US20110067658A1 - Valve timing control apparatus - Google Patents
Valve timing control apparatus Download PDFInfo
- Publication number
- US20110067658A1 US20110067658A1 US12/822,737 US82273710A US2011067658A1 US 20110067658 A1 US20110067658 A1 US 20110067658A1 US 82273710 A US82273710 A US 82273710A US 2011067658 A1 US2011067658 A1 US 2011067658A1
- Authority
- US
- United States
- Prior art keywords
- rotating member
- side rotating
- driving
- driven
- timing control
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
- F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
- F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/02—Valve drive
- F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
- F01L1/047—Camshafts
- F01L1/053—Camshafts overhead type
- F01L2001/0537—Double overhead camshafts [DOHC]
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
- F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
- F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
- F01L2001/3445—Details relating to the hydraulic means for changing the angular relationship
- F01L2001/34453—Locking means between driving and driven members
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
- F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
- F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
- F01L2001/3445—Details relating to the hydraulic means for changing the angular relationship
- F01L2001/34479—Sealing of phaser devices
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
- F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
- F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
- F01L2001/3445—Details relating to the hydraulic means for changing the angular relationship
- F01L2001/34483—Phaser return springs
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L2250/00—Camshaft drives characterised by their transmission means
- F01L2250/02—Camshaft drives characterised by their transmission means the camshaft being driven by chains
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L2820/00—Details on specific features characterising valve gear arrangements
- F01L2820/01—Absolute values
Definitions
- This disclosure generally relates to a valve timing control apparatus for controlling opening and closing timing of an air intake valve and an exhaust valve of an internal combustion engine.
- a valve timing control apparatus is used for an internal combustion engine such as an engine for a vehicle and the like. Furthermore, the valve timing control apparatus adjusts opening and closing timing of a valve in a manner where the valve timing control apparatus changes a relative rotational phase formed between a driving-side rotating member, which synchronously rotates with a crankshaft, and a driven-side rotating member, which synchronously rotates with a camshaft, in order to achieve an appropriate driving state of the internal combustion engine.
- An improvement in shift speed of the relative rotational phase of the driven-side rotating member relative to the driving-side rotating member is required for the valve timing control apparatus in order to improve fuel efficiency of the internal combustion engine, to reduce gas emission and the like. Furthermore, reduction in an operation hydraulic pressure necessary for shifting the relative rotational phase of the driven-side rotating member relative to the driving-side rotating member is required in order to reduce work load of an oil pump, which supplies oil to the valve timing control apparatus, each sliding member provided at an inside of the internal combustion engine and the like.
- a valve timing control apparatus disclosed in JP4351065B (corresponding U.S. Pat. No. 6,941,912) (i.e. an apparatus for adjusting a relative rotational angle of an internal combustion engine relative to a driving wheel) includes a driving-side rotating member (which corresponds to a cell wheel in JP4351065B) rotating together with a crankshaft of the internal combustion engine as a unit, a driven-side rotating member (which corresponds to a rotor in JP4351065B), which is arranged in a coaxial manner relative to the driving-side rotating member and rotates together with a camshaft for opening and closing a valve of the internal combustion engine as a unit, a retarded angle chamber (which corresponds to a pressure space in JP4351065B) used for shifting a relative rotational phase of the driven-side rotating member relative to the driving-side rotating member in a retarded angle direction, and an advanced angle chamber (which corresponds to the pressure space in JP4351065B) used for shifting the relative rotational
- valve timing control apparatus includes plural controlling valves and is configured so as to return the operation oil discharged from one of the retarded angle chamber and the advanced angle chamber to the other one of the retarded angle chamber and the advanced angle chamber by controlling plural controlling valves in order to improve a shift speed of the relative rotational phase, thereby reducing a necessary supply of an operation oil to be supplied from the oil pump to the valve timing control apparatus.
- the relative rotational phase repeatedly shifts (jiggles) in the advanced angle direction and the retarded angle direction little by little because of a torque fluctuation of the cam. Accordingly, the operation hydraulic pressure within the advanced angle chamber and the retarded angle chamber changes little by little because of the repeated and slight shifts (jiggles) of the relative rotational phase in the advanced angle direction and the retarded angle direction, thereby generating hydraulic pressure pulsation.
- the control valves need to be opened and closed at a high speed so as to synchronize with the hydraulic pressure pulsation. Specifically, in a case where a temperature of the operation oil is low, viscosity of the operation oil is high.
- the control valves may not be stably opened and closed at the high speed.
- the valve timing control apparatus disclosed in JP4351065B needs to include plural control valves, which may result in an increase in a number of components used for the valve timing control apparatus. Therefore, the valve timing control apparatus disclosed in JP451065B may not be appropriately adapted to a vehicle engine, whose size is restricted to a size mountable to the vehicle, and may not fit into a limited mounting space in the vehicle. Furthermore, because the number of components used for the valve timing control apparatus disclosed in JP451065B is relatively high because of plural control valves, a weight of the valve timing control apparatus increases, which may interfere with improvement in the fuel consumption of the internal combustion engine.
- a valve timing control apparatus includes a driving-side rotating member being synchronously rotatable with a crankshaft of an internal combustion engine, the driving-side rotating member including a housing member formed in a cylindrical shape so that the housing member has an opening portion at one of end portions thereof in an axial direction of the camshaft and a plate member configured so as to close the opening of the housing member, a driven-side rotating member arranged in a coaxial manner relative to the driving-side rotational member and being synchronously rotatable with a camshaft that controls opening and closing operations of a valve of the internal combustion engine, a retarded angle chamber defined by the driving-side rotating member and the driven-side rotating member and used for changing a relative rotational phase of the driven-side rotating member relative to the driving-side rotating member in a retarded angle direction in response to an operation oil supplied to the retarded angle chamber, an advanced angle chamber defined by the driving-side rotating member and the driven-side rotating member and used for changing the relative rotational phase of
- a valve timing control apparatus includes a driving-side rotating member being synchronously rotatable with a crankshaft of an internal combustion engine, a driven-side rotating member arranged in a coaxial manner relative to the driving-side rotational member and being synchronously rotatable with a camshaft that controls opening and closing operations of a valve of the internal combustion engine, a power transmission member transmitting a rotational force generated by the crankshaft to the driving-side rotating member, a retarded angle chamber defined by the driving-side rotating member and the driven-side rotating member and used for changing a relative rotational phase of the driven-side rotating member relative to the driving-side rotating member in a retarded angle direction in response to an operation oil supplied to the retarded angle chamber, an advanced angle chamber defined by the driving-side rotating member and the driven-side rotating member and used for changing the relative rotational phase of the driven-side rotating member relative to the driving-side rotating member in an advanced angle direction in response to the operation oil supplied to the advanced angle chamber, and
- FIG. 1 is a cross-sectional diagram illustrating a valve timing control apparatus according to a first embodiment
- FIG. 2 is a diagram illustrating the valve timing control apparatus being viewed in a direction indicated by arrows II-II in FIG. 1 ;
- FIG. 3 is a diagram schematically illustrating a mounting position of the valve timing control apparatus
- FIG. 4 is a graph showing a comparison between a response speed of a known valve timing control apparatus and a response speed of the valve timing control apparatus according to the first embodiment.
- FIG. 5 is a diagram illustrating a valve timing control apparatus according to a second embodiment being viewed in a direction indicated by arrows V-V in FIG. 1 .
- valve timing control apparatus in which a valve timing control apparatus is adapted to a vehicle engine as a valve timing control apparatus at an air intake valve of the vehicle engine or as a valve timing control apparatus at an exhaust valve of the vehicle engine, will be described below in accordance with the attached drawings.
- a valve timing control apparatus 1 includes a driving-side rotating member 3 , a driven-side rotating member 5 , a retarded angle chamber 6 (in this embodiment, plural retarded angle chambers 6 are formed) and an advanced angle chamber 7 (in this embodiment, plural advanced angle chambers 7 are formed).
- the driven-side rotating member 3 is configured so as to rotate synchronously with a crankshaft 2 of an engine 100 (an example of an internal combustion engine).
- the driven-side rotating member 5 is configured so as to be arranged in a coaxial manner relative to the driving-side rotating member 3 and so as to rotate synchronously with a camshaft 4 for opening and closing a vale of the engine 100 .
- Each of the retarded angle chambers 6 is defined by the driving-side rotating member 3 and the driven-side rotating member 5 .
- each of the advanced angle chambers 7 is defined by the driving-side rotating member 3 and the driven-side rotating member 5 . More specifically, the retarded angle chambers 6 are used for shifting a relative rotational phase of the driven-side rotating member 5 relative to the driving-side rotating member 3 in a retarded angle direction by supplying an oil (an operation oil) thereto. On the other hand, the advanced angle chambers 7 are used for shifting the relative rotational phase in an advanced angle direction by supplying the operation oil thereto.
- the driven-side rotating member 5 includes a protrusion 5 A, which protrudes towards the camshaft 4 .
- the driving-side rotating member 3 includes a housing 3 B (a housing member), a front plate 3 A (a plate member) and a rear plate 3 C (the plate member).
- the housing 3 B is arranged at an outer circumferential portion of the driven-side rotating member 3 in a radial direction thereof.
- the front plate 3 A is arranged at a portion of the driving-side rotating member 3 opposite from the camshaft 4 relative to the housing 3 B.
- the rear plate 3 C is arranged at a portion of the driving-side rotating member 3 closer to the camshaft 4 relative to the housing 3 B.
- a timing sprocket 3 D is formed at an outer circumferential surface of the rear plate 3 C.
- a power transmission member 8 such as a timing chain, a timing belt or the like, is provided between the timing sprocket 3 D and a gear 101 attached at the crankshaft 2 of the engine 100 .
- the rear plate 3 C includes a through hole 3 E, which extends in an axial direction of the camshaft 4 and through which the protrusion 5 A of the driven-side rotating member 5 is connected with the camshaft 4 . Accordingly, the protrusion 5 A penetrates the rear plate 3 C so as to protrude towards the camshaft 4 to a greater extent than the rear plate 3 C when the driving-side rotating member 3 and the driven-side rotating member 5 are assembled.
- Plural protruding portions 3 F are formed at an inner circumferential portion of the housing 3 B so as to inwardly protrude in a radial direction thereof while keeping a distance between the neighboring protruding portions 3 F in a rotational direction of the housing 3 B. Furthermore, a withdrawal groove 9 B and an accommodation bore 9 D are formed at the inner circumferential portion of the housing 3 B.
- the withdrawal groove 9 B is configured so as to accommodate therewithin a lock member 9 A.
- the accommodation bore 9 D is configured so as to be in communication with the withdrawal groove 9 B and so as to accommodate therewithin a spring 9 C for inwardly biasing the lock member 9 A in the radial direction.
- the driven-side rotating member 5 is integrally assembled at an edge portion of the camshaft 4 , which configures a rotating shaft of the cam that controls the opening and closing timing of the air intake value or the exhaust vale of the engine 100 . Furthermore, the driven-side rotating member 5 is provided within the driving-side rotating member 3 while allowing the driven-side rotating member 5 to be rotatable relative to the driving-side rotating member 3 in a predetermined relative rotational range.
- a lock groove 9 E is formed at the driven-side rotating member 5 . More specifically, the lock groove 9 E is configured so as to accommodate therewithin the lock member 9 A when the lock member 9 A is inwardly displaced in the radial direction.
- the driven-side rotating member 5 includes the protrusion 5 A, which protrude towards the camshaft 4 .
- the protrusion 5 A is configured so as to protrude towards the camshaft 4 to the greater extent than the rear plate 3 C.
- a lock mechanism 9 includes the lock member 9 A, the withdrawal groove 9 B, the spring 9 C, the accommodation bore 9 D and the lock groove 9 E.
- a space defined by the driving-side rotating member 3 and the driven-side rotating member 5 between the neighboring protruding portions 3 F is divided into two chambers (i.e. the retarded angle chamber 6 and the advanced angle chamber 7 ) by means of a vane 10 .
- the valve timing control apparatus 1 includes four retarded angle chambers 6 and four advanced angle chambers 7 .
- the relative rotatable range of the driven-side rotating member 5 relative to the driving-side rotating member 3 corresponds to a moving range of the vane 10 in an advanced angle direction S 1 or in a retarded angle direction S 1 until the vane 10 contacts the protruding portion 3 F, in other words, a range between a most advanced angle phase and a most retarded angle phase (including the most advanced angle phase and the most retarded angle phase).
- Slidably contact portions between the driving-side rotating member 3 and the driven-side rotating member 5 include slidably contact portion between the protruding portions 3 F of the driving-side rotating member 3 and an outer circumferential surface of the driven-side rotating member 5 , a slidably contact portion between the front plate 3 A and a surface of the driven-side rotating member 3 facing the front plate 3 A and a slidably contact portion between the rear plate 3 C and a surface of the driven-side rotating member 3 facing the rear plate 3 C.
- the slidably contact portion between the rear plate 3 C and the surface of the driven-side rotating member 3 facing the rear plate 3 C includes a first slidably contact portion 5 B and a second slidably contact portion 5 C.
- the first slidably contact portion 5 B includes an outer circumferential surface of the protrusion 5 A of the driven-side rotating member 5 and an inner circumferential surface of the through hole 3 E, which is formed in a circular shape at the rear plate 3 C.
- the outer circumferential surface of the protrusion 5 A of the driven-side rotating member 5 and an inner circumferential surface of the through hole 3 E slidably contact each other.
- the second slidably contact portion 5 C includes a side surface of the rear plate 3 C and a side surface of the driven-side rotating member 5 , except for the protrusion 4 A, which slidably contact each other.
- the slidably contact portion 5 B serves as a bearing portion between at least one of the camshaft 4 and the driven-side rotating member 5 on the one hand and the driving-side rotating member 3 on the other hand.
- a relatively great force is likely to act on the first slidably contact portion 5 B in a predetermined radial direction of the camshaft 4 , in other words, the force generated in the radial direction of the camshaft 4 is not likely to act equally on entire first slidably contact portion 5 B. More specifically, as illustrated in FIG. 3 , a rotational force generated by the crankshaft 2 is transmitted to the valve timing control apparatus 1 via the power transmission member 8 . In FIG.
- the power transmission member 8 connects two valve timing control apparatuses 1 and the gear 101 of the crankshaft 2 . More specifically, the power transmission member 8 is provided around the valve timing control apparatuses 1 and the gear 101 of the crankshaft 2 so as to tighten up the valve timing control apparatuses 1 and the gear 101 towards a rotational center of the power transmission member 8 in order to avoid unintentional disengagement of the power transmission member 8 from the valve timing control apparatuses 1 . Therefore, a tightening force F acts in the radial direction of each of the valve timing control apparatuses 1 . Hence, the force F in the predetermined radial direction acts on the first slidably contact portion 5 B. Accordingly, a sliding resistance at the valve timing control apparatus 1 becomes great because of the force F acting on the first slidably contact portion 5 B.
- a resin member 11 which is expected to reduce the sliding resistance, may be used to form the first slidably contact portion 5 B. More specifically, a polytetrafluoroethylene resin having oil resistance and heat resistance may be used to form the first slidably contact portion 5 B.
- the sliding resistance generated between the inner circumferential surface of the rear plate 3 C and the outer circumferential surface of the protrusion 5 A may be reduced.
- a shifting speed of the relative rotational phase of the driven-side rotating member 5 relative to the driving-side rotating member 3 may be improved.
- an operation hydraulic pressure necessary for shifting the relative rotational phase formed between the driving-side rotating member 3 and the driven-side rotating member 5 may be reduced.
- the resin member 11 which is expected to reduce the sliding resistance, may be adapted to the valve timing control apparatus to form the first slidably contact portion 5 B in a manner where a surface treatment is applied to the outer circumferential surface of the protrusion 5 A and the inner circumferential surface of the through hole 3 E formed in the circular shape at the rear plate 3 C, or a cylindrical shaped bush may be press-fitted onto the outer circumferential surface of the protrusion 5 A or into the inner circumferential surface of the through hole 3 E formed in the circular shape at the rear plate 3 C.
- a graph illustrated in FIG. 4 is a measurement data obtained by comparing a response speed of a known valve timing control apparatus (which is indicated as “Type 1” in the graph) and a response speed of the valve timing control apparatus 1 according to the embodiment (which is indicated as “Type 2” in the graph).
- the response speeds in a case where a valve lift amount of the air intake valve is small (which is indicated as “Low Lift” in the graph) and where the valve lift amount is great (which is indicated as “High Lift” in the graph) are measured. Furthermore, the response speeds are measured under a condition where an engine rotational number (i.e.
- an engine rotational speed is 600 rotations per minute (which is indicated as 600 rpm in the graph), under a condition where the engine rotational number is 800 rotations per minute (which is indicated as 800 rpm in the graph), and under a condition where the engine rotational number is 1000 rotations per minute (which is indicated as 1000 prm in the graph).
- a vertical axis indicates an average value of the response speed in a case where the relative rotational phase of the driven-side rotating member 5 relative to the driving-side rotating member 3 is shifted in the advanced angle direction S 1 and an average value of the response speed in a case where the relative rotational phase is shifted in the retarded angle direction S 2 (refer to “Response speed” in the graph).
- the response speeds are measured in the same condition (for example, the same type of an operation oil is used, an oil temperature is maintained at the same, the valve timing control apparatuses are shaped in the same, volumes of the advanced angle chambers are set to be the same, volumes of the retarded angle chambers are set to be the same, and the like) for the known valve timing control apparatus and the valve timing control apparatus 1 according to the embodiment.
- the response speed of the valve timing control apparatus 1 according to the embodiment is improved at any engine rotational number (i.e. the engine rotational speed) when comparing to the know valve timing control apparatus.
- the measurement results show that a difference in the sliding resistances between the first slidably contact portion 5 B of the valve timing control apparatus according to the first embodiment and the corresponding slidably contact portion of the known valve timing control apparatus is prominently reflected to the difference in response speeds between the valve timing control apparatus 1 according to the first embodiment and the known valve timing control apparatus. More specifically, in the case where the engine rotational number becomes lower, a rotational number (i.e.
- the response speed of the valve timing control apparatus 1 according to the embodiment is further improved as the valve lift amount becomes lower when comparing to the known valve timing control apparatus.
- the measurement results show that the difference in the sliding resistances between the first slidably contact portion 5 B of the valve timing control apparatus 1 according to the first embodiment and the corresponding sliding surface of the known valve timing control apparatus is prominently reflected to the difference in the response speeds between the valve timing control apparatus 1 according to the first embodiment and the known valve timing control apparatus according.
- the response speed of the valve timing control apparatus 1 according to the embodiment is considered to be improved in a case where a torque fluctuation becomes lower as the valve lift amount becomes lower because of the relatively low sliding resistance of the first slidably contact portion 5 B. Accordingly, as is verified by the measurement results indicated in FIG. 4 , the valve timing control apparatus 1 according to the first embodiment achieves improvement in response speed.
- valve timing control apparatus 1 differs from the valve timing control apparatus 1 according to the first embodiment in that the valve timing control apparatus 1 according to the second embodiment includes a ball bearing 12 (a bearing member) having the first slidably contact portion 5 B in stead of the resin member 11 having the first slidably contact portion 5 B.
- a ball bearing 12 a bearing member
- an oil providing groove 13 may be formed at the surface of the driven-side rotating member 5 facing the rear plate 3 C, so that an oil is provided between the outer circumferential surface of the protrusion 5 A and an inner circumferential surface of the ball bearing 12 .
- the shifting speed of the relative rotational phase of the driven-side rotating member 5 relative to the driving-side rotating member 3 may be improved. Furthermore, the operation hydraulic pressure necessary for shifting the relative rotational phase may be reduced.
- the driven-side rotating member 5 includes the protrusion 5 A protruding to the camshaft 4 .
- the driven-side rotating member 5 may be modified so as not to include the protrusion 5 A.
- the camshaft 4 may be modified so as to extend until the camshaft 4 penetrates the through hole 3 E of the rear plate 3 C in order to connect the camshaft 4 with the rear plate 3 C.
- the first slidably contact portion 5 B which serves as the bearing portion, configures the bearing portion (the bearing member) together with the through hole 3 E of the rear plate 3 C and the outer circumferential surface of the camshaft 4 facing the rear plate 3 C.
- the driving-side rotating member 3 includes the housing 3 B, the front plate 3 A and the rear plate 3 C.
- the driving-side rotating member 3 does not necessarily need to include the housing 3 B, the front plate 4 A and the rear plate 3 C individually and separately from each other.
- the driving-side rotating member 3 may be modified so that the front plate 3 A and the housing 3 B are integrally formed, or the housing 3 B and the rear plate 3 C are integrally formed.
- the first slidably contact portion 5 B having the bearing portion is configured so as to have a lower sliding resistance when comparing to other slidably contact portions, which are also included in a known valve timing control apparatus. Therefore, other slidably contact portions (i.e. the slidably contact portions except for the first slidably contact portion 5 B) do not need to be specifically changed or modified from the known valve timing control apparatus, and materials used for the known driving-side rotating member and the known driven-side rotating member may be used for the driving-side rotating member 3 and the driven-side rotating member 5 of the valve timing control apparatus 1 . Hence, only the sliding resistance of the first slidably contact portion 5 B needs to be considered in order to obtain appropriate response speed of the valve timing control apparatus 1 .
- valve timing control apparatus 1 of the embodiments may be configured so as to have approximately the same weight as the known valve timing control apparatus.
- the driven-side rotating member 5 includes the protrusion 5 A, which is formed so as to penetrate the through hole 3 E to protrude towards the camshaft 4 .
- the slidably contact portion between the inner circumferential surface of the through hole 3 E and the outer circumferential surface of the protrusion 5 A serves as the first slidably contact portion 5 B.
- the first slidably contact portion 5 B is formed of the resin member 11 .
- the first slidably contact portion 5 B which needs to have the low sliding resistance, is made of the resin member 11 . Therefore, an increase of the manufacturing costs of the valve timing control apparatus 1 may be avoided. Furthermore, the sliding resistance of the first slidably contact portion 5 B may be reduced by applying a simple processing to the valve timing control apparatus 1 .
- the first slidably contact portion 5 B includes the ball bearing 12 between the inner circumferential surface of the driving-side rotating member 5 on the one hand and one of the outer circumferential surface of driven-side rotating member 3 and the outer circumferential surface of the camshaft 4 on the other hand.
- the ball bearing 12 is provided at the first slidably contact portion 5 B, which needs to have the low sliding resistance. Therefore, the increase of the manufacturing costs of the valve timing control apparatus 1 may be avoided. Furthermore, the sliding resistance of the first slidably contact portion 5 B may be reduced only by adding a simple component thereto.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Valve Device For Special Equipments (AREA)
Abstract
A valve timing control apparatus includes a driving-side rotating member having a housing member and a plate member, a driven-side rotating member arranged in a coaxial manner relative to the driving-side rotational member, a retarded angle chamber and an advanced angle chamber defined by the driving-side rotating member and the driven-side rotating member and used for changing a relative rotational phase of the driven-side rotating member relative to the driving-side rotating member in a retarded angle direction and in an advanced angle direction in response to an operation oil supplied to the retarded angle chamber and the retarded angle chamber, respectively, and a through hole formed at one of the housing member and the plate member, wherein a first slidably contact portion, which serves as a bearing portion between the driving-side rotating member and the driven-side rotating member, has a lower sliding resistance than other slidably contact portions.
Description
- This application is based on and claims priority under 35 U.S.C. §119 to Japanese Patent Application 2009-219057, filed on Sep. 24, 2009, the entire content of which is incorporated herein by reference.
- This disclosure generally relates to a valve timing control apparatus for controlling opening and closing timing of an air intake valve and an exhaust valve of an internal combustion engine.
- Generally, a valve timing control apparatus is used for an internal combustion engine such as an engine for a vehicle and the like. Furthermore, the valve timing control apparatus adjusts opening and closing timing of a valve in a manner where the valve timing control apparatus changes a relative rotational phase formed between a driving-side rotating member, which synchronously rotates with a crankshaft, and a driven-side rotating member, which synchronously rotates with a camshaft, in order to achieve an appropriate driving state of the internal combustion engine.
- An improvement in shift speed of the relative rotational phase of the driven-side rotating member relative to the driving-side rotating member is required for the valve timing control apparatus in order to improve fuel efficiency of the internal combustion engine, to reduce gas emission and the like. Furthermore, reduction in an operation hydraulic pressure necessary for shifting the relative rotational phase of the driven-side rotating member relative to the driving-side rotating member is required in order to reduce work load of an oil pump, which supplies oil to the valve timing control apparatus, each sliding member provided at an inside of the internal combustion engine and the like.
- A valve timing control apparatus disclosed in JP4351065B (corresponding U.S. Pat. No. 6,941,912) (i.e. an apparatus for adjusting a relative rotational angle of an internal combustion engine relative to a driving wheel) includes a driving-side rotating member (which corresponds to a cell wheel in JP4351065B) rotating together with a crankshaft of the internal combustion engine as a unit, a driven-side rotating member (which corresponds to a rotor in JP4351065B), which is arranged in a coaxial manner relative to the driving-side rotating member and rotates together with a camshaft for opening and closing a valve of the internal combustion engine as a unit, a retarded angle chamber (which corresponds to a pressure space in JP4351065B) used for shifting a relative rotational phase of the driven-side rotating member relative to the driving-side rotating member in a retarded angle direction, and an advanced angle chamber (which corresponds to the pressure space in JP4351065B) used for shifting the relative rotational phase in an advanced angle direction.
- Furthermore, the valve timing control apparatus disclosed in JP4351065B includes plural controlling valves and is configured so as to return the operation oil discharged from one of the retarded angle chamber and the advanced angle chamber to the other one of the retarded angle chamber and the advanced angle chamber by controlling plural controlling valves in order to improve a shift speed of the relative rotational phase, thereby reducing a necessary supply of an operation oil to be supplied from the oil pump to the valve timing control apparatus.
- Generally, the relative rotational phase repeatedly shifts (jiggles) in the advanced angle direction and the retarded angle direction little by little because of a torque fluctuation of the cam. Accordingly, the operation hydraulic pressure within the advanced angle chamber and the retarded angle chamber changes little by little because of the repeated and slight shifts (jiggles) of the relative rotational phase in the advanced angle direction and the retarded angle direction, thereby generating hydraulic pressure pulsation. According to the valve timing control apparatus disclosed in JP4351065B, the control valves need to be opened and closed at a high speed so as to synchronize with the hydraulic pressure pulsation. Specifically, in a case where a temperature of the operation oil is low, viscosity of the operation oil is high. Therefore, the control valves may not be stably opened and closed at the high speed. Furthermore, the valve timing control apparatus disclosed in JP4351065B needs to include plural control valves, which may result in an increase in a number of components used for the valve timing control apparatus. Therefore, the valve timing control apparatus disclosed in JP451065B may not be appropriately adapted to a vehicle engine, whose size is restricted to a size mountable to the vehicle, and may not fit into a limited mounting space in the vehicle. Furthermore, because the number of components used for the valve timing control apparatus disclosed in JP451065B is relatively high because of plural control valves, a weight of the valve timing control apparatus increases, which may interfere with improvement in the fuel consumption of the internal combustion engine.
- A need thus exists to provide a valve timing control apparatus which is not susceptible to the drawback mentioned above.
- According to an aspect of this disclosure, a valve timing control apparatus includes a driving-side rotating member being synchronously rotatable with a crankshaft of an internal combustion engine, the driving-side rotating member including a housing member formed in a cylindrical shape so that the housing member has an opening portion at one of end portions thereof in an axial direction of the camshaft and a plate member configured so as to close the opening of the housing member, a driven-side rotating member arranged in a coaxial manner relative to the driving-side rotational member and being synchronously rotatable with a camshaft that controls opening and closing operations of a valve of the internal combustion engine, a retarded angle chamber defined by the driving-side rotating member and the driven-side rotating member and used for changing a relative rotational phase of the driven-side rotating member relative to the driving-side rotating member in a retarded angle direction in response to an operation oil supplied to the retarded angle chamber, an advanced angle chamber defined by the driving-side rotating member and the driven-side rotating member and used for changing the relative rotational phase of the driven-side rotating member relative to the driving-side rotating member in an advanced angle direction in response to the operation oil supplied to the advanced angle chamber, and a through hole formed at one of the housing member and the plate member so as to extend in the axial direction of the camshaft so that the driven-side rotating member is connected to the camshaft via the through hole, wherein a bearing portion between the driving-side rotating member and the driven-side rotating member is configured by an inner circumferential surface of the through hole and one of an outer circumferential surface of the driven-side rotating member and an outer circumferential surface of the camshaft, and a first slidably contact portion, which serves as the bearing portion, out of a plurality of slidably contact portions between the driving-side rotating member and the driven-side rotating member is configured so as to have a lower sliding resistance than other slidably contact portions.
- According to another aspect of this disclosure, a valve timing control apparatus includes a driving-side rotating member being synchronously rotatable with a crankshaft of an internal combustion engine, a driven-side rotating member arranged in a coaxial manner relative to the driving-side rotational member and being synchronously rotatable with a camshaft that controls opening and closing operations of a valve of the internal combustion engine, a power transmission member transmitting a rotational force generated by the crankshaft to the driving-side rotating member, a retarded angle chamber defined by the driving-side rotating member and the driven-side rotating member and used for changing a relative rotational phase of the driven-side rotating member relative to the driving-side rotating member in a retarded angle direction in response to an operation oil supplied to the retarded angle chamber, an advanced angle chamber defined by the driving-side rotating member and the driven-side rotating member and used for changing the relative rotational phase of the driven-side rotating member relative to the driving-side rotating member in an advanced angle direction in response to the operation oil supplied to the advanced angle chamber, and a first slidably contact portion between the driving-side rotating member and the driven-side rotating member receiving a tightening force generated by the power transmission member in a radial direction of the driving-side rotating member, the first slidably contact portion configured so as to have a smaller sliding resistance than other slidably contact portions between the driving-side rotating member and the driven-side rotating member.
- The foregoing and additional features and characteristics of this disclosure will become more apparent from the following detailed description considered with the reference to the accompanying drawings, wherein:
-
FIG. 1 is a cross-sectional diagram illustrating a valve timing control apparatus according to a first embodiment; -
FIG. 2 is a diagram illustrating the valve timing control apparatus being viewed in a direction indicated by arrows II-II inFIG. 1 ; -
FIG. 3 is a diagram schematically illustrating a mounting position of the valve timing control apparatus; -
FIG. 4 is a graph showing a comparison between a response speed of a known valve timing control apparatus and a response speed of the valve timing control apparatus according to the first embodiment; and -
FIG. 5 is a diagram illustrating a valve timing control apparatus according to a second embodiment being viewed in a direction indicated by arrows V-V inFIG. 1 . - Embodiments, in which a valve timing control apparatus is adapted to a vehicle engine as a valve timing control apparatus at an air intake valve of the vehicle engine or as a valve timing control apparatus at an exhaust valve of the vehicle engine, will be described below in accordance with the attached drawings.
- A valve
timing control apparatus 1 according to a first embodiment includes a driving-side rotating member 3, a driven-side rotating member 5, a retarded angle chamber 6 (in this embodiment, plural retardedangle chambers 6 are formed) and an advanced angle chamber 7 (in this embodiment, pluraladvanced angle chambers 7 are formed). The driven-side rotating member 3 is configured so as to rotate synchronously with acrankshaft 2 of an engine 100 (an example of an internal combustion engine). The driven-side rotating member 5 is configured so as to be arranged in a coaxial manner relative to the driving-side rotating member 3 and so as to rotate synchronously with acamshaft 4 for opening and closing a vale of theengine 100. Each of the retardedangle chambers 6 is defined by the driving-side rotating member 3 and the driven-side rotating member 5. Similarly, each of theadvanced angle chambers 7 is defined by the driving-side rotating member 3 and the driven-side rotating member 5. More specifically, the retardedangle chambers 6 are used for shifting a relative rotational phase of the driven-side rotating member 5 relative to the driving-side rotating member 3 in a retarded angle direction by supplying an oil (an operation oil) thereto. On the other hand, theadvanced angle chambers 7 are used for shifting the relative rotational phase in an advanced angle direction by supplying the operation oil thereto. The driven-side rotating member 5 includes aprotrusion 5A, which protrudes towards thecamshaft 4. - The driving-
side rotating member 3 includes ahousing 3B (a housing member), afront plate 3A (a plate member) and arear plate 3C (the plate member). Thehousing 3B is arranged at an outer circumferential portion of the driven-side rotating member 3 in a radial direction thereof. Thefront plate 3A is arranged at a portion of the driving-side rotating member 3 opposite from thecamshaft 4 relative to thehousing 3B. Therear plate 3C is arranged at a portion of the driving-side rotating member 3 closer to thecamshaft 4 relative to thehousing 3B. - A
timing sprocket 3D is formed at an outer circumferential surface of therear plate 3C. Apower transmission member 8, such as a timing chain, a timing belt or the like, is provided between thetiming sprocket 3D and agear 101 attached at thecrankshaft 2 of theengine 100. - The
rear plate 3C includes a throughhole 3E, which extends in an axial direction of thecamshaft 4 and through which theprotrusion 5A of the driven-side rotating member 5 is connected with thecamshaft 4. Accordingly, theprotrusion 5A penetrates therear plate 3C so as to protrude towards thecamshaft 4 to a greater extent than therear plate 3C when the driving-side rotating member 3 and the driven-side rotating member 5 are assembled. - Plural protruding
portions 3F are formed at an inner circumferential portion of thehousing 3B so as to inwardly protrude in a radial direction thereof while keeping a distance between the neighboringprotruding portions 3F in a rotational direction of thehousing 3B. Furthermore, awithdrawal groove 9B and anaccommodation bore 9D are formed at the inner circumferential portion of thehousing 3B. Thewithdrawal groove 9B is configured so as to accommodate therewithin alock member 9A. Theaccommodation bore 9D is configured so as to be in communication with thewithdrawal groove 9B and so as to accommodate therewithin aspring 9C for inwardly biasing thelock member 9A in the radial direction. - The driven-
side rotating member 5 is integrally assembled at an edge portion of thecamshaft 4, which configures a rotating shaft of the cam that controls the opening and closing timing of the air intake value or the exhaust vale of theengine 100. Furthermore, the driven-side rotating member 5 is provided within the driving-side rotating member 3 while allowing the driven-side rotating member 5 to be rotatable relative to the driving-side rotating member 3 in a predetermined relative rotational range. Alock groove 9E is formed at the driven-side rotating member 5. More specifically, thelock groove 9E is configured so as to accommodate therewithin thelock member 9A when thelock member 9A is inwardly displaced in the radial direction. Additionally, the driven-side rotating member 5 includes theprotrusion 5A, which protrude towards thecamshaft 4. In this embodiment, theprotrusion 5A is configured so as to protrude towards thecamshaft 4 to the greater extent than therear plate 3C. - A
lock mechanism 9 includes thelock member 9A, thewithdrawal groove 9B, thespring 9C, the accommodation bore 9D and thelock groove 9E. - A space defined by the driving-
side rotating member 3 and the driven-side rotating member 5 between the neighboring protrudingportions 3F is divided into two chambers (i.e. the retardedangle chamber 6 and the advanced angle chamber 7) by means of avane 10. In this embodiment, the valvetiming control apparatus 1 includes four retardedangle chambers 6 and fouradvanced angle chambers 7. - The relative rotatable range of the driven-
side rotating member 5 relative to the driving-side rotating member 3 corresponds to a moving range of thevane 10 in an advanced angle direction S1 or in a retarded angle direction S1 until thevane 10 contacts the protrudingportion 3F, in other words, a range between a most advanced angle phase and a most retarded angle phase (including the most advanced angle phase and the most retarded angle phase). - Slidably contact portions between the driving-
side rotating member 3 and the driven-side rotating member 5 according to the first embodiment include slidably contact portion between the protrudingportions 3F of the driving-side rotating member 3 and an outer circumferential surface of the driven-side rotating member 5, a slidably contact portion between thefront plate 3A and a surface of the driven-side rotating member 3 facing thefront plate 3A and a slidably contact portion between therear plate 3C and a surface of the driven-side rotating member 3 facing therear plate 3C. The slidably contact portion between therear plate 3C and the surface of the driven-side rotating member 3 facing therear plate 3C includes a firstslidably contact portion 5B and a secondslidably contact portion 5C. More specifically, the firstslidably contact portion 5B includes an outer circumferential surface of theprotrusion 5A of the driven-side rotating member 5 and an inner circumferential surface of the throughhole 3E, which is formed in a circular shape at therear plate 3C. The outer circumferential surface of theprotrusion 5A of the driven-side rotating member 5 and an inner circumferential surface of the throughhole 3E slidably contact each other. The secondslidably contact portion 5C includes a side surface of therear plate 3C and a side surface of the driven-side rotating member 5, except for the protrusion 4A, which slidably contact each other. - The
slidably contact portion 5B serves as a bearing portion between at least one of thecamshaft 4 and the driven-side rotating member 5 on the one hand and the driving-side rotating member 3 on the other hand. A relatively great force is likely to act on the firstslidably contact portion 5B in a predetermined radial direction of thecamshaft 4, in other words, the force generated in the radial direction of thecamshaft 4 is not likely to act equally on entire firstslidably contact portion 5B. More specifically, as illustrated inFIG. 3 , a rotational force generated by thecrankshaft 2 is transmitted to the valvetiming control apparatus 1 via thepower transmission member 8. InFIG. 3 , thepower transmission member 8 connects two valvetiming control apparatuses 1 and thegear 101 of thecrankshaft 2. More specifically, thepower transmission member 8 is provided around the valvetiming control apparatuses 1 and thegear 101 of thecrankshaft 2 so as to tighten up the valvetiming control apparatuses 1 and thegear 101 towards a rotational center of thepower transmission member 8 in order to avoid unintentional disengagement of thepower transmission member 8 from the valvetiming control apparatuses 1. Therefore, a tightening force F acts in the radial direction of each of the valvetiming control apparatuses 1. Hence, the force F in the predetermined radial direction acts on the firstslidably contact portion 5B. Accordingly, a sliding resistance at the valvetiming control apparatus 1 becomes great because of the force F acting on the firstslidably contact portion 5B. - Therefore, a resin member 11, which is expected to reduce the sliding resistance, may be used to form the first
slidably contact portion 5B. More specifically, a polytetrafluoroethylene resin having oil resistance and heat resistance may be used to form the firstslidably contact portion 5B. - Accordingly, by forming the first
slidably contact portion 5B by using the resin member 11, the sliding resistance generated between the inner circumferential surface of therear plate 3C and the outer circumferential surface of theprotrusion 5A may be reduced. As a result, a shifting speed of the relative rotational phase of the driven-side rotating member 5 relative to the driving-side rotating member 3 may be improved. Furthermore, an operation hydraulic pressure necessary for shifting the relative rotational phase formed between the driving-side rotating member 3 and the driven-side rotating member 5 may be reduced. - The resin member 11, which is expected to reduce the sliding resistance, may be adapted to the valve timing control apparatus to form the first
slidably contact portion 5B in a manner where a surface treatment is applied to the outer circumferential surface of theprotrusion 5A and the inner circumferential surface of the throughhole 3E formed in the circular shape at therear plate 3C, or a cylindrical shaped bush may be press-fitted onto the outer circumferential surface of theprotrusion 5A or into the inner circumferential surface of the throughhole 3E formed in the circular shape at therear plate 3C. - A graph illustrated in
FIG. 4 is a measurement data obtained by comparing a response speed of a known valve timing control apparatus (which is indicated as “Type 1” in the graph) and a response speed of the valvetiming control apparatus 1 according to the embodiment (which is indicated as “Type 2” in the graph). The response speeds in a case where a valve lift amount of the air intake valve is small (which is indicated as “Low Lift” in the graph) and where the valve lift amount is great (which is indicated as “High Lift” in the graph) are measured. Furthermore, the response speeds are measured under a condition where an engine rotational number (i.e. an engine rotational speed) is 600 rotations per minute (which is indicated as 600 rpm in the graph), under a condition where the engine rotational number is 800 rotations per minute (which is indicated as 800 rpm in the graph), and under a condition where the engine rotational number is 1000 rotations per minute (which is indicated as 1000 prm in the graph). A vertical axis indicates an average value of the response speed in a case where the relative rotational phase of the driven-side rotating member 5 relative to the driving-side rotating member 3 is shifted in the advanced angle direction S1 and an average value of the response speed in a case where the relative rotational phase is shifted in the retarded angle direction S2 (refer to “Response speed” in the graph). Additionally, the response speeds are measured in the same condition (for example, the same type of an operation oil is used, an oil temperature is maintained at the same, the valve timing control apparatuses are shaped in the same, volumes of the advanced angle chambers are set to be the same, volumes of the retarded angle chambers are set to be the same, and the like) for the known valve timing control apparatus and the valvetiming control apparatus 1 according to the embodiment. - As is evident from the graph illustrated in
FIG. 4 , the response speed of the valvetiming control apparatus 1 according to the embodiment is improved at any engine rotational number (i.e. the engine rotational speed) when comparing to the know valve timing control apparatus. Specifically, the lower the engine rotational number is, the more the response speed of the valvetiming control apparatus 1 is improved. The measurement results show that a difference in the sliding resistances between the firstslidably contact portion 5B of the valve timing control apparatus according to the first embodiment and the corresponding slidably contact portion of the known valve timing control apparatus is prominently reflected to the difference in response speeds between the valvetiming control apparatus 1 according to the first embodiment and the known valve timing control apparatus. More specifically, in the case where the engine rotational number becomes lower, a rotational number (i.e. a rotational speed) of an oil pump, which is actuated in response to the rotational force of thecrankshaft 2, becomes also lower, therefore, the hydraulic pressure acting on theadvanced chambers 6 and theretarded chambers 7 becomes low. Hence, in the case where the hydraulic pressure acting on theadvanced chambers 6 and theretarded chambers 7 is low, the relative rotational phase established between the driving-side rotating member 3 and the driven-side rotating member 5 of the valvetiming control apparatus 1 according to the embodiment is quickly shifted when comparing to the known valve timing control apparatus, because the sliding resistance of the firstslidably contact portion 5B is low and therefore, the necessary hydraulic pressure to shift the relative rotational phase is low. Furthermore, when comparing to the response speeds in the case where the valve lift amount is great and the response speeds in the case where the valve lift amount is small, the response speed of the valvetiming control apparatus 1 according to the embodiment is further improved as the valve lift amount becomes lower when comparing to the known valve timing control apparatus. The measurement results show that the difference in the sliding resistances between the firstslidably contact portion 5B of the valvetiming control apparatus 1 according to the first embodiment and the corresponding sliding surface of the known valve timing control apparatus is prominently reflected to the difference in the response speeds between the valvetiming control apparatus 1 according to the first embodiment and the known valve timing control apparatus according. More specifically, the response speed of the valvetiming control apparatus 1 according to the embodiment is considered to be improved in a case where a torque fluctuation becomes lower as the valve lift amount becomes lower because of the relatively low sliding resistance of the firstslidably contact portion 5B. Accordingly, as is verified by the measurement results indicated inFIG. 4 , the valvetiming control apparatus 1 according to the first embodiment achieves improvement in response speed. - A second embodiment of the valve
timing control apparatus 1 will be described below. The valvetiming control apparatus 1 according to the second embodiment differs from the valvetiming control apparatus 1 according to the first embodiment in that the valvetiming control apparatus 1 according to the second embodiment includes a ball bearing 12 (a bearing member) having the firstslidably contact portion 5B in stead of the resin member 11 having the firstslidably contact portion 5B. In the case where theball bearing 12 is provided at the valvetiming control apparatus 1, an oil providing groove 13 may be formed at the surface of the driven-side rotating member 5 facing therear plate 3C, so that an oil is provided between the outer circumferential surface of theprotrusion 5A and an inner circumferential surface of theball bearing 12. According to the second embodiment, as is the case with the first embodiment, the shifting speed of the relative rotational phase of the driven-side rotating member 5 relative to the driving-side rotating member 3 may be improved. Furthermore, the operation hydraulic pressure necessary for shifting the relative rotational phase may be reduced. - In the first and second embodiments, the driven-
side rotating member 5 includes theprotrusion 5A protruding to thecamshaft 4. However, the driven-side rotating member 5 may be modified so as not to include theprotrusion 5A. Instead, in this case, thecamshaft 4 may be modified so as to extend until thecamshaft 4 penetrates the throughhole 3E of therear plate 3C in order to connect thecamshaft 4 with therear plate 3C. In this case, the firstslidably contact portion 5B, which serves as the bearing portion, configures the bearing portion (the bearing member) together with the throughhole 3E of therear plate 3C and the outer circumferential surface of thecamshaft 4 facing therear plate 3C. - In the first and second embodiments, the driving-
side rotating member 3 includes thehousing 3B, thefront plate 3A and therear plate 3C. However, the driving-side rotating member 3 does not necessarily need to include thehousing 3B, the front plate 4A and therear plate 3C individually and separately from each other. For example, the driving-side rotating member 3 may be modified so that thefront plate 3A and thehousing 3B are integrally formed, or thehousing 3B and therear plate 3C are integrally formed. - Accordingly, the first
slidably contact portion 5B having the bearing portion is configured so as to have a lower sliding resistance when comparing to other slidably contact portions, which are also included in a known valve timing control apparatus. Therefore, other slidably contact portions (i.e. the slidably contact portions except for the firstslidably contact portion 5B) do not need to be specifically changed or modified from the known valve timing control apparatus, and materials used for the known driving-side rotating member and the known driven-side rotating member may be used for the driving-side rotating member 3 and the driven-side rotating member 5 of the valvetiming control apparatus 1. Hence, only the sliding resistance of the firstslidably contact portion 5B needs to be considered in order to obtain appropriate response speed of the valvetiming control apparatus 1. Accordingly, an increase of material costs and processing cost may be minimized. Furthermore, the shifting speed of the relative rotational phase of the driven-side rotating member 5 relative to the driving-side rotating member 3 may be improved, and the operation hydraulic pressure necessary for shifting the relative rotational phase may be decreased. Furthermore, according to the embodiments, only the firstslidably contact portion 5B needs to be considered in order to obtain appropriate response speed of the valvetiming control apparatus 1. Therefore, the valvetiming control apparatus 1 of the embodiments may be configured so as to have approximately the same weight as the known valve timing control apparatus. - According to the embodiments, the driven-
side rotating member 5 includes theprotrusion 5A, which is formed so as to penetrate the throughhole 3E to protrude towards thecamshaft 4. The slidably contact portion between the inner circumferential surface of the throughhole 3E and the outer circumferential surface of theprotrusion 5A serves as the firstslidably contact portion 5B. - According to the first embodiment, the first
slidably contact portion 5B is formed of the resin member 11. - Accordingly, only the first
slidably contact portion 5B, which needs to have the low sliding resistance, is made of the resin member 11. Therefore, an increase of the manufacturing costs of the valvetiming control apparatus 1 may be avoided. Furthermore, the sliding resistance of the firstslidably contact portion 5B may be reduced by applying a simple processing to the valvetiming control apparatus 1. - According to the second embodiment, the first
slidably contact portion 5B includes theball bearing 12 between the inner circumferential surface of the driving-side rotating member 5 on the one hand and one of the outer circumferential surface of driven-side rotating member 3 and the outer circumferential surface of thecamshaft 4 on the other hand. - Accordingly, the
ball bearing 12 is provided at the firstslidably contact portion 5B, which needs to have the low sliding resistance. Therefore, the increase of the manufacturing costs of the valvetiming control apparatus 1 may be avoided. Furthermore, the sliding resistance of the firstslidably contact portion 5B may be reduced only by adding a simple component thereto. - The principles, preferred embodiment and mode of operation of this disclosure have been described in the foregoing specification. However, the disclosure which is intended to be protected is not to be construed as limited to the particular embodiments disclosed. Further, the embodiments described herein are to be regarded as illustrative rather than restrictive. Variations and changes may be made by others, and equivalents employed, without departing from the spirit of the disclosure. Accordingly, it is expressly intended that all such variations, changes and equivalents which fall within the spirit and scope of the disclosure as defined in the claims, be embraced thereby.
Claims (7)
1. A valve timing control apparatus comprising:
a driving-side rotating member being synchronously rotatable with a crankshaft of an internal combustion engine, the driving-side rotating member including a housing member formed in a cylindrical shape so that the housing member has an opening portion at one of end portions thereof in an axial direction of the camshaft and a plate member configured so as to close the opening of the housing member;
a driven-side rotating member arranged in a coaxial manner relative to the driving-side rotational member and being synchronously rotatable with a camshaft that controls opening and closing operations of a valve of the internal combustion engine;
a retarded angle chamber defined by the driving-side rotating member and the driven-side rotating member and used for changing a relative rotational phase of the driven-side rotating member relative to the driving-side rotating member in a retarded angle direction in response to an operation oil supplied to the retarded angle chamber;
an advanced angle chamber defined by the driving-side rotating member and the driven-side rotating member and used for changing the relative rotational phase of the driven-side rotating member relative to the driving-side rotating member in an advanced angle direction in response to the operation oil supplied to the advanced angle chamber; and
a through hole formed at one of the housing member and the plate member so as to extend in the axial direction of the camshaft so that the driven-side rotating member is connected to the camshaft via the through hole, wherein
a bearing portion between the driving-side rotating member and the driven-side rotating member is configured by an inner circumferential surface of the through hole and one of an outer circumferential surface of the driven-side rotating member and an outer circumferential surface of the camshaft, and
a first slidably contact portion, which serves as the bearing portion, out of a plurality of slidably contact portions between the driving-side rotating member and the driven-side rotating member is configured so as to have a lower sliding resistance than other slidably contact portions.
2. The valve timing control apparatus according to claim 1 , wherein the driven-side rotating member includes a protrusion, which is formed so as to penetrate the through hole to protrude towards the camshaft, and a slidably contact portion between the inner circumferential surface of the through hole and an outer circumferential surface of the protrusion serves as the first slidably contact portion.
3. The valve timing control apparatus according to claim 1 , wherein the first slidably contact portion is formed of a resin member.
4. The valve timing control apparatus according to claim 2 , wherein the first slidably contact portion is formed of a resin member.
5. The valve timing control apparatus according to claim 1 , wherein the first slidably contact portion includes a bearing member provided between an inner circumferential surface of the driving-side rotating member on the one hand and one of the outer circumferential surface of driven-side rotating member and the outer circumferential surface of the camshaft on the other hand.
6. The valve timing control apparatus according to claim 2 , wherein the first slidably contact portion includes a bearing member provided between an inner circumferential surface of the driving-side rotating member on the one hand and one of the outer circumferential surface of driven-side rotating member and the outer circumferential surface of the camshaft on the other hand.
7. The valve timing control apparatus comprising:
a driving-side rotating member being synchronously rotatable with a crankshaft of an internal combustion engine;
a driven-side rotating member arranged in a coaxial manner relative to the driving-side rotational member and being synchronously rotatable with a camshaft that controls opening and closing operations of a valve of the internal combustion engine;
a power transmission member transmitting a rotational force generated by the crankshaft to the driving-side rotating member;
a retarded angle chamber defined by the driving-side rotating member and the driven-side rotating member and used for changing a relative rotational phase of the driven-side rotating member relative to the driving-side rotating member in a retarded angle direction in response to an operation oil supplied to the retarded angle chamber;
an advanced angle chamber defined by the driving-side rotating member and the driven-side rotating member and used for changing the relative rotational phase of the driven-side rotating member relative to the driving-side rotating member in an advanced angle direction in response to the operation oil supplied to the advanced angle chamber; and
a first slidably contact portion between the driving-side rotating member and the driven-side rotating member receiving a tightening force generated by the power transmission member in a radial direction of the driving-side rotating member, the first slidably contact portion configured so as to have a smaller sliding resistance than other slidably contact portions between the driving-side rotating member and the driven-side rotating member.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2009-219057 | 2009-09-24 | ||
JP2009219057A JP2011069242A (en) | 2009-09-24 | 2009-09-24 | Valve open/close timing control device |
Publications (1)
Publication Number | Publication Date |
---|---|
US20110067658A1 true US20110067658A1 (en) | 2011-03-24 |
Family
ID=43301773
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US12/822,737 Abandoned US20110067658A1 (en) | 2009-09-24 | 2010-06-24 | Valve timing control apparatus |
Country Status (4)
Country | Link |
---|---|
US (1) | US20110067658A1 (en) |
EP (1) | EP2305970B1 (en) |
JP (1) | JP2011069242A (en) |
CN (1) | CN102032010B (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN102980498A (en) * | 2012-11-27 | 2013-03-20 | 天津雷沃动力有限公司 | Engine angular advance measuring tool |
Citations (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US6026772A (en) * | 1997-12-17 | 2000-02-22 | Toyota Jidosha Kabushiki Kaisha | Valve characteristic control apparatus for internal combustion engine |
US6176210B1 (en) * | 1999-09-14 | 2001-01-23 | Delphi Technologies, Inc. | Axially-compact cam phaser having an inverted bearing |
US6341598B1 (en) * | 1997-08-11 | 2002-01-29 | Filterwerk Mann & Hummel Gmbh | Device for regulating the temperature of the intake air of mixed compression internal combustion engines with a pressure box |
US20030217719A1 (en) * | 2002-05-21 | 2003-11-27 | Pierik Ronald J. | Retention bolt for a cam phaser |
US20050028772A1 (en) * | 2003-08-08 | 2005-02-10 | Hitachi Unisia Automotive, Ltd. | Valve timing control system for internal combustion engine |
US6860247B2 (en) * | 2002-11-14 | 2005-03-01 | Mazda Motor Corporation | Engine variable valve timing system |
US6941912B2 (en) * | 2002-02-09 | 2005-09-13 | Dr. Ing. H.C.F. Porsche Aktiengesellschaft | Device and method for the relative rotational adjustment of a camshaft and a drive wheel of an internal combustion engine |
US20050284433A1 (en) * | 2004-06-28 | 2005-12-29 | Denso Corporation | Valve timing controller |
US20080173267A1 (en) * | 2007-01-18 | 2008-07-24 | Denso Corporation | Valve timing control apparatus |
US20090145386A1 (en) * | 2007-12-05 | 2009-06-11 | Denso Corporation | Valve timing adjusting apparatus |
Family Cites Families (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS61200927U (en) * | 1985-06-05 | 1986-12-16 | ||
JPH01134011A (en) * | 1987-11-19 | 1989-05-26 | Honda Motor Co Ltd | Valve system for internal combustion engine |
JPH03242407A (en) * | 1990-02-19 | 1991-10-29 | Mitsubishi Motors Corp | Rocker arm made of fiber reinforced resin with sleeve |
JPH08334006A (en) * | 1995-06-07 | 1996-12-17 | Unisia Jecs Corp | Valve timing control device of internal combustion engine |
JP4453185B2 (en) * | 2000-10-13 | 2010-04-21 | アイシン精機株式会社 | Valve timing control device |
JP4264813B2 (en) * | 2003-08-19 | 2009-05-20 | 日産自動車株式会社 | Phase variable device |
DE10346444A1 (en) * | 2003-10-07 | 2005-06-09 | Daimlerchrysler Ag | Camshaft displacement device for internal combustion engines, has inner body of actuator and camshaft bearing integrated into single part |
JP4066967B2 (en) * | 2004-03-03 | 2008-03-26 | トヨタ自動車株式会社 | Valve characteristic changing device for internal combustion engine |
DE102007039282B4 (en) * | 2007-08-20 | 2017-06-01 | Hilite Germany Gmbh | Hydraulically sealed camshaft adjuster |
-
2009
- 2009-09-24 JP JP2009219057A patent/JP2011069242A/en active Pending
-
2010
- 2010-06-14 EP EP10006156A patent/EP2305970B1/en not_active Not-in-force
- 2010-06-24 US US12/822,737 patent/US20110067658A1/en not_active Abandoned
- 2010-07-15 CN CN2010102307552A patent/CN102032010B/en not_active Expired - Fee Related
Patent Citations (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US6341598B1 (en) * | 1997-08-11 | 2002-01-29 | Filterwerk Mann & Hummel Gmbh | Device for regulating the temperature of the intake air of mixed compression internal combustion engines with a pressure box |
US6026772A (en) * | 1997-12-17 | 2000-02-22 | Toyota Jidosha Kabushiki Kaisha | Valve characteristic control apparatus for internal combustion engine |
US6176210B1 (en) * | 1999-09-14 | 2001-01-23 | Delphi Technologies, Inc. | Axially-compact cam phaser having an inverted bearing |
US6941912B2 (en) * | 2002-02-09 | 2005-09-13 | Dr. Ing. H.C.F. Porsche Aktiengesellschaft | Device and method for the relative rotational adjustment of a camshaft and a drive wheel of an internal combustion engine |
US20030217719A1 (en) * | 2002-05-21 | 2003-11-27 | Pierik Ronald J. | Retention bolt for a cam phaser |
US6860247B2 (en) * | 2002-11-14 | 2005-03-01 | Mazda Motor Corporation | Engine variable valve timing system |
US20050028772A1 (en) * | 2003-08-08 | 2005-02-10 | Hitachi Unisia Automotive, Ltd. | Valve timing control system for internal combustion engine |
US6964249B2 (en) * | 2003-08-08 | 2005-11-15 | Hitachi, Ltd. | Valve timing control system for internal combustion engine |
US20050284433A1 (en) * | 2004-06-28 | 2005-12-29 | Denso Corporation | Valve timing controller |
US20080173267A1 (en) * | 2007-01-18 | 2008-07-24 | Denso Corporation | Valve timing control apparatus |
US20090145386A1 (en) * | 2007-12-05 | 2009-06-11 | Denso Corporation | Valve timing adjusting apparatus |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN102980498A (en) * | 2012-11-27 | 2013-03-20 | 天津雷沃动力有限公司 | Engine angular advance measuring tool |
Also Published As
Publication number | Publication date |
---|---|
JP2011069242A (en) | 2011-04-07 |
CN102032010A (en) | 2011-04-27 |
CN102032010B (en) | 2013-10-23 |
EP2305970B1 (en) | 2012-05-30 |
EP2305970A1 (en) | 2011-04-06 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JP5759654B2 (en) | Hydraulic valve | |
EP0806550B1 (en) | Valve timing control device | |
EP2343438B1 (en) | Camshaft phasing device | |
US6244230B1 (en) | Variable valve timing apparatus | |
US10731521B2 (en) | Valve opening and closing timing control apparatus | |
US8156906B2 (en) | Valve timing controller | |
US6772721B1 (en) | Torsional assist cam phaser for cam in block engines | |
US8695548B2 (en) | Valve timing control apparatus | |
US8281756B2 (en) | Valve timing control apparatus | |
US8418664B2 (en) | Variable valve timing control apparatus | |
US7222598B2 (en) | Valve timing controller | |
EP2233705B1 (en) | Valve timing control apparatus | |
US20050022764A1 (en) | Variable valve timing control device | |
CN210738634U (en) | Camshaft phaser and car | |
US20060231053A1 (en) | Driving force transmitter and valve timing controller using the same | |
US6182623B1 (en) | Variable valve control device | |
US20110067658A1 (en) | Valve timing control apparatus | |
US6827052B2 (en) | Variable valve timing device | |
US20050076868A1 (en) | Control mechanism for cam phaser | |
JP2003013716A (en) | Variable valve timing device of internal combustion engine | |
US8550045B2 (en) | Valve timing control apparatus | |
JP2836427B2 (en) | Variable valve timing device | |
JP5322809B2 (en) | Valve timing adjustment device | |
CN113494328A (en) | Camshaft adjuster for a dual camshaft, camshaft arrangement and hydraulic system | |
US20190040768A1 (en) | Camshaft assembly |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
AS | Assignment |
Owner name: AISIN SEIKI KABUSHIKI KAISHA, JAPAN Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:NOGUCHI, YUJI;SATO, ATSUSHI;SIGNING DATES FROM 20100607 TO 20100611;REEL/FRAME:024590/0221 |
|
STCB | Information on status: application discontinuation |
Free format text: ABANDONED -- FAILURE TO RESPOND TO AN OFFICE ACTION |