JPH0719073A - Valve operation timing regulating device in internal combustion engine - Google Patents

Abstract

PURPOSE:To improve responsiveness in valve operation regulating control while holding stability by calculating a feedback gain according to wasteful time, and practicing feedback according to this result in a device in which condition feedback is used for a controller. CONSTITUTION:A phase regulating mechanism 1 changes a rotational phase between a crank shaft and a cam shaft, and this is driven by a driving means 2. On the other hand, various sensors 3 detect an operation condition quantity of an internal combustion engine, and according to this operating condition quantity, a detecting means 4 determines an actual value of a rotational phase difference, and a determining means 5 determines a target value of the rotational phase difference, respectively. A control means 6 determines an operation quantity to make the actual value coincide with the target value, and outputs a control signal to a driving means 2. In this case, the control means 6 stores the operation quantity of the control signal as control data, and calculates the sample number used in control according to wasteful time and this feedback gain, and calculate a present operation quantity by using a past operation quantity in the sample number.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a valve operation timing adjusting device for controlling the operation timing of an intake valve and an exhaust valve in an internal combustion engine.

[0002]

2. Description of the Related Art A valve operation timing adjusting device is used in advance control for changing intake timing and exhaust timing in an internal combustion engine. In this advance control, it is necessary to always control the intake timing and the exhaust timing at appropriate timings in accordance with the operating state of the internal combustion engine, which requires high precision and quick responsiveness and stability. Conventionally, for example, PD control is used in the controller of the valve operation adjusting device. In PD control, a representative characteristic is obtained for a control target of a valve operation adjusting device having a hydraulic system, and each control data is preset from this characteristic by trial and error to determine an operation value. Was there.

[0003]

However, in a controlled object having a hydraulic mechanism, for example, the so-called "dead time" changes due to changes in the operating state of the internal combustion engine and the surrounding environment, so naturally its characteristics also change. To do. Therefore, the conventional controller is not sufficiently satisfactory in stability and responsiveness of control. In particular, when the "dead time" of the controlled object fluctuates significantly, it is difficult to improve the responsiveness while maintaining the stability. The present invention has been made in view of the above problems, and an object thereof is to provide a valve operation timing adjustment device capable of improving responsiveness while maintaining stability even when the "dead time" of a controlled object changes.

[0004]

SUMMARY OF THE INVENTION The present invention focuses on the change in the "dead time" of a controlled object due to changes in the operating state of the internal combustion engine and the surrounding environment, and controls data according to the length of the "dead time". The above problem is solved by adapting the number of the above to execute the state feedback, and for that purpose, the form as shown in FIG. 1 is adopted. According to the present invention, the phase adjusting mechanism 1 for changing the rotational phase between the crankshaft and the camshaft, and the driving means 2 for driving the phase adjusting mechanism.
And various sensors 3 provided in each part of the internal combustion engine for detecting a state quantity representing the operating state of the engine, and an actual value of the rotational phase difference between the crankshaft and the camshaft based on the operating state quantity detected by this sensor. Rotational phase difference calculation means 4 for calculating
And a target value determining means 5 for determining a target value of the rotational phase difference based on the operating state amount, and an operation amount for matching the actual value with the target value by state feedback control, and controlling the drive means 2. In the valve operation timing adjusting device for controlling the operation timing of the valve driven by the cam shaft, the control means 6 for outputting as a signal is stored in the control means 6 for storing the operation amount of the control signal as control data. Means 6A, dead time setting means 6B for setting the dead time of the control based on the operating state amount, and the number of samples used in the control according to the dead time, and the feedback gain of this sample is calculated. The feedback gain calculation means 6C and the deviation between the actual value and the target value,
Provided is a valve operation timing adjusting device provided with a feedback gain corresponding to the number of samples and an operation amount calculating means 6D for calculating a current operation amount using past operation amounts corresponding to the number of samples.

[0005]

According to the above-mentioned embodiment, the "dead time" of the controlled object which changes depending on the operating state of the internal combustion engine and changes in the surrounding environment is set from the operating state quantity of the engine.
The number of samples is determined according to the length of. A feedback gain and a past operation amount to be referred to when calculating the current operation amount are determined corresponding to the number of samples. The current manipulated variable is calculated from the past manipulated variables corresponding to the number of samples, the feedback gain, and the deviation between the current actual value and the target value. Is a value based on the “dead time”, and the operation amount is calculated following the change of the “dead time” in the control target.

[0006]

DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the valve operation adjusting device according to the present invention will be described below with reference to the drawings. Fig. 2 shows the DOHC
It is a block diagram when applied to an engine. In FIG. 2, 10 is an engine body, 20 is a phase adjusting mechanism (hatched portion) provided in the engine 10, 50 is a hydraulic device for driving the adjusting mechanism 20, and 70 is a control unit for outputting a control signal to the hydraulic device 50. Is shown.

A crankshaft 11 in the engine 10,
A timing chain 14 is hung between the exhaust valve sprocket 12 and the intake valve sprocket 13.
The rotation of the crankshaft 11 causes the exhaust valve camshaft 1 to rotate.
5 and the state of being transmitted to the intake valve camshaft 16 is schematically shown. In this embodiment, the sprocket 1
An example will be described in which the phase adjustment mechanism 20 is provided between the 3-camshaft 16 to change the rotational phase between the sprocket 13 and the camshaft 16 to control the advance angle of the intake valve.
It is also possible to perform the same control by providing the phase adjusting mechanism 20 on the exhaust valve side or both of them.

A crank position detecting sensor 17 is provided near the crankshaft 11, and a camshaft position detecting sensor 18 is provided near the camshaft 16.
These are electromagnetic pickup type sensors.
Each of the sensors 17 and 18 supplies a pulsed signal to the control unit 70 as the shafts 11 and 16 rotate. The position detection sensor 17 produces N signals per revolution of the crankshaft, and the position detection sensor 18 produces 2N signals per revolution of the camshaft. The control unit 70 measures the rotational phase difference θ between the crankshaft 11 and the camshaft 16 from these signals. Note that the above N is the rotation phase angle θ
It is set so that "N <360 / θ _MAX " when the maximum value of is _MAX .

The control unit 70 is an electronic control unit (commonly referred to as "ECU") for performing, for example, air-fuel ratio control and idle rotation control.
A microcomputer (not shown) composed of a CPU, RAM and ROM for storing or storing various control calculation data, and an input / output circuit (not shown) for performing various sensor inputs and control outputs. And a current control circuit 71. In addition to the above-mentioned sensor signals, the control unit 70 takes in an engine cooling water temperature signal, a throttle opening signal, etc., grasps the operating state of the engine, the surrounding environment, etc. from a data table stored in advance in the ROM, for example. Based on the above, a control signal described below is executed to generate a control signal.

Next, the phase adjusting mechanism 20 will be described. FIG. 3 is a sectional view showing a coupling relationship among the phase adjusting mechanism 20, the sprocket 13, and the cam shaft 16. The phase adjusting mechanism 20 is configured inside a housing 22 fixed to a cylinder head 21. At the end of the camshaft 16 extending from the right side of the drawing, a substantially cylindrical camshaft sleeve 23 is fixed by a pin 24 and a bolt 25. A sprocket 13 is fitted to a portion of the sleeve 23 supporting the camshaft 16, so that the sprocket 13 can slide only in the rotation direction. On the other hand, a substantially cylindrical sprocket sleeve 26 is provided on the sprocket 13 with a pin 27 and a bolt 28.
The end plate 29 is fixed to the other end of the sleeve 26. This allows the sleeve 2
3, the cam shaft 16, and the sleeve 26 and the sprocket 13 are integrated with each other, and are rotatable within a ring plate 31 fixed to the housing 22 by a knock pin 30.

An external tooth helical spline 32a is formed on a part of the outer peripheral side of the camshaft sleeve 23.
On the other hand, internal tooth helical splines 33a are formed on a part of the inner peripheral side of the sprocket sleeve 26, respectively.
A cylinder 34 is fitted between the sleeves 23 and 26. The helical splines 32a and 33a of the sleeves 23 and 26 are the internal tooth helical splines 32b formed on the inner peripheral side of the cylinder 34, and the same. The external tooth helical splines 33b formed on the outer peripheral side thereof are respectively meshed with each other. As a result, the sleeves 23, 26 and the cylinder 34 rotate integrally, and the rotation of the sprocket 13 is transmitted to the camshaft 16.

When the cylinder 34 slides in the cam shaft direction,
Thrust is generated in the portion where the helical splines are engaged with each other, and the sprocket 13 slides in the rotational direction, whereby the rotational phase between the sprocket 13 and the camshaft 16 changes. In this embodiment, the hydraulic device 50 is used to move the cylinder 34 in this way, and therefore two hydraulic chambers 35 and 36 are formed in the area covered with the sleeves 23 and 26 in the adjusting mechanism 20. Has been done. In FIG. 3, the left side is a hydraulic chamber 35 for advancing, the right side is a hydraulic chamber 36 for retarding, and the cylinder 34 is a hydraulic chamber 3.
It slides in the axial direction in accordance with the amount of hydraulic oil supplied into 5, 36.

The hydraulic system 50 includes an oil pan 51 (see FIG. 2), a hydraulic pump 52 using engine power, a spool valve 53 for distributing hydraulic oil from the hydraulic pump 52 to the hydraulic chambers 35 and 36, and these. And hydraulic paths communicating with each other. In FIG. 3, 37 is a hydraulic pump 52.
-Hydraulic path between the spool valves 53, 38 is the spool valve 53-
A hydraulic path between the oil pans, 39 is a hydraulic path between the spool valve 53 and the hydraulic chamber 35, and 40 is a hydraulic path between the spool valve 53 and the hydraulic chamber 36. In addition, the path of the hydraulic path 40 includes a bolt 41 for fixing the ring plate 31 to the housing 22.
From the T-shaped communication passage 40a formed in the
A region 40b surrounded by the camshaft sleeve 23 and a hydraulic passage 40c formed in the camshaft sleeve 23 to reach the hydraulic chamber 36.

Next, the spool valve 53 will be described. In FIG. 4, 54 is a cylinder, 55 is a spool that slides in the cylinder 54, 56 is a linear solenoid driven by a control signal from the control unit 70, 57 is the spool 55 in the direction opposite to the drive by the linear solenoid 56. It is a biasing spring. The hydraulic pump 5 is installed in the cylinder 54.
2, a hydraulic oil supply port 58 communicating with 2, a hydraulic oil discharge port 59 communicating with the oil pan, a hydraulic port 60 communicating with the hydraulic chamber 35, and a hydraulic port 61 communicating with the hydraulic chamber 36 are formed.

The hydraulic oil in each of the hydraulic chambers 35 and 36 is increased / decreased by the opening of the spool valve 53, and the opening is determined by the current value supplied to the linear solenoid 56. Therefore, the control unit 70 generates a control signal with a duty value and supplies a current through the current control circuit 71. Hereinafter, the typical states thereof are shown in FIGS.

FIG. 4A is an example when the duty value of the control signal is about 100%, the spool 55 is driven to the right end of the cylinder, and the supply port 58-the hydraulic port 60.
And the hydraulic port 61 and the discharge port 59 communicate with each other. At this time, the hydraulic oil is supplied to the hydraulic chamber 35 through the hydraulic passage 39, while the hydraulic chamber 36
Oil is discharged from the. As a result, the cylinder 34 in FIG. 3 is slid to the right in the drawing, and control in the advance direction is realized.

In FIG. 4B, the same duty value is about 50.
%, The spool 55 is maintained at a position to close both hydraulic ports 60, 61, and the hydraulic chambers 35, 3 are closed.
6 shows a state in which the hydraulic oil of No. 6 is not supplied and discharged. At this time, the cylinder 34 is maintained at the current position, and the phase between the sprocket 13 and the camshaft 16 does not change.

In FIG. 4C, the same duty value is about 0%.
In this example, the spool 55 is biased to the left end of the cylinder by the spring 57, and the supply port 58 and the hydraulic port 61 are communicated with each other, and the hydraulic port 60 and the discharge port 59 are communicated with each other. At this time, the hydraulic oil is supplied to the hydraulic chamber 36, while the hydraulic oil is discharged from the hydraulic chamber 35, so that the cylinder 34 moves to the left in the drawing, whereby the control in the retard direction is realized.

Next, the control unit 70 will be described. The control unit 70 includes a controller configured by a state feedback system, determines the target operation timing of the intake valve based on the operating state of the engine, and outputs a control signal to the linear solenoid 56.

This valve operation timing adjustment control is a servo system control that changes the rotational phase between the sprocket and the cam shaft by adjusting the opening of the spool valve to adjust the amount of hydraulic oil in the hydraulic chamber as described above. is there. Therefore, first, the control system is modeled. It has been experimentally found that the dynamic characteristics between the duty value output from the control unit 70 and the advance speed of the camshaft can be approximated by "dead time". The static characteristics can be shown as the solid line in FIG. Further, if this is linearized, it can be shown as a dotted line in FIG. Therefore, the transfer function between the duty value and the camshaft advance position is as shown in equation (1). Note G (s) = (K / s) e -Ls (1), K is the integral constant, K ₁ when the advance direction control time (cam JikuSusumu angular velocity> 0), the retard direction control time (cam When the axial advance velocity <0), it is indicated by K ₂ . Further, L is a "dead time" until the rotational phase between the sprocket and the cam shaft changes when the spool valve is controlled. Further, in FIG. 5, the right shoulder portion of the dead zone is called an advance duty value da and the left shoulder portion is called a delay duty value dr. Advance duty value d
a is a duty value when the rotational phase between the two shafts starts to change in the advance direction, while the delay duty value d is
r represents the duty value at the time of starting to change in the retard direction.

The above equation (1) has a first-order integral element, and this valve operation control system has a first-type integral element. Therefore, even if the controller of the control means is not provided with an integrator, the open-loop transfer function of the present control system is of type 1, and it is understood that the present control system does not generate a steady deviation. When the equation (1) is discretized with a predetermined sampling period, the equation (2) is obtained. G (s) = (bz ^-1 / 1-z ^-1 ) ^.z- Ld (2) Ld represents the number of samples corresponding to the above "dead time" L (sec). Here, the output of sampling k is y (k),
When the input is u (k), equation (2) can be expressed as follows. y (k + 1) = y (k) + b ・ u (k-Ld) Then, if the target value of k during sampling is r (k),
The deviation e (k) is expressed by e (k) = r (k)-y (k), and assuming that the target value r (k) is constant, the relationship between the samplings can be expressed as it can. y (k + 1)-y (k) = e (k)-e (k + 1) = b ・ u (k-Ld) e (k + 1)-e (k) = -b ・ u (k -Ld) b is the product of the integration constant K and the sampling period. Then, when the state variable vector X (k) ^* is expressed as follows and the relationship between the samples is expressed by a state equation, the equations (3) and (4) are obtained. A ^* is a system matrix, B ^* is a control matrix, and C ^* is an output matrix.
The matrix is represented by a subscript “*”.

[0022]

[Equation 1]

As a result, the controller operation amount u (k)
Is given by equation (5), and the control system is as shown in FIG.
It is constructed without an integrator. ^{u (k) = F * ·} x (k) * = [f ₀ f ₁ ... f _Ld] ^{· x (k) * (5} ) where, when converted to dead time L to the sampling period, for example, the number of samples Is Ld = 5, the feedback gain F is given by the equation (6) from the equation (5), and the manipulated variable u (k) is determined. u (k) = F ^* x (k) ^* = [f ₀ , f ₁ , f ₂ , f ₃ , f ₄ , f ₅ ] x (k) ^* (6) To execute the equation (6) in it is multiplied by f ₁ to f ₅ 5
The past operation amount data u (k-1) to u (k-5) may be stored.

As described above, the control unit 70 controls the number of samples Ld.
= 5 controllers, for example
Fluctuation of control environment such as hydraulic oil temperature, oil pressure, advance or retard operation
The "dead time" may change depending on the
The value of can vary as well. For example, "dead time" decreases
If the number of samples Ld decreases by one, the above equation (6)
Is the feedback gain F^*Switch to 4 samples
Get, that is, f₁Through f_FourThe feedback gain of and u
(k-1) to u (k-4) can be used. Shi
However, when the number of samples Ld increases and Ld = 7,
The past manipulated variable data from u (k-1) to u (k-7)
It is necessary and the feedback gain is f ₁To f₇ Until
Since it is necessary, equation (6) cannot be used.

Therefore, in this controller, past operation amount data of the number of samples corresponding to the maximum "dead time" that can be considered from the actual operating environment is stored,
The number of samples Ld corresponding to the "dead time" is switched to according to the engine speed or the hydraulic oil temperature, the feedback gain of the number corresponding to the number of samples is calculated, and the manipulated variable u (k)
To calculate.

As a method of calculating the feedback gain F ^* , for example, a pole placement method can be considered. Wherein the state equation (3), the equations (4) and equation of the control law (5), the closed-loop system poles after state ^{feedback, det‖zI * - (A * +} B * * F *) || = 0 However, I ^* can be obtained by solving the unit matrix of (Ld + 1) × (Ld + 1). The number of poles is (Ld + 1), one of which is λ ₀ and the other Ld is “0” (λ ₁ =
When arranged in λ ₂ = ... = λ _Ld = 0), formula (7) holds. det‖zI ^* -(A ^* + B ^** F ^* ) ‖ = z ^{(Ld + 1)} + (-1-f ₁ ) z ^Ld + (f ₁ -f ₂ ) z ^(Ld-1) + (f ₂ -f ₃ ) z ^(Ld-2) +… + (f _k -f _{(k + 1)} ) z ^(Ld-k) +… + (f _(Ld-1) -f _Ld ) z + f _Ld + b ₀ * f ₀ = z ^Ld (z−λ ₀ ) As a result, the respective coefficients are compared, and f ₁ = λ ₀ −1 f ₂ = f ₁ f ₃ = f ₂ : f _Ld = f _(Ld-1) f ₀ = −f _Ld / b = (1 −λ ₀ ) / b ₀ holds. Here, λ _{1 to} λ _Ld correspond to the number of samples Ld corresponding to the length of the “dead time”. Also, λ
₀ (0 <λ ₀ <1) is a parameter relating to responsiveness, and it should be noted that if λ ₀ is small, the responsiveness is improved, but if it is too small, the feedback gain becomes large and it becomes sensitive to noise and the like. Should be.

For example, K = 10.4, L = 100 [msec] (Ld
= 5), the poles of the closed loop system are λ ₀ = 0.6307, λ ₁
= Λ = ₂ ... = λ ₅ = 0, f ₁ = -1 + λ ₀ = -0.3693 f ₂ = f ₁ = -0.3693 f ₃ = f ₂ = -0.3693 f ₄ = f ₃ = -0.3693 f ₅ = f ₄ = -0.3693 f ₀ = can be calculated to _{-f 5 / b = 0.3693 / 0.208} = 1.775.

Such a feedback gain F^*Calculation of
Explain how to get out. Fig. 7 shows that the valve operation timing is advanced.
And Fig. 8 shows the feedback when retarding.
The quad gain calculation method is shown. First, proceed with FIG.
A method of calculating the gain in the case of the corner will be described. feedback
In order to calculate the gain, the two-dimensional matrix is previously stored in the ROM.
Be configured. On the two-dimensional map,
Engine speed obtained from the sensor provided in the engine
The number Ne and the engine water temperature T are integral values used in the above calculation.
Stored in association with coefficient K and "dead time" L
The K and L are calculated in advance by experiments or the like. Of course
Of course, parameters other than the above may be used.
Instead of the engine water temperature T, the hydraulic oil temperature detected by the oil temperature sensor
May be used. As a result, the engine speed Ne and
When the water temperature T of the engine is detected, the two-dimensional map is interpolated.
The above K and L are sequentially calculated (S110 to S12).
0). Then, the sampling time (for example, 0.
02 [sec]) to calculate the coefficient b and (S13
0), divide the above L by the sampling time, and
The corresponding sample number Ld is calculated as an integer value (S14).
0). Then, the preset λ ₀Based on the above formula (8)
Feedback gain by performing the calculation according to
f ₁, F₂... f_Ld, And f₀Can be calculated
(S150 and S160).

On the other hand, FIG. 8 shows a feedback gain calculation method for retard control, but is the same as FIG. 8 except that K and L in the two-dimensional map are configured with values different from those for advance control. . Although λ ₀ is used as a constant value in FIGS. 7 and 8, the map may be configured so that λ ₀ is also associated with the engine speed Ne, the engine water temperature T, and the like. Further, the parameters K and L to be controlled are calculated by the map, but K and L may be calculated online during the control execution.

FIG. 9 shows an overall flow chart of the main valve operation timing adjustment control. The feedback gain calculation flowcharts of FIGS. 7 and 8 are as follows.
These correspond to S350 and S390, respectively. First, in S310 of FIG. 9, signals (engine speed Ne, engine water temperature T, etc.) from each sensor are taken in, and the engine operating state and the current camshaft advance value y (k) are taken.
And the target advance value r (k) is determined based on the driving condition (S320). Then, the deviation e (k) is calculated from the target advance value r (k) and the camshaft advance value y (k) (S330), and the deviation is calculated.
By comparing e (k) with a reference value "0", for example, it is determined whether to execute the control in the advance direction or the retard direction (S3).
40).

When it is determined in S340 that the control is in the advance direction, in S350, as described with reference to FIG. 7, the number of feedback gains corresponding to the number of samples is calculated. After the feedback gain is calculated, in S360, the operation amount u ₀ for advancing by the current control is calculated by the duty value, and then the value obtained by adding the advancing duty value da is generated as the operation amount u (k). Yes (S370). At this time, if the duty value of the manipulated variable u (k) exceeds 100%, it is set to 100% (S380).

On the other hand, if it is determined in S340 that the control is in the retard direction, S390 to S420 are executed, and the same processing as the control in the advance direction is performed, but as described above, the feedback gain is , It is determined by a value different from that of the advance angle. This is because even with the same amount of deviation e (k), the load is different from that in advance control. Further, in the case of control in the retard direction, the lower limit of the manipulated variable u (k) is set to 0% in S420.

In S380 or S420, the manipulated variable u
After the output of (k), in S430, the above S360 or S40 is performed.
0 calculated manipulated variable u ₀ is shifted one, earlier operation amount
It is updated and stored as u ₁ . Similarly, each operation amount u _n is also shifted to the operation amount u _{n + 1} . In this way, the updated control data is used as the value of u _i in S360 and S400 in the subsequent control, and contributes to the calculation of the new manipulated variable u ₀ .

[0034]

As described above, in the valve operation timing adjusting device using the state feedback in the controller, the feedback gain is calculated according to the "dead time", and the state feedback is executed based on the feedback gain. As a result, even if the operating state of the engine and the control environment change, the responsiveness of the valve operation adjustment control is improved while maintaining stability.

[Brief description of drawings]

FIG. 1 is a block diagram showing an embodiment of a valve timing adjusting device according to the present invention.

FIG. 2 is a configuration diagram showing an embodiment of a valve timing adjusting device according to the present invention.

3 is a sectional view of a phase adjusting mechanism in the embodiment of FIG.

4 is a cross-sectional view showing an operating state of the spool valve in the embodiment of FIG. 2, in which (a) has a duty ratio of about 100%, (b) has a duty ratio of 50%, and (c) has a duty ratio of 0%. It is the operating state when.

5 is a diagram showing static characteristics of a control system in the embodiment of FIG.

FIG. 6 is a control block diagram of a control system in the embodiment of FIG.

FIG. 7 is a flowchart for calculating an advance feedback gain executed by the control unit of the embodiment of FIG.

FIG. 8 is a calculation flowchart of a retard feedback gain executed by the control unit of the embodiment of FIG.

FIG. 9 is an overall view of a control flowchart executed by the control unit of the embodiment of FIG.

[Explanation of symbols]

10 ... Engine 11 ... Crankshaft 13 ... Intake valve sprocket 16 ... Intake valve camshaft 17 ... Crank position detection sensor 18 ... Camshaft position detection sensor 20 ... Valve timing adjustment mechanism 23 ... Camshaft sleeve 26 ... Sprocket sleeve 32a ... Camshaft sleeve outer tooth helical spline 32b ... Cylinder inner tooth helical spline 33a ... Sprocket sleeve inner tooth helical spline 33b ... Cylinder outer tooth helical spline 34 ... Cylinder 35, 36 ... Hydraulic chamber 37, 38, 39, 40 ... Hydraulic path 50 ... Hydraulic device 52 ... Hydraulic pump 53 ... Spool valve 54 ... Cylinder 55 ... Spool 56 ... Linear solenoid 57 ... Spring 70 ... Control unit

Claims (1)

[Claims] 1. A phase adjusting mechanism (1) for changing a rotational phase between a crankshaft and a camshaft, a driving means (2) for driving the phase adjusting mechanism, and an engine provided in each part of the internal combustion engine. Various sensors (3) for detecting a state quantity representing the operating state of the vehicle, and means (4) for calculating an actual value of the rotational phase difference between the crankshaft and the camshaft based on the operating state quantity detected by the sensor. Means for determining a target value of the rotational phase difference based on the operating state amount, and an operation amount for making the actual value match the target value by state feedback control, and a control signal to the driving means. And a control means (6) that outputs the control signal (6) for controlling the operation timing of the valve driven by the camshaft, wherein the control means (6) controls the operation amount of the control signal as control data. Calculating a 憶 to means (6A), and means for setting the dead time of the control on the basis of the operation state quantity (6B), the number of samples used in the control according to the dead time,
A means (6C) for calculating a feedback gain of the number of samples, and a current operation amount using the deviation between the actual value and the target value, the feedback gain of the number of samples, and the past operation amount of the number of samples. And a means (6D) for providing the valve operation timing adjusting device.