JP2001303994A - Variable valve timing control device for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To properly function correction by feedback control even when structural restrictions are imposed on a control input of a cam phase angle using an actuator. SOLUTION: The phase of a cam shaft is varied and controlled by using, for example, a hydraulic type actuator and an actuation amount of the actuator is controlled according to a control duty factor. In a phase angle control routine, a target phase angle Pa is set (at steps S10 and S12) based on a detected operation state and a proportional correction value uP is set (at steps S14-S18) according to a phase angle deviation difference between a detected actual phase angle Pt and the target phase angle. A situation that there is a possibility for structural restriction to be imposed on phase displacement of a cam shaft is decided (at a step S20) by using condition formulas 1-3. When the decision is established, updating of an integrating correction value uP is prohibited. Thereby, the situation that the fluctuation center of the integrating correction value uI contains an error based on 0 is prevented from occurring.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a variable valve timing control device for an internal combustion engine for controlling the operation of a variable valve timing mechanism provided in a valve train of the internal combustion engine more suitably.

[0002]

2. Description of the Related Art As a prior art relating to control of a variable valve timing mechanism of this kind, for example, Japanese Unexamined Patent Publication No.
No. 516 discloses a valve operation timing adjusting device. This known timing adjustment device adopts the bang-bang control law in the advance control of the camshaft phase using the actuator, and the phase shift of the camshaft to the target advance angle affects the fluctuation of the operation characteristics of the actuator. A control value that is not performed is selected as a control input, and the control value is switched using a predetermined switching condition. Specifically, when an actuator is operated using a spool valve using a linear solenoid, for example, in feedback control, the duty ratio is set linearly in accordance with the deviation of the phase angle. Only the duty ratios a and b in a region that is not affected by the fluctuation are selected, and these duty ratios a and b are selectively switched according to the switching condition obtained from the deviation of the phase angle and the previous operation amount, so that the control input and the duty ratio are controlled. Is what you do.

According to the above-described control method, the transient response of the camshaft to the change of the target advance angle can be substantially reduced without the influence of the fluctuation of the operating characteristic of the spool valve or the production error on the fluctuation of the duty ratio. Follow the optimal trajectory,
It is considered that the steady-state deviation is also eliminated.

[0004]

However, due to its structure, the camshaft has a limited displacement stroke (displacement angle) in the rotational direction capable of displacing the phase with respect to the crankshaft.
For example, in the case of a structure using a helical spline as in a known timing adjustment device, the phase displacement angle of the cam shaft is defined in a region where the inner teeth and the outer teeth are effectively meshed,
Furthermore, the phase cannot be displaced beyond the operating stroke of the hydraulic actuator even in this meshing region. Therefore, when the phase of the camshaft is actually close to the end of the stroke on the advance side or the retard side, the phase response of the camshaft indicates the end of the stroke with respect to the advance or retard duty ratio given as a control input. Beyond that, it cannot be freely displaced to the advance side or the retard side. Therefore, when the duty ratio is periodically switched as in a known timing adjustment device, the response of the phase displacement to one of the duty ratios is regulated at the end of the stroke,
The response of the phase displacement to the other duty ratio appears relatively large. Further, when the phase displacement of the camshaft is regulated at the end of the stroke, the members constituting the variable phase mechanism collide with each other and the camshaft is largely rebounded in the opposite phase direction. A response with no phase angle may appear.

In such a situation, it is impossible to know an accurate response from the value detected as the actual phase angle of the camshaft. The application of the control law using the deviation from the target phase angle cannot be realized. This problem occurs not only in the helical spline mechanism but also in, for example, the vane mechanism.

In view of the above-mentioned problems, the present invention is directed to a control technique for properly controlling the control law even when the free response of the phase displacement of the camshaft to the control input is structurally restricted. The task was to establish it.

[0007]

According to a first aspect of the present invention, a variable valve timing control apparatus for an internal combustion engine controls a camshaft phase using an actuator so that an actual phase angle matches a target phase angle. The control law shall be applied.Specifically, the actuation amount of the actuator is linearly adjusted using a proportional correction value and an integral correction value set by a deviation between the detected actual phase angle and the target phase angle. Control. Here, the present invention solves the above-mentioned problem by prohibiting the update of the integral correction value when the magnitude of the deviation is within a predetermined value.

That is, as described above, the actuator to be controlled includes variations in operating characteristics and product errors. Variations in the response of the actual phase angle appearing due to these variations and errors are usually corrected by feedback integration correction. Compensated by the value. However, if the target phase angle is set near the end of the displacement stroke of the camshaft, the phase displacement of the camshaft may be subject to structural restrictions as described above. It does not directly reflect the effects of fluctuations and errors inherent to the actuator, but also includes the effects of disturbances due to structural constraints. Therefore, in the present invention, when the control deviation has settled to a certain value or less, the update of the integral correction value is prohibited, so that the integral correction for the influence of the structural constraint is not reflected in the feedback control. Therefore, for example, even when the response of the actual phase angle is displaced to a phase region where there is no structural restriction, the center of fluctuation of the integral correction value does not include an error with respect to the target phase angle.

Alternatively, the variable valve timing control device according to the present invention may be configured such that a structural displacement range of the camshaft is defined between a predetermined most advanced angle and a predetermined most advanced angle. When the actual phase angle is at a position near the most advanced angle or the most retarded angle, the update of the integral correction value is prohibited, thereby solving the problem in the same manner as the above (claim 1). In this case, the response of the camshaft phase displacement is structurally regulated at the position of the most advanced angle or the most retarded angle. Therefore, the overshoot with respect to the target phase angle or the rebound from the stroke end causes the response waveform to be affected by disturbance. The update of the integral correction value is effectively prohibited while there is a possibility of receiving the error.

[0010]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The variable valve timing control device of the present invention can be applied to an internal combustion engine having a variable valve timing mechanism, and an embodiment thereof will be described below. FIG. 1 schematically shows the structure of a variable valve timing mechanism 1 provided in an internal combustion engine. This variable valve timing mechanism 1 includes, for example, an actuator that changes the phase of a camshaft 2 on the intake valve side. I have. However, the present invention is not intended to limit the installation of the variable valve timing mechanism 1 to only the intake valve side.

The specific structure of the actuator is, for example,
A vane rotor 4 is fixedly attached to one end of the camshaft 2, and the vane rotor 4 is rotatably combined with the timing pulley 6. The vane rotor 4 has four vanes 8 extending radially from the axis of the camshaft 2, while the pulley hub of the timing pulley 6 is cut out approximately in a cross through the center of rotation. In the illustrated combined state, the individual vanes 8 are fitted into the notched portions of the timing pulley 6, and the advance hydraulic chamber 10 and the retard hydraulic chamber 12 are oil-tightly partitioned on both sides when viewed in the circumferential direction. Can be formed. With the rotational displacement of the vane rotor 4 relative to the timing pulley 6, the individual vanes 8 move in the advance and retard hydraulic chambers 10,
12 is enlarged or reduced, and the vane rotor 4 is positioned at a position where the vane 8 contacts the inner wall of any of the hydraulic chambers 10 and 12.
Is restricted. In FIG. 1, for example, the vane 8 abuts on the inner wall of the retard hydraulic chamber 12 and the advance hydraulic chamber 1
The state when the volume of 0 becomes maximum is shown.

As is well known, a timing belt 16 is wound around the timing pulley 6 together with the exhaust-side timing pulley 14, and the timing belt 16 is driven by a crank pulley (not shown). Normally, these timing pulleys 6 and 14 are rotated at a half cycle thereof in synchronization with the phase of the crankshaft. However, in the variable valve timing mechanism 1 of this embodiment, the relative rotational displacement of the vane rotor 4 is changed. Accordingly, the phase of the camshaft 2 can be displaced relative to the crankshaft. Specifically, in the variable valve timing mechanism 1 of FIG. 1, the phase of the camshaft 2 is displaced to the most advanced angle in a state where the volume of the advanced hydraulic chamber 10 is maximized. In the state where the volume is maximized (indicated by a two-dot chain line), the displacement becomes the most retarded. in this way,
The camshaft 2 can be displaced in phase relative to the crankshaft, but due to its structure, the displacement angle (stroke) is restricted between the most advanced angle and the most retarded angle.

The hydraulic chambers 10 and 12 communicate with advance and retard oil passages 18 and 20, respectively. These oil passages 18 and 20 are further provided with hydraulic supply / discharge systems which are simplified in FIG. Oil control valve (O
CV) 26 are in communication with advance and retard ports 28 and 30, respectively. The input port 32 of the OCV 26 is supplied with pressure oil from a hydraulic source (oil pump) not shown, and its drain port 34 communicates with an oil recovery path not shown.

The OCV 26 comprises, for example, a switching valve capable of switching the position of a spool 38 by energizing a solenoid 36. The switching operation is performed by an electronic control unit (ECU) 40.
Is controlled by As is known, for example, the ECU 4
0 is a time ratio for energizing the solenoid 36, that is, a duty ratio Du is output as a control signal, and the position of the spool 38 is switched as desired according to the control signal. When the position of the spool 38 is switched by changing the duty ratio Du,
The flow direction of the pressure oil to and from the hydraulic supply / discharge passages 22 and 24 is switched, and the volumes of the advanced and retarded hydraulic chambers 10 and 12 in the timing pulley 6 increase or decrease according to the integrated flow rate. On the other hand, when the duty ratio (neutral duty ratio Du ₀ ) at which both the advance and retard ports 28 and 30 are closed by the spool 38 is output, the hydraulic supply / discharge paths 22 and
The hydraulic system from 24 to each of the hydraulic chambers 10, 12 is closed, and in this state, the volumes of the advance and retard hydraulic chambers 10, 12 are kept constant.

In the variable valve timing mechanism 1 shown in FIG.
The phase angle control of the camshaft 2 can be performed by using the switching control (duty control) of the OCV 26 by the ECU 40 described above. Specifically, the supply and discharge amount of the pressure oil to and from the hydraulic chambers 10 and 12 is determined by the vane rotor 4. Relative rotational displacement (actuation)
And a phase displacement is given to the camshaft 2 in accordance with the amount of the rotational displacement.

Here, the variable valve timing control device of the present invention detects the actual phase angle of the camshaft 2 in addition to the crank angle sensor 42 which outputs a crank angle pulse synchronized with the phase of the crankshaft. The phase angle sensor 44 outputs a rotation angle pulse synchronized with the rotation of the camshaft 2 to the ECU 40 as a detection signal. The ECU 40 calculates the actual phase angle Pr representing the amount of advance or retard of the camshaft 2 with respect to the crankshaft based on the output phase difference between the crankangle pulse and the rotation angle pulse of the camshaft 2.
Can be detected (actual phase angle detecting means).

Further, the variable valve timing control device comprises:
An operation state sensor 46 (operation state detection means) is provided. The operation state sensor 46 collects, for example, information for detecting a value (such as the indicated mean effective pressure Pe) correlated to the load of the internal combustion engine in the ECU 40. I do. The information on the crank angle pulse obtained from the above-described crank angle sensor 42 can also be used for detecting the rotational speed Ne indicating the operating state of the internal combustion engine (operating state detecting means).

The ECU 40 has a function of setting a target phase angle Pa to be given to the camshaft 2 based on the detected operating state of the internal combustion engine (setting means). A phase control map for providing an optimum cam phase angle based on Ne and the magnitude of the load is stored. Further, the ECU 40 has a function of controlling the rotational displacement of the vane rotor 4 so that the actual phase angle Pr of the camshaft 2 matches the target phase angle Pa (control means). The duty ratio Du to be input to the solenoid 36 of the OCV 26 is feedback-controlled using a proportional correction value and an integral correction value set by a deviation between the phase angle Pr and the target phase angle Pa.

[0019]

DESCRIPTION OF THE PREFERRED EMBODIMENTS The contents of the phase angle control by the variable valve timing control device of the present invention will be described below with reference to specific embodiments. FIG. 2 shows a flowchart of a phase angle control routine executed by the ECU 40 as one embodiment.
In the control procedure executed according to this flowchart,
First, the operation state of the internal combustion engine is detected in step S10,
In the next step S12, a target phase angle Pa is set. In these steps S10 and S12,
As described above, for example, the rotation speed Ne, the indicated mean effective pressure Pe, and the like are detected from the information collected by the ECU 40, and the detected values are referred to a phase control map to set the target phase angle Pa. . Note that such a method of setting the target phase angle is an example, and the target phase angle may be set by another calculation method.

When the ECU 40 detects the actual phase angle Pr of the camshaft 2 in the next step S14, the ECU 40 proceeds to step S1.
A deviation (= Pa−Pr) between the target phase angle Pa set in step 2 and the actual phase angle Pr is calculated. Then, when proceeding to step S18, the ECU 40 sets a proportional correction value u _P according to the obtained deviation. The proportional correction value u _P can be obtained, for example, by multiplying the deviation by a proportional correction gain K _P , and this proportional correction value u _P is reflected on a control duty ratio Du described later.

In the next step S20, the ECU 40 determines whether any of the following conditions (1) to (3) is satisfied. That is, (1) the magnitude of the deviation between the target phase angle Pa and the actual phase angle Pr is equal to or smaller than a predetermined value P ₁ (| Pa-Pr | ≦
P ₁ ). (2) The target phase angle Pa is a predetermined value P from the position of the most retarded angle Pb.
₂ is set within, and that the actual phase angle Pr is within the predetermined value P ₂ from the position of the most delayed angle Pb (Pb-Pa <P ₂ and Pb-Pr <P _2). (3) The target phase angle Pa is a predetermined value P from the position of the most advanced angle Pf.
₃ is set within, and that the actual phase angle Pr is the position of the most advanced Pf within the predetermined value _{P 3 (Pa-Pf <P} 3 and Pr-Pf <P _3).

Here, the predetermined value P ₁ used under the condition (1) is such that the response of the actual phase angle Pr to the target phase angle Pa falls within a stable amplitude range, for example, after the settling time has passed. It can be set as a threshold value for determining whether or not it is. The conditions (2) and (3) are for determining whether or not the response of the actual phase angle Pr to the target phase angle Pa may be subject to structural restrictions of the variable valve timing mechanism 1. Things. Therefore, the predetermined values P ₂ and P ₃ used in these conditions (2) and (3) are determined by overshoot with respect to the target phase angle Pa in consideration of, for example, the transient response characteristics of the actual phase angle Pr. It can be set as a threshold value for determining whether or not Pr may reach the position of the most retarded angle Pb or the most advanced angle Pf.
The settings of these predetermined values P ₁ , P ₂ , P ₃ can be changed as appropriate, and the predetermined values P ₂ and P ₃ may be the same value.

The subsequent processing differs according to the result of the determination in step S20. That is,
If none of the above conditions (1) to (3) is satisfied (No), the ECU 40 proceeds to step S22 and increases or decreases, that is, updates the integral correction value according to the phase angle deviation. Such processing is similar to the procedure carried out integral correction in a conventional feedback control, the updated integral correction value u _I is reflected to the control duty ratio Du described later for the elimination of steady-state error.

[0024] In contrast, the (1) If any of the conditions to (3) is satisfied (Yes), ECU 40 proceeds to step S24, prohibits updating of the integral correction value u _I described above. In this case, since the previous data is taken over as the integral correction value u _I , the integral correction for the deviation is not newly reflected in the feedback control of the control duty ratio Du.

In this embodiment, for example, step S2
Step S26 is provided after step 2, where the integral correction value u _{I is set.}
Is used to learn the neutral duty ratio Du ₀ .
That is, due to the operating characteristics of the OCV 26, the above-described neutral duty ratio Du ₀ includes an error with respect to the original product standard value due to, for example, variations between products and the temperature characteristics thereof, in addition to the influence of the supply voltage. Sometimes. The existence of such an error appears as a deviation of the average value of the integral correction value u _I from 0.
_If the average value of _I is stored as a learning value ds and this learning value ds is sequentially added to the neutral duty ratio Du ₀ , the average value of the integral correction value u _I does not produce a deviation from 0. . Note that the learned value of the neutral duty ratio Du ₀ can be appropriately rewritten in the ECU 40 and can be used as an initial value from the next time, for example.

[0026] In this embodiment, the case of prohibiting updating of the integral correction value u _I, in order to prohibit also learning of the neutral duty ratio Du ₀ that the average value and the learned value ds, step S28 in the next step S24 Is provided. ECU40
After the above processing, the control duty ratio Du is set as a control input in the last step S30. The control duty ratio Du can be determined, for example, from the sum of the above-described neutral duty ratio Du ₀ (initial value), the learning value ds, the integral correction value u _I, and the proportional correction value u _P.

FIG. 3 shows a change in the target phase angle Pa and a response waveform of the actual phase angle Pr accompanying the execution of the above-described cam phase control routine. In FIG. 3, the scale of the phase angle is enlarged to facilitate understanding, and the change is exaggerated. As shown as a step change in FIG. 3, for example, when a target phase angle Pa ₁ is set at a certain time t ₁ (step S12), an actual response of the actual phase angle Pr appears following the target phase angle Pa _1. . At this time, if the target phase angle Pa ₁ is within a predetermined value P ₂ from the position of the most retarded angle Pb, the actual phase angle Pr is shifted to the predetermined value P ₂ from the position of the most retarded angle Pb.
At the point in time when it is displaced to the area within the range (time t ₂ ), step S
(Pb−Pa ₁ <P ₂ and P
b-Pr <P ₂ ), and in the subsequent phase angle control, updating of the integral correction value u _I and learning of the neutral duty ratio Du ₀ are prohibited (steps S24 and S28). Response waveform in this case is, for example, when the vane rotor 4 collides with the inner wall of the advancing hydraulic chamber 10, or cause excessive peak E _P in due to the advance side to the rebound, the relative displacement of the vane rotor 4 slowest by being regulated by the position of the corner Pb, the response of the actual phase angle Pb appears and is obtained by shifting the relative advance side relative to the target phase angle Pa _1.

Thereafter, for example, when a new target phase angle Pa ₂ is set at time t ₃ , as described above, the integral correction value u _I is set as described above.
If prohibits update for the updated integral correction value u _I are included in the control duty ratio Du, the target phase angle is the center of the amplitude as indicated by the two-dot chain line in the response waveform diagram It is shifted from Pa _{2 by} an error e.

On the other hand, in the present embodiment, the center of the amplitude coincides with the target phase angle Pa ₂ , and the response of the actual phase angle Pr stably converges on the target phase angle Pa ₂ . This indicates that even if the response of the actual phase angle Pr is structurally restricted in the vicinity of the most retarded angle Pb, for example, the influence of the disturbance is not reflected on the cam phase angle control. Also,
In this embodiment, for example, when the target phase angle Pa = 0 is set at time t ₄ , when the response is settled and the deviation of the actual phase angle Pr stabilizes to a predetermined value P ₁ or less, the above condition is satisfied. Since (1) is satisfied and the determination in step S20 is satisfied (| Pa−Pr | ≦ P ₁ ), thereafter, updating of the integral correction value u _I and learning of the neutral duty ratio Du ₀ are prohibited.

At this time (time t ₄ ), assuming that the target phase angle Pa ₄ is set near the most advanced angle Pf as shown by the two-dot chain line, the target phase angle Pa ₄ is changed to the most advanced angle Pf.
Even if the location is not in the predetermined value P ₃ within the position, due to a significant change in the cam phase angle (Pa ₂ → Pa ₄₎ response of the phase angle Pr is large overshoots the target phase angle Pa ₄ To the most advanced angle Pf. In this case, the determination that satisfies the above condition (2) is not established in step S20, but if the response waveform becomes stable to a level that satisfies the above condition (1),
The determination in step S20 is satisfied at that time, and thereafter may prohibit learning of the updates and neutral duty ratio Du ₀ of the integral correction value u _I. Therefore, in this embodiment, the target phase angle Pa is shifted from the most advanced angle Pf or the most retarded angle Pb by a predetermined value P ₂ ,
Despite not set to P ₃ within the position, if there is a possibility to undergo structural regulation in response of the phase angle Pr, conditions the determination using the condition (1) (2) or condition (3) can be covered.

By executing the above-described cam phase angle control routine, for example, in a situation where it is recognized that a disturbance is included in the response of the actual phase angle due to a structural restriction in the variable valve timing mechanism 1, the influence is given. Can be prevented from being included in the integration correction value. Further, if the above condition (1) is prepared in the determination of step S20 as in the present embodiment, the case where the phase angle of the camshaft 2 is not at a position extremely close to the most advanced angle or the most retarded angle is obtained. However, it is possible to completely cover the determination of the situation subject to the structural regulation.

The control method of the present invention can be implemented by variously rewriting the program without being limited to the phase angle control routine of the above-described embodiment. FIG.
In the control routine of, even if not all of the conditions (1) to (3) are prepared for the determination in step S20, for example,
A control routine having only the condition (1) can be constructed, or a control routine having only the conditions (2) and (3) can be constructed. In the former case, when the actual phase angle Pr is in a position either near the most advanced angle Pf or the most retarded Pb, update of the integral correction value u _I when the deviation is settled below certain levels effectively prohibit Is done. Also in the latter case, the response of the actual phase angle Pr update of the integral correction value u _I is effectively inhibited when each follow the target phase angle Pa is within a predetermined value P _2, P _3.

In the above embodiment, the neutral duty ratio Du ₀ is learned as a more preferable mode.
Such learning is not an essential configuration for the control method of the present invention, and may be omitted together with steps S26 and S28 when unnecessary. In this case, in the setting of the control duty ratio Du in step S30, the term of the learning value ds is appropriately omitted.

In the embodiment shown in FIG. 1, a vane rotor type hydraulic actuator is described as an example. However, in the present invention, the actuator may be a helical type or an electric type actuator. In addition, the embodiment of the present invention is not limited to the configuration shown in FIG. 1, and the specific configuration can be replaced by various equivalent means. It goes without saying that the type of the internal combustion engine to which the present invention is applied and its use are not particularly limited.

[0035]

As described above, the variable valve timing control apparatus for an internal combustion engine according to the present invention (claims 1 and 2)
In the feedback control of the cam phase angle, the integral correction value is appropriately maintained, and the operation of the actuator accurately following the target phase angle is guaranteed. In particular, if only the magnitude of the control deviation is set as the determination condition (claim 1), the specific configuration of the control program can be simplified.

[Brief description of the drawings]

FIG. 1 is a schematic diagram showing an embodiment of a variable valve timing control device.

FIG. 2 is a flowchart of a cam phase angle control routine as a preferred example;

FIG. 3 is a time chart showing a response of a cam phase angle to a change in a target phase angle.

[Explanation of symbols]

 Reference Signs List 1 variable valve timing mechanism 2 camshaft 4 vane rotor (actuator) 10 advanced hydraulic chamber (actuator) 12 retarded hydraulic chamber (actuator) 26 oil control valve (actuator) 40 ECU (setting means, control means) 42 crank angle sensor ( Operation state detection means) 44 Phase angle sensor (actual phase angle detection means) 46 Operation state sensor (operation state detection means)

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Daisuke Kanno 5-33-8 Shiba, Minato-ku, Tokyo Inside Mitsubishi Motors Corporation (72) Inventor Tadashi Shigeru 5-33-8 Shiba, Minato-ku, Tokyo Mitsubishi 3G018 AB02 AB19 BA33 BA34 BA38 CA19 EA02 EA11 EA31 EA32 EA35 FA07 GA02 3G092 AA11 DA01 DA02 DA08 DG05 DG07 EA03 EA04 EA09 EA14 EA15 EB03 EC03 EC05 EC08 EC09 FA06 HAZZHA13Z

Claims (2)

[Claims] 1. A camshaft provided to vary valve timing of at least one of an intake valve and an exhaust valve of an internal combustion engine and capable of displacing a phase relative to a crankshaft; and an actual phase angle of the camshaft. Actual phase angle detecting means for detecting the operating state of the internal combustion engine; setting means for setting a target phase angle to be given to the camshaft based on the detected operating state; An actuator for giving a phase displacement to an axis in accordance with an operation amount; and control means for controlling an operation amount of the actuator so that the actual phase angle matches the target phase angle. With respect to the control of the operation amount, a proportional correction value and an integral correction value set by at least a deviation between the target phase angle and the actual phase angle are used. A variable valve timing control device for an internal combustion engine, wherein feedback control is performed, and updating of the integral correction value is prohibited when the magnitude of the deviation is within a predetermined value. 2. A method for changing the valve timing of at least one of an intake valve and an exhaust valve of an internal combustion engine, the phase of which is relatively shifted between a predetermined most retarded angle and a predetermined most advanced angle with respect to a crankshaft. A possible camshaft; an actual phase angle detecting means for detecting an actual phase angle of the camshaft; an operating state detecting means for detecting an operating state of the internal combustion engine; and providing to the camshaft based on the detected operating state. Setting means for setting a target phase angle to be set; an actuator for applying a phase displacement to the camshaft according to an operation amount; controlling an operation amount of the actuator so that the actual phase angle matches the target phase angle. Control means for controlling the amount of operation of the actuator, wherein the control means sets at least a proportionality set by a deviation between the target phase angle and the actual phase angle. Performing feedback control using a correction value and an integral correction value, and when the actual phase angle of the camshaft is within a predetermined value from any of the most retarded and most advanced positions, the integral correction value A variable valve timing control device for an internal combustion engine, wherein updating is prohibited.