JP2007127100A - Control device for internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To precisely control engine rotation speed to make the same under an idling condition meet idling rotation speed. <P>SOLUTION: ECU executes a program including a step S130 calculating correction quantity VT(P) of phase of an intake valve according to engine rotation speed NE, idling rotation speed NE(I) and difference ED, a step S150 calculating correction quantity VT(D) of phase of the intake valve according to change ratio ΔNE of engine rotation speed NE, a step S160 calculating target value VT(T) of phase by adding the correction quantity VT(P) and the correction quantity VT(D) to a base value VT(B) of phase of the intake valve, and a step S180 controlling an intake VVT mechanism to control phase of the intake valve to meet the target value VT(T). <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a control device for an internal combustion engine, and more particularly to a technique for controlling the rotational speed of an internal combustion engine to be a predetermined target rotational speed in an idle state.

  Conventionally, when the internal combustion engine is in an idle state, the engine speed is controlled to be an idle engine speed by ISC (Idle Speed Control) control. In general, in ISC control, the air taken into the internal combustion engine is adjusted by adjusting the opening of a throttle valve or by adjusting the opening of an ISC valve provided on a pipeline that bypasses the throttle valve. Adjust the amount and control the rotation speed. However, when the opening of the throttle valve or the ISC valve is changed, the responsiveness of the air amount is low, and it is not easy to maintain the rotational speed at the idle rotational speed accurately and quickly. Therefore, a technique has been proposed in which the lift amount and working angle of an intake valve provided at the top of the cylinder are changed in addition to the opening of the throttle valve and the ISC valve.

  Japanese Patent Laid-Open No. 2005-232992 (Patent Document 1) discloses an intake air by changing the lift amount and working angle of an intake valve provided at the top of a cylinder in addition to the opening of a throttle valve and an ISC valve. Disclosed is an internal combustion engine idle speed control device for adjusting the amount. An idle speed control device for an internal combustion engine described in this publication includes an intake air amount adjustment valve that adjusts an intake air amount in an intake passage of the internal combustion engine, and a variable valve mechanism that adjusts the lift amount or operating angle of the intake valve of the internal combustion engine. And controlling the opening speed of the intake air amount adjusting valve or adjusting the lift amount or operating angle of the intake valve by a variable valve mechanism during idling to control the rotational speed of the internal combustion engine to the target rotational speed. In this idle speed control device, it is determined that the auxiliary load generation state is changed by the auxiliary load determination unit that determines the auxiliary load generation state for the internal combustion engine and the auxiliary load determination unit when the internal combustion engine is idle. In this case, the intake air amount corresponding to the change in the state of load on the auxiliary machine is changed into the combustion chamber by changing both the opening amount of the intake air amount adjusting valve and the lift amount or operating angle of the intake valve by the variable valve mechanism. And an intake air amount adjustment unit at the time of auxiliary load change to be supplied.

According to the idle speed control device described in this publication, when the auxiliary load determination unit determines that the auxiliary load generation state has changed when the internal combustion engine is idle, the opening amount of the intake air amount adjustment valve is determined. Both the lift amount or the operating angle of the intake valve are changed. Thereby, at the initial stage of the change of the auxiliary load generation state, the intake air amount in the combustion chamber can be quickly changed by the effect accompanying the change of the lift amount or the operating angle of the intake valve. Even if the effect of the temporary intake air amount change due to the change in the lift amount or operating angle of the intake valve decreases, the intake air amount change due to the change in the opening amount of the intake air adjustment valve is also taken over by the intake valve position. Will be affected. As a result, even if the effect of the temporary intake air amount change by the intake valve is reduced, the intake air amount state corresponding to the change in the auxiliary load generation state can be continued. Therefore, it is possible to prevent instability of the internal combustion engine rotation when the auxiliary load generation state is changed in the idle rotation speed control.
JP 2005-232992 A

  However, while the lift amount and working angle of the intake valve cannot be changed greatly, the change amount of the intake air amount with respect to the intake valve lift amount and working angle change amount is large (the intake valve lift amount with respect to the intake air amount). And the resolution of the working angle is low). Therefore, like the idle speed control device described in Japanese Patent Application Laid-Open No. 2005-232992, the internal combustion engine speed is controlled to become the idle speed by changing the lift amount and operating angle of the intake valve. It is difficult. This is because when the intake air amount is controlled by changing the lift amount and operating angle of the intake valve, hunting of the intake air amount is likely to occur, and it is difficult to accurately control the intake air amount.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to control an internal combustion engine that can accurately control the rotational speed of the internal combustion engine in an idle state so as to become the idle rotational speed. Is to provide a device.

  The control apparatus for an internal combustion engine according to the first invention controls the internal combustion engine provided with a changing mechanism for changing a phase at which the intake valve opens and closes. The control device is configured to determine whether or not the internal combustion engine is in an idle state, and when the internal combustion engine is in an idle state, the rotational speed of the internal combustion engine becomes a predetermined target rotational speed. And a control means for controlling the changing mechanism.

  According to the first invention, when the internal combustion engine is in an idle state, the phase at which the intake valve opens and closes is changed so that the rotational speed of the internal combustion engine becomes a predetermined target rotational speed (for example, idle rotational speed). . For example, when the crank angle at which the intake valve closes is retarded from BDC (Bottom Dead Center), when the phase is retarded, the amount of air pushed back from the cylinder into the intake passage as the piston rises As a result, the amount of air sucked into the cylinder is reduced. Conversely, when the crank angle at which the intake valve closes is retarded from BDC, when the phase is advanced, the amount of air pushed back from the cylinder into the intake passage as the piston rises decreases, resulting in the result Therefore, the amount of air sucked into the cylinder increases. Therefore, when the phase of the intake valve changes, the amount of air sucked into the cylinder changes with higher responsiveness than when the change in the throttle opening changes. As a result, the amount of air sucked into the cylinder can be quickly increased or decreased. Therefore, the output of the internal combustion engine can be controlled with good responsiveness so that the rotational speed of the internal combustion engine can be brought close to the idle rotational speed quickly. At this time, the phase of the intake valve can be changed relatively large. In particular, the phase of the intake valve can be greatly changed as compared with the case where the lift amount and operating angle of the intake valve are changed. On the other hand, the amount of change in the intake air amount relative to the amount of change in the phase of the intake valve is relatively small (the resolution of the phase of the intake valve relative to the amount of intake air is high). In particular, the amount of change in the intake air amount with respect to the amount of change in the phase of the intake valve is small as compared with the case where the lift amount and operating angle of the intake valve are changed. Therefore, the amount of air taken into the cylinder can be finely controlled by changing the phase of the intake valve. As a result, it is possible to provide a control device for an internal combustion engine that can accurately control the output of the internal combustion engine so that the rotational speed of the internal combustion engine in the idle state becomes the idle rotational speed.

  In the control apparatus for an internal combustion engine according to the second invention, in addition to the configuration of the first invention, the internal combustion engine adjusts the amount of air sucked into the internal combustion engine on the upstream side of the intake passage from the intake valve. A regulating valve is provided. The control means includes means for controlling the adjustment valve in addition to the changing mechanism so that the rotational speed of the internal combustion engine becomes the target rotational speed.

  According to the second aspect of the invention, the internal combustion engine is provided with the adjustment valve that adjusts the amount of air taken into the internal combustion engine on the upstream side of the intake valve. When the internal combustion engine is in an idle state, an adjustment valve that can change the amount of air sucked into the cylinder more greatly than in the case where the phase of the intake valve is changed is controlled in addition to the change mechanism. As a result, the amount of air taken into the cylinder can be greatly changed, and the rotational speed of the internal combustion engine can be greatly changed. Therefore, even when the difference between the rotational speed of the internal combustion engine and the target rotational speed (for example, idle rotational speed) is large, the rotational speed of the internal combustion engine can be brought close to the idle rotational speed. As a result, the internal combustion engine in the idle state can be accurately controlled so that the rotational speed becomes the idle rotational speed.

  In the control apparatus for an internal combustion engine according to the third aspect of the invention, in addition to the configuration of the second aspect of the invention, the control means includes a difference between the rotational speed of the internal combustion engine and the target rotational speed and a rate of change in the rotational speed of the internal combustion engine. Means for controlling the changing mechanism according to at least one of the values, and means for controlling the adjusting valve according to a value obtained by integrating the difference between the rotational speed of the internal combustion engine and the target rotational speed. Including.

  According to the third invention, the change is made according to at least one of the difference between the rotational speed of the internal combustion engine and the target rotational speed and the rate of change of the rotational speed of the internal combustion engine (a value obtained by differentiating the rotational speed). The mechanism is controlled. That is, the changing mechanism is controlled by at least one of proportional control and differential control. As a result, the change mechanism can be controlled with high responsiveness to the rotational speed of the internal combustion engine, and the rotational speed of the internal combustion engine can be quickly brought close to the target rotational speed (for example, idle rotational speed). Further, the adjustment valve is controlled according to a value obtained by integrating the difference between the rotational speed of the internal combustion engine and the target rotational speed. That is, the adjustment valve is controlled by integral control. Thereby, the difference between the rotation speed of the internal combustion engine and the idle rotation speed can be further reduced. Therefore, it is possible to control with high accuracy so that the rotational speed of the internal combustion engine in the idle state becomes the idle rotational speed.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  With reference to FIG. 1, the engine of the vehicle carrying the control apparatus which concerns on embodiment of this invention is demonstrated. The control device according to the present embodiment is realized, for example, by a program executed by ECU (Electronic Control Unit) 4000 shown in FIG.

  The engine 1000 is a V-type 8-cylinder engine in which “A” bank 1010 and “B” bank 1012 are each provided with a group of four cylinders. An engine of a type other than the V type 8 cylinder may be used.

  Engine 1000 receives air from air cleaner 1020. The intake air amount is adjusted by a throttle valve 1030. The throttle valve 1030 is an electronic throttle valve that is driven by a motor.

  Air is introduced into the cylinder 1040 through the intake passage 1032. Air is mixed with fuel in a cylinder 1040 (combustion chamber). Fuel is directly injected from the injector 1050 into the cylinder 1040. That is, the injection hole of the injector 1050 is provided in the cylinder 1040.

  Fuel is injected during the intake stroke. Note that the timing of fuel injection is not limited to the intake stroke. In this embodiment, engine 1000 will be described as a direct injection engine in which an injection hole of injector 1050 is provided in cylinder 1040. In addition to direct injection injector 1050, a port injection injector is provided. May be. Further, only a port injection injector may be provided.

  The air-fuel mixture in the cylinder 1040 is ignited by the spark plug 1060 and burned. The air-fuel mixture after combustion, that is, the exhaust gas is purified by the three-way catalyst 1070 and then discharged outside the vehicle. The piston 1080 is pushed down by the combustion of the air-fuel mixture, and the crankshaft 1090 rotates.

  An intake valve 1100 and an exhaust valve 1110 are provided at the top of the cylinder 1040. Intake valve 1100 is driven by intake camshaft 1120. The exhaust valve 1110 is driven by an exhaust camshaft 1130. Intake camshaft 1120 and exhaust camshaft 1130 are connected by a chain, gear, or the like, and rotate at the same rotational speed.

  The phase (opening / closing timing) of intake valve 1100 is controlled by intake VVT mechanism 2000 provided on intake camshaft 1120. The phase of the exhaust valve 1110 is controlled by an exhaust VVT mechanism 3000 provided on the exhaust camshaft 1130.

  In the present embodiment, intake camshaft 1120 and exhaust camshaft 1130 are rotated by the VVT mechanism, whereby the phases of intake valve 1100 and exhaust valve 1110 are controlled. The method for controlling the phase is not limited to this.

  Intake VVT mechanism 2000 is operated by an electric motor. The exhaust VVT mechanism 3000 is operated by hydraulic pressure. Intake VVT mechanism 2000 may be hydraulically operated, and exhaust VVT mechanism 3000 may be operated by an electric motor. Further, since a known technique may be used for the VVT mechanism, detailed description thereof will not be repeated here.

  ECU 4000 receives signals representing the rotational speed and crank angle of crankshaft 1090 from crank angle sensor 5000. ECU 4000 also receives a signal representing the phase of intake camshaft 1120 and exhaust camshaft 1130 (the position of the camshaft in the rotational direction) from cam position sensor 5010.

  Further, the ECU 4000 receives from the water temperature sensor 5020 a signal indicating the water temperature (cooling water temperature) of the engine 1000 and receives from the air flow meter 5030 a signal indicating the intake air amount of the engine 1000 (the amount of air sucked into the engine 1000). Is done.

  Based on signals input from these sensors, a map stored in a memory (not shown), and a program, ECU 4000 controls throttle opening, ignition timing, fuel injection so that engine 1000 can be in a desired operating state. The timing, fuel injection amount, intake valve 1100 phase, exhaust valve 1110 phase, and the like are controlled.

  In the present embodiment, as shown in FIG. 2, ECU 4000 determines a base value VT (B) of the phase of intake valve 1100 based on a map using engine speed NE and intake air amount KL as parameters. . A plurality of maps for determining the base value VT (B) of the phase of the intake valve 1100 are stored for each water temperature.

  In the present embodiment, when engine 1000 is in an idle state, the phase of intake valve 1100 is set so that intake valve 1100 closes at a crank angle that is retarded from BDC (Bottom Dead Center).

  With reference to FIG. 3, a control structure of a program executed by ECU 4000 which is a control device according to the present embodiment will be described. The program described below is repeated at a predetermined cycle.

  In step (hereinafter, step is abbreviated as S) 100, ECU 4000 determines whether or not a phase calculation precondition for intake valve 1100 is satisfied. For example, when the intake VVT mechanism 2000 has not failed, it is determined that the phase calculation precondition is satisfied. If the phase calculation precondition is satisfied (YES in S100), the process proceeds to S110. Otherwise (NO in S100), this process ends.

  In S110, ECU 4000 determines whether or not an ISC control execution condition is satisfied. When the idle switch (not shown) is on, the engine speed NE is lower than the threshold value, and the fuel cut is not executed, it is determined that the ISC control execution condition is satisfied. The idle switch is a switch that is turned on when a condition that the accelerator opening is smaller than a threshold value ("0") or the like is satisfied. If the ISC control execution condition is satisfied (YES in S110), the process proceeds to S120. Otherwise (NO in S110), this process ends.

  In S120, ECU 4000 calculates current engine speed NE and predetermined idle speed NE (I) and difference ED. In S130, ECU 4000 determines that phase correction amount VT (P) of intake valve 1100 is a difference ED from engine speed NE and predetermined idle speed NE (I) based on the map shown in FIG. Calculate accordingly.

  That is, ECU 4000 controls the phase of intake valve 1100 by proportional control. As shown in FIG. 4, as the difference ED between the engine speed NE and the idle speed NE (I) is larger (the engine speed NE is larger than the idle speed NE (I)), the phase is more retarded. It is corrected to.

  Returning to FIG. 3, in S140, ECU 4000 calculates change rate (change amount per unit time (for example, 1 msec)) ΔNE of engine speed NE. The change rate ΔNE of the engine speed NE is calculated as a value obtained by subtracting the previous NE from the current NE.

  In S150, ECU 4000 calculates phase correction amount VT (D) of intake valve 1100 according to change rate ΔNE of engine speed NE based on the map shown in FIG.

  That is, ECU 4000 controls the phase of intake valve 1100 by differential control. As shown in FIG. 5, the greater the rate of change ΔNE of the engine speed NE is, the more the phase is corrected to the retarded side (the higher the engine speed NE is).

  Returning to FIG. 3, in S160, ECU 4000 makes correction amount VT (P) calculated by the proportional term of proportional control and the differential term of differential control with respect to base value VT (B) of phase of intake valve 1100. The correction amount VT (D) calculated by the above is added to calculate the target value VT (T) of the phase.

In S170, ECU 4000 calculates a target value THA (T) for the throttle opening based on a value obtained by integrating engine speed NE, idle speed NE (I) and difference ED.
That is, ECU 4000 controls the throttle opening by integral control.

  For example, the target value THA (T of the throttle opening is added by adding the amount of change determined according to the value obtained by integrating the engine speed NE, the idle speed NE (I) and the difference ED to the current value of the throttle opening. ) Is calculated.

  In S180, ECU 4000 controls intake VVT mechanism 2000 so that the phase of intake valve 1100 becomes target value VT (T), and the throttle valve so that the throttle opening becomes target value THA (T). 1030 is controlled.

  The operation of ECU 4000 that is the control device according to the present embodiment based on the above-described structure and flowchart will be described.

  If the ISC control execution condition is satisfied (YES in S110) while the vehicle is traveling and the phase calculation precondition of intake valve 1100 is satisfied (YES in S100), the current engine speed NE is determined in advance. The determined idle speed NE (I) and the difference ED are calculated (S120).

  In order to control the phase of the intake valve 1100 by proportional control, the phase correction amount VT (P) of the intake valve 1100 is calculated according to the engine speed NE, the predetermined idle speed NE (I), and the difference ED. (S130).

  Further, the rate of change of the engine speed NE is calculated (S140), and the phase of the intake valve 1100 is controlled by differential control. Therefore, the correction amount VT (D) of the phase of the intake valve 1100 is the rate of change of the engine speed NE. It is calculated according to ΔNE (S150).

  For a phase base value VT (B) determined based on a map using the engine speed NE and the intake air amount KL as parameters, a correction amount VT (P) by proportional control and a correction amount VT (by differential control) D) is added, and the phase target value VT (T) is calculated (S160).

  At this time, the correction amount VT (P) by proportional control and the correction amount VT (D) by differential control are added to the phase base value VT (B) determined as a value unique to the engine of each model. Since the phase target value VT (T) is calculated, the system for calculating the phase correction amount can be applied to a plurality of types of engines.

  When target value VT (T) is calculated, intake VVT mechanism 2000 is controlled so that the phase of intake valve 1100 becomes this target value VT (T) (S180), and the phase is changed.

  When the crank angle at which the intake valve 1100 is closed is on the retard side with respect to BDC, if the phase is retarded, the amount of air pushed back from the cylinder 1040 into the intake passage as the piston 1080 rises increases. Therefore, the amount of air sucked into the cylinder 1040 is reduced.

  On the contrary, when the crank angle at which the intake valve 1100 closes is retarded from the BDC, when the phase is advanced, the amount of air pushed back from the cylinder into the intake passage as the piston 1080 rises decreases. As a result, the amount of air sucked into the cylinder 1040 increases.

  Therefore, when the phase of intake valve 1100 changes, the amount of air drawn into cylinder 1040 changes with better responsiveness than when the change in throttle opening changes.

  As a result, the amount of air drawn into the cylinder 1040 can be quickly increased or decreased. Therefore, the output of engine 1000 can be controlled with high responsiveness, and engine speed NE can be quickly brought close to the idle speed.

  At this time, the phase of the intake valve 1100 can be changed relatively large. In particular, the phase of the intake valve 1100 can be greatly changed as compared with the case where the lift amount and the operating angle of the intake valve 1100 are changed by a VVL (Variable Valve Lift) mechanism.

  On the other hand, the amount of change in intake air amount relative to the amount of change in phase of intake valve 1100 is relatively small (the resolution of the phase of the intake valve relative to the amount of intake air is high). In particular, the amount of change in the intake air amount with respect to the amount of change in the phase of the intake valve 1100 is small as compared with the case where the lift amount and operating angle of the intake valve 1100 are changed by the VVL mechanism.

  Therefore, by changing the phase of intake valve 1100, the amount of air drawn into cylinder 1040 can be finely controlled. As a result, it is possible to accurately control the output of the engine 1000 and bring the engine speed NE close to the idle speed NE (I) with high precision.

  Incidentally, as described above, the amount of change in the intake air amount with respect to the amount of change in the phase of the intake valve 1100 is small. Therefore, the amount of air cannot be changed greatly only by changing the phase of intake valve 1100. In this case, when the difference ED between the engine speed NE and the idle speed NE (I) increases due to the friction of the engine 1000 itself and the load on the auxiliary machinery, the engine speed NE is reduced to the idle speed. It is difficult to get close to NE.

  Therefore, in the present embodiment, in addition to changing the phase of intake valve 1100 by proportional control and differential control, the amount of air drawn into cylinder 1040 is controlled by changing the throttle opening by integral control. To do.

  In order to change the throttle opening by integral control, the target value THA (T) of the throttle opening is calculated based on a value obtained by integrating the engine speed NE, the idle speed NE (I) and the difference ED (S170). ). The throttle valve 1030 is controlled so that the throttle opening becomes the target value THA (T). As a result, even when the difference ED between the engine speed NE and the idle speed NE (I) is large, the intake air amount is greatly changed to bring the engine speed NE closer to the idle speed NE (I). Can do.

  As described above, according to the ECU that is the control device according to the present embodiment, when the engine is in the idle state, the phase of the intake valve is retarded so that the engine speed NE becomes the idle speed NE. It is advanced. As a result, the amount of air drawn into the cylinder can be changed with good responsiveness and fineness. Therefore, it is possible to accurately control the engine output so that the engine speed NE becomes the idle speed NE (I) with high accuracy.

<Other embodiments>
In the above-described embodiment, the phase of intake valve 1100 is changed by proportional control and differential control. However, the phase of intake valve 1100 may be changed by either control of proportional control or differential control. Good. However, in this case, it is preferable to change the phase of intake valve 1100 by proportional control.

  In the present embodiment, the throttle opening is changed by integral control. However, the lift amount and operating angle of intake valve 1100 may be changed by integral control instead of the throttle opening. In this case, engine 1000 may be configured without providing throttle valve 1100.

  Further, a passage that bypasses the throttle valve 1100 may be provided, and an ISC valve different from the throttle valve 1100 may be provided on the passage. In this case, the intake air amount may be adjusted by performing integral control of the ISC valve while the engine 1000 is in an idle state.

  Furthermore, in the idle state, the phase base value VT (B) may be set so that the intake valve 1100 closes at a crank angle that is more advanced than BDC. In this case, as the difference ED between the engine speed NE and the idle speed NE (I) is larger (the engine speed NE is larger than the idle speed NE (I)), the phase is corrected to the more advanced side. It may be. Further, the phase may be corrected to the advance side as the change rate ΔNE of the engine speed NE increases (as the engine speed NE increases). This is because, when the intake valve 1100 is closed at a crank angle that is more advanced than BDC, if the phase is further advanced, the amount of air drawn into the cylinder 1040 is reduced, and the engine speed NE is suppressed.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a schematic block diagram which shows the engine of the vehicle by which ECU which is a control apparatus which concerns on this Embodiment is mounted. It is a figure which shows the map which defined the target value of the phase of an intake camshaft. It is a flowchart which shows the control structure of the program which ECU of FIG. 1 performs. FIG. 6 is a diagram (No. 1) showing a map that defines a correction amount of a phase of an intake valve. FIG. 6 is a diagram (No. 2) showing a map that defines a correction amount of a phase of an intake valve.

Explanation of symbols

  1000 engine, 1010 “A” bank, 1012 “B” bank, 1020 air cleaner, 1030 throttle valve, 1040 cylinder, 1050 injector, 1060 spark plug, 1070 three-way catalyst, 1090 crankshaft, 1100 intake valve, 1110 exhaust valve, 1120 Intake camshaft, 1130 exhaust camshaft, 1140 high pressure pump, 2000 intake VVT mechanism, 3000 exhaust VVT mechanism, 4000 ECU, 5000 crank angle sensor, 5010 cam position sensor, 5020 water temperature sensor, 5030 air flow meter.

Claims (3)

A control device for an internal combustion engine provided with a change mechanism for changing a phase at which an intake valve opens and closes,
Determining means for determining whether or not the internal combustion engine is in an idle state;
A control device for an internal combustion engine, comprising: control means for controlling the change mechanism so that the rotational speed of the internal combustion engine becomes a predetermined target rotational speed when the internal combustion engine is in an idle state. The internal combustion engine is provided with an adjustment valve for adjusting the amount of air sucked into the internal combustion engine on the upstream side of the intake passage from the intake valve.
2. The control of the internal combustion engine according to claim 1, wherein the control means includes means for controlling the adjustment valve in addition to the change mechanism so that the rotational speed of the internal combustion engine becomes the target rotational speed. apparatus. The control means includes
Means for controlling the changing mechanism in accordance with at least one of a difference between a rotational speed of the internal combustion engine and the target rotational speed and a rate of change of the rotational speed of the internal combustion engine;
The control apparatus for an internal combustion engine according to claim 2, further comprising means for controlling the adjustment valve in accordance with a value obtained by integrating a difference between the rotational speed of the internal combustion engine and the target rotational speed.

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