JP5370162B2 - Variable valve timing control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To properly control the valve timing of an internal combustion engine. <P>SOLUTION: The engine 10 includes a variable valve timing apparatus 18 for transmitting the rotational force generated as an electric motor 26 drives to a cam shaft 16 side and changing the rotational phase of the cam shaft 16 relative to a crank shaft 12 thereby. An ECU 30 controls the opening/closing timing of an intake valve of the engine 10 by the energization control of the electric motor 26. The ECU 30 detects occurrence of a locked condition in which the change of the rotational phase is stopped or close to a stopped condition on the way of changing the rotational phase of the cam shaft 16 to a target value after the engine 10 is stopped. If occurrence of the locked condition is detected, the rotational phase of the cam shaft 16 is temporarily controlled in a reverse direction to the changing direction to the target value. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention relates to a variable valve timing control device for an internal combustion engine, and more particularly to a variable valve timing control device for an internal combustion engine that changes valve timing by energization control of a motor.

  2. Description of the Related Art Conventionally, there is known an electric variable valve timing device that changes a rotation phase of a cam shaft with respect to a crankshaft of an internal combustion engine by a motor, thereby changing an opening / closing timing (valve timing) of an intake valve or an exhaust valve. Various methods for controlling the apparatus have been proposed (see, for example, Patent Document 1). In the control device of Patent Document 1, when the valve timing is changed when the internal combustion engine is stopped, the operation amount of the motor is made smaller than that during operation of the internal combustion engine. Thereby, the operation sound of the variable valve timing device when the internal combustion engine is stopped is reduced.

Japanese Patent No. 4267635

  When the valve timing is changed after the internal combustion engine is stopped, it is necessary to operate the camshaft from a stationary state. For example, when the rotation transmission part to the cam shaft in the variable valve timing device is composed of a plurality of gears, the rotation of the motor output shaft by energizing the motor causes the gear in the rotation transmission part to rotate from the stationary state, and accordingly the cam shaft It is necessary to change the rotation phase. In such a case, the change in the rotational phase of the camshaft with respect to the crankshaft stops during the change of the valve timing after the internal combustion engine stops due to a difference in the meshing state of the gears in the rotation transmission unit, and the camshaft is further increased. It is conceivable that a state (locked state) that cannot be rotated occurs. When such a locked state occurs, the phase of the camshaft cannot be changed to a desired position, and there is a possibility that valve timing control cannot be properly performed.

  The present invention has been made to solve the above-described problems, and has as its main object to provide a control device for a variable valve timing device that can appropriately control the valve timing of an internal combustion engine.

  The present invention employs the following means in order to solve the above problems.

The present invention is applied to a variable valve timing device that transmits a rotational force generated when a motor is driven to a camshaft side of an internal combustion engine, thereby changing a rotational phase of the camshaft with respect to a crankshaft of the internal combustion engine, The present invention relates to a variable valve timing control device that controls opening / closing timing of at least one of an intake valve and an exhaust valve of the internal combustion engine by energization control of a motor. And after the stop of the internal combustion engine, the first configuration is a target value control means for controlling the rotational phase to a target value, and during the change of the rotational phase to the target value by the target value control means, Lock detection means for detecting the occurrence of a locked state in which the change of the rotation phase is stopped or almost stopped; and when the lock detection means detects that the lock state has occurred, Phase control means for temporarily controlling in a direction opposite to the direction of change to the target value.

  In the cam portion of the cam shaft and the rotation transmission portion to the cam shaft of the variable valve timing device, there are a portion where the rotation of the cam shaft can be performed with a relatively small force and a portion where the rotation is not possible. For this reason, when the rotational phase of the camshaft relative to the crankshaft is changed by the variable valve timing device, the camshaft rotation load may temporarily increase. In particular, when changing the rotational phase of the camshaft after the internal combustion engine is stopped, the camshaft must be rotated from a stationary state. Therefore, the camshaft is rotated in comparison with the phase change during operation of the internal combustion engine. The load of increases. Therefore, in the cam shaft phase change after the engine stops, the rotational force is insufficient when the cam shaft rotation load temporarily increases, and as a result, the cam shaft rotation phase cannot be moved from that phase ( It is conceivable that a locked state occurs in which the change of the rotation phase stops or substantially stops when the motor is driven.

  In view of this, in the present invention, when it is detected that the camshaft is locked, the rotational phase of the camshaft is temporarily rotated in the direction opposite to the direction of change to the target value. As a result, when the rotational phase of the camshaft is subsequently rotated in the direction of change to the target value, the locked state can be released by the momentum of rotation accompanying the reversal of the camshaft. Therefore, according to the present invention, the phase of the camshaft can be reliably changed to the target value, and thus valve timing control can be properly performed.

Specifically, as in the second configuration , the phase control unit reverses the energization direction of the motor with respect to the energization direction when the rotational phase is changed to the target value. The rotational phase may be temporarily controlled in the reverse direction. By reversing the energization direction of the motor to positively reverse the cam shaft, the lock can be reliably released when the cam shaft is locked.

There are individual differences in the frequency of occurrence of the lock state and the difficulty of unlocking, and it is desirable to perform unlocking in a manner corresponding to the individual differences. Therefore, as in the third configuration , it includes change amount setting means for variably setting the change amount of the rotation phase in the reverse direction, and the phase control means sets the change amount set by the change amount setting means. Based on this, the rotational phase may be controlled in the reverse direction. Specifically, for example, the amount of change in the reverse direction is set based on information on the lock state, such as the number of lock occurrences and the number of lock releases after the current or past engine stop. At this time, the amount of change in the reverse direction is changed depending on, for example, the energization amount or energization time of the motor.

In the fourth configuration , when the rotational phase is changed to the target value after the rotational phase is controlled by the phase control means in the reverse direction, the energization amount of the motor is increased by a predetermined amount at the beginning of the change. Conduct energization increase control that temporarily increases the value. That is, in this configuration, after the camshaft is rotated in reverse when the lock is generated, the output of the motor is increased moderately and instantaneously to operate the variable valve timing device. Thereby, unlocking can be performed reliably. Specifically, for example, when the feedback control is performed in changing the rotational phase to the target value, the control amount is set to be larger than the control amount by the feedback control.

In the fifth configuration , storage means for storing lock information as information relating to the lock state and information relating to release of the lock state is provided, and the phase control means is based on past lock information stored in the storage means. The rotational phase is controlled in the reverse direction. This makes it possible to reflect individual differences such as the occurrence frequency of the lock state and the difficulty of unlocking in the unlock control based on the past information, which is preferable for reliably performing the unlock. . Specifically, for example, reverse rotation of the camshaft for unlocking after the current engine stop is performed based on the reverse rotation amount of the camshaft after the past engine stop.

The block diagram which shows the whole schematic of a valve timing control system. The schematic block diagram of a variable valve timing apparatus. The time chart for demonstrating the time of locking of an intake side camshaft, and lock release. The flowchart which shows the phase control of an intake side camshaft. Subroutine showing basic control after stopping.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, embodiments of the invention will be described with reference to the drawings. In the present embodiment, a valve timing control system is constructed for an intake valve of an engine that is an internal combustion engine. In the control system, valve timing control is performed with an electronic control unit (hereinafter referred to as ECU) as a center. An overall schematic configuration diagram of this control system is shown in FIG.

  In the engine 11, a crankshaft 12 that is an output shaft of the engine 11 is connected to a sprocket 14 of the intake side camshaft 16 and a sprocket 15 of the exhaust side camshaft 17 via a timing chain (or timing belt) 13. . Thereby, the power of the engine 11 is transmitted to the intake side camshaft 16 and the exhaust side camshaft 17 via the timing chain 13 and the sprockets 14 and 15. When the crankshaft 12 is rotated by driving the engine 11, the intake side camshaft 16 and the exhaust side camshaft 17 are rotated along with the rotation, and cams (not shown) attached to the camshafts 16 and 17 are rotated. Due to the rotation of the cam, the protruding portion (cam crest) of the cam pushes down the intake valve and the exhaust valve (not shown) against the urging force of the valve spring. As a result, the intake valve and the exhaust valve change from the closed state to the open state.

  The intake valve is provided with an electric variable valve timing device 18. The variable valve timing device 18 changes the rotation phase (camshaft phase) of the intake camshaft 16 with respect to the crankshaft 12 to change the opening / closing timing (valve timing) of the intake valve.

  FIG. 2 is a diagram showing a schematic configuration of the electric variable valve timing device 18. In FIG. 2, a phase variable mechanism 21 is attached to the intake side camshaft 16. The phase variable mechanism 21 includes an inner gear 22 (first gear) with external teeth attached to the intake side camshaft 16 and an outer gear 23 (second gear) with internal teeth disposed on the outer peripheral side of the inner gear 22. And a planetary gear 24 (phase variable gear) disposed between the inner gear 22 and the outer gear 23 so as to engage with each other. Among these, the inner gear 22 and the outer gear 23 are provided concentrically with the intake side camshaft 16. Further, the outer gear 23 can rotate integrally with the intake side sprocket 14.

  The variable valve timing device 18 is provided with a motor 26 for making the turning speed of the planetary gear 24 variable. A rotating shaft 27 of the motor 26 is disposed coaxially with the intake side cam shaft 16, the inner gear 22 and the outer gear 23, and a connecting member 28 in which the rotating shaft 27 and the support shaft 25 of the planetary gear 24 extend in the radial direction. Are connected through. As a result, as the motor 26 rotates, the planetary gear 24 can rotate (revolve) around the outer periphery of the inner gear 22 while rotating (spinning) about the support shaft 25.

  In the phase variable mechanism 21, when the planetary gear 24 turns on the outer periphery of the inner gear 22 with the inner gear 22 and the outer gear 23 engaged with each other, the rotational force of the outer gear 23 is transmitted to the inner gear 22 via the planetary gear 24. Further, the rotational phase (revolution speed) of the planetary gear 24 with respect to the rotational speed of the inner gear 22 (rotational speed of the intake camshaft 16) is changed, so that the rotational phase (camshaft phase) of the inner gear 22 with respect to the outer gear 23 is changed. Is done.

  Specifically, when the motor 26 is not energized, the rotation shaft 27 of the motor 26 is rotated in synchronization with the outer gear 23, and the rotation speed of the motor 26 matches the rotation speed of the outer gear 23. As a result, the rotational phase of the inner gear 22 relative to the outer gear 23 is maintained as it is, and the valve timing (cam shaft phase) is maintained as it is.

  On the other hand, when the rotation speed of the motor 26 is changed with respect to the rotation speed of the outer gear 23 by energization of the motor 26, the turning speed of the planetary gear 24 is changed with respect to the rotation speed of the outer gear 23, and the inner gear with respect to the outer gear 23 is changed. The rotational phase of 22 is changed. As a result, the valve timing is changed.

  For example, when the valve timing is advanced, the rotational speed of the motor 26 is made faster than the rotational speed of the outer gear 23, and the turning speed of the planetary gear 24 is made faster than the rotational speed of the outer gear 23. Thereby, the rotational phase of the inner gear 22 with respect to the outer gear 23 is advanced to advance the valve timing.

  On the other hand, when retarding the valve timing, the rotational speed of the motor 26 is made slower than the rotational speed of the outer gear 23, and the turning speed of the planetary gear 24 is made slower than the rotational speed of the outer gear 23. As a result, the rotational phase of the inner gear 22 relative to the outer gear 23 is retarded to retard the valve timing.

  The variable valve timing device 18 includes an inner gear 22, an outer gear 23, and a planetary gear 24 so as to drive the intake side camshaft 16 at a half speed of the rotational speed of the crankshaft 12 in a steady state. Then, the rotational speed of the motor 26 is set to 1/2 of the rotational speed of the crankshaft 12 (normally 1/2 of the rotational speed of the crankshaft 12 = the rotational speed of the intake side camshaft 16). By adjusting, the valve timing (cam shaft phase) of the intake valve is changed.

  Returning to the description of FIG. 1, the present system is further provided with a cam angle sensor 19 that outputs a cam angle signal for each predetermined cam angle at a position facing the intake side cam shaft 16. Is provided with a crank angle sensor 20 for outputting a crank angle signal for each predetermined crank angle. Further, a motor rotation angle sensor 29 that outputs a motor rotation angle signal for each predetermined rotation angle in synchronization with the rotation of the motor 26 is provided near the rotation shaft 27 (see FIG. 2) of the motor 26. The rotation angle of the motor 26 can be detected by the output signal of the motor rotation angle sensor 29.

  The ECU 30 is an electronic control device including a known microcomputer, and various engines such as fuel injection amount control, ignition control, and valve timing control based on detection results of various sensors provided in the system. Implement control.

  For details on the valve timing control, the ECU 30 calculates the rotational phase (actual cam shaft phase) of the cam shaft 16 with respect to the crank shaft 12 based on the output signals of the cam angle sensor 19 and the crank angle sensor 20, for example. Further, the target camshaft phase is calculated according to the engine operating conditions. Then, the target motor rotation speed is calculated based on the deviation between the target cam shaft phase (target valve timing) and the actual cam shaft phase (actual valve timing) and the engine rotation speed, and the calculated target motor rotation speed signal and The energization duty ratio (energization control amount) of the motor 26 is calculated by feedback control based on the deviation from the actual motor rotation speed. The ECU 30 outputs the calculated energization duty ratio to a motor drive control circuit (hereinafter referred to as “EDU”) 31. The EDU 31 controls energization of the motor 26 based on the input energization duty ratio. Note that the function of the EDU 31 may be incorporated in the ECU 30.

  Here, the optimum value of the valve timing at the time of starting the engine differs depending on the temperature of the engine 11 (engine water temperature), and the optimum timing is advanced as the engine water temperature is lower. Therefore, after the engine is stopped with the IG switch turned off, the engine cannot be started if the valve timing is not set according to the starting water temperature (especially the water temperature during cold starting) at the next engine start. Can be considered.

  In view of this, in this system, the valve timing is changed after the engine is stopped due to IG OFF in addition to during engine operation. Specifically, by driving the motor 26 after the engine is stopped when the IG is turned off, the valve timing is changed to a position suitable for the cold start in preparation for the case where the next engine start is performed when the engine is cold. Thus, the engine 11 can be reliably started next time after the IG switch is turned off.

  The calculation of the actual camshaft phase after the engine is stopped is performed based on the output signal of the motor rotation angle sensor 29. Specifically, the ECU 30 calculates the actual cam shaft phase immediately before the engine is stopped based on output signals of the cam angle sensor 19 and the crank angle sensor 20. Further, based on the output of the motor rotation angle sensor 29, the operation amount of the motor 26 after the engine is stopped is calculated. Then, the actual cam shaft phase after the engine is stopped is calculated from the actual cam shaft phase immediately before the engine is stopped and the motor operation amount after the engine is stopped.

  By the way, when the valve timing is changed after the engine is stopped, it is necessary to operate the cam shaft 16 from the rotation stopped state by driving the motor 26. Therefore, after the engine is stopped, when the rotation phase of the camshaft 16 is changed by the variable valve timing device 18 (change of the valve timing), the meshing state of the gears of the phase variable mechanism 21 and the influence of the valve spring and the like are in operation. It is possible to become larger. Therefore, in the phase change after the engine is stopped, there is a concern that a state (locked state) in which the change of the rotation phase of the camshaft 16 with respect to the crankshaft 12 stops in the middle of the change.

  More specifically, each gear (inner gear 22, outer gear 23, planetary gear 24) of the phase variable mechanism 21 may have, for example, a processing error of each gear tooth in the manufacturing process or distortion due to heat treatment. For this reason, depending on the positional relationship between the gears in the rotational direction, the meshing state of the gears may be poor due to the distortion of the gears, and the rotational force of the motor 26 may not be temporarily transmitted to the camshaft 16. It is done. In such a case, it is conceivable that the output torque of the motor 26 for rotating the cam shaft 16 is insufficient, and as a result, a locked state is likely to occur.

  When the camshaft 16 is rotated with respect to the crankshaft 12 by the variable valve timing device 18, the intake valve is displaced against the urging force of the valve spring, that is, the cam crest of the cam attached to the camshaft 16 is displaced. It may be necessary to get over. At this time, since the rotation of the crankshaft 12 is stopped after the engine is stopped, the load for compressing and compressing the valve spring is larger than that during engine operation. In such a case, it is conceivable that the cam crest cannot be overcome when the cam shaft 16 rotates, thereby causing a locked state in which the change in the rotation phase of the cam shaft 16 with respect to the crank shaft 12 stops. When the intake camshaft 16 is locked due to various factors as described above, the valve timing cannot be changed to a desired timing (for example, an optimal valve timing at the time of cold start). There is a concern that the startability at the next engine start will be reduced.

  Therefore, in the present embodiment, during valve timing control after the engine is stopped, a lock state occurs in which the change of the camshaft phase stops during the change of the actual camshaft phase to the target camshaft phase in the intake camshaft 16. Detect whether or not. Then, when it is detected that the intake camshaft 16 is locked, unlock control is performed to temporarily control the camshaft phase in the direction opposite to the direction of change to the target camshaft phase. Further, after the lock release control is performed, the camshaft phase is again controlled in the direction of change to the target camshaft phase. More specifically, when the lock state of the intake camshaft 16 is detected, the camshaft 16 is once reversely rotated by reversing the energizing direction of the motor 26, and then the energizing direction is returned to the original direction. The lock state is surely released.

  FIG. 3 is a time chart showing a specific mode of valve timing control after the engine is stopped. In the figure, (a) shows a normal case where the intake camshaft 16 is not locked when the camshaft phase is changed, and (b) shows the intake camshaft during the camshaft phase change. A case where 16 lock states occur is shown.

  In FIG. 3, when the engine is stopped, the cam shaft phase is set to the most retarded angle position θ1, for example. In this state, when the target camshaft phase is changed to, for example, the optimum phase θ2 at the time of engine cold start (a value on the advance side by, for example, 50 to 70 ° CA from the most retarded angle position θ1), FIG. As shown in a), the energization increasing control is executed at the timing t11. Further, the energization counter CE starts counting with the energization start of the motor 26.

  In this energization increase control, the energization duty ratio Duty of the motor 26 is set to the increase value D (Ini). In this control, the increase value D (Ini) is made larger than the control amount by feedback control performed subsequent to the energization increase control, and more specifically, static friction acting on the camshaft 16 and the variable valve timing device 18. An energization duty ratio (for example, an energization duty ratio of 80% or more) that outputs torque necessary to overcome the force and enable the camshaft 16 to rotate is set.

  When the energization counter CE reaches a predetermined value K1 after the energization increasing control is started and the energization counter CE reaches the predetermined value K1, the energization duty ratio of the motor 26 is set to match the actual cam shaft phase with the target cam shaft phase at the timing t12. Start feedback control. Specifically, first, the energization duty ratio is set to the initial value D (FBini) of feedback control at timing t12, and then, for example, feedback control using an integral term is executed. Further, when the actual cam shaft phase coincides with the target cam shaft phase at timing t13, the feedback control is terminated and the energization of the motor 26 is stopped.

  Next, the case where the cam shaft phase lock state occurs while the actual cam shaft phase is controlled to the target value will be described. In FIG. 3B, it is assumed that energization control of the motor 26 is started at timing t21, and a locked state in which the camshaft phase does not change occurs after timing t22 during execution of energization duty ratio feedback control. In this case, the count of the lock counter CR is started at the timing t22. When the lock counter CR reaches the determination value K2, at the timing t23, the energization direction of the motor 26 is reversed to change the camshaft phase in the direction opposite to the change direction to the target value.

  Specifically, in this control, a temporary target value Ntg used each time in a repeated process of a predetermined cycle is set as the cam shaft phase target value separately from the final control target value Mtg. When the locked state is not generated, the control target value Mtg (solid line in the figure) is used as the temporary target value Ntg. When the lock is generated, the temporary target value Ntg for generation of the lock (dashed line in the figure). Is used to control the camshaft phase. In this embodiment, as the temporary target value Ntg for occurrence of lock, a value on the retard side is set by a predetermined change amount Δθ (for example, 10 ° CA) with respect to the cam shaft phase at that time. Further, after timing t23 after the setting of the temporary target value Ntg, the energization duty ratio is set to a negative current duty ratio, in this case, a negative predetermined value (for example, −D (for example, −D (), in order to make the actual camshaft phase coincide with the temporary target value Ntg. Ini)).

  In the control period to the temporary target value Ntg, the energization duty ratio is first held at a negative predetermined value (-D (Ini) in FIG. 3B) for a predetermined time T2, and subsequently, feedback control of the energization duty ratio is performed. carry out. That is, at time t23, the energization counter CE is once reset to zero, and at time t23, the energization counter CE starts counting again. Thereafter, feedback control is started at a timing when the energization counter CE reaches the determination value K3 (K3 = K1 in the present embodiment).

  In the present embodiment, the negative predetermined value is a control amount that is larger on the negative side than the control amount by the feedback control. Further, the predetermined time T2 is the same as the predetermined time T1 at the time of control by the target value Mtg (at the time of energization increasing control), but may be a different time.

  When the actual camshaft phase reaches the temporary target value Ntg, the temporary target value Ntg is changed to the control target value Mtg at the timing t24. Further, the energization duty ratio of the motor 26 is changed to an increase value D (Ini) which is a positive current duty ratio, and this is continued for a predetermined time T1. That is, when the lock state of the intake camshaft 16 is detected, the rotation direction of the intake camshaft 16 is once reversed, and then the rotation direction is changed again to the control target value Mtg (forward rotation). Switch to at once. In this embodiment, the intake side camshaft 16 is unlocked by applying momentum to the rotation by switching the camshaft 16 from reversal to normal rotation.

  If the occurrence of the lock state is detected again while the actual camshaft phase is controlled to the target value after the lock state is canceled by the above control, the temporary target of the camshaft phase is detected at timing t25. The value Ntg is changed for the occurrence of lock, and the energization duty ratio is switched to a negative current duty ratio. After that, by returning the rotation direction of the cam shaft, the locked state is canceled by the momentum of rotation accompanying the change of the rotation direction. As described above, when the lock state occurs during the control of the cam shaft phase to the target value, the lock shaft control is performed at the time of the occurrence, so that the cam shaft phase finally matches the control target value Mtg. .

  In FIG. 3, the case where the control target value Mtg is on the advance side with respect to the cam shaft phase immediately after the engine is stopped, that is, the case where the cam shaft phase is changed from the retard side to the advance side has been described. The same applies to the case where the control target value Mtg is on the retard side with respect to the cam shaft phase immediately after stopping, that is, the case where the cam shaft phase is changed from the advance side to the retard side. In this case, as the temporary target value Ntg for occurrence of lock, a value on the advance side is set by a change amount Δθ (for example, 10 ° CA) with respect to the actual cam shaft phase.

  Next, phase control of the intake side camshaft 16 of this system will be described using the flowchart of FIG. This process is executed by the ECU 30 at predetermined intervals. In this system, it is possible to energize the ECU 30 and the motor 26 by turning on the main relay of the power supply line after turning off an ignition switch (IG switch) (not shown). Processing is executed.

  In FIG. 4, first, in step S101, it is determined whether or not the engine 11 has been stopped. If the engine is operating, the process proceeds to step S102, and phase control during engine operation is executed. In this phase control during engine operation, the target motor rotation speed is calculated based on the deviation between the control target value Mtg and the actual camshaft phase θre and the engine rotation speed, and the deviation between the target motor rotation speed and the actual motor rotation speed. Based on the above, the duty ratio of the motor 26 is feedback-controlled.

  If the engine 11 has been stopped, the process proceeds to step S103, and it is determined whether or not a lock release control, which is a control for releasing the lock state of the intake camshaft 16, is being executed. If the unlock control is not being executed, the process proceeds to step S104, and it is determined whether or not the intake camshaft 16 is locked.

  In this embodiment, the determination of the lock state of the intake camshaft 16 is performed based on the output signal of the motor rotation angle sensor 29. Specifically, the rotation change amount (cam shaft phase change speed) of the motor 26 is calculated based on the output of the motor rotation angle sensor 29, and when the calculated rotation change amount is equal to or less than a predetermined value, the intake cam shaft 16 It is determined that the rotation state is in a locked state in which the change in rotation is stopped or almost stopped.

  If feedback control of the duty ratio of the motor 26 is in progress, the gain of the integral term FBI is made variable according to the changing speed of the cam shaft phase, and the presence or absence of the locked state is determined based on the gain. May be.

  If the intake camshaft 16 is not locked, the process proceeds to step S105, where the control target value Mtg is set as the temporary target value Ntg of the camshaft phase. In step S106, basic control after stopping the engine (basic control after stopping) is performed.

  FIG. 5 is a subroutine showing basic control after stopping in the phase control of the intake camshaft 16. In FIG. 5, in step S <b> 201, the actual cam shaft phase θre after the engine stop is calculated from the actual cam shaft phase immediately before the engine stop and the cam shaft rotation amount after the engine stop detected based on the output of the motor rotation angle sensor 29. Is calculated, and it is determined whether or not the absolute value of the difference between the calculated actual cam shaft phase θre and the control target value Mtg is larger than a predetermined value.

  When the absolute value of the difference between the actual cam shaft phase θre and the control target value Mtg is larger than a predetermined value, the process proceeds to step S202, and it is determined whether or not the energization counter CE is smaller than the determination value K1. When the energization counter CE is smaller than the determination value K1, energization increase control is executed in steps S203 to S205.

  Specifically, in step S203, the energization counter CE is first incremented by a predetermined value (value 1 in this process), and in step S204, the energization duty ratio Duty is set to the increase value D (Ini). To do. Thereafter, the process proceeds to step S205, where the EDU 31 is instructed to carry out energization control of the motor 26 with the set energization duty ratio Duty (increase value D (Ini)).

  If the energization counter CE is greater than or equal to the determination value K1, it is determined in step S206 whether or not the energization counter CE is the determination value K1. When the energization counter CE is the determination value K1, the process proceeds to step S207, and it is determined that a predetermined time T1 has elapsed since the start of energization increase control, and the process proceeds to feedback control.

  Specifically, first, the energization counter CE is incremented by 1 in step S207, and an initial value D (FBini) of the energization duty ratio in feedback control is set in step S208. In this embodiment, the initial value D (FBini) is set according to the actual change speed of the camshaft phase during energization increase control. At this time, the initial value D (FBini) is set to increase as the change speed of the cam shaft phase during energization increase control decreases (as the load torque of the variable valve timing device 18 increases). Note that the cam shaft phase change speed during the energization increasing control is obtained, for example, by dividing the actual cam shaft phase change amount during the energization increasing control execution period by the execution period. Thereafter, the process proceeds to step S205, and the EDU 31 is instructed to perform the energization control of the motor 26 with the set energization duty ratio Duty (initial value D (FBini)).

  If the energization counter CE is greater than the determination value K1, the process proceeds to step S209, where the deviation between the actual change speed of the current cam shaft phase and the target change speed is calculated, and feedback control is performed according to the calculated deviation. The integral term FBI at is calculated. At this time, in this embodiment, the integral gain used for calculation of the integral term FBI is set according to the actual change speed of the camshaft phase during energization increase control. At this time, the integral gain is increased as the actual change speed of the cam shaft phase during energization increasing control is smaller (the load torque of the variable valve timing device 18 is larger).

  When calculating the deviation between the actual change speed of the cam shaft phase and the target change speed, the calculation process may be simplified by fixing the target change speed of the cam shaft phase to a predetermined value. Alternatively, the target change speed of the cam shaft phase may be set according to the deviation between the current actual cam shaft phase and the target cam shaft phase. At this time, for example, the smaller the deviation between the actual cam shaft phase and the target cam shaft phase, the smaller the target change speed of the cam shaft phase. Further, in calculating the integral term FBI, the integral term FBI is calculated according to the deviation between the current actual change speed of the cam shaft phase and the target change speed, and the actual change speed of the cam shaft phase during energization increasing control. May be.

  In step S210, an integral term FBI is added to the previous energization duty ratio Duty (I-1) to calculate the current energization duty ratio Duty (I). Thereafter, the process proceeds to step S205, where the EDU 31 is instructed to carry out energization control of the motor 26 with the set energization duty ratio Duty (Duty (I)).

  When the absolute value of the difference between the actual camshaft phase θre and the control target value Mtg becomes equal to or smaller than the predetermined value, a negative determination is made in step S201 and the process proceeds to step S211. In step S211, the energization duty ratio Duty of the motor 26 is set to zero, and the energization counter CE is reset to zero. Thus, the camshaft phase matches the target value.

  Returning to the description of FIG. 4, if a lock state occurs in which the intake side camshaft 16 does not move further in the direction of change to the control target value Mtg during the control of the camshaft phase to the target value Mtg, an affirmative determination is made in step S104. Then, the processing after step S107 is executed. Specifically, first, in step S107, the lock counter CR is incremented by a value 1, and in step S108, it is determined whether or not the lock counter CR is larger than the determination value K2.

  When the lock counter CR is equal to or smaller than the determination value K2, this routine is terminated as it is. On the other hand, when the lock counter CR becomes larger than the determination value K2, the process proceeds to step S109, where the temporary target value Ntg is changed from the actual cam shaft phase θre to the change amount Δθ (for example, 10 °) in the direction opposite to the change direction to the target value Mtg. Set the angle apart by CA). Further, the energization counter CE and the lock counter CR are reset to zero.

  In FIG. 4, the camshaft phase is shown with reference to the control target value Mtg, the direction away from the control target value Mtg is represented by a negative sign, and the direction approaching the control target value Mtg is represented by a positive sign. Yes. Therefore, with respect to the equation (temporary target value Ntg = actual cam shaft phase θre−change amount Δθ) in step S109, if the control target value Mtg is on the advance side with respect to the cam shaft phase immediately after the engine stops, the actual cam shaft A value on the retard side by the change amount Δθ from the phase θre is set as a temporary target value Ntg. On the other hand, when the control target value Mtg is on the advance side with respect to the cam shaft phase immediately after the engine stops, the value on the advance side by the change amount Δθ from the actual cam shaft phase θre is set as the temporary target value Ntg. .

  In step S110, it is determined whether the actual camshaft phase θre has reached the temporary target value Ntg. If the actual camshaft phase θre has not reached the temporary target value Ntg, the process proceeds to step S111, where it is determined whether the energization counter CE is smaller than the determination value K3, and if it is smaller than the determination value K3. Proceed to step S112.

  In step S112, the energization counter CE is incremented by a predetermined value (value 1 in this process). In step S113, the energization duty ratio Duty is set to a value in the energization direction opposite to the direction in which the actual camshaft phase θre is changed to the control target value Mtg. Specifically, for example, −D (Ini) which is a duty ratio of a negative current having the same magnitude as the increase value D (Ini) in the energization increase control. Or it is good also as a fixed value. Thereafter, the process proceeds to step S114, and the EDU 31 is instructed to perform the energization control of the motor 26 with the set energization duty ratio Duty (for example, -D (Ini)).

  On the other hand, if the energization counter CE is greater than or equal to the determination value K3, it is determined in step S115 whether or not the energization counter CE is the determination value K3. When the energization counter CE is the determination value K3, the process proceeds to step S116 and shifts to feedback control. That is, the energization counter CE is incremented by 1 in step S116, and the initial value D (FBini) of the energization duty ratio in feedback control is set in step S117. In the present embodiment, for example, −D (FBini), which is the duty ratio of the negative current having the same magnitude as the initial value D (FBini) in the feedback control after the energization increasing control. Or it is good also as a fixed value. Thereafter, the process proceeds to step S114, and energization control of the motor 26 is performed with the set energization duty ratio Duty (-D (FBini)).

  If the energization counter CE is larger than the determination value K3, the process proceeds to step S118, and an integral term FBI in feedback control is calculated. In the present embodiment, the integral term FBI is calculated by the same processing as the feedback control after the energization increasing control. In step S119, the current duty cycle Duty (I) is calculated by adding the integral term FBI to the previous current duty cycle Duty (I-1). Thereafter, the process proceeds to step S114, and the EDU 31 is instructed to perform the energization control of the motor 26 with the set energization duty ratio Duty (Duty (I)).

  According to the embodiment described in detail above, the following excellent effects can be obtained.

  When valve timing control is performed after the engine is stopped, it is detected whether or not a lock state has occurred in which the change of the camshaft phase stops during the change of the actual camshaft phase on the intake camshaft 16 to the target camshaft phase. When the lock state is detected, the camshaft phase is temporarily controlled in the direction opposite to the direction of change to the target camshaft phase. Specifically, the energization direction of the motor 26 is reversed. As a result, the lock release control for temporarily rotating the camshaft 16 once is performed. Therefore, when the rotation phase of the camshaft 16 is rotated in the direction of change to the target value, the camshaft 16 is reversed. The locked state can be released by the accompanying rotational momentum. Therefore, the phase of the camshaft 16 can be reliably changed to the target value, and the valve timing control can be appropriately performed.

  When the camshaft 16 is once reversely rotated by the unlocking control and then returned to the original rotation direction, the energization amount of the motor 26 is temporarily set to a predetermined increase value D (Ini) at the beginning of the change of the rotation direction. Since the amount is increased, the output of the motor 26 increases moderately and instantaneously when the camshaft 16 shifts from reverse to normal. Thereby, unlocking can be performed reliably.

(Other embodiments)
The present invention is not limited to the description of the above embodiment, and may be implemented as follows, for example.

  In the unlocking control when the lock state of the intake camshaft 16 is detected, the camshaft phase change amount Δθ is variably set. Specifically, for example, the energization amount of the motor 26 is variably set according to the number of times the unlock control is performed after the current engine stop. More specifically, after the engine is stopped this time, when the first locked state occurs, the first energization amount D1 is used to perform the lock release control, and when the lock state occurs again after the unlocking, the first energization amount D1. The lock release control is carried out with a second energization amount D2 that is larger than that. As a result, in principle, it is assumed that the occurrence of locks is rare, and the amount of energization for unlocking is initially relatively small, and the amount of energization for unlocking is increased as necessary, so that suitable unlocking control can be performed. It is possible to suppress excessive energization to the motor 26 while performing the above, and to reduce power consumption.

  Alternatively, the inversion time for temporarily reversing the energization direction of the motor 26 is variably set. Specifically, the inversion time is variably set according to the number of times the unlock control is performed after the current engine stop. At this time, after the current engine stop, the inversion time is made longer when the lock is generated for the second and subsequent times than when the first lock is generated. As a result, the inversion time of the energization direction for unlocking can be lengthened as necessary, and excessive energization to the motor 26 can be suppressed while performing unlocking corresponding to the locked state.

  In the above embodiment, the cam shaft phase is temporarily changed in the reverse direction by reversing the energization direction of the motor 26 with respect to the energization direction when the cam shaft phase is changed to the target value. However, the cam shaft phase may be temporarily changed in the reverse direction by decreasing the motor energization amount while maintaining the energization direction of the motor 26 or by reducing the energization amount of the motor 26 to zero. When the cam shaft phase is held at that phase while the cam shaft phase is being changed by energization of the motor, a holding current for holding the phase may be required. In such a case, it is considered that the camshaft phase can be changed in the direction opposite to the change direction to the target value by reducing the motor energization amount from the present. Therefore, it can be said that unlocking can also be performed with this configuration. In this case, although the certainty of unlocking is lower than when the energization direction of the motor 26 is reversed, it is preferable in that the rattling noise between the gears due to the reverse rotation of the cam shaft 16 can be suppressed.

  The camshaft phase is temporarily reversed by reversing the energizing direction of the motor 26 and decreasing the energizing amount of the motor 26 while leaving the energizing direction of the motor 26 unchanged. When the first locked state occurs, the energization direction of the motor 26 is left as it is, or the energization amount of the motor 26 is decreased or the energization amount of the motor 26 is reduced to zero, and the lock is released again. When the state occurs, unlocking is performed by turning the energization direction of the motor 26 in the opposite direction. By doing so, unlocking can be performed while balancing the suppression of rattling noise between the gears and the certainty of unlocking. In other words, as a general rule that the occurrence of lock is rare, the energization direction at the time of unlocking is not changed at first, and the energization direction is reversed as necessary, so that the camshaft can be controlled while performing suitable unlocking control. The gear rattling sound accompanying the reverse rotation of 16 can be suppressed.

  Lock information regarding the locked state and the release of the locked state is stored, and the rotational phase of the camshaft 16 is controlled in the direction opposite to the direction toward the target value based on the stored past lock information. . There are individual differences in the frequency of occurrence of the lock state, difficulty in unlocking, and the like, and unlocking can be performed appropriately by performing unlocking in a manner corresponding to the individual differences. For example, based on the reverse rotation amount (change amount Δθ) of the camshaft 16 after the past engine stop, the camshaft 16 is reversely rotated for unlocking after the current engine stop. Specifically, the change amount Δθ of the camshaft 16 after the past engine stop is stored in the backup memory as a learning value. At this time, it is also preferable to store whether or not unlocking is possible. If the unlocking can be performed with the change amount Δθ after the past engine stop, the unlocking may be performed with the change amount Δθ even after the current engine stop. On the other hand, if the lock cannot be released with the change amount Δθ after the past engine stop, the change amount may be set larger than the change amount Δθ after the current engine stop.

  -After this engine stop, when the number of times of unlocking control reaches the determination value while controlling the camshaft phase to the target value Mtg, the subsequent unlocking control is not performed. If unlocking cannot be performed even if the unlocking control is performed a plurality of times, it may be difficult to unlock the camshaft 16 temporarily. Therefore, in such a case, useless power consumption due to the implementation of the unlocking control is suppressed by stopping the subsequent unlocking control. When the number of times of performing the unlock control reaches the determination value, it is preferable to notify the driver that an abnormality has occurred and to store the content of the abnormality in the backup memory.

  When the unlocking control is performed in accordance with the occurrence of the lock state of the intake camshaft 16 after the engine is stopped this time, if the camshaft phase does not coincide with the target value Mtg even after a predetermined time has elapsed after that, The lock release control is not performed after a predetermined time has elapsed. If the unlocking control (reversal of the energizing direction) cannot be unlocked even after continuing for a predetermined time, it is considered that the unlocking is difficult by the temporary reversal of the camshaft 16 as described above. Therefore, if the lock cannot be released even if the reversal of the energization direction continues for a predetermined time, the reversal of the energization direction is stopped. At this time, it is preferable to notify the driver that an abnormality has occurred and to store the content of the abnormality in the backup memory.

  In the above embodiment, the present invention is applied to the electric variable valve timing device that electrically rotates the intake camshaft 16 by the motor 26 via the phase variable mechanism 21, but the electric pump driven by the motor The present invention may be applied to a hydraulic variable valve timing device that rotates the intake camshaft 16 by controlling the hydraulic pressure in the hydraulic circuit. In the case of this configuration, the phase variable mechanism 21 as a rotation transmission unit is not necessary, and thus the concern about the occurrence of lock due to the quality of the meshing state of the gear teeth of the phase variable mechanism 21 is reduced. Locking may occur due to the load when the intake / exhaust valve is pushed down against the biasing force of the spring. Therefore, by applying the present invention to the hydraulic variable valve timing device, it is possible to obtain the effect of reliably changing the phase of the camshaft to the target value.

  Although the variable valve timing device 18 is provided on the intake side camshaft 16, a variable valve timing device may be provided on the exhaust side camshaft 17 and lock release control similar to the above may be performed.

  The present invention is applied to a variable valve timing device having a phase variable mechanism 21 between the motor 26 and the intake cam shaft 16, but the rotational phase of the intake cam shaft 16 relative to the crankshaft 12 is changed by driving the motor 26. If possible, the configuration is not limited to the above-described configuration including the phase variable mechanism 21. For example, the present invention may be applied to a variable valve timing device having a link mechanism constituted by an arm or a guide plate between the motor 26 and the intake camshaft 16.

  DESCRIPTION OF SYMBOLS 11 ... Engine, 12 ... Crankshaft, 16 ... Intake side camshaft, 18 ... Variable valve timing device, 19 ... Cam angle sensor, 20 ... Crank angle sensor, 26 ... Motor, 29 ... Motor rotation angle sensor, 30 ... ECU ( Target value control means, lock detection means, phase control means, change amount setting means, storage means).

Claims (5)

The present invention is applied to a variable valve timing device that transmits the rotational force generated by driving the motor to the camshaft side of the internal combustion engine, thereby changing the rotational phase of the camshaft with respect to the crankshaft of the internal combustion engine.
In the variable valve timing control device for controlling the opening / closing timing of at least one of the intake valve and the exhaust valve of the internal combustion engine by energization control of the motor,
Target value control means for controlling the rotational phase to a target value after the internal combustion engine is stopped;
Lock detecting means for detecting that a locked state in which the change of the rotational phase is stopped or substantially stopped during the change of the rotational phase to the target value by the target value control means;
Phase control means for temporarily controlling the rotational phase in a direction opposite to the direction of change to the target value when the lock detection means detects that the locked state has occurred ;
A change amount setting means for variably setting a change amount in the reverse direction of the rotational phase,
The variable valve timing control device , wherein the phase control means controls the rotational phase in the reverse direction based on the change amount set by the change amount setting means . The present invention is applied to a variable valve timing device that transmits the rotational force generated by driving the motor to the camshaft side of the internal combustion engine, thereby changing the rotational phase of the camshaft with respect to the crankshaft of the internal combustion engine.
In the variable valve timing control device for controlling the opening / closing timing of at least one of the intake valve and the exhaust valve of the internal combustion engine by energization control of the motor,
Target value control means for controlling the rotational phase to a target value after the internal combustion engine is stopped;
Lock detecting means for detecting that a locked state in which the change of the rotational phase is stopped or substantially stopped during the change of the rotational phase to the target value by the target value control means;
Phase control means for temporarily controlling the rotational phase in a direction opposite to the direction of change to the target value when the lock detection means detects that the locked state has occurred ,
When the rotational phase is changed to the target value after control of the rotational phase in the reverse direction by the phase control means, the energization amount of the motor is temporarily increased to a predetermined increase value at the beginning of the change. A variable valve timing control device that performs energization increasing control .   When the rotational phase is changed to the target value after control of the rotational phase in the reverse direction by the phase control means, the energization amount of the motor is temporarily increased to a predetermined increase value at the beginning of the change. The variable valve timing control device according to claim 1, wherein energization increasing control is performed. The phase control means temporarily controls the rotational phase in the reverse direction by inverting the energization direction of the motor with respect to the energization direction when the rotational phase is changed to the target value. Item 4. The variable valve timing control device according to any one of Items 1 to 3 . Storage means for storing lock information as information on the lock state and information on release of the lock state;
5. The variable valve timing control device according to claim 1, wherein the phase control unit controls the rotational phase in the reverse direction based on past lock information stored in the storage unit. 6.

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