Valve timing control device

Abstract: A valve timing control device for an engine comprises a rotatable shaft (12) for controlling the valve opening and closing of the engine, and a rotation transmitting member (14) rotatably mounted on the rotatable shaft. The rotatable shaft (12) and the rotation transmitting member (14) define therebetween at least one chamber (38) which is divided into a first pressure chamber (38a) and a second pressure chamber (38b) by a vane (52) which is mounted on the rotatable shaft (12) or on the rotation transmitting member (14) and which extends to the chamber (38). A fluid supply means (111) selectively supplies fluid under pressure to the or each first pressure chamber (38a) or to the or each second pressure chamber (38b) to control the timing of the engine. Locking means (44) are provided for connecting together the rotatable shaft (12) and the rotation transmitting member (14) when the relative rotation between the rotatable shaft (12) and the rotation transmitting member (14) is in a predetermined phase. Damping means (58) are provided for damping the locking operation of the locking means (44) to prevent excessive unnecessary engagement and disengagement of the locking means (44).

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a valve timing control device and in particular to a valve timing control device for controlling an angular phase difference between a crank shaft of a combustion engine and a cam shaft of the combustion engine. 2. Description of the prior art In general, the valve timing of a combustion engine is controlled by cam shafts driven by the combustion engine. Since the combustion conditions change in response to the rotational speed of the combustion engine, however, it is difficult to obtain an optimum valve timing through the whole rotational range. Therefore there has been proposed a valve timing control device which is able to change the valve timing in response to sensed operating conditions of the combustion engine. A known variable valve timing device of the general kind identified above is disclosed in US-A-4858572, and its operation is illustrated herein with reference to Figures 7(A) to 7(C). As illustrated in those Figures, a rotor 2 is fixedly mounted on a rotatable shaft 1, and a rotation transmitting member 3 is rotatably mounted on the rotor 2. A plurality of vanes 4 are connected to an outer periphery of the rotor 2 and are extended into respective pressure chambers 5 defined between an outer periphery of the rotor 2 and an inner side of the rotation transmitting member 3 such that the pressure chambers 5 are arranged along the outer periphery of the rotor 2. Each vane 4 4 divides its pressure chamber 5 into a timing advance space 5a and a timing delay space 5b. The rotation transmitting member 3 has formed therein a radial retracting bore 6 in which a locking member 8 is accommodated. A spring 7 urges the locking member 8 toward the rotor 2. The rotor 2 has formed therein a receiving bore 9 in which the locking member 8 can be received when the receiving bore 9 is brought into alignment with the retracting bore 6 as will be explained later. Oil under pressure is supplied selectively to the advance angle space 5a or to the delay angle space 5b via a passage 10b or a passage 10c, respectively. The vanes 4 are moved within their pressure chambers 5 by varying the pressure difference between the timing advance space 5a and the timing delay space 5b, which results in adjustment of the phase angle of the rotor 2 or rotatable shaft 1 relative to the rotation transmitting member 3. A passage 10a communicates with the base of the receiving bore 9 and is in fluid communication with the passage 10b inside the rotatable shaft 1 and fluidly isolated from the passage 10c. When the rotor 2 is at the most advanced timing position relative to the rotation transmitting member 3 as shown in Fig. 7(A), as soon as oil under pressure is supplied to the timing delay space 5b via the passage 10c, the vane 4 is moved counter-clockwise relative to the rotation transmitting member 3 as indicated with an arrow B due to the pressure difference between the timing advance space 5a and the timing delay space 5b. After such rotation of the rotor 2 through a set angle, the rotor 2 is brought into its most delayed position relative to the rotation transmitting member 3 as shown in Fig. 7(B). Immediately upon establishment of such a condition, the receiving bore 9 comes into alignment with the retracting bore 6 and due to the urging force of the spring 7 the locking member 8 partially enters the receiving bore 9, spanning the two bores 6 and 9 and locking together the rotor 2 and rotation transmitting member 3. Thus, the relative rotation between the rotor 2 and the rotation transmitting member 3 is prevented. When the rotor 2 is desired to advance its timing angle, as shown in Fig. 7(C), oil under pressure is supplied to the timing advance space 5a via the passage 10b and the oil is discharged from the timing delay space 5b via the passage 10c. Simultaneously the oil under pressure is supplied to the passage 10a and the locking member 8 is ejected from the receiving bore 9 into the retracting bore 6. Thus, the vane 4 is permitted to rotate in the clockwise direction as indicated with an arrow A in Fig. 7(C). In the foregoing structure, whenever the rotor 2 takes its most delayed timing position relative to the rotation transmitting member 3 the locking member 8 is brought into engagement with the receiving bore 9 and whenever an advance of the rotor 2 relative to the rotation transmitting member 3 is required the locking member 8 is ejected from the receiving bore 9 to be contained wholly within the retracting bore 6. As mentioned above, the passage 10a is in fluid communication with the passage 10b inside the rotating shaft 1. Such a connection is intended for accomplishing two purposes: one is to isolate the passage 10b when the rotor 2 is desired to be transferred toward the delayed position in order to establish a smooth receipt of the locking member 8 into the receiving bore 9 subsequent to the discharge of the oil therefrom immediately when the most delayed position is taken. The other is to establish a quick ejection of the locking member 8 from the receiving bore and a quick subsequent transfer of the rotor 2 toward the most advanced timing position by establishing simultaneous oil supply into the receiving bore 9 and the advance angle space 5a. However, frequent engagements of the locking member 8 with the receiving bore 9, such as occurs whenever the rotor 2 takes the most delayed position relative to the rotation transmitting member 3, leads to the requirement that each of the locking member 8, the receiving bore 9 and the retracting bore 6 have to be of high durability. Thus, the manufacture of these members is difficult and expensive. In addition, the principal purpose for regulating the phase angle between the rotor 2 (or the rotatable shaft 1) and the rotation transmitting member 3 is as follows: there may be no oil pressure at all in either of the spaces 5a and 5b when the engine and its associated oil pump are stopped. Even if the engine is re-started, an instantaneous rise in the oil pressure in the spaces 5a or 5b cannot be established, and initially therefore each vane 4 is allowed to move freely in its pressure chamber. The resultant vane movement brings each vane 4 into engagement with a side wall of its pressure chamber 5 and a collision noise generates. To avoid such a noise generation, the movement of the vane 4 is restricted by the locking member 8 which prevents the relative rotation between the rotor 2 and the rotation transmitting member 3 until the pressure in each of the spaces 5a and 5b is raised to a sufficient value. When the engine is running and driving the oil pump, there is sufficient pressure in either the timing advance space 5a or the timing delay space 5b to prevent the free rotation of the vane 4 and therefore the foregoing noise generation fails to occur. In brief, although the locking member 8 is an essential element of the variable valve timing device during start-up, its durability cannot be assured due to frequent engagement and disengagement with the receiving bore 9 during normal running. SUMMARY OF THE INVENTION It is, therefore, an object of the present invention to provide an improved valve timing control device which overcomes the above drawbacks. It is another object of the present invention to provide an improved valve timing control device with improved reliability. The invention provides a valve timing control device for an engine comprising: a first rotor fixed on a rotary shaft for controlling the valve opening and closing of the engine; a second rotor rotatably mounted on the shaft; means for driving the second rotor from a rotational output of the engine; at least one chamber defined between the first rotor and the second rotor and being divided into a first pressure chamber and a second pressure chamber by a vane which extends from one of the first and second rotors into sealing contact with the other; fluid supplying means for supplying fluid under pressure selectively to the first and second pressure chambers thereby establishing a pressure differential between the first and second pressure chambers so as to effect relative rotation between the first and second rotors; and a locking pin extensible from a bore in one of the first and second rotors into a receiving recess in the other of the first and second rotors when the rotors are in a predetermined phase relationship and being returnable into the bore against the bias of spring means by the application of hydraulic pressure to the receiving recess to release the locking; CHARACTERISED IN THAT the locking pin is stepped, with larger and smaller diameter portions slidable in corresponding larger and smaller diameter portions of the bore so as to form a damping chamber between shoulder portions of the locking pin and bore, so that hydraulic fluid leaking between the locking pin and bore acts to damp axial movement of the locking pin. DRAWINGS Fig. 1 is a sectional view of a variable valve timing control device in accordance with the present invention; Fig. 2 shows a cross-sectional view taken on line A-A of Fig. 1; Fig. 3A is an enlarged cross-sectional view of a principal portion of the valve timing control device shown in Fig. 1 and shows an engaged condition of a locking pin; Fig. 3B is an enlarged cross-sectional view corresponding to that of Fig. 3A but showing a disengaged condition of the locking pin; Fig. 4 is an enlarged cross-sectional view corresponding to that of Fig. 3B but showing a variation of the locking pin shown in Fig. 3A and Fig. 3B; Fig. 5 is a cross-sectional view taken on line A-A of Fig. 1 but showing a condition in which the mechanism is about to advance from its maximum retarded condition; Fig. 6 is a cross-sectional view taken on line A-A of Fig. 1 but showing a condition in which the mechanism is advanced a little from its maximum retarded condition; Fig 7A is a cross-sectional view of a conventional valve timing control device at a maximum advanced condition; Fig 7B shows a cross-sectional view of the conventional valve timing control device at a maximum retarded condition; and Fig 7C shows a cross-sectional view of the conventional valve timing control device when the rotor is in the course of an advance movement. DESCRIPTION OF THE PREFERRED EMBODIMENTS A valve timing control device in accordance with a preferred embodiment of the present invention will be described with reference to Figures 1 to 6. Referring to Fig. 1, a cam shaft 12 which is provided with cam portions (not shown) for opening and closing intake and/or exhaust valves (not shown) of an engine is rotatably mounted on a cylinder head (not shown) of the engine. A variable valve timing control device is provided at one end portion of the cam shaft 12. In the valve timing control device rotational torque is transmitted from a crank shaft 70 via a belt or chain 71 to a timing sprocket 14 rotatably mounted on the cam shaft 12. The timing sprocket 14, an outer rotor 18 and an outer plate 20 are fastened by bolts 16 so as to prevent the rotation of any one of the members 14, 18 and 20 relative to the other members. The three members 14, 18 and 20 together correspond to a rotation transmitting member of the variable timing control device. Inside the outer rotor 18, which is cylindrical, an inner rotor 22 is fixedly mounted on one end portion of the cam shaft 12 by means of a bolt 17. Thus relative rotation between the inner rotor 22 and the outer rotor 18 effects the timing control. In the cam shaft 12, there are formed a first axial passage 28 and a second axial passage 30. One end of the first passage 28 and one end of the second passage 30 are in fluid communication with circular grooves 35 and 36 respectively which are formed on the outer periphery of the cam shaft 12. The other end of the first passage 28 and the other end of the second passage 30 are in fluid communication with circular grooves 32 and 34 which are formed on the outer periphery of the cam shaft 12, respectively. The grooves 32 and 34 communicate with connecting ports 121 and 120 of a switching valve 111 via passages 116 and 117, respectively. A control fluid is in use supplied selectively to either the groove 32 or the groove 34 via the switching valve 111. The control fluid may be a liquid such as oil supplied from an oil pump (not shown) or a pressurized gas such as air. In the following description the control fluid is described, by way of example only, as oil under pressure from an oil pump. The switching valve 111 is constructed in such a manner that when a solenoid 112 is energized a spool 113 is moved against the bias of a spring 114 in the rightward direction. While the solenoid 112 is de-energized and the spool 114 remains in the illustrated condition, the switching valve 111 establishes a fluid communication between the connecting port 120 and a supply port 115 which is communicated to the oil pump, as well as establishing a fluid communication between the connecting port 121 and a drain port 119. When the solenoid 112 is energized, the switching valve 111 establishes a fluid communication between the connecting port 120 and a drain port 119 as well as establishing a fluid communication between the connecting port 121 and the supply port 115. Thus, the oil is supplied to the first passage 28 while the solenoid 112 is energized and the oil is supplied to the second passage 30 while the solenoid 113 is not energized. As shown in Fig. 2, around the inner circumference surface of the outer rotor 18 there are formed five pressure chambers 38 each of which is defined between two adjacent facing radial partition walls 33, and a single radial retracting bore 40. Each pressure chamber 38 is defined between the outer plate 20 and the timing sprocket 14 in the axial direction and is defined between the outer rotor 18 and the inner rotor 22 in the radial direction. Each pressure chamber 38 is divided into a first pressure chamber 38a and a second pressure chamber 38b by a vane 52. Each vane 52 is mounted in a groove formed on the outer circumference of the inner rotor 22 such that the vane 52 extends radially outwardly from the inner rotor 22, and is received in the pressure chamber 38. Each vane 52 is urged outwardly by a spring 49 which is disposed at the bottom portion of the groove of the inner rotor 22 (Fig. 1) so as to be in sliding engagement with a radially outermost wall of the pressure chamber 38. Each first pressure chamber 38a is in fluid communication with the groove 35 through a passage 54 formed in the inner rotor 22. Each second pressure chamber 38b is in fluid communication with the groove 36 through a passage 56 formed in the inner rotor 22. The retracting bore 40 formed in the outer rotor 18 has a stepped configuration and is smaller at its radially innermost end 41. An outer opening larger diameter end of the retracting bore 40 is covered with or sealed by a retainer 42 having at outer portion thereof an air bleed hole (not shown). A locking pin 44 is slidably fitted into the retracting bore 40. The locking pin 44 has a stepped configuration and comprises a large diameter portion 44b which is slidably fitted into the retracting bore 40 and a small diameter portion 44a which is slidably fitted into the smaller diameter portion 41 of the bore 40. The diameter of the small diameter portion 44a is nearly equal to that of the smaller diameter portion 41 of the bore 40. A spring 46 is disposed between the retainer 42 and the large diameter portion 44b of the locking pin 44 and thereby the locking pin 44 is normally urged towards the inner rotor 22. In the outer peripheral surface of the inner rotor 22, there is formed a receiving bore 48 whose diameter is equal to that of smaller diameter portion 41 of the retracting bore 40 so that the small diameter portion 44a of the locking pin 44 can extend into the receiving bore 48 when the bores 40 and 48 are in register. At a central portion of a bottom of the receiving bore 48, a third passage 50 is formed which extends into a central portion of the inner rotor 22 so as to be in fluid communication with the groove 36. Thus, the third passage 50 is in fluid communication with the second passage 30 and the passage 56 via the groove 36. Thereby, the small diameter portion 44a of the locking pin 44 which extends into the receiving bore 48 can be ejected or excluded from the receiving bore 48 against the bias of the spring 46 when oil under pressure is supplied to the receiving bore 48 via the second passage 30 and the third passage 50. In this embodiment, the maximum retarded timing condition is established when the receiving bore 48 and the retracting bore 40 are in register. In other words, as shown in Fig. 2, when each vane 52 minimizes the volume of its second pressure chamber 38b to which the oil under pressure is supplied during phase delay, the receiving bore 48 is in alignment with the retracting bore 40. In addition, in this embodiment, as shown in Fig. 3A and Fig. 3B, a damping chamber 58 is formed between a shoulder portion 44c of the stepped locking pin 44 and a shoulder portion 40a of the stepped retracting bore 40. The large diameter portion 44b is slidably fitted into the retracting bore 40 with a slight leaking clearance and the small diameter portion 44a is slidably fitted into the small opening portion 41 with a slight leaking clearance. Therefore, the oil under pressure which is supplied to the receiving bore 48 through the passage 50 can be communicated to the damping chamber 58 through the leaking clearance. Thereby, during phase control after the small diameter portion 44a of the locking pin 44 has been ejected or excluded from the receiving bore 48 against the bias of the spring 46, the damping chamber 58 is filled with the oil. Then, when the receiving bore 48 is again in alignment with the retracting bore 40 at the maximum retarded condition as shown in Fig. 3B and the spring 46 urges the locking pin 44 toward the receiving bore 48, the oil in the damping chamber 58 is slowly leaked into the receiving bore 48 and the retracting bore 40 between the locking pin 44 and the retainer 42 through the leaking clearance and thereby a damping effect is obtained. As a result, the locking operation of the locking pin 44, namely the movement of the locking pin 44 toward the inner rotor 12, is damped by the damping effect due to the damping chamber 58 and the small diameter portion 44a of the locking pin 44 is delayed from fitting into the receiving bore 48 when the valve timing control device begins to advance the phase from the maximum retarded condition during the running of the engine. Fig. 4 shows a variation of the locking pin of the above first embodiment. A locking pin 60 has a stepped configuration and is provided with a small diameter portion 60a and a large diameter portion 60b. Cushion members 62 and 64 made of oil-resisting rubber (i.e. NBR) or oil-resisting resin are secured to a stepped portion 60c of the locking pin 60 and an outer surface of the locking pin 60 which faces the retainer 42. The value of the cushion members 62 and 64 is that when the locking pin 60 is moved towards the inner rotor 22 and the stepped portion 60c of the locking pin 60 contacts with the stepped portion 40a of the retracting bore 40 as well as when the locking pin 60 is moved outwardly and the back surface of the locking pin 60 contacts with the retainer 42, the contact noise is reduced or prevented by the cushion members 62 and 64. An alternative construction would be to have the cushion members 62 and 64 secured not to the locking pin 60 but to the shoulder 40a of the retracting bore 40, and to the retainer 42. Furthermore, in this variation, axial slits 66 having an axial length L2 are formed on the outer circumferential surface of the small diameter portion 60a of the locking pin 60. There is a part of the small diameter portion 60a on whose outer circumferential surface the axial slits are not formed. That part has an axial length L1 and is at the end of the small diameter portion 60a connected to the large diameter portion 60b. The axial length L1 is equal to an axial length L3 between the position of the radially inner end of the small diameter portion 60a shown in Fig. 4 and the position of the radially inner end of the small diameter portion 60a when the locking pin 60 is moved toward the inner rotor 22 to the utmost limit. Thereby, when oil under pressure is supplied to the receiving bore 48 after the engine is started and the locking pin 60 is moved radially outwardly for the length L3, the damping chamber 58 communicates with the receiving bore 48 through the axial slits 66. This prevents the generation of negative pressure in the damping chamber 58 when the locking pin 60 is moved outwardly just after the engine started. Since such a negative pressure would act on the locking pin 60 as a force which urges the locking pin 60 radially inwardly when the valve timing control device begins to advance the phase from the maximum retarded condition, the slits 66 are able to prevent the small diameter portion 60a of the locking pin 60 from fitting into the receiving bore 48 unnecessarily. Now, in this variation, it is possible easily to change the moving speed of the locking pin 60 by changing the depth, length or the number of axial slits 66. The operation of the valve timing control device of Figures 1 to 6 is as follows: While the engine is at rest, the oil pump also remains non-operational, so that there is no oil pressure in the first passage 28, the second passage 30, the first pressure chambers 38a, the second pressure chambers 38b, the third passage 50 or the passages 54 and 56. Thus, the locking pin 44 under the bias of the spring 46 is moved into the receiving bore 48, as shown in Fig. 2. Such an insertion of the locking pin 44 into the receiving bore 48 prevents relative rotation between the inner rotor 22 and the outer rotor 18. Even if the locking pin 44 is not immediately inserted into the receiving bore 48 because the bores 40 and 48 are initially out of register when the engine is at reset, the desired insertion is readily established on engine start-up. The reason is that the vanes 52 begin to rotate in the timing delay direction relative to the outer rotor 18 as soon as the engine starts, and as soon as the vanes 52 reach their maximum retarded position the receiving bore 48 and the retracting bore 40 are in register. That occurs before the oil pressure rises significantly, and the locking pin 44 therefore moves into its locking position spanning the bores 40 and 44. The locking together of the inner and outer rotors 12 and 18 prevents the vanes 52 from coming sharply into engagement with the side walls of the pressure chambers 38, and prevents the generation of a resulting collision noise. When the engine is first started, the solenoid 112 of the switching valve 111 is not energized. Therefore, pressurized oil is supplied to the second passage 30 and is introduced via the passages 56 to the second pressure chambers 38b. At the same time, pressurized oil is supplied to the receiving bore 48 via the second passage 30 and the third passage 50. When the pressure of the oil reaches a predetermined level to overcome the bias of the spring 46, the locking pin 44 is ejected from the receiving bore 48 as shown in Fig. 5, and relative rotation between the inner rotor 22 and the outer rotor 18 is then allowed. In this condition, the oil which is supplied to the receiving bore 48 is supplied to the damping chamber 58 via the leaking clearance between the small diameter portion 44a and the small opening portion 41, and the damping chamber 58 becomes filled with the oil. If a timing advance is desired while the inner rotor 22 is at its maximum retarded position as shown in Fig. 5, the solenoid 112 of the switching valve 111 is energized and pressurized oil is supplied into the first passage 28 and is introduced via the passages 54 to the first pressure chambers 38a. Simultaneously, the oil is discharged from the second pressure chambers 38b and the receiving bore 48. Therefore, the spring 46 tends to move the locking pin 44 toward the receiving bore 48. However, the movement of the locking pin 44 toward the inner rotor 12 is damped by the above mentioned damping effect of the damping chamber 58, and the small diameter portion 44a of the locking pin 44 is prevented from fitting immediately into the receiving bore 48. Accordingly, the inner rotor 22, the vanes 52 and the cam shaft 12 begin to rotate in the timing advance direction relative to the outer rotor 18. That brings the bores 40 and 44 out of register so that the relative rotation between the inner rotor 22 and the outer rotor 18 can continue as shown in Fig. 6 and the angular phase of the inner rotor 22 and the cam shaft 12 is advanced relative to that of the outer rotor 18 and the crank shaft 70. On the other hand, when it is desired to change the relative rotation between the outer rotor 18 and the inner rotor 22 from an advanced condition as shown in Fig. 6 to the retarded condition, the oil under pressure is supplied to the second pressure chambers 38b through the second passage 30 and the passages 56 by de-energizing the switching valve 111. The angular phase of the inner rotor 22 (and the cam shaft 12) is thus retarded relative to that of the outer rotor 18 (and the crank shaft 70). In addition, the oil under pressure is also being filled into the receiving bore 48. Thus, even though the relative positions of the inner rotor 22 and the outer rotor 18 may reach the maximum retarded condition as shown in Fig. 2, the pressurized oil in the receiving bore 48 and in the damping chamber 58 prevent the entrance of the locking pin 44 into the receiving bore 48. In this condition, when the solenoid 112 of the switching valve 111 is energized the oil in the receiving bore 48 will be discharged through the third passage 50 and the second passage 30. The movement of the locking pin 44 toward the inner rotor 12 is however damped by the above mentioned damping effect of the damping chamber 58, and the small diameter portion 44a of the locking pin 44 is prevented from moving into the receiving bore 48. The timing of the opening and closing of the engine valves (not shown) driven by the cam shaft 12 may be thus adjusted by variation of the angular phase difference between the crank shaft 70 and the cam shaft 12. Moreover after initial start-up the damping effect of the oil in the damping chamber 58 is sufficient to maintain the locking pin 44 in its rest condition or immovable condition, which results in an increase in the life or durability of the locking pin 44 by avoiding unnecessary movement thereof. Further, any potential slight vibration of the locking pin due to the pulsation of the oil supplied to the receiving bore 48 is prevented by the above damping effect, and a resulting noise cause by slight vibrational movement of the locking pin is prevented. In the first embodiment, the third passage 50 communicates with the second passage 30. However, it is possible for the third passage 50 to communicate with the first passage 28. Furthermore, in the first embodiment the receiving bore 48 is in alignment with the retracting bore 40 when the vanes 52 minimize the volume of the first pressure chambers 38a to which the oil under pressure is supplied during phase advance. However, the receiving bore 48 may be in alignment with the retracting bore 40 when the vane 52 minimizes the volume of the second pressure chambers 38b to which the oil under pressure is supplied during phase retard. It should be understood that in the illustrated embodiment, the vanes are connected to the inner rotor and the locking pin and the spring are disposed in the outer rotor. However, the vanes may be connected to the outer rotor and the locking pin and the spring may be disposed in the inner rotor.

Claims: A valve timing control device for an engine comprising: a first rotor (22) fixed on a rotary shaft (12) for controlling the valve opening and closing of the engine; a second rotor (18) rotatably mounted on the shaft (12); means (14) for driving the second rotor (18) from a rotational output of the engine; at least one chamber (38) defined between the first rotor (22) and the second rotor (18) and being divided into a first pressure chamber (38a) and a second pressure chamber (38b) by a vane (52) which extends from one of the first and second rotors (22,18) into sealing contact with the other; fluid supplying means (111) for supplying fluid under pressure selectively to the first and second pressure chambers (38a,38b) thereby establishing a pressure differential between the first and second pressure chambers (38a,38b) so as to effect relative rotation between the first and second rotors (22,18); and a locking pin (44) extensible from a bore (40) in one of the first and second rotors (22,18) into a receiving recess (48) in the other of the first and second rotors (22,18) when the rotors are in a predetermined phase relationship and being returnable into the bore (40) against the bias of spring means (46) by the application of hydraulic pressure to the receiving recess (48) to release the locking; CHARACTERISED IN THAT the locking pin (44) is stepped, with larger and smaller diameter portions (44b,44a) slidable in corresponding larger and smaller diameter portions of the bore (40) so as to form a damping chamber between shoulder portions (44c,40a) of the locking pin (44) and bore (40), so that hydraulic fluid leaking between the locking pin (44) and bore (40) acts to damp axial movement of the locking pin (44). A valve timing control device according to claim 1, wherein the smaller diameter portion (44a) of the locking pin (44) is extensible from the bore (40) into the receiving recess (48) when the rotors (22,18) are in their predetermined phase relationship. A valve timing control device according to any preceding claim, wherein a noise-absorbing elastic member (62) is disposed between the shoulder portions (44c,40a) of the locking pin (44) and bore (40). A valve timing control device according to any preceding claim, wherein a noise-absorbing elastic member (64) is disposed between a stop member (42) at the end of the bore (40) and the corresponding end of the locking pin (44). A valve timing control device according to any preceding claim, wherein at least one passage (66) for control fluid is formed between the axial end portion of the locking pin (44) receivable in the receiving recess (48) and the bore (40), so as to permit selective fluid communication between the receiving recess (48) and the damping chamber (58). A valve timing control device according to claim 5, wherein the or each passage (66) is an axial slit (66) which is formed in the outer circumferential surface of the portion of the locking pin (44) receivable in the receiving recess (48). A valve timing control device according to claim 6, wherein the or each slit (66) is formed in the outer circumferential surface of the small diameter portion (44a) of the locking pin (44) but only at the end portion thereof remote from the large diameter portion (44b). A valve timing control device according to any preceding claim, wherein the predetermined phase relationship between the first and second rotors (22,18) is established when the timing control device is in its maximum retarded timing condition. A valve timing control device according to any preceding claim, wherein the first rotor is an inner rotor and the second rotor is an outer rotor which surrounds the first rotor.

Inventors: KIRA NAOKI, NAKAMURA MOTOO, OGAWA KAZUMI, KIRA, NAOKI, NAKAMURA, MOTOO, OGAWA, KAZUMI
Applicants: AISIN SEIKI, AISIN SEIKI KABUSHIKI KAISHA
Application year: 1997
Main classification: F01L1
IPC codes: F01L1