JP2004340013A - Intake valve drive control device for internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To correct variation in intake air amount caused by assembly error or the like of a variable valve system. <P>SOLUTION: The intake valve drive control device has, as a variable valve system, a lift and working angle variable mechanism continuously and variably controls lift and working angles, and a phase variable mechanism for continuously and variably controls phase of lift center angle, so as to control to be a target working angle and a target phase depending on operational statuses. A working angle learning correction value and a phase learning correction value are added respectively to each target value to correct initial variation caused by the assembly error or the like. Since the intake air amount is mainly set by the lift and working angles when lift is small, learning of the working angle learning correction value is updated during operation within an area A on a low-speed and low-load side where a working angle θ is smaller than a predetermined threshold value θ1, and the phase learning correction value is updated during operation within an area B where the working angle θ is the threshold value θ1 or more. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention provides, as a variable valve operating mechanism for an intake valve, a lift / operating angle variable mechanism capable of continuously increasing / decreasing a lift / operating angle of an intake valve, and delaying a phase of a lift center angle of the intake valve. The present invention relates to an intake valve drive control device for an internal combustion engine having a variable phase mechanism.
[0002]
[Prior art]
In order to obtain the optimal valve lift characteristics for engine operating conditions, the lift / operating angle of the intake valve can be continuously expanded and reduced, and the variable lift / operating angle mechanism can be controlled, and the phase of the intake valve lift center angle is delayed. A variable valve mechanism combining the variable phase mechanism to be performed is already known, for example, from Patent Documents 1 and 2 filed by the present applicant.
[0003]
In particular, Patent Literature 2 discloses that the intake air amount of the internal combustion engine is controlled by such variable control of the valve lift characteristics of the intake valve, basically without depending on the throttle valve.
[0004]
[Patent Document 1]
JP 2001-280167 A
[0005]
[Patent Document 2]
JP 2002-256905 A
[0006]
[Problems to be solved by the invention]
In the configuration in which the two variable mechanisms are combined as described above, one valve lift characteristic includes both the lift / operating angle controlled by the lift / operating angle variable mechanism and the phase controlled by the phase variable mechanism. The amount of intake air actually flowing into the cylinder is determined by the valve lift characteristics. Therefore, variations in the amount of intake air, in other words, due to component accuracy or assembly accuracy of each part, etc. If this is the case, individual differences between products are likely to occur. That is, the actual intake air amount deviates from the target value corresponding to the operating condition, and appears as, for example, a change in the air-fuel ratio or a change in the output.
[0007]
In an internal combustion engine having a plurality of banks, such as a V-type internal combustion engine and a horizontally opposed internal combustion engine, a variable lift / operating angle mechanism and a variable phase mechanism are provided for each bank. Therefore, the intake air amount may be different in each bank. In this case, for example, the air-fuel ratio differs between the left and right banks, or the output becomes unbalanced, causing rotation fluctuation.
[0008]
[Means for Solving the Problems]
An intake valve drive control device for an internal combustion engine according to the present invention includes, as a variable valve mechanism, a lift / operating angle variable mechanism capable of simultaneously and continuously increasing and decreasing the lift / operating angle of the intake valve; A variable phase mechanism for delaying the phase of the central angle, the variable lift / operating angle mechanism and the variable phase mechanism according to a target lift / operating angle and a target phase set according to engine operating conditions. Are controlled to obtain a valve lift characteristic corresponding to the engine operating conditions.
[0009]
Here, in the present invention, means for storing a lift / operating angle learning correction value and a phase learning correction value in order to cope with an assembling error or a variation in parts, and the like. Means for correcting the lift / operating angle variable mechanism and the phase variable mechanism using the correction value. A means for directly or indirectly detecting an excess or deficiency in the amount of intake air flowing into the cylinder is provided. When the engine operating condition is in a low-speed, low-load region where the lift / operating angle is small, the amount of intake air is reduced. The lift / operating angle learning correction value is learned so as to eliminate the excess / shortage, and when the engine operating condition is in the high speed / high load side region where the lift / operating angle is large, the above-mentioned amount is adjusted so that the intake air amount is not excessive or insufficient. The phase learning correction value is learned.
[0010]
According to a second aspect of the present invention, there is provided an internal combustion engine having a plurality of banks, such as a V-type internal combustion engine, and having a lift / operating angle variable mechanism and a phase variable mechanism for each bank. Means for storing a lift / operation angle learning correction value and a phase learning correction value for at least one bank, wherein the lift / operation angle learning correction value and the phase learning correction value are provided. Are used to correct the lift / operating angle variable mechanism and the phase variable mechanism, respectively. A means for directly or indirectly detecting that the intake air amount of each bank is different is provided. When the engine operating condition is in a low speed / low load region where the lift / operating angle is small, the intake air amount of the bank is provided. The lift / operating angle learning correction value is learned so that the amount becomes equal to that of the other banks, and when the engine operating condition is in the high speed / high load side region where the lift / operating angle is large, the intake air amount of the bank is reduced. The phase learning correction value is learned so as to be equal to the other banks.
[0011]
In the valve lift characteristic having a small lift / operating angle, the amount of intake air flowing into the cylinder is mainly determined by the magnitude of the lift, that is, the magnitude of the lift / operating angle. Therefore, if the characteristics of the lift / operating angle variable mechanism deviate from the original characteristics due to an assembly error or the like, a large error occurs in the amount of intake air in a region where the lift / operating angle is small. On the other hand, in a region where the lift / operating angle is small, the influence of the phase of the lift center angle is relatively small, and even if the phase is changed, the intake air amount does not change much.
[0012]
On the other hand, in a valve lift characteristic having a sufficiently large lift / operating angle, a lift error does not significantly affect the amount of intake air flowing into the cylinder, and the amount of intake air is mainly determined by the intake valve closing timing. That is, in a region where the lift / operating angle is large, if the intake valve closing timing deviates from the original characteristic, a large error occurs in the intake air amount. Since the intake valve closing timing depends on both the operating angle and the lift center angle, both of the lift / operating angle and the phase of the lift center angle compensate for errors in the intake air amount. However, if the correction is performed based on the phase of the lift center angle as in the present invention, the correction in the above-described region where the lift / operating angle is small is not affected.
[0013]
Therefore, in the present invention, when the engine operating condition is in the low speed / low load region where the lift / operating angle is small, the lift / operating angle learning correction value is learned so as to obtain an appropriate intake air amount, and the engine operating condition is learned. Is in the high-speed, high-load region where the lift / operating angle is large, the phase learning correction value is learned so that the appropriate intake air amount is obtained. This suppresses variations in the amount of intake air due to assembly errors and the like over the entire operation region.
[0014]
【The invention's effect】
According to the present invention, it is possible to effectively suppress a variation in the intake air amount due to an assembling error of the lift / operating angle variable mechanism or the phase variable mechanism, and to reduce errors in engine output, air-fuel ratio, and the like. be able to.
[0015]
Further, when there are a plurality of banks such as a V-type internal combustion engine, the imbalance in the amount of intake air between the banks can be further reduced.
[0016]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings.
[0017]
FIG. 1 shows an embodiment in which the present invention is applied to a V-type six-cylinder gasoline engine 1. A variable valve mechanism 2, which will be described later, is provided on each of the intake valves 3 of the left and right banks. The valve mechanism on the exhaust valve 4 side is a direct-acting type in which the exhaust valve 4 is driven by the exhaust camshaft 5, and its valve lift characteristics are always constant.
[0018]
The exhaust manifolds 6 in the left and right banks are connected to a catalytic converter 7, and an air-fuel ratio sensor 8 for detecting an exhaust air-fuel ratio is provided upstream of the catalytic converter 7. The exhaust passages 9 of the left and right banks join on the downstream side of the catalytic converter 7 and further include a second catalytic converter 10 and a silencer 11 further downstream.
[0019]
Branch passages 15 are connected to the intake ports of the respective cylinders, and the upstream ends of the six branch passages 15 are connected to collectors 16, respectively. An inlet port 17 is connected to one end of the collector 16, and an electronically controlled throttle valve 18 is provided in the inlet port 17. The electronic control throttle valve 18 includes an actuator composed of an electric motor, and its opening is controlled by a control signal given from an engine control unit 19. A sensor (not shown) for detecting the actual opening of the throttle valve 18 is integrally provided, and the throttle valve opening is closed-loop controlled to the target opening based on the detection signal. An air flow meter 25 for detecting the intake air flow rate is arranged upstream of the throttle valve 18, and an air cleaner 20 is further provided upstream.
[0020]
Further, a crank angle sensor 21 is provided for the crankshaft to detect the engine speed and the crank angle position, and furthermore, an accelerator for detecting an accelerator pedal opening (stepping amount) operated by a driver. An opening sensor 22 is provided. These detection signals are input to the engine control unit 19 together with the detection signals of the air flow meter 25 and the air-fuel ratio sensor 8 described above. In the engine control unit 19, based on these detection signals, the injection amount and injection timing of the fuel injection valve 23, the ignition timing by the spark plug 24, the valve lift characteristics by the variable valve mechanism 2, the opening of the throttle valve 18, and the like. Control.
[0021]
Next, the configuration of the variable valve mechanism 2 on the intake valve 3 side will be described based on FIG. The variable valve mechanism 2 changes the lift / operating angle variable mechanism 51 for changing the lift / operating angle of the intake valve, and advances or retards the phase of the center angle of the lift (phase with respect to a crankshaft (not shown)). And the variable phase mechanism 71.
[0022]
First, the lift / operating angle variable mechanism 51 will be described. The lift / operating angle variable mechanism 1 has been previously proposed by the present applicant, and is known, for example, from the above-mentioned Japanese Patent Application Laid-Open Nos. 2001-280167 and 2002-256905. Therefore, only the outline is explained.
[0023]
The lift / operating angle variable mechanism 51 includes an intake valve 3 slidably provided on a cylinder head, a drive shaft 52 rotatably supported by a cam bracket (not shown) on an upper portion of the cylinder head, and An eccentric cam 53 fixed to the drive shaft 52 by press-fitting or the like; a control shaft 62 rotatably supported by the same cam bracket above the drive shaft 52 and arranged in parallel with the drive shaft 52; The rocker arm 56 is swingably supported by an eccentric cam 68 of the control shaft 62, and includes a swing cam 59 that abuts on a tappet 60 disposed at the upper end of each intake valve 3. The eccentric cam 53 and the rocker arm 56 are linked by a link arm 54, and the rocker arm 56 and the swing cam 59 are linked by a link member 58.
[0024]
The drive shaft 52 is driven by a crankshaft of the engine via a timing chain or a timing belt, as described later.
[0025]
The eccentric cam 53 has a circular outer peripheral surface. The center of the outer peripheral surface is offset by a predetermined amount from the axis of the drive shaft 52, and the annular portion of the link arm 54 is rotatable on this outer peripheral surface. Mating.
[0026]
The rocker arm 56 is swingably supported at a substantially central portion by the eccentric cam portion 68, and one end of the rocker arm 56 is linked to an arm portion of the link arm 54 via a connecting pin 55. The upper end of the link member 58 is linked to the end via a connecting pin 57. The eccentric cam portion 68 is eccentric from the axis of the control shaft 62, so that the rocking center of the rocker arm 56 changes according to the angular position of the control shaft 62.
[0027]
The swing cam 59 is rotatably supported by being fitted to the outer periphery of the drive shaft 52, and a lower end of the link member 58 is linked to an end extending laterally via a connecting pin 67. ing. On the lower surface of the swing cam 59, a base circular surface concentric with the drive shaft 52 and a cam surface extending along a predetermined curve from the base circular surface are formed continuously. The base circular surface and the cam surface come into contact with the upper surface of the tappet 60 according to the swing position of the swing cam 59.
[0028]
That is, the base circle surface is a section in which the lift amount is 0 as a base circle section. When the swing cam 59 swings and the cam surface contacts the tappet 60, the base circle surface gradually lifts. Note that a slight ramp section is provided between the base circle section and the lift section.
[0029]
As shown in the figure, the control shaft 62 is configured to rotate within a predetermined angle range by a lift / operation angle control actuator 63 provided at one end. The lift / operating angle control actuator 63 includes, for example, a servomotor that drives the control shaft 62 via a worm gear 65, and is controlled by a control signal from the engine control unit 19. The rotation angle of the control shaft 62 is detected by a control shaft sensor 64.
[0030]
The function of the lift / operating angle variable mechanism 51 will be described. When the drive shaft 52 rotates, the link arm 54 moves up and down by the cam action of the eccentric cam 53, and the rocker arm 56 swings accordingly. The swing of the rocker arm 56 is transmitted to the swing cam 59 via the link member 58, and the swing cam 59 swings. The tappet 60 is pressed by the cam action of the swing cam 59, and the intake valve 3 is lifted.
[0031]
Here, when the angle of the control shaft 62 changes via the lift / operating angle control actuator 63, the initial position of the rocker arm 56 changes, and consequently, the initial swing position of the swing cam 59 changes.
[0032]
For example, assuming that the eccentric cam portion 68 is located upward in the drawing, the rocker arm 56 is located upward as a whole, and the end of the swing cam 59 on the connection pin 67 side is relatively pulled upward. Become. That is, the initial position of the swing cam 59 is inclined such that its cam surface is separated from the tappet 60. Accordingly, when the swing cam 59 swings with the rotation of the drive shaft 52, the base circle surface is long and continues to contact the tappet 60, and the period during which the cam surface contacts the tappet 60 is short. Accordingly, the lift amount is reduced as a whole, and the angle range from the opening timing to the closing timing, that is, the operating angle is also reduced.
[0033]
Conversely, assuming that the eccentric cam portion 68 is located below in the figure, the rocker arm 56 is located entirely below, and the end of the swing cam 59 on the connecting pin 67 side is relatively pushed down. State. That is, the initial position of the swing cam 59 is inclined in a direction in which the cam surface approaches the tappet 60. Therefore, when the swing cam 59 swings with the rotation of the drive shaft 52, the portion in contact with the tappet 60 immediately shifts from the base circle surface to the cam surface. Therefore, the lift amount is increased as a whole, and the operating angle is also increased.
[0034]
Since the initial position of the eccentric cam portion 68 can be continuously changed, the valve lift characteristics are continuously changed accordingly. That is, both the lift and the operating angle can be continuously enlarged and reduced simultaneously. Depending on the layout of each part, for example, the opening timing and closing timing of the intake valve 3 change almost symmetrically with the change in the lift / operating angle.
[0035]
Next, as shown in FIG. 2, the variable phase mechanism 71 relatively moves the sprocket 72 provided at the front end of the drive shaft 52 and the sprocket 72 and the drive shaft 52 within a predetermined angle range. And a phase control actuator 73 that rotates the motor. The sprocket 72 is linked to a crankshaft via a timing chain or a timing belt (not shown). The phase control actuator 73 is, for example, a rotary actuator of a hydraulic type, an electromagnetic type, or the like, and is controlled by a control signal from the engine control unit 19. By the operation of the phase control actuator 73, the sprocket 72 and the drive shaft 52 rotate relatively, and the lift center angle in the valve lift is retarded. In other words, the lift characteristic curve itself does not change, and the whole is advanced or retarded. This change can also be obtained continuously. The control state of the phase variable mechanism 71 is detected by a drive shaft sensor 66 that responds to the rotational position of the drive shaft 52.
[0036]
As described above, by providing the variable valve mechanism 2 with the lift / operating angle variable mechanism 51 and the phase variable mechanism 71, the valve lift characteristics of the intake valve 3, particularly the intake valve opening (IVO) and the intake valve closing timing (IVC) can be largely and continuously variably controlled. FIG. 3 shows an example of the valve timing. The intake valve opening timing and the intake valve closing timing are determined by the operating angle θ and the phase of the lift center angle φ. The target value of the operating angle θ is assigned in advance to an operating angle control map (FIG. 4) using the engine speed and the required torque as parameters as engine operating conditions, and a corresponding value is read from the operating angle control map. Thus, the lift / operating angle variable mechanism 51 is controlled. The target value of the phase is similarly assigned in advance to a phase control map (FIG. 5) in which the engine speed and the required torque are used as parameters as engine operating conditions, and the corresponding value is read from the phase control map. Thereby, the phase variable mechanism 71 is controlled. That is, basically, each mechanism is individually controlled toward the target value. Since the lift and the operating angle increase and decrease integrally with each other, the operating angle θ here represents the lift / operating angle.
[0037]
In the variable valve mechanism 2 configured as described above, for example, if there is an error in the mounting position of the control shaft sensor 64 that detects the rotation angle of the control shaft 62, the lift / operating angle (operating angle θ) becomes the original value. The characteristics deviate from the characteristics. Similarly, for example, if there is an error in the mounting position of the drive shaft sensor 66, the phase of the lift center angle φ deviates from the original characteristics. Therefore, as a combination of these errors or variations, the intake air amount may deviate from the original characteristics.
[0038]
In the present invention, the error is offset by adding a learning correction value corresponding to the error to the initial variation of the intake air amount. Specifically, the operating angle learning correction value (lift / operating angle learning correction value) and the phase learning correction value are stored for each bank, and the target value and the phase of the operating angle θ read from the control map are respectively stored. By adding the operating angle learning correction value and the phase learning correction value to the target value, the valve lift characteristics are corrected so that equal intake air amounts can be obtained in the left and right banks.
[0039]
Here, the learning update of the operating angle learning correction value is executed when the operating condition of the engine is within a predetermined region on the low speed and low load side where the lift / operating angle is small, and the learning update of the phase learning correction value is performed. This is executed when the operating condition of the engine is in a higher speed / higher load range. Specifically, as shown in FIG. 4, in an area A in which the operating angle θ is smaller than the predetermined value θ1, the operating angle learning correction value is learned and updated, and in an area B in which the operating angle θ is equal to or larger than the predetermined value θ1, the phase learning correction value is Learning is updated.
[0040]
FIG. 6 shows an example of the valve lift characteristics in the region A described above, showing the influence of a change in the operating angle θ and the lift center angle φ on the intake air amount (this is indicated by the charging efficiency ηv in the figure). For example, the case where the engine rotational speed is 1200 rpm, the operating angle θ is controlled to 100 °, and the lift center angle φ is controlled to 50 ° after the top dead center is taken as an example. That is, the point a in the figure is each control target, and at this time, the target charging efficiency ηv is obtained. Here, FIG. (A) shows a change in the charging efficiency ηv when the operating angle θ is changed while keeping the lift center angle φ at the target value (50 ° after top dead center), and FIG. Conversely, a change in the charging efficiency ηv when the lift center angle φ is changed while the operating angle θ is maintained at the target value (100 °) is shown. In the state where the lift / operating angle is small, the lift of the intake valve 3, that is, the gap between the valve openings is small, and the intake air flow is restricted here. Therefore, the amount of intake air is mainly determined by the magnitude of the lift. That is, as shown in FIG. 11A, when the operating angle θ (lift / operating angle) changes, the charging efficiency ηv changes accordingly. Then, even if the lift center angle φ changes, the filling efficiency ηv hardly changes as shown in FIG. Therefore, for example, when the intake air amount of one bank is different from the intake air amount of the other bank, by increasing or decreasing the operating angle θ, both intake air amounts can be made to coincide with each other.
[0041]
In the V-type internal combustion engine, the imbalance between the intake air amounts of the left and right banks can be detected as rotation fluctuations of the crankshaft via the crank angle sensor 21, and the operating angle θ required until the rotation fluctuations disappear. A correction amount is obtained and stored as an operating angle learning correction value. This operating angle learning correction value is always added to the target operating angle, as described above, to correct the initial variation of the device.
[0042]
On the other hand, FIG. 7 shows the effect of changes in the operating angle θ and the lift center angle φ in the above-described region B. For example, when the engine rotation speed is 1600 rpm, the operating angle θ is 160 °, and the lift center angle φ is The case where the angle is controlled to 40 ° after the top dead center is taken as an example. That is, the point b in the drawing is each control target, and at this time, the target charging efficiency ηv is obtained. FIG. 7A shows a change in the charging efficiency ηv when the operating angle θ is changed while the lift center angle φ is kept at the target value (40 ° after the top dead center), and FIG. And the change in the charging efficiency ηv when the lift center angle φ is changed while the operating angle θ is maintained at the target value (160 °). As described above, when the lift is sufficiently large, the intake air amount is mainly determined by the closing timing of the intake valve 3. Since the intake valve closing timing depends on both the operating angle θ and the lift center angle φ, when the operating angle θ changes as shown in FIG. 7A, the charging efficiency ηv changes accordingly, and As shown in FIG. 7B, even if the lift center angle φ changes, the filling efficiency ηv changes accordingly. Therefore, for example, when the intake air amount of one bank is different from the intake air amount of the other bank, the lift center angle is increased or decreased by the phase learning correction value without changing the operating angle learning correction value. Both intake air amounts can be made to match each other.
[0043]
Here, if the operating angle learning correction value is changed, if the operation is again performed in the region A, the variation in the intake air amount will be large again. However, if the variation in the intake air amount in the region B is offset by the learning update of the phase learning correction value as described above, the change in the lift center angle φ is changed in the region A as described above. Since there is almost no effect on the amount, the variation in the amount of intake air that occurs when the operation is again performed in the region A is very small.
[0044]
On the other hand, the operating angle learning correction value learned to match the intake air amount in the region A is also reflected in the operation in the region B. However, the learning of the phase learning correction value in the region B is performed as described above. Since the operation angle learning correction value is given in such a state, it is possible to suppress the variation in the intake air amount in both the areas A and B.
[0045]
6 and 7 show the change in the charging efficiency ηv over a very wide angle range, but actually, due to an assembling error, etc., in a relatively narrow range near the points a and b. Therefore, it is sufficient to provide a learning correction value for this in a relatively narrow range.
[0046]
In the above-described embodiment of the V-type internal combustion engine, in order to correct the imbalance in the intake air amount between the left and right banks, the variable valve mechanism 2 in one of the banks may be corrected. In order to make the characteristic of the intake air amount as the desired characteristic equal to the desired characteristic, it is desirable to correct the variable valve mechanisms 2 of both banks, respectively.
[0047]
As described above, the present invention can be used in an internal combustion engine having a plurality of banks to prevent imbalance in the intake air amount of each bank. However, the present invention is not necessarily limited to this. Even in a configuration in which a variable valve mechanism 2 common to all cylinders is provided like a cylinder internal combustion engine, it can be used to correct the initial variation.
[0048]
For example, in the above example, the target value of the intake air amount to be originally taken is uniquely determined based on the accelerator pedal opening detected by the accelerator opening sensor 22 and the engine speed. By comparing with the actual intake air amount detected by 25, it is possible to detect an excess or deficiency of the actual intake air amount due to an error in the valve lift characteristic. Therefore, by obtaining the operating angle learning correction value and the phase learning correction value so that the actual intake air amount matches the target intake air amount, the initial variation can be canceled.
[0049]
Similarly, the target value of the suction negative pressure in the collector 16 can also be estimated based on the operating conditions (the accelerator pedal opening and the engine speed), and by comparing this with the actually detected suction negative pressure value. In addition, it is possible to detect an excess or deficiency of the intake air amount. Accordingly, the initial variation of the variable valve mechanism can be corrected by obtaining the operating angle learning correction value and the phase learning correction value so that the actual suction negative pressure matches the target suction negative pressure.
[0050]
FIG. 8 is a flowchart showing a flow of a learning update process of the operating angle learning correction value and the phase learning correction value. First, it is determined whether the operation is a steady operation (step 1). It is determined whether a deviation from a target (such as a target intake air amount or a target suction negative pressure) has occurred (step 2). When the intake air amounts of the left and right banks are balanced as described above, it is determined here whether the intake air amounts of the left and right banks are different. If it is deviated from the target, the process proceeds to step 3, and it is determined whether or not the operating angle θ is smaller than a predetermined threshold θ1 separating the areas A and B (that is, whether or not it is within the area A). If the operating angle θ is smaller than the threshold value θ1, the process proceeds to step 4, where the operating angle learning correction value is learned and updated to an appropriate value. If the value is equal to or greater than the threshold value θ1, the process proceeds to step 5, where the phase learning correction value is learned and updated to an appropriate value.
[0051]
As can be understood from the above description, the threshold value θ1 is divided into a region where the intake air amount is mainly determined by the magnitude of the lift of the intake valve 3 and a region where the intake air amount is mainly determined by the intake valve closing timing. It is set to correspond to the boundary.
[Brief description of the drawings]
FIG. 1 is a configuration explanatory view of an internal combustion engine provided with an intake valve drive control device according to the present invention.
FIG. 2 is a perspective view showing a configuration of a variable valve mechanism.
FIG. 3 is a characteristic diagram showing an example of a valve timing.
FIG. 4 is a characteristic diagram showing an example of an operation angle control map.
FIG. 5 is a characteristic diagram showing an example of a phase control map.
FIG. 6 is a characteristic diagram showing a relationship (A) between an operating angle θ and a charging efficiency ηv in a region A and a relationship (B) between a lift center angle φ and a charging efficiency ηv.
FIG. 7 is a characteristic diagram showing a relationship (A) between an operating angle θ and a charging efficiency ηv in a region B and a relationship (B) between a lift center angle φ and a charging efficiency ηv.
FIG. 8 is a flowchart illustrating processing for learning update of an operating angle learning correction value and a phase learning correction value.
[Explanation of symbols]
2. Variable valve mechanism
19 ... Engine control unit
51… lift / operating angle variable mechanism
71… Phase variable mechanism

Claims (7)

The engine operating conditions include a lift / operating angle variable mechanism capable of simultaneously and continuously controlling the lift / operating angle of the intake valve, and a variable phase mechanism for delaying the phase of the lift center angle of the intake valve. An intake valve drive control device for an internal combustion engine, wherein the lift / operating angle variable mechanism and the phase variable mechanism are controlled along a target lift / operating angle and a target phase set according to
Means for storing a lift / operation angle learning correction value and a phase learning correction value;
Means for respectively correcting the lift / operating angle variable mechanism and the variable phase mechanism using the lift / operating angle learning correction value and the phase learning correction value,
Means for directly or indirectly detecting whether the amount of intake air flowing into the cylinder is excessive or insufficient,
With
When the engine operating conditions are in the low-speed, low-load area where the lift / operating angle is small, the above-described lift / operating angle learning correction value is learned so that the intake air amount is not excessive or insufficient. An intake valve drive control device for an internal combustion engine, wherein the phase learning correction value is learned so as to eliminate excess or deficiency of the intake air amount when the vehicle is in a high-speed, high-load region with a large angle. 2. The internal combustion engine according to claim 1, wherein the lift / operation angle learning correction value is learned in a region where the lift / operation angle is smaller than a predetermined value, and the phase learning correction value is learned in a region where the lift / operation angle is equal to or larger than the predetermined value. Intake valve drive control device. A target value of the intake air amount is obtained based on the accelerator opening and the engine speed input as the engine operation conditions, and the target value is compared with the actually detected intake air amount to detect excess or deficiency thereof. An intake valve drive control device for an internal combustion engine according to claim 1 or 2, wherein: Obtaining a target value of the suction negative pressure based on the accelerator opening and the engine speed input as the engine operating conditions, and comparing with the actually detected suction negative pressure to detect an excess or deficiency of the intake air amount. The intake valve drive control device for an internal combustion engine according to claim 1 or 2, wherein: A lift / operating angle variable mechanism that has multiple banks and that can simultaneously and continuously control the lift / operating angle of the intake valve, and a variable phase mechanism that delays the phase of the lift center angle of the intake valve. , For each bank, and the intake valve drive of the internal combustion engine in which the lift / operating angle variable mechanism and the phase varying mechanism are controlled along a target lift / operating angle and a target phase set according to engine operating conditions. In the control device,
Means for storing a lift / operating angle learning correction value and a phase learning correction value for at least one bank;
Means for respectively correcting the lift / operating angle variable mechanism and the variable phase mechanism using the lift / operating angle learning correction value and the phase learning correction value,
Means for directly or indirectly detecting that the intake air amount of each bank is different,
With
When the engine operating condition is in the low speed / low load side region where the lift / operating angle is small, the lift / operating angle learning correction value is learned so that the intake air amount of the bank becomes equal to the other banks, and the engine operation is performed. When the condition is in the high-speed, high-load region where the lift / operating angle is large, the phase learning correction value is learned so that the intake air amount of the bank becomes equal to the other banks. Intake valve drive control device. The internal combustion engine according to claim 5, wherein the lift / operation angle learning correction value is learned in a region where the lift / operation angle is smaller than a predetermined value, and the phase learning correction value is learned in a region where the lift / operation angle is equal to or larger than the predetermined value. Intake valve drive control device. 7. The intake valve drive control device for an internal combustion engine according to claim 5, wherein a difference in intake air amount between the banks is detected based on a rotation variation of the crankshaft.

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