JP2003120349A - Internal exhaust recirculation control method and device for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress a torque fluctuation resulting, for example, from a manufacturing tolerance of a cam form and a shaft position adjusting mechanism in an internal combustion engine that controls an internal exhaust recirculation rate through a valve overlap degree. SOLUTION: Since an increased torque difference dln per cycle in each cylinder reveals an inappropriate combustion state such as a misfire, a #m cylinder showing maximum torque differences dln many times is determined in six cylinders (S382), and a basic slide degree vsld common to the six cylinders is corrected so that a torque fluctuation value dlnism (m) of the #m cylinder converges on a target torque fluctuation value dlnt (S384 to S388). Internet exhaust recirculation rates of the six cylinders are thereby reduced to improve the combustion quality of the engine. As a result, a total torque fluctuation of the six cylinders is sufficiently reduced.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention finds a basic valve overlap amount in accordance with the operating state of an internal combustion engine, and adjusts the actual valve overlap amount based on this basic valve overlap amount to recirculate internal exhaust gas. TECHNICAL FIELD The present invention relates to a method and apparatus for controlling internal exhaust gas recirculation of an internal combustion engine for controlling the rate.

[0002]

2. Description of the Related Art There is known a variable valve characteristic device for suitably controlling engine characteristics by changing a working angle or a lift amount of an intake valve or an exhaust valve according to an operating state of an internal combustion engine (Japanese Patent Laid-Open No. Hei 10-1999) 10-89033).
In this variable valve characteristic device, the cam profile is provided with a cam having a different profile in the rotating shaft direction, a so-called three-dimensional cam, and the position of the cam shaft in the rotating shaft direction is adjusted to continuously change the cam profile. The working angle and lift amount are adjusted appropriately.

Further, in this variable valve characteristic device, an optimum lift pattern for internal exhaust gas recirculation is attempted to be realized by providing a sub-cam characteristic portion other than the main cam characteristic portion on the used three-dimensional cam.

[0004]

However, the internal exhaust gas recirculation rate among the cylinders varies due to the manufacturing tolerance of the sub-cam characteristic portion and the manufacturing tolerance of the camshaft position adjusting mechanism. The combustibility in the cylinder may be deteriorated or misfire may occur, resulting in large torque fluctuation.

According to the present invention, in an internal combustion engine in which the internal exhaust gas recirculation rate is controlled to a desired state by adjusting the valve overlap amount, it is possible to suppress the torque fluctuation due to the cam shape and the manufacturing tolerance of the shaft position adjusting mechanism. It is intended.

[0006]

[Means for Solving the Problems] Means for achieving the above-mentioned objects and their effects will be described below. The internal exhaust gas recirculation control method for an internal combustion engine according to claim 1, wherein a basic valve overlap amount is obtained according to an operating state of the internal combustion engine, and the actual valve overlap amount is adjusted based on the basic valve overlap amount. An internal exhaust gas recirculation control method for an internal combustion engine, wherein the internal exhaust gas recirculation rate is controlled by the method, wherein torque fluctuation or misfire state of the internal combustion engine is adjusted by correcting the basic valve overlap amount.

Depending on the cam shape and the manufacturing tolerance of the shaft position adjusting mechanism, depending on the cylinder, the internal exhaust gas recirculation rate may not reach a desired state and the combustibility may be deteriorated or misfire may occur. In such a case, by correcting the basic valve overlap amount, it is possible to reduce the internal exhaust gas recirculation rate and improve the combustibility, so that it is possible to suppress torque fluctuations or a misfire state of the internal combustion engine. .

In the internal exhaust gas recirculation control method for an internal combustion engine according to a second aspect of the present invention, in the configuration according to the first aspect, the adjustment of the actual valve overlap amount is a three-dimensional operation in which the cam profile continuously changes in the axial direction. It is characterized in that the cam is used for one or both of the intake cam and the exhaust cam to adjust the axial movement amount of the three-dimensional cam.

The actual valve overlap amount can be adjusted by
This can be done by using the three-dimensional cam as described above and adjusting the axial movement amount of the cam. Thus, the valve overlap amount can be easily adjusted, and the torque fluctuation of the internal combustion engine can be suppressed to a desired state by correcting the adjustment amount.

In the internal exhaust gas recirculation control method for an internal combustion engine according to a third aspect, in the configuration according to the second aspect, the three-dimensional cam provided for each cylinder of a plurality of cylinders provided in the internal combustion engine, It is characterized by rotating the camshaft common to a plurality of cylinders and adjusting the actual valve overlap amount by adjusting the axial movement amount of the camshaft.

As described above, the three-dimensional cam for each cylinder may be rotated by the camshaft common to a plurality of cylinders, and the valve overlap amount of each cylinder may be adjusted by adjusting the axial movement amount of the camshaft. In this case, since the three-dimensional cam over a plurality of cylinders is provided on the common camshaft, the axial movement amount of the camshaft may be adjusted to a target value common to the plurality of cylinders. Also, by adjusting with high response, when each three-dimensional cam lifts the valve of each cylinder,
The axial movement amount of the camshaft may be adjusted to the target value of only the corresponding cylinder.

In the internal exhaust gas recirculation control method for an internal combustion engine according to a fourth aspect, in the configuration according to the third aspect, the plurality of cylinders are commonly used so that the average torque variation value among the plurality of cylinders converges to the target torque variation value. Is performed to correct the basic valve overlap amount.

When the camshaft common to a plurality of cylinders is used as described above, the basic valve overlap amount is corrected for a plurality of cylinders so that the average torque fluctuation value among the plurality of cylinders converges to the target torque fluctuation value. You may. As a result, the internal exhaust gas recirculation rate of the plurality of cylinders is reduced, and the torque fluctuations of the plurality of cylinders as a whole can be brought to the target torque fluctuation value. The term "torque" used here includes not only a value representing a direct torque but also a value reflecting the magnitude of torque such as a change in the squared value of the angular velocity. Further, the same applies to the angular velocity, and any value that reflects the magnitude of the angular velocity such as the rotation elapsed time between two crank angular phases or the reciprocal of the rotation elapsed time is included. With respect to other physical quantities, a value representing the magnitude of the corresponding physical quantity not indirectly but directly is also included. The same applies to "torque", "angular velocity", and other physical quantities described in other parts of this specification.

The torque fluctuation indicates the degree of torque change in each cylinder obtained over a relatively long period of time, and the torque fluctuation value is, for example, the absolute value of the torque difference for each cycle. It is a value expressed by averaging over a long period of time. "Torque fluctuation" and "torque fluctuation value" described in other parts of this specification
Is the same.

In the internal exhaust gas recirculation control method for an internal combustion engine according to a fifth aspect, in the configuration according to the third aspect, a torque change per unit period in each cylinder is detected, and the maximum value of the torque changes is detected. It is characterized in that the correction of the basic valve overlap amount is executed in common for a plurality of cylinders so that the torque fluctuation value in the indicated cylinder converges to the target torque fluctuation value.

As described above, the torque change per unit period, for example, per cycle may be used. Especially in a misfire, it becomes clear that the torque change per unit period becomes large, so that the torque fluctuation value of the cylinder showing the largest torque change among the plurality of cylinders converges to the target torque fluctuation value in common to the multiple cylinders. The basic valve overlap amount may be corrected. As a result, the internal exhaust gas recirculation rate of the plurality of cylinders is reduced, and the torque fluctuation can be sufficiently reduced in the plurality of cylinders as a whole.

The term "torque change" as used herein refers to the degree of torque change in each cylinder obtained in a relatively short period of time. For example, the absolute value of the difference between the two torques measured one cycle before and this time is used. It is the value represented. The same applies to "torque change" described in other parts of the present specification.

In the internal exhaust gas recirculation control method for an internal combustion engine according to a sixth aspect, in the configuration according to the third aspect, a torque change per unit period in each cylinder is detected, and the maximum value among the torque changes is detected. It is characterized in that the correction of the basic valve overlap amount is executed in common for a plurality of cylinders so that the torque fluctuation value in the cylinder having a high frequency of convergence converges to the target torque fluctuation value.

In order to further improve the accuracy, the basic valve overlap amount is common to a plurality of cylinders so that the torque fluctuation value of the cylinder having the highest frequency of torque changes among the plurality of cylinders converges to the target torque fluctuation value. You may correct it. This makes it possible to more appropriately reduce the torque fluctuation in the plurality of cylinders.

In the internal exhaust gas recirculation control method for an internal combustion engine according to a seventh aspect, in the structure according to the fifth or sixth aspect, the internal exhaust gas recirculation control method is detected along with the rotation of the rotor which is interlocked with the crankshaft of the internal combustion engine and has a toothless portion. The torque change and the torque fluctuation are calculated based on the signal, and the torque change and the torque fluctuation are detected in some cylinders due to the presence of the missing tooth at a different timing from other cylinders. The feature is that it is calculated.

As described above, even if the torque change and the torque change cannot be detected under the same condition for all cylinders due to the lack of teeth in the rotor, the torque change per unit period is caused in the case of misfire, especially sudden misfire during idling. It appears with high accuracy.
Therefore, by correcting the basic valve overlap amount for multiple cylinders so that the torque fluctuation value of the cylinder exhibiting the maximum torque change converges to the target torque fluctuation value, the torque fluctuation is sufficiently reduced for the entire multiple cylinders. Can be made.

In the internal exhaust gas recirculation control method for an internal combustion engine according to an eighth aspect, in the configuration according to the third aspect, a signal detected in association with rotation of a rotor that is interlocked with a crankshaft of the internal combustion engine and has a toothless portion. On the basis of the above, the torque fluctuation value is calculated for the cylinder that is not affected by the torque fluctuation calculation due to the missing tooth, and the cam is common to a plurality of cylinders so that the inter-cylinder average value of the torque fluctuation value converges to the target torque fluctuation value. The axial movement amount of the shaft is adjusted, the angular velocity of each cylinder is calculated from the signal, and the inter-cylinder correction value for adjusting the fuel supply amount between the cylinders is calculated for each cylinder so that each angular velocity is uniform. In addition, the internal exhaust gas recirculation amount can be adjusted by correcting the axial movement amount of the camshaft in common for a plurality of cylinders according to the inter-cylinder correction value in the cylinder for which the torque fluctuation value has not been calculated. The features.

For example, a crankshaft of an internal combustion engine may be provided with a rotor having tooth rows at equal intervals on the outer circumference in order to detect a crank angle, and a sensor detects the passing state of the tooth row of the rotor. By doing so, the angular velocity of the crankshaft can be detected. Therefore, the generated torque can be obtained by detecting the angular velocities by shifting the crank angular phase in the expansion stroke of each cylinder and detecting the change in the kinetic energy based on the difference in the angular velocities in each phase. Then, for each cylinder, the torque fluctuation for each cylinder can be obtained from the change in the generated torque between cycles.

However, such a rotor may have missing teeth in which part of the tooth rows at equal intervals is missing in order to detect a specific crank angle. In this case, for the cylinder in which the missing tooth of the rotor passes the sensor in the expansion stroke,
Since some signals are missing, the generated torque may not be detected like other cylinders. In consideration of such a problem, the invention of this claim uses the inter-cylinder correction value of the fuel supply amount calculated separately in order to make the angular velocity of each cylinder uniform.

That is, the angular velocity for obtaining the inter-cylinder correction value can be accurately obtained for all of the plurality of cylinders by the elapsed rotation time between the signals selected so as to avoid the influence of the missing tooth. It is possible to obtain an angular velocity that can be compared with. And in the inter-cylinder correction value calculation process,
By comparing the angular velocities of the cylinders, if the angular velocity is lower than the average angular velocity, the inter-cylinder correction value is increased to increase the fuel supply amount of the corresponding cylinder, and the angular velocity is higher than the average angular velocity. In this case, the inter-cylinder correction value is reduced in order to reduce the fuel supply amount of the corresponding cylinder. Through the inter-cylinder correction value calculation process, the inter-cylinder correction value for making the angular velocity of the cylinder uniform is obtained.

By the way, it has been found that the deterioration of the combustibility such as the misfire in each cylinder which appears in the torque fluctuation also affects the angular velocity for calculating the inter-cylinder correction value and appears in the magnitude of the inter-cylinder correction value. Therefore, according to the inter-cylinder correction value in the cylinder for which the torque fluctuation value has not been calculated, the torque fluctuation can be obtained by correcting the axial movement amount of the camshaft and adjusting the internal exhaust gas recirculation amount for a plurality of cylinders in common. Torque fluctuations can be suppressed simultaneously for the cylinders that do not exist.

In the internal exhaust gas recirculation control method for an internal combustion engine according to a ninth aspect, in the configuration according to the third aspect, a signal detected in association with rotation of a rotor that is interlocked with a crankshaft of the internal combustion engine and has a toothless portion. On the basis of the above, the torque fluctuation value is calculated for the cylinder that is not affected by the torque fluctuation calculation due to the missing tooth, and the cam is common to a plurality of cylinders so that the inter-cylinder average value of the torque fluctuation value converges to the target torque fluctuation value. The axial movement amount of the shaft is adjusted, the angular velocity of each cylinder is calculated from the signal, and the inter-cylinder correction value for adjusting the fuel supply amount between the cylinders is calculated for each cylinder so that each angular velocity is uniform. At the same time, for the cylinder for which the torque fluctuation value has not been calculated, the axial displacement of the camshaft is corrected and the internal exhaust gas recirculation amount is adjusted according to the inter-cylinder correction value in the cylinder. It is characterized in.

Here, the camshaft axial movement amount is common to a plurality of cylinders so that the inter-cylinder average value of the torque fluctuation values calculated for the cylinders in which the torque fluctuation calculation is not affected by the missing tooth converges to the target torque fluctuation value. Make adjustments. However, for the cylinder for which the torque fluctuation value was not calculated,
By moving the camshaft with high response, the axial movement amount of the camshaft is independently corrected according to the inter-cylinder correction value in the cylinder. As a result, the torque fluctuation can be suppressed by individual control even for the cylinder for which the torque fluctuation is not required.

In the internal exhaust gas recirculation control method for an internal combustion engine according to a tenth aspect of the present invention, in the configuration according to the third aspect, a signal detected in association with the rotation of the rotor which is interlocked with the crankshaft of the internal combustion engine and has a toothless portion. On the basis of the above, the torque fluctuation value is calculated for the cylinder whose torque fluctuation calculation is not affected by the missing tooth, and the axial movement amount of the cam shaft is calculated for each cylinder so that the torque fluctuation value converges to the target torque fluctuation value. For the cylinder for which the torque fluctuation value has not been calculated, the axial movement amount of the camshaft is adjusted in accordance with the axial movement amount adjustment of the cylinder for which the torque fluctuation value has been calculated. The inter-cylinder correction value for adjusting the fuel supply amount between the cylinders so that the angular velocities of the cylinders are obtained and the angular velocities are uniform is calculated for each cylinder, and the torque fluctuation value is calculated. The cylinder was not in accordance with the inter-cylinder correction value in the gas cylinder, and adjusts the internal exhaust gas recirculation amount by correcting the axial movement amount of the cam shaft.

Here, by moving the camshaft with high response, the axial movement amount of each cylinder is adjusted independently for the cylinder whose torque variation calculation is not affected by the missing tooth. For cylinders for which the torque fluctuation value is not calculated due to missing teeth, the axial movement amount of the camshaft is adjusted according to the axial movement amount adjustment of the cylinder for which the torque fluctuation value is calculated, and the inter-cylinder correction value is set. Accordingly, the axial movement amount of the cam shaft is independently corrected. As a result, the torque fluctuation can be suppressed by individual control even for the cylinder for which the torque fluctuation is not required.

In the internal exhaust gas recirculation control method for an internal combustion engine according to the eleventh aspect, in the configuration according to the third aspect, the signal detected in association with the rotation of the rotor which is interlocked with the crankshaft of the internal combustion engine and has a toothless portion. On the basis of the above, the torque fluctuation value is calculated for the cylinder that is not affected by the torque fluctuation calculation due to the missing tooth, and the cam is common to a plurality of cylinders so that the inter-cylinder average value of the torque fluctuation value converges to the target torque fluctuation value. The axial movement amount of the shaft is adjusted, the angular velocity of each cylinder is calculated from the signal, and the inter-cylinder correction value for adjusting the fuel supply amount between the cylinders is calculated for each cylinder so that each angular velocity is uniform. At the same time, if the inter-cylinder correction value among the inter-cylinder correction values is the maximum or the inter-cylinder correction value corresponding to the maximum is the value in the cylinder for which the torque fluctuation value is not calculated, the cam is common to a plurality of cylinders. The axial movement of Yafuto correction to be characterized by inhibiting the internal exhaust gas recirculation amount.

It has been found that the deterioration of the combustibility such as the misfire in each cylinder which appears in the torque fluctuation also affects the angular velocity for calculating the inter-cylinder correction value and appears in the magnitude of the inter-cylinder correction value. Therefore, when comparing the magnitude relationship of the inter-cylinder correction values of a plurality of cylinders, if the cylinder for which torque fluctuation is not obtained due to tooth loss is the maximum or the position corresponding to the maximum, the inter-cylinder correction value exists, It can be estimated that there is a high possibility that the torque fluctuation is large for the corresponding cylinder. It should be noted that the maximum conforming position means, for example, the second largest position.

Therefore, by correcting the amount of internal exhaust gas recirculation in the cylinders for which the torque fluctuation is not required, the axial movement amount of the camshaft is corrected so as to suppress the internal exhaust gas recirculation amount. As a whole, the control can be performed in a direction to suppress the torque fluctuation, and as a result, the torque fluctuation can be suppressed at the same time even for the cylinder for which the torque fluctuation is not required.

In the internal exhaust gas recirculation control method for an internal combustion engine according to a twelfth aspect, in the configuration according to the eleventh aspect, when there are a plurality of cylinders for which the torque fluctuation value has not been calculated, among the cylinders, The amount of axial movement of the camshaft is common to a plurality of cylinders so as to strengthen the degree of suppression of the internal exhaust gas recirculation amount in accordance with the number of cylinders whose inter-cylinder correction value is the maximum or a value corresponding to the maximum value. Is corrected.

If there is a plurality of cylinders whose inter-cylinder correction value is the maximum or a value corresponding to the maximum among the cylinders for which the torque fluctuation value is not calculated, it can be estimated that the torque fluctuation is large as a whole. Therefore, in accordance with the number of applicable cylinders, the amount of internal exhaust gas recirculation is suppressed so that the degree of suppression of the internal exhaust gas recirculation is increased. It becomes possible to effectively suppress the torque fluctuation.

In the internal exhaust gas recirculation control method for an internal combustion engine according to a thirteenth aspect, in the configuration according to the third aspect, the signal detected in association with the rotation of the rotor that is interlocked with the crankshaft of the internal combustion engine and has a toothless portion. On the basis of the above, the torque fluctuation value is calculated for the cylinder whose torque fluctuation calculation is not affected by the missing tooth, and the axial movement amount of the cam shaft is calculated for each cylinder so that the torque fluctuation value converges to the target torque fluctuation value. For the cylinder for which the torque fluctuation value has not been calculated, the axial movement amount of the camshaft is adjusted in accordance with the axial movement amount adjustment of the cylinder for which the torque fluctuation value has been calculated. The inter-cylinder correction value for adjusting the fuel supply amount between the cylinders so that the angular velocities of the cylinders are obtained and the angular velocities are uniform is calculated for each cylinder, and the torque fluctuation value is calculated. For the cylinders that have not been corrected, the amount of internal exhaust gas recirculation is suppressed by correcting the axial movement amount of the camshaft so that the inter-cylinder correction value in that cylinder does not become higher in rank from the larger correction value among all cylinders. It is characterized by doing.

Here, by moving the camshaft with high response, the axial movement amount of each cylinder is adjusted independently for the cylinder whose torque variation calculation is not affected by the missing tooth. For a cylinder whose torque fluctuation value is not calculated due to tooth loss, the axial movement amount of the camshaft is adjusted according to the axial movement amount adjustment of the cylinder whose torque fluctuation value is calculated, and the inter-cylinder correction value is The internal exhaust gas recirculation amount is suppressed by correcting the axial movement amount of the camshaft so that the rank from the larger one among the correction values between all cylinders does not increase. In this way, it becomes possible to suppress torque fluctuations in cylinders for which torque fluctuations are not required, and it is possible to bring each of the plurality of cylinders into an appropriate torque fluctuation state.

In the internal exhaust gas recirculation control method for an internal combustion engine according to a fourteenth aspect, in the configuration according to the third aspect, a signal detected in association with the rotation of the rotor which is interlocked with the crankshaft of the internal combustion engine and has a toothless portion. On the basis of the above, the torque fluctuation value is calculated for the cylinder that is not affected by the torque fluctuation calculation due to the missing tooth, and the cam is common to a plurality of cylinders so that the inter-cylinder average value of the torque fluctuation value converges to the target torque fluctuation value. The axial movement amount of the shaft is adjusted, the angular velocity of each cylinder is calculated from the signal, and the inter-cylinder correction value for adjusting the fuel supply amount between the cylinders is calculated for each cylinder so that each angular velocity is uniform. At the same time, when the inter-cylinder correction value of the cylinder for which the torque fluctuation value is not calculated is larger than the reference value,
The invention is characterized in that the amount of internal exhaust gas recirculation is suppressed by correcting the axial movement amount of the camshaft common to a plurality of cylinders.

Adjustment of the camshaft axial movement amount is common to a plurality of cylinders so that the inter-cylinder average value of the torque fluctuation values calculated for the cylinders in which the torque fluctuation calculation is not affected by the missing tooth converges to the target torque fluctuation value. Even in the case where the torque fluctuation value is not calculated, if the inter-cylinder correction value of the cylinder is larger than the reference value, the axial movement amount of the cam shaft may be corrected for a plurality of cylinders in common. As a result, it is possible to control the torque fluctuations in the plurality of cylinders as a whole, and it is possible to simultaneously suppress the torque fluctuations in the cylinders in which the torque fluctuations are not required.

In the internal exhaust gas recirculation control method for an internal combustion engine according to claim 15, in the structure according to claim 14, when there are a plurality of cylinders for which the torque fluctuation value is not calculated, among the cylinders, Depending on the number of cylinders whose inter-cylinder correction value is greater than a reference value, the amount of axial movement of the camshaft is common to a plurality of cylinders so as to strengthen the degree of suppression of the internal exhaust gas recirculation amount. Is corrected.

If there are a plurality of cylinders in which the inter-cylinder correction value is larger than the reference value among the cylinders for which the torque fluctuation value is not calculated, it can be estimated that the torque fluctuation is large as a whole. Therefore, in accordance with the number of applicable cylinders, the amount of internal exhaust gas recirculation is suppressed so that the degree of suppression of the internal exhaust gas recirculation is increased. As for the above, the torque fluctuation can be effectively suppressed.

In the internal exhaust gas recirculation control method for an internal combustion engine according to a sixteenth aspect, in the configuration according to the third aspect, a signal detected in association with the rotation of the rotor which is interlocked with the crankshaft of the internal combustion engine and has a toothless portion. On the basis of the above, the torque fluctuation value is calculated for the cylinder whose torque fluctuation calculation is not affected by the missing tooth, and the axial movement amount of the cam shaft is calculated for each cylinder so that the torque fluctuation value converges to the target torque fluctuation value. For the cylinder for which the torque fluctuation value has not been calculated, the axial movement amount of the camshaft is adjusted in accordance with the axial movement amount adjustment of the cylinder for which the torque fluctuation value has been calculated. The inter-cylinder correction value for adjusting the fuel supply amount between the cylinders so that the angular velocities of the cylinders are obtained and the angular velocities are uniform is calculated for each cylinder, and the torque fluctuation value is calculated. The cylinder was not, so as not to exceed the reference value between cylinders correction value in the gas cylinder, which comprises suppressing the internal exhaust gas recirculation amount by correcting the axial movement amount of the cam shaft.

Here, by moving the camshaft with high response, the axial movement amount of each cylinder is adjusted independently for the cylinder whose torque fluctuation calculation is not affected by the missing tooth. For a cylinder whose torque fluctuation value is not calculated due to tooth loss, the axial movement amount of the camshaft is adjusted according to the axial movement amount adjustment of the cylinder whose torque fluctuation value is calculated, and the inter-cylinder correction value is The internal exhaust gas recirculation amount is suppressed by correcting the axial movement amount of the cam shaft so as not to exceed the reference value. In this way, it becomes possible to suppress torque fluctuations in cylinders for which torque fluctuations are not required, and it is possible to achieve appropriate torque fluctuation states for each of the plurality of cylinders.

In the internal exhaust gas recirculation control method for an internal combustion engine according to a seventeenth aspect, in the configuration according to the third aspect, a signal detected in association with the rotation of the rotor which is interlocked with the crankshaft of the internal combustion engine and has a toothless tooth. On the basis of the above, the torque fluctuation value is calculated for the cylinder that is not affected by the torque fluctuation calculation due to the missing tooth, and the cam is common to a plurality of cylinders so that the inter-cylinder average value of the torque fluctuation value converges to the target torque fluctuation value. The axial movement amount of the shaft is adjusted, the angular velocity of each cylinder is calculated from the signal, and the inter-cylinder correction value for adjusting the fuel supply amount between the cylinders is calculated for each cylinder so that each angular velocity is uniform. At the same time, with respect to the cylinder for which the torque fluctuation value is not calculated, the cam shift value is set so that the inter-cylinder correction value in the cylinder does not become higher in rank from the larger of the inter-cylinder correction values. To correct the axial movement amount of the shift is characterized by inhibiting the internal exhaust gas recirculation amount.

Here, in order to make the inter-cylinder average value of the torque fluctuation values calculated for the cylinders in which the torque fluctuation calculation is not affected by the missing tooth converge to the target torque fluctuation value, the movement amount of the camshaft in the axial direction is common to a plurality of cylinders. Make adjustments. However, for the cylinder for which the torque fluctuation value was not calculated,
By moving the camshaft with high response, the axial movement amount of the camshaft is corrected independently so that the inter-cylinder correction value in the cylinder does not become higher in rank from the larger inter-cylinder correction value. As a result, the torque fluctuation can be suppressed by individual control even for the cylinder for which the torque fluctuation is not required.

In the internal exhaust gas recirculation control method for an internal combustion engine according to an eighteenth aspect, in the configuration according to the third aspect, the signal detected in association with the rotation of the rotor that is interlocked with the crankshaft of the internal combustion engine and has a toothless portion. On the basis of the above, the torque fluctuation value is calculated for the cylinder that is not affected by the torque fluctuation calculation due to the missing tooth, and the cam is common to a plurality of cylinders so that the inter-cylinder average value of the torque fluctuation value converges to the target torque fluctuation value. The axial movement amount of the shaft is adjusted, the angular velocity of each cylinder is calculated from the signal, and the inter-cylinder correction value for adjusting the fuel supply amount between the cylinders is calculated for each cylinder so that each angular velocity is uniform. At the same time, for the cylinder for which the torque fluctuation value is not calculated, the axial movement amount of the camshaft is corrected so that the inter-cylinder correction value in the cylinder does not become larger than the reference value. Which comprises suppressing the internal exhaust gas recirculation amount.

Here, in order to make the inter-cylinder average value of the torque fluctuation values calculated for the cylinders in which the torque fluctuation calculation is not affected by the lack of teeth converge to the target torque fluctuation value, the movement amount in the camshaft axial direction is common to a plurality of cylinders. Make adjustments. However, for the cylinder for which the torque fluctuation value was not calculated,
By moving the camshaft with high response, the axial movement amount of the camshaft is independently corrected so that the inter-cylinder correction value in the cylinder does not become larger than the reference value. As a result, the torque fluctuation can be suppressed by individual control even for the cylinder for which the torque fluctuation is not required.

In the internal exhaust gas recirculation control method for an internal combustion engine according to claim 19, in the structure according to any one of claims 8 to 18, by correcting the target torque fluctuation value, the axial movement of the camshaft is performed. It is characterized by realizing the correction of the amount and adjusting the internal exhaust gas recirculation amount.

In this way, the correction of the axial movement amount of the camshaft can be realized by correcting the target torque fluctuation value, for example. An internal exhaust gas recirculation control method for an internal combustion engine according to a twentieth aspect of the invention is based on a signal detected in accordance with the rotation of a rotor that is interlocked with a crankshaft of the internal combustion engine and has a toothless portion in the configuration according to the third aspect. , A torque fluctuation value is calculated for a cylinder in which torque fluctuation calculation is not affected by the missing tooth, and the axis of the camshaft is common to a plurality of cylinders so that the inter-cylinder average value of the torque fluctuation value converges to a target torque fluctuation value. Adjusting the amount of directional movement, calculating the angular velocity of each cylinder from the signal to calculate the inter-cylinder correction value for adjusting the fuel supply amount between the cylinders so that each angular velocity is uniform, and for each cylinder, For the cylinder for which the torque fluctuation value has not been calculated, the actual valve overlap amount is reduced in the axial direction of the camshaft in accordance with the magnitude of the inter-cylinder correction value in the cylinder. Which comprises suppressing the internal exhaust gas recirculation amount by increasing the gain at the time of adjusting the momentum.

As a method of suppressing the internal exhaust gas recirculation amount of the cylinder for which the torque fluctuation value has not been calculated using the inter-cylinder correction value, the actual valve overlap amount is decreased according to the inter-cylinder correction value. There is a method of increasing the gain when adjusting the axial movement amount of the cam shaft in the moving direction. That is, in order to converge the actual torque fluctuation value to the target torque fluctuation value, the difference between the target torque fluctuation and the actual torque fluctuation is reflected in the axial movement amount of the camshaft. If the inter-cylinder correction value in the cylinder for which the torque fluctuation value has not been calculated becomes large, when the difference is reflected in the axial movement amount of the camshaft, the gain due to the difference is reduced in the direction of decreasing the actual valve overlap amount. By increasing the value, the actual valve overlap amount of the corresponding cylinder can be made smaller and the internal exhaust gas recirculation amount can be suppressed. By independently correcting the axial movement amount of the camshaft in this manner, the torque fluctuation can be suppressed by individual control even for the cylinder for which the torque fluctuation is not required.

In the internal exhaust gas recirculation control method for an internal combustion engine according to a twenty-first aspect, in the configuration according to the third aspect, a signal detected in association with the rotation of the rotor that is interlocked with the crankshaft of the internal combustion engine and has a toothless portion. On the basis of the above, the torque fluctuation value is calculated for the cylinder that is not affected by the torque fluctuation calculation due to the missing tooth, and the cam is common to a plurality of cylinders so that the inter-cylinder average value of the torque fluctuation value converges to the target torque fluctuation value. The axial movement amount of the shaft is adjusted, the angular velocity of each cylinder is calculated from the signal, and the inter-cylinder correction value for adjusting the fuel supply amount between the cylinders is calculated for each cylinder so that each angular velocity is uniform. At the same time, if the inter-cylinder correction value among the inter-cylinder correction values that is the maximum or is similar to the maximum is the value in the cylinder for which the torque fluctuation value has not been calculated, then the actual value Which comprises suppressing the internal exhaust gas recirculation amount by increasing the gain at the time of adjusting the axial movement of the camshaft in the direction of reducing the amount of overlap.

More specifically, when comparing the magnitude relations of the inter-cylinder correction values of a plurality of cylinders, the cylinders for which torque fluctuation is not obtained due to a missing tooth have the inter-cylinder correction value at the maximum or a position corresponding to the maximum. If so, it can be estimated that there is a high possibility that the torque fluctuation is large in the corresponding cylinder as described above. Therefore, depending on the relative magnitude of the inter-cylinder correction value of the cylinder for which torque fluctuation is not required,
By independently adjusting the gain when adjusting the axial movement amount of the camshaft as described above so that the internal exhaust gas recirculation amount is suppressed, individual cylinders for which torque fluctuation is not required are also adjusted. The torque fluctuation can be suppressed by the control.

In the internal exhaust gas recirculation control method for an internal combustion engine according to claim 22, in the structure according to claim 21, when there are a plurality of cylinders for which the torque fluctuation value has not been calculated, among the cylinders, According to the number of cylinders corresponding to the maximum or the value corresponding to the maximum inter-cylinder correction value, the axial movement amount of the camshaft is adjusted in the direction of decreasing the actual valve overlap amount for the corresponding cylinder. It is characterized in that the internal exhaust gas recirculation amount is suppressed by increasing the gain at that time.

If there are a plurality of cylinders whose inter-cylinder correction value is the maximum or a value that is close to the maximum among the cylinders for which the torque fluctuation value is not calculated, it can be estimated that the torque fluctuation is large as a whole. Therefore, the degree of suppression of the internal exhaust gas recirculation amount is strengthened by increasing the gain according to the number of applicable cylinders. As a result, the torque fluctuation can be effectively suppressed by individual control even for the cylinder for which the torque fluctuation is not required.

In the internal exhaust gas recirculation control method for an internal combustion engine according to a twenty-third aspect, in the configuration according to the third aspect, a signal detected in association with the rotation of the rotor which is interlocked with the crankshaft of the internal combustion engine and has a toothless portion. On the basis of the above, the torque fluctuation value is calculated for the cylinder that is not affected by the torque fluctuation calculation due to the missing tooth, and the cam is common to a plurality of cylinders so that the inter-cylinder average value of the torque fluctuation value converges to the target torque fluctuation value. The axial movement amount of the shaft is adjusted, the angular velocity of each cylinder is calculated from the signal, and the inter-cylinder correction value for adjusting the fuel supply amount between the cylinders is calculated for each cylinder so that each angular velocity is uniform. At the same time, when the inter-cylinder correction value of the cylinder for which the torque fluctuation value has not been calculated is larger than the reference value,
For the cylinder, the internal exhaust gas recirculation amount is suppressed by increasing the gain when adjusting the axial movement amount of the cam shaft in the direction of decreasing the actual valve overlap amount.

When the inter-cylinder correction value of the cylinder for which the torque fluctuation value is not calculated is larger than the reference value, it can be estimated that the torque fluctuation is likely to be large for the corresponding cylinder. For such a cylinder, torque fluctuation is determined by independently adjusting the gain when adjusting the axial movement amount of the camshaft as described above so that the internal exhaust gas recirculation amount is suppressed. Torque fluctuations can be suppressed for individual cylinders by individual control.

In the internal exhaust gas recirculation control method for an internal combustion engine according to a twenty-fourth aspect, in the configuration according to the twenty-third aspect, when there are a plurality of cylinders for which the torque fluctuation value has not been calculated, among the cylinders, According to the large number of cylinders whose inter-cylinder correction value is larger than the reference value, the axial movement amount of the camshaft is adjusted in the direction of decreasing the actual valve overlap amount for the corresponding cylinder. It is characterized in that the internal exhaust gas recirculation amount is suppressed by increasing the gain at that time.

If there are a plurality of cylinders in which the inter-cylinder correction value is larger than the reference value among the cylinders for which the torque fluctuation value is not calculated, it can be estimated that the torque fluctuation is large as a whole. Therefore, the degree of suppression of the internal exhaust gas recirculation amount is strengthened by increasing the gain according to the number of applicable cylinders. As a result, the torque fluctuation can be effectively suppressed by individual control even for the cylinder for which the torque fluctuation is not required.

In the internal exhaust gas recirculation control method for an internal combustion engine according to a twenty-fifth aspect, in the configuration according to any one of the twenty-eighth to twenty-fourth aspects, an axial movement amount of the camshaft in a direction of increasing an actual valve overlap amount. It is characterized in that the gain is reduced when the is adjusted.

In the direction of decreasing the actual valve overlap amount, in addition to increasing the gain in adjusting the axial movement amount of the camshaft, the above-mentioned difference is caused in the direction of increasing the actual valve overlap amount. By reducing the gain, the degree of increase in the actual valve overlap amount can be reduced and the internal exhaust gas recirculation amount can be suppressed. By independently correcting the axial movement amount of the camshaft in this manner, the torque fluctuation can be suppressed by individual control even for the cylinder for which the torque fluctuation is not required.

In the internal exhaust gas recirculation control method for an internal combustion engine according to a twenty-sixth aspect of the present invention, in the configuration according to the third aspect, a signal detected in association with the rotation of a rotor which is interlocked with the crankshaft of the internal combustion engine and has a toothless tooth. On the basis of the above, the torque fluctuation value is calculated for the cylinder that is not affected by the torque fluctuation calculation due to the missing tooth, and the cam is common to a plurality of cylinders so that the inter-cylinder average value of the torque fluctuation value converges to the target torque fluctuation value. The shape of the three-dimensional cam provided in the cylinder in which the torque variation value is not calculated is adjusted while the axial movement amount of the shaft is adjusted. Compared with, the valve overlap state is set so that the internal exhaust gas recirculation rate becomes smaller.

Here, the movement amount in the axial direction of the camshaft is common to a plurality of cylinders so that the inter-cylinder average value of the torque fluctuation values calculated for the cylinders in which the torque fluctuation calculation is not affected by the missing tooth converges to the target torque fluctuation value. Make adjustments. Therefore, the torque fluctuation of the cylinder for which the torque fluctuation value is not calculated is not reflected in the adjustment of the camshaft axial movement amount.

However, the shape of the three-dimensional cam provided in the cylinder for which the torque fluctuation value is not calculated is larger than that of the three-dimensional cam provided in the cylinder for which the torque fluctuation value is calculated.
The valve overlap condition is set so that the internal exhaust gas recirculation rate becomes small. Therefore, even if the cam shape or the manufacturing tolerance of the shaft position adjusting mechanism is a factor that intensifies the torque fluctuation, the torque fluctuation is suppressed by the shape of the three-dimensional cam described above to obtain an appropriate torque fluctuation, or close to the torque fluctuation. You can

In the internal exhaust gas recirculation control method for an internal combustion engine according to claim 27, in the structure according to claim 26, the three-dimensional cam includes a main cam characteristic portion and a sub cam characteristic portion, and the sub cam characteristic portion is in the axial direction. The sub-cam characteristic of the three-dimensional cam provided in the cylinder in which the torque fluctuation value is not calculated is configured to adjust the valve overlap state by adjusting the axial movement amount of the cam shaft due to the change in The part is formed smaller than the sub-cam characteristic part of the three-dimensional cam provided in the cylinder for which the torque fluctuation value is calculated.

As the shape of the three-dimensional cam in which the valve overlap state is set so that the internal exhaust gas recirculation rate becomes small, it is possible to cite the shape having the main cam characteristic portion and the sub-cam characteristic portion as described above. it can.
In this case, by forming the sub-cam characteristic portion of the three-dimensional cam provided in the cylinder for which the torque fluctuation value is not calculated to be small, the torque fluctuation can be suppressed and the torque fluctuation can be made appropriate or close to the torque fluctuation value.

An internal exhaust gas recirculation control device for an internal combustion engine according to a twenty-eighth aspect is provided with a valve overlap adjusting mechanism for adjusting the valve overlap amount of the internal combustion engine, and the basic valve overlap amount according to the operating state of the internal combustion engine. Seeking
An internal exhaust gas recirculation control device for an internal combustion engine, which controls an internal exhaust gas recirculation rate by adjusting an actual valve overlap amount by the valve overlap adjustment mechanism based on the basic valve overlap amount. And a valve for adjusting the torque fluctuation or the misfire state of the internal combustion engine by correcting the basic valve overlap amount based on the torque fluctuation detected by the torque fluctuation detecting means. And an overlap correction means.

Depending on the cam shape and the manufacturing tolerance of the shaft position adjusting mechanism, depending on the cylinder, the internal exhaust gas recirculation rate may not reach the desired state, and the combustibility may be deteriorated or misfire may occur. In such a case, the valve overlap compensating means can correct the basic valve overlap amount to reduce the internal exhaust gas recirculation rate and improve the combustibility. The state can be suppressed.

In the internal exhaust gas recirculation control device for an internal combustion engine according to claim 29, in the structure according to claim 28, the valve overlap adjusting mechanism is a three-dimensional cam whose cam profile continuously changes in the axial direction. It is characterized in that it is configured to be used for one or both of the intake cam and the exhaust cam to adjust the axial movement amount of the three-dimensional cam.

As the valve overlap adjusting mechanism, there may be mentioned a structure which uses the three-dimensional cam as described above and adjusts the axial movement amount of the cam. With such a valve overlap adjustment mechanism, the valve overlap amount can be easily adjusted, and the torque fluctuation of the internal combustion engine can be suppressed to a desired state by correcting the adjustment amount of the valve overlap adjustment mechanism. can do.

According to a thirtieth aspect of the present invention, in the internal exhaust gas recirculation control device for an internal combustion engine according to the twenty-ninth aspect, the valve overlap adjusting mechanism is provided for each of a plurality of cylinders provided in the internal combustion engine. The three-dimensional cam is rotated by a camshaft common to a plurality of cylinders, and the actual valve overlap amount is adjusted by adjusting the axial movement amount of the camshaft. Characterize.

As described above, the valve overlap adjusting mechanism rotates the three-dimensional cam for each cylinder by the cam shaft common to a plurality of cylinders, and adjusts the axial movement amount of the cam shaft to adjust the valve overlap amount of each cylinder. May be adjusted. In this case, since the three-dimensional cam over a plurality of cylinders is provided on the common camshaft, the axial movement amount of the camshaft may be adjusted to a target value common to the plurality of cylinders. Further, by using the valve lap adjustment mechanism with high response, when each three-dimensional cam lifts the valve of each cylinder, the axial movement amount of the cam shaft may be adjusted to the target value of only the corresponding cylinder. .

According to a thirty-first aspect of the present invention, in the internal exhaust gas recirculation control device for an internal combustion engine according to the thirtieth aspect, the valve overlap correcting means sets the average torque fluctuation value between the plurality of cylinders to a target torque fluctuation value. To converge
It is characterized in that the correction of the basic valve overlap amount is executed for a plurality of cylinders in common.

As described above, when the valve overlap adjusting mechanism uses the camshaft common to a plurality of cylinders,
The valve overlap correction means may correct the basic valve overlap amount for a plurality of cylinders so that the average torque fluctuation value among the plurality of cylinders converges to the target torque fluctuation value. As a result, the internal exhaust gas recirculation rate of the plurality of cylinders is reduced, and the torque fluctuations of the plurality of cylinders as a whole can be brought to the target torque fluctuation value.

According to a thirty-second aspect of the present invention, there is provided the internal exhaust gas recirculation control device for an internal combustion engine according to the thirtieth aspect, further comprising torque change detecting means for detecting a torque change per unit period in each cylinder, and the valve overlap. The correcting means is common to a plurality of cylinders so that the torque fluctuation value in the cylinder exhibiting the maximum value among the torque changes detected by the torque change detecting means converges to the target torque fluctuation value. It is characterized by executing the correction of.

As described above, the valve overlap correcting means may utilize the torque change per unit period, for example, per cycle. Especially in a misfire, it becomes clear that the torque change per unit period becomes large, so that the torque fluctuation value of the cylinder showing the largest torque change among the plurality of cylinders converges to the target torque fluctuation value in common to the multiple cylinders. The basic valve overlap amount may be corrected. As a result, the internal exhaust gas recirculation rate of the plurality of cylinders is reduced, and the torque fluctuation can be sufficiently reduced in the plurality of cylinders as a whole.

According to a thirty-third aspect of the present invention, in the internal exhaust gas recirculation control device for an internal combustion engine according to the thirtieth aspect, there is provided torque change detection means for detecting a torque change per unit period in each cylinder, and the valve overlap is provided. The correcting means is common to a plurality of cylinders so that the torque fluctuation value in a cylinder having a high frequency showing the maximum value among the torque changes detected by the torque change detecting means converges to a target torque fluctuation value. It is characterized in that the amount of overlap is corrected.

In order to further improve the accuracy, the valve overlap correction means is common to a plurality of cylinders so that the torque fluctuation value of the cylinder showing the largest torque change among the plurality of cylinders converges to the target torque fluctuation value. The basic valve overlap amount may be corrected with. This makes it possible to more appropriately reduce the torque fluctuation in the plurality of cylinders.

In the internal exhaust gas recirculation control device for an internal combustion engine according to a thirty-fourth aspect, in the configuration according to the thirty-second or thirty-third aspect, the torque change detecting means and the torque fluctuation detecting means are interlocked with a crankshaft of the internal combustion engine. In addition, the torque change and the torque fluctuation are calculated based on the signal detected by the rotation of the rotor having the toothless portion, and due to the presence of the toothless portion, it is output at some timing different from other cylinders. The torque change and the torque fluctuation are calculated by using the signal.

As described above, even if the torque change detecting means and the torque change detecting means cannot detect the torque change and the torque change under the same condition for all cylinders due to the lack of teeth of the rotor, misfire, especially sudden misfire at idle, etc. In, the torque change per unit period appears highly accurately. From this, the valve overlap correction means corrects the basic valve overlap amount common to a plurality of cylinders so that the torque fluctuation value of the corresponding cylinder converges to the target torque fluctuation value, so that the torque fluctuations of the plurality of cylinders as a whole are sufficiently corrected. Can be lowered.

According to a thirty-fifth aspect of the present invention, in the internal exhaust gas recirculation control device for an internal combustion engine, according to the thirtieth aspect, the torque fluctuation detecting means rotates the rotor that is interlocked with the crankshaft of the internal combustion engine and has a toothless portion. Based on the signal output from the rotation sensor in association with the above, the torque fluctuation value is detected for the cylinder whose torque fluctuation calculation is not affected by the tooth loss, and the valve overlap correction means is detected by the torque fluctuation detection means. Inter-cylinder average value of the torque fluctuation value is adjusted, while adjusting the axial movement amount of the camshaft common to a plurality of cylinders so as to converge to the target torque fluctuation value, from the signal output from the rotation sensor of each cylinder Inter-cylinder fuel compensation that calculates the inter-cylinder correction value for each cylinder to obtain the angular velocity and adjust the fuel supply amount between the cylinders so that each angular velocity is uniform And an internal exhaust gas recirculation that adjusts the internal exhaust gas recirculation amount by correcting the axial movement amount of the camshaft for a plurality of cylinders in common in accordance with the inter-cylinder correction value in the cylinder for which the torque fluctuation value has not been calculated. And a quantity adjusting means.

As described above with respect to the invention of the internal exhaust gas recirculation control method for an internal combustion engine, when a rotor having a toothless tooth is used, there is a cylinder in which the generated torque cannot be detected due to a partial loss of the signal. I have something to do. In this case, the valve overlap correction means adjusts the axial movement amount of the camshaft common to a plurality of cylinders so that the inter-cylinder average value of the torque fluctuation values detected by the torque fluctuation detection means converges to the target torque fluctuation value. As a result, the basic valve overlap amount is corrected. Then, the internal exhaust gas recirculation amount adjusting means corrects the axial movement amount of the camshaft in common for a plurality of cylinders to determine the internal exhaust gas recirculation amount according to the inter-cylinder correction value in the cylinder for which the torque fluctuation value is not calculated. I am adjusting.

As described above, since the axial movement amount of the camshaft is corrected for a plurality of cylinders in common according to the inter-cylinder correction value of the cylinder for which the torque fluctuation is not required, the torque fluctuation is simultaneously applied to the cylinders for which the torque fluctuation is not required. Can be suppressed.

According to a thirty-sixth aspect of the present invention, in the internal exhaust gas recirculation control device for an internal combustion engine according to the thirtieth aspect, the torque fluctuation detecting means rotates the rotor that is interlocked with the crankshaft of the internal combustion engine and has a toothless portion. Based on the signal output from the rotation sensor in accordance with the above, the torque fluctuation value is detected for the cylinder whose torque fluctuation calculation is not affected by the missing tooth, and the valve overlap correction means is detected by the torque fluctuation detection means. Inter-cylinder average value of the torque fluctuation value is adjusted to adjust the axial movement amount of the camshaft common to a plurality of cylinders so as to converge to the target torque fluctuation value, and from the signal output from the rotation sensor of each cylinder Inter-cylinder fuel compensation that calculates the inter-cylinder correction value for each cylinder to obtain the angular velocity and adjust the fuel supply amount between the cylinders so that each angular velocity is uniform And a cylinder for which the torque fluctuation value has not been calculated, the internal exhaust gas recirculation amount that adjusts the internal exhaust gas recirculation amount by correcting the axial movement amount of the camshaft according to the inter-cylinder correction value in the cylinder. And a circulation amount adjusting means.

Here, the valve overlap compensating means moves in the axial direction of the camshaft common to a plurality of cylinders so that the inter-cylinder average value of the torque fluctuation values detected by the torque fluctuation detecting means converges to the target torque fluctuation value. The amount is being adjusted. Then, the internal exhaust gas recirculation amount adjusting means moves the camshaft in a high response with respect to the cylinder for which the torque fluctuation value is not calculated, so that the axial movement amount of the camshaft is independently determined according to the inter-cylinder correction value. To adjust the internal exhaust gas recirculation amount. As a result, torque fluctuations can be suppressed by individual control even for cylinders for which torque fluctuations are not required.

According to a thirty-seventh aspect of the present invention, in the internal exhaust gas recirculation control device for an internal combustion engine according to the thirtieth aspect, the torque fluctuation detecting means rotates the rotor which is interlocked with the crankshaft of the internal combustion engine and has a toothless portion. Based on the signal output from the rotation sensor in accordance with the above, the torque fluctuation value is detected for the cylinder whose torque fluctuation calculation is not affected by the missing tooth, and the valve overlap correction means is detected by the torque fluctuation detection means. The adjusted torque fluctuation value adjusts the axial movement amount of the camshaft for each cylinder so that the torque fluctuation value converges to the target torque fluctuation value, and the angular velocity of each cylinder is obtained from the signal output from the rotation sensor. An inter-cylinder fuel correction means for calculating an inter-cylinder correction value for adjusting the fuel supply amount between the cylinders so that For the cylinder whose dynamic value is not calculated, the axial movement amount of the camshaft is adjusted according to the axial movement amount adjustment of the cylinder for which the torque fluctuation value is calculated, and the inter-cylinder correction value is used. And an internal exhaust gas recirculation amount adjusting means for correcting the axial movement amount of the camshaft to adjust the internal exhaust gas recirculation amount.

Here, the valve overlap compensating means moves the camshaft in a high response, so that the torque fluctuation value detected by the torque fluctuation detecting means converges to the target torque fluctuation value for each cylinder. The amount of camshaft movement in the axial direction is adjusted. Then, the internal exhaust gas recirculation amount adjusting means independently corrects the axial movement amount of the camshaft according to the inter-cylinder correction value for the cylinder for which the torque fluctuation value is not calculated due to the lack of teeth. As a result, torque fluctuations can be suppressed by individual control even for cylinders for which torque fluctuations are not required.

In the internal exhaust gas recirculation control device for an internal combustion engine according to a thirty-eighth aspect of the present invention, in the structure according to the thirtieth aspect, the torque fluctuation detecting means is a rotor which is interlocked with a crankshaft of the internal combustion engine and has a toothless portion. Based on the signal output from the rotation sensor in accordance with the above, the torque fluctuation value is detected for the cylinder whose torque fluctuation calculation is not affected by the missing tooth, and the valve overlap correction means is detected by the torque fluctuation detection means. Inter-cylinder average value of the torque fluctuation value is adjusted to adjust the axial movement amount of the camshaft common to a plurality of cylinders so as to converge to the target torque fluctuation value, and from the signal output from the rotation sensor of each cylinder Inter-cylinder fuel compensation that calculates the inter-cylinder correction value for each cylinder to obtain the angular velocity and adjust the fuel supply amount between the cylinders so that each angular velocity is uniform And a cylinder-to-cylinder correction value that is the maximum among the cylinder-to-cylinder correction values calculated by the cylinder-to-cylinder fuel correction means or a cylinder-to-cylinder correction value that conforms to the maximum is a value in a cylinder for which the torque fluctuation value is not calculated, An internal exhaust gas recirculation amount adjusting means for correcting the axial movement amount of the cam shaft and suppressing the internal exhaust gas recirculation amount is provided for a plurality of cylinders in common.

As described above with respect to the invention of the internal exhaust gas recirculation control method for an internal combustion engine, when a rotor having a toothless tooth is used, there is a cylinder in which the generated torque cannot be detected due to a partial loss of the signal. I have something to do. In this case, the valve overlap correction means adjusts the axial movement amount of the camshaft common to a plurality of cylinders so that the inter-cylinder average value of the torque fluctuation values detected by the torque fluctuation detection means converges to the target torque fluctuation value. To do. Then, the internal exhaust gas recirculation amount adjusting means is the maximum or the inter-cylinder correction value that is similar to the maximum among the inter-cylinder correction values calculated by the inter-cylinder fuel correction means, the value in the cylinder for which the torque fluctuation value is not calculated. In this case, the amount of internal exhaust gas recirculation is suppressed by correcting the axial movement amount of the camshaft for a plurality of cylinders.

As described above, the axial movement amount of the camshaft is corrected for a plurality of cylinders so that the internal exhaust gas recirculation amount is suppressed by the relative magnitude of the inter-cylinder correction value of the cylinder for which torque fluctuation is not required. Therefore, the torque fluctuation can be controlled so as to suppress the torque fluctuation as a whole, and the torque fluctuation can be suppressed at the same time for the cylinders for which the torque fluctuation is not required.

In the internal exhaust gas recirculation control device for an internal combustion engine according to claim 39, in the structure according to claim 38, the internal exhaust gas recirculation amount adjusting means has a plurality of cylinders for which the torque fluctuation value has not been calculated. In this case, among the cylinders, a plurality of cylinders are provided to increase the degree of suppression of the internal exhaust gas recirculation amount in accordance with the number of cylinders in which the inter-cylinder correction value is the maximum or a value that conforms to the maximum. A common feature is that the axial movement amount of the cam shaft is corrected.

If there are a plurality of cylinders corresponding to the maximum inter-cylinder correction value or a value that conforms to the maximum among the cylinders for which the torque fluctuation value has not been calculated, it can be estimated that the torque fluctuation is large as a whole. Therefore, the internal exhaust gas recirculation amount adjusting means corrects the axial movement amount of the camshaft common to a plurality of cylinders so as to enhance the degree of suppression of the internal exhaust gas recirculation amount according to the number of applicable cylinders. There is. As a result, the torque fluctuation can be effectively suppressed even for the cylinder for which the torque fluctuation is not required.

In the internal exhaust gas recirculation control device for an internal combustion engine according to claim 40, in the structure according to claim 30, the torque fluctuation detecting means is a rotor which is interlocked with the crankshaft of the internal combustion engine and has a toothless portion. Based on the signal output from the rotation sensor in accordance with the above, the torque fluctuation value is detected for the cylinder whose torque fluctuation calculation is not affected by the missing tooth, and the valve overlap correction means is detected by the torque fluctuation detection means. The adjusted torque fluctuation value adjusts the axial movement amount of the camshaft for each cylinder so that the torque fluctuation value converges to the target torque fluctuation value, and the angular velocity of each cylinder is obtained from the signal output from the rotation sensor. An inter-cylinder fuel correction means for calculating an inter-cylinder correction value for adjusting the fuel supply amount between the cylinders so that For the cylinder for which the dynamic value is not calculated, while adjusting the axial movement amount of the camshaft according to the axial movement amount adjustment of the cylinder for which the torque fluctuation value is calculated, the inter-cylinder correction value is The internal exhaust gas re-circulation amount is suppressed by correcting the axial movement amount of the camshaft so that the rank from the largest among all the inter-cylinder correction values calculated by the inter-cylinder fuel correction means is not increased. And a circulation amount adjusting means.

In this case, the valve overlap adjusting mechanism moves the camshaft with high response, so that the valve overlap correcting means independently moves the cylinders in the axial direction for the cylinders whose torque fluctuation calculation is not affected by the missing tooth. Correct the amount. Then, for the cylinder whose torque fluctuation value is not calculated due to the tooth loss, the internal exhaust gas recirculation amount adjusting means controls the camshaft so that the inter-cylinder correction value does not become higher in order from the larger of the all-cylinder correction values. Correct the axial movement amount to suppress the internal exhaust gas recirculation amount. In this way, torque fluctuations in cylinders for which torque fluctuations are not required can be suppressed, and each of the plurality of cylinders can be brought into an appropriate torque fluctuation state.

In the internal exhaust gas recirculation control device for an internal combustion engine according to claim 41, in the structure according to claim 30, the torque fluctuation detecting means is adapted to rotate a rotor which is interlocked with a crankshaft of the internal combustion engine and has a toothless portion. Based on the signal output from the rotation sensor in accordance with the above, the torque fluctuation value is detected for the cylinder whose torque fluctuation calculation is not affected by the missing tooth, and the valve overlap correction means is detected by the torque fluctuation detection means. Inter-cylinder average value of the torque fluctuation value is adjusted to adjust the axial movement amount of the camshaft common to a plurality of cylinders so as to converge to the target torque fluctuation value, and from the signal output from the rotation sensor of each cylinder Inter-cylinder fuel compensation that calculates the inter-cylinder correction value for each cylinder to obtain the angular velocity and adjust the fuel supply amount between the cylinders so that each angular velocity is uniform And the inter-cylinder correction value of the cylinder for which the torque fluctuation value has not been calculated is larger than the reference value, the axial movement amount of the camshaft is corrected for a plurality of cylinders in common to determine the internal exhaust gas recirculation amount. And an internal exhaust gas recirculation amount adjusting means for suppressing the internal exhaust gas recirculation amount.

The valve overlap compensating means common to a plurality of cylinders so that the inter-cylinder average value of the torque fluctuation values calculated for the cylinders in which the torque fluctuation calculation is not affected by the lack of teeth converges to the target torque fluctuation value. Even when the axial movement amount is adjusted, the internal exhaust gas recirculation amount adjusting means uses the camshaft of the plurality of cylinders in common when the inter-cylinder correction value of the cylinder for which the torque fluctuation value is not calculated is larger than the reference value. The axial movement amount may be corrected. As a result, it is possible to control the torque fluctuations as a whole as a whole, and it is possible to simultaneously suppress the torque fluctuations even in the cylinders for which the torque fluctuations are not required.

In the internal exhaust gas recirculation control device for an internal combustion engine according to claim 42, in the structure according to claim 41, the internal exhaust gas recirculation amount adjusting means has a plurality of cylinders for which the torque fluctuation value has not been calculated. In this case, in order to increase the degree of suppression of the internal exhaust gas recirculation amount in accordance with the number of cylinders in which the inter-cylinder correction value is larger than the reference value among the cylinders, A common feature is that the axial movement amount of the cam shaft is corrected.

If there are a plurality of cylinders in which the inter-cylinder correction value is larger than the reference value among the cylinders for which the torque fluctuation value has not been calculated, it can be estimated that the torque fluctuation is large as a whole. Therefore, the internal exhaust gas recirculation amount adjusting means corrects the axial movement amount of the camshaft common to a plurality of cylinders so as to increase the degree of suppression of the internal exhaust gas recirculation amount according to the number of applicable cylinders. As a result, the torque fluctuation can be effectively suppressed even for the cylinder for which the torque fluctuation is not required.

In the internal exhaust gas recirculation control device for an internal combustion engine according to claim 43, in the structure according to claim 30, the torque fluctuation detecting means rotates the rotor which is interlocked with the crankshaft of the internal combustion engine and has a toothless portion. Based on the signal output from the rotation sensor in accordance with the above, the torque fluctuation value is detected for the cylinder whose torque fluctuation calculation is not affected by the missing tooth, and the valve overlap correction means is detected by the torque fluctuation detection means. The adjusted torque fluctuation value adjusts the axial movement amount of the camshaft for each cylinder so that the torque fluctuation value converges to the target torque fluctuation value, and the angular velocity of each cylinder is obtained from the signal output from the rotation sensor. An inter-cylinder fuel correction means for calculating an inter-cylinder correction value for adjusting the fuel supply amount between the cylinders so that For a cylinder for which a dynamic value has not been calculated, the axial movement amount of the camshaft is adjusted according to the axial movement amount adjustment of the cylinder for which the torque fluctuation value is calculated, and the inter-cylinder correction value is a reference value. An internal exhaust gas recirculation amount adjusting means for correcting the axial movement amount of the camshaft so as to prevent the internal exhaust gas recirculation amount from being larger than the value is provided.

In this case, the valve overlap adjusting mechanism moves the camshaft with high response, so that the valve overlap correcting means independently moves in the axial direction for each cylinder with respect to the cylinder in which the torque fluctuation calculation is not affected by the missing tooth. Correct the amount. For cylinders for which the torque fluctuation value is not calculated due to tooth loss, the internal exhaust gas recirculation amount adjustment means independently corrects the axial movement amount of the camshaft so that the inter-cylinder correction value does not exceed the reference value. Suppresses the internal exhaust gas recirculation amount. In this way, it becomes possible to suppress torque fluctuations in cylinders for which torque fluctuations are not required, and it is possible to bring each of the plurality of cylinders into an appropriate torque fluctuation state.

In an internal exhaust gas recirculation control device for an internal combustion engine according to a forty-fourth aspect, in the configuration according to the thirtieth aspect, the torque fluctuation detecting means is a rotor which is interlocked with a crankshaft of the internal combustion engine and has a toothless portion. Based on the signal output from the rotation sensor in accordance with the above, the torque fluctuation value is detected for the cylinder whose torque fluctuation calculation is not affected by the missing tooth, and the valve overlap correction means is detected by the torque fluctuation detection means. Inter-cylinder average value of the torque fluctuation value is adjusted to adjust the axial movement amount of the camshaft common to a plurality of cylinders so as to converge to the target torque fluctuation value, and from the signal output from the rotation sensor of each cylinder Inter-cylinder fuel compensation that calculates the inter-cylinder correction value for each cylinder to obtain the angular velocity and adjust the fuel supply amount between the cylinders so that each angular velocity is uniform And a cylinder for which the torque fluctuation value is not calculated, the axial movement amount of the camshaft is corrected so that the inter-cylinder correction value in the cylinder does not become higher in order of the total inter-cylinder correction value. And an internal exhaust gas recirculation amount adjusting means for suppressing the internal exhaust gas recirculation amount.

Here, the valve overlap compensating means is common to a plurality of cylinders so that the inter-cylinder average value of the torque fluctuation values calculated for the cylinders in which the torque fluctuation calculation is not affected by the missing tooth converges to the target torque fluctuation value. Adjust the amount of camshaft axial movement. However, for cylinders for which the torque fluctuation value has not been calculated, by moving the camshaft with high response, the internal exhaust gas recirculation amount adjusting means causes the inter-cylinder correction value to be ranked from the larger correction value among all cylinders. The amount of camshaft movement in the axial direction is corrected independently so that it does not increase. As a result, the torque fluctuation can be suppressed by individual control even for the cylinder for which the torque fluctuation is not required.

In the internal exhaust gas recirculation control device for an internal combustion engine according to a forty-fifth aspect, in the configuration according to the thirtieth aspect, the torque fluctuation detecting means is a rotor which is interlocked with a crankshaft of the internal combustion engine and has a toothless portion. Based on the signal output from the rotation sensor in accordance with the above, the torque fluctuation value is detected for the cylinder whose torque fluctuation calculation is not affected by the missing tooth, and the valve overlap correction means is detected by the torque fluctuation detection means. Inter-cylinder average value of the torque fluctuation value is adjusted to adjust the axial movement amount of the camshaft common to a plurality of cylinders so as to converge to the target torque fluctuation value, and from the signal output from the rotation sensor of each cylinder Inter-cylinder fuel compensation that calculates the inter-cylinder correction value for each cylinder to obtain the angular velocity and adjust the fuel supply amount between the cylinders so that each angular velocity is uniform And a cylinder for which the torque fluctuation value has not been calculated, the internal exhaust gas recirculation amount is corrected by correcting the axial movement amount of the cam shaft so that the inter-cylinder correction value in the cylinder does not become larger than a reference value. And an internal exhaust gas recirculation amount adjusting means for suppressing the internal exhaust gas recirculation amount.

Here, the valve overlap correction means is common to a plurality of cylinders so that the inter-cylinder average value of the torque fluctuation values calculated for the cylinders in which the torque fluctuation calculation is not affected by the missing tooth converges to the target torque fluctuation value. Adjust the amount of camshaft axial movement. However, for cylinders for which the torque fluctuation value has not been calculated, the camshaft is moved with high response so that the internal exhaust gas recirculation amount adjusting means prevents the inter-cylinder correction value from exceeding the reference value. Correct the amount of directional movement independently. As a result, torque fluctuations can be suppressed by individual control even for cylinders for which torque fluctuations are not required.

In the internal exhaust gas recirculation control device for an internal combustion engine according to claim 46, in the structure according to any one of claims 35 to 45, the internal exhaust gas recirculation amount adjusting means corrects the target torque fluctuation value. Thus, the axial movement amount of the camshaft is corrected and the internal exhaust gas recirculation amount is adjusted.

The correction of the axial movement amount of the camshaft by the internal exhaust gas recirculation amount adjusting means can be realized by correcting the target torque fluctuation value, for example. The internal exhaust gas recirculation control device for an internal combustion engine according to claim 47,
31. In the structure according to claim 30, the torque fluctuation detecting means is configured to detect a difference in the number of missing teeth based on a signal output from a rotation sensor in association with rotation of a rotor having a missing tooth in cooperation with a crankshaft of an internal combustion engine. The torque fluctuation value is detected for a cylinder that is not affected by the torque fluctuation calculation, and the valve overlap correction means converges the inter-cylinder average value of the torque fluctuation values detected by the torque fluctuation detection means to the target torque fluctuation value. As described above, the axial movement amount of the camshaft is adjusted commonly for a plurality of cylinders, and the angular velocity of each cylinder is obtained from the signal output from the rotation sensor, and the fuel supply amount between the cylinders is adjusted so that the angular velocity is uniform. For the inter-cylinder fuel correction means for calculating the inter-cylinder correction value for adjustment for each cylinder and the cylinder for which the torque fluctuation value has not been calculated, Depending on the magnitude of the inter-cylinder correction value in the cylinder, the internal exhaust gas recirculation amount is suppressed by increasing the gain when adjusting the axial movement amount of the camshaft in the direction of decreasing the actual valve overlap amount. An exhaust gas recirculation amount adjusting means is provided.

As the internal exhaust gas recirculation amount adjusting means, the gain at the time of adjusting the axial movement amount of the camshaft in the direction of decreasing the actual valve overlap amount according to the magnitude of the inter-cylinder correction value is set as the gain of the corresponding cylinder. Is increased, the internal exhaust gas recirculation amount of the cylinder for which the torque fluctuation value is not calculated can be suppressed. That is, the valve overlap correction means reflects the difference between the target torque fluctuation and the actual torque fluctuation in the axial movement amount of the camshaft in order to converge the actual torque fluctuation value to the target torque fluctuation value. If the inter-cylinder correction value in the cylinder for which the torque fluctuation value has not been calculated becomes large, when the difference is reflected in the axial movement amount of the camshaft, if the actual valve overlap amount is in the direction of decreasing, By increasing the gain associated with the difference, the actual valve overlap amount can be made smaller and the internal exhaust gas recirculation amount can be suppressed. In this way, by independently correcting the axial movement amount of the camshaft, the torque fluctuation can be suppressed by individual control even for the cylinder for which the torque fluctuation is not required.

In the internal exhaust gas recirculation control device for an internal combustion engine according to a forty-eighth aspect, in the structure according to the thirtieth aspect, the torque fluctuation detecting means rotates the rotor which is interlocked with the crankshaft of the internal combustion engine and has a toothless portion. Based on the signal output from the rotation sensor in accordance with the above, the torque fluctuation value is detected for the cylinder whose torque fluctuation calculation is not affected by the missing tooth, and the valve overlap correction means is detected by the torque fluctuation detection means. Inter-cylinder average value of the torque fluctuation value is adjusted to adjust the axial movement amount of the camshaft common to a plurality of cylinders so as to converge to the target torque fluctuation value, and from the signal output from the rotation sensor of each cylinder Inter-cylinder fuel compensation that calculates the inter-cylinder correction value for each cylinder to obtain the angular velocity and adjust the fuel supply amount between the cylinders so that each angular velocity is uniform And a cylinder-to-cylinder correction value that is the maximum among the cylinder-to-cylinder correction values calculated by the cylinder-to-cylinder fuel correction means or a cylinder-to-cylinder correction value that conforms to the maximum is a value in a cylinder for which the torque fluctuation value is not calculated, With respect to the cylinder, an internal exhaust gas recirculation amount adjusting means for suppressing the internal exhaust gas recirculation amount by increasing the gain when adjusting the axial movement amount of the cam shaft in the direction of decreasing the actual valve overlap amount is provided. It is characterized by having.

Here, the internal exhaust gas recirculation amount adjusting means is
If the inter-cylinder correction value among the inter-cylinder correction values calculated by the inter-cylinder fuel correction means is the maximum value or the inter-cylinder correction value that is similar to the maximum value is the value in the cylinder for which the torque fluctuation value is not calculated,
For this cylinder, the gain for adjusting the axial movement amount of the camshaft is increased in the direction of decreasing the actual valve overlap amount. In this way, by independently correcting the axial movement amount of the camshaft, the torque fluctuation can be suppressed by individual control even for the cylinder for which the torque fluctuation is not required.

In the internal exhaust gas recirculation control device for an internal combustion engine according to claim 49, in the structure according to claim 48, the internal exhaust gas recirculation amount adjusting means has a plurality of cylinders for which the torque fluctuation value has not been calculated. In this case, among the cylinders, the inter-cylinder correction value is the maximum or a value conforming to the maximum, and in accordance with the number of cylinders corresponding to the number, the actual valve overlap amount is reduced in the corresponding cylinder. The internal exhaust gas recirculation amount is suppressed by increasing the gain when adjusting the axial movement amount of the camshaft.

If there are a plurality of cylinders corresponding to the maximum inter-cylinder correction value or a value based on the maximum value among the cylinders for which the torque fluctuation value is not calculated, it can be estimated that the torque fluctuation is large as a whole. Therefore, the internal exhaust gas recirculation amount adjusting means increases the gain in accordance with the number of applicable cylinders to strengthen the degree of suppression of the internal exhaust gas recirculation amount. As a result, torque fluctuations can be effectively suppressed by individual control even for cylinders for which torque fluctuations are not required.

In the internal exhaust gas recirculation control device for an internal combustion engine according to claim 50, in the configuration according to claim 30, the torque fluctuation detecting means is a rotor which is interlocked with a crankshaft of the internal combustion engine and has a toothless portion. Based on the signal output from the rotation sensor in accordance with the above, the torque fluctuation value is detected for the cylinder whose torque fluctuation calculation is not affected by the missing tooth, and the valve overlap correction means is detected by the torque fluctuation detection means. Inter-cylinder average value of the torque fluctuation value is adjusted to adjust the axial movement amount of the camshaft common to a plurality of cylinders so as to converge to the target torque fluctuation value, and from the signal output from the rotation sensor of each cylinder Inter-cylinder fuel compensation that calculates the inter-cylinder correction value for each cylinder to obtain the angular velocity and adjust the fuel supply amount between the cylinders so that each angular velocity is uniform And the inter-cylinder correction value of the cylinder for which the torque fluctuation value is not calculated is larger than a reference value, the axial movement amount of the camshaft in the direction of decreasing the actual valve overlap amount for the cylinder. And an internal exhaust gas recirculation amount adjusting means for suppressing the internal exhaust gas recirculation amount by increasing the gain for adjusting the internal exhaust gas recirculation amount.

Here, the internal exhaust gas recirculation amount adjusting means is
When the inter-cylinder correction value of the cylinder for which the torque fluctuation value has not been calculated is larger than the reference value, when adjusting the axial movement amount of the camshaft in the direction of decreasing the actual valve overlap amount, The gain is increased. In this way, by independently correcting the axial movement amount of the camshaft, the torque fluctuation can be suppressed by individual control even for the cylinder for which the torque fluctuation is not required.

In the internal exhaust gas recirculation control device for an internal combustion engine according to claim 51, in the structure according to claim 50, the internal exhaust gas recirculation amount adjusting means has a plurality of cylinders for which the torque fluctuation value has not been calculated. In this case, among the cylinders, the inter-cylinder correction value is larger than the reference value. The internal exhaust gas recirculation amount is suppressed by increasing the gain when adjusting the axial movement amount of the camshaft.

If there are a plurality of cylinders in which the inter-cylinder correction value is larger than the reference value among the cylinders for which the torque fluctuation value is not calculated, it can be estimated that the torque fluctuation is large as a whole. Therefore, the internal exhaust gas recirculation amount adjusting means increases the gain in accordance with the number of applicable cylinders to strengthen the degree of suppression of the internal exhaust gas recirculation amount. As a result, torque fluctuations can be effectively suppressed by individual control even for cylinders for which torque fluctuations are not required.

In the internal exhaust gas recirculation control device for an internal combustion engine according to claim 52, in the structure according to any one of claims 47 to 51, the internal exhaust gas recirculation amount adjusting means increases the actual valve overlap amount. When adjusting the axial movement amount of the camshaft depending on the direction, the gain is reduced.

The internal exhaust gas recirculation amount adjusting means, in the direction of decreasing the actual valve overlap amount, increases the gain when adjusting the axial movement amount of the camshaft for the corresponding cylinder as described above. If the actual valve overlap amount is increased, the gain associated with the difference is reduced. As a result, when the axial movement amount of the camshaft is adjusted to increase the actual valve overlap amount, the increase in the actual valve overlap amount for the relevant cylinder is reduced to reduce the internal exhaust gas recirculation amount. Can be suppressed. In this way, by independently correcting the axial movement amount of the camshaft according to the increase or decrease in the actual valve overlap amount, the torque fluctuation can be suppressed even more effectively by individual control even for cylinders for which torque fluctuation is not required. You will be able to.

In the internal exhaust gas recirculation control device for an internal combustion engine according to claim 53, in the structure according to claim 30, the shape of the three-dimensional cam provided in the cylinder for which the torque fluctuation value is not calculated is the torque fluctuation. The valve overlap state is set so that the internal exhaust gas recirculation rate is smaller than the shape of the three-dimensional cam provided in the cylinder for which the value is calculated. Based on the signal output from the rotation sensor in association with the rotation of the rotor that is interlocked with the crankshaft and has a toothless portion, the torque variation value is detected for the cylinder whose torque variation calculation is not affected by the toothless portion, and the valve overrun is detected. The lap correction means includes a plurality of cylinders so that the inter-cylinder average value of the torque fluctuation values detected by the torque fluctuation detection means converges to the target torque fluctuation value. And adjusting the axial movement of the camshaft in passing.

Here, the valve overlap correcting means is common to a plurality of cylinders so that the inter-cylinder average value of the torque fluctuation values calculated for the cylinders in which the torque fluctuation calculation is not affected by the missing tooth converges to the target torque fluctuation value. Adjust the amount of camshaft axial movement. Therefore, the torque fluctuation of the cylinder for which the torque fluctuation value is not calculated is not reflected in the adjustment of the camshaft axial movement amount.

However, the shape of the three-dimensional cam provided in the cylinder for which the torque fluctuation value is not calculated is greater than that of the three-dimensional cam provided in the cylinder for which the torque fluctuation value is calculated.
The valve overlap condition is set so that the internal exhaust gas recirculation rate becomes small. Therefore, even if the cam shape or the manufacturing tolerance of the shaft position adjusting mechanism is a factor that strengthens the torque fluctuation, it is possible to suppress the torque fluctuation by the shape of the three-dimensional cam described above to obtain an appropriate torque fluctuation, or to bring the torque fluctuation closer. it can.

In the internal exhaust gas recirculation control device for an internal combustion engine according to claim 54, in the structure according to claim 53, the three-dimensional cam includes a main cam characteristic portion and a sub cam characteristic portion, and the sub cam characteristic portion is in the axial direction. The sub-cam characteristic of the three-dimensional cam provided in the cylinder in which the torque fluctuation value is not calculated is configured to adjust the valve overlap state by adjusting the axial movement amount of the cam shaft due to the change in The part is formed smaller than the sub-cam characteristic part of the three-dimensional cam provided in the cylinder for which the torque fluctuation value is calculated.

As the shape of the three-dimensional cam in which the valve overlap state is set so that the internal exhaust gas recirculation rate becomes small, the shape having the main cam characteristic portion and the sub-cam characteristic portion as mentioned above may be mentioned. it can.
In this case, by forming the sub-cam characteristic portion of the three-dimensional cam provided in the cylinder for which the torque fluctuation value is not calculated to be small, the torque fluctuation can be suppressed and the torque fluctuation can be made appropriate or close to the torque fluctuation value.

[0122]

BEST MODE FOR CARRYING OUT THE INVENTION [First Embodiment] FIG. (Referred to as “ECU”) 4. However, FIG. 1 mainly shows the configuration of one cylinder. Here, the output of the engine 2 is finally transmitted as traveling driving force to the wheels via a transmission (not shown). The engine 2 is provided with a fuel injection valve 12 that directly injects fuel into the combustion chamber 10 and an ignition plug 14 that ignites the injected fuel. The intake port 16 connected to the combustion chamber 10 is opened and closed by driving an intake valve 18. A surge tank 22 is provided midway in the intake passage 20 connected to the intake port 16, and a throttle valve 26 whose opening is adjusted by a throttle motor 24 is provided upstream of the surge tank 22. The intake amount is adjusted by the opening of the throttle valve 26 (throttle opening TA). Throttle opening TA
Is detected by the throttle opening sensor 28, and the intake pressure PM in the surge tank 22 is detected by the intake pressure sensor 30 provided in the surge tank 22 and read by the ECU 4.

Exhaust port 32 connected to combustion chamber 10
Is opened and closed by driving the exhaust valve 34. A start catalyst 38, which is a three-way catalyst having an O2 storage function for removing a large amount of HC and CO components released at the time of engine start, is provided upstream of the exhaust passage 36 connected to the exhaust port 32. A NOx storage reduction catalyst 40 is provided downstream.

The intake valve 18 is opened / closed by being lifted via the cam follower 50b by a three-dimensional intake cam 50 having a cam profile which changes in the axial direction as described later. Further, the exhaust valve 34 is opened and closed by being lifted via the cam follower 52b by the exhaust cam 52 which is a flat cam having a constant cam profile in the axial direction. Crankshaft 54 of engine 2
When the intake camshaft 50a and the exhaust camshaft 52a are interlocked with the rotation of the engine, the three-dimensional intake cam 50 and the exhaust cam 52 rotate at half the engine speed NE, and the intake valve 18 and the exhaust valve 34 move. It is driven to open and close according to the stroke of the engine.

The ECU 4 is an engine control circuit mainly composed of a digital computer. This EC
U4 is a throttle opening sensor 28 and an intake pressure sensor 3
In addition to 0, a signal from an accelerator opening sensor 56 that detects the amount of depression of the accelerator pedal 44 (accelerator opening ACCP) is input. Further, the ECU 4 includes an engine speed sensor 58 that detects the engine speed NE based on the rotation of the crankshaft 54, a reference crank angle sensor 60 that determines a reference crank angle based on the rotation of the intake camshaft 50a,
A shaft position sensor 62 for detecting the axial slide amount of the intake camshaft 50a, an air-fuel ratio sensor 64 provided upstream of the start catalyst 38 for detecting the air-fuel ratio from the exhaust component, the start catalyst 38 and N.
A first O2 sensor 66 that is provided between the Ox storage reduction catalyst 40 and detects oxygen in the exhaust component and a second O2 sensor 68 that is provided downstream of the NOx storage reduction catalyst 40 and detects oxygen in the exhaust component, respectively. A signal is being input. In addition to such sensors, although not shown, sensors such as a vehicle speed sensor necessary for engine control are provided.

The ECU 4 appropriately controls the fuel injection timing, the fuel injection amount, and the throttle opening TA of the engine 2 based on the contents detected by the various sensors described above. As a result, the combustion mode is switched between stratified combustion and homogeneous combustion. In the first embodiment, the combustion mode is determined based on the map of the engine speed NE and the load factor eklq as shown in FIG. 2 during the normal operation excluding the cold condition. Here, the load factor eklq is a value obtained from a map having the accelerator opening ACCP and the engine speed NE as parameters, for example, as a ratio of the current load to the maximum engine load.

When the combustion mode is set to the stratified charge combustion, the throttle valve 26 is considerably opened,
The amount of fuel that is considerably smaller than the stoichiometric air-fuel ratio with respect to the intake amount is controlled so as to be injected in the latter half of the compression stroke. As a result, at the ignition timing, stratified charge combustion is performed by igniting a rich mixture that exists in the vicinity of the spark plug 14 and can be ignited.

On the other hand, when the combustion mode is set to the homogeneous combustion, the opening of the throttle valve 26 is adjusted according to the degree of the accelerator opening ACCP, and the stoichiometric air-fuel ratio is obtained. The fuel is controlled to be injected during the intake stroke. As a result, at the ignition timing, a homogeneous air-fuel mixture having a stoichiometric air-fuel ratio occupying the entire interior of the combustion chamber 10 (in some cases, richer than the stoichiometric air-fuel ratio) is ignited and homogeneous combustion is performed.

Further, the ECU 4 drives the shaft slide mechanism 70 by setting the target slide amount vsldt based on the detection contents from the various sensors described above,
The amount of slide of the intake camshaft 50a in the axial direction is controlled appropriately. The target slide amount vsldt in this case is a basic slide amount vsld obtained from a map using the engine operating state, which has been obtained by experiments in advance, as a parameter, here, a map using the engine speed NE and the load factor eklq as parameters. It is calculated by the following equation 1.

[0130]

## EQU00001 ## vsldt.rarw.vsld.kvtrq + vadj ... [Formula 1] Here, the slide correction coefficient kvtrq is a correction coefficient calculated by the process described later. Slide correction amount va
dj is the internal exhaust gas recirculation (hereinafter referred to as “internal EGR”) rate by the shaft slide mechanism 70 and the actual internal EG.
It is a correction amount obtained by learning the difference from the R rate. For example,
At the time of stable idling, the target intake pressure PMt is obtained from the target intake pressure map obtained in advance using the engine speed NE and the load factor eklq as parameters, and when the slide is performed to reach this target intake pressure PMt, the basic slide The amount of deviation from the amount vsld is learned and set as the slide correction amount vadj.

As described above, the sliding amount of the intake camshaft 50a is adjusted according to the engine operating state, and the advance amount of the opening timing of the intake valve 18 is continuously adjusted by the cam profile of the three-dimensional intake cam 50. Thus, the internal EGR capable of stepless metering is executed.

Next, the three-dimensional intake cam 50 will be described. As shown in the perspective view of FIG. 3, the cam profile of the three-dimensional intake cam 50 continuously changes in the cam surface 80 in the rotation axis direction of the intake camshaft 50a (direction of arrow S). The arrow C in FIG. 3 indicates the rotation direction of the intake camshaft 50a.

FIG. 4A shows a front view of the three-dimensional intake cam 50, and FIG. 4B shows a left side view. As shown, in the three-dimensional intake cam 50, the height of the nose 82 is constant in the rotation axis direction. And the three-dimensional intake cam 5
End surface on the R side of 0 (hereinafter, referred to as “first end surface”) 8
On the 4th side, the valve opening side and the valve closing side have a substantially symmetrical cam profile. However, the end face of the three-dimensional intake cam 50 on the direction F side (hereinafter, referred to as “second end face”)
On the 86 side, the cam profile is not symmetrical to the left and right, and the valve closing side has the same cam profile as the first end surface 84 side, but the lift pattern on the valve opening side is higher than that on the first end surface 84 side. In addition, in FIG. 4 (A), the broken line circle indicates the cam height at which the lift amount is zero.

Therefore, the profile of the three-dimensional intake cam 50 represented by the lift amount of the intake valve 18 is such that the peak position of the nose 82 of the three-dimensional intake cam 50 is 0 °.
The cam surface 80 on the second end surface 86 side is as shown in FIG. 5A, and the cam surface 80 on the first end surface 84 side is as shown in FIG. 5B.

As shown in the figure, in the cam profile on the second end face 86 side, a sub-cam Csub is formed like a plateau on the valve opening side at the peak position. The sub cam Csub does not exist on the first end face 84 side. Therefore, the second end surface 86
The operating angle dθ12 of the three-dimensional intake cam 50 on the side is more advanced on the valve opening timing side than the operating angle dθ11 on the first end face 84 side.

The lift pattern corresponding to the crank angle (° CA) is as shown in FIG. Here, FIG.
In (A), the cam surface 80 on the second end surface 86 side has the cam follower 5
6 is a lift pattern when it abuts against 0b, and FIG.
In (B), the cam surface 80 on the first end surface 84 side has the cam follower 5
It is a lift pattern when abutting on 0b. The alternate long and short dash line shows the lift pattern of the exhaust valve 34.
Therefore, in the lift pattern of the cam surface 80 on the second end surface 86 side shown in FIG. 6A, the valve overlap with the exhaust valve 34 is the maximum valve overlap amount Rpma.
x, which is the minimum valve overlap amount Rpmin in the lift pattern of the cam surface 80 on the first end surface 84 side shown in FIG. 6 (B).

Second end surface 86 of three-dimensional intake cam 50
The cam surface 80 between the first end surface 84 and the first end surface 84 continuously changes between the second end surface 86 side profile and the first end surface 84 side profile. Therefore, by driving the shaft slide mechanism 70, an arbitrary valve overlap amount between the maximum valve overlap amount Rpmax of FIG. 6A and the minimum valve overlap amount Rpmin of FIG. 6B is set. The lift pattern of the intake valve 18 can be adjusted steplessly.

The shaft slide mechanism 70 will be described. The shaft slide mechanism 70, as shown in FIG.
A cylinder tube 90, a shaft moving piston 92 arranged in the cylinder tube 90, and an oil control valve (hereinafter abbreviated as “OCV”) 94 are provided. The cylinder tube 90 is formed integrally with the timing sprocket 96. The timing sprocket 96 is connected to the crankshaft 54 (FIG. 1) by a timing chain (not shown). For this reason, the entire cylinder tube 90 rotates at half the engine speed NE in conjunction with the rotation of the engine 2.

The shaft moving piston 92 is fixed to the intake camshaft 50a. The shaft moving piston 92 axially divides the interior of the cylinder tube 90 into a first pressure chamber 90a and a second pressure chamber 90b. A compressed spring 98 is arranged on the first pressure chamber 90a side, but no spring is arranged on the second pressure chamber 90b side. Therefore, the spring 98
Urges the shaft moving piston 92 to the left in the drawing.

Further, on the side of the second pressure chamber 90b, a spline portion 92a is provided so as to project from the shaft moving piston 92 in a cylindrical shape in the axial direction. This spline part 92
“A” meshes with a straight spline portion 90c formed on the inner peripheral surface of the cylinder tube 90. Therefore, even if the shaft moving piston 92 moves in the cylinder tube 90 in the axial direction, a phase difference does not occur between the timing sprocket 96 and the intake camshaft 50a.

Hydraulic oil is supplied from the oil pump P to the first pressure chamber 90a and the second pressure chamber 90b via the OCV 94. The OCV 94 is configured as an electromagnetic solenoid type 4-port 3-position switching valve. In the demagnetized state of the electromagnetic solenoid as shown, the second pressure chamber 90b
The hydraulic oil inside the oil pan 102 through the discharge passage 100.
Returned inside. Supply passage 104 into the first pressure chamber 90a
High-pressure hydraulic oil is supplied from the oil pump P via the. Therefore, the shaft moving piston 92 can be moved to the left side in the drawing, and the intake camshaft 5 interlocking with the shaft moving piston 92 can be moved.
0a can be moved similarly. When the electromagnetic solenoid is 100% excited, the second pressure chamber 90b
High-pressure hydraulic oil is supplied to the inside from the oil pump P via the supply passage 104. The hydraulic oil in the first pressure chamber 90 a is returned to the oil pan 102 via the discharge passage 100.
Therefore, the shaft moving piston 92 can be moved to the right side in the drawing, and the intake camshaft 50a that is interlocked with the piston 92 can be moved.
Can be moved as well. Further, if the power supply to the electromagnetic solenoid is controlled to a medium level, each pressure chamber 90
The a and 90b are sealed without being connected to the supply passage 104 or the discharge passage 100. Therefore, the shaft moving piston 92 can be stopped, and the intake camshaft 5
The axial position of 0a can be fixed.

In this way, the ECU 4 controls the energization of the OCV 94 to move the shaft moving piston 92 to the left side in the drawing together with the urging force of the spring 98 so that the valve overlap amount continues to the minimum valve overlap amount Rpmin side. Can be changed. Then, the shaft moving piston 92 is attached to the spring 9
The valve overlap amount can be continuously changed to the maximum valve overlap amount Rpmax side by moving it to the right side in the figure against the urging force of No. 8. This makes it possible to realize an arbitrary valve overlap amount.
Then, by fixing the position of the intake camshaft 50a, the valve overlap amount can be maintained constant.

The relationship between the internal EGR rate and the valve overlap amount is the minimum valve overlap amount Rpmin.
However, internal EGR is not performed in the three-dimensional intake cam 50 by increasing the valve overlap amount beyond the minimum valve overlap amount Rpmin so that the internal EGR rate increases in accordance with the increase in the valve overlap amount.
The shaft slide mechanism 70 is set.

After the start of the engine 2 is completed, the ECU 4 performs the idle operation with the combustion system fixed to the homogeneous combustion so that the engine speed NE becomes the predetermined idle speed by the idle speed feedback control. Then, the throttle valve 26 is driven to adjust the throttle opening TA. By adjusting the throttle opening degree by such idle speed feedback control, the intake air amount of the engine 2 is adjusted to a value capable of realizing idle rotation.

Then, the ECU 4 uses the correspondence relationship between the engine speed NE at the time of idling of the standard engine, the intake pressure PM and the throttle opening TA which are prepared in advance as a map, and is used for the idling speed feedback control. The standard throttle opening is calculated based on the actual engine speed NE and the actual intake pressure PM. Then, the throttle opening correction amount is learned from the difference between the standard throttle opening and the actual throttle opening TA. This allows the ECU
4 is capable of controlling the throttle opening TA by driving the throttle valve 26 in the same manner as the standard engine. After the learning of the throttle opening correction amount is completed in this manner, the idle speed feedback control for stratified charge combustion is entered.

Here, the engine speed sensor 58 and the NE signal will be described in connection with the detection of the torque fluctuation. As shown in FIG. 8, the engine speed sensor 58 is provided with a rotor 58a that is attached to the crankshaft 54 and rotates with the rotation of the crankshaft 54, and a pickup portion that is provided to face the tooth row provided on the outer periphery of the rotor 58a. And 58b. 34 teeth PK1 to PK34 are formed on the outer periphery of the rotor 58a at intervals of 10 °. Then, between the tooth PK1 and the tooth PK34, a portion where two teeth are missing, that is, a missing tooth PKB is formed at intervals of 10 °.

The pickup portion 58b includes the crankshaft 54
When these 34 teeth PK1 to PK34 pass through the facing positions by the rotation of the above, a pulse signal is obtained every time each tooth PK1 to PK34 passes. FIG. 9 shows the relationship between this pulse signal and the stroke state of each cylinder. The arrow indicated by the NE signal in FIG. 9 indicates the generation of the pulse signal by the passage of the teeth PK1 to PK34. Every time the ECU 4 counts three of these pulse signals, the process of counting up the crank counter CCRNK from "0" to "23" is repeated. In case of missing tooth PKB, 2
Since one pulse signal is released, the ECU 4 determines from the length of the pulse interval that the tooth is missing PKB and changes the crank counter CCRNK from "18" to "19" or from "6" to "7". Have changed. As shown in the drawing, in this example, the missing tooth PKB is 60 CA ° after the compression top dead center (ATDC) of the # 2 cylinder (representing the second cylinder: the same applies to the other cylinders) and # 5 cylinder. It is set so as to pass through the pickup portion 58b during 90 ° CA.

Next, of the controls executed by the ECU 4,
A process of detecting the torque fluctuation based on the output interval of the pulse signal of the engine speed sensor 58 and calculating the slide correction coefficient kvtrq used in the equation 1 from the torque fluctuation state will be described.

FIG. 10 shows a flowchart of the angular velocity measuring process. This process is performed every 10 ° CA, that is, NE
This is a process that is repeatedly executed for each pulse output of a signal.
When this process is started, first, the first rotation elapsed time Ta measured for angular velocity measurement set for each cylinder is set.
(1), Ta (2), Ta (3), Ta (4), Ta
(5), Ta (6) and second rotation elapsed time Tb (1),
It is determined whether it is any one of Tb (3), Tb (4), and Tb (6) timing start timing (S110). Here, the number in parentheses indicates the cylinder number.

As shown in FIG. 9, the above first rotation elapsed time is 0 ° C at ATDC for cylinders # 1 to # 6.
A to ATDC is a time required to rotate an angular region of 30 ° CA width of 30 ° CA, and the second rotation elapsed time is
ATs for # 1, # 3, # 4, and # 6 cylinders
It is the time required to rotate the angular region of 30 ° CA width from DC 60 ° CA to ATDC 90 ° CA. The second rotation elapsed time in the # 2 and # 5 cylinders is ATDC 50 ° CA-
It is the time required to rotate the angular region of 50 ° CA width of ATDC 100 ° CA. Note that FIG. 9 shows the first rotation elapsed time and the second rotation elapsed time only for the # 1 and # 5 cylinders.

If the second rotation elapsed time in the # 2 and # 5 cylinders is to be detected in the angular range of ATDC60 ° CA to ATDC90 ° CA, the adjacent teeth PK1 and PK34 on both sides of the missing tooth PKB will be detected. Will be detected at. However, since these two teeth PK1 and PK34 exhibit different pulse output timing changes with respect to the engine speed NE from the other teeth PK2 to PK33, the timing result cannot be compared with other cylinders. Therefore, # 2
The second rotation elapsed time in the # 5 cylinder is ATDC 50 °
The rotation elapsed time is measured and used in the angular range of 50 ° CA width of CA to ATDC 100 ° CA.

Therefore, in step S110 described above, the timing for starting the timing of the angular region of 30 ° CA width is determined. That is, ATDC 0 ° CA or ATDC 60 ° C for cylinders # 1, # 3, # 4, and # 6.
For the A, # 2, and # 5 cylinders, it is determined whether or not ATDC is 0 ° CA. Then, in step S110, "YE
If it is determined to be "S", the ECU 4 sets the time measurement start of the 30 ° CA width (S120). By this processing, the content of the timer counter in the ECU 4 is returned to "0" and the time counting is started. In this way, this processing is once terminated.

If "NO" is determined in step S110, it is next determined whether or not it is the timing to start the second rotation elapsed time Tb (2), Tb (5) (S130).
That is, it is determined whether or not it is the timing (ATDC 50 ° CA of # 2 and # 5 cylinders) at which the timing of the angular region of the width of 50 ° CA is started. Then, in step S130, "YES"
If it is determined that, the ECU 4 sets the timing start of the 50 ° CA width (S140). By this processing, the content of the timer counter in the ECU 4 is returned to "0" and the time counting is started. In this way, this processing is once terminated.

If "NO" is determined in the step S130, the first rotation elapsed time Ta (1) to Ta (6).
Then, it is determined whether or not it is the timing end timing of any of the second rotation elapsed time Tb (1) to Tb (6) (S15).
0). That is, for the # 1, # 3, # 4, and # 6 cylinders, ATDC 30 ° CA or ATDC 90 ° CA,
For the # 2 and # 5 cylinders, it is determined whether the ATDC is 30 ° CA or the ATDC is 100 ° CA. Then, if “YES” is determined in step S150, one of the measurement times of the first rotation elapsed time Ta (1) to Ta (6) and the second rotation elapsed time Tb (1) to Tb (6) is obtained. Therefore, the angular velocities ωa (n) and ωb (n) in the corresponding angular region of each cylinder are calculated from this measurement time (S160). Here, n represents each cylinder number, and the first angular velocity ωa (n) is the first rotation elapsed time Ta of the #n cylinder.
Is the angular velocity obtained from (n), and is the second angular velocity ωb (n)
Is the angular velocity obtained from the second rotation elapsed time Tb (n) of the #n cylinder. For the # 1 to # 6 cylinders, the first angular velocity ωa (n) is obtained as in the following Expression 2.

[0155]

[Formula 2] ωa (n) ← 30 ° CA / Ta (n) [Equation 2] Further, for the # 1, # 3, # 4, and # 6 cylinders, the second angular velocity ωb (n ) Is required.

[0156]

## EQU00003 ## .omega.b (n) .rarw.30.degree. CA / Tb (n) ... [Equation 3] Further, for the # 2 and # 5 cylinders, the second angular velocity .omega.b (n) is obtained as in the following Equation 4.

[0157]

Ωb (n) ← 50 ° CA / Tb (n) (Equation 4) As described above, the angular velocity ωa is obtained by the angular velocity measurement processing.
The torque fluctuation value dlnism is calculated by calculating (n) and ωb (n). Torque fluctuation value dlnis
The m calculation process is shown in the flowchart of FIG. This process is a process that is repeatedly executed every 10 ° CA, and is a process that is executed after the angle measurement process (FIG. 10).

When this process is started, first of all, the first angular velocity ωa (n) and the second angular velocity ωb of either cylinder are calculated.
It is determined whether or not both (n) and (n) are newly calculated (S210). If not newly calculated (S210
Then, “NO”), and this processing is once terminated.

The first angular velocity ωa (n) and the second angular velocity ωb
If there is a cylinder for which both (n) and (n) are newly calculated (“YES” in S210), the torque value dn (n) is calculated as shown in the following expression 5 (S220).

[0160]

[Equation 5]     dn (n) ← {ωb (n)} 2 − {ωa (n)} 2 [Equation 5] Here, "{x} 2" represents the square of x.

When combustion is carried out in each cylinder, the angular velocity of the crankshaft 54 becomes the first angular velocity ωa (n) due to the combustion pressure.
To the second angular velocity ωb (n). At this time, when the rotational inertia moment of the engine 2 is I, the kinetic energy is changed from (1/2) · I · {ωa (n)} 2 to (1/2) · I · {ωb (n)} 2 by the combustion pressure. To rise. In general, the amount of increase in kinetic energy (1/2) · I ·
Since ({ωb (n)} 2- {ωa (n)} 2) corresponds to the torque, the torque is {ωb (n)} 2- {ωa
(N)} 2. Here, {ωb
(N)} 2- {ωa (n)} 2 as torque value dn (n)
Is used in the following processing.

Next, one cycle (72
The torque difference dln (n) between 0 ° CA) is calculated as an absolute value (S230).

[0163]

Dln (n) ← | dnold (n) -dn (n) | [Equation 6] Here, “dnold (n)” is the torque value dn (calculated for the #n cylinder one cycle before. n).

The stored torque difference dln (n) for the past 15 cycles and the present torque difference dln are stored.
The average value of the torque difference dln (n) for 16 cycles from (n) is stored as the torque fluctuation value dlnism (n) of the #n cylinder (S240). In this way, this processing is once terminated.

The processes of steps S220 to S240 described above are executed each time both the first angular velocity ωa (n) and the second angular velocity ωb (n) are newly calculated for each cylinder, and the torque fluctuation of each cylinder is calculated. The value dlnism (n) is repeatedly updated.

Next, the slide amount correction process will be described. FIG. 12 shows a flowchart of the slide amount correction process. This process is a process repeatedly executed every 10 ° CA, and the torque fluctuation value dlnism calculation process (see FIG. 1).
It is executed after 1).

When this processing is started, it is first determined whether or not the timer count value TC is equal to or longer than the reference data extraction time ts (for example, 30 seconds) (S310). In the initial setting of the series of processes by the ECU 4 described here, the timer count value TC is set to "0" and the counting of the timer count value TC is started, so that it is initially determined to be "NO" in step S310. Then, next, it is determined whether or not it is immediately after the torque difference dln (n) is calculated in the torque fluctuation value dlnism calculation process (FIG. 11) (S320). If not immediately after ("N" in S320
O ”), the present processing is temporarily terminated.

Immediately after the calculation of the torque difference dln (n) (“YES” in S320), the maximum torque difference dlnmax (n) in which the maximum value of the torque difference dln (n) in the #n cylinder is stored is determined. Equation 7 is obtained (S33
0), this processing is once terminated.

[0169]

## EQU00007 ## dlnmax (n) ← Max (dlnmax (n), dln (n)) ... [Equation 7] Here, Max () represents an operator that extracts the larger numerical value in (). . Also, dlnmax on the right side of Equation 7
(N) is the maximum torque difference value previously obtained for the #n cylinder, and dlnmax (n) on the left side is the maximum torque difference value obtained this time. Each time the reference data extraction time ts is counted, the torque difference d is set to the maximum torque difference dlnmax (n) in the first step S330.
ln (n) is set as it is.

Until the timer count value TC reaches the reference data extraction time ts (“NO” in S310), each time a new torque difference dln (n) is obtained in the torque fluctuation value dlnism calculation process (FIG. 11). , Step S
By executing 330, the maximum value of the torque difference dln (n) for each cylinder obtained within the reference data extraction time ts is held as the torque difference maximum value dlnmax (n).

When TC ≧ ts (“YES” in S310), the torque difference maximum value dlnmax of all cylinders obtained within the reference data extraction time ts as shown in the following equation 8 is obtained.
The cylinder number showing the maximum value among (1) to dlnmax (6) is stored in the maximum cylinder number i (S340).

[0172]

I ← Maxi (dlnmax (1), dlnmax (2), dlnmax (3), dlnmax (4), dlnmax (5), dlnmax (6)) ... [Equation 8] Here, Maxi () is The operator for extracting the cylinder number i corresponding to the maximum torque difference value dlnmax (i) showing the maximum value among the numerical values in parentheses is shown.

When the maximum cylinder number i is determined in this way, the maximum value applicable counter Dmax (i) provided corresponding to the #i cylinder is then incremented (S35).
0). It should be noted that all the maximum value applicable counters Dmax (1) to Dmax (6) are set to "0" in the initial setting at the time of starting the ECU 4 or in step S390 described later.

Next, the number counter C is incremented (S360). This number counter C shows the maximum cylinder number i.
The number of times the extraction process is repeated is counted.
The counter C is set to "0" in the initial setting when the CU 4 is started or in step S390 described later.

Next, it is determined whether the number counter C has reached the reference number N (S370). If C <N (“NO” in S370), the timer count value TC is returned to “0” and the reference data extraction time ts is reset from the beginning.
Counting is restarted (S400). In this way, this processing is once terminated.

Therefore, again, the reference data extraction time ts
Until the time elapses (“NO” in S310), the maximum torque difference value dlnmax (n) of each cylinder is obtained (S32).
0, S330). When the reference data extraction time ts has elapsed (“YES” in S310), the maximum value applicable counter Dmax (i) of the cylinder corresponding to the maximum cylinder number i is incremented (S340, S350). Such processing is repeated while C <N (“NO” in S370).

Then, when C = N ("Y" in S370)
ES ”), and then the slide correction coefficient kvtrq calculation process used in the above Equation 1 is executed (S380). Details of this slide correction coefficient kvtrq calculation processing are shown in the flowchart of FIG.

In the slide correction coefficient kvtrq calculation processing, first of all, among the maximum value applicable counters Dmax (1) to Dmax (6) for six cylinders, the cylinder number showing the maximum count value is the maximum count as shown in the following expression 9. It is stored in the cylinder number m (S382).

[0179]

M ← Maxm (Dmax (1), Dmax (2), Dmax (3), Dmax (4), Dmax (5), Dmax (6)) [Equation 9] where Maxm () is , () Shows the operator for extracting the cylinder number m corresponding to the maximum value corresponding counter Dmax (m) which shows the maximum value among the numerical values in parentheses.

When the maximum count cylinder number m is thus determined, the torque fluctuation value dlnism (1) calculated in the torque fluctuation value dlnism calculation process (FIG. 11) is then calculated.
~ Among dlnism (6), the maximum count cylinder number m
Based on the torque fluctuation value dlnism (m) corresponding to, the torque fluctuation deviation Δdln is calculated as shown in the following Expression 10 (S384).

[0181]

[Formula 10] Δdln ← dlnt-dlnism (m) [Equation 10] Here, the target torque fluctuation value dlnt is calculated from the target torque fluctuation value map using the engine speed NE and the load factor eklq set in advance as parameters. Is the value to be set.

When the torque fluctuation deviation Δdln is calculated in this way, the slide correction coefficient correction value Δkvtrq is calculated by the slide correction coefficient correction value calculation process f using the torque fluctuation deviation Δdln and the target torque fluctuation value dlnt ( S386).

As the slide correction coefficient correction value calculation processing f, for example, if the torque fluctuation deviation Δdln> 0, a positive value is obtained corresponding to the magnitude of the torque fluctuation deviation Δdln and the magnitude of the target torque fluctuation value dlnt. The value calculated to increase the slide correction coefficient correction value Δkv
Set to trq. Then, the torque fluctuation deviation Δdln <0
If so, a negative value obtained by increasing the absolute value corresponding to the magnitude of the absolute value of the torque fluctuation deviation Δdln and the magnitude of the target torque fluctuation value dlnt is used as the slide correction coefficient correction value Δ.
Set to kvtrq. If dln = 0, the slide correction coefficient correction value Δkvtrq = 0.

In this way, the slide correction coefficient correction value Δ
When kvtrq is set, the slide correction coefficient kvtrq that is currently set next is corrected as in the following Expression 11 (S388).

[0185]

Kvtrq ← kvtrq + Δkvtrq [Equation 11] Here, kvtrq on the right side of Equation 11 is a slide correction coefficient that has already been obtained, and kvtrq on the left side is a slide correction coefficient that is obtained this time.

Next, in step S390 shown in FIG. 12, the maximum value applicable counters Dmax (1) to Dmax.
(6) and the frequency counter C are set to "0". Then, the timer count value TC is returned to "0" to restart the counting of the reference data extraction time ts (S40).
0), this process is once ended.

By updating the slide correction coefficient kvtrq through the series of processes described above, it is possible to set the target slide amount vsldt so that the torque fluctuation converges to the target torque fluctuation in the processing of the above-mentioned expression 1. ECU4
Drives the shaft slide mechanism 70 based on the target slide amount vsldt to adjust the axial slide position of the intake camshaft 50a.

In the structure described above, the shaft slide mechanism 70 functions as the valve overlap adjusting mechanism, and the angular velocity measuring process (FIG. 10) and the torque fluctuation value dlnism calculating process (FIG. 11) function as the torque change detecting means and the torque fluctuation detecting means. In the processing, the slide amount correction processing (FIG. 12) and the slide correction coefficient kvtrq calculation processing (FIG. 13) correspond to the processing as the valve overlap correction means.

According to the first embodiment described above, the following effects can be obtained. (I). Torque difference dln per cycle of each cylinder
An increase in (corresponding to torque change per unit period) also reveals an improper combustion state such as misfire. Therefore, the basic slide amount vsld is corrected for all six cylinders so that the torque fluctuation value dlnism of the cylinder that exhibits the largest torque difference dln among the six cylinders is converged to the target torque fluctuation value dlnt. As a result, the internal exhaust gas recirculation rate of the 6-cylinder can be reduced and the combustibility of the engine 2 can be improved, so that the torque fluctuation of the 6-cylinder as a whole can be sufficiently reduced.

(B). In the present embodiment, the torque difference dln and the torque fluctuation value dlnism cannot be detected under the condition that all cylinders are the same due to the toothless PKB existing in the rotor 58a of the engine speed sensor 58. However, the torque difference dln
In case of misfire, especially in accidental misfire during idling, it can be accurately judged even in the # 2 and # 5 cylinders. Therefore, the effect (a) can be produced.

[Embodiment 2] In the present embodiment, #
The three-dimensional intake cams of the # 1, # 3, # 4, and # 6 cylinders have the same shapes as those of the first embodiment, but the three-dimensional intake cams of the # 2, # 5 cylinders have # 1, # 3, and # 4. , The shape of the sub-cam Csub is smaller than that of the three-dimensional intake cam of the # 6 cylinder.

That is, as shown in FIG. 14C, at the slide position where the sub-cam Csub does not appear at all and the internal EGR is not performed, the # 2, # 5 cylinders and the # 1, # 3, # 4, # are.
There is no difference in the intake valve opening timing or lift amount between the six cylinders. However, as shown in FIG. 14 (A), at the slide position where the maximum amount of the sub cam Csub is generated and the internal EGR is maximum, the cylinders # 2 and # 5 have the #
There is a difference in the intake valve opening timing and the lift amount in the cylinders # 1, # 3, # 4, and # 6. # 2, #
In a 5-cylinder three-dimensional intake cam, the intake valve opening timing is later than that of the # 1, # 3, # 4, # 6 cylinders, and the overall lift amount is # 1, # 3, # 4, # 6 cylinders. The sub cam Csub is formed so as to be lower than the above. Incidentally, FIG.
At a slide position intermediate between 4 (A) and FIG. 14 (C), as shown in FIG. 14 (B), the intake valve opening timing and the lift amount difference are intermediate.

Next, the ECU 4 determines the slide correction coefficient kvtr.
FIG. 1 of the first embodiment as a process for correcting q
15 to 1 described below instead of the processing of 0 to 13
7 processes are being executed.

The angular velocity measuring process is shown in the flowchart of FIG. This process is a process repeatedly executed every 30 ° CA, that is, each time the crank counter CCRNK is incremented.

When this processing is started, first, the first rotation elapsed time Ta (1), Ta (3), Ta (4), Ta (6).
And second rotation elapsed time Tb (1), Tb (3), Tb
It is determined whether or not it is the timing to start timing of any one of (4) and Tb (6) (S510). The first rotation elapsed time and the second rotation elapsed time are as described in the first embodiment. However, in this embodiment, # 2, # 5
The cylinder is not measured. That is, missing tooth P
Only the cylinders whose KB does not affect the measurement at 30 ° CA are measured.

If "YES" is determined in the step S510, the ECU sets the time measurement start of the 30 ° CA width (S
520). By this processing, the content of the timer counter in the ECU is returned to "0" and the time counting is started. In this way, this processing is once terminated.

If "NO" is determined in step S510, the first rotation elapsed time Ta (1), Ta (3), Ta is reached.
(4), Ta (6) and second rotation elapsed time Tb (1),
It is determined whether it is any one of Tb (3), Tb (4), and Tb (6) timing end timing (S530). Then, if “YES” is determined in step S530, the first
Rotation elapsed time Ta (1), Ta (3), Ta (4), T
a (6) and second rotation elapsed time Tb (1), Tb
Since the measurement time of any one of (3), Tb (4), and Tb (6) is obtained, # 1, # 3, # is calculated from this measurement time.
The angular velocities ωa (n) and ωb (n) of the cylinders # 4 and # 6 are calculated using the equations 2 and 3 of the first embodiment (S54).
0).

Next, the average torque fluctuation value dlnismav calculation processing is shown in the flowchart of FIG. This process is 30
This is a process that is repeatedly executed for each ° CA, and is a process that is executed after the angle measurement process (FIG. 15).

When this processing is started, first, # 1, # 3,
The first angular velocity ω for any of the # 4 and # 6 cylinders
It is determined whether both a (n) and the second angular velocity ωb (n) are newly calculated (S610). If it has not been newly calculated (“NO” in S610), this process is temporarily terminated.

The first angular velocity ωa (n) and the second angular velocity ωb
If there is a cylinder in which both (n) and (n) are newly calculated (“YES” in S610), the torque value dn (n) is calculated using the equation 5 described in the first embodiment (S6).
20).

Next, using Equation 6 of the first embodiment, 1
A torque difference dln (n) between cycles (720 ° CA) is calculated (S630). Then, the torque difference dln (n) for the past 15 cycles and the torque difference dln (n) for this time stored for 16 cycles are stored.
The average value of (n) is calculated as the torque fluctuation value dlnis of the #n cylinder.
It is calculated as m (n) (S640).

In this way, the torque fluctuation value d of the #n cylinder
When lnism (n) is calculated, the average torque fluctuation value dlnismav is calculated as shown in the following Expression 12 (S).
650).

[0203]

Dlnismav ← dlnism (1) + dlnism (3) + dlnism (4) + dlnism (6) [Equation 12] That is, the average value dlnismav of the torque fluctuation values dlnism for the # 1, # 3, # 4, and # 6 cylinders. Is calculated. In this way, this processing is once terminated.

Every time the processes of steps S620 to S650 described above are newly calculated for the # 1, # 3, # 4, and # 6 cylinders, both the first angular velocity ωa (n) and the second angular velocity ωb (n) are calculated. The average torque fluctuation value d among the four cylinders
lnismav is repeatedly updated.

Next, a flow chart of the slide amount correction processing is shown in FIG. This process is a process repeatedly executed every 30 ° CA, and the average torque fluctuation value dlnis
This is a process executed after the mav calculation process (FIG. 16).

When this processing is started, first, the torque fluctuation deviation Δdln is calculated as shown in the following expression 13 based on the average torque fluctuation value dlnismav calculated by the average torque fluctuation value dlnismav calculation processing (FIG. 16). (S710).

[0207]

[Formula 13] Δdln ← dlnt-dlnismav [Equation 13] Here, the target torque fluctuation value dlnt is the same as in the first embodiment.
As mentioned in.

When the torque fluctuation deviation Δdln is calculated in this way, the slide correction coefficient correction value Δkvtrq is calculated by the slide correction coefficient correction value calculation process f using the torque fluctuation deviation Δdln and the target torque fluctuation value dlnt ( S720). The slide correction coefficient correction value calculation process f is as described in the first embodiment.

[0209] In this way, the slide correction coefficient correction value Δ
When kvtrq is set, the slide correction coefficient kvtrq that is currently set next is calculated by the equation 11 in the first embodiment.
Is corrected using (S730). In this way, this process is once ended.

Since the slide correction coefficient kvtrq is updated by the series of processes described above,
The target slide amount vsldt for making the average torque fluctuation of the # 1, # 3, # 4, # 6 cylinders the target torque fluctuation can be set, and the ECU can set the target slide amount vsl.
The shaft slide mechanism is driven based on dt to adjust the axial slide amount of the intake camshaft.

In the above-mentioned structure, the angular velocity measuring process (FIG. 15) and the average torque fluctuation value dlnismav calculating process (FIG. 16) serve as the torque fluctuation detecting means.
The slide amount correction process (FIG. 17) corresponds to the process as the valve overlap correction means.

According to the second embodiment described above, the following effects can be obtained. (I). The torque variation calculation is not affected by the missing tooth PKB, so that the average torque variation value dlnismav between cylinders calculated for the # 1, # 3, # 4, and # 6 cylinders converges to the target torque variation value dlnt. The camshaft axial movement amount is adjusted by. Therefore, as described above, the torque fluctuations of the # 2 and # 5 cylinders for which the torque fluctuation value dlnism is not calculated are not reflected in the adjustment of the camshaft axial movement amount. However, the shape of the three-dimensional cams provided in the # 2 and # 5 cylinders is larger than that of the three-dimensional cams provided in the # 1, # 3, # 4 and # 6 cylinders as shown in FIG. The valve overlap state is set so that the internal EGR rate becomes small. For this reason,
Even if the cam shape of the three-dimensional cam and the manufacturing tolerance of the shaft slide mechanism 70 are factors that intensify the torque fluctuation, the torque fluctuation is suppressed by the shape of the three-dimensional cam described above,
Appropriate torque fluctuations can be achieved or approached.

[Third Embodiment] In the present embodiment, the inter-cylinder correction coefficients kgtp (1) to ktp (k) used to adjust the fuel injection amount between the cylinders in order to make the torque of each cylinder uniform.
The value of gtp (6) [corresponding to inter-cylinder correction value] is evaluated to execute control for suppressing torque fluctuation. Therefore, in the present embodiment, the angular velocity measurement process (FIG. 15) and the average torque fluctuation value dlni described in the second embodiment are performed.
The same process as the smav calculation process (FIG. 16) is executed.
Therefore, no torque fluctuation is detected in the # 2 and # 5 cylinders, and the torque fluctuation in the # 2 and # 5 cylinders is not reflected in the average torque fluctuation value dlnismav.

Then, instead of the slide amount correction process (FIG. 17) of the second embodiment, the slide amount correction process shown in FIG. 18 is executed. This process is a process repeatedly executed every 30 ° CA, and the average torque fluctuation value dlni
This is a process executed after the smav calculation process (FIG. 16). Further, in the three-dimensional intake cam, all cylinders have the same shape as in the first embodiment, and there is no difference in the shape of the sub cam Csub.

When this slide amount correction processing is started, first, in the inter-cylinder correction coefficient calculation processing that is separately executed,
The inter-cylinder correction coefficients kgtp (1) to kgtp (6) calculated for all the cylinders # 6 to # 6 are read into the work area of the RAM provided in the ECU (S810).

Here, the inter-cylinder correction coefficient calculation process is performed from ATDC 0 ° CA to ATDC 120 ° CA of each cylinder shown in FIG. 9 as disclosed in, for example, Japanese Patent Laid-Open No. 5-321742 (Patent No. 3089094). By comparing the angular velocities in the expansion strokes of the respective cylinders based on the rotation elapsed times T120 (1) to T120 (6) of the cylinders, if the angular velocities are lower than the average angular velocities, the fuel supply amount of the cylinders is increased. In order to increase the inter-cylinder correction coefficient, if the angular velocity is higher than the average angular velocity, the inter-cylinder correction factor is reduced to reduce the fuel supply amount of the corresponding cylinder, and the angular velocity of each cylinder is reduced. The inter-cylinder correction coefficient is calculated to be uniform.

ATDC 0 ° CA as shown in FIG.
To the ATDC 120 ° CA, the elapsed rotation time is measured between pulses that are not affected by the missing tooth PKB, so the inter-cylinder correction coefficient is the same timing pulse for all 6 cylinders including # 2 and # 5 cylinders. It is calculated using.

This inter-cylinder correction coefficient kgtp (1) to kg
tp (6) is used to set the fuel injection time tau (n) of the #n (= 1 to 6) cylinder by the product of the basic fuel injection time tp as shown in the following Expression 14.

[0219]

Tau (n) ← tp × kgtp (n) × ka + b [Equation 14] Here, the basic fuel injection time tp is the basic fuel injection time map with the load factor eklq and the engine speed NE as parameters. Is a value calculated from, ka is another correction coefficient, b
Indicates a correction value such as invalid injection time.

In order to make the angular velocity uniform among the cylinders as described above, the inter-cylinder correction coefficients kgtp (1) to kgtp (6).
Is calculated to be "1.00".
Note that the inter-cylinder correction coefficient kgtp (n) used here
Is a correction value obtained so that the angular velocities between the cylinders are uniform, and is not limited to the calculation method described in the above-mentioned document.

Next, the torque fluctuation is not calculated # 2.
For the # 5 cylinder, it is determined whether either the inter-cylinder correction coefficient kgtp (2) or the inter-cylinder correction coefficient kgtp (5) is greater than or equal to a reference value Kmax for size determination (S82).
0). The inter-cylinder correction coefficient kgtp (n) is, for example, 0.9.
Although guards are provided so as to be calculated in the range of 7 ≦ kgtp (n) ≦ 1.03, the reference value Kmax is a value higher than “1.00” in this range, for example, “1. The reference value is set in the range of "02" to "1.03".

If both kgtp (2) and kgtp (5) are smaller than the reference value Kmax ("N" in S820).
O ”), and then, based on the average torque fluctuation value dlnismav calculated in step S650 of the average torque fluctuation value dlnismav calculation process (FIG. 16), the torque fluctuation deviation Δdln as shown in Expression 13 in the second embodiment.
Is calculated (S860).

When the torque fluctuation deviation Δdln is calculated in this manner, the slide correction coefficient correction value Δkvtrq is calculated by the slide correction coefficient correction value calculation process f using the torque fluctuation deviation Δdln and the target torque fluctuation value dlnt ( S870). The slide correction coefficient correction value calculation process f is as described in the first embodiment.

Thus, the slide correction coefficient correction value Δ
When kvtrq is set, the slide correction coefficient kvtrq that is currently set next is calculated by the equation 11 in the first embodiment.
Is corrected as in (S880). In this way, this process is once ended.

When the inter-cylinder correction coefficients kgtp (2) and kgtp (5) of the # 2 and # 5 cylinders are smaller than the reference value Kmax by the series of processes described above, the target torque fluctuation value obtained from the map. The slide correction coefficient k based on the difference between the dlnt and the average torque fluctuation value dlnismav
By updating vtrq, the target slide amount vsldt that makes the average torque fluctuation value dlnismav the target torque fluctuation can be set by the above-mentioned formula 1.

Inter-cylinder correction coefficient kgtp (2), kgtp
If any of (5) is greater than or equal to the reference value Kmax (S8
20 "YES"), then the inter-cylinder correction coefficient kgtp
(2) It is determined whether both kgtp (5) are greater than or equal to the reference value Kmax (S830).

Inter-cylinder correction coefficient kgtp (2), kgtp
If neither (5) is greater than or equal to the reference value Kmax (S830
"NO"), that is, the inter-cylinder correction coefficient kgtp
If only one of (2) and kgtp (5) is greater than or equal to the reference value Kmax, the target torque fluctuation value dl obtained from the map
nt is decreased by the first decrease correction amount α (S840). Then, the processes of steps S860 to S880 are executed.
Through this series of processes, the slide correction coefficient kvtrq is updated based on the difference between the target torque fluctuation value dlnt and the average torque fluctuation value dlnismav that are reduced by the first decrease correction amount α from the map value. From this, in the above formula 1, the average torque fluctuation value dlnism
A target slide amount vsldt that sets av to a target torque fluctuation lower than usual is set.

On the other hand, the inter-cylinder correction coefficient kgtp (2), k
If both gtp (5) are greater than or equal to the reference value Kmax (S8
If “YES” in 30, the target torque fluctuation value dlnt obtained from the map is decreased by the second decrease correction amount β (S85).
0). The second decrease correction amount β is set to a value larger than the first decrease correction amount α. Then, in step S86,
The processing of 0 to S880 is executed. Through this series of processes, the target torque fluctuation value dlnt and the average torque fluctuation value dlni are reduced by the second decrease correction amount β from the map value.
slide correction coefficient kvtrq based on the difference from smav
Will be updated. Therefore, the average torque fluctuation value dl is higher than that when only one of the inter-cylinder correction coefficients kgtp (2) and kgtp (5) is equal to or greater than the reference value Kmax.
The target slide amount vsldt that makes nisav a lower target torque fluctuation is set.

In the above-mentioned structure, the angular velocity measuring process (FIG. 15) and the average torque fluctuation value dlnismav calculating process (FIG. 16) are included in the torque fluctuation detecting means.
The process for obtaining the inter-cylinder correction coefficient corresponds to the process as the inter-cylinder fuel correction means, and the slide amount correction process (FIG. 18) corresponds to the process as the valve overlap correction means and the internal exhaust gas recirculation amount adjustment means.

According to the third embodiment described above, the following effects can be obtained. (I). Deterioration of combustibility such as misfire in each cylinder that appears in torque fluctuation is caused by the angular velocity for calculating the inter-cylinder correction value, in this case, the rotation elapsed time T120 (1) to T12.
0 (6) is also affected and appears in the magnitude of the inter-cylinder correction value. Therefore, the torque fluctuation value was not calculated # 2
Inter-cylinder correction values for # 5 cylinder kgtp (2), kgt
If the size of p (5) is equal to or larger than the reference value Kmax, #
It can be estimated that the torque fluctuations of the # 2 and # 5 cylinders have deteriorated. In such a case, the torque fluctuation is not required by correcting the target torque fluctuation value dlnt to correct the axial movement amount of the intake camshaft and adjusting the internal exhaust gas recirculation amount for all six cylinders. Also for the # 5 cylinder, the torque fluctuation can be suppressed appropriately.

(B). Further, among the # 2 and # 5 cylinders, the inter-cylinder correction values kgtp (2) and kgtp (5) are the reference values Km.
The number of cylinders corresponding to a value larger than ax is 2 rather than 1
In two cases, it can be estimated that the torque fluctuation is large as a whole. Therefore, the target torque fluctuation value dlnt is corrected so as to increase the degree of suppression of the internal exhaust gas recirculation amount by switching from the first decrease correction amount α to the second decrease correction amount β according to the number of applicable cylinders. is doing. As a result, the torque fluctuation can be effectively suppressed even in the # 2 and # 5 cylinders in which the torque fluctuation is not required.

[Fourth Embodiment] In the present embodiment, the slide amount correction process shown in FIG. 19 is executed instead of the slide amount correction process (FIG. 18). This process is 30 ° CA
This process is repeatedly executed every time, and is the process executed next to the average torque fluctuation value dlnismav calculation process (FIG. 16). The other configuration is the same as that of the third embodiment.

In this slide amount correction processing (FIG. 19), the inter-cylinder correction coefficient kgtp is determined in step S810.
After (1) to kgtp (6) are read, the inter-cylinder correction coefficients kgtp (1) to kgtp (6) are rearranged in the descending order of value (S815). This makes # 2
Inter-cylinder correction value for # 5 cylinder kgtp (2), kgtp
It is determined whether or not any of (5) is in the top two (S822).

Inter-cylinder correction values kgtp (2), kgtp
If none of (5) is in the top two (S
822, “NO”), and steps S860 to S8 described in the slide amount correction process (FIG. 18) of the third embodiment.
80 processes are performed. Inter-cylinder correction value kgtp (2),
If any of kgtp (5) is in the top two (“YES” in S822), then the inter-cylinder correction value kgt
It is determined whether both p (2) and kgtp (5) are in the top two (S832).

Inter-cylinder correction values kgtp (2), kgtp
If only one of (5) is in the top two (“NO” in S832), step S84 described in the slide amount correction process (FIG. 18) of the third embodiment.
0, the processing of S860 to S880 is performed.

The inter-cylinder correction values kgtp (2), kgt
If both p (5) are in the top two (S8
32, “YES”), and steps S850 to S8 described in the slide amount correction process (FIG. 18) of the third embodiment.
80 processes are performed.

In the above structure, the slide amount correction process (FIG. 19) corresponds to the process as the valve overlap correction means and the internal exhaust gas recirculation amount adjustment means. According to the fourth embodiment described above, the following effects can be obtained.

(A). Inter-cylinder correction value for 6 cylinders kgtp
When comparing the magnitude relationships of (1) to kgtp (6),
When there are # 2 and # 5 cylinders for which torque fluctuation is not required due to missing teeth in the first rank or the second rank from the largest, the torque fluctuation is large for the corresponding # 2 and # 5 cylinders. It can be estimated that there is a high possibility. Therefore, if the inter-cylinder correction values kgtp (2), kgtp (5) in the # 2 and # 5 cylinders for which the torque fluctuation value is not calculated are the first or the second largest value, the target torque fluctuation value d
By correcting lnt, the axial movement amount of the intake camshaft is corrected and the internal exhaust gas recirculation amount is adjusted for the six cylinders in common, so that the torque fluctuation is appropriate for the # 2 and # 5 cylinders where torque fluctuation is not required. Can be suppressed to.

(B). Further, in the case where the inter-cylinder correction values kgtp (2) and kgtp (5) among the # 2 and # 5 cylinders correspond to the first rank or the second rank, the number of the cylinders is two, rather than one,
It can be estimated that the torque fluctuation is large as a whole.
Therefore, the target torque fluctuation value dlnt is corrected so as to increase the degree of suppression of the internal exhaust gas recirculation amount by switching from the first decrease correction amount α to the second decrease correction amount β according to the number of applicable cylinders. is doing. As a result, it is possible to effectively suppress the torque fluctuation even in the # 2 and # 5 cylinders in which the torque fluctuation is not required.

[Fifth Embodiment] In the present embodiment, in the structure of the third embodiment, the shaft slide mechanism is not a hydraulic actuator as shown in FIG. Shaft slide mechanism is used. Therefore, even when the engine is rotating at a high speed, the slide amount of the three-dimensional intake cam can be made different for each cylinder in each period in which the intake valve is lifted.

In a configuration using such a shaft slide mechanism, a slide amount correction process (FIG. 18)
Instead of the basic slide correction coefficient kgl shown in FIG.
The le calculation process and the cylinder-by-cylinder slide amount correction process shown in FIG. 21 are executed. Each process is a process repeatedly executed every 30 ° CA, and the average torque fluctuation value dlnis
After the mav calculation process (FIG. 16), the basic slide correction coefficient kglle calculation process (FIG. 20) is executed, and then the cylinder-specific slide amount correction process (FIG. 21) is executed. The other configuration is the same as that of the third embodiment.

The basic slide correction coefficient kglle calculation processing (FIG. 20) will be described. When this process starts,
First, the average torque variation value dlnismav calculated by the average torque variation value dlnismav calculation process (FIG. 16).
Based on mav, the torque fluctuation deviation Δdln is calculated by the calculation shown in Expression 13 (S910).

Then, the basic slide correction coefficient correction value Δk is calculated by the basic slide correction coefficient correction value calculation process g using the torque fluctuation deviation Δdln and the target torque fluctuation value dlnt.
glle is calculated (S920).

As the basic slide correction coefficient correction value calculation processing g, for example, if the torque fluctuation deviation Δdln> 0, a positive value is obtained corresponding to the magnitude of the torque fluctuation deviation Δdln and the magnitude of the target torque fluctuation value dlnt. The value calculated to increase the value is set as the basic slide correction coefficient correction value Δkglle. And torque fluctuation deviation Δdl
If n <0, a negative value obtained by increasing the absolute value corresponding to the magnitude of the absolute value of the torque fluctuation deviation Δdln and the magnitude of the target torque fluctuation value dlnt is set as the basic slide correction coefficient correction value Δkglle. If dln = 0, the basic slide correction coefficient correction value Δkglle = 0 is set.

When the basic slide correction coefficient correction value Δkglle is set in this way, the currently set basic slide correction coefficient kglle is corrected as shown in the following expression 15 (S930). In this way, this process is once ended.

[0246]

[Equation 15] kglle ← kglle + Δkglle [Equation 15] Here, kglle on the right side of the equation 15 is the basic slide correction coefficient that has been already obtained, and kglle on the left side is the basic slide correction coefficient that is obtained this time. The basic slide correction coefficient kglle updated in this way is not used to directly determine the slide amount of the intake camshaft, but is used in the cylinder-by-cylinder slide amount correction processing (FIG. 21) described below. To be

The cylinder-by-cylinder slide amount correction processing (FIG. 21) will be described. When this process is started, first, the inter-cylinder correction coefficients kgtp (1) to kgtp (6) are read (S
1010), and then the torque fluctuation is not calculated # 2.
For the # 5 cylinder, either the inter-cylinder correction coefficient kgtp (2) or the inter-cylinder correction coefficient kgtp (5) is the reference value Km.
It is determined whether or not it is ax or more (S1020). Reference value K
max is as described in step S820 of the slide amount correction processing (FIG. 18) in the third embodiment.

Here, kgtp (2) and kgtp (5)
Is smaller than the reference value Kmax (S1020
"NO"), and the basic slide correction coefficient kglle calculation process (FIG. 20) described above is applied to the cylinder-specific slide correction coefficients kelmt (1) to kelmt (6) set for each cylinder.
The basic slide correction coefficient kglle obtained in step S930 is set as it is (S1025). In this way, this processing is once terminated.

Based on the cylinder-specific slide correction coefficients kelmt (1) to kelmt (6) thus calculated,
In the slide amount control by the ECU, the target slide amount vsldt is calculated for each cylinder as shown in the following Expression 16.

[0250]

[Expression 16] vsldt (n) ← vsld · kelmt (n) + vadj (Equation 16) Note that vsldt (n) is the target slide amount of the cylinder #n,
kelmt (n) represents the cylinder-by-cylinder slide correction coefficient of the cylinder #n. The basic slide amount vsld and the slide correction amount vadj are as described in the first embodiment.

In this case, all target slide amounts vsl
Since dt (1) to vsldt (6) have the same value,
The ECU adjusts the shaft slide mechanism to the same slide position for all cylinders, and does not substantially adjust the slide position for each cylinder.

Inter-cylinder correction coefficient kgtp (2), kgtp
If any of (5) is greater than or equal to the reference value Kmax (S1
“YES” at 020), and then the inter-cylinder correction coefficient kgtp
(2) It is determined whether both kgtp (5) are greater than or equal to the reference value Kmax (S1030).

Inter-cylinder correction coefficient kgtp (2), kgtp
If neither (5) is greater than or equal to the reference value Kmax (S103
0 is “NO”), that is, the inter-cylinder correction coefficient kgtp
If only one of (2) and kgtp (5) is greater than or equal to the reference value Kmax, then the inter-cylinder correction coefficient kgtp of the # 2 cylinder is determined.
It is determined whether (2) is equal to or greater than the reference value Kmax (S1035).

If kgtp (2) ≧ Kmax (“YES” in S1035), as shown in the following equation 17,
The cylinder-by-cylinder slide correction coefficient kelmt (2) of the # 2 cylinder is set (S1040).

[0255]

[Equation 17] kelmt (2) ← kglle × Kβ [Equation 17] Here, the correction coefficient Kβ is 0 <Kβ <1, and the cylinder-specific slide correction coefficient kelmt (2) of the # 2 cylinder is used as the basic slide correction coefficient. It is a correction coefficient for making it smaller than kglle.

Next, the cylinder slide correction coefficients kelmt (1), kelmt (3), and kelmt other than the # 2 cylinder are used.
The basic slide correction coefficient kglle is directly set in (4), kelmt (5), and kelmt (6) (S).
1045). In this way, this processing is once terminated.

In this case, since only the target slide amount vsldt (2) of the # 2 cylinder is made small, the ECU drives the shaft slide mechanism with a high response so that only the # 2 cylinder receives more intake air than the other cylinders. Adjust the camshaft axial slide amount to a smaller value. That is, only the # 2 cylinder has a lower internal EGR rate than the other cylinders.

In step S1035, kgtp (2)
If ≧ Kmax is not satisfied (“NO” in S1035), # 5
Only the inter-cylinder correction coefficient kgtp (5) of the cylinder is the reference value Km.
Since it is equal to or larger than ax, the cylinder-by-cylinder slide correction coefficient kelmt of the # 5 cylinder is expressed by the following equation 18.
(5) is set (S1050).

[0259]

[Formula 18] kelmt (5) ← kglle × Kβ [Equation 18] Therefore, the cylinder-specific slide correction coefficient kelm of the # 5 cylinder
t (5) is made smaller than the basic slide correction coefficient kglle.

Next, the cylinder slide correction coefficients kelmt (1), kelmt (2), and kelmt other than the # 5 cylinder are used.
The basic slide correction coefficient kglle is set as it is in (3), kelmt (4), and kelmt (6) (S).
1055). In this way, this processing is once terminated.

In this case, since only the target slide amount vsldt (5) of the # 5 cylinder is reduced, the ECU drives the shaft slide mechanism with a high response so that only the # 5 cylinder receives more intake air than the other cylinders. Adjust the camshaft axial slide amount to a smaller value. That is, only the # 5 cylinder has a lower internal EGR rate than the other cylinders.

In step S1030, if the inter-cylinder correction coefficients kgtp (2) and kgtp (5) of the # 2 and # 5 cylinders are both equal to or greater than the reference value Kmax ("YES" in S1030), the following equation 19 , 20, as shown in # 2, #
5 cylinder cylinder slide correction coefficient kelmt (2), k
elmt (5) is set (S1060).

[0263]

Kelmt (2) ← kglle × Kα ... [Equation 19] kelmt (5) ← kglle × Kα ... [Equation 20] Here, the correction coefficient Kα is 0 <Kα <Kβ <1, and #
The cylinder-specific slide correction coefficient kelmt for the # 2 and # 5 cylinders
(2) and kelmt (5) are both correction coefficients for making them smaller than the basic slide correction coefficient kglle and further smaller than when the correction coefficient Kβ is used. In addition, 0
<Kα = Kβ <1 may be satisfied.

Next, cylinder slide correction coefficients kelmt (1), kelmt (3), and kel other than the # 2 and # 5 cylinders.
The basic slide correction coefficient kglle is directly set in mt (4) and kelmt (6) (S1065). In this way, this processing is once terminated.

In this case, since the target slide amounts vsldt (2) and vsldt (5) of the # 2 and # 5 cylinders are both made small, the ECU drives the shaft slide mechanism with high response to make the # 2 and # 2 cylinders. The # 5 cylinder is adjusted to have a smaller axial slide amount of the intake camshaft than the other cylinders. That is, both the # 2 and # 5 cylinders are more internal EG than the other cylinders.
The R rate will be suppressed.

As described above, the basic slide correction coefficient kglle is always set as it is for the # 1, # 3, # 4, and # 6 cylinders. Therefore, the four cylinders are common and the amount of movement in the camshaft axial direction is adjusted. # 2
Only the 2nd cylinder # 5 has its camshaft axial movement adjusted independently of the 4th cylinder.

In the above configuration, the angular velocity measuring process (FIG. 15) and the average torque fluctuation value dlnismav calculating process (FIG. 16) are included in the torque fluctuation detecting means.
The process for obtaining the inter-cylinder correction coefficient is the process as the inter-cylinder fuel correction means, and the basic slide correction coefficient kglle calculation process (FIG. 20) and the cylinder-by-cylinder slide amount correction process (FIG. 21) are the valve overlap correction means and the internal exhaust gas re-correction means. This corresponds to processing as a circulation amount adjusting means.

According to the fifth embodiment described above, the following effects can be obtained. (I). Here, the cams are common to all four cylinders so that the average torque fluctuation value dlnismav calculated for the # 1, # 3, # 4, and # 6 cylinders, which is not affected by the lack of teeth, converges to the target torque fluctuation value dlnt. The amount of movement in the shaft axial direction is adjusted (S1025, S104).
5, S1055, S1065). However, for the # 2 and # 5 cylinders for which the torque fluctuation values have not been calculated, the camshafts are moved in a high response so that the inter-cylinder correction values kgtp (2) and kgtp (5) in the # 2 and # 5 cylinders are moved.
The axial movement amount of the camshaft is independently corrected in accordance with (S1040, S1050, S1060). As a result, the torque fluctuation can be suppressed by individual control even for the cylinder for which the torque fluctuation is not required.

(B). In particular, when the inter-cylinder correction value kgtp becomes equal to or greater than the reference value Kmax due to the large torque fluctuations of the # 2 and # 5 cylinders, the basic slide correction coefficient kglle and the correction coefficients Kα and Kβ for the # 2 and # 5 cylinders.
And calculate the product of cylinder and slide correction coefficient for each cylinder kelmt
(2), used as kelmt (5). This means that when feedback is performed so that the basic slide correction coefficient correction value Δkglle becomes negative and the target slide amount vsldt is reduced, the target slide amount vsldt is further reduced for the # 2 and # 5 cylinders. That is, the feedback gain is increased. By increasing the feedback gain to the slide amount in this way, it becomes possible to suppress the torque fluctuation.

The basic slide correction coefficient correction value Δkgl
Since le has become positive, the target slide amount vsl
When feedback is performed to increase dt, the target slide amount vsld for the # 2 and # 5 cylinders.
This means that the increase of t is suppressed, that is, the feedback gain is reduced. By reducing the feedback gain to the slide amount as described above, it becomes possible to suppress the torque fluctuation.

(C). If there are a plurality of cylinders in which the inter-cylinder correction value is equal to or greater than the reference value Kmax among the # 2 and # 5 cylinders, it can be estimated that the torque fluctuation is large as a whole. Therefore, the degree of suppression of the internal exhaust gas recirculation amount is strengthened by adjusting the gain according to the number of applicable cylinders. As a result, the torque fluctuation can be effectively suppressed by the individual control even for the # 2 and # 5 cylinders for which the torque fluctuation is not required.

[Sixth Embodiment] In the present embodiment, in the configuration of the fifth embodiment, instead of the cylinder-by-cylinder slide amount correction process (FIG. 21), the cylinder-by-cylinder slide amount correction process shown in FIG. 22 is performed. It is executed at the same timing as 21.

The cylinder-by-cylinder slide amount correction processing (see FIG. 2)
In 2), after step S1010, the inter-cylinder correction value kg
Arrange tp (1) to kgtp (6) in descending order (S
1015) and the steps S1020, S1030,
Instead of step S1035 (FIG. 21), step S1022
21 in that S1032 and S1037 are executed. Then, in steps S1022 and S10
32, in S1037, the magnitudes of the inter-cylinder correction values kgtp (2), kgtp (5) of the # 2, # 5 cylinders are set to the reference value Km.
Instead of comparing with ax, the inter-cylinder correction value kgtp
(2) The ranking of the size of kgtp (5) is determined.

That is, the inter-cylinder correction value k for the # 2 and # 5 cylinders
If neither gtp (2) nor kgtp (5) is in the top two of the inter-cylinder correction values kgtp (1) to kgtp (6) ("NO" in S1022), As described in the form 5, the cylinder-specific slide correction coefficients kelmt (1) to kelmt set for each cylinder.
In (6), the basic slide correction coefficient kglle is set as it is (S1025).

Further, the inter-cylinder correction values kgtp (2), kgt
If any of p (5) is in the top two (S
1022 "YES"), then the inter-cylinder correction value kgtp
It is determined whether both (2) and kgtp (5) are in the top two (S1032).

Inter-cylinder correction values kgtp (2), kgtp
If only one of (5) is in the top two (“NO” in S1032), then the inter-cylinder correction value kgt
It is determined whether or not only p (2) is in the top two (S1037). Here, the inter-cylinder correction value kgtp
If only (2) is in the top two (S1037)
"YES"), and as shown in the formula 17, the cylinder-by-cylinder slide correction coefficient kelmt (2) of the # 2 cylinder is set to "kg.
lle × Kβ ”is set (S1040), and the cylinder slide correction coefficients kelmt (1) and kel other than the # 2 cylinder are set.
mt (3), kelmt (4), kelmt (5), k
The basic slide correction coefficient kglle is directly set in elmt (6) (S1045). On the other hand, if only the inter-cylinder correction value kgtp (5) is within the top two (“NO” in S1037), as shown in the equation 18, the slide correction coefficient kelmt for each cylinder of the # 5 cylinder is determined.
“Kglle × Kβ” is set in (5) (S105
0), slide correction coefficient kelm for each cylinder other than # 5 cylinder
t (1), kelmt (2), kelmt (3), ke
The basic slide correction coefficient kglle is directly set in lmt (4) and kelmt (6) (S1055).

Inter-cylinder correction coefficient kgtp for # 2 and # 5 cylinders
If both (2) and kgtp (5) are in the top two (“YES” in S1032), the cylinder-by-cylinder slide correction coefficient kelmt of the # 2 and # 5 cylinders as shown in the equations 19 and 20. In (2) and kelmt (5), "k
“glle × Kα” is set (S1060), # 2, #
Slide correction coefficient kelmt for each cylinder other than 5 cylinders
(1), kelmt (3), kelmt (4), kel
The basic slide correction coefficient kglle is set as it is in mt (6) (S1065).

In the above structure, the angular velocity measuring process (FIG. 15) and the average torque fluctuation value dlnismav calculating process (FIG. 16) are included in the torque fluctuation detecting means.
The process for obtaining the inter-cylinder correction coefficient is the process as the inter-cylinder fuel correction means, and the basic slide correction coefficient kglle calculation process (FIG. 20) and the cylinder-by-cylinder slide amount correction process (FIG. 22) are the valve overlap correction means and the internal exhaust gas re-correction means. This corresponds to processing as a circulation amount adjusting means.

According to the sixth embodiment described above, the following effects can be obtained. (I). The inter-cylinder correction values kgtp (2), kgtp due to the large torque fluctuations of the # 2 and # 5 cylinders.
If the rank of (5) is within the second rank, the camshaft is moved in a high response, so that the inter-cylinder correction values kgtp (2), kgtp in the # 2 and # 5 cylinders are obtained.
The axial movement amount of the camshaft is independently corrected according to (5) (S1040, S1050, S1060).
As a result, the torque fluctuation can be suppressed by individual control even for the cylinder for which the torque fluctuation is not required.

In this way, the effects described in (a) to (c) of the fifth embodiment are obtained not only by comparison with the reference value Kmax but also by the order of the inter-cylinder correction values kgtp (2), kgtp (5). Obtainable.

[Embodiment 7] In the present embodiment, in addition to the processing of Embodiment 5, the cylinder-specific basic slide correction coefficient kglle (n) calculation processing of FIG. Instead of FIG. 21, the cylinder-by-cylinder slide amount correction processing of FIG. 24 is executed. Each process is a process repeatedly executed every 30 ° CA, and the average torque fluctuation value dl
After the nisav calculation process (FIG. 16), the basic slide correction coefficient kglle (n) calculation process for each cylinder (FIG. 23) and the basic slide correction coefficient kg described in the fifth embodiment are performed.
The lle calculation process (FIG. 20) is executed, and then the cylinder-by-cylinder slide amount correction process (FIG. 24) is executed. The other configuration is the same as that of the fifth embodiment. In this embodiment, the slide amount control for suppressing the torque fluctuation is performed for each cylinder by these processes.

Basic slide correction coefficient for each cylinder kglle
(N) When the calculation process (FIG. 23) is started, first, the average torque fluctuation value dlnismav calculation process (FIG. 16) is performed.
Torque fluctuation value dlnism (n) and target torque fluctuation value dln for each cylinder calculated in step S640
By using t, the cylinder-by-cylinder torque fluctuation deviation Δdln (n) is calculated as in the following Expression 21 (S1110).

[0283]

[Equation 20] Δdln (n) ← dlnt-dlnism (n) [Equation 21] Then, the cylinder-specific basic slide correction coefficient correction value is calculated using the cylinder-specific torque fluctuation deviation Δdln (n) and the target torque fluctuation value dlnt. By the process h, the cylinder-specific basic slide correction coefficient correction value Δkglle (n) is calculated (S112).
0). The cylinder-specific basic slide correction coefficient correction value calculation processing h is the same as the basic slide correction coefficient correction value calculation processing g used in step S920 of the basic slide correction coefficient kglle calculation processing (FIG. 20).

When the cylinder-specific basic slide correction coefficient correction value Δkglle (n) is set in this way, the cylinder-specific basic slide correction coefficient kglle that is currently set next.
(N) is corrected as shown in the following Expression 22 (S113
0). In this way, this process is once ended.

[0285]

[Equation 21] kglle (n) ← kglle (n) + Δkglle (n) [Equation 22] Here, kglle (n) on the right side of Equation 22 is the basic slide correction coefficient for each cylinder already obtained, and on the left side kg
lle (n) is the basic slide correction coefficient for each cylinder obtained this time.

The basic slide correction coefficient for each cylinder kgll
Since the basic slide correction coefficient kglle calculation processing (FIG. 20) is executed together with the e (n) calculation processing (FIG. 23), both the basic slide correction coefficient kglle and the cylinder-specific basic slide correction coefficient kglle (n) are calculated. Will be.

Then, the cylinder-by-cylinder slide amount correction processing (FIG. 24) is performed using these correction coefficients. In this process, first, the inter-cylinder correction coefficient kgtp (1) to kgtp
(6) is read (S1210), and the cylinder-to-cylinder correction coefficient kgtp (2) and the cylinder-to-cylinder correction coefficient kgtp (5) for the # 2 and # 5 cylinders for which the torque fluctuation is not calculated next.
It is determined whether any of the above is greater than or equal to the reference value Kmax (S1220). The reference value Kmax is the same as in the third embodiment.
Step S820 of the slide amount correction process (FIG. 18)
As mentioned in.

Here, kgtp (2) and kgtp (5)
Is smaller than the reference value Kmax (S1220
"NO"), the slide correction coefficient ke for each cylinder of the # 2 cylinder
In lmt (2), the basic slide correction coefficient kglle
The basic slide correction coefficient kglle calculated in the calculation process (FIG. 20) is set (S1225). Similarly, the cylinder-by-cylinder slide correction coefficient kelmt (5) for the # 5 cylinder
The basic slide correction coefficient kglle is also set for (S1230).

Then, the slide correction coefficients kelmt (1), kelmt for each cylinder of the # 1, # 3, # 4, and # 6 cylinders.
(3), kelmt (4), and kelmt (6), the cylinder basic slide correction coefficient kglle (n) calculated in the cylinder basic slide correction coefficient kglle (n) calculation process (FIG. 23) is calculated. 3), kglle
(4) and kgl (6) are set respectively (S1
235). In this way, this processing is once terminated.

Inter-cylinder correction coefficient kgtp (2), kgtp
If any of (5) is greater than or equal to the reference value Kmax (S1
220, "YES"), and then the inter-cylinder correction coefficient kgtp
(2) It is determined whether both kgtp (5) are greater than or equal to the reference value Kmax (S1240).

Inter-cylinder correction coefficient kgtp (2), kgtp
If neither (5) is greater than or equal to the reference value Kmax (S124
0 is “NO”), and then the inter-cylinder correction coefficient kgt of the # 2 cylinder.
It is determined whether p (2) is greater than or equal to the reference value Kmax (S1245).

Here, if kgtp (2) ≧ Kmax (“YES” in S1245), as shown in the following equation 23,
The cylinder-by-cylinder slide correction coefficient kelmt (2) of the # 2 cylinder is set (S1250).

[0293]

[Equation 22] kelmt (2) ← kglle × Kβ [Equation 23] Here, the correction coefficient Kβ is 0 <Kβ <1 as described in the fifth embodiment, and the cylinder-by-cylinder slide of the # 2 cylinder. The correction coefficient kelmt (2) is used as the basic slide correction coefficient kg
This is a correction coefficient for making it smaller than lle.

Next, the cylinder-by-cylinder slide correction coefficient k of the # 5 cylinder
For elmt (5), basic slide correction coefficient kgl
le is set (S1255). Then, as described above, the slide correction coefficients kelmt (1), kelmt (3), kelmt for each cylinder of the # 1, # 3, # 4, and # 6 cylinders.
(4), kelmt (6), cylinder basic slide correction coefficients kglle (1), kglle (3), kgll
e (4) and kgle (6) are set respectively (S
1235). In this way, this processing is once terminated.

In step S1245, kgtp (2)
If not ≧ Kmax (“NO” in S1245), # 5
Only the inter-cylinder correction coefficient kgtp (5) of the cylinder is the reference value Km.
Since it is equal to or larger than ax, first, the basic slide correction coefficient kglle is set to the cylinder-by-cylinder slide correction coefficient kelmt (2) (S1260). next,
As shown in the following equation 24, the cylinder-by-cylinder slide correction coefficient kelmt (5) is set for the # 5 cylinder (S1265).

[0296]

[Equation 23] kelmt (5) ← kgle × Kβ [Equation 24] Therefore, the cylinder-specific slide correction coefficient kelm of the # 5 cylinder
t (5) is made smaller than the basic slide correction coefficient kglle.

Then, as described above, # 1, # 3, #
Slide correction coefficient kelmt for each cylinder of 4th and 6th cylinders
(1), kelmt (3), kelmt (4), kel
The basic slide correction coefficient for each cylinder is kgll for mt (6).
e (1), kglle (3), kglle (4), kg
lle (6) is set (S1235). In this way, this processing is once terminated.

Inter-cylinder correction coefficient kgtp for # 2 and # 5 cylinders
If (2) and kgtp (5) are both equal to or greater than the reference value Kmax (“YES” in S1240), the slide correction coefficient kelm for each cylinder of the # 2 cylinder is calculated as shown in the following equation 25.
t (2) is set (S1270).

[0299]

Kelmt (2) ← kglle × Kα [Equation 25] Here, the correction coefficient Kα is 0 <Kα <Kβ <1 as described in the fifth embodiment, and the cylinder of the # 2 cylinder. This is a correction coefficient for making the separate slide correction coefficient kelmt (2) smaller than the basic slide correction coefficient kglle and further smaller than when the correction coefficient Kβ is used. still,
It may be 0 <Kα = Kβ <1.

Then, as shown in the following expression 26, the cylinder-by-cylinder slide correction coefficient kelmt (5) of the # 5 cylinder is set (S1275).

[0301]

[Formula 25] kelmt (5) ← kgle × Kα [Equation 26] Then, as described above, the slide correction coefficient kelmt (1), kelm for each cylinder of the # 1, # 3, # 4, and # 6 cylinders.
For t (3), kelmt (4), and kelmt (6),
Cylinder basic slide correction coefficient kglle (1), kgl
le (3), kglle (4), and kglle (6) are set (S1235). In this way, this processing is once terminated.

As described above, the cylinder-by-cylinder slide correction coefficients kelmt (1) to kelmt (6) are calculated for each of the six cylinders. In the slide amount control by the ECU, as shown in the equation 16 of the fifth embodiment, The axial slide amount of the intake camshaft is adjusted so that the target slide amount vsldt (n) is obtained for each cylinder.

In the above configuration, the angular velocity measuring process (FIG. 15) and the average torque fluctuation value dlnismav calculating process (FIG. 16) are included in the torque fluctuation detecting means.
The process for obtaining the inter-cylinder correction coefficient is the process as the inter-cylinder fuel correction means, the basic slide correction coefficient kglle calculation process (FIG. 20), and the cylinder-specific basic slide correction coefficient kglle.
(N) The calculation processing (FIG. 23) and the cylinder-by-cylinder slide amount correction processing (FIG. 24) correspond to the processing as the valve overlap correction means and the internal exhaust gas recirculation amount adjustment means.

According to the seventh embodiment described above, the following effects can be obtained. (I). By moving the camshaft with high response, torque fluctuation calculation is not affected by missing teeth #
Cylinder slide correction coefficients kelmt (1), kelmt (3), and kelm for 1, # 3, # 4, and # 6 cylinders
The axial movement amount is independently corrected for each cylinder by t (4) and kelmt (6). For the # 2 and # 5 cylinders in which the torque fluctuation value is not calculated due to the missing tooth, the inter-cylinder correction coefficients kgtp (2) and kgtp (5) are the reference values Km.
The cylinder internal slide correction coefficients kelmt (2) and kelmt (5) are set so as not to be larger than ax to correct the axial movement amount of the camshaft, thereby suppressing the internal exhaust gas recirculation amount. In this way, it becomes possible to suppress torque fluctuations in cylinders for which torque fluctuations are not required, and it is possible to bring each cylinder into an appropriate torque fluctuation state.

(B). (B) of the fifth embodiment,
The same effect as (C) is produced. [Embodiment 8] In the present embodiment, in Embodiment 7 described above
Cylinder slide amount correction processing (FIG. 24)
25, the cylinder-by-cylinder slide amount correction process shown in FIG. 25 is executed at the same timing as in FIG.

Incidentally, the slide amount correction process for each cylinder (see FIG.
In 5), the inter-cylinder correction value kg is added after step S1210.
Arrange tp (1) to kgtp (6) in descending order (S
1215) and the steps S1220, S1240,
Step S1222 instead of S1245 (FIG. 24).
24 is different in that S1242 and S1247 are executed.

Here, the inter-cylinder correction value k for the # 2 and # 5 cylinders
The size of gtp (2) and kgtp (5) is the reference value Kma.
Instead of comparing with x, the inter-cylinder correction value kgtp (1)
-Cylinder correction value kgtp (2) within kgtp (6),
The ranking of the size of kgtp (5) is determined. That is, the inter-cylinder correction values kgtp (2), kg of the # 2 and # 5 cylinders
If none of tp (5) is in the top two (“NO” in S1222), as described in the seventh embodiment, the slide correction coefficient kel for each cylinder of # 2 and # 5.
The basic slide correction coefficient kglle is set in mt (2) and kelmt (5), respectively (S1225, S1).
230). Then, the cylinder-specific slide correction coefficient kelmt set for each of the cylinders # 1, # 3, # 4, and # 6.
(1), kelmt (3), kelmt (4), kel
In mt (6), the basic slide correction coefficients for each cylinder, kglle (1), kglle (3), and kglle described above are included.
(4) and kgl (6) are set respectively (S1
235).

Further, the inter-cylinder correction values kgtp (2), kgt
If any of p (5) is in the top two (S
1222 “YES”), and then the inter-cylinder correction value kgtp
It is determined whether or not both (2) and kgtp (5) are in the top two (S1242). If only one of the cylinder-to-cylinder correction values kgtp (2) and kgtp (5) falls within the top two ("N" in S1242).
O ”), and then only the inter-cylinder correction value kgtp (2) is in the top 2
It is determined whether or not it is within the turn (S124).
7).

Here, if only the inter-cylinder correction value kgtp (2) is within the top two ("YE" in S1247).
S ”), the slide correction coefficient kelmt for each cylinder of the # 2 cylinder
“Kglle × Kβ” is set in (2) (S125
0), slide correction coefficient kelmt for each cylinder of # 5 cylinder
The basic slide correction coefficient kglle is set in (5) (S1255). The cylinder-specific slide correction coefficient kelmt set for each of the cylinders # 1, # 3, # 4, and # 6
(1), kelmt (3), kelmt (4), kel
In mt (6), the basic slide correction coefficients for each cylinder, kglle (1), kglle (3), and kglle described above are included.
(4) and kgl (6) are set respectively (S1
235).

Only the inter-cylinder correction value kgtp (5) is in the top 2
If it is within the number (“NO” in S1247), # 2
The basic slide correction coefficient kglle is set to the cylinder-by-cylinder slide correction coefficient kelmt (2) (S126).
0), slide correction coefficient kelmt for each cylinder of # 5 cylinder
“Kglle × Kβ” is set in (5) (S12).
65). The cylinder-specific slide correction coefficients kelmt (1), k set for each of the cylinders # 1, # 3, # 4, # 6.
elmt (3), kelmt (4), kelmt (6)
Is the basic slide correction coefficient for each cylinder kglle
(1), kglle (3), kglle (4), kgl
le (6) is set (S1235).

Inter-cylinder correction coefficient kgtp for # 2 and # 5 cylinders
If (2) and kgtp (5) are both in the top two (“YES” in S1242), the cylinder-by-cylinder slide correction coefficients kelmt (2) and kelmt for the # 2 and # 5 cylinders.
Both (kgle × Kα) are set in (5) (S
1270, S1275). And # 1, # 3, # 4, #
Cylinder slide correction coefficient ke set for each cylinder of No. 6
lmt (1), kelmt (3), kelmt (4),
In the kelmt (6), the basic slide correction coefficients for each cylinder kglle (1), kglle (3), kgll described above are included.
e (4) and kgle (6) are set respectively (S
1235).

In the above-mentioned structure, the angular velocity measuring process (FIG. 15) and the average torque fluctuation value dlnismav calculating process (FIG. 16) serve as the torque fluctuation detecting means.
The process for obtaining the inter-cylinder correction coefficient is the process as the inter-cylinder fuel correction means, the basic slide correction coefficient kglle calculation process (FIG. 20), and the cylinder-specific basic slide correction coefficient kglle.
(N) The calculation processing (FIG. 23) and the cylinder-by-cylinder slide amount correction processing (FIG. 25) correspond to the processing as the valve overlap correction means and the internal exhaust gas recirculation amount adjustment means.

According to the eighth embodiment described above, the following effects can be obtained. (I). By moving the camshaft with high response, torque fluctuation calculation is not affected by missing teeth #
Cylinder slide correction coefficients kelmt (1), kelmt (3), and kelm for 1, # 3, # 4, and # 6 cylinders
The axial movement amount is independently corrected for each cylinder by t (4) and kelmt (6). For the # 2 and # 5 cylinders in which the torque fluctuation value is not calculated due to the missing tooth, the inter-cylinder correction value kgtp is caused by the large torque fluctuation.
(2), kgtp (5) The slide correction coefficient for each cylinder kelmt is set so that it is not within the second rank from the largest rank.
(2), kelmt (5) is obtained, and the axial movement amount of the camshaft is corrected by this to suppress the internal exhaust gas recirculation amount. In this way, it becomes possible to suppress torque fluctuations in cylinders for which torque fluctuations are not required, and it is possible to bring each cylinder into an appropriate torque fluctuation state.

(B). (B) of the fifth embodiment,
The same effect as (C) is produced. [Other Embodiments] In the fifth to eighth embodiments, the slide amount of the intake camshaft is adjusted only in the # 2, # 5 cylinders or all cylinders individually. For this reason, the intake camshaft was moved to the target shaft position during the lift period of each cylinder using a high response actuator, but when the engine is rotating at high speed, it becomes difficult to control the slide amount for each cylinder. In some cases. Therefore, when the engine is rotating at a high speed, all cylinders may be controlled by a uniform slide amount. Especially, since the internal EGR rate decreases or disappears on the high rotation side, there is no problem even in this case.

In each of the above-mentioned embodiments, the intake cams of all the cylinders are attached to one shaft, but a shaft slide mechanism may be provided for each intake cam of each cylinder. In this case, even if the shaft slide mechanism does not have a high response, the slide amount of the intake camshaft can be easily adjusted only for the # 2, # 5 cylinders or for all the cylinders.

In each of the above embodiments, the exhaust valve inside the combustion chamber is made to flow back to the intake port side by advancing the valve opening timing of the intake valve, and the exhaust port side exhaust gas is introduced into the combustion chamber during the intake stroke. , Internal EGR was realized, but the intake cam was a normal flat cam and the exhaust cam was 3
The internal EGR may be executed by delaying the closing timing of the exhaust valve as a dimension cam. That is, this is a method of reintroducing the exhaust gas discharged to the exhaust port side in the intake stroke into the combustion chamber by delaying the closing timing of the exhaust valve. Even in this case, the same control as that in each of the above-described embodiments can be executed. Alternatively, the internal EGR may be executed by using both the intake cam and the exhaust cam as three-dimensional cams to open the intake valve early and close the exhaust valve late.

In each of the embodiments, as the three-dimensional intake cam of the shaft slide mechanism, the one having the sub-cam Csub as shown in FIG. 5 is used, but in addition to this, the plateau as shown in FIG. 26 is used. Shape sub cam Csub
It may not be provided. That is, in the example of FIG. 26, the valve opening timing θi of the intake valve can be adjusted by advancing by increasing the entire lift pattern of the intake valve and advancing the angle. In FIG. 26A, the amount of slide by the shaft slide mechanism is 0 mm, and the valve opening timing θi of the intake valve is in the most retarded state, so the valve overlap with the exhaust valve is minimum. In this state, the exhaust gas discharged from the combustion chamber of the engine does not flow backward from the intake port into the intake passage. Therefore, the internal EGR amount is "0". In FIG. 26B, the valve opening timing θi of the intake valve is in the most advanced state by adjusting the slide amount of the shaft slide mechanism to the maximum, and the valve overlap with the exhaust valve is maximum. In this state, the intake valve opens early,
In the exhaust stroke, part of the exhaust gas in the combustion chamber flows backward from the intake port into the intake passage. Therefore, the exhaust gas that has once flowed back into the intake passage is returned to the combustion chamber again in the intake stroke, and internal EGR is performed. As shown in FIG.
By continuously adjusting the slide amount between (A) and (B), continuous internal EGR rate adjustment can be realized. Although the lift pattern of FIG. 26 is the case of the intake valve, it is applied to the exhaust valve, and the entire lift pattern of the exhaust valve becomes large and retards,
The internal EGR rate may be continuously adjustable.
It may be applied to both the intake valve and the exhaust valve.

In the above embodiment, the cylinder injection type gasoline engine is described as an example of the internal combustion engine. However, the present invention is applicable to a port injection type gasoline engine for injecting fuel into the intake port of each cylinder. Can also be applied to diesel engines. Further, in addition to the 6-cylinder engine, an engine having a 4-cylinder or other number of cylinders can be applied.

In each of the above-mentioned embodiments, since the rotor of the engine speed sensor has a missing tooth, the # 2 and # 5 cylinders which are affected by the missing tooth in torque fluctuation calculation are different from the other cylinders. Torque fluctuations were dealt with by different cam shapes with or without processing, but if a rotor with no missing teeth is used, torque fluctuations are detected for all cylinders, and the average value of this torque fluctuation is calculated. You may control so that it may become a target torque fluctuation value.

In each of the above-described embodiments, an example in which the engine is applied to an in-line 6-cylinder engine is shown, but a V type (V angle 60
° or other angles) can be applied to 6-cylinder engines. In this case, the intake camshaft and the shaft slide mechanism may be provided independently for each bank, and the processes of the above-described embodiments may be independently performed for each bank.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram of an engine and an ECU according to a first embodiment.

FIG. 2 is an explanatory diagram of a map configuration for determining a combustion mode.

FIG. 3 is a perspective view of a three-dimensional intake cam used in the first embodiment.

FIG. 4 is an explanatory view of the shape of the three-dimensional intake cam.

FIG. 5 is an explanatory view of a profile of the three-dimensional intake cam, which is represented by a lift amount of an intake valve.

FIG. 6 is an explanatory view of a valve overlap state by the three-dimensional intake cam.

FIG. 7 is a structural explanatory view of the shaft slide mechanism according to the first embodiment.

FIG. 8 is a structural explanatory view of an engine speed sensor used in the first embodiment.

FIG. 9 is a graph showing a relationship between a pulse signal and a stroke state of each cylinder.

FIG. 10 is a flowchart of angular velocity measurement processing executed by the ECU of the first embodiment.

FIG. 11 is a flowchart of a torque fluctuation value dlnism calculation process.

FIG. 12 is a flowchart of slide amount correction processing.

FIG. 13 is a flowchart of a slide correction coefficient kvtrq calculation process.

FIG. 14 is a graph of lift amount showing a difference in cam shape according to the second embodiment.

FIG. 15 is a flowchart of angular velocity measurement processing according to the second embodiment.

FIG. 16 is a flowchart of an average torque fluctuation value dlnismav calculation process.

FIG. 17 is a flowchart of slide amount correction processing.

FIG. 18 is a flowchart of slide amount correction processing according to the third embodiment.

FIG. 19 is a flowchart of slide amount correction processing according to the fourth embodiment.

FIG. 20 is a basic slide correction coefficient kg in the fifth embodiment.
The flowchart of lle calculation processing.

FIG. 21 is a flowchart of a cylinder-by-cylinder slide amount correction process.

FIG. 22 is a flowchart of cylinder-by-cylinder slide amount correction processing according to the sixth embodiment.

FIG. 23 is a flowchart of cylinder-specific basic slide correction coefficient kglle (n) calculation processing according to the seventh embodiment.

FIG. 24 is a flow chart of cylinder-by-cylinder slide amount correction processing.

FIG. 25 is a flowchart of cylinder-by-cylinder slide amount correction processing according to the eighth embodiment.

FIG. 26 is an explanatory view of a valve overlap state by a cam having another shape.

[Explanation of symbols]

2 ... Engine, 4 ... ECU, 10 ... Combustion chamber, 12 ... Fuel injection valve, 14 ... Spark plug, 16 ... Intake port, 1
8 ... intake valve, 20 ... intake passage, 22 ... surge tank, 24 ... throttle motor, 26 ... throttle valve, 28 ... throttle opening sensor, 30 ... intake pressure sensor, 32 ... exhaust port, 34 ... exhaust valve, 36 ... Exhaust passage, 38 ... Start catalyst, 40 ... NOx storage reduction catalyst, 44 ... Accelerator pedal, 50 ... Three-dimensional intake cam, 50a ... Intake camshaft, 50b ... Cam follower, 52 ... Exhaust cam, 52a ... Exhaust camshaft, 52
b ... cam follower, 54 ... crankshaft, 56 ... accelerator opening sensor, 58 ... engine speed sensor, 58a ... rotor, 58b ... pickup part, 60 ... reference crank angle sensor, 62 ... shaft position sensor, 64 ... air-fuel ratio sensor , 66 ... First O2 sensor, 68 ... Second O2 sensor, 7
0 ... Shaft slide mechanism, 80 ... Cam surface, 82 ... Nose, 84 ... First end surface, 86 ... Second end surface, 90 ... Cylinder tube, 90a ... First pressure chamber, 90b ... Second pressure chamber, 90c ... Straight spline , 92 ... Shaft moving piston, 92a ... Spline part, 94 ... OC
V, 96 ... Timing sprocket, 98 ... Spring, 100 ... Discharge passage, 102 ... Oil pan, 104 ...
Supply passages, PK1 to PK34 ... Teeth, PKB ... missing teeth.

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI theme code (reference) F02D 41/04 320 F02D 41/04 320 45/00 362 45/00 362E 364 364B F02M 25/07 510 F02M 25 / 07 510B 550 550G 550R F-term (reference) 3G018 AB02 AB07 AB16 BA03 BA04 BA09 BA29 BA31 BA32 BA33 CA06 CA18 CA19 DA01 DA03 DA20 DA75 EA02 EA11 EA20 EA22 EA25 EA31 FA01 FA06 FA07 FA09 GA06 GA08 3G062 AA01 AA10 BA09 CA00 GA05 GA06 3G084 BA01 BA02 BA03 BA13 BA20 BA23 DA01 DA02 DA11 DA12 DA15 EB25 EC02 EC03 FA10 FA18 FA20 FA32. HA13Z HB01Z HD04Z HD07Z HD10Z HE01Z HE03Z HE06Z HE08Z HF 08Z 3G301 HA01 HA06 HA13 HA19 JA01 JA04 JA21 KA09 KA25 LA01 LB01 LC01 LC04 MA11 NA01 NA08 NB12 ND01 ND02 NE01 PA11Z PA12Z PA17Z PD01Z PE01Z PE03Z PE05Z PE06Z PE07Z PE08Z PE10Z

Claims (54)

[Claims] 1. An internal combustion engine for controlling an internal exhaust gas recirculation rate by obtaining a basic valve overlap amount according to an operating state of the internal combustion engine and adjusting an actual valve overlap amount based on the basic valve overlap amount. The internal exhaust gas recirculation control method for an internal combustion engine, wherein the torque fluctuation or the misfire state of the internal combustion engine is adjusted by correcting the basic valve overlap amount. 2. The structure according to claim 1, wherein the adjustment of the actual valve overlap amount uses a three-dimensional cam whose cam profile continuously changes in an axial direction for one or both of an intake cam and an exhaust cam. A method for controlling internal exhaust gas recirculation of an internal combustion engine, which is performed by adjusting an axial movement amount of the three-dimensional cam. 3. The structure according to claim 2, wherein the three cylinders provided in the internal combustion engine are provided for each cylinder.
A two-dimensional cam is rotated by a camshaft common to a plurality of cylinders, and the actual valve overlap amount is adjusted by adjusting the axial movement amount of the camshaft. Recirculation control method. 4. The structure according to claim 3, wherein the correction of the basic valve overlap amount is performed commonly to a plurality of cylinders so that the average torque fluctuation value among the plurality of cylinders converges to a target torque fluctuation value. A method for controlling internal exhaust gas recirculation of an internal combustion engine, which is characterized. 5. The structure according to claim 3, wherein a torque change per unit period in each cylinder is detected, and the torque fluctuation value in the cylinder exhibiting the maximum value among the torque changes converges to a target torque fluctuation value. As described above, the internal exhaust gas recirculation control method for an internal combustion engine, wherein the correction of the basic valve overlap amount is executed commonly to a plurality of cylinders. 6. The structure according to claim 3, wherein a torque variation per unit period in each cylinder is detected, and the torque variation value in the cylinder having the highest frequency among the torque variations is the target torque variation value. The internal exhaust gas recirculation control method for an internal combustion engine, wherein the correction of the basic valve overlap amount is executed commonly for a plurality of cylinders so as to converge to the above. 7. The structure according to claim 5 or 6, wherein the torque change and the torque fluctuation are calculated based on a signal detected in association with the rotation of the rotor which is interlocked with the crankshaft of the internal combustion engine and has a toothless portion. The internal exhaust of an internal combustion engine, wherein torque change and torque fluctuation are calculated in some cylinders by using the signal output at different timings from other cylinders due to the presence of the missing tooth. Recirculation control method. 8. The torque fluctuation calculation is affected by the missing tooth based on a signal detected by the rotation of a rotor which is interlocked with a crankshaft of an internal combustion engine and has a missing tooth in the structure according to claim 3. A torque variation value is calculated for a cylinder that is not controlled, and the axial movement amount of the camshaft is adjusted in common for a plurality of cylinders so that the inter-cylinder average value of the torque variation value converges to the target torque variation value. The inter-cylinder correction value for adjusting the fuel supply amount between the cylinders is calculated for each cylinder so that the angular velocities of the cylinders are obtained and the respective angular velocities are uniform. An internal exhaust gas recirculation control method for an internal combustion engine, comprising: adjusting an axial exhaust gas recirculation amount for a plurality of cylinders in common in accordance with a correction value to adjust an internal exhaust gas recirculation amount. 9. In the structure according to claim 3, the torque variation calculation is influenced by the toothless portion based on a signal detected in association with the rotation of a rotor which is interlocked with the crankshaft of the internal combustion engine and has a toothless tooth. A torque variation value is calculated for a cylinder that is not controlled, and the axial movement amount of the camshaft is adjusted in common for a plurality of cylinders so that the inter-cylinder average value of the torque variation value converges to the target torque variation value. While calculating the inter-cylinder correction value for adjusting the fuel supply amount between the cylinders so that the angular velocities of the cylinders are obtained and the respective angular velocities are uniform, for the cylinders in which the torque fluctuation value is not calculated, ,
An internal exhaust gas recirculation control method for an internal combustion engine, comprising: correcting an axial movement amount of the camshaft to adjust an internal exhaust gas recirculation amount according to an inter-cylinder correction value in the cylinder. 10. The structure according to claim 3, wherein torque fluctuation calculation is affected by the toothless portion based on a signal detected in association with rotation of a rotor that is interlocked with a crankshaft of an internal combustion engine and has a toothless tooth. For the cylinders for which the torque fluctuation value is not calculated, the torque fluctuation value is calculated for the cylinders that are not controlled, and the axial movement amount of the camshaft is adjusted for each cylinder so that the torque fluctuation value converges to the target torque fluctuation value. Adjusts the axial movement amount of the camshaft according to the axial movement amount adjustment of the cylinder for which the torque fluctuation value is calculated, obtains the angular velocity of each cylinder from the signal, and makes each angular velocity uniform. While calculating the inter-cylinder correction value for adjusting the fuel supply amount between the cylinders for each cylinder, for the cylinder for which the torque fluctuation value was not calculated,
An internal exhaust gas recirculation control method for an internal combustion engine, comprising: correcting an axial movement amount of the camshaft to adjust an internal exhaust gas recirculation amount according to an inter-cylinder correction value in the cylinder. 11. The torque fluctuation calculation is affected by the toothless portion on the basis of a signal detected in accordance with the rotation of a rotor which is interlocked with a crankshaft of an internal combustion engine and has a toothless portion in the structure according to claim 3. A torque variation value is calculated for a cylinder that is not controlled, and the axial movement amount of the camshaft is adjusted in common for a plurality of cylinders so that the inter-cylinder average value of the torque variation value converges to the target torque variation value. The inter-cylinder correction value for adjusting the fuel supply amount between the cylinders is calculated for each cylinder so that the angular velocities of the cylinders are obtained and the respective angular velocities are uniform, and the maximum or maximum of the inter-cylinder correction values is calculated. If the corresponding inter-cylinder correction value is the value in the cylinder for which the torque fluctuation value has not been calculated, the axial movement amount of the camshaft is corrected for a plurality of cylinders to suppress the internal exhaust gas recirculation amount. An internal exhaust gas recirculation control method for an internal combustion engine, which is characterized by controlling the internal exhaust gas. 12. The configuration according to claim 11, wherein, when there are a plurality of cylinders for which the torque fluctuation value has not been calculated, the inter-cylinder correction value corresponds to a maximum value or a value based on the maximum value among the cylinders. The internal exhaust gas recirculation of the internal combustion engine is characterized in that the axial movement amount of the camshaft is corrected in common for a plurality of cylinders so as to increase the degree of suppression of the internal exhaust gas recirculation amount according to the number of cylinders to be operated. Circulation control method. 13. The torque fluctuation calculation is affected by the toothless portion based on a signal detected by the rotation of a rotor having a toothless portion which is interlocked with a crankshaft of an internal combustion engine. For the cylinders for which the torque fluctuation value is not calculated, the torque fluctuation value is calculated for the cylinders that are not controlled, and the axial movement amount of the camshaft is adjusted for each cylinder so that the torque fluctuation value converges to the target torque fluctuation value. Adjusts the axial movement amount of the camshaft according to the axial movement amount adjustment of the cylinder for which the torque fluctuation value is calculated, obtains the angular velocity of each cylinder from the signal, and makes each angular velocity uniform. While calculating the inter-cylinder correction value for adjusting the fuel supply amount between the cylinders for each cylinder, for the cylinder for which the torque fluctuation value was not calculated,
Internal combustion recirculation amount is suppressed by correcting the axial movement amount of the camshaft so that the inter-cylinder correction value in the cylinder does not become higher in the order of the larger inter-cylinder correction values. Internal exhaust gas recirculation control method for engines. 14. The torque fluctuation calculation is affected by the missing tooth on the basis of a signal detected in accordance with the rotation of a rotor having a missing tooth in conjunction with a crankshaft of an internal combustion engine. A torque variation value is calculated for a cylinder that is not controlled, and the axial movement amount of the camshaft is adjusted in common for a plurality of cylinders so that the inter-cylinder average value of the torque variation value converges to the target torque variation value. The inter-cylinder correction value for adjusting the fuel supply amount between the cylinders is calculated for each cylinder so that the angular velocities of the cylinders are obtained and the respective angular velocities are uniform. If the inter-compensation value is larger than the reference value, the internal exhaust gas recirculation amount of the internal combustion engine is suppressed by correcting the axial movement amount of the camshaft for a plurality of cylinders in common. Ring control method. 15. The structure according to claim 14, wherein when there are a plurality of cylinders for which the torque fluctuation value is not calculated, the inter-cylinder correction value corresponds to a value larger than a reference value among the cylinders. The internal exhaust gas recirculation of the internal combustion engine is characterized in that the axial movement amount of the camshaft is corrected in common for a plurality of cylinders so as to increase the degree of suppression of the internal exhaust gas recirculation amount according to the number of cylinders to be operated. Circulation control method. 16. In the structure according to claim 3, the torque variation calculation is influenced depending on the toothless portion based on a signal detected in association with the rotation of the rotor which is interlocked with the crankshaft of the internal combustion engine and has the toothless portion. For the cylinders for which the torque fluctuation value is not calculated, the torque fluctuation value is calculated for the cylinders that are not controlled, and the axial movement amount of the camshaft is adjusted for each cylinder so that the torque fluctuation value converges to the target torque fluctuation value. Adjusts the axial movement amount of the camshaft according to the axial movement amount adjustment of the cylinder for which the torque fluctuation value is calculated, obtains the angular velocity of each cylinder from the signal, and makes each angular velocity uniform. While calculating the inter-cylinder correction value for adjusting the fuel supply amount between the cylinders for each cylinder, for the cylinder for which the torque fluctuation value was not calculated,
An internal exhaust gas recirculation control of an internal combustion engine, characterized in that an axial movement amount of the camshaft is corrected to suppress an internal exhaust gas recirculation amount so that an inter-cylinder correction value in the cylinder does not become larger than a reference value. Method. 17. The structure according to claim 3, wherein the torque fluctuation calculation is affected by the missing tooth based on a signal detected with the rotation of a rotor which is interlocked with the crankshaft of the internal combustion engine and has the missing tooth. A torque variation value is calculated for a cylinder that is not controlled, and the axial movement amount of the camshaft is adjusted in common for a plurality of cylinders so that the inter-cylinder average value of the torque variation value converges to the target torque variation value. While calculating the inter-cylinder correction value for adjusting the fuel supply amount between the cylinders so that the angular velocities of the cylinders are obtained and the respective angular velocities are uniform, for the cylinders in which the torque fluctuation value is not calculated, ,
Internal combustion recirculation amount is suppressed by correcting the axial movement amount of the camshaft so that the inter-cylinder correction value in the cylinder does not become higher in the order of the larger inter-cylinder correction values. Internal exhaust gas recirculation control method for engines. 18. In the structure according to claim 3, the torque variation calculation is affected by the toothless portion based on a signal detected in association with the rotation of a rotor which is interlocked with the crankshaft of the internal combustion engine and has a toothless tooth. A torque variation value is calculated for a cylinder that is not controlled, and the axial movement amount of the camshaft is adjusted in common for a plurality of cylinders so that the inter-cylinder average value of the torque variation value converges to the target torque variation value. While calculating the inter-cylinder correction value for adjusting the fuel supply amount between the cylinders so that the angular velocities of the cylinders are obtained and the respective angular velocities are uniform, for the cylinders in which the torque fluctuation value is not calculated, ,
An internal exhaust gas recirculation control method for an internal combustion engine, which corrects an axial movement amount of the camshaft so as to suppress an internal exhaust gas recirculation amount so that an inter-cylinder correction value in the cylinder does not become larger than a reference value. . 19. The structure according to claim 8, wherein the target torque fluctuation value is corrected.
An internal exhaust gas recirculation control method for an internal combustion engine, comprising: correcting the axial movement amount of the camshaft to adjust the internal exhaust gas recirculation amount. 20. In the structure according to claim 3, the torque fluctuation calculation is influenced depending on the toothless portion based on a signal detected with the rotation of the rotor which is interlocked with the crankshaft of the internal combustion engine and has the toothless tooth. A torque variation value is calculated for a cylinder that is not controlled, and the axial movement amount of the camshaft is adjusted in common for a plurality of cylinders so that the inter-cylinder average value of the torque variation value converges to the target torque variation value. While calculating the inter-cylinder correction value for adjusting the fuel supply amount between the cylinders so that the angular velocities of the cylinders are obtained and the respective angular velocities are uniform, for the cylinders in which the torque fluctuation value is not calculated, ,
The internal exhaust gas recirculation amount is suppressed by increasing the gain when adjusting the axial movement amount of the cam shaft in the direction of decreasing the actual valve overlap amount according to the magnitude of the inter-cylinder correction value in the cylinder. An internal exhaust gas recirculation control method for an internal combustion engine, comprising: 21. In the structure according to claim 3, the torque variation calculation is affected by the toothless portion based on a signal detected in association with the rotation of a rotor that is interlocked with the crankshaft of the internal combustion engine and has a toothless portion. A torque variation value is calculated for a cylinder that is not controlled, and the axial movement amount of the camshaft is adjusted in common for a plurality of cylinders so that the inter-cylinder average value of the torque variation value converges to the target torque variation value. The inter-cylinder correction value for adjusting the fuel supply amount between the cylinders is calculated for each cylinder so that the angular velocities of the cylinders are obtained and the respective angular velocities are uniform, and the maximum or maximum of the inter-cylinder correction values is calculated. If the corresponding inter-cylinder correction value is the value in the cylinder for which the torque fluctuation value has not been calculated, the camshaft is set in such a direction as to reduce the actual valve overlap amount for the cylinder. An internal exhaust gas recirculation control method for an internal combustion engine, characterized in that an internal exhaust gas recirculation amount is suppressed by increasing a gain when adjusting an axial movement amount of the internal combustion engine. 22. In the structure according to claim 21, when there are a plurality of cylinders for which the torque fluctuation value has not been calculated, the inter-cylinder correction value corresponds to a maximum value or a value based on the maximum value among the cylinders. The internal exhaust gas recirculation amount is increased by increasing the gain when adjusting the axial movement amount of the camshaft in the direction of decreasing the actual valve overlap amount according to the number of cylinders to be operated. A method for controlling internal exhaust gas recirculation of an internal combustion engine, which is characterized by suppressing. 23. In the structure according to claim 3, the torque fluctuation calculation is influenced depending on the toothless portion based on a signal detected in association with the rotation of the rotor which is interlocked with the crankshaft of the internal combustion engine and has the toothless tooth. A torque variation value is calculated for a cylinder that is not controlled, and the axial movement amount of the camshaft is adjusted in common for a plurality of cylinders so that the inter-cylinder average value of the torque variation value converges to the target torque variation value. The inter-cylinder correction value for adjusting the fuel supply amount between the cylinders is calculated for each cylinder so that the angular velocities of the cylinders are obtained and the respective angular velocities are uniform. When the inter-valve correction value is larger than the reference value, the gain for adjusting the axial movement amount of the camshaft is increased for the cylinder in the direction of decreasing the actual valve overlap amount. An internal exhaust gas recirculation control method for an internal combustion engine, characterized in that the internal exhaust gas recirculation amount is suppressed by doing so. 24. In the configuration according to claim 23, when there are a plurality of cylinders for which the torque fluctuation value has not been calculated, the inter-cylinder correction value corresponds to a value larger than a reference value among the cylinders. The internal exhaust gas recirculation amount is increased by increasing the gain when adjusting the axial movement amount of the camshaft in the direction of decreasing the actual valve overlap amount according to the number of cylinders to be operated. A method for controlling internal exhaust gas recirculation of an internal combustion engine, which is characterized by suppressing. 25. In the structure according to any one of claims 20 to 24, when the axial movement amount of the cam shaft is adjusted in a direction of increasing the actual valve overlap amount,
An internal exhaust gas recirculation control method for an internal combustion engine, which is characterized by reducing a gain. 26. In the structure according to claim 3, the torque variation calculation is influenced by the toothless portion based on a signal detected in accordance with the rotation of a rotor which is interlocked with a crankshaft of an internal combustion engine and has a toothless tooth. A torque fluctuation value is calculated for a cylinder that is not controlled, and the axial movement amount of the camshaft is adjusted in common for a plurality of cylinders so that the inter-cylinder average value of the torque fluctuation value converges to the target torque fluctuation value. The internal exhaust gas recirculation rate of the three-dimensional cam provided in the cylinder whose value is not calculated is smaller than that of the three-dimensional cam provided in the cylinder whose torque fluctuation value is calculated. 2. An internal exhaust gas recirculation control method for an internal combustion engine, characterized in that a valve overlap state is set in the. 27. The structure according to claim 26, wherein:
The three-dimensional cam includes a main cam characteristic portion and a sub cam characteristic portion, and the sub cam characteristic portion changes in the axial direction, so that the state of valve overlap is adjusted by adjusting the axial movement amount of the cam shaft. Is
The sub-cam characteristic portion of the three-dimensional cam provided in the cylinder where the torque variation value is not calculated is formed smaller than the sub-cam characteristic portion of the three-dimensional cam provided in the cylinder where the torque variation value is calculated. An internal exhaust gas recirculation control method for an internal combustion engine, comprising: 28. A valve overlap adjusting mechanism for adjusting the valve overlap amount of an internal combustion engine, wherein the basic valve overlap amount is obtained according to the operating state of the internal combustion engine,
An internal exhaust gas recirculation control device for an internal combustion engine, which controls an internal exhaust gas recirculation rate by adjusting an actual valve overlap amount by the valve overlap adjustment mechanism based on the basic valve overlap amount. And a valve for adjusting the torque fluctuation or the misfire state of the internal combustion engine by correcting the basic valve overlap amount based on the torque fluctuation detected by the torque fluctuation detecting means. An internal exhaust gas recirculation control device for an internal combustion engine, comprising: overlap correction means. 29. The valve overlap adjusting mechanism according to claim 28, wherein the valve overlap adjusting mechanism uses a three-dimensional cam whose cam profile continuously changes in an axial direction for one or both of an intake cam and an exhaust cam. An internal exhaust gas recirculation control device for an internal combustion engine, which is configured to adjust an axial movement amount of a three-dimensional cam. 30. The valve overlap adjusting mechanism according to claim 29, wherein the three-dimensional cam provided for each of the plurality of cylinders provided in the internal combustion engine is a cam common to the plurality of cylinders. An internal exhaust gas recirculation control device for an internal combustion engine, which is configured to rotate the shaft and adjust the actual valve overlap amount by adjusting an axial movement amount of the camshaft. 31. The valve overlap correcting means according to claim 30, wherein the basic valve overlap is common to a plurality of cylinders so that an average torque fluctuation value among the plurality of cylinders converges to a target torque fluctuation value. An internal exhaust gas recirculation control device for an internal combustion engine, characterized in that the correction of the amount is executed. 32. The structure according to claim 30, further comprising a torque change detecting means for detecting a torque change per unit period in each cylinder, wherein the valve overlap correcting means is detected by the torque change detecting means. Internal of an internal combustion engine characterized by executing the correction of the basic valve overlap amount common to a plurality of cylinders so that the torque fluctuation value in the cylinder showing the maximum value among the torque changes converges to the target torque fluctuation value. Exhaust gas recirculation control device. 33. The structure according to claim 30, further comprising a torque change detecting means for detecting a torque change per unit period in each cylinder, wherein the valve overlap correcting means is detected by the torque change detecting means. Internal combustion characterized by executing the correction of the basic valve overlap amount common to a plurality of cylinders so that the torque fluctuation value in a cylinder having a high frequency among the torque changes and having a high frequency converges to a target torque fluctuation value. Internal exhaust gas recirculation control device for engines. 34. The structure according to claim 32 or 33, wherein the torque change detecting means and the torque change detecting means are detected in association with the rotation of a rotor which is interlocked with a crankshaft of an internal combustion engine and has a toothless portion. The torque change and the torque fluctuation are calculated based on the signal, and the torque change and the torque fluctuation are calculated by using the signal output in some cylinders at a different timing from other cylinders due to the presence of the tooth missing. An internal exhaust gas recirculation control device for an internal combustion engine, characterized in that: 35. The torque fluctuation detecting means according to claim 30, based on a signal output from a rotation sensor in association with rotation of a rotor which is interlocked with a crankshaft of an internal combustion engine and has a toothless portion, The torque fluctuation value is detected for a cylinder in which the torque fluctuation calculation is not affected by the tooth loss, and the valve overlap correction means determines that the inter-cylinder average value of the torque fluctuation values detected by the torque fluctuation detection means is the target torque. The axial movement amount of the camshaft is adjusted for a plurality of cylinders so as to converge to a fluctuation value, and the angular velocity of each cylinder is obtained from the signal output from the rotation sensor so that each angular velocity becomes uniform. Inter-cylinder fuel correction means for calculating the inter-cylinder correction value for adjusting the fuel supply amount of each cylinder, and the cylinder for which the torque fluctuation value has not been calculated. The internal exhaust gas recirculation amount adjusting means for adjusting the internal exhaust gas recirculation amount by correcting the axial movement amount of the cam shaft in common for a plurality of cylinders according to the inter-cylinder correction value. Internal exhaust gas recirculation control device for internal combustion engine. 36. The torque fluctuation detecting means according to claim 30, based on a signal output from a rotation sensor in association with rotation of a rotor which is interlocked with a crankshaft of an internal combustion engine and has a toothless portion, The torque fluctuation value is detected for a cylinder in which the torque fluctuation calculation is not affected by the tooth loss, and the valve overlap correction means determines that the inter-cylinder average value of the torque fluctuation values detected by the torque fluctuation detection means is the target torque. The axial movement amount of the camshaft is adjusted for a plurality of cylinders so as to converge to a fluctuation value, and the angular velocity of each cylinder is obtained from the signal output from the rotation sensor so that each angular velocity becomes uniform. Inter-cylinder fuel correction means for calculating the inter-cylinder correction value for adjusting the fuel supply amount of each cylinder, and the cylinder for which the torque fluctuation value has not been calculated. Information,
An internal exhaust gas recirculation amount adjusting means for correcting the axial movement amount of the camshaft in accordance with the inter-cylinder correction value in the cylinder to adjust the internal exhaust gas recirculation amount. Internal exhaust gas recirculation control device. 37. The torque fluctuation detecting means according to claim 30, based on a signal output from a rotation sensor in association with rotation of a rotor which is interlocked with a crankshaft of an internal combustion engine and has a toothless portion, The torque fluctuation value is detected for a cylinder whose torque fluctuation calculation is not affected by the tooth loss, and the valve overlap correction means converges the torque fluctuation value detected by the torque fluctuation detection means to a target torque fluctuation value. As described above, the axial movement amount of the camshaft is adjusted for each cylinder, and the fuel supply amount between the cylinders is adjusted so that each angular velocity is uniform by obtaining the angular velocity of each cylinder from the signal output from the rotation sensor. For the inter-cylinder fuel correction means for calculating the inter-cylinder correction value for each cylinder, and the cylinder for which the torque fluctuation value has not been calculated,
The axial movement amount of the camshaft is adjusted according to the axial movement amount adjustment of the cylinder for which the torque fluctuation value is calculated, and the axial movement amount of the camshaft is adjusted according to the inter-cylinder correction value. An internal exhaust gas recirculation control device for an internal combustion engine, comprising: an internal exhaust gas recirculation amount adjusting means for correcting and adjusting the internal exhaust gas recirculation amount. 38. The torque fluctuation detecting means according to claim 30, based on a signal output from a rotation sensor in association with rotation of a rotor which is interlocked with a crankshaft of an internal combustion engine and has a toothless portion, The torque fluctuation value is detected for a cylinder in which the torque fluctuation calculation is not affected by the tooth loss, and the valve overlap correction means determines that the inter-cylinder average value of the torque fluctuation values detected by the torque fluctuation detection means is the target torque. The axial movement amount of the camshaft is adjusted for a plurality of cylinders so as to converge to a fluctuation value, and the angular velocity of each cylinder is obtained from the signal output from the rotation sensor so that each angular velocity becomes uniform. Inter-cylinder fuel correction means for calculating the inter-cylinder correction value for adjusting the fuel supply amount of each cylinder, and the inter-cylinder fuel correction means calculated by the inter-cylinder fuel correction means. If the maximum or the inter-cylinder correction value according to the maximum among the positive values is the value in the cylinder for which the torque fluctuation value has not been calculated, correct the axial movement amount of the camshaft for a plurality of cylinders. An internal exhaust gas recirculation control device for an internal combustion engine, comprising: an internal exhaust gas recirculation amount adjusting means for suppressing an internal exhaust gas recirculation amount. 39. The internal exhaust gas recirculation amount adjusting means according to claim 38, wherein when there are a plurality of cylinders for which the torque fluctuation value has not been calculated, among the cylinders,
The amount of axial movement of the camshaft is common to a plurality of cylinders so as to strengthen the degree of suppression of the internal exhaust gas recirculation amount in accordance with the number of cylinders whose inter-cylinder correction value is the maximum or a value corresponding to the maximum value. An internal exhaust gas recirculation control device for an internal combustion engine, characterized in that: 40. The torque fluctuation detecting means according to claim 30, based on a signal output from a rotation sensor in association with rotation of a rotor which is interlocked with a crankshaft of an internal combustion engine and has a toothless portion, The torque fluctuation value is detected for a cylinder whose torque fluctuation calculation is not affected by the tooth loss, and the valve overlap correction means converges the torque fluctuation value detected by the torque fluctuation detection means to a target torque fluctuation value. As described above, the axial movement amount of the camshaft is adjusted for each cylinder, and the fuel supply amount between the cylinders is adjusted so that each angular velocity is uniform by obtaining the angular velocity of each cylinder from the signal output from the rotation sensor. For the inter-cylinder fuel correction means for calculating the inter-cylinder correction value for each cylinder, and the cylinder for which the torque fluctuation value has not been calculated,
The axial movement amount of the camshaft is adjusted according to the axial movement amount adjustment of the cylinder for which the torque fluctuation value is calculated, and the inter-cylinder correction value is calculated by the inter-cylinder fuel correction means. An internal exhaust gas recirculation amount adjusting means for correcting the axial movement amount of the cam shaft so as to prevent the internal exhaust gas recirculation amount from increasing in order from the largest of the correction values among all cylinders. An internal exhaust gas recirculation control device for an internal combustion engine, which is characterized. 41. The torque fluctuation detecting means according to claim 30, based on a signal output from a rotation sensor in association with rotation of a rotor which is interlocked with a crankshaft of an internal combustion engine and has a toothless portion, The torque fluctuation value is detected for a cylinder in which the torque fluctuation calculation is not affected by the tooth loss, and the valve overlap correction means determines that the inter-cylinder average value of the torque fluctuation values detected by the torque fluctuation detection means is the target torque. The axial movement amount of the camshaft is adjusted for a plurality of cylinders so as to converge to a fluctuation value, and the angular velocity of each cylinder is obtained from the signal output from the rotation sensor so that each angular velocity becomes uniform. The inter-cylinder fuel correction means for calculating the inter-cylinder correction value for adjusting the fuel supply amount of each cylinder, and the cylinder for which the torque fluctuation value has not been calculated. When the inter-cylinder correction value is larger than the reference value, the internal exhaust gas recirculation amount adjusting means for correcting the axial movement amount of the camshaft and suppressing the internal exhaust gas recirculation amount is provided for a plurality of cylinders in common. An internal exhaust gas recirculation control device for an internal combustion engine, comprising: 42. The internal exhaust gas recirculation amount adjusting means according to claim 41, wherein when there are a plurality of cylinders for which the torque fluctuation value has not been calculated, among the cylinders,
Depending on the number of cylinders whose inter-cylinder correction value is greater than the reference value, the amount of axial movement of the camshaft is common to a plurality of cylinders so as to strengthen the degree of suppression of the internal exhaust gas recirculation amount. An internal exhaust gas recirculation control device for an internal combustion engine, characterized in that: 43. The torque fluctuation detecting means according to claim 30, based on a signal output from a rotation sensor in association with rotation of a rotor which is interlocked with a crankshaft of an internal combustion engine and has a toothless portion, The torque fluctuation value is detected for a cylinder whose torque fluctuation calculation is not affected by the tooth loss, and the valve overlap correction means converges the torque fluctuation value detected by the torque fluctuation detection means to a target torque fluctuation value. As described above, the axial movement amount of the camshaft is adjusted for each cylinder, and the fuel supply amount between the cylinders is adjusted so that each angular velocity is uniform by obtaining the angular velocity of each cylinder from the signal output from the rotation sensor. For the inter-cylinder fuel correction means for calculating the inter-cylinder correction value for each cylinder, and the cylinder for which the torque fluctuation value has not been calculated,
The camshaft is adjusted in accordance with the axial movement amount adjustment of the cylinder for which the torque variation value is calculated, and the inter-cylinder correction value does not become larger than a reference value. An internal exhaust gas recirculation control device for an internal combustion engine, comprising: an internal exhaust gas recirculation amount adjusting means for correcting the axial movement amount of the internal exhaust gas recirculation amount to suppress the internal exhaust gas recirculation amount. 44. The torque fluctuation detection means according to claim 30, based on a signal output from a rotation sensor in association with rotation of a rotor which is interlocked with a crankshaft of an internal combustion engine and has a toothless portion, The torque fluctuation value is detected for a cylinder in which the torque fluctuation calculation is not affected by the tooth loss, and the valve overlap correction means determines that the inter-cylinder average value of the torque fluctuation values detected by the torque fluctuation detection means is the target torque. The axial movement amount of the camshaft is adjusted for a plurality of cylinders so as to converge to a fluctuation value, and the angular velocity of each cylinder is obtained from the signal output from the rotation sensor so that each angular velocity becomes uniform. Inter-cylinder fuel correction means for calculating the inter-cylinder correction value for adjusting the fuel supply amount of each cylinder, and the cylinder for which the torque fluctuation value has not been calculated. Information,
Internal exhaust gas recirculation amount adjustment that corrects the axial movement amount of the camshaft and suppresses the internal exhaust gas recirculation amount so that the inter-cylinder correction value in the cylinders does not become higher in order from the larger correction value among all cylinders. An internal exhaust gas recirculation control device for an internal combustion engine, comprising: 45. The torque fluctuation detecting means according to claim 30, based on a signal output from a rotation sensor in association with rotation of a rotor which is interlocked with a crankshaft of an internal combustion engine and has a toothless portion, The torque fluctuation value is detected for a cylinder in which the torque fluctuation calculation is not affected by the tooth loss, and the valve overlap correction means determines that the inter-cylinder average value of the torque fluctuation values detected by the torque fluctuation detection means is the target torque. The axial movement amount of the camshaft is adjusted for a plurality of cylinders so as to converge to a fluctuation value, and the angular velocity of each cylinder is obtained from the signal output from the rotation sensor so that each angular velocity becomes uniform. Inter-cylinder fuel correction means for calculating the inter-cylinder correction value for adjusting the fuel supply amount of each cylinder, and the cylinder for which the torque fluctuation value has not been calculated. Information,
Internal exhaust gas recirculation amount adjusting means for correcting the axial movement amount of the camshaft so as to prevent the inter-cylinder correction value in the cylinder from becoming larger than a reference value, and suppressing the internal exhaust gas recirculation amount. An internal exhaust gas recirculation control device for an internal combustion engine, which is characterized. 46. In the structure according to any one of claims 35 to 45, the internal exhaust gas recirculation amount adjusting means corrects the axial movement amount of the cam shaft by correcting the target torque fluctuation value. An internal exhaust gas recirculation control device for an internal combustion engine, which is realized to adjust an internal exhaust gas recirculation amount. 47. The torque fluctuation detecting means according to claim 30, based on a signal output from a rotation sensor in association with rotation of a rotor which is interlocked with a crankshaft of an internal combustion engine and has a toothless portion, The torque fluctuation value is detected for a cylinder in which the torque fluctuation calculation is not affected by the tooth loss, and the valve overlap correction means determines that the inter-cylinder average value of the torque fluctuation values detected by the torque fluctuation detection means is the target torque. The axial movement amount of the camshaft is adjusted for a plurality of cylinders so as to converge to a fluctuation value, and the angular velocity of each cylinder is obtained from the signal output from the rotation sensor so that each angular velocity becomes uniform. Inter-cylinder fuel correction means for calculating the inter-cylinder correction value for adjusting the fuel supply amount of each cylinder, and the cylinder for which the torque fluctuation value has not been calculated. Information,
The internal exhaust gas recirculation amount is suppressed by increasing the gain when adjusting the axial movement amount of the cam shaft in the direction of decreasing the actual valve overlap amount according to the magnitude of the inter-cylinder correction value in the cylinder. An internal exhaust gas recirculation control device for an internal combustion engine, comprising: 48. The torque fluctuation detecting means according to claim 30, based on a signal output from a rotation sensor in association with rotation of a rotor which is interlocked with a crankshaft of an internal combustion engine and has a toothless portion, The torque fluctuation value is detected for a cylinder in which the torque fluctuation calculation is not affected by the tooth loss, and the valve overlap correction means determines that the inter-cylinder average value of the torque fluctuation values detected by the torque fluctuation detection means is the target torque. The axial movement amount of the camshaft is adjusted for a plurality of cylinders so as to converge to a fluctuation value, and the angular velocity of each cylinder is obtained from the signal output from the rotation sensor so that each angular velocity becomes uniform. Inter-cylinder fuel correction means for calculating the inter-cylinder correction value for adjusting the fuel supply amount of each cylinder, and the inter-cylinder fuel correction means calculated by the inter-cylinder fuel correction means. If the maximum or the inter-cylinder correction value according to the maximum among the positive values is the value in the cylinder for which the torque fluctuation value has not been calculated, for the cylinder, the cam is used in the direction of decreasing the actual valve overlap amount. An internal exhaust gas recirculation control for an internal combustion engine, comprising: an internal exhaust gas recirculation amount adjusting means for suppressing an internal exhaust gas recirculation amount by increasing a gain when adjusting an axial movement amount of a shaft. apparatus. 49. The internal exhaust gas recirculation amount adjusting means according to claim 48, wherein when there are a plurality of cylinders for which the torque fluctuation value has not been calculated, among the cylinders,
According to the large number of cylinders corresponding to the inter-cylinder correction value being the maximum or a value corresponding to the maximum, the axial movement amount of the cam shaft is adjusted in the direction of decreasing the actual valve overlap amount for the corresponding cylinder. An internal exhaust gas recirculation control device for an internal combustion engine, wherein an internal exhaust gas recirculation amount is suppressed by increasing a gain at the time. 50. The torque fluctuation detecting means according to claim 30, based on a signal output from a rotation sensor in association with rotation of a rotor which is interlocked with a crankshaft of an internal combustion engine and has a toothless portion, The torque fluctuation value is detected for a cylinder in which the torque fluctuation calculation is not affected by the tooth loss, and the valve overlap correction means determines that the inter-cylinder average value of the torque fluctuation values detected by the torque fluctuation detection means is the target torque. The axial movement amount of the camshaft is adjusted for a plurality of cylinders so as to converge to a fluctuation value, and the angular velocity of each cylinder is obtained from the signal output from the rotation sensor so that each angular velocity becomes uniform. The inter-cylinder fuel correction means for calculating the inter-cylinder correction value for adjusting the fuel supply amount of each cylinder, and the cylinder for which the torque fluctuation value has not been calculated. If the cylinder-to-cylinder correction value is larger than the reference value, the internal exhaust gas re-adjustment is increased by increasing the gain for adjusting the axial movement amount of the camshaft in the direction of decreasing the actual valve overlap amount for the cylinder. An internal exhaust gas recirculation control device for an internal combustion engine, comprising: an internal exhaust gas recirculation amount adjusting means for suppressing a circulation amount. 51. The internal exhaust gas recirculation amount adjusting means according to claim 50, wherein, when there are a plurality of cylinders for which the torque fluctuation value has not been calculated, among the cylinders,
According to the large number of cylinders whose inter-cylinder correction value is larger than the reference value, the axial movement amount of the cam shaft is adjusted in the direction of decreasing the actual valve overlap amount for the corresponding cylinder. An internal exhaust gas recirculation control device for an internal combustion engine, wherein an internal exhaust gas recirculation amount is suppressed by increasing a gain at the time. 52. The internal exhaust gas recirculation amount adjusting means according to any one of claims 47 to 51, wherein the internal exhaust gas recirculation amount adjusting means adjusts an axial movement amount of the camshaft in a direction of increasing an actual valve overlap amount. The internal exhaust gas recirculation control device for an internal combustion engine is characterized in that the gain is reduced. 53. The structure according to claim 30, wherein the shape of the three-dimensional cam provided in the cylinder for which the torque fluctuation value is not calculated is the three-dimensional cam provided in the cylinder for which the torque fluctuation value is calculated. The valve overlap state is set so that the internal exhaust gas recirculation rate becomes smaller than that of the above-mentioned shape, and the torque fluctuation detecting means is connected to the crankshaft of the internal combustion engine to rotate the rotor having a toothless portion. Accordingly, based on the signal output from the rotation sensor, the torque fluctuation value is detected for the cylinder whose torque fluctuation calculation is not affected by the missing tooth, and the valve overlap correction means is detected by the torque fluctuation detection means. It is possible to adjust the axial movement amount of the camshaft for a plurality of cylinders so that the inter-cylinder average value of the torque fluctuation value converges to the target torque fluctuation value. An internal exhaust gas recirculation control device for an internal combustion engine, which is characterized. 54. The structure according to claim 53, wherein
The three-dimensional cam includes a main cam characteristic portion and a sub cam characteristic portion, and the sub cam characteristic portion changes in the axial direction, so that the state of valve overlap is adjusted by adjusting the axial movement amount of the cam shaft. Is
The sub-cam characteristic portion of the three-dimensional cam provided in the cylinder where the torque variation value is not calculated is formed smaller than the sub-cam characteristic portion of the three-dimensional cam provided in the cylinder where the torque variation value is calculated. And an internal exhaust gas recirculation control device for an internal combustion engine.