JP2002213262A - Valve timing adjustment device for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To fix the phase of a camshaft at an intermediate lock phase before engine startup or at engine startup. SOLUTION: An intake continuously variable valve timing mechanism 4 carries out advancing control for advancing the phase of the camshaft 2 to the intermediate lock phase or more with respect to a timing rotor 1 by changing the control mode of an advancing-delaying hydraulic control valve 5 to an advancing control mode for introducing oil into an advancing chamber and for draining oil in a delaying chamber when the engine is stopped or an ignition switch is turned off. Thereafter, when the phase of the camshaft 2 advances to the intermediate lock phase or more, the control mode of the valve 5 is changed to a drain mode for draining the oil in the advancing chamber and the delaying chamber, so that it is moved to the delaying side by the driving reactive force of an intake valve. When the phase of the camshaft 2 with respect to the timing rotor 1 is delayed to the intermediate lock phase, a vane rotor 3 is fixed by a stopper pin 33.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a valve timing adjusting device for an internal combustion engine capable of continuously variably controlling the opening / closing timing of an intake or exhaust valve driven by a camshaft of the internal combustion engine. In particular, the present invention relates to a vane type continuously variable valve timing system using hydraulic pressure.

[0002]

2. Description of the Related Art Conventionally, a camshaft is driven via a timing pulley or a chain sprocket that rotates in synchronization with a crankshaft of an internal combustion engine, and the internal combustion is driven by a phase difference due to the relative rotation between the timing pulley or the chain sprocket and the camshaft. 2. Description of the Related Art There is a vane type continuously variable valve timing system which continuously variably controls a phase of an opening / closing timing of an intake or exhaust valve of an engine. In such a vane type continuously variable valve timing system, a hydraulic servo system such as an advance hydraulic chamber and a retard hydraulic chamber is provided on an inner peripheral wall of a timing pulley, and a vane rotor that rotates integrally with a cam shaft is advanced by hydraulic pressure. The phase of the opening / closing timing of the intake or exhaust valve is changed by turning to the corner side or the retard side.

[0003] As a conventional technique, a camshaft is controlled by retarding the phase of the camshaft to an intermediate lock phase or more after turning off an ignition switch, and then retarding the phase of the camshaft. Estimating the time to lock the phase of
After turning off the ignition switch, the internal combustion engine is operated until the estimated time has elapsed, and then the internal combustion engine is stopped (Japanese Patent No. 2982604). Here, when the phase of the camshaft is advanced from the intermediate lock phase, the driving reaction force from the intake valve or the OCV
(Oil control valve) is controlled to a position suitable for starting the engine.

[0004]

However, in the prior art, the oil viscosity is high at low oil temperature,
There is a possibility that the phase of the camshaft cannot be returned to the intermediate lock phase after the stop of the internal combustion engine only by the driving reaction force from the intake valve. In addition, when the control is performed by estimating the time required for the advance and the retard, the oil viscosity is low at high oil temperature and the amount of leakage increases. The hydraulic pressure supplied to and discharged from the motor greatly decreases. When such a decrease in oil pressure occurs, the delay time may be significantly increased.

[0005]

SUMMARY OF THE INVENTION It is an object of the present invention to provide a valve timing adjusting apparatus for an internal combustion engine which can reliably fix a phase of a cam shaft with respect to a timing rotor to a desired intermediate lock phase before or during engine start. It is in.

[0006]

According to the first aspect of the present invention, when the engine is stopped, advance control is performed to advance the phase of the camshaft with respect to the timing rotor, and thereafter, the phase of the camshaft is controlled. Is characterized by performing a drain mode in which oil in the advanced hydraulic chamber is drained when the angle is advanced beyond a desired intermediate lock phase. As a result, it moves to the retard side due to the driving reaction force of the intake or exhaust valve. When the phase is retarded to the intermediate lock phase, the phase is locked at the intermediate lock phase by the phase fixing means. Therefore, before starting the engine, the phase of the camshaft with respect to the timing rotor can be reliably fixed to the intermediate lock phase.

According to the second aspect of the present invention, when the engine is stopped, the timing rotor is advanced so that the phase of the camshaft is advanced from a desired intermediate lock phase. And a drain mode in which oil in the advance hydraulic chamber is drained. Thus, the intake or exhaust valve moves to the retard side or the advance side due to the driving reaction force of the intake or exhaust valve during cranking of the internal combustion engine. When the phase is retarded or advanced to the intermediate lock phase, the phase is locked at the intermediate lock phase by the phase fixing means. Therefore, when starting the engine, the phase of the camshaft with respect to the timing rotor can be reliably fixed to the intermediate lock phase.

According to the third aspect of the present invention, a drain mode for draining oil in the advance hydraulic chamber is performed when the engine is stalled. As a result, the oil escapes from the advance hydraulic chamber at the next engine start, so that the camshaft moves to the advance side due to the negative torque when it passes over the tappet, and then the drive counterclockwise moves when the camshaft rides on the tappet. The phase is moved to the retard side by the force and is locked at the intermediate lock phase by the phase fixing means. Therefore, during cranking of the internal combustion engine, the phase of the camshaft with respect to the timing rotor can be reliably fixed to the intermediate lock phase.

According to a fourth aspect of the present invention, a drain mode for draining oil in the advanced hydraulic chamber is performed when the oil temperature is high or the oil pressure is low and the engine is stopped. As a result, when the engine is started next time, since the oil has escaped from the advance hydraulic chamber, the camshaft moves to the advance side due to the negative torque when the camshaft has passed over the tappet, and is driven when the camshaft next rides on the tappet. It moves to the retard side due to the reaction force, and is locked at the intermediate lock phase by the phase fixing means. Therefore, during cranking of the internal combustion engine, the phase of the camshaft with respect to the timing rotor can be reliably fixed to the intermediate lock phase.

According to the fifth aspect of the present invention, by providing an oil passage switching valve such as a pilot valve or a solenoid valve, the hydraulic power source can be passed through the hydraulic supply / discharge means when the engine is stopped, the engine is started or the engine is stalled. The oil passage connected to the more advanced hydraulic chamber is switched to an oil passage through which oil is drained from the advanced hydraulic chamber. As a result, the oil passage from which the oil is drained from the advance hydraulic chamber is hardly affected by the hydraulic pressure from the hydraulic pressure source, so that the oil in the advance hydraulic chamber is reliably discharged and locked at the intermediate lock phase. Becomes easier.

According to the invention described in claim 6, a communication passage communicating between an oil passage through which oil is drained from the advance hydraulic chamber and an oil passage through which oil is drained from the retard hydraulic chamber, and By providing a check valve in the middle of the communication passage, the check valve opens when the hydraulic pressure in the retard hydraulic chamber is smaller than the hydraulic pressure in the advance hydraulic chamber. As a result, no negative pressure is generated in the retard hydraulic chamber, and the vane rotor can be prevented from moving further to the advanced side.

According to the seventh aspect of the invention, the engine is stopped by providing the advance assist spring in the continuously variable valve timing mechanism including the vane rotor, the advance hydraulic chamber, the retard hydraulic chamber, and the phase fixing means. Even if the hydraulic pressure supplied to the advance hydraulic chamber sometimes drops, the phase of the camshaft with respect to the timing rotor can be easily advanced to the intermediate lock phase or more.

According to the present invention, the hydraulic pressure source for supplying the hydraulic pressure to the advance hydraulic chamber and the retard hydraulic chamber is driven in rotation in synchronization with the crankshaft of the internal combustion engine, and It is characterized by using an oil pump that generates a discharge amount proportional to the rotation speed. As a result, when the engine speed is low, the amount of oil discharged from the oil pump is small, and particularly at high oil temperature, the amount of leakage due to the decrease in oil viscosity increases and the advance hydraulic chamber and the retard The hydraulic pressure supplied to and discharged from the square hydraulic chamber is reduced.

[0014]

DESCRIPTION OF THE PREFERRED EMBODIMENTS [Configuration of First Embodiment] FIGS. 1 to 7 show a first embodiment of the present invention, and FIG. 1 shows the overall configuration of a continuously variable valve timing adjusting device. 2 and 3 are views showing a continuously variable intake valve timing mechanism, FIG. 4 is a view showing a stopper pin driving mechanism, and FIG. 5 is a view showing a hydraulic control device including an ECU.

In this embodiment, an intake valve (not shown) provided in a cylinder head 17 of a four-cycle reciprocating engine (internal combustion engine), for example, a DOHC (double overhead camshaft) engine (hereinafter abbreviated as engine). This is a continuously variable valve timing adjustment device capable of continuously variably controlling the phase (valve timing) of the opening / closing timing.

The continuously variable valve timing adjusting device includes a timing rotor 1 that is driven to rotate by a crankshaft (not shown) of an engine,
An intake-side camshaft (hereinafter abbreviated as a camshaft) 2 rotatably provided with respect to the camshaft 2;
And a vane-type continuously variable intake valve timing mechanism 4 having a vane rotor 3 rotatably accommodated in the timing rotor 1 and fixed to the end of the camshaft 2 and the phase of the camshaft 2 and the vane rotor 3 with respect to the timing rotor 1. Advancing / retarding hydraulic control valve (OC
V) A hydraulic circuit (to be described later) having 5 and an engine control device (hereinafter referred to as ECU) 8 which is hydraulic control means for electronically controlling the control mode (spool position) of the advance / retard hydraulic control valve 5. ing.

The timing rotor 1 is driven by a crankshaft of an engine via a timing chain 10 to rotate a substantially annular disk-shaped chain sprocket 11,
A substantially cylindrical shoe housing 12 which is a part of the continuously variable intake valve timing mechanism 4 disposed on the front end face of the chain sprocket 11, and three pieces for tightening and fixing the chain sprocket 11 and the shoe housing 12 together. It is composed of small-diameter bolts 13 and the like. On the outer peripheral portion of the chain sprocket 11, there are formed a number of tooth portions 14 which mesh with a number of tooth portions (not shown) formed on the inner peripheral side of the timing chain 10. In addition, a female screw hole for fastening three small-diameter bolts 13 is formed in the ring plate portion (constituting the rear cover portion of the shoe housing 12) of the chain sprocket 11.

The shoe housing 12 includes a cylindrical housing part for rotatably housing the vane rotor 3, an annular plate-shaped front cover part for covering the axial front end of the housing part, and the like. . A plurality (three in this example) of trapezoidal shoes (partition portions) 16 facing each other in the circumferential direction are provided on the housing portion of the shoe housing 12 so as to protrude inward. Each facing surface of these shoes 16 is formed in an arc-shaped cross section, and a fan-shaped space is formed in a circumferential gap between two adjacent shoes 16. Further, the plurality of shoes 16 are formed with bolt insertion holes through which three small-diameter bolts 13 are inserted.

The camshaft 2 is disposed in a cylinder head 17 of the engine, and is drivingly connected so that the crankshaft of the engine makes one revolution when the crankshaft of the engine makes two revolutions. Are connected by the number of cylinders of the engine. One end of the rod is fastened to the vane rotor 3 together with the journal bearing 20 by a large-diameter bolt 19. A female screw hole for fastening the large-diameter bolt 19 is formed in the axial center of one end of the camshaft 2.
The intake valve and the exhaust valve are pushed and opened by the cam peak of the camshaft 2, but the intake valve and the exhaust valve are closed by the spring force of the valve spring.

The plurality of vane rotors 3 of the continuously variable intake valve timing mechanism 4 protrude radially outward from the outer peripheral wall of an annular plate-shaped base portion having a female screw hole for fastening a large-diameter bolt 19. (Three in this example) vanes 23,
And a journal bearing 20 for rotatably supporting the inner peripheral side of the front cover portion of the shoe housing 12. The vane rotor 3 is provided with a minute clearance between the outer peripheral walls of the plurality of vanes 23 and the inner peripheral wall of the housing of the shoe housing 12. Therefore, the camshaft 2 and the vane rotor 3
Is rotated relative to the chain sprocket 11 and the shoe housing 12 (for example, at a crank angle of 40 ° CA
60 ° CA) is possible.

The vane rotor 3 having the vane 23
Together with the shoe housing 12 constitute a vane-type hydraulic actuator that continuously varies the phase of the opening / closing timing of the intake valve of the engine using hydraulic pressure. Each vane 23 of the vane rotor 3 is a substantially fan-shaped blade facing each other in the circumferential direction.
Are arranged so as to protrude into a fan-shaped space formed in the circumferential gap. Then, two shoes 1 that are installed next to each other
6 and the circumferentially opposite side surfaces of the vane 23 fitted in the fan-shaped space formed by them, there is an advanced hydraulic chamber (hereinafter abbreviated as advancing chamber) 24 and a retard hydraulic chamber (hereinafter abbreviated). 25) is formed.

That is, the fan-shaped space formed by the two shoes 16 adjacent to each vane 23 is oil-tightly partitioned into two hydraulic chambers, so that the advance chambers are provided on both sides of each vane 23 in the circumferential direction. 24 and a retard chamber 25 are formed.
A plurality of seal members 26 are mounted between the outer peripheral wall of the vane 23 of the vane rotor 3 and the housing portion of the shoe housing 12, and the outer peripheral wall of the base portion of the vane rotor 3 and each of the shoes 16 of the shoe housing 12 are mounted. A plurality of seal members 27 are mounted between the inner peripheral wall and the inner peripheral wall.

The hydraulic circuit supplies a hydraulic pressure to each advance chamber 24 of the continuous intake variable valve timing mechanism 4 and drains oil in each advance chamber 24.
Oil is supplied to an oil supply passage (advance chamber side oil passage, first oil passage) 21 and each retard chamber 25 of the continuously variable intake valve timing mechanism 4, and oil in each retard chamber 25 is supplied. It has a second oil supply passage (retard chamber side oil passage, second oil passage) 22 for draining.

The first and second oil supply passages 21 and 22 are formed in the cylinder head 17 of the engine, and the first and second oil supply passages 21 and 22 are provided.
In the oil supply passages 21 and 22, an oil supply passage 29 on the oil pump 6 side and first and second oil discharge passages (drain oil passages) 41 and 42 are respectively provided with advance / retard hydraulic pressure control valves (oil oil passage control valves) for passage switching. Control valve: connected via OCV) 5. The first and second oil supply passages 21 formed in the camshaft 2 and the vane rotor 3
a, 22a communicate with the first and second oil supply passages 21, 22; Further, the first oil discharge path 41 is an advance chamber drain oil path, and the second oil discharge path 42 is a retard chamber drain oil path.

The oil supply path 29 is provided with an oil pump (oil pressure source) 6 for pumping oil in the oil pan 30 and discharging the oil to various parts of the engine. The first and second oil discharge paths are provided. The outlet ends of 41 and 42 communicate with the oil pan 30. Here, the oil pump 6
Is driven to rotate in synchronization with the crankshaft of the engine, and pumps oil having a discharge amount proportional to the engine speed to each part of the engine.

Here, the advance chamber 24 has three vanes 2
The hydraulic chamber 31 formed in one of the vanes 23 communicates with the hydraulic chamber 31. The hydraulic chamber 31 is provided with a stopper pin of a hydraulic piston type that displaces the inside of the valve body 32 in the axial direction. 33) is provided.

The stopper pin 33 is provided with the spring 3
4 applies a spring force to the shoe housing 1
The second vane rotor 3 is locked at the intermediate lock phase when the front cover 2 is fitted into the concave portion (fitting portion) 35 formed at a position corresponding to the desired intermediate lock phase.
Here, the desired intermediate lock phase is an intermediate phase (substantially intermediate lock phase) in the phase change width of the vane rotor 3 from the maximum retard phase to the maximum advance phase. Enable starting.

The hydraulic chamber 31 and the spring 34 constitute a stopper pin driving mechanism for driving the stopper pin 33 so that it can protrude and retract from the front end surfaces of the valve body 32 and the vane 23. Further, an oil passage 39 is provided between the hydraulic chamber 31 and the advance chamber 24, and when the vane rotor 3 is advanced beyond the intermediate lock phase, the hydraulic chamber 31 and the advance chamber 2 are advanced.
4 is also provided.

Further, between the convex portion 36 provided at the rear end of the vane rotor 3 of the intake continuous variable valve timing mechanism 4 and the annular concave portion 37 provided at the front end of the timing rotor 1, Advancing assist spring (advancing side urging means) for advancing the phases of camshaft 2 and vane rotor 3 with respect to timing rotor 1 to an intermediate lock phase or more even when the oil pressure is low such as when the engine is stopped. 38 are provided.

The ECU 8 detects the current operating state based on signals from a crank angle sensor 44 for detecting the engine speed, an engine load sensor 45, and an air flow meter 46 for detecting the amount of intake air. A relative rotation position between the timing rotor 1 and the camshaft 2 and the vane rotor 3 and an intermediate lock phase between the camshaft 2 and the vane rotor 3 are detected based on a signal from the angle sensor. The ECU 8 controls the advance / retard hydraulic pressure control valve 5 so that the opening / closing timing of the intake valve of the engine becomes an optimum value according to the engine speed and the engine load.
To control the control mode. Here, reference numeral 47 denotes a cooling water temperature sensor for detecting a cooling water temperature of the engine or an oil temperature sensor for detecting the temperature of oil. Reference numeral 48 denotes an ignition (IG) switch.

The advance / retard hydraulic pressure control valve 5 corresponds to the hydraulic supply / discharge means of the present invention, and as shown in FIG. 3, a control housed in a valve body (not shown) forming a hydraulic circuit. Valve 5a and this control valve 5
a, which has an electromagnetic actuator 5b for driving
The second oil supply passages 21 and 22 and the oil supply passage 29 and the first and second oil discharge passages 41 and 42 are configured to be relatively switchably controlled, and are switched by a control signal from the ECU 8.

The control valve 5a includes a cylindrical sleeve 50 housed in a concave portion provided at a predetermined position of the valve body, a spool (spool valve) 51 slidably housed in the sleeve 50, and , This spool 5
And a spring (spring) 52 for urging the actuator 1 to an initial position (the electromagnetic actuator 5b side). An oil supply port 53 connected to the oil supply path 29 on the oil pump 6 side is formed in the sleeve 50 among them.

Further, a first drain port 55 for draining the oil in the advance chamber 24, a second drain port 56 for draining the oil in the retard chamber 25, and first and second oil supply paths. The first connected to 21 and 22,
Second oil supply / discharge ports 57, 58 and the like are formed.
The outer periphery of the spool 51 is provided with four first to fourth lands that form three oil passages from the left end in the figure to the right end in the figure in the axial direction.

The electromagnetic actuator 5b includes a cylindrical yoke 61 fixed to the right end in the axial direction of the sleeve 50 of the control valve 5a, a coil bobbin 62 disposed on the inner peripheral side of the yoke 61, and a coil bobbin 62.
And a solenoid coil 63 wound around the outer periphery of the solenoid coil. Further, it is composed of a stator core (fixed iron core) 64 and a moving core (movable iron core) 65 arranged on the inner peripheral side of the coil bobbin 62, and a solenoid shaft 66 that operates integrally with the moving core 65.

The left end of the solenoid shaft 66 of the electromagnetic actuator 5b is
a of the spool 51 shown in FIG. Thereby, the spool 51 of the control valve 5a is reciprocated in the axial direction integrally with the moving core 65 and the solenoid shaft 66. In addition, the coil bobbin 62
This is a resin primary molded product integrally molded into a substantially cylindrical shape.

A resin molded member (resin secondary molded product) 6 molded by resin molding on the outer periphery of the solenoid coil 63.
A connector portion 5c formed by insert molding a terminal (external connection terminal) 68 for electrically connecting the solenoid coil 63 and the vehicle-mounted power supply is integrally formed at a portion exposed to the outside of the yoke 61 of the. A drive current is supplied from the ECU 8 to the solenoid coil 63 mainly during operation of the engine to generate a magnetomotive force, and the moving core 65 is attracted according to the magnetomotive force.

Therefore, during the advance control by the ECU 8, the drive current is supplied from the ECU 8 and the spring 52
The moving core 65 and the spool 51 of the control valve 5a are sucked to a predetermined position against the spring force of the spring 52 against the spring force of the spring 52. At this time, an intermediate oil passage provided on the outer periphery of the spool 51 of the control valve 5a communicates the oil supply passage 29 with the first oil supply passage 21, and an oil passage at the right end in the drawing provided on the outer periphery of the spool 51. Is the second oil supply passage 22
And the second oil discharge path 42. Thus, at the time of the advance control, the oil is introduced into the advance chamber 24 and the oil is drained from the retard chamber 25.

When the ECU 8 performs the retard control,
A drive current is supplied from the CU 8, and the moving core 65 and the spool 51 of the control valve 5a are sucked to a predetermined position against the spring force of the spring 52. At this time, the spool 51 of the control valve 5a
An intermediate oil passage provided on the outer peripheral portion of the first oil supply passage 2
The first oil discharge passage 41 communicates with the first oil discharge passage 41, and an oil passage at the right end in the drawing provided on the outer peripheral portion of the spool 51 communicates the second oil supply passage 22 with the oil supply passage 29. Thereby, at the time of retard control, oil is drained from the advance chamber 24 and oil is introduced into the retard chamber 25.

When the ECU 8 is in the drain mode, a driving current is supplied from the ECU 8 and the spring 52
The moving core 65 and the spool 51 of the control valve 5a are sucked to a predetermined position against the spring force of the moving core 65. At this time, an intermediate oil passage provided on the outer peripheral portion of the spool 51 of the control valve 5a communicates the oil supply passage 29 with the first oil supply passage 21, and at the same time, an oil passage on the left end in the drawing provided on the outer peripheral portion of the spool 51 First
The oil supply path 21 communicates with the first oil discharge path 41. Further, an oil passage at the right end in the drawing provided on the outer peripheral portion of the spool 51 of the control valve 5a connects the second oil supply passage 22 and the second oil discharge passage 42. Thus, in the drain mode, the oil is drained from the inside of the advance chamber 24 and the inside of the retard chamber 25.

[Features of the First Embodiment] Next, the operation of the stopper pin 33 of the present embodiment will be briefly described with reference to FIGS. Here, FIGS. 6A to 6C are views showing the operation state of the stopper pin.

When the advance control is performed by the ECU 8 when the engine is stopped, oil is introduced into the advance chamber 24, the oil in the retard chamber 25 is drained, and the advance chamber 2 is drained.
4. Oil pressure is supplied to the oil passages 39 and 40. This balances the upper and lower hydraulic pressures of the flange 33a provided on the outer periphery of the stopper pin 33 in the hydraulic chamber 31.
As shown in FIG. 6A, the leading end of the stopper pin 33 projects from the front end face of the vane 23 and abuts on the front cover of the shoe housing 12 by the spring force of the spring 34 (first stage fitting). .

After that, the ECU 8 sets the crank angle sensor 4
When it is confirmed by the signal from the cam angle sensor 4 and the cam angle sensor that the phase of the vane rotor 3 has advanced beyond the intermediate lock phase, the drain mode is performed by the ECU 8. As a result, the oil in the advance chamber 24 and the oil in the first oil supply path 21 is drained, and the driving reaction force of the intake valve causes the phase of the vane rotor 3 to shift to the retard side as shown in FIG. Go to

When the vane rotor 3 is retarded to the intermediate lock phase, as shown in FIG. 6C, the leading end of the stopper pin 33 to which the spring force of the spring 34 is applied is formed on the shoe housing 12. (The second-stage fitting). That is, when the leading end of the stopper pin 33 is fitted into the concave portion 35, the camshaft 2 and the vane rotor 3 are fixed at the intermediate lock phase, so that the engine can be started at the intermediate lock phase.

Next, the operation of the continuously variable valve timing adjusting apparatus according to the present embodiment will be briefly described with reference to FIGS. Here, FIG. 7 is a flowchart showing control for locking to the intermediate lock phase when the engine is stopped.

First, an ignition (IG) switch 4
When 8 is turned on, the routine of FIG. 7 is started. And
It is determined whether or not the ignition (IG) switch 48 has been turned off (step S11). This determination result is N
If O, return.

If the result of the determination in step S11 is YES
In the case of, the control mode of the advance-retard hydraulic pressure control valve 5 is changed to the advance control mode in which the phase of the continuously variable intake valve timing mechanism 4, that is, the phase of the camshaft 2 and the vane rotor 3 is advanced with respect to the timing rotor 1. (Step S12).

In the advancing control mode, the spool 51 of the advancing / retarding hydraulic control valve 5 is displaced so that the oil supply passage 29 on the oil pump 6 side and the first oil supply passage 2 on the advancing chamber 24 side.
1 and the second oil discharge path 42 on the oil pan 30 side and the second oil supply path 22 on the retard chamber 25 side to introduce oil into the advance chamber 24, The oil in the corner chamber 25 is drained.

Next, it is determined whether or not the phases of the camshaft 2 and the vane rotor 3 are advanced with respect to the timing rotor 1 by more than the intermediate lock phase (step S1).
3). If the result of this determination is NO, step S11
Alternatively, the processing from step S12 is repeated.

If the result of the determination in step S13 is YES
In other words, when the angle is advanced beyond the intermediate lock phase, the hydraulic pressure in the advance chamber 24 and the retard chamber 25 is maintained.
Alternatively, the control mode of the advance / retard hydraulic pressure control valve 5 is changed to the phase of the continuously variable intake valve timing mechanism 4, that is, the camshaft 2 and the vane rotor 3 with respect to the timing rotor 1.
The advancing control mode for advancing the phase is maintained (step S14).

In the advance control mode, the spool 51 of the advance-retard hydraulic control valve 5 is displaced to move the oil supply passage 29 on the oil pump 6 side and the first oil supply passage 2 on the advance chamber 24 side.
1 and the second oil discharge path 42 on the oil pan 30 side and the second oil supply path 22 on the retard chamber 25 side to introduce oil into the advance chamber 24, The oil in the corner chamber 25 is drained.

Next, it is determined whether or not the engine speed is lower than a predetermined speed (for example, 300 rpm) (step S15). If this determination is NO,
The processing from step S14 is repeated. If the determination result in step S15 is YES, the control mode of the advance / retard hydraulic pressure control valve 5 is changed to a drain mode in which the oil in the advance chamber 24 and the oil in the retard chamber 25 are drained (step S16). ). Thereafter, the present control ends.

In this drain mode, the spool 51 of the advance / retard hydraulic pressure control valve 5 is displaced to communicate the first oil discharge passage 41 on the oil pan 30 side with the first oil supply passage 21 on the advance chamber 24 side. The oil in the advance chamber 24 and the retard chamber 25 is drained by making the second oil discharge path 42 on the oil pan 30 side and the second oil supply path 22 on the retard chamber 25 side communicate with each other. .

As described above, in the continuously variable valve timing adjusting apparatus according to the present embodiment, the ignition (I
G) The advance angle control is performed after the switch 48 is turned off,
Check that the angle has advanced beyond the intermediate lock phase. When the engine speed falls below a certain speed,
The ECU 8 determines that the oil pump 6 has stopped and the hydraulic pressure in the advance chamber 24 has dropped below a predetermined value, and the advance / retard hydraulic control valve 5
Is changed to the drain mode, and the advance chamber 24,
The oil in the retard chamber 25 and the first and second oil supply passages 21 and 22 is drained.

Thus, the advance chamber 24 and the first oil supply path 21 are completely drained, and the retard chamber 25 and the second oil
Since the oil supply path 22 is completely drained, the phase of the camshaft 2 and the phase of the vane rotor 3 move to the retard side with respect to the timing rotor 1 due to the driving reaction force of the intake valve. When the phase of the camshaft 2 and the phase of the vane rotor 3 are retarded to the intermediate lock phase, they are locked (fixed) by the stopper pins 33 as shown in FIG.

That is, the stopper pin 33 that operates when the advance chamber 24 is drained is pressed against the spring force by the spring 34 so that the concave portion 35 of the shoe housing 12 is pressed.
The camshaft 2 and the vane rotor 3 are locked at the intermediate lock position. The advance control may use delay control.

Therefore, in the continuously variable valve timing adjusting apparatus of the present embodiment, even if the oil has a high viscosity as in the case of low oil temperature and cannot return to the intermediate lock position within a predetermined estimated time, the engine is started. First, the phase of the camshaft 2 with respect to the timing rotor 1 can be reliably fixed at the intermediate lock phase.

[Second Embodiment] FIG. 8 shows a second embodiment of the present invention and is a flow chart showing control for locking to an intermediate lock phase at the time of engine start.

First, an ignition (IG) switch 4
It is determined whether or not 8 has been turned on (step S21).
If this determination is NO, the process returns. Also,
If the determination result in step S21 is YES, the control mode of the advance / retard hydraulic pressure control valve 5 is changed to a drain mode for draining the oil in the advance chamber 24 and the retard chamber 25 (step S22).

In the drain mode, the spool 51 of the advance / retard hydraulic pressure control valve 5 is displaced so that the first oil discharge passage 41 on the oil pan 30 side communicates with the first oil supply passage 21 on the advance chamber 24 side. The oil in the advance chamber 24 and the retard chamber 25 is drained by making the second oil discharge path 42 on the oil pan 30 side and the second oil supply path 22 on the retard chamber 25 side communicate with each other. .

Next, it is determined whether or not the engine start mode has ended (step S23). This determination result is N
In the case of O, the processing from step S22 is repeated.
If the determination result of step S23 is YES,
Lock fixing control for locking to the intermediate lock phase is performed (step S24). Thereafter, the present control ends.

As described above, in the continuously variable valve timing adjusting device of the present embodiment, when the engine is stopped,
The phase of the continuously variable intake valve timing mechanism 4, that is, the phase of the camshaft 2 and the vane rotor 3 is stopped on the advanced side of the intermediate lock phase. Therefore, at the same time (when the engine is started) that the ECU 8 determines that the ignition (IG) switch 48 is turned on, the advance / retard hydraulic pressure control valve 5
Is changed to the drain mode, and the advance chamber 24,
The oil in the retard chamber 25 and the first and second oil supply passages 21 and 22 is drained.

As a result, the phase of the camshaft 2 and the phase of the vane rotor 3 move to the retard side with respect to the timing rotor 1 due to the driving reaction force from the intake valve during cranking of the engine. When the phase of the camshaft 2 and the phase of the vane rotor 3 are retarded to the intermediate lock phase, they are locked (fixed) by the stopper pins 33.

When the engine exits the engine start mode, lock fixing control for securely fixing the stopper pin 33 is performed. Therefore, in the continuously variable valve timing adjusting device of the present embodiment, the phase of the camshaft 2 with respect to the timing rotor 1 can be reliably fixed to the intermediate lock phase when the engine is started.

[Third Embodiment] FIG. 9 shows a third embodiment of the present invention, and is a flowchart showing control for locking to the intermediate lock phase when the engine is stalled (stalled).

First, an ignition (IG) switch 4
When 8 is turned on, the routine of FIG. 9 starts. And
It is determined whether the engine speed has dropped below a certain speed (step S31). If this determination is NO, the process returns.

In addition, the decision result in the step S31 is YES.
In this case, the control mode of the advance / retard hydraulic pressure control valve 5 is changed to a drain mode for draining the oil in the advance chamber 24 and the retard chamber 25 (step S32). Thereafter, the present control ends.

In the drain mode, the spool 51 of the advance / retard hydraulic pressure control valve 5 is displaced to communicate the first oil discharge passage 41 on the oil pan 30 side with the first oil supply passage 21 on the advance chamber 24 side. The oil in the advance chamber 24 and the retard chamber 25 is drained by making the second oil discharge path 42 on the oil pan 30 side and the second oil supply path 22 on the retard chamber 25 side communicate with each other. .

As described above, in the continuously variable valve timing adjusting apparatus according to the present embodiment, when the ECU 8 determines the engine stall (stalling), the control mode of the advance / retard hydraulic pressure control valve 5 is changed to the drain mode. , Advance chamber 24, retard chamber 25, and first and second oil supply paths 2
Drain 1,22 oil.

As a result, at the time of the above-described engine start mode at the time of the next engine start, since the oil has escaped from the advance chamber 24 and the first oil supply passage 21, the advance assist spring 38 is inserted into the continuously variable intake valve timing mechanism 4. Is incorporated into the camshaft 2 and the vane rotor 3 with respect to the timing rotor 1 by the negative torque when the cam peak of the camshaft 2 climbs over the tappet.
Moves to the advance side.

Next, the phase of the continuously variable intake valve timing mechanism 4, that is, the phase of the camshaft 2 and the phase of the vane rotor 3 are delayed with respect to the timing rotor 1 due to the driving reaction force when the cam peak of the camshaft 2 rides on the tappet. It moves to the corner side and can be locked (fixed) by the stopper pin 33 at the intermediate lock phase.

[Fourth Embodiment] FIG. 10 shows a fourth embodiment of the present invention, and is a flow chart showing control for locking to the intermediate lock phase when the oil temperature is high (when the oil pressure is low).

First, an ignition (IG) switch 4
When 8 is turned on, the routine of FIG. 10 is started. Then, it is determined whether or not the ignition (IG) switch 48 has been turned off (step S41). If this determination is NO, the process returns.

If the decision result in the step S41 is YES
In the case of, it is determined whether the oil temperature estimated from the cooling water temperature detected by the cooling water temperature sensor or the oil temperature detected by the oil temperature sensor is a high oil temperature (for example, 110 ° C. or higher) (step S42). ).

If the result of this determination is NO, the control mode of the advance / retard hydraulic pressure control valve 5 is changed to the phase of the continuously variable intake valve timing mechanism 4, that is, the phase of the camshaft 2 and the vane rotor 3 with respect to the timing rotor 1. Is changed to the advance control mode for advancing (step S43). Thereafter, the present control ends.

In this advance control mode, the spool 51 of the advance / retard hydraulic pressure control valve 5 is displaced, and the oil supply passage 29 on the oil pump 6 side and the first oil supply passage 2 on the advance chamber 24 side are displaced.
1 and the second oil discharge path 42 on the oil pan 30 side and the second oil supply path 22 on the retard chamber 25 side to introduce oil into the advance chamber 24, The oil in the corner chamber 25 is drained.

If the result of the determination in step S42 is YES
In this case, the control mode of the advance / retard hydraulic pressure control valve 5 is changed to a drain mode for draining oil in the advance chamber 24 and the retard chamber 25 (step S44). Thereafter, the present control ends.

In this drain mode, the oil pan 30
The first oil discharge passage 41 on the oil pan 30 side communicates with the first oil supply passage 21 on the advance chamber 24 side, and the second oil discharge passage 41 on the oil pan 30 side.
Oil discharge path 42 and second oil supply path 2 on the retard chamber 25 side
2 and the retard chamber 2 and the retard chamber 2
Drain the oil in 5.

As described above, in the continuously variable valve timing adjusting apparatus of the present embodiment, the phase of the intake continuously variable valve timing mechanism 4, that is, the timing rotor 1, It is very difficult to advance the phase between the camshaft 2 and the vane rotor 3.

Therefore, when the ECU 8 determines that the temperature of the oil supplied into the advance chamber 24 is high (for example, 110 ° C. or higher), the control of the advance / retard hydraulic pressure control valve 5 is performed when the engine is stopped. Change the mode to drain mode,
4, retard chamber 25 and first and second oil supply passages 21, 2
Drain 2 oils. Thereby, at the next engine start, the oil escapes from the advance chamber 24 and the first oil supply passage 21 in the same manner as described above, so that the engine can be locked (fixed) at the intermediate lock phase at the time of cranking. .

[Structure of Fifth Embodiment] FIGS. 11 and 1
2 shows a fifth embodiment of the present invention. FIG. 11 is a state diagram of the valve timing adjusting device for an internal combustion engine during operation of the engine. FIG. It is a state diagram at the time of the drain mode at the time of starting.

The hydraulic circuit of the continuously variable intake valve timing mechanism 4 of the present embodiment includes a first oil supply passage 21 connecting the first oil supply / discharge port 57 of the advance / retard hydraulic control valve 5 and the advance chamber 24. A pilot valve (corresponding to the oil passage switching valve of the present invention) 7 is connected midway. In the present embodiment, the pilot valve 7 is provided between the advance / retard hydraulic pressure control valve 5 and the advance chamber 24, that is, in the middle of the first oil supply passage 21, but in the middle of the first oil supply passage 21. An electromagnetic valve or the like may be provided instead of the pilot valve 7.

The advance / retard hydraulic pressure control valve 5 includes a control valve 5a housed in a concave portion provided at a predetermined position of a valve body 49 forming a hydraulic system circuit, and an electromagnetic valve for driving the control valve 5a. It is composed of an actuator 5b and the like.

Of these, the sleeve 50 has an oil supply port 53 connected to the oil supply passage 29 of the oil pump (hydraulic power source) 6 for pumping up the oil in the oil pan 30 and discharging the oil to various parts of the engine. A first drain port 55 for draining oil in the hydraulic control chamber 73 of the pilot valve 7, a second drain port 56 for draining oil in the retard chamber 25, the first and second oil supply passages 21, First and second oil supply / discharge ports 57 and 58 connected to the hydraulic control chamber 22 and the hydraulic control chamber 7 of the pilot valve 7
A communication port 59 and the like connected to the communication port 3 are formed.

The illustrated left end of the solenoid shaft 66 of the electromagnetic actuator 5b is fitted in a shaft hole formed in the illustrated right end surface of the spool 51 of the control valve 5a. Further, a drive current is supplied from the ECU 8 to the solenoid coil 63 during operation of the engine to generate a magnetomotive force, and the moving core 65 is attracted in accordance with the magnetomotive force. In the drain mode, since the drive current is stopped from the ECU 8, the spool 51 of the control valve 5a is returned to the initial position by the spring force of the spring 52.

The pilot valve 7 is provided to strengthen the drain mechanism more than the continuously variable intake valve timing mechanism 4 shown in FIGS. 1 to 3, and is provided with a valve body (not shown).
, A spool (spool valve) 72 slidably accommodated in the sleeve 71, and a hydraulic control chamber 73.
And a spring 74 biasing the side.

The sleeve 71 includes a third oil supply / discharge port 75 connected to a third oil supply path 60 communicating the communication port 59 of the control valve 5 a and the hydraulic control chamber 73, and an oil in the advance chamber 24. A third drain port 77 connected to an oil passage 76 for draining the first oil supply passage 21 and first oil supply / discharge ports 78 and 79 connected to the first oil supply passage 21.
Etc. are formed. The outer peripheral portion of the spool 72 is provided with two first and second lands forming one oil passage.

Further, in the middle of an oil path 90 connecting the oil supply path 29 on the oil pump 6 side and the third oil supply path 60 on the pilot valve 7 side, the discharge amount of the oil pump 6 due to the fluctuation of the engine speed is determined. A fixed throttle 9 is provided for absorbing pressure fluctuation in the oil passage 90 caused by the change.

Further, the hydraulic circuit of the continuously variable intake valve timing mechanism 4 of the present embodiment has a second oil supply in which oil is drained from the retard chamber 25 and an oil passage 76 for draining oil in the advance chamber 24. A communication passage 92 communicating with the passage 22 and a check valve 93 provided in the middle of the communication passage 92 and opening when the hydraulic pressure of the retard chamber 25 is smaller than the hydraulic pressure of the advance chamber 24 are provided. ing.

[Features of Fifth Embodiment] Next, the operation of the continuously variable valve timing adjusting apparatus of the present embodiment will be briefly described with reference to FIGS.

When the engine is started, the oil pump 6 is driven to rotate by the engine. As a result, the oil pressure in the oil supply passage 29, the oil passage 90, the third oil supply passage 60, and the oil pressure in the oil pressure control chamber 73 rises, and when the oil pressure in the oil pressure control chamber 73 exceeds the spring force of the spring 74, FIG. As shown in (2), the spool 72 of the pilot valve 7 is displaced rightward in the figure.

The oil supply path 2 on the oil pump 6 side
The fixed throttle 9 provided in the middle of the oil passage 90 connecting the oil pump 9 and the third oil supply passage 60 on the pilot valve 7 side absorbs pressure fluctuations caused by a change in the discharge amount of the oil pump 6 and reduces the oil pressure. Even when the pressure and the pressure fluctuation are large, the spool 72 of the pilot valve 7 is reliably kept at the right side in the drawing by stably maintaining the hydraulic pressure in the hydraulic control chamber 73.

On the other hand, when the spool 51 of the advance / retard hydraulic pressure control valve 5 is changed to the drain mode when the engine is stopped or the engine is started, the hydraulic control chamber 73 on the left side of the pilot valve 7 in the figure is moved to the advance / retard hydraulic control valve 5. Of the spool 51 is displaced to the left in the drawing against the spring force of the spring 52, so that the oil in the advance chamber 24 and the retard chamber 25 is drained, and the oil in the hydraulic control chamber 73 is also drained. Therefore, the spool 72 of the pilot valve 7 moves to the left side in the figure by the spring force of the spring 74.

At this time, even if the oil pump 6 generates a hydraulic pressure, the first oil supply path 21 which is connected to the advance chamber 24 through the oil path of the advance / retard hydraulic control valve 5 is provided with the oil of the pilot valve 7. Since the passage communicates with the oil passage 76, the oil pressure from the oil pump 6 is completely shut off. In the oil passage 90 from the oil pump 6 to the hydraulic control chamber 73 of the pilot valve 7, the hydraulic pressure is reduced by the fixed throttle 9, so that the spool 72 is fixed on the left side in the figure by the spring force of the spring 74 of the pilot valve 7. .

With the above operation, the oil passage 76 through which the oil is drained from the advance chamber 24 of the continuously variable intake valve timing mechanism 4 is provided with the engine rotation relative to the continuously variable intake valve timing mechanism 4 shown in FIGS. Oil pressure fluctuation (pressure fluctuation) from the oil pump 6 whose discharge amount changes according to the number
, The oil in the advance chamber 24 is surely discharged and locked (fixed) by the stopper pin 33 at the intermediate lock phase becomes very easy.

The oil passage 76 through which oil is drained from the advance chamber 24 and the second oil supply passage 22 through which oil is drained from the retard chamber 25 are provided in the middle of a communication passage 92. The check valve 93 is opened when the hydraulic pressure of the retard chamber 25 is smaller than the hydraulic pressure of the advance chamber 24, so that no negative pressure is generated in the retard chamber 25 and the vane rotor 3 moves more toward the advance side. Can be prevented.

[Other Embodiments] In this embodiment, three advance angles are provided by providing three shoes 16 on the inner periphery of the shoe housing 12 and three vanes 23 on the outer periphery of the vane rotor 3. Although a valve timing is continuously varied by providing a chamber (advance hydraulic chamber) 24 and three retard chambers (retard hydraulic chamber) 25, four or more shoes 16 are provided on the inner peripheral portion of the shoe housing 12. By providing four or more vanes 23 on the outer periphery of the vane rotor 3, four or more advance chambers (advance hydraulic chamber) 24 and four or more retard chambers (retard hydraulic chamber) 25 are provided. The valve timing may be continuously varied. Also, two advance chambers (advance hydraulic chamber)
24 and two retard chambers (retard hydraulic chambers) 25 may be provided to continuously vary the valve timing.

Here, at the time of idling, the opening and closing timing of the intake valve of the engine is greatly delayed (retarded) to eliminate the overlap (the timing when the intake valve and the exhaust valve are simultaneously opened) to stabilize combustion. You may make it do. Further, at the time of medium-speed and high-load operation, the opening / closing timing of the intake valve is advanced (advanced) to increase the overlap, increase the self EGR (residual gas in the combustion chamber) to lower the combustion temperature, and reduce HC, NOx. May be reduced. In this case, the pump loss is reduced, and the fuel efficiency is improved. Further, at the time of high speed and high load, the closing timing of the intake valve may be delayed (retarded) to an optimum position to secure the maximum output.

Further, the actual position of the camshaft 2 may be detected by a sensor, and the advance / retard angle hydraulic control valve 5 may be feedback-controlled so that the target valve timing is obtained. Further, in the present embodiment, the valve timing is continuously variable, but the valve timing may be three-step variable of the advance control mode, the retard control mode, and the drain mode, or may be multi-step. The present invention may be applied to not only the continuously variable intake valve timing mechanism but also the continuously variable intake and exhaust valve timing mechanism or the continuously variable exhaust valve timing mechanism. Further, an overhead valve (OHV) engine or an overhead camshaft (OHC) engine may be used as the internal combustion engine.

[Brief description of the drawings]

FIG. 1 is a schematic diagram showing an overall configuration of a valve timing adjusting device for an internal combustion engine (first embodiment).

FIG. 2 is a front view showing a continuously variable intake valve timing mechanism (first embodiment);

FIG. 3 is a sectional view showing a continuously variable intake valve timing mechanism (first embodiment);

FIG. 4 is a schematic view showing a stopper pin driving mechanism (first embodiment).

FIG. 5 is a block diagram showing a hydraulic control device including an ECU (first embodiment).

FIGS. 6A to 6C are explanatory views showing the operation state of a stopper pin (first embodiment).

FIG. 7 is a flowchart showing control for locking to an intermediate lock phase when the engine is stopped (first embodiment).

FIG. 8 is a flowchart showing control for locking to an intermediate lock phase when the engine is started (second embodiment).

FIG. 9 is a flowchart showing control for locking to an intermediate lock phase when the engine is stalled (third embodiment).

FIG. 10 is a flowchart showing control for locking to an intermediate lock phase at a high oil temperature (fourth embodiment).

FIG. 11 is a state diagram of the internal combustion engine valve timing adjusting device during operation of the engine (fifth embodiment).

FIG. 12 is a state diagram of the valve timing adjusting device for an internal combustion engine in a drain mode when the engine is stopped or the engine is started (fifth embodiment).

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Timing rotor 2 Camshaft 3 Vane rotor 4 Continuous intake variable valve timing mechanism 5 Advance / retard angle hydraulic control valve (Hydraulic supply / discharge means) 6 Oil pump (Hydraulic source) 7 Pilot valve (Oil passage switching valve) 8 ECU 9 Fixed throttle 21 1st oil supply path (oil path) 22 2nd oil supply path 24 advance chamber (advance hydraulic chamber) 25 retard chamber (retard hydraulic chamber) 29 oil supply path 33 stopper pin (phase fixing means) 38 advance Assist spring 92 Communication passage 93 Check valve

 ──────────────────────────────────────────────────続 き Continuing from the front page (72) Inventor Hirohiko Yamada 1-1-1, Showa-cho, Kariya-shi, Aichi Pref. F term (reference) 3G018 AA05 AB02 AB17 BA33 CA20 DA24 DA51 DA52 DA56 DA57 DA59 DA60 DA70 DA73 DA74 DA84 EA02 EA11 EA16 EA17 EA21 EA22 EA31 EA32 FA01 FA07 FA16 GA02 GA11 GA33 3G092 AA01 AA11 EA10 DA02 DA03 DA02 DA04 EA22 EA28 EA29 EC03 FA11 FA31 GA01 GA10 HA01Z HA11Z HA13X HE01Z HE03Z HE05Z HE08Z HE09X

Claims (8)

[Claims] A timing rotor that rotates in synchronization with a crankshaft of an internal combustion engine; and (b) a timing rotor that determines opening and closing timing of an intake or exhaust valve of the internal combustion engine. (C) a vane rotor that rotates integrally with the camshaft; (d) the vane rotor is rotated by hydraulic pressure to advance the phase of the camshaft with respect to the timing rotor. (E) a retard hydraulic chamber for rotating the vane rotor by hydraulic pressure to retard the phase of the camshaft with respect to the timing rotor; and (f) the advance hydraulic chamber. When the oil in the hydraulic chamber drains,
A phase fixing means for fixing the phase of the camshaft to a desired intermediate lock phase; (g) relative to the advance hydraulic chamber and the retard hydraulic chamber, hydraulic pressure generated by a hydraulic source during operation of the engine. And a hydraulic supply / discharge means for supplying / discharging the hydraulic motor, wherein the hydraulic supply / discharge means performs advance control for advancing the phase of the camshaft with respect to the timing rotor when the engine is stopped, and thereafter, the cam A valve timing adjusting device for an internal combustion engine, wherein a drain mode for draining oil in the advanced hydraulic chamber is performed when a phase of a shaft is advanced beyond the intermediate lock phase. 2. The timing rotor having: (a) a timing rotor that rotates in synchronization with a crankshaft of the internal combustion engine; and (b) a cam ridge for determining opening / closing timing of an intake or exhaust valve of the internal combustion engine. (C) a vane rotor that rotates integrally with the camshaft; (d) the vane rotor is rotated by hydraulic pressure to advance the phase of the camshaft with respect to the timing rotor. (E) a retard hydraulic chamber for rotating the vane rotor by hydraulic pressure to retard the phase of the camshaft with respect to the timing rotor; and (f) the advance hydraulic chamber. When the oil in the hydraulic chamber drains,
A phase fixing means for fixing the phase of the camshaft to a desired intermediate lock phase; (g) relative to the advance hydraulic chamber and the retard hydraulic chamber, hydraulic pressure generated by a hydraulic source during operation of the engine. And a hydraulic supply / discharge unit for performing advancing control to advance the phase of the cam shaft with respect to the timing rotor from the intermediate lock phase when the engine is stopped. And a drain mode for draining oil in the advance hydraulic chamber when the engine is started. 3. A timing rotor having: (a) a timing rotor that rotates in synchronization with a crankshaft of the internal combustion engine; and (b) a cam ridge for determining opening / closing timing of an intake or exhaust valve of the internal combustion engine. (C) a vane rotor that rotates integrally with the camshaft; (d) the vane rotor is rotated by hydraulic pressure to advance the phase of the camshaft with respect to the timing rotor. (E) a retard hydraulic chamber for rotating the vane rotor by hydraulic pressure to retard the phase of the camshaft with respect to the timing rotor; and (f) the advance hydraulic chamber. When the oil in the hydraulic chamber drains,
A phase fixing means for fixing the phase of the camshaft to a desired intermediate lock phase; (g) relative to the advance hydraulic chamber and the retard hydraulic chamber, hydraulic pressure generated by a hydraulic source during operation of the engine. And a hydraulic pressure supply / discharge means for selectively supplying / discharging the valve, wherein the hydraulic pressure supply / discharge means performs a drain mode for draining oil in the advance hydraulic chamber when the engine is stalled. . 4. A timing rotor, comprising: (a) a timing rotor that rotates in synchronization with a crankshaft of the internal combustion engine; and (b) a cam ridge for determining opening / closing timing of an intake or exhaust valve of the internal combustion engine. (C) a vane rotor that rotates integrally with the camshaft; (d) the vane rotor is rotated by hydraulic pressure to advance the phase of the camshaft with respect to the timing rotor. (E) a retard hydraulic chamber for rotating the vane rotor by hydraulic pressure to retard the phase of the camshaft with respect to the timing rotor; and (f) the advance hydraulic chamber. When the oil in the hydraulic chamber drains,
A phase fixing means for fixing the phase of the camshaft to a desired intermediate lock phase; (g) relative to the advance hydraulic chamber and the retard hydraulic chamber, hydraulic pressure generated by a hydraulic source during operation of the engine. And a hydraulic supply / discharge means for supplying / discharging the oil in advance, wherein the hydraulic supply / discharge means performs a drain mode for draining the oil in the advance hydraulic chamber when the oil temperature is high or the oil pressure is low and the engine is stopped. A valve timing adjusting device for an internal combustion engine, comprising: 5. A timing rotor, comprising: (a) a timing rotor that rotates in synchronization with a crankshaft of the internal combustion engine; and (b) a cam ridge for determining opening / closing timing of an intake or exhaust valve of the internal combustion engine. (C) a vane rotor that rotates integrally with the camshaft; (d) the vane rotor is rotated by hydraulic pressure to advance the phase of the camshaft with respect to the timing rotor. (E) a retard hydraulic chamber for rotating the vane rotor by hydraulic pressure to retard the phase of the camshaft with respect to the timing rotor; and (f) the advance hydraulic chamber. When the oil in the hydraulic chamber drains,
Phase fixing means for fixing the phase of the camshaft to a desired intermediate lock phase; and (g) relatively supplying and discharging hydraulic pressure generated by a hydraulic pressure source to the advance hydraulic chamber and the retard hydraulic chamber. (H) when the engine is stopped, when the engine is started, or when the engine is stalled, the oil is supplied from the hydraulic passage from the hydraulic pressure source to the advance hydraulic chamber through the hydraulic supply and discharge means, and the oil is supplied from the advance hydraulic chamber to And an oil passage switching valve for switching to an oil passage to be drained. 6. The valve timing adjusting device for an internal combustion engine according to claim 5, wherein the hydraulic pressure supply / discharge means includes an oil passage through which oil is drained from the advance hydraulic chamber and a drain from which oil is drained from the retard hydraulic chamber. And a check valve provided in the middle of the communication passage and opening when the hydraulic pressure of the retard hydraulic chamber is smaller than the hydraulic pressure of the advance hydraulic chamber. A valve timing adjusting device for an internal combustion engine. 7. The valve timing adjusting device for an internal combustion engine according to claim 1, further comprising: the vane rotor, the advance hydraulic chamber, the retard hydraulic chamber, and the phase fixing unit. Wherein the continuously variable valve timing mechanism is provided with an advance assist spring for advancing the phase of the cam shaft with respect to the timing rotor to the intermediate lock phase or more. Timing adjustment device. 8. The valve timing adjusting device for an internal combustion engine according to claim 1, wherein the hydraulic pressure source supplies a hydraulic pressure to the advance hydraulic chamber and the retard hydraulic chamber. An oil pump that is driven to rotate in synchronization with the crankshaft of the internal combustion engine and generates a discharge amount proportional to the engine speed is used.