JP3890476B2 - Intake valve drive control device for internal combustion engine - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
This invention, as a variable valve mechanism for an intake valve, retards the phase of the lift / working angle variable mechanism capable of continuously expanding and reducing the lift / working angle of the intake valve and the lift center angle of the intake valve. The present invention relates to an intake valve drive control device for an internal combustion engine including a phase variable mechanism.
[0002]
[Prior art]
In order to obtain the optimal valve lift characteristics for engine operating conditions, the lift / working angle variable mechanism that can continuously increase and decrease the lift / working angle of the intake valve and the phase of the lift center angle of the intake valve are delayed. For example, Patent Document 1 and Patent Document 2 filed by the present applicant have already been known.
[0003]
In particular, Patent Document 2 discloses that the intake air amount of the internal combustion engine is basically controlled without depending on the throttle valve by such variable control of the valve lift characteristic of the intake valve.
[0004]
[Patent Document 1]
JP-A-2001-280167
[Patent Document 2]
Japanese Patent Laid-Open No. 2002-256905 [0006]
[Problems to be solved by the invention]
In the configuration combining the two variable mechanisms as described above, one valve lift characteristic includes both a lift / operation angle controlled by the lift / operation angle variable mechanism and a phase controlled by the phase variable mechanism. The amount of intake air that actually flows into the cylinder is determined by the valve lift characteristics, so that variations in intake air amount due to component accuracy or assembly accuracy of each part, in other words, Individual product differences 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, an air-fuel ratio change or an output change.
[0007]
In addition, 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 lift / working angle variable mechanism and a phase variable mechanism are provided for each bank. As a result, the amount of intake air 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, resulting in rotational fluctuation.
[0008]
[Means for Solving the Problems]
The intake valve drive control device for an internal combustion engine according to the present invention includes, as a variable valve mechanism, a lift / working angle variable mechanism capable of simultaneously and continuously expanding and reducing the lift / working angle of the intake valve, and a lift of the intake valve. A phase variable mechanism for delaying the phase of the central angle, and the lift / operating angle variable mechanism and the phase variable mechanism along the target lift / operating angle and target phase set according to engine operating conditions The valve lift characteristics corresponding to the engine operating conditions can be obtained by both.
[0009]
Here, in the present invention, in order to cope with assembly errors, component variations, etc., means for storing the lift / working angle learning correction value and the phase learning correction value, the lift / working angle learning correction value, and the phase learning are stored. Means for correcting each of the lift / operating angle variable mechanism and the phase variable mechanism using the correction value. A means for directly or indirectly detecting excess or deficiency of the amount of intake air flowing into the cylinder is provided, and when the engine operating condition is in the low speed and low load side region where the lift / working angle is small, the intake air amount is reduced. The lift / operating angle learning correction value is learned so that there is no excess / deficiency, and when the engine operating conditions are in the high speed / high load area where the lift / operation angle is large, the intake air amount is not excessive / deficient. The phase learning correction value is learned.
[0010]
According to a second aspect of the present invention, there is provided an internal combustion engine comprising a plurality of banks as in a V-type internal combustion engine, and a lift / operating angle variable mechanism and a phase variable mechanism for each bank. The at least one bank includes means for storing a lift / working angle learning correction value and a phase learning correction value, and the lift / working angle learning correction value and the phase learning correction value are stored. Are used to correct the lift / operating angle variable mechanism and the phase variable mechanism, respectively. Means for directly or indirectly detecting that the amount of intake air in each bank is different is provided, and when the engine operating condition is in the region on the low speed and low load side where the lift and operating angle are small, the intake air of the bank The above-mentioned lift / working angle learning correction value is learned so that the amount is equal to that of other banks, and when the engine operating condition is in the high speed / high load side region where the lift / working angle is large, the intake air amount of the bank is The phase learning correction value is learned so as to be equal to other banks.
[0011]
In the valve lift characteristic with a small lift / operating angle, the amount of intake air flowing into the cylinder is mainly determined by the size of the lift, that is, the size of the lift / operating angle. Therefore, if the characteristics of the lift / operating angle variable mechanism deviate from the original characteristics due to assembly errors or the like, a large error occurs in the intake air amount in a region where the lift / operating angle is small. On the other hand, in the region where the lift / working angle is small, the influence of the phase of the lift center angle is relatively small, and the amount of intake air does not change much even if the phase is changed.
[0012]
On the other hand, in a valve lift characteristic with a sufficiently large lift / operating angle, the lift error does not significantly affect the amount of intake air flowing into the cylinder, and the amount of intake air is determined mainly by the intake valve closing timing. In other words, in the 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 the lift / operating angle and the phase of the lift center angle cancel out the intake air amount error. 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 / operation angle is small is not affected.
[0013]
Therefore, in the present invention, when the engine operating condition is in the low speed and low load side 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. Is in the region on the high speed and high load side where the lift and operating angle are large, the phase learning correction value is learned so as to obtain an appropriate intake air amount. Thereby, the dispersion | variation in the amount of intake air by an assembly | attachment error etc. is suppressed over the whole driving | operation area | region.
[0014]
【The invention's effect】
According to the present invention, it is possible to effectively suppress variations in the intake air amount due to assembly errors of the lift / operating angle variable mechanism and phase variable mechanism, and to reduce errors in engine output, air-fuel ratio, and the like. be able to.
[0015]
Further, it is possible to further reduce the imbalance in the intake air amount between banks when a plurality of banks such as a V-type internal combustion engine are provided.
[0016]
DETAILED DESCRIPTION OF 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 6-cylinder gasoline engine 1, and variable valve mechanisms 2 (to be described later) are provided on the intake valve 3 side of the left and right banks, respectively. The valve operating mechanism on the exhaust valve 4 side is a direct acting type that drives the exhaust valve 4 by the exhaust camshaft 5, and its valve lift characteristic is 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 that detects an exhaust air-fuel ratio is provided at an upstream position of the catalytic converter 7. The exhaust passages 9 of the left and right banks merge on the downstream side of the catalytic converter 7, and further include a second catalytic converter 10 and a silencer 11 on the downstream side.
[0019]
A branch passage 15 is connected to the intake port of each cylinder, and the upstream ends of the six branch passages 15 are connected to the collectors 16 respectively. An intake inlet passage 17 is connected to one end of the collector 16, and an electronically controlled throttle valve 18 is provided in the intake inlet passage 17. The electronically controlled throttle valve 18 includes an actuator composed of an electric motor, and its opening degree is controlled by a control signal supplied from an engine control unit 19. Note that a sensor (not shown) that detects 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 disposed upstream of the throttle valve 18, and an air cleaner 20 is provided further upstream.
[0020]
In order to detect the engine speed and the crank angle position, a crank angle sensor 21 is provided for the crankshaft, and an accelerator for detecting an accelerator pedal opening (depression amount) operated by the 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 ignition plug 24, the valve lift characteristics by the variable valve mechanism 2, the opening of the throttle valve 18, etc. To control.
[0021]
Next, the configuration of the variable valve mechanism 2 on the intake valve 3 side will be described with reference to FIG. This variable valve mechanism 2 advances or retards the lift / operation angle variable mechanism 51 for changing the lift / operation angle of the intake valve and the phase of the center angle of the lift (phase with respect to a crankshaft (not shown)). The phase variable mechanism 71 is combined.
[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 will be described.
[0023]
The lift / operating angle variable mechanism 51 includes the intake valve 3 slidably provided on the cylinder head, a drive shaft 52 rotatably supported by a cam bracket (not shown) on the cylinder head, 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 disposed in parallel with the drive shaft 52, and The rocker arm 56 is swingably supported by the eccentric cam portion 68 of the control shaft 62, and the swing cam 59 is in contact with the tappet 60 disposed at the upper end portion 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]
As will be described later, the drive shaft 52 is driven by a crankshaft of an engine via a timing chain or a timing belt.
[0025]
The eccentric cam 53 has a circular outer peripheral surface, the center of the outer peripheral surface is offset from the shaft center of the drive shaft 52 by a predetermined amount, and the annular portion of the link arm 54 is rotatable on the outer peripheral surface. It is mated.
[0026]
The rocker arm 56 is supported at its substantially central portion so as to be swingable by the eccentric cam portion 68, and the arm portion of the link arm 54 is linked to one end thereof via a connecting pin 55. The upper end portion of the link member 58 is linked to the end portion via a connecting pin 57. The eccentric cam portion 68 is eccentric from the axis of the control shaft 62, and accordingly, 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 the lower end portion of the link member 58 is linked to the end portion extending laterally via a connecting pin 67. ing. On the lower surface of the swing cam 59, a base circle surface concentric with the drive shaft 52 and a cam surface extending in a predetermined curve from the base circle surface are continuously formed. These base circle surface and 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 where the lift amount becomes 0 as a base circle section, and when the swing cam 59 swings and the cam surface contacts the tappet 60, the base circle section lifts gradually. 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 servo motor that drives the control shaft 62 via the 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 the control shaft sensor 64.
[0030]
The operation 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, if the eccentric cam portion 68 is positioned upward in the figure, the rocker arm 56 is positioned upward as a whole, and the end of the swing cam 59 on the side of the connecting pin 67 is relatively lifted upward. Become. That is, the initial position of the swing cam 59 is inclined in a direction in which the cam surface is separated from the tappet 60. Therefore, when the swing cam 59 swings with the rotation of the drive shaft 52, the base circle surface is kept in contact with the tappet 60 for a long time, and the period during which the cam surface is in contact with the tappet 60 is short. Therefore, 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]
On the contrary, if the eccentric cam portion 68 is positioned downward in the figure, the rocker arm 56 is positioned downward as a whole, and the end portion on the connecting pin 67 side of the swing cam 59 is pushed downward relatively. It becomes a 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 that contacts 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 increased.
[0034]
Since the initial position of the eccentric cam portion 68 can be continuously changed, the valve lift characteristic is continuously changed accordingly. That is, the lift and the operating angle can be continuously expanded and contracted simultaneously. Depending on the layout of each part, for example, the opening timing and closing timing of the intake valve 3 change substantially symmetrically as the lift and operating angle change.
[0035]
Next, as shown in FIG. 2, the phase varying mechanism 71 has a sprocket 72 provided at the front end of the drive shaft 52, and the sprocket 72 and the drive shaft 52 are relatively moved within a predetermined angle range. And a phase control actuator 73 to be rotated. The sprocket 72 is linked to the crankshaft via a timing chain or a timing belt (not shown). The phase control actuator 73 is composed of, for example, a hydraulic or electromagnetic rotary actuator, and is controlled by a control signal from the engine control unit 19. Due to the action 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. That is, the lift characteristic curve itself does not change, and the whole advances or retards. 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, the variable valve mechanism 2 is provided with the lift / operating angle variable mechanism 51 and the phase variable mechanism 71, so that the valve lift characteristics of the intake valve 3, particularly the intake valve opening timing, can be obtained by a combination of both controls. (IVO) and intake valve closing timing (IVC) can be variably and continuously controlled. FIG. 3 shows an example of the valve timing, and the intake valve opening timing and the intake valve closing timing are determined by the phase of the operating angle θ and 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. Similarly, the target value of the phase is pre-assigned to a phase control map (FIG. 5) using the engine speed and the required torque as parameters as engine operating conditions, and the corresponding value is read from this phase control map. Thus, 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 are integrally increased or decreased, 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 / operation angle (operation angle θ) is the original value. Deviated from the characteristics. Similarly, if there is an error in the mounting position of the drive shaft sensor 66, for example, the phase of the lift center angle φ will deviate from the original characteristics. Therefore, the intake air amount may deviate from the original characteristics as a combination of these errors or variations.
[0038]
In the present invention, an 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 phase of the operating angle θ read from the control map are 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 engine operating condition is within a predetermined region on the low speed and low load side with a small lift and operating angle, and the learning update of the phase learning correction value is performed. This is executed when the operating condition of the engine is within the region on the high speed and high load side. Specifically, as shown in FIG. 4, in the region A where the operating angle θ is smaller than the predetermined value θ1, the operating angle learning correction value is learned and updated, and in the region B where 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 the influence of changes in the operating angle θ and the lift center angle φ on the intake air amount (indicated by the charging efficiency ηv in the figure) for an example of the valve lift characteristics in the region A described above. For example, a 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 top dead center is taken as an example. That is, point a in the figure is each control target, and at this time, the target charging efficiency ηv is obtained. Here, FIG. (A) shows the change in the charging efficiency ηv when the operating angle θ is changed while the lift center angle φ is maintained at the target value (50 ° after the top dead center), and FIG. On the contrary, 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 (100 °) is shown. In this way, when 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 flow is restricted here. That is, as shown in FIG. 5A, when the operating angle θ (lift / operating angle) changes, the charging efficiency ηv changes accordingly. As shown in FIG. 2B, even if the lift center angle φ changes, the charging efficiency ηv hardly changes. Therefore, for example, when the intake air amount of one bank is different from the intake air amount of the other bank, the intake air amount of both can be made to coincide with each other by correcting the operating angle θ.
[0041]
In the V-type internal combustion engine, an imbalance in the intake air amount between the left and right banks can be detected as a crank shaft rotation variation via the crank angle sensor 21, and the operating angle θ required until the rotation variation is eliminated. A correction amount is obtained and stored as a working angle learning correction value. This operating angle learning correction value is always added to the target operating angle, as described above, for correcting initial variations in the apparatus.
[0042]
On the other hand, FIG. 7 shows the influence of changes in the operating angle θ and the lift center angle φ in the region B. For example, the engine rotational speed is 1600 rpm, the operating angle θ is 160 °, and the lift center angle φ is The case where it is controlled to 40 ° after top dead center is taken as an example. That is, point b in the figure is each control target, and at this time, the target charging efficiency ηv is obtained. FIG. (A) shows the change in charging efficiency ηv when the operating angle θ is changed while the lift center angle φ is kept at the target value (40 ° after top dead center), and FIG. The change in the charging efficiency ηv when the lift center angle φ is changed while the operating angle θ is kept at the target value (160 °) is shown. Thus, in a state where the lift is sufficiently large, the intake air amount is determined mainly 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. 5 (a), the charging efficiency ηv changes accordingly. As shown in the figure (b), even if the lift center angle φ changes, the charging 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 operating angle learning correction value is not changed, and the lift center angle is corrected by increasing or decreasing the phase learning correction value. Both intake air amounts can be made to coincide with each other.
[0043]
Here, if the operating angle learning correction value is changed, when the vehicle is operated again within the region A, a large variation in the intake air amount occurs again. However, if the variation in the intake air amount in the region B is canceled by the learning update of the phase learning correction value as described above, the change in the lift center angle φ is caused by the intake air in the region A as described above. Since there is almost no influence on the amount, the variation in the intake air amount that occurs when the vehicle is operated in the region A again is very small.
[0044]
On the other hand, the operating angle learning correction value learned so as to match the intake air amount in the region A is also reflected in the operation in the region B, but the learning of the above-described phase learning correction value in the region B Since the operation angle learning correction value is given, it is possible to suppress variations in the intake air amount in both areas A and B.
[0045]
6 and 7 show the change in the charging efficiency ηv over a very wide angle range. Actually, however, it is caused by an assembly error in a relatively narrow range near the points a and b. Therefore, it is sufficient to provide a learning correction value for this within a relatively narrow range.
[0046]
In the embodiment of the V-type internal combustion engine described above, in order to correct the imbalance in the intake air amount between the left and right banks, the variable valve mechanism 2 in either bank may be corrected. It is desirable to correct the variable valve mechanisms 2 in both banks in order to make the characteristics of the intake air amount coincide with the desired characteristics.
[0047]
As described above, the present invention can be used in an internal combustion engine having a plurality of banks to prevent an imbalance in the intake air amount of each bank, but is not necessarily limited thereto. Even in the configuration including the variable valve mechanism 2 common to all cylinders, such as a cylinder internal combustion engine, it can be used to correct the initial variation.
[0048]
For example, in the above example, since the target value of the intake air amount that should be inhaled originally is uniquely determined based on the accelerator pedal opening detected by the accelerator opening sensor 22 and the engine speed, the air flow meter 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 characteristics. 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, it is possible to cancel the initial variation.
[0049]
Similarly, the target value of the suction negative pressure in the collector 16 can be estimated based on the operating conditions (the accelerator pedal opening and the engine speed), and this can be compared with the actually detected suction negative pressure value. It is possible to detect the 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 processing for updating the learning of the operating angle learning correction value and the phase learning correction value. First, it is determined whether or not the operation is a steady operation (step 1). It is determined whether or not there is a deviation from the target (target intake air amount or target intake negative pressure, etc.) (step 2). As described above, when the intake air amounts of the left and right banks are balanced, it is determined here whether or not the intake air amounts of the left and right banks are different. When it deviates from a target, it progresses to Step 3, and it is judged whether operating angle theta is smaller than predetermined threshold theta 1 which divides fields A and B (namely, it is in field 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 it 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 understood from the above description, the threshold value θ1 includes a region where the intake air amount is determined mainly by the magnitude of the lift of the intake valve 3 and a region where the intake air amount is determined mainly by the intake valve closing timing. 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 valve timing.
FIG. 4 is a characteristic diagram showing an example of an operating angle control map.
FIG. 5 is a characteristic diagram showing an example of a phase control map.
FIG. 6 is a characteristic diagram showing the relationship (A) between the operating angle θ and the charging efficiency ηv in the region A and the relationship (B) between the lift center angle φ and the charging efficiency ηv.
FIG. 7 is a characteristic diagram showing the relationship (A) between the operating angle θ and the charging efficiency ηv and the relationship (B) between the lift center angle φ and the charging efficiency ηv in the region B.
FIG. 8 is a flowchart showing learning update processing 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 / working angle variable mechanism that can simultaneously and continuously expand and reduce the lift / working angle of the intake valve and a phase variable mechanism that delays the phase of the lift center angle of the intake valve. In the intake valve drive control device for an internal combustion engine in which 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 / working angle learning correction value and a phase learning correction value;
Means for correcting the lift / working angle variable mechanism and the phase variable mechanism, respectively, using the lift / working angle learning correction value and the phase learning correction value;
Means for directly or indirectly detecting excess or deficiency of the amount of intake air flowing into the cylinder;
With
When the engine operating conditions are in the low-speed, low-load region with a small lift / operating angle, the above-mentioned lift / operating angle learning correction values are learned so that the intake air amount is not excessive or insufficient, and the engine operating conditions are lifted / operated. An intake valve drive control device for an internal combustion engine, wherein the phase learning correction value is learned so that the intake air amount does not become excessive or insufficient when it is in a high-speed and high-load region with a large angle. 2. The internal combustion engine according to claim 1, wherein the lift / working angle learning correction value is learned in a region where the lift / working angle is smaller than a predetermined value, and the phase learning correction value is learned in a region of a predetermined value or more. Intake valve drive control device. The target value of the intake air amount is obtained based on the accelerator opening and the engine speed input as engine operating conditions, and the excess or deficiency is detected by comparing with the actually detected intake air amount. An intake valve drive control device for an internal combustion engine according to claim 1 or 2. The target value of intake negative pressure is obtained based on the accelerator opening and engine speed input as engine operating conditions, and compared with the actually detected intake negative pressure, the excess or deficiency of the intake air amount is detected. The intake valve drive control device for an internal combustion engine according to claim 1 or 2, characterized by the above-mentioned. A lift / operating angle variable mechanism having a plurality of banks and capable of simultaneously and continuously expanding and reducing the lift / operating angle of the intake valve, and a phase variable mechanism for delaying the phase of the lift central angle of the intake valve For each bank, and the intake valve drive of the internal combustion engine in which the lift / working angle variable mechanism and the phase variable mechanism are controlled along the target lift / working angle and target phase set according to the engine operating conditions In the control device,
Means for storing a lift / working angle learning correction value and a phase learning correction value for at least one bank;
Means for correcting the lift / working angle variable mechanism and the phase variable mechanism, respectively, using the lift / working angle learning correction value and the phase learning correction value;
Means for directly or indirectly detecting that the amount of intake air in each bank is different;
With
When the engine operating conditions are in the low-speed, low-load region where the lift / working angle is small, the above-mentioned lift / working angle learning correction value is learned so that the intake air amount of the bank is equal to the other banks, and the engine operation is The internal combustion engine is characterized in that the phase learning correction value is learned so that the intake air amount of the bank is equal to that of the other bank when the condition is in the high speed and high load side region where the lift / operating angle is large. Intake valve drive control device. 6. The internal combustion engine according to claim 5, wherein the lift / working angle learning correction value is learned in a region where the lift / working angle is smaller than a predetermined value, and the phase learning correction value is learned in a region greater than the predetermined value. Intake valve drive control device. The intake valve drive control device for an internal combustion engine according to claim 5 or 6, wherein the intake air amount of each bank is detected to be different based on a rotational fluctuation of the crankshaft.

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