JP4163700B2 - Valve timing control device for internal combustion engine - Google Patents

Description

  The present invention relates to a valve timing control device that makes opening / closing timings of an intake valve and an exhaust valve of an internal combustion engine variable according to an operating state.

  As a conventional valve timing control device, a vane type device described in Patent Document 1 below is known.

  Briefly, in this valve timing control device, the vane fixed to the end of the camshaft is rotatable inside the cylindrical housing of the timing sprocket whose opening end is closed by the front cover and the rear cover. The advance side hydraulic chamber and the retard angle are provided between four substantially trapezoidal projections and four vane portions of the vane that are housed and project inward from the diameter direction on the inner peripheral surface of the housing. A side hydraulic chamber is defined. Then, according to the engine operating state, the hydraulic pressure is supplied to and discharged from each of the advance side and retard side hydraulic chambers to rotate the vane forward and backward, thereby changing the relative rotation phase between the timing pulley and the camshaft. The intake valve opening and closing timing is made variable.

  A lock mechanism for restricting or releasing the relative rotation between the timing sprocket and the vane is provided between the one protrusion and the rear cover fixed to the vane. In this locking mechanism, a through hole is formed in one projection of the timing sprocket along the axial direction of the camshaft, and a lock pin is slidably provided in the through hole and rotates integrally with the vane. A locking hole that is continuous with the through hole is formed in the rear cover. The lock pin is urged toward the locking hole by the spring force of the spring mounted on the outer end side, and is pushed out of the locking hole by the hydraulic pressure supplied to the pressure receiving portion of the locking hole. It is supposed to be. In addition, the spring force (biasing force) of the spring is a locking force generated in the lock pin when a fluid pressure equal to the fluid pressure in the hydraulic chamber when the relative rotation between the timing sprocket and the vane occurs is applied to the pressure receiving portion. It is set smaller than the driving force that comes out of the hole.

Therefore, when changing the timing of opening and closing the valve, the lock pin comes out of the locking hole and the timing sprocket and vane are unlocked. Damage can be prevented.
JP-A-9-280017

  Incidentally, it is generally known that a camshaft of an internal combustion engine generates positive and negative alternating fluctuation torques as shown in FIG. 6 due to the spring force of a valve spring during operation of the engine. The average of the maximum peak value P1 of the positive fluctuation torque of the alternating fluctuation torque and the maximum peak value P2 of the negative fluctuation torque is averaged, that is, the average value of the areas 51 and 52 shown by the oblique lines in FIG. The average value P3 of the alternating fluctuation torque is set.

  Then, in the conventional valve timing control device, considering the relationship between the hydraulic pressure in the retard side hydraulic chamber in the initial stage of unlocking the lock pin, that is, the fluid pressure acting on the vane and the alternating fluctuation torque, Since the fluid pressure is not sufficiently high at the time, the vane has not yet rotated. Therefore, it is considered that the fluid pressure equal to the alternating fluctuation torque and the average value P3 of the alternating fluctuation torque is acting on the vane. It is done. However, since the fluid pressure equal to the average value P3 of the alternating fluctuation torque is lower than the maximum positive and negative peak values P1 and P2 of the alternating fluctuation torque, depending on the value of the alternating fluctuation torque, that is, the fluid pressure for relative rotation. When the fluctuation torque is larger than the average value P3, the vane vibrates in the alternating fluctuation torque as soon as the lock pin is unlocked by the fluid pressure, and the side surfaces of the adjacent projecting portions close to each other. There is a risk that a relatively large vibration sound will be generated. As a result, vibration noise is generated and durability such as vanes is lowered.

The present invention has been devised in view of the technical problem of the valve timing control device of the conventional example. The invention according to claim 1 is a rotating body that is driven to rotate by a crankshaft of an engine, and an end of a camshaft. A vane that is fixed to a portion and relatively rotates within the housing of the rotating body, a partition wall projecting inwardly on an inner peripheral surface of the housing, and between the partition wall and both side surfaces of the vane. The retarded-side hydraulic chamber and the advanced-side hydraulic chamber defined, an oil passage for supplying and discharging hydraulic pressure relatively to both the hydraulic chambers and rotating the vane forward and backward, and the spring force of the spring member, It locks the relative rotation between the rotor and the vanes, by compressive deformation of said spring member, and is configured to release the lock, occurs more the vane member to the supplied hydraulic pressure via the oil passage rotational torque, put in when the engine is started When it is the torque value in the range of absolute value of the average value of the rotation fluctuation torque in the normal rotational fluctuation torque and negative values of acting to a positive maximum torque value to the vane, hydraulic said spring member And a lock mechanism that compresses and deforms by the above-described mechanism, and is configured to rotate to a side where the relative rotational position of the rotating body and the vane is locked when the engine is stopped.
According to a second aspect of the present invention, there is provided a rotating body that is rotationally driven by a crankshaft of an engine, a vane that is fixed to an end of a camshaft and relatively rotates within the housing of the rotating body, and an inner periphery of the housing A partition wall projecting inwardly on the surface;
The retard side hydraulic chamber and the advance side hydraulic chamber defined between the partition wall and both side surfaces of the vane, and the vane is rotated forward and backward by relatively supplying and discharging hydraulic pressure to the hydraulic chambers. The relative rotation between the rotating body and the vane is locked by the spring force of the oil passage and the spring member, and the lock is released by compressing and deforming the spring member, via the oil passage. absolute from the absolute value of the average value of the rotation fluctuation torque and negative rotational torque fluctuation positive value rotational torque acts on the vane at the time of engine starting that generated in the vane by the supplied hydraulic pressure of the negative maximum torque value each when it is the torque value in the range of up to a value, the spring member and a locking mechanism for compressing deformed by hydraulic pressure on the side relative rotational position between the rotor and the vanes when the engine is stopped is locked Configure to rotate It is characterized in that it is.

  1 to 3 show a first embodiment of a valve timing control device for an internal combustion engine according to the present invention, which is applied to an intake valve side.

  That is, a timing pulley 1 that is a rotating body that is rotationally driven via a timing belt by a crankshaft (not shown) of the engine, a camshaft 2 that is provided to be rotatable relative to the timing pulley 1, and the camshaft 2 is provided with a vane 3 fixed to the end of 2 and rotatably accommodated in the timing pulley 1, and a hydraulic circuit for rotating the vane 3 forward and backward by hydraulic pressure.

  As shown in FIG. 3, the timing pulley 1 includes a rotating member 5 having a tooth portion 5 a meshed with a timing belt on the outer periphery, and a housing that is disposed in front of the rotating member 5 and rotatably accommodates the vane 3. 6, a disc-shaped front cover 7 that is a lid that closes the front end opening of the housing 6, and a substantially disc-like shape that is disposed between the housing 6 and the rotating member 5 and closes the rear end opening of the housing 6. The rotating member 5, the housing 6, the front cover 7, and the rear cover 8 are integrally coupled from the axial direction by four small diameter bolts 9.

  The rotating member 5 has a substantially annular shape, and has four female screw holes 10 through which the small-diameter bolts 9 are screwed at equal circumferential positions of about 90 ° in the circumferential direction. A step-diameter fitting hole 11 into which a passage-forming sleeve 25 described later is fitted is formed through. Further, a disk-like fitting groove 12 into which the rear cover 8 is fitted is formed on the front end surface, and an engaging groove 20 is formed at a predetermined position on the outer peripheral side of the fitting groove 12.

  The housing 6 has a cylindrical shape with openings at the front and rear ends, and four partition wall portions 13 project from the circumferential position of the inner peripheral surface at 90 °. The partition wall 13 has a trapezoidal shape in cross section, is provided along the axial direction of the housing 6, and both end edges are flush with the both end edges of the housing 6. Four bolt insertion holes 14 through which the small-diameter bolts 9 are inserted are formed penetrating in the axial direction. Further, a U-shaped seal member 15 and a leaf spring 16 that presses the seal member 15 inward are fitted and held in a holding groove 13a that is cut out along the axial direction at the center position of the inner end face of each partition wall portion 13. Has been.

  Further, the front cover 7 has a relatively large-diameter bolt insertion hole 17 formed in the center, and four bolt holes 18 formed at positions corresponding to the bolt insertion holes 14 of the housing 6. ing.

  The rear cover 8 has a disc portion 8a fitted and held in the fitting groove 12 of the rotating member 5 on the rear end surface, and a small-diameter annular portion 25a of the sleeve 25 is fitted in the center. A fitting hole 8c is formed, and four bolt holes 19 are similarly formed at positions corresponding to the bolt insertion holes 14. An engagement hole 21 having a tapered inner peripheral surface is formed at a position corresponding to the engagement groove 20 of the rear cover 8.

  The camshaft 2 is rotatably supported at the upper end of the cylinder head 22 via a cam bearing 23, and an unillustrated cam for opening the intake valve via a valve lifter is integrally provided at a predetermined position on the outer peripheral surface. In addition, a flange portion 24 is integrally provided at the front end portion.

  The vane 3 is integrally formed of a sintered alloy material, and is camshafted by a fixing bolt 26 inserted from the axial direction through the sleeve 25 in which the front and rear portions are fitted in the flange portion 24 and the fitting hole 11, respectively. 2 is fixed to the front end portion of the annular base portion 27. The annular base portion 27 has a bolt insertion hole 27a through which the fixing bolt 26 is inserted at the center thereof, and is integrally provided at a circumferential position of 90 ° on the outer peripheral surface of the base portion 27. And four blade portions 28.

  Each of the blade portions 28 has a rectangular shape, is disposed between the partition walls 13, and has an inner peripheral surface 6 a of the housing 6 in a holding groove 29 cut out in the axial direction at the center of each outer peripheral surface. A U-shaped seal member 30 slidably in contact with the plate spring 31 and a leaf spring 31 for pressing the seal member 30 outward are fitted and held. Further, four advance-side hydraulic chambers 32 and retard-side hydraulic chambers 33 are formed between both sides of each blade 28 and both sides of each partition 13. In addition, a sliding hole 35 is formed in one blade portion 28 at a position corresponding to the engagement hole 21 of the rear plate 8 along the axial direction. A through hole 36 that communicates 33 and the sliding hole 35 is formed substantially along the circumferential direction.

  Further, a lock pin 34 is slidably provided in the sliding hole 35 of one blade portion 28. As shown in FIGS. 1, 4 and 5, the lock pin 34 has a middle-diameter main body 34a at the center side, and an engaging portion 34b formed in a substantially conical shape on the tip side of the main body 34a, It comprises a stepped large diameter stopper portion 34c formed on the rear end side of the main body 34a. A pressure receiving chamber 40 is formed between the outer peripheral surface between the stopper 34c and the main body 34a and the inner peripheral surface of the sliding hole 35, and the outer end surface of the stopper portion 34c and the inner surface of the front cover 7 are formed. A coil spring 39, which is a spring member that urges the lock pin 34 toward the engagement hole 21, is elastically mounted between the end face and the engagement portion 34b of the lock pin 34 is located on the maximum retard angle side of the vane 3. The engaging portion 34 b is engaged with the engaging hole 21 in the rotating position.

  At this time, one vane 3 out of the four vanes 3 to 3 is brought into contact with the partition wall portion 13 facing the vane 3 and the space between the other vane 3 and each partition wall portion 13 facing the vane 3. The relative positional relationship between the lock pin 34 and the engagement hole 21 is set so as to be in a separated state with a minute gap s. Here, the minute gap s is determined by the average torque, the sliding friction, and the size of the vane 3.

  Accordingly, sticking between the other vanes 3 and the partition wall portion 13 is prevented, and the response during rotation can be improved.

  It is possible to set all the four vanes 3 in the separated state.

  The pressure receiving chamber 40 communicates with the retarded hydraulic chamber 33 through the through hole 36, and the lock pin 34 resists the spring force of the coil spring 39 by the hydraulic pressure introduced from the retarded hydraulic chamber 33. The actuator is operated in the left direction in the drawing, that is, in the retracting direction in which the engaging portion 34b is pulled out from the locking hole 21.

On the other hand, the coil spring 39 is set based on the relationship between the positive and negative alternating fluctuation torque generated in the camshaft 2 and the vane 3 during the operation of the engine and the hydraulic pressure supplied to the pressure receiving chamber 40. That is, as shown in FIG. 6, the spring force of the coil spring 39 is such that an oil pressure higher than the average value P3 of the maximum peak value P1 of the positive fluctuation torque and the maximum peak value P2 of the negative fluctuation torque is applied to the pressure receiving chamber 40. In the case of acting, that is, the spring force that compresses and deforms only when the hydraulic pressure equal to the torque value within the range from the average value P3 to the positive or negative maximum peak values P1 and P2 is applied. Specifically, the spring force (spring load) of the coil spring 39 is set by the following equation. That is,
The force F to move the lock pin is
F = PS
The generated torque Tp due to hydraulic pressure is
Tp = ηPBn (R1 ² −R2 ² ) / 8
Therefore, the hydraulic pressure Pp corresponding to the torque T is
Pp = 8T / ηBn (R1 ² −R2 ² )
On the other hand, the total volume of the hydraulic chamber is
V = nBα (R1 ² −R2 ² ) / 8
∴Pp = Tα / ηV
∴F = TαS / ηV
If the average fluctuation torque is T1 and the peak torque is T2, the load Fsp of the coil spring of the lock pin is
T1αS / ηV ≦ Fsp ≦ T2αS / ηV
Should be set.

Here, P: hydraulic pressure, S: pressure receiving area of lock pin, η: mechanical efficiency of mechanism, n: number of vane blades, B: length of vane, R1: vane blade outer diameter, R2: vane shaft outer diameter , Α: maximum conversion angle And these sliding hole 35, engagement hole 21, lock pin 34, coil spring 39, and pressure receiving chamber 40 constitute a lock mechanism. In the figure, reference numeral 60 denotes a groove for releasing air when the lock pin 34 moves backward, and is communicated with the bolt insertion hole 17 of the front cover 7.

  The hydraulic circuit 4 supplies and discharges hydraulic pressure to and from the first hydraulic passage 41 that supplies and discharges hydraulic pressure to the advance-side hydraulic chamber 32 and the retard-side hydraulic chamber 33 as shown in FIGS. There are two systems of hydraulic passages, the second hydraulic passage 42, and a supply passage 43 and a drain passage 44 are connected to both the hydraulic passages 41, 42 via a passage switching electromagnetic switching valve 45. Yes. The supply passage 43 is provided with an oil pump 47 that pumps the oil in the oil pan 46, while the downstream end of the drain passage 44 communicates with the oil pan 46.

  The first hydraulic passage 41 is branched from the cylinder head 22 in the head portion 26a through the first passage portion 41a formed in the shaft center of the camshaft 2 and the internal axial direction of the fixing bolt 26. The first oil passage 41b that communicates with the first passage portion 41a, and the first oil formed between the small-diameter outer peripheral surface of the head portion 26a and the inner peripheral surface of the bolt insertion hole 27a in the base portion 27 of the vane 3. The oil chamber 41c communicates with the passage 41b, and four branch passages 41d that are formed substantially radially in the base portion 27 of the vane 3 and communicate with the oil chamber 41c and each advance-side hydraulic chamber 32.

  On the other hand, the second hydraulic passage 42 is formed into a second passage portion 42a formed inside the cylinder head 22 and one side of the camshaft 2 and the inside of the sleeve 25 so as to be bent in a substantially L shape. A second oil passage 42b communicating with the passage portion 42a, four oil passage grooves 42c formed at the outer peripheral side edge of the fitting hole 11 of the rotating member 5 and communicating with the second oil passage 42b, and the periphery of the rear cover 8. The four oil holes 42 d are formed at positions of about 90 ° in the direction and communicate with each oil passage groove 42 c and the retard side hydraulic chamber 33.

  The electromagnetic switching valve 45 is a 4-port 2-position type, and an internal valve body is configured to relatively switch and control the hydraulic passages 41, 42, the supply passage 43, and the drain passage 44, and Switching is performed by a control signal from the controller 48. The controller 48 detects the current operating state based on signals from a crank angle sensor that detects the engine speed and an air flow meter that detects the amount of intake air, and the timing pulley 1 and the cam according to signals from the crank angle and cam angle sensors. The relative rotation position with respect to the shaft 2 is detected.

  Hereinafter, the operation of the present embodiment will be described. First, at the time of engine start and idling operation, the electromagnetic switching valve 48 to which a control signal is output from the controller 48 causes the supply passage 43 and the second hydraulic passage 42 to communicate with each other, and the drain passage 44 and the first hydraulic passage 41 communicate with each other. Let For this reason, the hydraulic pressure pumped from the oil pump 47 is supplied to the retard-side hydraulic chamber 33 through the second hydraulic passage 42 (oil passage groove 42c → oil hole 42d), while the advanced-side hydraulic chamber 32 has In the same way as when the engine is stopped, the hydraulic pressure is not supplied and the low pressure state is maintained. Therefore, the vane 3 is in a state in which each blade portion 28 is in contact with one side surface of each partition wall portion 13 on the advance side hydraulic chamber 32 side, as shown in FIG. Therefore, it is held on one side (retarded side) from the relative rotation position of the timing pulley 1 and the camshaft 2 to control the opening / closing timing of the intake valve to the retarded side. As a result, the combustion efficiency by using the inertial intake air is improved, and the engine rotation can be stabilized and the fuel consumption can be improved.

  On the other hand, since the hydraulic pressure in the retard side hydraulic chamber 33 in this operating state is not yet sufficiently high and is relatively low, the vane 3 is held at the illustrated position, but the lock pin 34 is 5, the spring force of the coil spring 39 overcomes the hydraulic pressure supplied from the through hole 36 to the pressure receiving chamber 40, and the engagement portion 34 a is engaged in the engagement hole 21 of the rear plate 8. To maintain. Therefore, the vane 3 is stably and surely held at the retarded angle side position, and the fluctuation of the hydraulic pressure in the retarded angle side hydraulic chamber 33 and the occurrence of oscillation vibration due to the positive / negative fluctuation torque generated in the camshaft 2 are generated. Therefore, the collision noise between the vane 3 and the partition wall 13 can be prevented.

  Further, when the vehicle starts running and shifts to a predetermined low rotation / low load region, the electromagnetic switching valve 45 maintains the current operating state, and when the hydraulic pressure in the retard side hydraulic chamber 33 becomes high, that is, the fluctuation torque is reduced. When the hydraulic pressure is larger than the average value P3, the hydraulic pressure in the pressure receiving chamber 40 is also increased, and the lock pin 34 moves backward against the spring force while compressing and deforming the coil spring 39, and the engaging portion 34a is engaged. It comes out of the hole 21 and the engagement is released. For this reason, the vane 3 is allowed to rotate freely, but since the hydraulic pressure in the retarded-side hydraulic chamber 33 is high, the vane 3 is stably held at the position shown in FIG.

  Thereafter, when the engine shifts to a middle-rotation load range, the electromagnetic switching valve 45 is actuated by a control signal from the controller 48 to connect the supply passage 43 and the first hydraulic passage 41 while the drain passage 44 and the second hydraulic passage. The passage 42 is communicated. Accordingly, the hydraulic pressure in the retarded hydraulic chamber 33 is now returned to the oil pan 46 from the drain passage 44 through the second hydraulic passage 42 and the retarded hydraulic chamber 33 has a low pressure, while the advanced side is increased. The hydraulic pressure is supplied into the hydraulic chamber 32 via the first oil passage 41a → 41b → branch passage 41d and becomes high pressure. For this reason, the vane 3 rotates clockwise from the position shown in FIG. 2 to the maximum position until each vane portion 28 contacts the other side surface of each partition wall portion 13 on the opposite side (retarding side hydraulic chamber side). . Note that, when the retard angle side is switched to the advance angle side, the oil pressure in the retard angle side hydraulic chamber 33 is discharged and becomes a low pressure, but in the retard angle side hydraulic chamber 33 as the vane 3 rotates. Since the hydraulic pressure is pressed and the hydraulic pressure is relatively high, the pressure receiving chamber 40 is also maintained at a high hydraulic pressure. Therefore, the lock pin 34 resists the spring force of the coil spring 39 as shown in FIG. In the retracted position. Therefore, the vane 3 rotates quickly in the direction of the retard side hydraulic chamber 33 without restricting free rotation.

  Therefore, the timing pulley 1 and the camshaft 2 are relatively rotated to the other side to control the opening / closing timing of the intake valve to the advance side. As a result, the pump loss of the engine is reduced and the output can be improved.

  Further, when the engine shifts to the high engine speed / high load range, the electromagnetic switching valve 45 is operated to connect the supply passage 43 and the second hydraulic passage 42, the drain passage 44 and the first hydraulic passage 41 in the same manner as in idling. Thus, in order to make the advance side hydraulic chamber 32 low and the retard side hydraulic chamber 33 high, the vane 3 rotates counterclockwise as shown in FIG. Is relatively rotated to one side, and the opening / closing timing of the intake valve is controlled to the retard side. As a result, the output can be improved by improving the intake charge efficiency.

  Note that when the engine is stopped, the vane 3 rotates in the direction of the advance side hydraulic chamber 32 and goes into the state shown in FIG. Engage with the engagement hole 21. Even if the engine is stopped without idling, etc., the vane 3 is rotated in the direction of the advance side hydraulic chamber 32 by the fluctuating torque generated in the camshaft 2, and the lock pin 34 is engaged with the engagement hole. 21 is engaged.

  The hydraulic chambers 32 and 33 can also hold the vane 3 at a desired intermediate position by appropriately supplying and discharging the hydraulic pressure according to the operating state of the engine.

  As described above, according to the present embodiment, the opening / closing timing of the intake valve can be variably controlled by the hydraulic pressure supply / discharge control to the hydraulic chambers 32 and 33, and the spring force of the coil spring 39 of the lock mechanism can be controlled as described above. Therefore, the vibration of the vane 3 due to the fluctuating torque in the initial stage of unlocking is suppressed, the generation of vibration hitting with the partition wall 13 is prevented, and the durability of the vane 3 and the like is improved. Can be planned.

  The present invention is not limited to the configuration of the above-described embodiment. For example, the hydraulic pressure supplied to the pressure receiving chamber 40 of the lock mechanism is not from the retarded-side hydraulic chamber 33 but uses a hydraulic circuit independent of these. Is also possible.

The AA sectional view taken on the line of FIG. 2 which shows the 1st Embodiment of this invention. FIG. 3 is a sectional view taken along line BB in FIG. 1. The exploded perspective view of this embodiment. Sectional drawing which shows the locked state of a locking mechanism. Sectional drawing which shows the lock release state of a locking mechanism. The characteristic figure of the alternating fluctuation torque which generate | occur | produces in a cam shaft.

Explanation of symbols

1. Timing pulley (rotating body)
DESCRIPTION OF SYMBOLS 2 ... Cam shaft 3 ... Vane 3a, 3b ... End surface 4 ... Hydraulic circuit 5 ... Rotating member 6 ... Housing 6a ... Inner peripheral surface 7 ... Front cover 7a ... Inner end surface 8 ... Rear cover 8b ... Inner end surface 13 ... Partition part 21 ... Engagement Joint hole 27 ... Base 28 ... Blade part 32 ... Advance angle side hydraulic chamber 33 ... Delay angle side hydraulic chamber 34 ... Lock pin 35 ... Sliding hole 39 ... Coil spring (spring member)
40 ... Pressure receiving chamber

Claims (2)

A rotating body that is rotationally driven by the crankshaft of the engine;
A vane fixed to the end of the camshaft and relatively rotating in the housing of the rotating body;
A partition wall projecting inwardly on the inner peripheral surface of the housing;
A retard side hydraulic chamber and an advance side hydraulic chamber defined between the partition wall and both side surfaces of the vane;
An oil passage that relatively supplies and discharges hydraulic pressure to and from both the hydraulic chambers to rotate the vane forward and backward;
The hydraulic pressure supplied through the oil passage is configured to lock the relative rotation between the rotating body and the vane by the spring force of the spring member and to release the lock by compressing and deforming the spring member. rotating torque generated more the vane member is the absolute value of the average value of the rotation fluctuation torque of the rotary fluctuation torque and a negative value of a positive value which acts on the vane at the time of engine startup until the positive maximum torque value A lock mechanism that compresses and deforms the spring member by hydraulic pressure when the torque value is within a range;
With
A valve timing control device for an internal combustion engine, wherein the valve timing control device is configured to rotate to a side where a relative rotational position between the rotating body and the vane is locked when the engine is stopped. A rotating body that is rotationally driven by the crankshaft of the engine;
A vane fixed to the end of the camshaft and relatively rotating within the housing of the rotating body;
A partition wall projecting inwardly on the inner peripheral surface of the housing;
A retard side hydraulic chamber and an advance side hydraulic chamber defined between the partition wall and both side surfaces of the vane;
An oil passage that relatively supplies and discharges hydraulic pressure to and from both the hydraulic chambers to rotate the vane forward and backward;
The hydraulic pressure supplied through the oil passage is configured to lock the relative rotation between the rotating body and the vane by the spring force of the spring member and to release the lock by compressing and deforming the spring member. within the range of the absolute value of the positive negative maximum torque value from the absolute value of the rotation fluctuation torque and average value of the negative rotating torque fluctuation value acting on said vane rotary torque at the time of engine starting that generated in the vane by A lock mechanism that compresses and deforms the spring member by hydraulic pressure when the torque value becomes
With
A valve timing control device for an internal combustion engine, wherein the valve timing control device is configured to rotate to a side where a relative rotational position between the rotating body and the vane is locked when the engine is stopped.

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