiving part, 13b
, 13' b... Tappet suppression section, 14.14'.
... Rotating member, 148.14' a... Fitting hole, 14
0... Axial end surface, 15.15'... Operating device, 2
3...Abrasion resistant layer. -25- Old entrance to the birth entrance=

Claims (1)

[Claims] (1) A plurality of tappets that have a pressure receiving part that receives force from the cam surface of the camshaft and a pressing part that transmits the force from the cam surface to the valve stem, and that receive force from the cam surface of the camshaft at different times. a rotating member rotatably supported around the camshaft and having a fitting hole into which the plurality of tappets are slidably inserted; and a rotating member that restricts axial movement of the rotating member. An engine valve timing control device comprising a guide portion and an operation IIm for rotating the rotary member according to the operating state of the engine, wherein a wear-resistant layer is formed on an axial end surface of the rotary member. An engine valve timing control device characterized by: