JP2009138611A - Valve timing adjustment device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a valve timing adjustment device capable of attaining both a small arrangement space and a high adjustment responsiveness of valve timing. <P>SOLUTION: In the valve timing adjustment device, a vane rotor 14 relatively rotates against a housing 11 by supplying operating fluid to an ignition timing advance chamber or an ignition timing delay chamber for partitioning in the housing 11. The vane rotor 14 is fastened to a cam shaft 2 by being held between a screw member 168 mounted on an end 162 at an opposite side of the cam shaft 2 penetrating the vane rotor 14 from a bearing 161 side of the cam shaft 2 to the other side, and a step section 163 of the cam shaft 2 at a bearing 161 side rather than the screw member 168. Further, a sleeve 110 of a control valve 100 is inserted into an axial hole 170 which opens at an end face 172 of the cam shaft 2 at an opposite side of a bearing 161. The operating fluid is entered into an inlet port 112 through the cam shaft 2, and an ignition timing advancing output port 114 and an ignition timing delaying output port 116 are communicated with the ignition timing advance chamber and the ignition timing delay chamber through the cam shaft 2. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a valve timing adjusting device that adjusts the valve timing of a valve that opens and closes a camshaft by torque transmission from a crankshaft in an internal combustion engine.

  2. Description of the Related Art Conventionally, a fluid-driven valve timing adjusting device including a housing that rotates in conjunction with a crankshaft and a vane rotor that rotates in conjunction with a camshaft has been widely used. Generally, in this type of valve timing adjusting device, the working fluid is supplied to the advance chamber or retard chamber defined by the vane rotor inside the housing, so that the vane rotor is rotated relative to the advance side or the retard side relative to the housing. Let As a result, the phase of the camshaft relative to the crankshaft (hereinafter referred to as “engine phase”) is adjusted as a phase that determines the valve timing.

  Here, for example, in the devices of Patent Documents 1 and 2, the supply of the working fluid to the advance chamber and the retard chamber is controlled by a control valve in which the spool is slidably accommodated in the sleeve. Specifically, in this control valve, an input port to which the working fluid is input and an advance angle output port and a retard angle output port for outputting the working fluid to the advance angle chamber and the retard angle chamber are formed by the sleeve, The communication state of the advance angle output port and the retard angle output port is controlled by the movement of the spool.

By the way, in the apparatus of patent document 1, the control valve is arrange | positioned in the location different from a housing and a vane rotor. On the other hand, in the device of Patent Document 2, the vane rotor is fastened to the end portion of the camshaft, and the control valve sleeve fixedly arranged on the opposite side of the fastening portion with the vane rotor interposed therebetween is coaxially inserted into the axial hole of the vane rotor. I am letting. According to this, it is possible to reduce the space required for the arrangement of the device including the control valve.
JP 2006-63835 A JP 2004-340142 A

  However, in the case of the device of Patent Document 2, the length of the axial hole provided in the vane rotor is inevitably subject to restrictions due to the device specifications such as the thickness of the vane rotor. The length of the sleeve to be inserted into is limited. Such a restriction is not preferable because a seal length at the sliding contact interface between the sleeve and the spool is secured to increase the control responsiveness of the control valve and, consequently, the valve timing adjustment responsiveness. In the case of the device of Patent Document 2, the first drain port for discharging the working fluid in the advance chamber and the second drain port for discharging the working fluid in the retard chamber are respectively provided at the end of the camshaft. There is a problem that the sleeve has a large and complicated structure because it has to communicate with the part side.

  The present invention has been made in view of such problems, and an object thereof is to provide a valve timing adjusting device that achieves both a small arrangement space and high adjustment responsiveness of valve timing.

  According to a first aspect of the present invention, there is provided a valve timing adjusting device for adjusting a valve timing of a valve that opens and closes a camshaft by torque transmission from a crankshaft in an internal combustion engine, and a housing that rotates in conjunction with the crankshaft; , Rotating in conjunction with the camshaft, partitioning the advance chamber and retard chamber inside the housing, and supplying the working fluid to the advance chamber or retard chamber, the advance side or retard side with respect to the housing A vane rotor that rotates relative to the sleeve, and a spool that is slidably accommodated in a fixedly arranged sleeve, and an advance port that outputs the working fluid to an input port to which the working fluid is input and an advance chamber and a retard chamber, respectively. The output port and retard output port are formed by a sleeve, and the communication state of the advance output port and retard output port with respect to the input port is controlled by moving the spool. And a control valve for controlling the camshaft passing through the vane rotor from the bearing side supporting the camshaft in the internal combustion engine to the opposite side (hereinafter referred to as “anti-bearing side” in the column of solution means). The vane rotor is further provided with a fastening member mounted on the end portion on the non-bearing side, and the vane rotor is coaxially connected to the camshaft by being sandwiched between the fastening member and the stepped portion provided on the camshaft on the bearing side of the fastening member. The sleeve is fastened onto the camshaft and is coaxially inserted into an axial hole that opens to the end face on the opposite side of the camshaft. The working fluid is input to the input port through the camshaft, and the advance output port through the camshaft. And the retard output port are communicated with the advance chamber and the retard chamber, respectively.

  Thus, according to the first aspect of the present invention, the axial hole into which the sleeve of the control valve is inserted coaxially opens at the end surface on the side opposite to the bearing of the cam shaft passing through the vane rotor. Are less subject to restrictions due to device specifications. Therefore, in the control valve, it is possible to freely set the length of the sleeve so as to ensure the seal length of the sliding contact interface between the sleeve and the spool.

  According to the first aspect of the present invention, the working fluid is input to the input port of the sleeve through the cam shaft, and the advance angle output port and the retard angle output port of the sleeve communicate with each other through the cam shaft. The working fluid can be output to the advance chamber and the retard chamber. Therefore, the communication state of the advance output port and the retard output port with respect to the input port is controlled by the spool movement of the control valve, and the working fluid is supplied to the advance chamber or the retard chamber, so that the vane rotor is advanced to the housing. Therefore, the relative rotation to the side or the retard side can be ensured.

  As described above, according to the first aspect of the present invention, it is possible to suppress the leakage of the working fluid from the sliding contact interface between the sleeve and the spool, thereby improving the control responsiveness of the control valve, and thus the valve timing adjustment responsiveness. is there.

  In addition to this, according to the invention described in claim 1, the vane rotor is sandwiched between the fastening member mounted on the non-bearing side end portion of the camshaft and the stepped portion on the bearing side of the fastening member. Fastened to the camshaft. According to this, by inserting the sleeve into the axial hole while bringing the end of the cam shaft opposite to the stepped portion close to the stepped portion and shortening the extension length to the anti-bearing side of the cam shaft as much as possible. The physique in the axial direction of the apparatus can be reduced in size. Therefore, the space required for the arrangement of the device including the control valve can be reduced.

  According to the second and fourth aspects of the invention, the sleeve extends to the bearing side from the end surface on the bearing side of the vane rotor inside the axial hole. According to this, a long sleeve extending from the bearing side end face of the vane rotor to the bearing side can be used regardless of the thickness of the vane rotor thickness, so that the seal length at the sliding contact interface between the sleeve and the spool can be reduced. This ensures the valve timing adjustment responsiveness.

  In the apparatus of Patent Document 1 described above, the working fluid is output from the advance angle output port to the advance angle chamber through the bearing and the cam shaft, and the working fluid is delayed from the retard angle output port by another path through the bearing and the cam shaft. Output to the corner chamber. As a result, since the two output paths for the working fluid straddle the support interface between the bearing and the camshaft, the working fluid easily leaks from the support interface, and the valve timing adjustment responsiveness may be reduced. .

  On the other hand, according to the third aspect of the present invention, the working fluid is input to the input port through the bearing and the cam shaft. According to this, since the input path of the working fluid across the support interface between the bearing and the camshaft becomes one, the leakage of the working fluid from the support interface can be reduced. Therefore, it is possible to suppress a situation in which the valve timing adjustment responsiveness enhanced by the action of the axial hole of the camshaft is hindered by the leakage of the working fluid.

  According to a fourth aspect of the present invention, the sleeve includes a first drain port that discharges the working fluid through the cam shaft to the extending side that extends to the bearing side from the bearing side end surface of the vane rotor inside the axial hole. Forming a second drain port that discharges the working fluid through the cam shaft to the mounting end side of the fastening member of the cam shaft, and the control valve communicates with the advance output port and the retard output port with respect to the input port; The connection between the first drain port and the second drain port with respect to the advance angle output port and the retard angle output port is controlled by the movement of the spool, and the vane rotor is operated from the retard angle chamber while working fluid is supplied to the advance angle chamber. When the fluid is discharged, the housing rotates relative to the advance side with respect to the housing, the working fluid is supplied to the retard chamber, and the working fluid is discharged from the advance chamber. It rotates relatively in the retarded angle side with respect grayed.

  In the invention according to claim 4, the working fluid is discharged from the first drain port through the cam shaft to the extending side extending to the bearing side from the bearing side end face of the vane rotor inside the axial hole. In addition, the working fluid can be discharged from the second drain port through the cam shaft to the mounting end side of the fastening member of the cam shaft. Therefore, the communication state of the advance output port and the retard output port with respect to the input port and the communication state of the first drain port and the second drain port with respect to the advance output port and the retard output port are controlled by spool movement, By supplying the working fluid to the advance chamber or the retard chamber and discharging the working fluid in the retard chamber or the advance chamber, the vane rotor can be rapidly rotated relative to the advance side or the retard side with respect to the housing. Therefore, coupled with the action of the axial hole of the cam shaft, the valve timing adjustment response can be further improved, and the sleeve can be made small and simple.

  According to the invention described in claim 5, since the radial clearance is provided between the sleeve and the axial hole, mutual interference between the sleeve and the axial hole can be suppressed. According to this, adjustment of valve timing such as a situation where the sleeve is displaced due to interference with the axial hole and hinders spool movement, and a situation where the cam shaft receives resistance in the rotational direction due to interference of the sleeve with the axial hole. It is possible to avoid situations that hinder responsiveness.

  The invention described in claim 6 further includes an annular seal member that is mounted on the outer peripheral surface of the sleeve so as to be slidable in contact with the axial hole and seals between ports formed by the sleeve. According to the sixth aspect of the present invention, the axial hole is slidably contacted with the annular seal member mounted on the outer peripheral surface of the sleeve, so that the port is sealed in the radial clearance formed by the sleeve and the axial hole. Is done. Therefore, it is possible to block the working fluid flow between the ports via the radial clearance, which becomes an obstacle to the control responsiveness of the control valve. In addition, according to the annular seal member, the inclination and axial deviation of the axial hole with respect to the sleeve can be absorbed by an action such as elastic deformation, and the effect of suppressing the above-described mutual interference between the sleeve and the axial hole can be enhanced. As described above, according to the sixth aspect of the present invention, it is possible to suppress a situation in which the valve timing adjustment responsiveness enhanced by the action of the axial hole of the camshaft is hindered by the presence of the radial clearance.

  When the fluctuation torque of the cam shaft acts on the vane rotor and the working fluid supply side of the advance chamber and the retard chamber is compressed, the working fluid tends to flow backward from the supply side.

  Therefore, according to the seventh aspect of the present invention, a check valve that allows the working fluid flow to the spool side and restricts the working fluid flow to the bearing side is incorporated in the input port closer to the spool than the bearing. According to this, even if the working fluid tries to reversely flow from the advance chamber or the retard chamber to which the working fluid is supplied by communicating with the input port via the advance output port or the retard output port, The working fluid flow to the bearing side is regulated by a check valve. Therefore, it is possible to suppress a situation in which the valve timing adjustment responsiveness that is enhanced by the action of the axial hole of the camshaft is hindered by the backflow of the working fluid from the supply chamber side. Further, according to the invention described in claim 8, since the check valve is built in an internal passage formed in the spool so as to communicate with the input port, a space for mounting the check valve in the camshaft is secured. It becomes unnecessary to do.

  In the apparatus of Patent Document 2 described above, the vane rotor is attached to the camshaft by sandwiching the vane rotor between the head of the screw member in which the male screw is screwed to the end of the camshaft that does not penetrate the vane rotor and the camshaft. It is concluded. As a result, the axial hole into which the sleeve of the control valve is inserted is positioned on the opposite side of the cam shaft across the screwed portion of the screw member. A special shape that forms a hole for inputting a working fluid to the gas chamber must be used. This is not preferable because it causes a reduction in cost.

  On the other hand, the fastening member of the invention according to claim 9 is a screw member in which a female screw hole is screwed to an end portion of the cam shaft on the side opposite to the bearing. According to this, not only the vane rotor can be fastened to the cam shaft by screwing the female screw hole of the screw member to the cam shaft end portion, but also the sleeve can be inserted into the axial hole of the cam shaft through the female screw hole. Can do. Therefore, it is not necessary to use a specially shaped fastening member for fastening the vane rotor to the camshaft, and it is possible to increase cost.

  Hereinafter, a plurality of embodiments of the present invention will be described with reference to the drawings. In addition, the overlapping description is abbreviate | omitted by attaching | subjecting the same code | symbol to the corresponding component in each embodiment.

(First embodiment)
1, 2 and 9 show examples in which the valve timing adjusting device 1 according to the first embodiment of the present invention is applied to an internal combustion engine of a vehicle. The valve timing adjusting device 1 is a fluid drive type that uses hydraulic oil as the “working fluid”, and adjusts the valve timing of the intake valve as the “valve”.

(Basic configuration)
Hereinafter, the basic configuration of the present embodiment will be described. The valve timing adjusting device 1 is installed in a driving force transmission system that transmits a driving force of a crankshaft (not shown) of an internal combustion engine to a camshaft 2 of the internal combustion engine, and is driven by hydraulic oil. And a control unit 30 that controls the supply of hydraulic oil to 10.

(Drive part)
In the drive unit 10, the housing 11 includes a shoe housing 12 and a sprocket 13.

  The shoe housing 12 includes a cylindrical portion 12a having a bottomed cylindrical shape and a plurality of shoes 12b, 12c, and 12d as partition portions.

  Each shoe 12b to 12d protrudes radially inward from a portion that is substantially equidistant in the rotation direction in the cylindrical portion 12a. The projecting side end surfaces of the shoes 12b to 12d have an arcuate concave shape when viewed from the direction perpendicular to the plane of FIG. 2, and face the outer peripheral surface of the boss portion 14a of the vane rotor 14 with a slight gap therebetween. 14 is in sliding contact with the tip seal 15 provided alongside 14a. A storage chamber 50 is formed between the shoes 12b to 12d adjacent in the rotation direction.

  The sprocket 13 has an annular plate shape and is coaxially mounted on the opening side of the cylindrical portion 12a. The sprocket 13 is connected to the crankshaft via a timing chain (not shown). As a result, during operation of the internal combustion engine, the driving force is transmitted from the crankshaft to the sprocket 13 so that the housing 11 rotates in the clockwise direction in FIG. 2 in conjunction with the crankshaft.

  The vane rotor 14 is coaxially accommodated in the housing 11, and both end surfaces in the axial direction are respectively between the bottom wall surface of the cylindrical portion 12 a and the inner wall surface of the sprocket 13, while the other is slid through a slight gap. It is in contact. The vane rotor 14 includes a cylindrical boss portion 14a and a plurality of vanes 14b, 14c, and 14d.

  The boss portion 14 a is fastened coaxially with the cam shaft 2. As a result, the vane rotor 14 rotates in the clockwise direction in FIG. 2 in conjunction with the camshaft 2 and can rotate relative to the housing 11.

  Each of the vanes 14b to 14d protrudes radially outward from a portion that is substantially equidistant in the rotation direction in the boss portion 14a, and is accommodated in the corresponding accommodation chamber 50 so as to be swingable. The protruding side end surfaces of the vanes 14b to 14d are formed in an arcuate convex shape when viewed from the direction perpendicular to the plane of FIG. 2, and are opposed to the inner peripheral surface of the cylindrical portion 12a via a slight gap. The tip seal 15 attached to ˜14d is in sliding contact with the cylindrical portion 12a.

  Each of the vanes 14 b to 14 d divides the corresponding accommodation chamber 50 into two in the rotational direction, thereby dividing an advance chamber and a retard chamber as a fluid chamber from the housing 11. Specifically, an advance chamber 52 is formed between the shoe 12b and the vane 14b, an advance chamber 53 is formed between the shoe 12c and the vane 14c, and an advance chamber 54 is formed between the shoe 12d and the vane 14d. Further, a retard chamber 56 is formed between the shoe 12c and the vane 14b, a retard chamber 57 is formed between the shoe 12d and the vane 14c, and a retard chamber 58 is formed between the shoe 12b and the vane 14d.

  A lock pin 26 is accommodated in the vane 14b. The lock pin 26 is moved by the restoring force of the compression coil spring 28 and is fitted into the fitting hole 27 provided in the bottom wall portion of the cylindrical portion 12 a, thereby locking the vane rotor 14 with respect to the housing 11. On the other hand, the lock pin 26 receives the pressure of hydraulic oil supplied from at least one of the advance angle chamber 52 and the retard angle chamber 56 sandwiching the vane 14 b and is released from the fitting hole 27, thereby allowing the vane rotor 14 to move relative to the housing 11. unlock.

  As described above, in the drive unit 10, when the lock pin 26 is fitted in the fitting hole 27 due to a decrease in hydraulic oil pressure, relative rotation of the vane rotor 14 with respect to the housing 11 is restricted.

  On the other hand, in the drive unit 10, when the lock pin 26 is detached from the fitting hole 27 due to an increase in hydraulic oil pressure, the hydraulic oil is supplied to the advance chambers 52 to 54 and from the retard chambers 56 to 58. As the hydraulic oil is discharged, the vane rotor 14 rotates relative to the advance side with respect to the housing 11, whereby the engine phase as the phase of the cam shaft 2 with respect to the crankshaft changes to the advance side. Therefore, in this case, the valve timing is advanced. Further, when the lock pin 26 is disengaged from the fitting hole 27, in the drive unit 10, the vane rotor 14 is housed by supplying hydraulic oil to the retard chambers 56 to 58 and discharging hydraulic oil from the advance chambers 52 to 54. Therefore, the engine phase is changed to the retarded angle side. Therefore, in this case, the valve timing is retarded.

(Control part)
As shown in FIG. 2, the advance passages 72, 73, and 74 communicate with the corresponding advance chambers 52, 53, and 54, respectively, and the retard passages 76, 77, and 78 in the control unit 30 respectively. The corresponding retarding chambers 56, 57, 58 communicate with each other.

  The input passage 80 communicates with the discharge port of the pump 4 as a fluid supply source, and the drain passages 82 and 83 are provided so as to be able to discharge hydraulic oil to the oil pan 5 on the suction port side of the pump 4. . Accordingly, the pump 4 can pressurize the hydraulic oil pumped from the oil pan 5 and discharge it to the input passage 80. Here, the pump 4 of the present embodiment is a mechanical pump that is driven by a crankshaft. Therefore, hydraulic oil is continuously supplied to the input passage 80 during operation of the internal combustion engine.

  The control valve 100 is an electromagnetic spool valve that spools using a restoring force generated by the electromagnetic driving force generated by the solenoid unit 120. Here, the control valve 100 has an input port 112 that communicates with the input passage 80 and receives hydraulic oil from the pump 4, an advance angle output port 114 that communicates with the advance passages 72 to 74 and outputs hydraulic fluid, A retard output port 116 that communicates with the angular passages 76 to 78 and outputs hydraulic oil, and drain ports 118 and 119 that communicate with the drain passages 82 and 83 and discharge the hydraulic oil toward the oil pan 5 are provided. Yes. Therefore, the control valve 100 operates according to the energization of the solenoid unit 120 to control the communication state of each of the advance angle output port 114 and the retard angle output port 116 with respect to the input port 112 and the drain ports 118 and 119. .

  The control circuit 150 is made of, for example, a microcomputer and is electrically connected to the solenoid unit 120 of the control valve 100. The control circuit 150 has a function of controlling the operation of the control valve 100 by energizing the solenoid unit 120 and also controlling the operation of the internal combustion engine.

  As described above, in the control unit 30, when the ports 114 and 116 communicate with the ports 112 and 119 by the operation control of the control valve 100 by the control circuit 150, the discharge oil of the pump 4 is output to the advance chambers 52 to 54. In addition, since the hydraulic oil in the retard chambers 56 to 58 is discharged to the oil pan 5, the vane rotor 14 rotates relative to the housing 11 in the advance direction as shown in FIG. Further, in the control unit 30, when the ports 116 and 114 communicate with the ports 112 and 118, respectively, by the operation control of the control valve 100, the discharge oil of the pump 4 is output to the retard chambers 56 to 58 and the advance angle is increased. Since the hydraulic oil in the chambers 52 to 54 is discharged to the oil pan 5, the vane rotor 14 rotates relative to the housing 11 relative to the retard side as shown in FIG. 2.

(Characteristic configuration)
Hereinafter, the characteristic configuration of the present embodiment will be described in detail.

  As shown in FIG. 1, the cam shaft 2 made of a metal shaft is rotatably supported by a bearing 161 formed by a metal engine head 160 of the internal combustion engine. In particular, the cam shaft 2 of the present embodiment is fastened to the vane rotor 14 in a state where the housing 11 and the vane rotor 14 are coaxially penetrated from the bearing 161 side to the opposite side.

  Specifically, an annular flange-shaped stepped portion 163 is provided on the camshaft 2 on the bearing 161 side with respect to the one end portion 162. The sprocket 13 is fitted to the step portion 163 so as to be relatively rotatable.

  Further, a cylindrical fitting portion 164 is provided between the step portion 163 and the end portion 162 in the cam shaft 2. The fitting portion 164 is fitted with the boss portion 14a of the vane rotor 14 so as not to be relatively rotatable, and the bottom wall portion of the cylindrical portion 12a of the shoe housing 12 is relatively rotatable via a cylindrical metal bush 165. Is fitted.

  Further, the end 162 of the cam shaft 2 that protrudes to the opposite side of the bearing 161 from the bottom wall portion of the cylindrical portion 12a forms a male screw 167 on the outer peripheral surface thereof. A female screw hole 169 of a screw member 168 made of a metal nut is screwed into the male screw 167. The screw member 168 attached to the camshaft end 162 in this manner clamps the vane rotor 14 to the camshaft 2 by sandwiching the boss portion 14a and the bushing 165 with the stepped portion 163. That is, the screw member 168 functions as a “fastening member”, and in this embodiment, a general nut shape can be used.

  As shown in FIGS. 1 and 3, the cam shaft 2 is provided with an axial hole 170. The axial hole 170 is formed in a bottomed cylindrical hole shape that opens in the end surface 172 of the cam shaft end portion 162. The axial hole 170 extends in the axial direction at the center of each part 162, 164, 163 of the camshaft 2. As a result, the bottom portion 173 of the axial hole 170 is positioned closer to the bearing 161 than the end surface 174 of the vane rotor 14 on the bearing 161 side. Further, the axial hole 170 is enlarged by one step from the bearing 161 side toward the opposite side. Thus, the axial hole 170 forms a large-diameter hole 175 and a small-diameter hole 176 on the bearing 161 side therefrom.

  As shown in FIG. 1, the control valve 100 includes a sleeve 110, a spool 130, and a return spring 140 in addition to the solenoid unit 120.

  The metal sleeve 110 is formed in a straight bottomed cylindrical shape that opens toward the opposite side of the bearing 161, and is attached to the solenoid portion 120 on the opening side. Here, the solenoid unit 120 is attached to a chain cover 180 of the internal combustion engine that is fixed to the engine head 160 and accommodates the drive unit 10. Therefore, the sleeve 110 is fixedly arranged by being mounted on the engine head 160 which is a fixed node of the internal combustion engine via the solenoid portion 120 and the chain cover 180. The chain cover 180 of the present embodiment is formed so as to open toward the bearing 161 side, covers the outer peripheral side of the housing 11 and the screw member 168, and is the bearing 161 with the drive unit 10 interposed therebetween. The sleeve 110 is fixed on the opposite side.

  The opposite side of the sleeve 110 from the solenoid portion 120 is coaxially inserted into the axial hole 170 of the cam shaft 2. In particular, the sleeve 110 of this embodiment is inserted to the vicinity of the bottom 173 of the axial hole 170, whereby the bottom end 182 of the sleeve 110 is positioned closer to the bearing 161 than the end surface 174 of the vane rotor 14 on the bearing 161 side. ing. That is, in the axial hole 170, the sleeve 110 extends from the end surface 174 of the vane rotor 14 toward the bearing 161. Further, as shown in FIG. 4, the sleeve 110 of the present embodiment has a radial clearance 184 between the peripheral wall portion 183 and the holes 175 and 176 of the axial hole 170. Here, since the sleeve 110 is formed in a straight cylindrical shape as described above, the clearance is smaller between the small-diameter hole 176 and the peripheral wall 183 than between the large-diameter hole 175 and the peripheral wall 183. 184 is narrow.

  As shown in FIG. 1, an input port 112 that communicates with the input passage 80 is formed at the center of the bottom end 182 that is disposed close to the bottom 173 of the axial hole 170 in the sleeve 110. Here, the input passage 80 has a bearing passage portion 185 formed in the bearing 161 and a cam shaft passage portion 186 formed in the cam shaft 2. The bearing passage portion 185 is provided so as to be able to communicate with the discharge port of the pump 4, and extends to the bearing 161 and the support interface 187 of the camshaft 2. As shown in FIGS. 1 and 5, the camshaft passage portion 186 always communicates with the bearing passage portion 185 at the support interface 187 and opens to the bottom portion 173 of the axial hole 170 so as to face the input port 112. . From these facts, in this embodiment, hydraulic oil is reliably supplied to the input port 112 from the pump 4 communicating with the input port 112 through the bearing 161 and the camshaft 2 by the input passage 80 straddling the support interface 187. is there.

  As shown in FIG. 1, a first drain port 118, an advance output port 114, a retard output port 116, and a second drain port 119 are provided in a portion of the peripheral wall 183 of the sleeve 110 that is inserted into the small diameter hole 176. These are formed in this order from the bearing 161 side to the opposite side.

  As shown in FIG. 5, the first drain port 118 communicates with the drain passage 82 by passing through the peripheral wall portion 183 in the radial direction on the bearing 161 side of the end surface 174 of the vane rotor 14. Here, the drain passage 82 penetrates the stepped portion 163 located closer to the bearing 161 than the end surface 174 of the vane rotor 14 in the camshaft 2 obliquely with respect to the axial direction. One end portion of the drain passage 82 opens to the outer peripheral surface of the step portion 163 surrounded by the chain cover 180, and the other end portion of the drain passage 82 opens to the small diameter hole portion 176 and the first drain port 118. Communicate. For these reasons, in this embodiment, the hydraulic oil is discharged from the first drain port 118 into the chain cover 180 via the drain passage 82. In the present embodiment, the opening 189 of the chain cover 180 is located above the oil pan 5, and the hydraulic oil is discharged from the inside of the cover 180 to the oil pan 5.

  As shown in FIGS. 5 and 6, the advance angle output port 114 communicates with the advance angle passages 72 to 74 by passing through the peripheral wall portion 183 in the radial direction. Here, as shown in FIGS. 3, 5, and 6, the advance passages 72 to 74 are formed to penetrate the fitting portion 164 and the boss portion 14 a in the radial direction, and are respectively referred to as the advance chambers 52 to 54. The opposite end opens into the small diameter hole 176 and communicates with the advance output port 114. Accordingly, in the present embodiment, the hydraulic oil is reliably supplied or discharged between the advance chambers 52 to 54 and the advance output port 114 that communicate with each other through the camshaft 2 and the vane rotor 14 by the advance passages 72 to 74. Is realized.

  As shown in FIGS. 1 and 3, the retardation output port 116 communicates with the retardation passages 76 to 78 by penetrating the peripheral wall portion 183 in the radial direction. Here, the retard passages 76 to 78 are formed to penetrate the fitting portion 164 and the boss portion 14a in the radial direction, and the end portions on the opposite side to the retard chambers 56 to 58 are small diameter hole portions 176, respectively. The retarded angle output port 116 communicates with the opening. Accordingly, in the present embodiment, the hydraulic oil is reliably supplied or discharged between the retard chambers 56 to 58 and the retard output port 116 that are communicated with each other through the cam shaft 2 and the vane rotor 14 by the retard passages 76 to 78. Is realized.

  As shown in FIG. 1, the second drain port 119 communicates with the drain passage 83 formed between the large-diameter hole 175 and the peripheral wall 183 by the cam shaft 2 passing through the peripheral wall 183 in the radial direction. ing. Thereby, in this embodiment, since the hydraulic oil is discharged from the second drain port 119 via the drain passage 83 to the inside of the chain cover 180, the hydraulic oil further flows from the inside of the chain cover 180 to the oil pan 5. Will be discharged.

  An annular seal member 188 made of a rubber or fat having an annular shape is fitted and attached to a plurality of locations on the outer peripheral surface of the peripheral wall portion 183 of the sleeve 110. Here, as shown in FIG. 4, in the present embodiment, advance between the bottom end 182 forming the input port 112 and the first drain port 118, between the first drain port 118 and the advance angle output port 114, and advance. Annular seal members 188 are provided between the angle output port 114 and the retard output port 116, and between the retard output port 116 and the second drain port 119, respectively. The outer peripheral surface of each annular seal member 188 is in sliding contact with the inner peripheral surface of the small diameter hole 176 in the axial hole 170. Accordingly, each annular seal member 188 seals between adjacent ports among the ports 112, 114, 116, 118, and 119 with a clearance 184 sandwiched between the small diameter hole portion 176 and the peripheral wall portion 183.

  As shown in FIG. 1, the metal spool 130 is formed in a skewer shape, is accommodated coaxially in the sleeve 110, and can be slidably moved with respect to the peripheral wall portion 183. The spool 130 is coaxially interlocked with a drive shaft (not shown) that is electromagnetically driven in the solenoid portion 120, and the sleeve bottom end portion on the end surface 190 opposite to the solenoid portion 120 (that is, the bearing 161 side). It faces the input port 112 of 182.

  As shown in FIG. 4, the spool 130 has an advance support land 191, an advance switch land 192, a retard switch land 193, and a retard support land 194 in this order from the bearing 161 toward the opposite side.

  The advance support land 191 is always slidably supported by the peripheral wall portion 183 on the bearing 161 side of the first drain port 118. The advance angle switching land 192 is slidably supported by the peripheral wall portion 183 on at least one of the first drain port 118 side and the retard angle output port 116 side across the advance angle output port 114. Here, in the spool 130, as shown in FIG. 4, it opens at the center of the end face 190 and communicates with the input port 112, and as shown in FIGS. An internal passage 197 communicating with the gap 196 between the land 192 and the retard switching land 193 is formed.

  Therefore, as shown in FIG. 7, when the advance angle switching land 192 is supported only on the first drain port 118 side of the advance angle output port 114, the advance angle output port 114 passes through the internal passage 197 with respect to the input port 112. Communicate through. Further, as shown in FIG. 4, when the advance angle switching land 192 is supported only on the retard angle output port 116 side of the advance angle output port 114, the advance angle output port 114 is advanced to the first drain port 118. The support land 191 and the advance angle switching land 192 communicate with each other via a gap 198. Furthermore, when the advance angle switching land 192 is supported on both the first drain port 118 side and the retard angle output port 116 side of the advance angle output port 114 as shown in FIG. Communication with the port is blocked.

  As shown in FIG. 4, the retard support land 194 is always slidably supported by the peripheral wall portion 183 on the solenoid portion 120 side (that is, the side opposite to the bearing 161) from the second drain port 119. The retard switching land 193 is slidably supported by the peripheral wall portion 183 on at least one of the second drain port 119 side and the advance output port 114 side across the retard output port 116.

  Therefore, as shown in FIG. 4, when the retard switching land 193 is supported only on the second drain port 119 side of the retard output port 116, the retard output port 116 passes through the internal passage 197 with respect to the input port 112. Communicate through. Further, as shown in FIG. 7, when the retard switching land 193 is supported only on the advance output port 114 side of the retard output port 116, the retard output port 116 is retarded with respect to the second drain port 119. The switching land 193 and the retarded angle support land 194 communicate with each other through a gap 199. Further, as shown in FIG. 8, when the retard switching land 193 is supported on both the first drain port 118 side and the advance output port 114 side of the retard output port 116, the retard output port 116 and the other Communication with the port is blocked.

  As shown in FIG. 4, the return spring 140 is made of a metal compression coil spring and is accommodated coaxially in the sleeve 110. The return spring 140 is interposed between the bottom end 182 of the sleeve 110 and the advance support land 191 of the spool 130. The return spring 140 generates a restoring force that urges the spool 130 toward the solenoid portion 120 in the axial direction (that is, the side opposite to the bearing 161) by compression deformation. On the other hand, the solenoid unit 120 generates an electromagnetic driving force that energizes the spool 130 toward the return spring 140 in the axial direction (that is, the bearing 161 side) by energization. Therefore, in the control valve 100, the spool 130 is driven in accordance with the balance between the restoring force generated by the return spring 140 and the electromagnetic driving force generated by the solenoid unit 120.

(Characteristic operation)
Hereinafter, the characteristic operation of this embodiment will be described in detail.

  During operation of the internal combustion engine in which the pump 4 is driven, the control circuit 150 calculates an actual phase and a target phase with respect to the engine phase of the camshaft 2 with respect to the crankshaft, and returns to the solenoid unit 120 of the control valve 100 according to the calculation result. To control the energization current. As a result, the spool 130 of the control valve 100 moves, and the supply or discharge of the hydraulic oil according to the movement position is realized for the advance chambers 52 to 54 and the retard chambers 56 to 58, so that the valve timing is achieved. Will be adjusted. Hereinafter, the valve timing adjustment operation by the valve timing adjustment device 1 of the present embodiment will be described in detail.

(1) Delay Angle Operation Hereinafter, an operation when the engine phase is changed to the retard side of the cam shaft 2 with respect to the crankshaft to retard the valve timing will be described.

When operating conditions are met indicative of an operating state of the idle operation or a high load and high speed operation in an internal combustion engine, the control circuit 150 controls the value smaller than the reference value I _b the current supplied to the solenoid portion 120. Then, the spool 130 is moved to the retard position shown in FIG. 4 by the restoring force of the return spring 140, and the retard output port 116 is communicated with the input port 112 and the advance angle output is performed with respect to the first drain port 118. The port 114 is communicated.

  As a result, the oil discharged from the pump 4 to the input passage 80 is supplied to the retard chambers 56 to 58 via the input port 112, the retard output port 116, and the retard passages 76 to 78 sequentially. At the same time, the hydraulic oil in the advance chambers 52 to 54 is discharged to the oil pan 5 through the advance passages 72 to 74, the advance output port 114, the first drain port 118, and the drain passage 82 in order. Therefore, the valve timing can be retarded quickly.

(2) Advance Advancing Operation Hereinafter, an operation when the valve timing is advanced by changing the engine phase to the advance side of the camshaft 2 with respect to the crankshaft will be described.

When operating conditions representative of the low and medium speed during load conditions required output torque of the vehicle is established in the internal combustion engine, the control circuit 150 controls the current supplied to the solenoid unit 120 to a value greater than the predetermined reference value I _b To do. Then, the spool 130 is moved to the advance position of FIG. 7 by the electromagnetic driving force of the solenoid unit 120, and the advance output port 114 is communicated with the input port 112, and the retard angle with respect to the second drain port 119. The output port 116 is connected.

  As a result, the oil discharged from the pump 4 to the input passage 80 is supplied to the advance chambers 52 to 54 through the input port 112, the advance output port 114, and the advance passages 72 to 74 in order. At the same time, the hydraulic oil in the retard chambers 56 to 58 is discharged to the oil pan 5 through the retard passages 76 to 78, the retard output port 116, the second drain port 119 and the drain passage 83 in order. Therefore, the valve timing can be rapidly advanced.

(3) Holding Operation Hereinafter, an operation in the case where the engine phase is held in a predetermined target phase region and the valve timing is substantially held will be described.

Accelerator holding state of a vehicle or the like, when the operating condition is satisfied indicating the stable operating state of the internal combustion engine, the control circuit 150 controls the current supplied to the solenoid unit 120 to the reference value I _b. Then, due to the balance between the electromagnetic driving force of the solenoid unit 120 and the restoring force of the return spring 140, the spool 130 moves to the holding position of FIG. 8, and the advance output port 114 and the retard output port 116 are connected to the input port 112, Both the first drain port 118 and the second drain port 119 are blocked.

  As a result, the oil discharged from the pump 4 to the input passage 80 is not supplied to any of the advance chambers 52 to 54 and the retard chambers 56 to 58, and the advance chambers 52 to 54 and the retard chambers 56 to 58 are not supplied. No hydraulic oil is discharged from any of them. Therefore, the valve timing can be substantially maintained.

  In the first embodiment described above, the length of the axial hole 170 formed by the long cam shaft 2 is not easily restricted due to the specifications of the apparatus 1 such as the thickness of the vane rotor 14. Therefore, in the first embodiment, the bottomed axial hole 170 extending from the end surface 172 opposite to the bearing 161 in the cam shaft 2 to the bearing 161 side than the end surface 174 on the bearing 161 side of the vane rotor 14 is realized. Thus, it is possible to use the long sleeve 110 inserted to the vicinity of the bottom 173 of the hole 170. Therefore, according to such a first embodiment, in the control valve 100, the seal length of the sliding contact interface between the peripheral wall portion 183 of the sleeve 110 and each land 191 to 194 of the spool 130 is ensured, and the sliding contact interface is secured. By suppressing the hydraulic fluid leakage from the control valve 100, the control responsiveness of the control valve 100 can be improved.

  In addition, according to the first embodiment, only one input passage 80 is provided as an input path across the bearing 161 and the support interface 187 of the camshaft 2 in order to input hydraulic oil to the input port 112 of the control valve 100. Therefore, the leakage of hydraulic oil from the interface 187 can be reduced. According to this, the situation where the hydraulic fluid supplied to the advance chambers 52 to 54 or the retard chambers 56 to 58 is insufficient due to leakage can be suppressed.

  Furthermore, according to the first embodiment, since the radial clearance 184 is formed between the peripheral wall portion 183 of the sleeve 110 and the axial hole 170 of the camshaft 2, the sleeve 110 and the axial hole 170 are mutually connected. Interference can be suppressed. According to this, the sleeve 110 is displaced due to interference with the axial hole 170 to prevent the movement of the spool 130, and the cam shaft 2 receives resistance in the rotational direction due to interference of the sleeve 110 with the axial hole 170. The situation can be avoided.

  Still further, according to the first embodiment, the plurality of annular seal members 188 interposed between the sleeve 110 and the axial hole 170 allow the adjacent ports among the ports 112, 118, 114, 116, and 119 to be connected. It is sealed. Therefore, it is possible to cut off the hydraulic oil flow between the ports via the clearance 184 between the sleeve 110 and the axial hole 170, which becomes an obstacle to the control responsiveness of the control valve 100. In addition, each annular seal member 188 can absorb the inclination and axial misalignment of the axial hole 170 with respect to the sleeve 110 by the aligning action, so that the effect of suppressing the mutual interference between the sleeve 110 and the axial hole 170 described above is enhanced. Can do.

  As described so far, in the first embodiment, the relative rotational speed of the vane rotor 14 that rotates together with the camshaft 2 with respect to the housing 11 in the advance angle operation and the retard angle operation is reliably increased. Therefore, according to the first embodiment, adjustment responsiveness with high valve timing can be realized.

  In addition, according to the first embodiment, between the screw member 168 attached to the end 162 on the opposite side of the bearing 161 in the cam shaft 2 and the stepped portion 163 on the bearing 161 side with respect to the screw member 168. The boss portion 14 a is sandwiched between the vane rotor 14 and the camshaft 2. Therefore, in the first embodiment, the end 162 of the camshaft 2 is brought close to the stepped portion 163, and the extension length of the camshaft 2 to the side opposite to the bearing 161 is shortened as much as possible. By inserting the sleeve 110 into the axial hole 170, the size of the device 1 in the axial direction can be reduced. Therefore, according to such 1st embodiment, the arrangement space of the apparatus 1 containing the control valve 100 can also be made small.

(Second embodiment)
As shown in FIG. 10, the second embodiment of the present invention is a modification of the first embodiment. The second embodiment is characterized in that the check valve 200 is disposed in the internal passage 197 of the spool 130 and built therein.

  Specifically, the check valve 200 is configured by combining a valve seat 202, a valve member 204, and an urging member 206. The valve seat 202 is formed by a conical surface whose diameter decreases toward the input port 112 side in the inner peripheral surface of the internal passage 197. The metal valve member 204 has a ball shape, and is disposed in the internal passage 197 on the opposite side of the input port 112 with the valve seat 202 interposed therebetween, so that the valve member 204 can be attached to and detached from the valve seat 202 in the axial direction. It has become. The urging member 206 is made of a metal compression coil spring, and is interposed between the valve member 204 and an inner wall surface 208 facing the valve seat 202 in the axial direction in the internal passage 197. The urging member 206 is compressed and deformed to generate a restoring force that urges the valve member 204 toward the valve seat 202.

  Accordingly, the pressure of the hydraulic oil flowing into the input port 112 causes the valve member 204 to move away from the valve seat 202 against the restoring force of the biasing member 206 as shown in FIG. When the valve is opened, the hydraulic oil flow from the input port 112 side to the gap 196 side of the spool 130 is allowed. On the other hand, the check valve 200 is closed by the valve member 204 seated on the valve seat 202 as shown in FIG. 10 due to the pressure of the hydraulic oil flowing into the gap 196 and the restoring force of the biasing member 206. When this occurs, the flow of hydraulic fluid from the gap 196 side to the input port 112 side (that is, the bearing 161 side here) is restricted.

  In such retarding operation of the second embodiment, when the retarding chambers 56 to 58 are compressed by the advance torque with respect to the housing 11 of the fluctuation torque of the camshaft 2, the retarding chambers 56 to 58 are compressed. The hydraulic oil tries to flow backward to the retard output port 116 via the retard passages 76 to 78. However, the hydraulic oil flow from the retarded angle output port 116 to the input port 112 through the gap 196 and the internal passage 197 due to the reverse flow causes the check valve to increase as the pressure of the hydraulic oil becomes higher than the pressure of the discharge oil of the pump 4. It will be regulated by 200. In the retarded operation, when the retarded torque with respect to the housing 11 of the fluctuation torque of the camshaft 2 acts on the vane rotor 14, the check valve 200 is opened by the pressure of the oil discharged from the pump 4, The hydraulic oil is reliably supplied to the retard chambers 56 to 8.

  Similarly, in the advance operation, when the advance chambers 52 to 54 are compressed by the retard side torque with respect to the housing 11 among the fluctuation torque of the camshaft 2 acting on the vane rotor 14, the advance chambers 52 to 54 are compressed. The hydraulic fluid 54 attempts to flow backward to the advance output port 114 via the advance passages 72 to 74. However, the hydraulic oil flow from the advance angle output port 114 to the input port 112 through the gap 196 and the internal passage 197 due to the reverse flow causes the check valve to increase as the pressure of the hydraulic oil becomes higher than the pressure of the discharge oil of the pump 4. It will be regulated by 200. In the advance operation, when the advance torque on the housing 11 of the fluctuation torque of the camshaft 2 acts on the vane rotor 14, the check valve 200 is opened by the pressure of the oil discharged from the pump 4, The hydraulic oil is reliably supplied to the advance chambers 52 to 54.

  According to the second embodiment described above, the backflow from the hydraulic oil supply side of the advance chambers 52 to 54 and the retard chambers 56 to 58 is restricted, so that the backflow is caused by the backflow. A situation in which the valve timing adjustment responsiveness is hindered can be suppressed.

(Other embodiments)
Although a plurality of embodiments of the present invention have been described above, the present invention is not construed as being limited to these embodiments, and can be applied to various embodiments without departing from the scope of the present invention. .

  Specifically, in the above-described embodiment, the relationship between “advance angle” and “retard angle” may be reversed from that described.

  As the control valve 100, for example, a valve that drives the spool 130 by a piezo actuator or a hydraulic actuator may be adopted in addition to the valve that drives the spool 130 by the solenoid unit 120 as described above.

  As the “fastening member”, in addition to the screw member 168 screwed to the cam shaft 2 as described above, for example, a fitting member that is fitted to the cam shaft and screwed to the cam shaft 2 by another member is used. It may be adopted.

  In order to attach the sleeve 110 to the fixed joint such as the engine head 160 and fix the sleeve 110, a member interposed between the sleeve 110 and the fixed joint may be a cover such as the chain cover 180 that houses the driving unit 10 described above. In addition to the members, for example, a stay that extends the outer peripheral side of the drive unit 10 may be employed.

  As the fluid supply source for supplying the hydraulic oil, in addition to the mechanical pump 4 mechanically driven by the internal combustion engine described above, for example, an electric pump that is operated by energization accompanying the operation of the internal combustion engine may be employed.

  In addition to the device that adjusts the valve timing of the intake valve as described above, the present invention provides a device that adjusts the valve timing of the exhaust valve as the “valve”, and valve timings of both the intake valve and the exhaust valve. The present invention can also be applied to a device for adjusting the above.

It is a block diagram which shows the valve timing adjustment apparatus by 1st embodiment of this invention, Comprising: It is the II sectional view taken on the line of FIG. It is a block diagram including the II-II sectional view taken on the line of FIG. It is the III-III sectional view taken on the line of FIG. It is a partial notch sectional view which expands and shows the principal part of the valve timing adjustment apparatus by 1st embodiment of this invention. It is sectional drawing which shows the operation state different from FIG. 1, Comprising: It is the VV sectional view taken on the line of FIG. FIG. 6 is a cross-sectional view taken along line VI-VI in FIG. 5. It is sectional drawing which shows the operation state different from FIG. It is sectional drawing which shows the operation state different from FIG. It is sectional drawing which shows the operation state different from FIG. It is a partial notch sectional view which expands and shows the principal part of the valve timing adjustment apparatus by 2nd embodiment of this invention. It is sectional drawing which shows the operation state different from FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Valve timing adjustment apparatus, 2 cam shaft, 4 pump, 5 oil pan, 10 drive part, 11 housing, 12 shoe housing, 12a cylinder part, 12b, 12c, 12d shoe, 13 sprocket, 14 vane rotor, 14a boss part, 14b , 14c, 14d vane, 15 tip seal, 30 control unit, 50 storage chamber, 52, 53, 54 advance chamber, 56, 57, 58 retard chamber, 72, 73, 74 advance passage, 76, 77, 78 Retarded passage, 80 input passage, 82, 83 Drain passage, 100 control valve, 110 sleeve, 112 input port, 114 advance output port, 116 retard output port, 118 first drain port, 119 second drain port, 120 Solenoid part, 130 spool, 140 return spring, 150 control Circuit, 160 engine head, 161 bearing, 162 end, 163 stepped portion, 164 fitting portion, 167 male screw, 168 screw member (fastening member), 169 female screw hole, 170 axial hole, 172 end surface, 173 bottom, 174 end face, 175 large diameter hole, 176 small diameter hole, 180 chain cover, 182 bottom end, 183 peripheral wall, 184 clearance, 185 bearing passage, 186 camshaft passage, 187 support interface, 188 annular seal member, 189 opening, 190 end face, 191 advance support land, 192 advance switch land, 193 retard switch land, 194 retard support land, 196, 198, 199 clearance, 197 internal passage, 200 check valve, 202 valve seat 204 Valve member 206 Biasing member 208 Inner wall surface

Claims (9)

A valve timing adjusting device for adjusting a valve timing of a valve that opens and closes a camshaft by torque transmission from a crankshaft in an internal combustion engine,
A housing that rotates in conjunction with the crankshaft;
Rotating in conjunction with the camshaft, defining an advance chamber and a retard chamber inside the housing, and a working fluid is supplied to the advance chamber or the retard chamber, so that the advance side with respect to the housing Or a vane rotor that rotates relative to the retard side,
A spool is slidably accommodated in a fixedly arranged sleeve, and an input port through which a working fluid is input, and an advance output port and a retard that output the working fluid to the advance chamber and the retard chamber, respectively. A control valve that forms an output port by the sleeve, and controls a communication state of the advance angle output port and the retard angle output port with respect to the input port by movement of the spool;
In a valve timing adjustment device comprising:
A fastening member attached to the opposite end of the cam shaft that penetrates the vane rotor from the bearing side supporting the cam shaft to the opposite side in the internal combustion engine;
The vane rotor is fastened coaxially to the camshaft by being sandwiched between the fastening member and a stepped portion provided on the camshaft on the bearing side of the fastening member,
The sleeve is coaxially inserted into an axial hole that opens to the opposite end surface of the cam shaft, and the working fluid is input to the input port through the cam shaft, and the advance output is output through the cam shaft. A valve timing adjusting device characterized in that a port and the retardation output port communicate with the advance chamber and the retard chamber, respectively.   2. The valve timing adjusting device according to claim 1, wherein the sleeve extends to the bearing side from an end surface of the vane rotor on the bearing side in the axial hole.   The valve timing adjusting device according to claim 1 or 2, wherein a working fluid is input to the input port through the bearing and the camshaft. The sleeve includes a first drain port that discharges the working fluid through the cam shaft to an extension side that extends to the bearing side from an end surface on the bearing side of the vane rotor inside the axial hole, and the cam shaft A second drain port for discharging a working fluid through the camshaft to the end side of the
The control valve communicates the advance angle output port and the retard angle output port to the input port, and communicates the first drain port and the second drain port to the advance angle output port and the retard angle output port. The state is controlled by the movement of the spool,
When the working fluid is supplied to the advance chamber and the working fluid is discharged from the retard chamber, the vane rotor rotates relative to the advance side with respect to the housing, and the working fluid is supplied to the retard chamber. The valve timing adjusting device according to any one of claims 1 to 3, wherein when the working fluid is discharged from the advance chamber, the valve rotates relative to the retard side relative to the housing.   The valve timing adjusting device according to any one of claims 1 to 4, wherein a radial clearance is provided between the sleeve and the axial hole.   The valve timing adjusting device according to claim 5, further comprising an annular seal member that is mounted on an outer peripheral surface of the sleeve so as to be slidable in contact with the axial hole and seals between ports formed by the sleeve. .   The check valve for allowing the working fluid flow to the spool side and restricting the working fluid flow to the bearing side is incorporated in the input port on the spool side with respect to the bearing. The valve timing adjusting device according to any one of claims 6 to 6.   The valve timing adjusting device according to claim 7, wherein the check valve is built in an internal passage formed in the spool so as to communicate with the input port.   The valve timing adjusting device according to any one of claims 1 to 8, wherein the fastening member is a screw member in which a female screw hole is screwed to the opposite end portion of the cam shaft. .

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