Variable valve timing mechanism for internal combustion engine
The present invention relates to a variable valve timing mechanism, the mechanism in accordance with the operating condition of the engine for controlling the engine intake valve timing and the exhaust valve in at least one of the valve timing. In accordance with the engine operating condition control engine valve timing of some of the variable valve timing mechanism are currently in use. The variable valve timing mechanism is one of changing the rotary phase of the camshaft relative to the crankshaft (offset angle). Japan has been review of open Patent Taira 1-92504, discloses a device which can continuously change the phase of the variable valve timing mechanism, the variable valve timing mechanism a in the timing wheel can be rotated relative to the one of the inner rotor. The reference map the 8 to one example of the type described. A variable valve timing mechanism 90 includes a valve timing wheel 91 and an inner rotor 92. Timing wheel 91 from its inner surface with a central projection to the projection 911. Each pair of adjacent ridge 911 form the oil chamber 912. Some vane 921 from the inner rotor 92 of the convex. Each vane 921 are respectively arranged in the corresponding a certain oil chamber 912 inner. Vane 921 and the oil chamber 912 form the wall surface of the pressure chamber 93, each vane 921 are the two sides of the pressure chamber 93. Timing wheel through a timing chain connected to the crankshaft. The camshaft 94 is provided with a number of channel 96, similarly the inner rotor 92 there are some channel 97. Through the camshaft 94 on the channel 96 and the inner rotor 92 on the channel 97 is supplied to the pressure chamber 93 in, the pressure chamber 93 acts on the blade in 921 hydraulic, the inner rotor 92 and the camshaft 94 together relative timing wheel 92 to rotate. In a pair of opposing projections 911 are respectively drilled with a pair of holes 913. Each hole 913 is provided with a plurality of the pin 95 and a spring 951. Because the back is provided with a spring 951, with the locking pins to a timing wheel 91 center moving trend. The inner rotor 92 on the channel 97 with an engaging hole 922. Each hole 922 with a locking pin 95 to the should be. The pin 95 is inserted into the corresponding hole 922 inner. More specifically, when the vanes 921 is positioned at a certain maximum offset position, a locking pin can be inserted into the corresponding hole 922 inner, the vanes 921 and the cavity 912 contact with a side wall. When the channel 97 of the oil pressure in the larger than the thrust of the thrust force of the spring, with a hole 922 is meshed with the interlock pin 95 retracted, out of engagement. At the time of start of the engine, channel 96 and 97 of the at the end of oil is pressurized. Therefore, a locking pin 95 in the rear under the action of the spring, and an engagement hole 922 meshing. This allows the vanes 921 is maintained in a maximum offset position, timing wheel 91 and the inner rotor 92 is limited relative rotation between the. When the work of the engine so that the channel 96, 97 to the oil pressure in a sufficiently high level, acts on the interlock pin 95 corresponding pressure on the rise. As a result, the hole 922 engaging pin 95 of the oil pressure back to reverse the elastic force of the spring, to disengage the hole 922. If, the pressure chamber 93 the inner vane 921 unequal pressure on the two sides of, the vane pressure chamber to one side of the low pressure rotating. A corresponding timing wheel 92 relative to the inner rotor 92 to produce a rotating. In this variable valve timing mechanism 90 in, timing wheel 90 and crankshaft rotate synchronously. Therefore, the timing pulley 91 and the inner rotor 92 so that the relative rotation between the camshaft 92 with respect to the engine phase of rotation of reference rotating the phase or the crankshaft rotational phase is changed. Therefore, the valve timing relative to the crank angle is advanced or delayed. Certain of the above-mentioned types of variable valve mechanism changes the timing the air admission matches was mad. If in starting the engine, the camshaft rotation phases through the delay to delay the closing timing of the air, the combustion of the air-fuel mixture will flow back to the air inlet pipe. The actuation of engine speed is very low. At this moment, since the air-fuel mixture backflow in the effective compression ratio will be reduced, hindering engine starting. The temperature of the air-fuel mixture is relatively low, its volume is relatively small. At this moment, the rotation of the engine may not be the mixed air pressure to a sufficiently high level. This further pervert the starting of the engine. The valve timing from the valve timing of the engine start-up delay is to delay the closing time of the inlet valves. In order to utilize the air intake when the engine rotates at high speed the air [...] , improve the power characteristics of the engine. Delay of intake valve closing time of the air-fuel mixed gas reflux pump loss is reduced. The specific fuel consumption of the engine will be reduced. However, in fig. 8 the prior art shown in the variable valve timing mechanism 90 in, in order to obtain a satisfactory starting performance of the engine, the valve timing at the engine starting time is in its maximum delay position. Therefore, the valve timing of the engine is not in operation can be further delayed. Furthermore, at the time of start of the engine, excessive advance the valve timing of the inlet valve will increase the valve overlap angle. This will increase the combustion chamber the quantity of the exhaust gas re-circulation (EGR), and then reduce the starting performance of the engine. Some variable valve timing mechanism is used for controlling the exhaust valve of the valve timing. When a is provided with the mechanism at the time of start of the engine, the exhaust valve of the excessive delay valve timing will also increase valve overlap angle. The same will increase the amount of EGR in the combustion chamber, reduces the starting performance of the engine. When the engine is started, an excessively advanced valve timing, the exhaust valve of the exhaust valve opening time in advance, thereby prolonging the exhaust valve of the combustion stroke in the opening stage. This will make the combustion stroke the combustion pressure generated in the use of more fully. The starting performance of the engine is correspondingly reduced. In view of the above situation, a purpose of this invention is to provide a variable valve timing mechanism of an internal combustion engine, the mechanism can improve the starting performance of the engine, during the operation of the engine unfolds extravagantly the change range of the valve timing, thereby improving the power characteristics of the engine. The invention can be implemented in a number of ways, including a device and a method. A variable valve timing mechanism of an internal combustion engine, at least one is driven by a driven shaft of the valve and a drive shaft. The variable valve timing mechanism relative to the driven shaft by changing the rotary phase of the drive shaft to change the timing of the engine valve. The variable valve timing mechanism includes a synchronous rotation of the drive shaft of the rotating member 1st, and 2nd synchronous rotation of the driven shaft and the rotating member of a hydraulic driving device. The hydraulic drive device can change 1st 2nd rotating member relative to the position of the rotating member, so as to change the phase of the driven shaft relative to the drive shaft. The hydraulic drive apparatus includes a can be the valve advance limit position and valve delay limit in position between two opposite direction moving the movable actuator. The valve advance limit position, the actuator is in a valve timing is advanced to the position of the maximum value. The valve delay limit position, the actuator is in a valve timing is delayed to the position of the maximum value. The rotation of the the actuator relative to the rotating member 1st 2nd rotate the rotating member, so that the driving shaft with respect to the phase change of rotation of the driven shaft. The hydraulic drive device also includes a 1st the driver one side of the hydraulic pressure chamber, one is located in the driver on the other side of the 2nd hydraulic chamber, can be selectively to the 1st and 2nd pressure chamber applying a hydraulic pressure in order to make the actuator in the selected direction and a movement of the 1st rotary member used for locking the locking member. The locking member can be locked in 2nd 1st the rotating member of the rotating member on a predetermined position, in order to fix the driven shaft relative to the phase of the drive shaft, the locking member has a locking position and a release position. In the locked position, relative to the rotating member 1st 2nd maintain the rotating member is fixed, the actuator remains fixed relative to the hydraulic chamber. In the unlocked position, movement of the actuator relative to the hydraulic chamber, in order to make the 1st 2nd rotating member and the rotating member which are caused by the relative rotation between the. The locking member when the engine is not running to move to the lock position. As a locking internal combustion engine variable valve timing mechanism in the method, the invention can perform the following work, by a locking member in the 1st 2nd locking the rotating member of the rotating member on a predetermined position, in order to make the engine start at the driven shaft with respect to the drive shaft is fixed. The locking member has a locking position and an unlocked position. In the lock position, with the rotating member 1st 2nd fixed relative to the rotating member. In the release position, between the 1st and 2nd rotary member to allow relative rotation. This method can also be when the engine stops rotating, the locking member to its locking position, and after the starting of the engine when a predetermined operating condition of the locking member from its locking position of the work. Reference to this invention the best embodiment and the corresponding description of the Figure, can be better geographical xie Ben invention and its aims and advantages. Figure 1 is a schematic diagram of squarely internal-combustion engine of this invention; Figure 2 is an exploded perspective view of the invention internal combustion engine variable valve timing mechanism; Figure 3 is a front view of the cover cap of the internal combustion engine with variable gas distribution decides mechanism; Figure 4 is a cross-sectional view of along the 4-4 line in Figure 3; Figure 5 is a cross-sectional view of along the 5-5 line in Figure 3; Figure 6 is graph of explanation of the invention internal combustion engine variable valve timing mechanism operating range table; Figure 7 is chart of explanation of the prior art variable valve timing mechanism operating range table; Figure 8 is to address a cross-sectional view of the prior art variable valve timing mechanism. The reference in the Figure below, the invention can be of a variable valve timing mechanism a specific description of the best embodiment. Figure 1 shows the engine 70 includes an intake camshaft 15, an exhaust camshaft 71 and a crankshaft 72. Sprockets 11, 73 and 72 are respectively fixed on the shaft 15, 71 and 72 of the end portion. A timing chain 75 the sprockets 11, 73 and 74 are connected. A pair of chain tensioners 76 the chain 75 tension. A variable valve timing mechanism is arranged in the air intake camshaft 15 is. Crankshaft 72 through the rotation of the chain 75 and the sprockets 11, 73 and 74 is transmitted to the camshaft 15 and 71 on. Therefore, the camshaft 15 and 71 and a crankshaft 72 to rotate synchronously, and with a predetermined valve timing driving the intake valve 77 and exhaust valves 78. As shown in Figure 2 to 5 is shown, the variable valve timing mechanism 10 includes a sprocket 11, a rotor 12, a front cover 13, a rear disc 14 and the intake camshaft 15. The intake camshaft 15 is provided with a number of journals 151 (in the Figure only one is shown). As shown in Figure 4, one is located in the camshaft 15 at the front end of the journal 151 is provided with a pair of flange 151a and 151b. Flange 151a, 151b and a bearing covers 80 matching the camshaft 15 is rotatably supported on the cylinder head 79 The upper. The rear plate 14 includes a disk portion 141 and a shaft sleeve 142. Shaft sleeve 142 of the rear end with an annular groove 141a, the rear disc 14 the groove 141a and the flange 151a matched with, flange 151a is provided with a forward-protruding gnaws the dowel pin 31, the rear disc 14 of a disc-shaped part 141 is provided with a pin hole 147. Pin 31 and hole 147 engaging the rear disc 14 with the camshaft 15 to rotate together. Rotor 12 is provided with a shaft hole 121. Hole 121 is formed in one step. Rotor 12 also has four radially projecting vanes 122. Four blades 122 are evenly distributed within a week. As shown the rotor 12 and a rear disc 14 of the shaft sleeve 142 coaxial with. A rear disc 14 of a disc-shaped part 141 is provided with a plurality of holes 146. Some positioning pin 30 (in the Figure only one is shown) is fixed to the hole 146 in and protrudes forward. Each vane 122 has a hole 127. Pin 30 and the hole 127 is matched with. This allows the rotor 12 with the rear disc 14 and the camshaft 15 to rotate together. The shaft sleeve 142 and the rotor 12 of the seal 149 the shaft 142 between the rotor and the seal. Located on rear disc 14 with the outside of the chain wheel 11 is roughly cylindrical. The sprocket 11 with an annular groove 116, the groove 116 and the diameter of the rear disc 14 disc-shaped part 141 is substantially equal to the diameter of the. A rear disc 14 of a disc-shaped part 141 and the chain wheel 11 the groove 116 engagement. Therefore, the sprocket wheel is rotatably supported on the rear disc 14 is. Sprocket 11 and the front end of the rotor 12 by a front cover 13 covering. Cover 13 by the bolt 32 is fixed on the camshaft. This makes the chain wheel 11 can be connected with the front cover 13 of relative rotation. In other words, the front cover 13 and the rotor 12, rear plate 14 and the camshaft 15 to rotate together. Chain wheel 11 is arranged on the periphery of a lot of teeth 112. As shown in Figure 4, teeth 112 along the radial facing toward the groove 116. Chain 75 and teeth 112 are engaged. As shown in Figure 3, the sprocket wheel 11 is provided with four by its outer periphery to its center projecting protrusions 115. Bump 115 is evenly distributed. Each pair of adjacent projections 115 form a containing a rotor 12 blade 122 the holder limited. These projection 115 also on the chain wheel 11 a formed on central portion of the rotor 12 the columnar part of the cylindrical space. When the rotor 12 is put into the chain wheel 11 is in, each vane 122 and the corresponding holder limited 114 to form a advance angle cavity 101 and a lagging angle cavity 102. Transmitted to the rotor 12. And then the camshaft 15 with the rotor 12 to rotate together. Seal 123 is mounted over the blade 122 and the end of the by a leaf spring 124 with the corresponding to the blades on the wall of the blade cavity. The seal 123 of the corresponding advance angle cavity 101 and lag angle cavity 102 sealed to each other. When the 101 and 102 is filled with oil, oil pressure to make the rotor 12 and the sprocket 11 is coupled. At this moment the sprocket wheel 11 through the oil the rotation of the If the lag angle cavity 102 than the oil pressure in the advance angle cavity 102 of the oil pressure is high, the blade 122 will be relative to the sprocket 11 (see Figure 3) of counter-clockwise rotation. When the blade 122 and the advance angle cavity 101 contact the wall surface of, the camshaft 15 relative to the crankshaft 72 is at a maximum lag-angle position. On the contrary, if the advance angle cavity 101 is greater than the oil pressure in the oil pressure of the lag angle, blade 122 will be relative to the sprocket 11 rotates clockwise (see Figure 3). When the blade 122 and the lag angle cavity 102 contact with the wall surface, the camshaft 15 relative to the crankshaft 77 is at a maximum advance angle position. As shown in Figure 2 to 4 illustrated, the sprocket wheel 11 of a projection 115 is provided with a receiving aperture 117. The hole 117 parallel camshaft 15 extends along an axial line, there is a step in it. A rear disc 14 is provided with a locking recess 145. The recess 145 and the hole 117 in the face of, is oval. Furthermore, as shown in Figure 3, disc 14 the groove 145 to the radial direction length of the larger than the width. Hole 117 of the larger-diameter part 117a and with a small diameter portion 117b. Interlock pin 20 slidably inserted into hole 117 in. As shown in Figure 4, the pin 20 the rear end of the smaller-diameter part 21, the front end of the larger-diameter part 22. Pin 20 of the large diameter part 22 than the hole 117 short of the large diameter part, and the small-diameter portion of the same than the hole 117 of the long small-diameter portion. Therefore the pin 20 of the large diameter part 22 and hole 117 small diameter portion 117b is formed between an annular compression chamber 181. Compression chamber 181 acts on the oil pressure in the pin 20 on a step. Or a 1st the periphery 25 on. Interlock pin 20 small diameter part 21 into the rear end face of the clutch 2nd 26. Spring 24 in a holding pin 20 the large diameter part 22 extends in the hole, and with the front cover 13 contact. Spring 24 the interlock pin 20 along the with the lock recess 145 to the direction of engagement. For 1st as by the face 25 and 2nd the periphery 26 and the pressure on the smaller than the elastic force of the spring, the spring 24 so that the pin 20 abuts against the disk-shaped part 141 on the front end face of, or inserted into the rear disc 14 locking groove 145 inside. When the locking pin 20 close to the disc-shaped part 141 of the, chain wheel 11 relative to the rear disc 14 will make the rotation of the pin 20 with the lock recess 145 alignment, and inserted into the groove 145 inner, this makes the chain wheel 11 and a rear disc 14 mechanical coupling. Interlock pin 20 with the lock recess 145 after bonding, the rotor 12 is located in Figure 3 the position shown in. In this position, the blades 122 have from the maximum lag-angle position α degrees ahead. For 1st as by the face 25 and 2nd the periphery 26 and is greater than the pressure on the spring force, the lock pin 20 and the disc-shaped part 141 separate. This allows the chain wheel 11 and a rear disc 14 caused by the relative rotation between the. At this moment the stop pin 20 is fully retracted into the hole 117 the inner, disc-shaped part and 141 friction. When installing the valve timing mechanism, should be first rear disc 14 and the rotor 12 is mounted on the camshaft 15 of the flange 151a on. Then the sprocket 11 and the pin 20 is mounted on the rear plate 14 is. Finally on the chain wheel 11 is provided a front cover 13, and the screw 32 passing through the rotor 12, the sprocket wheel 11 and a rear disc 14 screwed into the camshaft 15 in. angle cavity will now be described in advance 101 and lag angle cavity 102 of the oil supply channel, and 1st and 2nd the periphery 25, 26. As shown in Figure 2, rotor 12 is provided with the front end of the cross-shaped advance angle passage 125. The advance angle passage 125 and the advance angle cavity 101 communicated with. Bearing covers 80 and surrounds the inner wall of journal 151 of the cylinder head inner wall of the bearing seat is provided with an annular advance angle groove 81, as shown in Figure 4 and 5. The groove 81 by the passage 82 and an oil control valve 40 and a hydraulic pump 46 are connected. Journal 151 is provided with a pair of "L" type connecting channel, a shaft sleeve 142 and the screw 32 to form a cavity between 143. Early chamfered groove 81 via the connecting channel 155, cavity 143 and the advance angle passage 125 and the advance angle cavity 101 communicated with. Hydraulic pump 46 via the control valve 40 to the channel 82 of the oil supply. These oil through the advance angle groove 81, the connecting passage 155, cavity 143 and the advance angle passage 125 is fed to the advance angle cavity 101 inner. Rotor 12 a cruciform type lag angle with the back of the channel 126. The channel 126 and the advance angle passage 125 have the same shape, and with the lag angle cavity 102 communicated (see Figure 2 and 5). Journal 151 is provided with an annular the periphery of the lag angle passage 157. The passage 157 through the passageway 83 and oil control valve 40 and the hydraulic pump 46 is connected. Journal 151 is provided with a pair of straight connecting passage 156. The channel 156 along the camshaft 15 extends along an axial line. A rear disc 14 is provided with a pair of intermediate channel 84 (see Figure 5). The passage 84 will be connected to channel 156 and the lag angle passage 126 is connected. Hydraulic pump 46 via the control valve 40 to the channel 83 pumped into the oil. These oil and some lag angle passage 157, connecting passage 156, intermediate channel 84 and lag angle passage 126 is fed to the lag angle cavity 102 inner. As shown in Figure 3, with an engaging hole 117 of bump 115 with one side wall of a lag angle connecting passage 119. The channel 119 will accommodate hole 117 in the pressure chamber 181 and the adjacent lagging angle cavity 102 is connected. Therefore, lag angle cavity 102 of the pressure through the connection channel the 119 acting on the pin 20 on the 1st clutch. As shown in Figure 3 and 4, is provided with a receiving hole 117 of bump 115 a of the back side of the connection passage 118. The connecting channel 118 will accommodate hole 117 and the adjacent advance angle cavity 101 is connected. Therefore, early angle cavity 101 of the pressure through the the connecting passage 118 acting on the pin 20 on the 2nd clutch. As shown in Figure 4, the rear disc 14 is provided with a of the rear end surface of the radial passage 144. Cavity 143 through the advance angle passage upstream of the channel 144 and the locking recess 145 is connected. Therefore injection cavity 143 of the oil pressure can directly act on the pin 20 on the 2nd clutch. Oil control valve 40 is a control to the chamber 101 and 102 in the direction of the oil control valve. The oil control valve valve 40 includes a housing 45, a spool 44 and an electromagnetic actuator 41. The spool 44 is a cylindrical valve body, the reciprocating motion can be mounted in a housing 45 inner. The actuator 41 is fixed on the shell 45 one end of the, includes an insert 43. The insert 43 abuts against the spool 44. Is placed in the outer shell 45 of a spiral spring in the 42 impel the spool 44 to the insert 43 mobile. The oil control valve 40 of the housing 45 also has a tank opening 45t, a A opening 45a, a B opening 45b and a pair of receiving opening 45r. Tank opening 45t and the oil pan 47 with a between the hydraulic pump 46 are connected. A opening 45a through the passageway 82 and the advance angle groove 81 is connected, B opening 45b through the passageway 83 and the lag-angle groove 157 is connected. Receiving opening 45r and the oil pan 47 is connected. Actuator 41 bear the control and moves the spool 44 against or along the spring 42 the work of the elastic direction. The spool 44 has some joint surface 44a. The spool 44 to the reciprocating movement of the joint face 44a of the two opening (45a and 45t, 45a and 45r, 45b and 45t, 45b and 45r) stop the flow of oil. Joint face 44a to form a plurality of passages 44b, 44c. Channel 44b, 44c of the two opening (45a and 45t, 45a and 45r, 45b and 45t, 45b and 45r) chambers between the. When the engine is not running, the hydraulic pump 46 and the oil control valve 40 does not work. Therefore, no oil is supplied to advance angle cavity 101 and lag angle cavity 102 inner. Interlock pin 20 not subject to the action of oil pressure on. At the time of start of the engine, that is when the rotation of the engine, the oil pressure is also very small. Therefore, the lock pin 20 to be under the effect of the spring is not inserted into a locking recess 145 inner, it is not to be compressed on the rear plate 14 of the front end surface. If, the crank drives the sprocket 11 to rotate together, and locks the stop pin 20 has not yet been locked up, the lock pin 20 will along afternoon session 14 and and the locking surface of the 145 joint. In this way, the sprocket 11, the rotor 12, rear plate 14 and the camshaft 15 mechanical coupling between. Therefore, when the engine is started, the camshaft 15 relative to the sprocket 11 and crooked wheel 72 of the rotation phase will not change. In this embodiment, the lock pin 20 and the rear disc 14 the lock recess 145 is engaged, the rotation of the camshaft phase is mechanically fixed. The rotation phase of the valve timing advance from the latest α degrees. This optimum can be obtained by the engine starting valve timing, and then improve the starting performance of the engine. After the engine is started, if the hydraulic pump 46 produces sufficient oil pressure, and the valve pillar 44 at the same time also move to the left (as shown in Figure 4), channel 44b will opening 45t and A is communicated with an opening. As a result, oil is hydraulic the pump pump enters advance chamfered groove 81 in. These oil and then through the cavity 143, advance angle passage 125 and journal 151 connecting channel 155 into the advance angle cavity 101 inner, the oil pressure of the advance angle chamber increases. At the same time, channel 44c will B one of the openings 45b and receiving openings 45r communicate. This will make the lag angle to the oil cavity of the rotor 12 on the lag angle of the channel 126, the rear disc 14 in the middle of the channel 84, journal 151 connecting passage 156, lag-angle groove 157, passage 83, B opening 45b and oil control valve 40 receiving opening of 45r drain to the oil pan 147 inner. The lag angle cavity 102 of the oil pressure is lowered. angle cavity located in advance through 101 upstream of the cavity 143 after diameter of the pressure of the oil to the passage 144 by the 2nd face 26 on. Entering the advance angle cavity 101 of the oil of the pressure through the connecting passage 118 also acts on the 2nd the periphery 26 is. Therefore, increased access to advance angle cavity 101 the number of the oil. The pole will increase 26 of the pressure. As used in the 2nd the periphery 26 of the spring 24 the force of the, pin from the lock recess 145 and is completely accommodated in the casing in the hole 117 in. This allows the rotor 12 and the sprocket 11 smooth relative rotation occurs. When the advance angle cavity 101 rise of pressure in the, lag angle cavity 102 when the pressure in the, chamber 101 and 102 to the pressure difference between the rotor rotates clockwise, as shown in Figure 3. Through the rear disc 14 gas intake camshaft 15 applying a rotational force, thus changing the intake camshaft 15 with respect to the sprocket 11, or the crankshaft 72 of the rotation phase. That is to say, the camshaft 15 from the locking position to an advance angle position. This camshaft 15 to rotate in advance of the air inlet valve 77 opening moment. Therefore, the exhaust valve 78 is still in the open position, the inlet valve 77 is opened. Therefore, the exhaust valve opening overlap of the back. As shown in Figure 4, if, after the engine is started, oil control valve 40 to Shiftright the spool 44, channel 44b will be tank opening 45t and B opening 45b is connected. At this time oil is pump 45 is pumped into the lag chamfered groove 157 inner. These oil through the channel 83, lag-angle groove 157, connecting passage 156, intermediate channel 84 and lag angle passage 126 into the lag angle cavity 102 inner. The cavity caused by the oil pressure rise lag angle. At the same time, channel 44c the A one of the opening 45a and a receiving opening 45r is connected. This will make the early angle cavity 101 of the oil within the rotor 12 of the advance angle passage 125, cavity 143, journal 151 connecting channel 155, advance chamfered groove 81, channel 82, A opening 45a and oil control valve 40 the tank opening 45r drain to the oil pan 147 inner. Thereby reducing the advance angle cavity 101 of the pressure. Pumped into the lag angle cavity 102 by the pressure of the oil in the connecting passage 119 acting on the 1st the periphery 25 on. When the oil pressure is greater than the spring 24 the force of the, pin 20 from the lock recess 145 and closing the hole in the casing 117 in. The rotor 12 and the sprocket wheel 11 between a smooth relative rotation of the allowed. When the lag angle cavity 102 rise of pressure in the, advance angle chamber 101 when the pressure in the, chamber 101,102 to the pressure difference between the rotor 12 to rotate counterclockwise, as shown in Figure 3. A rotational force through the rear disc 14 is applied to the intake camshaft 15 is, changes the intake camshaft 15 with respect to the sprocket 11, or the crankshaft 72 of the rotation phase. That is to say, the camshaft 15 from the locking position to a lagging angular position. This kind of the camshaft 15 of the air-inlet opening of the time delay. Therefore, valve overlap angle reduced or eliminated. Different operating condition of the engine, intake valve 77 opening valve timing change continuously. In particular, according to the operating condition of the engine to calculate the target advance angle, and is compared with the actual angle of advance. According to the target advance angle and the actual advance of the differential, changing the transmission to the oil control valve valve 40 actuator 41 working frequency. In this way, can continuously advance or retard the valve timing. As a result, so that the air inlet valve 77 changes continuously open at all times. The same valve overlap angle continuously changes. In the prior art, the engine starting valve timing of the most lag (see Figure 7). However, according to the present invention, at the time of start of the engine, the chain wheel 11 relative to the camshaft 15 is fixed on a ratio of the distribution timing ahead of the latest phase of the α degrees. This allows further the valve timing when the engine is operating from the initial phase delay. The stopping of the engine, the hydraulic pump 46 also stops working. Accordingly the oil supply to the engine has stopped. Oil control valve 40 of the valve 44 under the action of the spring move to the Figure 4 position. In this position, channel 44b is communicated with opening B 45b and the tank opening 45 t. Lag angle cavity 102 and the oil pan 47 is connected. is that as it may the pump 46 does not work, the lag angle chamber oil will drain back to the oil pan 47. In this position. One channel 44c will A opening 45a and a receiving opening 45r is connected. This will make the angle of advance of the opening of the oil chamber 45a and 45r flows back to the oil pan 47 the inner. Accompanied by oil flow returned to an oil pan 47 the inner, the clutch 1st 25 and 2nd on the face 26 of the pressure will correspondingly decrease. Interlock pin 20 by the spring 24 will be the action of elastic force to the rear disc 14 to move in the direction. After stopping of the engine, intake valve 77 reaction force of the camshaft 15, the rear plate 14 and the rotor 12 to the retard angle direction rotation. In other words, rotor 12as shown in Figure 3 to rotate counterclockwise. If such rotation so that the locking recess 145 is the lock pin 20, the lock pin will be with the groove 145 joint. The rotor 12 and the sprocket 11 is limited relative rotation between the. If the recess 145 has failed to and interlock pin 20 and opposite to, the pin 20 will remain abutted on the rear plate 14 on the front end of the until the engine is re-starting. As mentioned above, at the time of start of the engine, the variable valve timing mechanism 10 in the chain wheel 11 relative to the camshaft 15 is latched in one than the latest advance of angle of advance on the position α degrees. Therefore, a ratio of the engine is not in the angular position in advance of the advance of the start of the valve timing. This will improve the starting performance of the engine. The variable valve timing mechanism 10 allow the engine to run in the valve timing from the valve timing at the start of a further delay. In order to fully utilize the high-speed range of the engine the intake inertia, improves the power of the engine. In this embodiment, the valve timing is not the latest when the valve timing of the engine start, but rather than the engine starting valve timing also to delay the distribution phase. This will reduce losses, reduce the fuel consumption of the engine. Furthermore, the above-mentioned embodiment, the rotor 12 relative to the sprocket 11 is rotated, or when the valve timing changes, oil pressure is constantly applied to the pin 20 of the on. Thus anti-lock pin 20 in the valve timing is changed from the hole 117 protrudes. Therefore, the lock pin 20 and a rear disc 14 does not contact between each other. The above-mentioned implementation the example locks groove 145 form a plurality of relatively long diameter direction. To prevent the locking recess 145 in the rotor 12 and a rear disc 14 is rotated to the lag direction monochromaic angle cavity 102 communicated with. When the rotor 12 and a rear disc 14 is rotated to the advance angle direction, the locking groove will and advance angle cavity 101 communicated with. However, at this moment the locking recess 145 by the cavity has first 143 and the radial groove 144 and advance angle cavity 101 the communicated. Therefore, the recess 145 and the cavity 101 will not disturbance oil of the flow. Although, the above only describes a the embodiment of the invention, but obviously the technicians of this field can be in the present invention within the scope and spirit of the present invention more concrete. In particular, the invention can be modified in the form as follows: In the above-mentioned the embodiment of the invention, holding the pin 20 the hole 117 in the sprocket wheel 11 on, and the interlock pin 20 engaged with the lock recess 145 is provided on the rear plate 14 is. However, locking pin receiving holes may also be made to rotate together with the rotor of the the rear, corresponding to the locking groove can be provided on the chain wheel. This kind of structure can also lock the sprocket wheel relative to the rotation of the rotor. Therefore, in this example and embodiment is to be considered as only illustrative and not restrictive. The invention also is not limited to the details given in front of, behind the scope of the claims to the present invention can be modified. A variable valve timing mechanism of an internal combustion engine varies the valve timing by varying the rotation phase of the camshaft (15) with respect to a reference rotation phase of the drive shaft (72) of the engine. The mechanism has a first rotation member (11) and a second rotation member (12). The first rotation member rotates in fixed synchronism with the drive shaft (72) and has at least one recess (114) therein. The second rotation member (12) is located within the first rotation member (11) and rotates integrally with the camshaft (15). The second rotation member (12) has a vane (122) within the recess (114). The vane (122) is movable between two walls of the recess and divides the recess into first and second pressure chambers (101, 102). Hydraulic fluid pressure causes relative rotation of the second rotation member (12) with respect to the first rotation member (11) by applying pressure to the first and second pressure chambers (101, 102) to move the vane. The mechanism further has a lock device (20). The lock device restricts the relative rotation of the second rotation member (12) with respect to the first rotation member (11) such that the vane (122) is kept between the two recess walls when the engine is cranking. The lock device (20) is released after the engine reaches a predetermined running condition. <IMAGE> 1. A method for variable valve timing of internal combustion engine, at least one of the internal combustion engine by a driven shaft (15) driving of the valve (77) and a drive shaft (72), a variable valve timing mechanism through the driven shaft (15) relative to the drive shaft (72) to change the phase of rotation of the timing of the engine valve, the variable valve timing mechanism includes a synchronous rotation with the drive shaft of the rotating member 1st (11), a synchronous rotation with the driven shaft the 2nd rotary member (12) and one is used for changing the 1st rotational member (11) relative to the 2nd rotary member (12) so as to change the relative position of the said driven shaft the relative phase with respect to the drive shaft of a hydraulic actuator (40, 46), the hydraulic actuating mechanism includes a can be in a valve advance limit position and a valve lag limit position in two opposite directions between the movement of the movable actuator (122), in the valve advance limit position, the actuator (122) at a valve timing is advanced to the position of the maximum value, in the limit position of the valve to lag behind, the actuator (122) at a valve timing is delayed to the position of the maximum value, the actuator (122) causes the 1st the movement of the rotating component (11) relative to the 2nd rotary member (12) to rotate, thus, change the drive shaft relative to the phase of rotation of said driven shaft; The method is characterized in that: At the time of start of the engine, a locking member (20) the 1st rotational member (11) and the 2nd rotary member (12) is locked in a predetermined position in order to fix the driven shaft (15) relative to the phase of states drives the axis , the locking member (20) with a stated 1st rotational member (11) relative to the 2nd rotary member (12) fixed locking position and one of the 1st rotational member (11) and the 2nd rotary member (12) can have relative movement between the locking position, the locking member when in locking, the actuator from the two limit position; When the engine stops running, the locking member (20) to its locking position; and After the start of when the engine reaches a certain after a predetermined operating condition, the locking member (20) from the from the lock position. 2. A variable valve timing mechanism of an internal combustion engine, at least one of the engine by a driven shaft (15) driving of the valve (77) and a drive shaft (72), the variable valve timing mechanism by changing the driven shaft (15) relative to the drive shaft (72) to change the phase of rotation of the timing of the engine valve. Wherein the variable valve timing mechanism includes a synchronous rotation with the drive shaft of the rotating member 1st (11), a synchronous rotation with the driven shaft the 2nd rotary member (12) and one is used for changing the 1st rotational member (11) relative to the 2nd rotary member (12) so as to change the relative position of the said driven shaft the relative phase with respect to the drive shaft of a hydraulic actuator (40, 46), the hydraulic actuating mechanism is characterized in that: One can be in a valve advance limit position and a valve lag limit position in two opposite directions between the movement of the movable actuator (122), in the valve advance limit position, the actuator (122) at a valve timing is advanced to the position of the maximum value, in the limit position of the valve to lag behind, the actuator (122) at a valve timing is delayed to the position of the maximum value, the actuator (122) the movement of the rotatable member 1st (11) relative to the 2nd rotary member (12) to rotate, thus, changes the said driven shaft (15) relative to the drive shaft (72) of the rotation phase; One is located in the actuator (122) on one side of the 1st hydraulic chamber (101); One is located in the actuator (122) on the other side of the 2nd hydraulic chamber (102); For selectively the hydraulic pressure of the fluid applied to said 1st and 2nd pressure chamber (101, 102) in order to make the actuator (122) to move in the direction of a selected device; One is used for the 1st rotational member (11) and the 2nd rotary member (12) is locked in a predetermined position in order to fix the driven shaft (15) relative to the drive shaft (72) phase locking member (20), the locking member has a stated 1st rotational member (11) and the 2nd rotary member (12) relative to the fixed locking position, and a the states the actuator (122) can move relative to the hydraulic chamber so as to make the 1st rotational member (11) and the 2nd rotary member (12) locking the position of the relative movement, when the engine is not running, the latching mechanism (20) is pressed to its locking position, when the locking mechanism is locked, the actuator (122) to leave two limit position. 3. If right to claim 2 wherein the variable valve timing mechanism, wherein the locking member (20) under the action of the spring to move to the locking position, when the engine reaches a certain when a predetermined operating condition, the locking member (20) in a than the elastic force of the spring under the action of the large force in a hydraulic manner is removed from its locking position, for, the force is in a predetermined operating condition of the engine during the continuous work so that the locking member (20) is maintained in a locking position. 4. If right to claim 2 wherein the variable valve timing mechanism, wherein the locking member (20) is in its fully latched position and a locking groove (145) engaging, such as the locking member (20) is not in the stop working of the engine and the lock recess (145) engaging, then the rotation of the engine will cause the locking member (20) aligned and inserted into the locking groove (145). 5. A variable valve timing mechanism of an internal combustion engine, the mechanism by changing the engine driven shaft (15) with respect to a drive shaft (72) of the rotation phase of the rotation phase, to change from a driven shaft (15) driving of the valve (77) timing, the mechanism comprises: One with said drive shaft (72), said driven shaft (15) in a synchronous rotation of the axle the 1st rotational member (11); One is located in the 1st rotational member (11) with the driven shaft (15), the drive shaft (72) of another axle in the 2nd synchronous rotation of the rotatable member (12), the 2nd rotary member (12) with the groove (114) the corresponding blade (122), the vane (122) of the groove to move between two limiting positions, and the groove is divided into a 1st and 2nd pressure chamber (101,102); By selectively to the 1st and 2nd pressure chamber (101,102), exert pressure, make the blade (122) mobile, so that the 1st 2nd relative to the rotary member driving device for rotating the rotating member; and For the 2nd phase of the rotating member is fixed relative to the reference rotation phase of the engine start at, 2nd locks states the rotatable member (12) of the rotating member relative to the 1st to the relative rotation of the blades (122) maintained in between the two limit positions, and in the engine has reached a certain predetermined operating conditions check withdraws the lock of the locking device. 6. If right to claim 5 wherein the variable valve timing mechanism, wherein the locking device comprises: A rotating member in the 1st and the 2nd rotary member on a component in the engagement recess (145); and A can be moveably supported on the 1st and 2nd rotating member in the rotating member of the pin on another component (20), the pin through its mobile can be selectively engaged with the engagement groove or not engaged, rotation of the engine when starting the same, the pin (20) and the engagement recess (145) engaging, when the engine reaches the predetermined operating condition, the pin is engaged with the engagement groove. 7. A variable valve timing mechanism of an internal combustion engine, the mechanism by changing the engine driven shaft (15) relative to a drive shaft (72) rotation phases to change the phase of rotation of a driven shaft (15) driving of the valve (77) timing, the mechanism comprises: A and the drive shaft (72) and the synchronous rotation of some of the recesses (114) of the sprocket (11); The sprocket (11) with the driven shaft (15) of the synchronous rotation of the rotor (12), the rotor (12) with the groove is provided with a plurality (114) the corresponding blade (122), these vanes (122) can be in the of each groove is movable between two limit positions, and the each groove is divided into a 1st and 2nd pressure chamber; The 1st and 2nd pressure chamber to exert pressure to rotation of the rotor each blade (12) and a chain wheel (11) of the relative rotation of the actuating device (40, 46); and Used for the starting of the engine to maintain said blade in between the two limit positions in order to limit the rotor (12) and the sprocket (11) the relative rotation between, the said rotor (12) relative to the phase of the reference phase is fixed, and the engine has reached a certain predetermined operating conditions to limit the lifting of the locking device (20). 8. The variable valve timing mechanism according to Claim 5 or 7, wherein the blade (122) the limit position of the one of the driven shaft (15) relative to the drive shaft (72) of the phase is delayed to the maximum angle of the maximum lag-angle position and one of the driven shaft (15) relative to the drive shaft (72) of the phase is advanced to a maximum angle of the corresponding to the maximum advance angle position. 9. According to Claim 8 of the variable valve timing mechanism, wherein the actuating device comprises: To the 1st and 2nd oil supply pump pressure chamber (46); A is connected with the pump (46) and the 1st pressure chamber (101) of the 1st channel; A is connected with the pump (46) and the 2nd pressure chamber (102) of the 2nd passage; and One can selectively the pump (46) and the 1st and 2nd channel is connected with channel of the control valve (40). 10. Variable valve mechanism also includes a rotatably supported driven shaft (15) of the support (79 according to Claim 9, 80), wherein the 1st passage includes: A positioned on the support (79, 80) and the control valve (40) of the channel is connected with the 1st (81, 82); One is located in the rotor (12) with the 1st pressure chamber (101) is connected ahead of the phase of the channel (125); and One is located in the driven shaft (15) to make the 1st into the passage (81, 82) and the phase advancing passage (125) of the connection channel is connected with the 1st (155,143); Wherein the 2nd passage includes: A positioned on the support (79, 80) and the control valve (40) of the channel is connected with the 2nd (83); One is located in the rotor (12) and the 2nd pressure chamber (102) is connected with the channel from the phase lag (126); and One is located in the driven shaft (15) to make the 2nd into the passage (83) and phase lag channel (126) of the 2nd is connected with the connection passage (156, 84). 11. The variable valve timing mechanism also includes a and the driven shaft and the rotor are fixed together by the disc (14) according to Claim 10, wherein the locking device comprises: An open in the disc the groove (145); A supported by the sprocket in the sprocket axis direction to move on the pin (20), the pin through its mobile can be selectively engaged with the engagement groove is engaged or not, wherein in the rotation of the engine when starting the same, the pin (20) and the engagement recess (145) engaging, when the engine reaches the predetermined operating condition, the pin is engaged with the engagement groove. 12. According to Claim 11 variable valve timing mechanism, wherein the locking device also includes: Cause the pin (20) to the engaged groove (145) mobile propulsion device; and The pin is used to exert a thrust reversal of the propulsion unit the pressure of the force application device. 13. According to Claim 12 can be variable valve timing mechanism, wherein the pin (20) are separated from each other axially of the clutch 1st and 2nd (25, 26), the force application device can selectively to the 1st and 2nd pressure is applied by the face. 14. According to Claim 13 of the variable valve timing mechanism, wherein the force application device including: A-by the 1st and of expenditures with the engagement recess (145) of the open channel 1st is connected, in the channel through the 1st applied to the pin of the pressure of the clutch 2nd (26) on the pin (20) and the engagement recess (145) disengagement; With the 1st pressure chamber (101) through the open a passage which is connected with the 2nd 1st pressure chamber (101) of the pressure is applied to the clutch 2nd (26) on the pin (20) and the engagement recess (145) disengagement; and A and 2nd pressure chamber (102) of the open channel is connected with the 3rd (119) through the 2nd pressure chamber (102) of the pressure is applied to the clutch 1st (25) so that the pin (20) and the engagement recess (145) disengagement. 15. According to Claim 13 of the variable valve timing mechanism, wherein the pin (20) of the larger-diameter portion (22) and a relatively small part of a path (21), wherein the 1st face is in the large-diameter portion (22) and the small-diameter part (21) between, wherein the small-diameter portion has a including the end face of the periphery of a 2nd. 16. The variable valve timing mechanism according to Claim 15, wherein the sprocket (11) is provided with a holding the pin (20) of the hole (117), the hole (117) with a than the pin (20) diameter the larger part (22) of the length of the larger diameter portion (117a) and a than the pin (20) having a smaller diameter part (21) the diameter of the length of the smaller part of the shallow (117b), therefore in the hole (117) and the pin (20) formed between a cavity for receiving liquid (181).