The valve timing control unit includes a valve timing control mechanism that includes a driving rotary body, a driven rotary body, an electric motor and a deceleration gear each for setting the relative rotational phase of the driving rotary body and the driven rotary body, and a phase sensor unit that detects the actual phase of the driving rotary body and the driven rotary body. The valve timing control unit includes a controller that controls the electric motor to reduce a phase difference between the actual phase and a target phase, and the controller includes a swing controller that swings the target phase in vicinity of the target phase when the target phase is maintained and the actual phase having a fluctuation amount is held in a holding region, in which the fluctuation amount is less than a preset value.

An attachment structure for a vehicle motor is applied for the purpose of attaching a vehicle motor to in-vehicle equipment. The attachment structure for a vehicle motor is provided with an axial gap motor that includes a rotor and a stator facing each other in the axial direction. The motor is attached to the in-vehicle equipment in a mode in which the axial direction is perpendicular to the vertical direction.

Provided are: a rear plate 13 enclosing an axial end opening of a housing body; a lock pin 30 configured to travel forward and backward in a slide hole formed in a first vane of a vane member; and an annular lock-hole-forming part 31 press-fitted to a retaining hole 13c in an inner end surface of the rear plate, forming a lock hole 32 therein. A projection 35 having a flat distal end surface 35a is formed at one circumferential end side of an inner peripheral surface of the lock-hole-forming part, and recesses 37, 37 continuous with the inner peripheral surface of the lock hole are formed on corresponding sides of the projection in the circumferential direction of the lock hole. This ensures smooth engagement of the locking pin in the lock hole, and enables smooth supply and drainage of hydraulic pressure to and from the lock hole.

A sprocket assembly which is either driven by a drive chain or which drives the drive chain includes a hub centered about a sprocket axis and defining a hub radially outer surface; a plurality of sprocket teeth extending radially outward from the hub; and a cushion ring assembly adjacent to the plurality of sprocket teeth and circumferentially surrounding the hub radially outer surface. The cushion ring assembly includes a cushion ring adjacent to the plurality of sprocket teeth and circumferentially surrounding the hub radially outer surface; the cushion ring being resilient and compliant. The cushion ring assembly also each includes a retention ring which is partially embedded within the cushion ring and which engages the hub radially outer surface in an interference fit, the retention ring providing axial and radial retention of the cushion ring to the hub.

Provided is a timing chain cover that allows suppressing vibration transmission. A timing chain cover of the present disclosure houses a timing chain transmitting a rotative force of a crankshaft to a camshaft in one end side of an internal combustion engine. The timing chain cover includes a chain cover main body and a damping resin layer formed on an abutment surface of the chain cover main body. The abutment surface abuts on an internal combustion engine main body. The damping resin layer contains a heat resistant resin and a damping filler. The damping filler converts a vibration energy into a heat energy.

A case that houses a chain includes a first cover member fixed to a cylinder block and a cylinder head, and a second cover member arranged on the opposite side of the cylinder block and the cylinder head from the first cover member. In an intermediate part, which is a part of a confronting wall of the first cover member between the first flange and the second flange, a cover-side rib is provided, having a height so that a distal end of the cover-side rib is not in contact with the cylinder block.

A camshaft has a decompression device for an internal combustion engine, wherein a valve lifter is rotatably supported in a base circle of a cam, which can be brought into operative connection with a gas exchange valve via rotation. The valve lifter is operatively connected to a centrifugal fly weight, which is arranged coaxially to the camshaft and which is rotatably supported, in such a way that the valve lifter forms a contour of the base circle in the region of action with the gas exchange valve from a certain rotational speed of the camshaft. The camshaft has a cavity in the region of the centrifugal fly weight, to which cavity lubricant pressure can be applied. A radial first bore from the cavity to the centrifugal fly weight is arranged in the camshaft. A slideable element that can be displaced by the lubricant pressure is arranged in the first bore. By way of the design of the camshaft, an unstable centrifugal fly weight is stabilized and thus acoustics are improved.

The present invention provides a valve timing control device that can suppress a leakage of noise to the outside of the device and can improve reliability without needlessly increasing the volume occupied by the device. There is provided a valve timing control device for an internal combustion engine, including a driving rotary body to which rotational force from a crankshaft is transmitted, a driven rotary body, an intermediate rotary body, a speed reduction mechanism, an electric motor, and a housing, wherein: the electric motor rotates relative to the camshaft and the housing; the valve timing control device further includes a current application switching mechanism which is provided inside the housing and which includes brushes to switch current application to a coil of the electric motor, and feeding mechanisms which are provided between the housing and an external device and which include brushes to apply a current from the external device to the current application switching mechanism; electromagnetic noise emission suppression means is provided on the power supply side of the brushes of the feeding mechanisms; and the brushes of these mechanisms are disposed apart from the rotational axis of the camshaft by substantially the same distance.

A valve timing adjustment device includes a drive-side rotating body that rotates in conjunction with a crankshaft, a driven-side rotating body that rotates integrally with a camshaft, a speed reduction mechanism that transmits rotation while allowing relative rotation between the drive-side rotating body and the driven-side rotating body. The driven-side rotating body includes a fastening portion fastened to the end portion of the camshaft by a center bolt, a bearing portion that is located radially outward of the fastening portion and that axially supports the drive-side rotating body, and a fitting outer surface that is fitted to a regulating member on a side where an outer diameter of an axial contact surface with the other member on one side and the other side in the axial direction of the driven-side rotating body is large.

A drive-side rotor is rotated synchronously with a crankshaft. A driven-side rotor is rotated integrally with a camshaft. An internal gear section is formed at the driven-side rotor. An Oldham coupling includes: a driven Oldham flange that is formed at the drive-side rotor; a drive Oldham flange that is formed at the planetary rotor; and an Oldham intermediate that is configured to synchronize rotation of the driven Oldham flange and rotation of the drive Oldham flange while permitting eccentricity between the driven Oldham flange and the drive Oldham flange. There is satisfied a relationship of θ2<θ1 where: θ1 is a maximum tilt amount of the planetary rotor relative to the driven Oldham flange; and θ2 is a maximum tilt amount of the planetary rotor in a clearance formed at the Oldham coupling.