JP2019044594A - Control device of internal combustion engine - Google Patents

Abstract

To constitute a control device of an internal combustion engine which can perform control without causing a malfunction even if a control signal of a valve-opening/closing timing control mechanism is improper.SOLUTION: A valve-opening/closing[ timing control mechanism VT is constituted by comprising a drive-side rotating body which is interlocked with a crankshaft, a driven-side rotating body which rotates integrally with a camshaft, and an electric actuator M for setting relative rotation phases of these items. The valve-opening/closing timing control mechanism comprises a phase control unit 50 for controlling the electric actuator M on the basis of the relative rotation phases which are detected by a phase detection unit, and an engine control unit 40 for imparting the information of a target rotation phase to the phase control unit 50 in conjunction with an operation of an internal combustion engine. The valve-opening/closing control mechanism also comprises a forcible control part 55 for changing the target phase information to prescribed phase information when the target phase information is not acquired from the engine control unit 40.SELECTED DRAWING: Figure 7

Description

  The present invention relates to a control device for an internal combustion engine provided with a valve opening / closing timing control mechanism for electrically controlling the opening / closing timing of a valve in a combustion chamber of the internal combustion engine.

  As a control device for an internal combustion engine having the above-described configuration, Patent Document 1 includes a drive control unit that controls a valve opening / closing timing control mechanism (a variable valve timing mechanism in the literature) based on the detection result of the operating state of the internal combustion engine, and the vehicle speed is A technique is described in which the drive control means controls the valve timing control mechanism when the speed is less than a predetermined speed.

  In this patent document 1, when it is below a predetermined vehicle speed, it sets so that a valve overlap period may not become long.

Japanese Patent Laid-Open No. 06-213021

  However, when the signal path for controlling the valve opening / closing timing control mechanism is disconnected, or the device for controlling the valve opening / closing timing control mechanism does not operate properly, the valve opening / closing timing control mechanism uses the target signal for the valve opening / closing timing (valve timing). If it is not possible to obtain the value, there is room for improvement because proper control cannot be performed.

  In other words, even if the valve opening / closing timing control mechanism is not in a failure state, proper control cannot be realized if the control signal cannot be acquired. In particular, when proper control is not performed, it can be imagined that the overlap between the intake valve and the exhaust valve will be excessive, or that it will fall into a negative overlap state, impairing stable combustion .

  For these reasons, there is a need for an internal combustion engine control device that enables inconvenient control even when the control signal of the valve timing control mechanism is not appropriate.

A feature of the present invention is a drive-side rotating body that rotates in conjunction with rotation of a crankshaft of an internal combustion engine;
A driven rotor that rotates integrally with a camshaft for opening and closing a valve that opens and closes the combustion chamber;
An electric actuator that sets a relative rotation phase between the driving side rotating body and the driven side rotating body, and a valve opening / closing timing control mechanism is configured,
A phase control unit that detects the relative rotational phase with a phase detection unit and controls the electric actuator based on a result of the detection,
An engine control unit that provides target phase information to the phase control unit in control for managing the internal combustion engine;
When the phase control unit does not acquire the appropriate target phase information from the engine control unit, the phase control unit includes a forcible control unit that sets predetermined phase information corresponding to a predetermined phase instead of the target phase information. It is in.

According to this characteristic configuration, the phase control unit cannot acquire proper target phase information, such as when the engine control unit fails or when the signal system that transmits information from the engine control unit to the phase control unit is disconnected. When it is determined that the state is in the state, the forcible control unit of the phase control unit sets predetermined phase information corresponding to the predetermined phase instead of the acquired target phase information. The predetermined phase set in this way may be an extreme phase such as the most retarded angle phase or the most advanced angle phase, and the internal combustion engine can be operated without any inconvenience.
Therefore, a control device for an internal combustion engine has been constructed that enables control without inconvenience even when the control signal of the valve timing control mechanism is not appropriate.

  As another configuration, in the control for stopping the internal combustion engine, the phase control unit may set the predetermined phase information corresponding to the predetermined phase.

  According to this, when the internal combustion engine is stopped, the relative rotation phase of the valve timing control mechanism is set to a predetermined phase. As a result, when starting the internal combustion engine thereafter, it is possible to set the phase at which the internal combustion engine can be started without any inconvenience, and it is possible to start without difficulty.

  As another configuration, in the control for starting the internal combustion engine, the phase control unit may set the predetermined phase information corresponding to the predetermined phase.

  According to this, even when the relative rotation phase of the valve opening / closing timing control mechanism is not determined when the internal combustion engine is stopped, the internal combustion engine is set to a phase that allows the internal combustion engine to start without inconvenience. The internal combustion engine can be started without inconvenience.

  As another configuration, the predetermined phase may be an intermediate phase that is intermediate between the most retarded angle phase and the most advanced angle phase, and the predetermined phase information may be set corresponding to the intermediate phase.

  According to this, it is possible to start without difficulty without causing an inconvenience of setting an excessive overlap or an excessive negative overlap.

It is sectional drawing of an engine. It is a block diagram of a control apparatus. It is sectional drawing of a valve opening / closing timing control mechanism. It is the IV-IV sectional view taken on the line of FIG. It is the VV sectional view taken on the line of FIG. It is a disassembled perspective view of a valve opening / closing timing control mechanism. It is a block circuit diagram which shows the flow of information of a control apparatus. It is a flowchart of an engine control routine. It is a flowchart of phase control.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
[Basic configuration]
An engine E as an internal combustion engine is configured as shown in FIG. 1, and a control device A for the engine E (an example of a control device for an internal combustion engine) that controls the engine E is configured as shown in FIG.

  The control device A for the engine E includes an engine control unit 40 (an example of an engine control unit) that functions as an ECU, and a phase control unit 50. The engine control unit 40 realizes starting of the engine E, management of the operating engine E, and stopping of the engine E. The phase control unit 50 controls a phase control motor M (an example of an electric actuator) of the valve opening / closing timing control mechanism VT in order to manage the opening / closing timing (opening / closing timing) of the intake valve Va by the valve opening / closing timing control mechanism VT.

〔engine〕
The engine E (an example of an internal combustion engine) is assumed to be provided in a vehicle such as a passenger car as shown in FIGS. In this engine E, a cylinder head 3 is connected to an upper portion of a cylinder block 2 that supports a crankshaft 1, pistons 4 are slidably accommodated in a plurality of cylinder bores formed in the cylinder block 2, and the piston 4 is connected to a connecting rod. 5 is connected to the crankshaft 1 to form a four-cycle type.

  In this engine E, # 1 cylinder, # 2 cylinder, # 3 cylinder, # 4 cylinder (shown as # 1, # 2, # 3, # 4 in FIG. 3) from one end to the other. The combustion chamber is formed between the piston 4 and the cylinder head 3 in the internal space of the cylinder.

  The cylinder head 3 is provided with an intake valve Va and an exhaust valve Vb, and an intake camshaft 7 for controlling the intake valve Va and an exhaust camshaft 8 for controlling the exhaust valve Vb are provided above the cylinder head 3. ing. The timing belt 6 is wound around the output pulley portion 1P of the crankshaft 1, the timing pulley portion 21P of the drive case 21 of the valve opening / closing timing control mechanism VT, and the drive pulley portion 8P of the exhaust camshaft 8.

  The cylinder head 3 is provided with an injector 9 and a spark plug 10 for injecting fuel into the combustion chamber. An intake manifold 11 that supplies air to the combustion chamber via an intake valve Va and an exhaust manifold 12 that sends combustion gas from the combustion chamber via an exhaust valve Vb are connected to the cylinder head 3.

[Basic configuration: Sensor configuration]
The engine E includes a starter motor 15 that drives and rotates the crankshaft 1 as shown in FIGS. 1 and 2, and can detect the rotation angle and the number of rotations per unit time at a position near the crankshaft 1. A crank angle sensor 16 is provided. Further, the engine E includes a cam angle sensor 17 that can detect the rotational phase of the intake camshaft 7.

  With this configuration, the engine E is started by driving the starter motor 15, and the opening / closing timing (valve timing) of the valve opening / closing timing control mechanism VT is based on the detection result of the crank angle sensor 16 and the detection result of the cam angle sensor 17. ) Can be obtained.

  In the engine E, the engine control unit 40 performs cylinder discrimination based on the detection signal of the crank angle sensor 16 and the detection signal of the cam angle sensor 17. That is, as shown in FIG. 2, the crank angle sensor 16 includes a disc portion 16D that rotates integrally with the crankshaft 1, and a crank sensor portion that can detect a large number of tooth portions 16T formed on the outer periphery of the disc portion 16D. 16S. Reference points 16n not having the tooth portions 16T are formed at two locations on the outer periphery of the disk portion 16D, and these reference points are made to coincide with the top dead center of a predetermined cylinder (for example, # 1 cylinder).

  The disk portion 16D and the tooth portion 16T are integrally formed of a magnetic material, and by using a pick-up type as the crank sensor portion 16S, a large number of reference points 16n are used as a reference when the crankshaft 1 rotates. The tooth portion 16T is detected by the crank sensor portion 16S, and the rotation angle of the crankshaft 1 (an angle based on the reference point 16n) is obtained by counting in the engine control unit 40 for each detection.

  As shown in FIG. 2, the cam angle sensor 17 includes a rotating body 17D that rotates integrally with the intake camshaft 7, and an intake cam sensor unit that detects four detection areas 17T formed in a sector shape on the outer periphery of the rotating body 17D. 17S. Further, the four detection regions 17T enable discrimination of four cylinders by making each length (peripheral length) different in a region where the entire circumference of the rotating body 17D is equally divided into four.

  The rotating body 17D and the detection region 17T are formed of a magnetic material, and a pickup type is used as the intake cam sensor portion 17S. When the intake cam sensor 17S detects the start end of the detection region 17T (detects an up edge) as the intake camshaft 7 rotates, it starts counting the clock signal generated inside the engine control unit 40, When the end portion of the detection region 17T is detected (down edge is detected), the count is ended, and the cylinder can be discriminated based on the count value (integrated value) at the end time.

  In particular, the cam angle sensor 17 is configured to be able to detect the opening / closing timing (valve timing) of the valve opening / closing timing control mechanism VT. That is, for example, considering the situation where the valve opening / closing timing control mechanism VT is at the most retarded angle, the crank angle at the detection timing when the end of one detection region 17T set in advance among the four detection regions 17T is detected. The count value of the sensor 16 is a fixed value. Therefore, when the relative rotation phase of the valve timing control mechanism VT (the relative rotation phase between the drive case 21 and the internal rotor 22 shown in FIG. 3) is displaced in the intermediate phase direction, the crank angle sensor at the detection timing described above. The count value of 16 also changes, and the opening / closing timing is detected from this change amount (difference / offset value).

  The most retarded angle is a phase that becomes a limit when the relative rotational phase of the valve opening / closing timing control mechanism VT is displaced in the retarded direction Sb. Further, a phase that becomes a limit when the relative rotational phase is displaced in the advance angle direction Sa is referred to as a most advanced angle phase.

[Valve opening / closing timing control mechanism]
As shown in FIGS. 3 to 6, the valve opening / closing timing control mechanism VT includes a drive case 21 (an example of a drive-side rotator) and an internal rotor 22 (an example of a driven-side rotator). A phase adjustment unit that sets the rotation phase by driving a phase control motor M as an electric actuator is provided.

  The drive case 21 is disposed coaxially with the rotational axis X of the intake camshaft 7 and a timing pulley portion 21P is formed on the outer periphery. The internal rotor 22 is included so as to be rotatable relative to the drive case 21, and is connected and fixed to the intake camshaft 7 by a connecting bolt 23. A phase adjuster is disposed between the drive case 21 and the internal rotor 22, and a front plate 24 is disposed at a position covering the opening of the drive case 21, which is fastened to the drive case 21 by a plurality of fastening bolts 25. Yes.

  In the valve opening / closing timing control mechanism VT, the whole is rotated in the driving rotation direction S by the driving force from the timing belt 6 as shown in FIG. The direction in which the relative rotational phase of the internal rotor 22 with respect to the drive case 21 is displaced in the same direction as the drive rotation direction S by the driving force of the phase control motor M is referred to as the advance angle direction Sa, and the displacement in the opposite direction is delayed. This is referred to as the angular direction Sb.

  Note that the amount of intake air at the intake valve Va is increased by displacing the relative rotational phase in the advance direction Sa. On the contrary, the intake amount at the intake valve Va is reduced by displacing the relative rotational phase in the retarding direction Sb.

[Valve opening / closing timing control mechanism: phase adjuster]
As shown in FIGS. 3 to 5, the phase adjusting unit includes an internal rotor 22, a ring gear 26 formed on the inner periphery of the internal rotor 22, an inner gear 27, an eccentric cam body 28, and a joint portion J. It is prepared for. The ring gear 26 is formed with a plurality of internal teeth 26 </ b> T centering on the rotation axis X on the inner periphery of the inner rotor 22. The inner gear 27 has a plurality of external teeth 27T formed on the outer periphery, and is disposed coaxially with the eccentric shaft core Y in a posture parallel to the rotary shaft X, so that a part of the external teeth 27T are ring gears. A portion of the inner teeth 26 </ b> T of the portion 26 is engaged.

  In this phase adjustment unit, the number of teeth of the outer tooth portion 27T of the inner gear 27 is smaller by one than the number of teeth of the inner tooth portion 26T of the ring gear 26.

  Further, the joint portion J is configured as an Oldham joint that prevents relative rotation between the drive case 21 and the internal rotor 22 while allowing the internal rotor 22 to be displaced in a direction perpendicular to the rotation axis X with respect to the drive case 21. Has been.

  The eccentric cam body 28 is supported by the first bearing 31 with respect to the front plate 24 so as to rotate on the same axis as the rotation axis X. The eccentric cam body 28 is integrally formed with an eccentric cam surface 28A centering on an eccentric shaft core Y in a posture parallel to the rotation shaft core X, and an inner gear is connected to the eccentric cam surface 28A via a second bearing 32. 27 is rotatably supported. Further, a spring body 29 is fitted into a recess formed in the eccentric cam surface 28 A, and the urging force of the spring body 29 is applied to the inner gear 27 via the second bearing 32.

  The eccentric cam body 28 has a cylindrical shape as a whole, and a pair of engagement grooves 28B are formed on the inner periphery in a posture parallel to the rotation axis X. Thereby, a part of the outer tooth portion 27T of the inner gear 27 is engaged with a part of the inner tooth portion 26T of the ring gear 26.

  The joint portion J has a joint member 33 formed by pressing a plate material, and a pair of engagement arms 33A formed on the joint member 33 is engaged with the engagement groove portion 21G of the drive case 21, so that the joint The pair of engaging recesses 33 </ b> B formed in the member 33 are configured to engage with the engaging protrusions 27 </ b> U of the inner gear 27.

  That is, the joint member 33 has a central portion formed in an annular shape, and a pair of engaging arms 33A projecting outward from the annular central portion, and is connected to a space in the annular central portion. The engaging recess 33B is formed.

  In the joint portion J, the joint member 33 is freely displaceable in a linear direction connecting the pair of engagement groove portions 21G of the drive case 21, and the inner gear 27 connects the pair of engagement protrusions 27U to the joint member 33. Displaceable in the direction.

  The phase control motor M is supported by the engine E and includes an engagement pin 34 provided in a posture orthogonal to the output shaft Ma. The engagement pin 34 is connected to the inner periphery of the eccentric cam body 28. It fits in the joint groove 28B. As the phase control motor M, a three-phase brushless DC motor is used, but a synchronous motor such as a stepping motor may be used.

  As a result, when the operation mode is considered with the engine E stopped, when the eccentric cam body 28 is rotated by the driving force of the phase control motor M, the eccentric cam surface 28A rotates about the rotation axis X, With this rotation, the inner gear 27 starts to revolve around the rotation axis X. During this revolution, the engagement position between the outer tooth portion 27T of the inner gear 27 and the inner tooth portion 26T of the ring gear 26 is displaced along the inner periphery of the ring gear 26, so that the inner gear 27 has a force to rotate around the eccentric shaft core Y. Works.

  That is, when the inner gear 27 revolves only once, an angle (one tooth) corresponding to the difference between the number of teeth of the inner tooth portion 26T of the ring gear 26 and the number of teeth of the outer tooth portion 27T of the inner gear 27 (tooth number difference). Rotational force (rotational force) is applied to rotate the inner gear 27 by an angle corresponding to the angle.

  As described above, since the joint portion J has a structure that restricts the rotation of the inner gear 27 with respect to the drive case 21, the inner gear 27 does not rotate with respect to the drive case 21, and the rotational force acting on the inner gear 27 The ring gear 26 rotates with respect to the drive case 21, and the internal rotor 22 rotates relative to the ring gear 26, so that the rotation phase of the intake camshaft 7 relative to the drive case 21 is adjusted.

  In particular, when the inner gear 27 revolves only one rotation around the rotation axis X, the intake camshaft 7 is different from the drive case 21 in the number of teeth of the outer teeth 27T of the inner gear 27 (the number of teeth difference). ), It can be adjusted with a large reduction ratio.

[Outline of phase adjustment]
When the phase of the valve opening / closing timing control mechanism VT is adjusted, the phase control unit 42 of the engine control unit 40 drives the output shaft Ma of the phase control motor M in the same direction as the rotational speed of the intake camshaft 7. By rotating, the relative rotation phase between the drive case 21 and the internal rotor 22 is maintained.

  Further, the relative rotational phase is displaced in the advance direction Sa or the retard direction Sb by increasing or decreasing the rotational speed of the phase control motor M with reference to the rotational speed of the intake camshaft 7.

[Engine control unit and phase control unit]
As shown in FIG. 7, the engine control unit 40 includes an engine control unit 41 and a phase control unit 42 configured by software, and an output system that controls the starter motor 15, the injector 9, and the spark plug 10. I have.

  The engine control unit 40 outputs target phase information to the phase control unit 50 and acquires set phase information from the phase control unit 50.

  The phase control unit 50 includes a phase angle calculation unit 51, a phase angle deviation calculation unit 52, a PWM setting unit 53, an energization control unit 54, and a forced control unit 55.

  In this phase control unit 50, the phase angle calculation unit 51, the phase angle deviation calculation unit 52, and the forcible control unit 55 are configured by software, but these are configured by hardware such as logic or memory. Alternatively, it can be configured by a combination of software and hardware.

  The phase angle calculation unit 51 obtains detection signals from the cam angle sensor 17 and the crank angle sensor 16 to obtain a current relative relationship between the driving case 21 (driving side rotating body) and the internal rotor 22 (driven side rotating body). A process of obtaining the rotational phase and providing it to the phase angle deviation calculating unit 52 is performed simultaneously with providing the set phase information to the engine control unit 40.

  The phase angle deviation calculation unit 52 performs a process of giving deviation information to the PWM setting unit 53 based on the current relative rotational phase from the phase angle calculation unit 51 and target phase information given from the engine control unit 40.

  The PWM setting unit 53 sets a current value to be output to the phase control motor M based on the deviation information, and the energization control unit 54 generates a three-phase current and outputs it to the phase control motor M.

  The phase control motor M includes a magnetic pole sensor MS that outputs a signal every time a predetermined rotation angle is reached. The signal from the magnetic pole sensor MS is sent to the energization control unit 54 and the phase angle deviation calculation unit 52. Given.

  When the forcible control unit 55 acquires the target phase information from the engine control unit 40, the forcible control unit 55 gives the target phase information to the phase angle deviation calculation unit 52. The forced control unit 55 determines that the target phase information is not abnormal when the target phase information is not acquired from the engine control unit 40 or when the target phase information does not change within the set time. When such a determination is made, instead of the target phase information from the engine control unit 40, an intermediate phase intermediate between the most retarded angle phase and the most advanced angle phase is set as the target phase information, and the phase angle deviation calculation is performed. The process given to the unit 52 is performed.

[Control form]
This control mode will be described in the engine control routine shown in FIG. This engine control routine shows a combined control form of the engine control unit 40 and the phase control unit 50, and does not show only one control of the engine control unit 40 and the phase control unit 50.

  That is, when there is an operation for starting the engine E, cranking is started by driving the starter motor 15, and the phase control unit 50 controls to hold the relative rotation phase of the valve opening / closing timing control mechanism VT at an intermediate phase. Is performed (steps # 01, # 02).

  In the start control (step # 02), the engine control unit 41 of the engine control unit 40 starts rotation by cranking, and the forcible control unit 55 of the phase control unit 50 uses the intermediate phase information as target phase information. Output. Thereby, the angle information from the crank angle sensor 16 and the cam angle sensor 17 is fed back to the phase control unit 50, and the phase control unit 50 keeps the relative rotational phase of the valve opening / closing timing control mechanism VT at an intermediate phase. The rotation of the phase control motor M is controlled.

  Further, in the stop control of step # 07 described later, when the engine E is stopped, control for holding the relative rotation phase of the valve opening / closing timing control mechanism VT at an intermediate phase is performed. Therefore, when the engine E is started, the relative rotation phase is controlled. Is already in the intermediate phase, and as described above, when the forcible control unit 55 outputs the intermediate phase information as the target phase information at the start of cranking, the relative rotational phase can be held in the intermediate phase with higher accuracy.

  As described above, when the forcible control unit 55 outputs the intermediate phase information as the target phase information, for example, when the engine control unit 40 cannot output the appropriate target phase information or when the engine control unit 40 outputs the target phase information. The relative rotational phase can be maintained at the intermediate phase even when there is an abnormality such as disconnection in the signal system.

  Next, when the engine E is already in the starting state (# 03 step), the phase control (# 100 step) set as a subroutine is executed, and it is determined that the phase control is in an abnormal state The abnormal information is output to a panel in front of the driver's seat or the like (Steps # 04 and # 05). When an operation to stop the engine E is performed, the engine E is stopped by stopping the fuel supply to the combustion chamber while the relative rotation phase of the valve opening / closing timing control mechanism VT is maintained at the intermediate phase. Control is performed (steps # 06 and # 07).

  Further, in the stop control in step # 07, the forcible control unit 55 outputs intermediate phase information as target phase information before the engine E is completely stopped. As described above, the forced control unit 55 outputs the intermediate phase information as the target phase information. For example, when the engine control unit 40 cannot output the appropriate target phase information, The engine E can be stopped with the relative rotational phase maintained at the intermediate phase even when there is an abnormality such as a disconnection in the signal system that outputs information.

  In phase control (step # 100), as shown in FIG. 9, the phase control unit 42 of the engine control unit 40 outputs target phase information based on the load of the engine E and the like. The phase control unit 50 acquires the target phase information, compares the target phase information acquired in this way with the previously acquired target phase information, and obtains the target phase when there is a change. Control for controlling M is performed (steps # 101 to # 104).

  For example, when the signal system that outputs the target phase information from the engine control unit 40 is disconnected, the target phase information is fixed to a predetermined value. Further, even when the engine control unit 40 cannot perform proper control due to a failure, the target phase information is often fixed to a predetermined value. For this reason, when the acquired target phase information and the previously acquired target phase information have not changed, the forcible control unit 55 of the phase control unit 50 uses the intermediate phase information as the target phase information. Set. Then, control for controlling the phase control motor M is performed so as to obtain the target phase, and control for storing abnormality information in a nonvolatile memory or the like is performed (steps # 105 to # 107).

  That is, the target phase information output from the phase control unit 50 changes in an extremely short interval corresponding to the driving information such as the load and the driving operation of the driver. Accordingly, the target information acquired at different timings is compared, and if there is a change, it is appropriate. Therefore, the forcible control unit 55 supplies the acquired target phase information to the phase angle deviation calculation unit 52 as it is to determine the target phase. Control is executed.

  On the other hand, when the target phase information acquired at different timings is compared and there is no change in the target phase information, the situation in which the engine control unit 40 cannot output appropriate target phase information or the target phase information from the engine control unit 40 It can be imagined that the signal system for outputting information is disconnected. As described above, in a situation where appropriate target phase information is not acquired from the engine control unit 41, the forcing control unit 55 supplies the intermediate phase as target phase information to the phase angle deviation calculation unit 52 instead of the acquired target phase information. It is determined that there is an abnormality, abnormality information based on the determination result is stored in a non-volatile memory or the like, and the lamp indicating abnormality is turned on in the meter panel portion in front of the driver seat as described above, or the display is abnormal. A message indicating is displayed.

  In this way, when the engine control unit 40 fails or when proper target phase information cannot be transmitted, such as when the signal system that transmits the target phase information from the engine control unit 40 to the phase control unit 50 is disconnected. Instead of the acquired target phase information, the forcing control unit 55 sets phase information corresponding to the intermediate phase and gives it to the phase angle deviation calculation unit 52. This avoids inconvenience that the relative rotation phase of the valve opening / closing timing control mechanism VT is set improperly, and sets the relative rotation phase of the valve opening / closing timing control mechanism VT to an intermediate phase at which the engine E operates without difficulty. Thus, the engine E can be operated without inconvenience.

  In addition, when the engine E is started, the relative rotation phase of the valve opening / closing timing control mechanism VT is set to an intermediate phase for realizing a reasonable start, so that the phase control unit 50 breaks down or the signal system is disconnected. However, the engine E can be started without difficulty. Furthermore, when stopping the engine E. By setting the valve opening / closing timing control mechanism VT to the intermediate phase, the engine E can be started more smoothly when the engine E is started after the engine E is stopped.

[Another embodiment]
In addition to the above-described embodiments, the present invention may be configured as follows (the components having the same functions as those of the embodiments are given the same numbers and symbols as those of the embodiments).

(A) Instead of the control for setting the relative rotation phase of the valve opening / closing timing control mechanism VT to the intermediate phase at the start of the engine E (internal combustion engine), for example, setting to the most retarded angle phase or the most retarded angle phase The control mode is set so that the phase shifts to the intermediate phase after setting for a set time.

  When setting the target phase in this way, for example, it is conceivable to acquire the temperature of the engine E and set the target phase corresponding to the temperature. It is also conceivable to set the target phase at the start and the target phase after the start in accordance with the acquired temperature.

(B) Based on the fact that the target phase information is fixed to a predetermined value as means for determining a situation in which proper target phase information cannot be obtained from the engine control unit 40 in a situation where the engine E (internal combustion engine) is operating. But it ’s okay.

(B) The phase control unit 50 is not limited to the configuration shown in the embodiment, and any configuration can be adopted.

(D) The control device A is configured to control the valve opening / closing timing control mechanism VT provided in the exhaust camshaft 8. Alternatively, the present invention is applied to an engine E in which an intake camshaft 7 and an exhaust camshaft 8 are provided with a valve opening / closing timing control mechanism VT.

  The present invention can be used in a control device for an internal combustion engine that includes a valve opening / closing timing control mechanism that electrically controls the opening / closing timing of a valve of the internal combustion engine.

1 Crankshaft 21 Drive case (drive-side rotating body)
22 Driven case (driven rotor)
40 Engine control unit (Engine control unit)
50 Phase control unit 55 Forced control unit M Phase control motor (electric actuator)

Claims (4)

A drive-side rotating body that rotates in conjunction with rotation of the crankshaft of the internal combustion engine;
A driven rotor that rotates integrally with a camshaft for opening and closing a valve that opens and closes the combustion chamber;
An electric actuator that sets a relative rotation phase between the driving side rotating body and the driven side rotating body, and a valve opening / closing timing control mechanism is configured,
A phase control unit that detects the relative rotational phase with a phase detection unit and controls the electric actuator based on a result of the detection,
An engine control unit that provides target phase information to the phase control unit in control for managing the internal combustion engine;
An internal combustion engine that includes a forcible control unit that sets predetermined phase information corresponding to a predetermined phase instead of the target phase information when the phase control unit does not acquire appropriate target phase information from the engine control unit. Engine control device.   2. The control device for an internal combustion engine according to claim 1, wherein in the control for stopping the internal combustion engine, the phase control unit sets the predetermined phase information corresponding to the predetermined phase. 3.   The control apparatus for an internal combustion engine according to claim 1 or 2, wherein in the control for starting the internal combustion engine, the phase control unit sets the predetermined phase information corresponding to the predetermined phase. 2. The control device for an internal combustion engine according to claim 1, wherein the predetermined phase is an intermediate phase that is intermediate between a most retarded angle phase and a most advanced angle phase, and the predetermined phase information is set corresponding to the intermediate phase. .

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