JP2004156511A - Valve timing controller of internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve fuel consumption directly after starting at a high temperature without bringing deterioration in engine starting at a low temperature. <P>SOLUTION: An imposing angle changing means 4 for changing both imposing angles is intervened between a driving ring 3 at a crankshaft side and a driven shaft member 7 at a cam shaft 1. The imposing angle changing means 4 is controlled corresponding to the operating condition of an internal combustion engine. In such a valve timing controller, an oil temperature sensor 37 for detecting a lubricant temperature of the internal combustion engine is provided to control the imposing angle at starting of the internal combustion engine corresponding to the detected temperature of the oil temperature sensor 37. In the case of a valve mechanism system at an air intake side, the imposing angle is controlled to a more retardant side at a low temperature than at a high temperature. At the low temperature, a valve overlapping is small to stabilize combustion of the engine. At a high temperature, contrary to this, the overlapping is great to improve the fuel comsumption directly after the engine start. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a valve timing control device for an internal combustion engine that variably controls the opening / closing timing of an intake-side or exhaust-side engine valve of the internal combustion engine in accordance with an operating state.
[0002]
[Prior art]
The following has been devised as this type of valve timing control device.
[0003]
In this valve timing control device, a housing (driving rotating body) linked to a crankshaft via a timing chain or the like is rotatably assembled to an end of a camshaft, and a radial guide formed on an inner end surface of the housing. A movable guide portion is slidably engaged in the radial direction and supported, and a lever shaft (a driven rotating body) having a lever protruding outward in the radial direction is bolted to an end of the camshaft. The part and the lever of the lever shaft are pivotally connected by a link. An intermediate rotating body having a spiral guide is provided at a position facing the radial guide so as to be rotatable relative to the housing and the lever shaft, and is provided at one end of the movable guide portion in the axial direction. A plurality of projecting substantially arc-shaped projections are guided and engaged with the spiral guide. The intermediate rotator is biased by a spring to the side that advances the rotation with respect to the housing, and receives an appropriate force on the side that delays the rotation by an electromagnetic brake. In the case of this device, a mainspring spring and an electromagnetic brake for applying an operating force to the intermediate rotating body, and an assembling angle of a housing (drive rotating body) and a lever shaft (driven rotating body) are rotated according to the rotation of the intermediate rotating body. The link to be operated dynamically constitutes an assembly angle changing unit.
[0004]
In this device, when the electromagnetic brake is in the OFF state, the intermediate rotating body is located at the initial position with respect to the housing under the urging force of the mainspring spring, and the movable guide portion which meshes with the spiral guide with a ridge is provided. It is displaced to the maximum in the radial direction and causes a link to cause the assembling angle of the housing and the lever shaft to be the angle position of the most retarded phase (hereinafter referred to as the “most retarded position”) or the most advanced angle position. (Hereinafter, referred to as “most advanced position”). Then, when the electromagnetic brake is turned ON from this state, the intermediate rotating body is decelerated and relatively rotates with respect to the delay side with respect to the housing. As a result, the movable guide portion meshing with the spiral guide is displaced radially inward, The assembling angle of the housing and the lever shaft is changed to the most advanced position or the most retarded position by gradually tilting the link that has been raised.
[0005]
[Patent Document]
JP 2001-41013 A
[Problems to be solved by the invention]
The above-described conventional valve timing control device sets the assembly angle at the start of the internal combustion engine to the most retarded position or the most advanced position (the most retarded position when applied to the intake-side valve train. When the present invention is applied to the valve operating system, the valve is returned to the most advanced position, thereby reducing the valve overlap between the intake valve and the exhaust valve, thereby stabilizing combustion at the time of starting the engine. The assembly angle at the start of the engine is constant irrespective of the temperature of the internal combustion engine, and is always constant not only at the time of cold when combustion tends to be unstable at the start of the engine but also at the time of high temperature where combustion is relatively stable. It had been returned to the assembly angle position.
[0007]
By the way, there are often situations in which the internal combustion engine is started in a high temperature state and low-speed operation such as idling is performed as it is, but in recent years there is a demand for further improvement in fuel efficiency under this situation.
[0008]
In this situation, in order to further improve the fuel efficiency, it is necessary to increase the valve overlap between the intake valve and the exhaust valve in order to reduce the pumping loss of the engine. Such a demand cannot be met in a device which emphasizes (1).
[0009]
Accordingly, an object of the present invention is to provide a valve timing control device for an internal combustion engine that can improve fuel efficiency immediately after starting at a high temperature without deteriorating the engine startability at a low temperature.
[0010]
[Means for Solving the Problems]
As means for solving the above-mentioned problems, the present invention includes a temperature detecting means for detecting the temperature of the internal combustion engine, and an assembly angle at the time of starting the internal combustion engine according to the temperature detected by the detecting means. Controlled.
[0011]
In the case of the present invention, in order to control the assembly angle at the start according to the temperature of the internal combustion engine, at a low temperature, the valve overlap between the intake valve and the exhaust valve is reduced to realize a reliable engine start, and at a high temperature, By increasing the valve overlap, pumping loss can be reduced and fuel efficiency can be improved immediately after the engine is started. Further, when the valve overlap is reduced at the time of low temperature start, the so-called internal EGR is reduced, so that the combustion temperature is increased. As a result, it is possible to suppress the emission of the inert gas and to reduce the catalyst temperature. it is possible to suppress the emissions of the NO _x early rise.
[0012]
Specifically, in the case of a valve timing control device used for the intake-side valve train, the assembling angle is controlled to be more retarded when the temperature detected by the temperature detecting means is low than when it is high. You can do it.
[0013]
In this way, in a low-temperature start where the engine is difficult to start, the valve overlap is reduced, so that the combustion at the start is stabilized, and in a high-temperature start where the engine is relatively easy to start, the valve overlap is conversely performed. And pumping loss is reduced. Also, when the assembly angle is controlled to the advanced side during a high temperature start, the valve overlap increases and the closing timing of the intake valve is delayed, so that the air-fuel mixture is shifted to the intake side at the beginning of the transition from the intake stroke to the compression stroke. It is difficult to escape from. For this reason, the actual compression ratio increases, and the low-speed torque after starting increases.
[0014]
BEST MODE FOR CARRYING OUT THE INVENTION
Next, an embodiment of the invention of this application will be described with reference to FIGS.
[0015]
In this embodiment, the valve timing control device according to the invention of this application is applied to a valve train on the intake side of an internal combustion engine. However, the valve timing control device can be similarly applied to a valve train on the exhaust side.
[0016]
As shown in FIG. 1, the valve timing control device includes a camshaft 1 rotatably supported by a cylinder head (not shown) of an internal combustion engine, and a driven shaft member 7 (connected to a front end of the camshaft 1). The driven sprocket 2 is attached to the driven shaft member 7 so as to be able to relatively rotate as required, and the timing sprocket 2 linked to a crankshaft (not shown) via a chain (not shown) , And a drive ring 3 (drive rotator) disposed on the front side (left side in FIG. 1) of the drive ring 3 and the driven shaft member 7. The vehicle includes an assembling angle changing means 4 and a VTC cover (not shown) which is attached to a cylinder head (not shown) of the internal combustion engine and a front surface of the head cover and covers a front surface and a peripheral area of the assembling angle changing means 4. . The assembling angle changing means 4 includes an operating force generating unit 40 for generating a rotating operation force, and a rotating operation force generated by the operating force generating unit 40 for relative movement of the drive ring 3 and the driven shaft member 7. And a conversion mechanism 41 that converts the torque into torque.
[0017]
The drive ring 3 is formed in a substantially disk shape having a stepped insertion hole 6, and the insertion hole 6 is rotatably assembled to a driven shaft member 7 (driven rotation body). As shown in FIGS. 2 and 3, three radial grooves 8 (radial guides) having parallel side walls facing each other are formed on the front surface of the drive ring 3 (the surface opposite to the camshaft 1). The ring 3 is formed substantially along the radial direction.
[0018]
Further, as shown in FIG. 1, the driven shaft member 7 has an enlarged diameter portion formed on an outer periphery of a base portion which is abutted against a front end portion of the camshaft 1, and has an outer peripheral portion located forward of the enlarged diameter portion. Three levers 9 protruding radially from the surface are integrally formed, and are connected to the camshaft 1 by bolts 10 penetrating the shaft core. A base end of a link 11 is pivotally connected to each lever 9 by a pin 12, and a column-shaped projection 13 slidably engaged with each of the radial grooves 8 is integrally formed at a distal end of each link 11. Is formed.
[0019]
Each link 11 is connected to the driven shaft member 7 via the pin 12 in a state where the protrusion 13 is engaged with the corresponding radial groove 8. When displaced along 8, the drive ring 3 and the driven shaft member 7 rotate relative to each other by the action of the link 11 in a direction and an angle corresponding to the displacement of the projection 13.
[0020]
A receiving hole 14 is formed at the distal end of each link 11 and opens forward in the axial direction. The receiving hole 14 has an engaging pin 16 that engages with a spiral groove 15 (a spiral guide) described later. And a coil spring 17 for urging the engagement pin 16 forward (toward the spiral groove 15). In the case of this embodiment, a movable guide portion that can be displaced in the radial direction is configured by the protrusion 13 at the tip of the link 11, the engagement pin 16, the coil spring 17, and the like.
[0021]
On the other hand, an intermediate rotating body 18 having a disk-shaped flange wall is rotatably supported via a bearing 19 in front of the driven shaft member 7 at a position forward of the lever 9. The above-mentioned spiral groove 15 having a semicircular cross section is formed on the rear surface side of the flange wall of the intermediate rotating body 18, and the engaging pin 16 at the tip of each link 11 is guided in the spiral groove 15 so as to freely roll. Is engaged. The spiral of the spiral groove 15 is formed so that its diameter gradually decreases along the engine rotation direction R. Therefore, when the intermediate rotating body 18 relatively rotates in the delay direction with respect to the drive ring 3 in a state where the engaging pin 16 at the tip of each link 11 is engaged with the spiral groove 15, the tip of the link 11 is While being guided by the spiral shape of the spiral groove 15 and moving inward in the radial direction, conversely, when the intermediate rotating body 18 is relatively displaced in the advancing direction, it moves outward in the radial direction.
[0022]
The conversion mechanism 41 of the assembling angle changing means 4 is formed by the radial groove 8, the link 11, the protrusion 13, the engagement pin 16, the lever 9, the intermediate rotating body 18, the spiral groove 15, etc. of the drive ring 3 described above. It is configured. When a relative rotational operation force with respect to the camshaft 1 is input to the intermediate rotating body 18 from an operation force generation unit 40 described later, the conversion mechanism unit 41 applies the operation force to the spiral groove 15 and the engagement pin 16. The distal end of the link 11 is displaced in the radial direction through the engaging portion, and at this time, the link 11 swings to relatively rotate the drive ring 3 and the driven shaft member 7 according to the swing amount.
[0023]
On the other hand, the operating force generating unit 40 includes a mainspring spring 45 as urging means for urging the intermediate rotating body 18 in the engine rotation direction R with respect to the drive ring 3, and an engine rotating means 18 which applies the intermediate rotating body 18 to the drive ring 3. A hysteresis brake 20 as an electromagnetic actuator that operates in a direction opposite to the rotation direction R (generates a force against the urging means), and a balance between the urging force of the mainspring spring 45 and the operating force of the hysteresis brake 20 is provided. The intermediate rotating body 18 is rotated.
[0024]
The mainspring spring 45 has an outer peripheral end coupled to the cylindrical wall 21 extending from the drive ring 3, and an inner peripheral end coupled to a cylindrical base of the intermediate rotating body 18.
[0025]
A sealing wall 46 is integrally connected to the end face of the intermediate rotating body 18 opposite to the camshaft 1, and the outer peripheral surface of the sealing wall 46 is slidably in close contact with the inner surface of the cylindrical wall 21. ing.
[0026]
As shown in FIGS. 1 and 4, the hysteresis brake 20 is attached to a VTC cover which is a non-rotating member, and has a magnetic induction member 22 having an opposing surface sandwiching a substantially cylindrical gap, and provided on the opposing surface. The inner pole teeth 23 and the outer pole teeth 24, the electromagnetic coil 25 attached to the magnetic induction member 22 to generate a magnetic field between the inner pole teeth 23 and the outer pole teeth 24, and the bipolar teeth 23, 24. A cylindrical hysteresis ring 26 inserted and arranged in a non-contact state therebetween, and is connected to the intermediate rotating body 18 via a connecting pin 47 and a rubber bush 48 with the outer peripheral end integrally connected to the hysteresis ring 26. An annular plate 27 is provided, and the energization of the electromagnetic coil 25 is appropriately controlled by an output signal of the controller 42.
[0027]
The inner pole teeth 23 and the outer pole teeth 24 of the magnetic guide member 22 each have a plurality of pole tooth elements extending along the axial direction. The pole teeth elements of both pole teeth 23 and 24 are respectively arranged along the circumferential direction, and the pole tooth elements of pole teeth 23 and 24 are circumferentially offset. Therefore, when the electromagnetic coil 25 is energized, a magnetic field is generated between the two pole teeth 23 and 24 toward the partner pole tooth element having an offset positional relationship.
[0028]
The hysteresis ring 26 is made of a hysteresis material having a magnetic hysteresis characteristic. A deviation is caused in the direction of the magnetic flux. The hysteresis brake 20 generates a braking force due to this shift. The annular plate 27 is integrally connected to a shaft member 30 supported on the inner peripheral surface of the magnetic guide member 22 via bearings 28 and 29. Therefore, the hysteresis ring 20 is rotatably supported by the magnetic guide member 22 via the annular plate 27 and the shaft member 30.
[0029]
In the drawing, reference numeral 43 denotes a stopper provided between the intermediate rotating body 18 and the driving ring 3 for restricting a relative rotation range between the two.
[0030]
Signals for determining the operating state of the engine from the crank angle sensor 35, the cam angle sensor 36, and the like are input to the controller 42, and the controller 42 performs feedback control of the current supplied to the hysteresis brake 20 based on these signals. It has become. Further, a signal from an oil temperature sensor 37 (temperature detecting means in this application) for detecting the oil temperature of the lubricating oil is input to the controller 42, and the assembling angle when the engine is started is appropriately controlled by the controller 42. It has become.
[0031]
In the case of this embodiment, the assembly angle position at the time of starting the engine is controlled to any one of θ ₁ to θ ₃ shown in FIGS. 5 and 6 according to the temperature of the internal combustion engine detected by the oil temperature sensor 37. It has become. Here, theta ₁ is approximately half of the angular position of the most retarded position and the most advanced position, theta ₂ is the angular position which is set angular biasing retarded relative theta _1, theta ₃ is is the angle position is set angular biasing to the advance side with respect to theta _1. Then, as shown in FIG. 6, the assembling angles θ _{1 to} θ ₃ at the time of starting the engine can be switched between _two threshold temperatures T ₁ and T ₂ (where T ₁ <T ₂ ). Has become.
[0032]
Since this valve timing control device is configured as described above, when changing the rotation phase of the crankshaft and the camshaft 1 (opening / closing timing of the engine valve) to the most advanced side, a predetermined current is applied to the hysteresis brake 20. , A braking force against the force of the mainspring 45 is transmitted from the annular plate 27 to the intermediate rotating body 18 via the connecting pin 47 and the rubber bush 48. Thereby, the intermediate rotating body 18 rotates in the opposite direction with respect to the drive ring 3, whereby the engaging pin 16 at the tip of the link 11 is guided to the spiral groove 15, and the tip of the link 11 is displaced radially inward. At this time, as shown in FIG. 3, the operation angle of the link 11 changes the assembly angle between the drive ring 3 and the driven shaft member 7 to the most advanced position.
[0033]
When the rotational phase of the crankshaft and the camshaft 1 (opening / closing timing of the engine valve) is changed to the most retarded side, the energization of the hysteresis brake 20 is turned off, and the intermediate rotating body 18 Is rotated in the engine rotation direction by the force of Then, the leading end of the link 11 is displaced radially outward by the guide of the engagement pin 16 by the spiral groove 15, and at this time, the combination of the drive ring 3 and the driven shaft member 7 by the action of the link 11, as shown in FIG. The angle is changed to the most retarded position.
[0034]
When the rotational phase of the crankshaft and the camshaft 1 is changed to an arbitrary position between the most advanced position and the most retarded position, the current value to be supplied to the hysteresis brake 20 is appropriately controlled so that the drive is performed. The relative rotation position of the intermediate rotating body 18 with respect to the ring 3 is adjusted by the balance between the mainspring spring 45 and the hysteresis brake 20.
[0035]
When the internal combustion engine is started, the mounting angle is controlled to any one of θ ₁ to θ ₃ as described above, and the specific control at this time is executed according to the flowchart shown in FIG.
[0036]
That is, first, when the ignition key is turned on in S1, next, the temperature of the internal combustion engine is detected by the oil temperature sensor 37 in S2, and thereafter, in S3, the detected temperature T decreases to the lower threshold. whether a temperature above T ₁ is determined. In this case, the detected temperature T is controls the theta assembling angle position at engine starting to theta ₂ advances to step S4 is lower than the temperature T ₁ of, when the detected temperature T is a temperature above T ₁ is S5 Proceed to. In S5, further the detected temperature T is determined whether lower than the upper threshold temperature T _2, and controls the theta assembling angle position proceeds to step S6 in the case of temperature T ₂ above theta _3, the temperature T If ₂ lower than controls assembling angular position theta in theta ₁ proceeds to S7.
[0037]
Accordingly, in this valve timing control device, so that the temperature T of the internal combustion engine T <T ₁ and the low temperature made is controlled to assembling angular position theta ₂ of the initial position theta retard side when the engine is started Therefore, at the time of a low temperature start, as shown in FIG. 5, the valve overlap between the intake valve and the exhaust valve becomes small, thereby stabilizing the engine combustion at the time of start and idling, and reducing the so-called internal EGR, thereby reducing the combustion temperature. There rises, it is possible to obtain the effect of suppressing inert gas, the inhibitory effect of the NO _x by early Atsushi Nobori of the catalyst.
[0038]
Furthermore, when the temperature T of the internal combustion engine is a high temperature where T ₂ ≦ T, the initial position θ at the time of starting the engine is controlled to the retarded assembly angle position θ ₂ . As shown in (2), the valve overlap between the intake valve and the exhaust valve becomes large. As a result, the pumping loss immediately after the start of the engine is reduced, and the fuel efficiency of the engine is improved. Also, it increased actual compression ratio for the closing timing of the intake valve and the initial position theta is controlled to theta ₂ is advanced, improved low-speed torque after engine startup.
[0039]
Further, when the temperature T of the internal combustion engine is a normal temperature where T ₁ ≦ T <T ₂ , the magnitude of the valve overlap and the closing timing of the intake valve are almost in the middle between the above two conditions, and the combustion stability and Characteristics such as fuel efficiency and low-speed torque are also intermediate.
[0040]
Further, in this apparatus, at a low temperature as described above, at high temperatures, but assembling angle at engine starting in the condition of normal temperature is switched, the assembling angle position theta ₂ of the retarded side during cold start when it is switched can be switched quickly to the most retarded position the assembling angle after engine starting as shown in FIG. 5, similarly, is switched to the assembling angle position theta ₃ the advance side during hot start Sometimes, after the engine is started, the mounting angle can be quickly switched to the most advanced side. Therefore, the apparatus according to this embodiment has an advantage that it is possible to quickly switch to a desired mounting angle according to the engine temperature after the engine is started.
[0041]
By the way, in the valve timing control device of this embodiment, when the internal combustion engine is started, the assembly angle is controlled according to the engine temperature, but separately from this, the ignition key is turned off from the engine operation state. after, until the engine is completely stopped, the reference assembly angle position at engine start assembling angle theta (assembling angle position at room temperature) may be returned to the theta _1.
[0042]
In such a case, since the assembling angle starting immediately before an engine is assembled angular position theta ₁ intermediate theta ₂ and theta _{3, 1} assembling angle at starting which is determined by the detected temperature theta through? _In any of the _three cases, it is possible to quickly change to the predetermined assembling angle position.
[0043]
It should be noted that the embodiment of the present invention is not limited to the above-described one. For example, in the above-described embodiment, the operating force generating unit of the assembly angle changing unit is configured by the mainspring spring and the hysteresis brake. The force generating section may be constituted by other urging means and an electromagnetic actuator. Further, the operating force generating unit does not necessarily need to use the urging means, and the urging means can be eliminated by using an electromagnetic actuator which can perform the forward and reverse rotation operation. Further, a hydraulic actuator may be used as the actuator of the assembly angle changing means.
[0044]
Further, the temperature detecting means for detecting the temperature of the internal combustion engine is not limited to the oil temperature sensor 37, but may be a water temperature sensor or the like for detecting a cooling water temperature.
[0045]
Further, as described above, the valve timing control device according to the invention of this application can be applied to the exhaust-side valve train, but in this case, the assembly angle at the time of low-temperature start is set at the time of high-temperature start. What is necessary is just to change it to the advance side from the assembly angle.
[0046]
Next, inventions other than those described in the claims that can be understood from the above embodiments will be described below together with their operational effects.
[0047]
The temperature of the internal combustion engine is detected by the temperature detecting means at the time of starting the engine, and the assembly angle changing means is controlled at the time of cranking of the internal combustion engine according to the detected temperature. 3. The valve timing control device for an internal combustion engine according to claim 1.
[0048]
In this case, the assembly angle control according to the temperature of the internal combustion engine at the time of starting the engine can be accurately performed.
[0049]
(B) When the internal combustion engine is stopped, the assembly angle is controlled to a reference assembly angle position at which the internal combustion engine can be started. Timing control device.
[0050]
In this case, by returning the assembly angle to a reference assembly angle position at which the internal combustion engine can be started in advance when the engine is stopped, it is possible to quickly change the assembly angle to an appropriate assembly angle according to the engine temperature when the internal combustion engine is started. Becomes possible.
[0051]
(3) The valve timing control device for an internal combustion engine according to any one of (1) and (2), wherein an electromagnetic actuator is used as an actuator of the assembly angle changing means.
[0052]
In this case, since the electromagnetic actuator is used, a large starting torque can be immediately obtained by energization at the time of starting the engine. Therefore, when starting the internal combustion engine, the assembly angle changing means can be quickly operated to the assembly angle position corresponding to the engine temperature.
[0053]
(D) Assembling angle changing means:
A radial guide provided on one of the driving rotating body and the driven rotating body,
An intermediate rotating body that is provided so as to be relatively rotatable with respect to the driving rotating body and the driven rotating body, and has a spiral guide on a surface facing the radial guide;
A movable guide portion that is displaceably engaged with the radial guide and the spiral guide;
A link that swingably connects a portion separated from the rotation center of the other one of the driving rotator and the driven rotator and the movable guide portion,
An operation force generator that generates a rotation operation force for rotating the intermediate rotating body,
The rotating operation force input to the intermediate rotating body is amplified by an engaging portion between the spiral guide and the movable guide, and is converted into an assembling angle operating force of the driving rotating body and the driven rotating body. The valve timing control device for an internal combustion engine according to any one of claims 1 and 2, and (a) to (c).
[0054]
In this case, since the force generated by the operating force generating unit is amplified and converted into an assembling angle operating force of the driving rotator and the driven rotator, the assembling angle can be increased even in the initial stage of engine start requiring a large operating force. Can be quickly changed to an angular position corresponding to the engine temperature.
[Brief description of the drawings]
FIG. 1 is a longitudinal sectional view showing an embodiment of the present invention.
FIG. 2 is an exemplary sectional view of the same embodiment taken along line AA of FIG. 1;
FIG. 3 is an exemplary sectional view corresponding to FIG. 2 showing an operation state of the embodiment;
FIG. 4 is an exploded perspective view showing the same embodiment.
FIG. 5 is a view showing valve lift characteristics of the embodiment.
FIG. 6 is a diagram illustrating a relationship between a temperature and an assembly angle according to the first embodiment.
FIG. 7 is a flowchart showing control of the embodiment.
[Explanation of symbols]
1 camshaft 3 drive ring (drive rotary body)
4: Assembling angle changing means 7: driven shaft member (driven rotating body)
37 ... Oil temperature sensor (temperature detecting means)

Claims (2)

A driven rotor, which is rotationally driven by a crankshaft of an internal combustion engine, and a camshaft or a separate member coupled to the shaft, and the driven rotor is assembled such that the drive rotor can be relatively rotated as required. A valve timing control device for an internal combustion engine, comprising: a body; and an assembly angle changing unit configured to operate an assembly angle between the driving rotor and the driven rotor.
A valve timing control device for an internal combustion engine, comprising: temperature detection means for detecting the temperature of the internal combustion engine; and controlling an assembly angle at the time of starting the internal combustion engine in accordance with the temperature detected by the detection means. 2. The valve timing control device for an internal combustion engine according to claim 1, which is used for an intake-side valve train. When the temperature detected by the temperature detecting means is low, the assembly angle is retarded more than when the temperature is high. A valve timing control device for an internal combustion engine, characterized in that:

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