JP2007154823A - Internal combustion engine controller and vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an internal combustion engine controller whose valve timing control accuracy is improved while an engine is at standstill. <P>SOLUTION: A control circuit 8 controls a valve timing changing mechanism in the operation of the internal combustion engine 2 to thereby control a transition phase. When having received an operation stopping instruction of the internal combustion engine 2, in order to stop the internal combustion engine so that the transition phase can be maintained as a phase favorable to the restart of the internal combustion engine 2, by regulating a driving load of a high-pressure fuel pump 21, the control circuit 8 adjusts torque (brake force) applied to an intake cam shaft 20. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an internal combustion engine control device and a vehicle, and more particularly to an internal combustion device and a vehicle including a variable valve timing mechanism.

  In order to obtain improved fuel efficiency in a gasoline engine, the engine pump loss is reduced. Pump loss can be reduced by realizing the Atkinson pseudo cycle by delaying the closing timing of the intake valve, or by utilizing internal EGR by expanding the overlap between the opening of the intake valve and the exhaust valve. Among these measures, the realization of the Atkinson pseudo cycle is particularly important.

  The intake valve of the engine is usually driven by a camshaft synchronized with engine rotation so that it rotates once per two rotations of the crankshaft. The intake valve is opened from the top dead center (TDC) of the piston, and closed at a point slightly past the bottom dead center (BDC) in consideration of the intake inertia.

  In recent years, an increasing number of vehicles are equipped with a variable valve timing system (hereinafter also referred to as VVT) aiming at high performance throughout the entire range by continuously varying the opening / closing timing of the intake valve according to the engine speed and the accelerator opening. .

FIG. 9 is a diagram for explaining the variable valve timing system.
Referring to FIG. 9, the exhaust valve opens and closes in the exhaust stroke, and the intake valve opens and closes in the intake stroke. The valve lift of the exhaust valve is shown in waveform EX, while the valve lift of the intake valve is shown in waveforms IN1 to IN3. Depending on VVT, the opening / closing timing of the intake valve changes between waveforms IN1 to IN3.

  In the middle load range of the engine, the opening / closing timing of the intake valve is advanced to the waveform IN1 side. As a result, valve overlap occurs between the opening period of the exhaust valve and the opening period of the intake valve, and unburned gas flows into the intake port during exhaust. Thereby, since combustion temperature falls, nitrogen oxide (NOx) reduces, and hydrocarbon (HC) also reduces by recombustion of unburned gas. Furthermore, when the unburned gas flows into the intake port, the intake pipe negative pressure is relaxed, the resistance during intake is reduced, and the fuel consumption can be improved.

  Also, the opening / closing timing of the intake valve is advanced to the waveform IN1 side even in a high load / low / medium rotation range of the engine. As a result, the closing timing of the intake valve is advanced, the amount of intake air that blows back from the combustion chamber to the intake port due to the rise of the piston is suppressed, and volume efficiency is improved.

  During idle operation and engine start, the valve timing is changed to the position indicated by waveform IN2. Thereby, it is possible to prevent the inert gas in the exhaust port from blowing back to the intake port, and it is possible to suppress the mixing of the inert gas and stabilize the combustion.

  On the other hand, the valve timing is changed to the position indicated by the waveform IN2 even in the high load / high rotation range. In a high load / high rotation range, the piston speed is fast, so sufficient intake cannot be obtained if the closing timing is early. Therefore, by delaying the closing timing of the intake valve, the closing timing of the intake valve is set to a timing that matches the inertia of the intake air, and volume efficiency is improved.

  Further, when the load is light, the valve timing is changed to a position indicated by a waveform IN3 where the crank angle which is the most retarded angle is 100 ° after BDC. If the timing of closing the intake valve is further delayed than the waveform IN2, a phenomenon occurs in which the air once sucked is discharged from the intake valve. Delaying the closing timing of the intake valve until such a phenomenon occurs is referred to as “slow closing control”.

  Rather than restricting the amount of air required by increasing the negative pressure by restricting the throttle valve, it is more effective to reduce the pumping loss by restricting the amount of air taken into the combustion chamber by performing such slow closing control with the throttle valve open. Few. When the slow closing control is performed during the rotation of 500 to 2000 rpm, the Atkinson cycle is realized.

  The Atkinson cycle is a typical system for high expansion ratio cycles. An engine using the Atkinson cycle can take out explosive energy without exhausting by reducing the volume of the combustion chamber to increase the expansion ratio and exhausting after the explosion pressure becomes sufficiently low.

  In a normal engine having substantially the same compression stroke volume and expansion stroke volume, the compression ratio and the expansion ratio are basically the same. Therefore, if an attempt is made to increase the expansion ratio, the compression ratio also increases, and the occurrence of knocking cannot be avoided, and there is a limit to increasing the expansion ratio.

  In the initial stage (when the piston starts to rise) by delaying the timing of closing the intake valve by VVT, a part of the air sucked into the cylinder is returned to the intake manifold side to substantially delay the start of compression. Thus, the expansion ratio can be increased without increasing the actual compression ratio. In addition, since the throttle valve opening can be increased by this method, the intake pipe negative pressure can be reduced and intake loss can be reduced.

Japanese Patent Laying-Open No. 2004-150397 (Patent Document 1) discloses an electric valve timing adjusting device that has a greater degree of freedom in phase change width than a hydraulic valve timing adjusting device and is advantageous for delayed closing control.
JP 2004-150397 A JP 2004-137901 A

  However, the VVT during operation needs to cover various engine states from the start range to the fuel consumption range where the intake valve is slowly closed and used to the full load range. In particular, when considering cold start, the engine may not be able to start due to excessive compression loss caused by slow closing control of the intake valve. That is, the engine cannot be started at the timing shown by the waveform IN3 in FIG.

  Therefore, the timing of the valve timing indicated by the waveform IN2 (70 after the BDC at the crank angle) when the engine is stopped while using the slow closing control (90 ° after the BDC at the crank angle) as shown by the waveform IN3 to improve the fuel efficiency. It is necessary to return the advance amount dθ to about °.

  At this time, in the electric valve timing adjusting device that drives the VVT by the motor while rotating the alternator by the engine and generating power by the influence of the torque applied to the cam from the valve side, the valve timing is set to a desired timing when the engine is stopped. It is difficult to stop at. Further, at the time of start-up, due to a decrease in battery voltage, it may be difficult to return the valve timing to a startable range because sufficient motor driving force cannot be obtained.

  An object of the present invention is to provide a control device for an internal combustion engine and a vehicle in which the accuracy of valve timing control when the engine is stopped is improved.

  In summary, the present invention relates to a control device for an internal combustion engine. The internal combustion engine includes a crankshaft, an air valve that opens and closes an air passage that leads to a combustion chamber, a camshaft that rotates according to the rotation of the crankshaft, and a camshaft. And a valve timing that changes the opening / closing timing of the air valve by changing the rotation phase of the cam shaft relative to the crankshaft. A change mechanism and a fuel pump driven by rotation of the camshaft are provided. The control device controls the valve timing changing mechanism during operation of the internal combustion engine to control the rotational phase, and when receiving an operation stop instruction of the internal combustion engine, the rotational phase can maintain a phase advantageous for restarting the internal combustion engine. The torque applied to the camshaft is adjusted by adjusting the driving load of the fuel pump in order to stop the internal combustion engine.

  Preferably, the air valve is an intake valve, and when the control device detects a stop condition of the internal combustion engine, the valve timing changing mechanism causes the intake valve timing to be within a restartable range of the internal combustion engine. The rotational phase with respect to the shaft is adjusted, and the driving load of the fuel pump is adjusted so that the camshaft stops at a position where the rotational phase is maintained.

  Preferably, the fuel pump includes a check valve that opens when the fuel pressure exceeds a predetermined fuel pressure during normal operation and can be controlled to be opened and closed by a control device. The control device detects the stop condition of the internal combustion engine and opens and closes the fuel pump by opening and closing the check valve. Adjust the driving load.

  In another aspect, the present invention is a vehicle including the internal combustion engine and any one of the control devices for the internal combustion engine described above.

  According to the present invention, the operation of the high-pressure fuel pump reduces the influence of torque applied to the cam from the valve side, and improves the accuracy of valve timing control when the engine is stopped.

  Hereinafter, the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.

  FIG. 1 is a diagram showing a configuration related to an internal combustion engine of a vehicle 100 according to an embodiment of the present invention.

  Referring to FIG. 1, vehicle 100 includes an internal combustion engine 2, an alternator 6, a starter motor 7, a control circuit 8, and an accelerator sensor 11.

  The internal combustion engine 2 includes a cylinder 30 provided in the cylinder block, a piston 32 that reciprocates in the cylinder 30, and a connecting rod 34 that connects the piston 32 and the crankshaft 36.

  The internal combustion engine 2 is a crankshaft 36, an intake camshaft 20, a cam 26 attached to the intake camshaft 20, and an air valve that opens and closes by being pushed down by the cam 26 according to the rotation of the intake camshaft 20. The intake valve 28 and a valve timing changing mechanism that changes the rotation phase of the intake camshaft 20 relative to the crankshaft 36 and changes the opening / closing timing of the intake valve 28 are included.

  The intake camshaft 20 rotates according to the rotation of the crankshaft 36. The cam 26 is fixed to the intake camshaft 20 and determines the opening degree of the intake valve 28 according to the distance of the outer periphery from the rotation shaft of the intake camshaft 20.

  The valve timing changing mechanism changes the opening / closing timing of the intake valve 28 by changing the rotation phase of the intake camshaft 20 with respect to the sprocket wheel 18 and the crankshaft 36 based on the timing control signal SC.

  The valve timing changing mechanism includes a VVT motor 14 and an advance mechanism 16. The force of the sprocket wheel 38 attached to the crankshaft is transmitted to the sprocket wheel 18 by the chain 40, and the advance mechanism 16 is rotated. The VVT motor 14 is rotated by electric power from a battery (not shown). The advance mechanism 16 rotates the intake camshaft 20 according to the torque applied from the rotating shaft 15 of the VVT motor 14 and the torque applied from the sprocket wheel 18.

  The internal combustion engine 2 further includes a cam angle sensor 22 that detects the rotation angle of the intake camshaft 20 by detecting the rotation of the protrusion provided on the intake camshaft 20, and a crank angle that detects the rotation angle of the crankshaft 36. Sensor 24. Although not shown, the internal combustion engine 2 is a double overhead camshaft (DOHC) engine, and includes an exhaust camshaft and an exhaust valve (not shown).

  The control circuit 8 outputs a timing control signal SC based on the valve timing information required from the current operating state during the operation of the internal combustion engine 2.

  The control circuit 8 receives the phase information θCA from the cam angle sensor 22, receives the phase information θCR and the engine speed Ne from the crank angle sensor 24, and basically the rotation shaft 15 of the VVT motor 14 is sprocketed by the control signal SC. The number of rotations is controlled so as to rotate at the same phase as the wheel 18.

  Then, with reference to the required VVT advance amount determined based on the output of the accelerator sensor 11 and the engine speed, the advance amount is reflected in the phase difference between the output of the cam angle sensor 22 and the output of the crank angle sensor 24. The rotational speed of the VVT motor 14 is slightly increased or decreased.

  The internal combustion engine 2 further includes a fuel pump drive cam 31 fixed to the intake camshaft 20 and a high-pressure fuel pump 21 driven by the rotation of the intake camshaft 20. The control circuit 8 outputs a control signal SP to adjust the fuel pressure of the high-pressure fuel pump 21 and the braking force that the high-pressure fuel pump 21 applies to the intake camshaft 20.

  The control circuit 8 controls the rotation phase by controlling the valve timing changing mechanism as described above during operation of the internal combustion engine 2. When the control circuit 8 receives an instruction to stop the operation of the internal combustion engine 2, the control circuit 8 reduces the drive load of the high-pressure fuel pump 21 in order to stop the internal combustion engine so that the rotational phase can maintain a phase advantageous for restarting the internal combustion engine 2. By adjusting the torque, the torque (braking force) applied to the intake camshaft 20 is adjusted.

  FIG. 2 is a diagram for explaining an example of specific shapes of the camshaft and the high-pressure fuel pump of the internal combustion engine.

  Referring to FIG. 2, intake camshaft 20 is provided with two cams 26 per cylinder for a total of four cylinders. A sprocket wheel 18 and an advance mechanism 16 are provided at one end of the intake camshaft 20. A cam 31 for driving the high-pressure fuel pump is provided in a gap portion of the intake camshaft 20 where the cam 26 is not provided. The high-pressure fuel pump 21 generates a high-pressure fuel pressure, as will be described later, by repeatedly pressing the tip portion with a cam 31.

  The exhaust camshaft 23 is also provided with two cams 27 per cylinder for a total of four cylinders. A sprocket wheel 19 is provided at one end of the exhaust camshaft 23, and the rotational torque of the crankshaft 36 is transmitted to the sprocket wheels 18 and 19 by the chain 40 in FIG.

  Although FIG. 2 shows an example in which the valve timing changing mechanism is provided on the intake camshaft 20 side, the present invention can be applied even when the valve timing changing mechanism is provided on the exhaust camshaft 23 side. Is possible. Further, the example in which the high-pressure fuel pump 21 is driven by the cam provided on the intake camshaft side has been described, but the high-pressure fuel pump drive cam may be provided on the exhaust camshaft 23 side.

FIG. 3 is a diagram for explaining the reaction force that the cam receives from the valve.
Referring to FIG. 3, sprocket wheels 18 and 19 rotate in the direction indicated by arrow A1 by the chain. At this time, the cam 26 provided on the intake camshaft 20 receives a force F <b> 1 pushed back by the spring 52 from the intake valve 28. Similarly, the cam 27 provided on the exhaust camshaft 23 receives a force F <b> 2 that the exhaust valve 29 is pushed back by the spring 54.

  When the engine is in operation, the advance amount of the cam 26 relative to the sprocket wheel 18 is controlled by the valve timing changing mechanism, that is, the advance mechanism 16 and the VVT motor 14 shown in FIG. When the advance amount is increased to the plus side in FIG. 3, the closing timing of the intake valve 28 is delayed, and the delayed closing control is performed.

  However, in the electric VVT, when the engine stops operating and the power of the VVT motor 14 is turned off, the advance mechanism 16 is released without receiving any force from the VVT motor 14 and is received by the cam 26 from the intake valve 28. The advance amount may be shifted after the engine is stopped by the force F1.

  If the other cylinders are not considered, when the engine is stopped at the position shown in FIG. 3, the cam 26 on the intake valve side causes the intake camshaft 20 to rotate slowly (plus) with respect to the chain by the force F1, and further Since the cam 27 on the exhaust side tries to move the chain in the direction of the arrow A1 by the force F2, the advance angle amount further changes in the late closing (plus) direction.

  FIG. 4 is a diagram for examining the reaction force that the cam receives from the intake valve in the case of a four-cylinder engine.

  Referring to FIG. 4, the cam on the intake valve side is in contact with intake valve 28 corresponding to each of cylinder # 1 and cylinder # 2. The cams of cylinder # 3 and cylinder # 4 do not receive rotational force because the side projecting from the intake valve is not in contact. Accordingly, when the balance between the force F1 received by the cam in the cylinder # 1 and the force F1A received by the cam in the cylinder # 2 is lost, a force for rotating the intake camshaft 20 is applied.

  For this reason, stopping the engine at the point where the force F1 and the force F1A are just balanced is important for stopping the engine while maintaining the advance amount. Note that such a stop position needs to be selected in accordance with the number of cylinders and the type of engine such as cylinder arrangement such as series arrangement or V-type arrangement.

FIG. 5 is a schematic diagram for explaining the high-pressure fuel pump 21 of FIG.
Referring to FIG. 5, high-pressure fuel pump 21 is used for a so-called direct injection gasoline engine or the like, and is provided between fuel tank 102 and fuel delivery pipe 105. The plunger 109 is pushed by the cam 31, and the high pressure fuel is pumped to the check valve 110 side by this applied pressure. The high pressure fuel pumped to the fuel delivery pipe 105 is injected into the engine cylinder from the tip of the injector 106.

  The control circuit 8 detects the fuel pressure by the fuel pressure sensor 104 provided in the fuel delivery pipe 105, and feedback-controls the electromagnetic valve 108 so that the fuel pressure becomes an optimum value.

  In a normal configuration, the check valve 110 is controlled by a spring or the like so as to open when the fuel pressure pressurized by the plunger 109 exceeds a predetermined pressure (for example, 10 MPa).

  In contrast, in the present embodiment, an electromagnetic coil is also provided in the check valve 110 to adjust the rotational resistance with respect to the camshaft when the engine is stopped, and is controlled to open when the fuel pressure exceeds a predetermined pressure during operation. When the engine is stopped, the control circuit 8 adjusts the electromagnetic force to control the driving load of the high-pressure fuel pump 21, that is, the magnitude of the force that hinders the rotation of the camshaft.

FIG. 6 is a diagram for explaining the operation of the high-pressure fuel pump 21.
Referring to FIG. 6, the lift amount of plunger 109 periodically changes according to the rotation of high pressure fuel pump drive cam 31. At the time of <intake>, fuel is sucked into the pump when the lift amount of the plunger 109 decreases from the maximum value. In <idle swing>, if the solenoid valve 108 is controlled to open when the lift amount of the plunger 109 increases from zero, the fuel inside the cylinder pushed by the plunger 109 is pushed back to the fuel tank side. The cam 31 is in an idling state. In the idling state, the reaction force applied to the cam 31 by the high-pressure fuel pump 21 is only the force of the spring that attempts to close the check valve 110, and the reaction force is weak.

  <Pressurization> At the time of pressurization, if the solenoid valve is controlled to be closed while the lift amount of the plunger 109 is increasing, the check valve 110 is opened when the pressure inside the cylinder is pressurized by the plunger and exceeds the predetermined pressure. Fuel is pumped to the injector. At the time of pressurization, the resistance to rotation applied to the cam 31 is increased.

  In addition to the control of the electromagnetic valve 108, the resistance force applied to the cam 31 can be increased by further controlling the check valve 110 with an electromagnetic force to make it difficult to open. Conversely, if the check valve 110 is controlled to open, the resistance force applied to the cam 31 can be reduced.

  FIG. 7 is a flowchart showing a control structure of a program executed by the control circuit 8 when an engine stop request is generated.

  Referring to FIG. 7, first, in step S1, when it is detected that a request for stopping the engine such as IG-OFF (ignition switch off) or engine stall (engine stroll) has occurred, the process is executed from step S1.

  In step S2, if it is stopped as it is, there is a possibility that it will stop at the most retarded angle (100 ° crank angle after bottom dead center) and it will be impossible to restart, so stop position control by the fuel pump is started.

  In step S3, the phase of the intake camshaft immediately before stopping is determined. As shown in FIG. 9, the position can be restarted if it is within 70 ° crank angle (70 ° CA after BDC) after bottom dead center, and cannot be restarted after 70 ° crank angle after bottom dead center. It is the position.

  Therefore, in step S3, it is determined whether the phase of the intake camshaft is within 70 ° crank angle after bottom dead center. If the phase is within 70 ° CA, the process proceeds to step S5, and if not within 70 ° CA, the process proceeds to step S4.

  In step S4, the pump duty ratio of the high-pressure fuel pump 21 is set to 100%, and a force is generated so that the camshaft 20 is delayed with respect to the sprocket wheel 18. The pump duty ratio is a duty ratio of a signal for controlling the current applied to the electromagnetic coil of the check valve, and by changing this, the magnitude of the resistance force that prevents the rotation of the camshaft can be changed. As a result, the phase of the camshaft changes within 70 ° CA. When the process of step S4 ends, the process proceeds to step S5.

  In step S5, it is determined whether or not the engine is at a stop position where the engine can be restarted. If it is not the restartable stop position, the process proceeds to step S6, the valve variable timing mechanism is retarded, and the cam phase is adjusted to a position where the engine can be restarted. The electric valve timing changing mechanism is relatively easy to control on the retard side.

  When the process of step S6 ends, the process proceeds to step S7. The process also proceeds to step S7 when the engine is at a stop position where the engine can be restarted in step S5.

  In step S7, the pump duty ratio of the high-pressure fuel pump 21 is controlled and balanced with VVT at the target stop position. As a result, the cam and VVT are stopped at a position where the engine can be restarted.

  In step S8, the engine is completely stopped at the engine restartable position, and the process is terminated.

  FIG. 8 is a flowchart showing a modification of the control structure of the control circuit 8. This process is executed every time a predetermined time elapses from a predetermined main routine or every time a predetermined condition is satisfied.

  Referring to FIGS. 1 and 8, first, in step S11, a request to stop the engine is detected. For example, it is determined that there is an engine stop request when the driver turns off the ignition switch or when a sign of engine stall (engine stall) is detected as occurrence of knocking or the like.

  If the engine stop request is not detected in step S11, the process proceeds to step S17, and the control returns to the main routine.

  On the other hand, if an engine stop request is detected in step S11, the process proceeds to step S12. In step S12, it is determined whether or not the phase of the camshaft 20 relative to the crankshaft 36 (referred to as cam phase) is smaller than the 70 ° crank angle (also referred to as 70 ° CA) after bottom dead center. If this phase is smaller than the 70 ° crank angle after bottom dead center, the engine can be restarted after stopping. If the phase is greater than 70 ° crank angle after bottom dead center, the engine may not be restarted.

  If the cam phase is not less than 70 ° CA in step S12, the process proceeds to step S13, and the cam phase is controlled so that the electric VVT motor 14 and the advance mechanism 16 are within 70 ° CA. When the process of step S13 ends, the process proceeds to step S14. Further, when the cam phase is <70 ° CA in step S12, the process proceeds to step S14.

  In step S14, the load of the high-pressure fuel pump 21 is adjusted so that the camshaft stops at a position where no shift occurs after the engine stops due to the torque from the valve spring. Then, the process proceeds to step S15.

  In step S15, it is determined whether or not the engine has completely stopped. If the engine has not yet stopped in step S15, the processing from step S12 is performed again. On the other hand, if a complete stop of the engine is detected in step S15, the process ends in step S16.

  As described above, in the embodiment of the present invention, the cam timing when the engine is stopped, for example, when the ignition key is turned off, is read by the control circuit to make the restartable cam phase, and the drive of the high-pressure pump is controlled. The camshaft stop position is controlled so that the camshaft position does not shift due to the reaction force from the valve when the camshaft resistance is adjusted and stopped. By such control, it is possible to realize a variable valve timing mechanism that has a wide degree of freedom in valve timing and can be reliably restarted.

  In this embodiment, an in-line four-cylinder engine is taken as an example. However, the invention of the present application can be applied to all engines in which a high-pressure pump is driven by a cam, and the present invention is also applied to a multi-cylinder engine. It is possible.

  In the present embodiment, the gasoline engine that performs in-cylinder injection is described as an example. However, the present invention is not limited to this as long as it is an engine that performs VVT and drives a high-pressure pump. Can be applied.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a figure showing composition relevant to an internal-combustion engine of vehicle 100 concerning an embodiment of the invention. It is a figure for demonstrating an example of a specific shape about the camshaft and high pressure fuel pump of an internal combustion engine. It is a figure for demonstrating the reaction force which a cam receives from a valve | bulb. It is a figure for examining the reaction force which the cam in the case of a 4-cylinder engine receives from an intake valve. It is the schematic for demonstrating the high pressure fuel pump 21 of FIG. FIG. 5 is a diagram for explaining the operation of the high-pressure fuel pump 21. It is the flowchart which showed the control structure of the program which the control circuit 8 performs when the engine stop request | requirement arises. 7 is a flowchart showing a modification of the control structure of the control circuit 8. It is a figure for demonstrating a variable valve timing system.

Explanation of symbols

  2 internal combustion engine, 6 alternator, 7 starter motor, 8 control circuit, 11 accelerator sensor, 14 VVT motor, 15 rotating shaft, 16 advance angle mechanism, 18, 19 sprocket wheel, 20 intake camshaft, 21 high pressure fuel pump, 22 cam Angle sensor, 23 exhaust camshaft, 24 crank angle sensor, 26, 27 cam, 28 intake valve, 29 exhaust valve, 30 cylinder, 31 fuel pump drive cam, 32 piston, 34 connecting rod, 36 crankshaft, 38 sprocket wheel, 40 Chain, 52, 54 Spring, 100 Vehicle, 102 Fuel tank, 104 Fuel pressure sensor, 105 Fuel delivery pipe, 106 Injector, 108 Solenoid valve, 109 Plunger, 110 Kkubarubu.

Claims (4)

A control device for an internal combustion engine,
The internal combustion engine
A crankshaft,
An air valve that opens and closes the airway leading to the combustion chamber;
A camshaft that rotates in response to rotation of the crankshaft;
A cam fixed to the camshaft, and determining an opening of the air valve according to a distance of an outer periphery from a rotating shaft of the camshaft;
A valve timing changing mechanism that changes an opening / closing timing of the air valve by changing a rotation phase of the camshaft with respect to the crankshaft;
A fuel pump driven by rotation of the camshaft,
The control device controls the rotation timing by controlling the valve timing changing mechanism during operation of the internal combustion engine, and when the operation stop instruction of the internal combustion engine is received, the rotation phase is restarted of the internal combustion engine. A control device for an internal combustion engine, wherein a torque applied to the camshaft is adjusted by adjusting a drive load of the fuel pump in order to stop the internal combustion engine so as to be able to maintain an advantageous phase. The air valve is an intake valve,
When detecting the stop condition of the internal combustion engine, the control device adjusts the rotational phase of the camshaft with respect to the crankshaft so that the timing of the intake valve is within a restartable range of the internal combustion engine by the valve timing changing mechanism. 2. The control device for an internal combustion engine according to claim 1, wherein the drive load of the fuel pump is adjusted so that the camshaft stops at a position where the rotational phase is maintained. The fuel pump is
Including a check valve that opens when the fuel pressure exceeds a certain level during normal operation and can be controlled to open and close by the control device;
2. The control device for an internal combustion engine according to claim 1, wherein when the stop condition of the internal combustion engine is detected, the control device adjusts a driving load of the fuel pump by opening and closing the check valve. The internal combustion engine;
A vehicle comprising the control device for an internal combustion engine according to any one of claims 1 to 3.

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