JP5321546B2 - Control device for internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To adjust a spring force of a coil-like spring 10 transmitting motor torque to the valve shaft 6 of a TCV 5 which is the valve element of a tumble control valve corresponding to the operation situation of an engine. <P>SOLUTION: By an ECU, a target swing angle is determined from an engine rotation speed and an engine load, flow torque is estimated from the total flow amount of intake air (fresh air amount + EGR gas amount), the target set torque of the spring 10 is determined from the target swing angle and the flow torque, and furthermore, motor torque is controlled (increased or decreased) by variably controlling the duty ratio of a PWM signal given to a motor drive circuit for driving an electric motor 7 based on the target set torque. By this, the target set torque can be adjusted corresponding to the operation situation of the engine. Accordingly, an optimum valve holding force corresponding to the operation situation of the engine can be selected. <P>COPYRIGHT: (C)2012,JPO&amp;INPIT

Description

  The present invention relates to an internal combustion engine control device including an intake control valve that controls intake air flowing through an intake passage of the internal combustion engine, and an exhaust control valve that controls exhaust gas returned from the exhaust passage of the internal combustion engine to the intake passage. Is.

[Conventional technology]
Conventionally, as a valve body of an air flow rate control valve that controls the amount of intake air supplied to a combustion chamber of an internal combustion engine (engine), a throttle valve that opens and closes the intake passage of the engine, or one exhaust gas from the exhaust passage to the intake passage. 2. Description of the Related Art An intake control device for an internal combustion engine having an EGR valve that opens and closes an exhaust gas recirculation path that recirculates EGR gas as a part is known.
As a valve body of a tumble control valve that narrows the opening cross-sectional area of the intake passage during engine start-up or idle operation to generate intake air drift in the intake port and generate intake vortex flow (tumble flow) in the combustion chamber of the engine An intake control device for an internal combustion engine having a tumble control valve (hereinafter abbreviated as a valve) for opening and closing the intake passage of the engine is known.

The tumble control valve can generate a tumble flow in the combustion chamber of the engine, thereby improving the combustion efficiency in the combustion chamber, improving fuel efficiency and reducing harmful exhaust substances.
Here, the tumble control valve can set the tumble ratio higher as the opening cross-sectional area formed between the valve and the passage wall surface is smaller. In other words, tumble can be strengthened. However, when the tumble is strengthened, the pressure loss of the intake air increases in the intake passage of the engine. In particular, the pumping loss (intake resistance) increases under the condition where the flow rate of the intake air is large.

Therefore, an intake control device for an internal combustion engine has been proposed in which the opening degree of the valve body (valve) of the tumble control valve is automatically adjusted in accordance with the flow rate of the intake air to suppress an increase in pumping loss. (For example, refer to Patent Document 1).
As shown in FIG. 14, the tumble control valve includes a valve 101 that opens and closes an intake passage of the engine, a shaft 102 that rotatably supports the valve 101, an electric motor 103 that generates a driving force of the valve 101, A speed reduction mechanism 104 that decelerates the rotation of the electric motor 103, a fully closed stopper 105 that locks the shaft 102 on the fully closed position side of the valve 101, and a fully open stopper 106 that locks the shaft 102 on the fully open position side of the valve 101. And. The shaft 102 has two first and second guides 111 and 112 that determine the rotation angle (opening degree) of the valve 101. The first guide 111 defines a limit position on one side of the swingable angle when the valve 101 is fully closed. The second guide 112 defines the limit position on the other side of the swingable angle when the valve 101 is fully closed.

A spring 107 is attached between the valve 101 and the shaft 102 to bias the valve 101 against the first guide 111.
The tumble control valve can automatically suppress the increase in pumping loss by automatically adjusting the opening of the valve 101 in accordance with the flow rate of air flowing in the intake passage of the engine. That is, in one intake process, the spring 107 loses the torque of the intake air flow at a high piston speed (= high flow rate and large pressure loss) at 90 ° ATDC, and the valve 101 is slightly opened. Thereby, since a pumping loss and a pressure loss can be reduced, a fuel consumption can be improved.
Note that the torque of the intake air flow is the torque (torque that rotates the valve 101 to the opening side) exerted on the valve 101 by gas passing through the tumble control valve, such as new air (new air), EGR gas, or the like. is there.

[Conventional technical problems]
However, in the intake control device described in Patent Document 1, since the valve 101 and the shaft 102 are separately installed and the valve opening of the tumble control valve cannot be directly monitored, the current position of the valve 101, the valve 101 There is a problem in that a failure (connection failure) in the connection state between the shaft 102 and the shaft 102 cannot be detected.
Further, since the load (spring force) of the spring 107 is fixed regardless of the operating state of the engine, the operating state of the engine (the total flow rate of the intake air) as shown by the broken line in FIG. Corresponding optimum valve behavior (the amount of swing of the valve 101 in the rotation direction with respect to the torque of the intake air flow) cannot be selected.

  By the way, for the purpose of reducing harmful substances (for example, nitrogen oxides: NOx) contained in the exhaust gas discharged from the combustion chamber of the internal combustion engine (engine), EGR gas which is a part of the exhaust gas is exhausted to the exhaust passage. An exhaust gas circulation device (EGR system) provided with an exhaust gas recirculation pipe (EGR gas pipe) that recirculates air to the intake passage is known. In this EGR system, when the EGR gas is returned to the intake passage, the engine output and operability are deteriorated. Therefore, an EGR gas flow rate control valve for controlling the flow rate of the EGR gas is installed in the middle of the EGR gas pipe. Here, generally, the higher the EGR rate in the entire flow rate of intake air, the more unstable the combustion becomes, and as shown in FIG. 7, the torque fluctuation limit is easily reached, so a high tumble ratio is required. It is said.

Therefore, for the purpose of ensuring a high tumble ratio, it is conceivable to increase the spring force of the spring 107 so that the valve 101 does not open very much when the valve 101 is fully closed, but all of the intake air passing through the tumble control valve is considered. When the flow rate is small, that is, when the EGR rate is small, as shown by the broken line in FIG. 7A, the spring force of the spring 107 is too strong, the valve 101 does not open at all, and the pressure loss reduction effect is reduced. The problem arises.
In order to ensure the effect of reducing pressure loss, it is conceivable to weaken the spring force of the spring 107 so that the valve 101 opens sufficiently when the valve 101 is fully closed, but the intake air that passes through the tumble control valve. When the total flow rate is large, that is, when the EGR rate is large, as shown by the broken line in FIG. 7A, there is a problem that the spring force of the spring 107 is insufficient and the necessary tumble ratio cannot be obtained. .

JP 2008-303804 A

  An object of the present invention is to provide a control device for an internal combustion engine that can adjust the set torque of a spring by controlling the torque of a motor in accordance with the operating state of the internal combustion engine. Another object of the present invention is to provide a control device for an internal combustion engine that can directly monitor the actual opening of the valve. Furthermore, it is providing the control apparatus of the internal combustion engine which can suppress the deterioration of drivability, such as a torque fluctuation.

The invention according to claim 1, that is, the control device for the internal combustion engine includes a valve, a shaft, a motor, a torque transmission mechanism, and a control unit.
The torque transmission mechanism is power transmission means for transmitting the torque of the motor to the shaft to open and close the valve. On the torque transmission path of this torque transmission mechanism, a lever that rotates in response to the torque of the motor, a spring that elastically connects the shaft and the lever, and the like are installed.
In the torque transmission mechanism, when the lever rotates in response to the torque of the motor, the spring is twisted in the rotation direction of the lever. As a result, the spring functions as a torque applying means for applying a (spring) torque to the shaft on the side of closing or opening the valve.
The control unit is motor control means for variably controlling the power supplied to the motor based on the operating status of the internal combustion engine. This control unit has a torque setting means for setting a target set torque (spring torque) of the spring based on the operating state of the internal combustion engine. The control unit variably controls the power supplied to the motor based on the target set torque set by the torque setting means, thereby controlling (adjusting, increasing / decreasing) the motor torque.

According to the first aspect of the present invention, the control unit variably controls the power supplied to the motor based on the target set torque set by the torque setting means to control (add, subtract, increase or decrease) the motor torque. As a result, the spring torque can be adjusted (optimized) in accordance with the operating condition of the internal combustion engine. Thereby, the optimal valve behavior (valve holding force) corresponding to the operating condition of the internal combustion engine can be selected.
Here, when a tumble control valve (TCV) or a swirl control valve (SCV) that adjusts a swirling flow (tumble flow or swirl flow) generated in the combustion chamber of the internal combustion engine by an opening / closing operation is adopted as a valve, the target of the spring It is possible to solve the problem that the set torque (spring force) is too strong and the effect of reducing the pressure loss is reduced. Also, by adjusting the spring torque by controlling the motor torque based on the operating status of the internal combustion engine and adjusting the spring torque, the required eddy current ratio (tumble ratio or swirl ratio) is always maintained regardless of changes in the operating status of the internal combustion engine. Ratio) can be ensured, so that the combustion state of the internal combustion engine can be stabilized and deterioration of drivability such as torque fluctuation can be suppressed.

According to the second aspect of the present invention, the control unit is constituted by the pulse signal generating means, the duty ratio setting means and the like.
The duty ratio of the pulse signal is obtained from the target set torque.
The duty ratio is the ratio of the energization on period in which the motor is energized and the energization off period in which the motor is deenergized in the pulse signal generation cycle. The control unit variably controls the power supplied to the motor by changing the duty ratio of the pulse signal.
According to the third aspect of the present invention, the control unit includes the swing angle setting means, the flow torque estimation means, the torque setting means, and the like.
Based on the operating condition of the internal combustion engine, a target swing angle that is a target opening degree of the valve with respect to the fully closed opening degree of the valve is set.
Based on the operating condition of the internal combustion engine, the torque of the flow that acts on the valve and the shaft to open the valve is estimated by the flow rate of the intake air when the valve is fully closed.
The target set torque of the spring is obtained from the target swing angle or (and) the flow torque (estimated value).

According to the fourth aspect of the present invention, the shaft for transmitting the torque of the motor from the lever via the spring supports (fixes) the valve, and outputs a signal corresponding to the actual opening of the valve. It has. As a result, the actual opening of the valve can be directly monitored, so that failure detection performance such as insufficient coupling (connection failure) or breakage between the valve and the shaft can be ensured.
Further, the control unit is constituted by swing angle calculation means (valve opening calculation means), duty ratio correction means, and the like. Further, an actual swing angle that is an actual opening of the valve is calculated from a signal output from the sensor.
When the deviation between the actual swing angle and the target swing angle is larger than a predetermined amount, that is, when a difference occurs between the assumed valve behavior and the actual behavior, the actual swing angle and the target swing angle are set. The duty ratio of the pulse signal is corrected by a predetermined correction amount so that the deviation from the moving angle falls within a predetermined amount. As a result, control error due to product variation, disturbance, and the like, which are error factors in obtaining the target set torque and the duty ratio of the pulse signal, can be suppressed, and the valve swing angle control can be performed with higher accuracy.

According to the fifth aspect of the present invention, the control unit is configured by table storage means, table correction means, and the like.
The table storage means includes a (rewritable duty ratio-torque characteristic) table that shows the correspondence between the duty ratio of the pulse signal and the target set torque of the spring in a predetermined format (format such as map data or an arithmetic expression). Retained.
After the difference between the assumed valve behavior and the actual behavior occurs, if the deviation between the actual swing angle and the target swing angle is less than the predetermined amount, the above table is used as the duty ratio of the pulse signal. The correction amount is updated by the total correction amount obtained by adding all the correction amounts.
As a result, control error due to product variation, disturbance, and the like, which are error factors in obtaining the target set torque and the duty ratio of the pulse signal, can be suppressed, and the valve swing angle control can be performed with higher accuracy.

Here, the signal output from the sensor according to claim 4 is an analog signal or a digital signal.
As a sensor that outputs an analog signal, a non-contact type magnetic detection element (a Hall element or a magnetoresistive (MR) element) that detects magnetic flux emitted from a valve or a magnet fixed to a rotating shaft (shaft) of the valve is used. You may employ | adopt the sensor (Hall IC) which has.
As a sensor for outputting a digital signal, an ON-OFF sensor (Hall element) having a non-contact type magnetic detection element (Hall element) for detecting magnetic flux emitted from a valve or a magnet fixed to a rotating shaft (shaft) of the valve. IC), a touch sensor, a limit switch, or the like may be employed.

According to the sixth aspect of the present invention, the control unit is configured by the swing angle setting means, the flow torque estimation means, the torque setting means and the like.
Based on the operating condition of the internal combustion engine, a target swing angle that is a target opening degree of the valve with respect to the fully closed opening degree of the valve is set.
Based on the operating condition of the internal combustion engine, the torque of the flow that acts on the valve and the shaft to open the valve is estimated by the flow rate of the intake air when the valve is fully closed.
The target set torque of the spring is obtained from the target swing angle or (and) the flow torque (estimated value).
According to the seventh aspect of the present invention, the control unit is configured by lever angle setting means, pulse signal generation means, duty ratio setting means, and the like.
A target angle of the lever is set based on the target set torque.
The duty ratio of the pulse signal is obtained from the target angle of the lever.
The duty ratio is the ratio of the energization on period in which the motor is energized and the energization off period in which the motor is deenergized in the pulse signal generation cycle. The control unit variably controls the power supplied to the motor by changing the duty ratio of the pulse signal.

According to the eighth aspect of the present invention, the shaft to which the torque of the motor is transmitted from the lever via the spring supports (fixes) the valve, and outputs a signal corresponding to the actual opening of the valve. 1 sensor and a second sensor that outputs a signal corresponding to the actual angle of the lever. As a result, the actual opening of the valve can be directly monitored, so that failure detection performance such as insufficient coupling (connection failure) or breakage between the valve and the shaft can be ensured.
The control unit includes an actual angle calculation means, a swing angle calculation means, a rotation angle correction means, a duty ratio setting means, and the like. Further, an actual swing angle that is an actual opening of the valve is calculated from a signal output from the first sensor. Further, the actual angle of the lever is calculated from the signal output from the second sensor.
When the deviation between the actual swing angle and the target swing angle is larger than a predetermined amount, that is, when a difference occurs between the assumed valve behavior and the actual behavior, the actual swing angle and the target swing angle are set. The target angle of the lever is corrected by a predetermined correction amount so that the deviation from the moving angle falls within the predetermined amount. This suppresses control errors due to product variations and disturbances that can cause errors when determining the target angle of the lever, target set torque, and duty ratio of the pulse signal, and enables more accurate valve swing angle control. Become.
Further, the duty ratio of the pulse signal is feedback controlled (PID or PI) so that the actual angle of the lever and the target angle of the lever coincide.

According to the invention described in claim 9, the control unit is constituted by a table storage means, a table correction means, and the like.
The table storage means stores and holds a (rewritable lever angle-torque characteristic) table in which a correspondence relationship between the target angle of the lever and the target set torque is expressed in a predetermined format (a format such as map data or an arithmetic expression). ing.
When the deviation between the actual swing angle and the target swing angle is equal to or smaller than a predetermined amount, the table is updated by the correction amount total value obtained by adding all the correction amounts of the target angle.
This suppresses control errors due to product variations and disturbances that can cause errors when determining the target angle of the lever, target set torque, and duty ratio of the pulse signal, and enables more accurate valve swing angle control. Become.

Here, the signals output from the first and second sensors according to claim 8 or 9 are analog signals or digital signals.
Non-contact type magnetic detection for detecting magnetic flux emitted from a valve or a rotating shaft (shaft) of the valve and a lever or a magnet fixed to the rotating shaft of the lever as first and second sensors for outputting an analog signal A sensor (Hall IC) having an element (Hall element or magnetoresistive (MR) element) may be employed.
Non-contact type magnetic detection for detecting magnetic flux emitted from a valve or a rotating shaft (shaft) of this valve and a lever or a magnet fixed to the rotating shaft of this lever as first and second sensors for outputting digital signals An ON-OFF sensor (Hall IC) having an element (Hall element), a touch sensor, a limit switch, or the like may be employed.

  According to the tenth aspect of the present invention, the torque transmission mechanism is configured such that the shaft and the lever are directly connected only at or near the fully open position that is the limit position on one side of the operable range of the valve. For example, the shaft and the lever are configured to be directly connected without using a spring only when the valve or the shaft hits the fully open stopper or just before the valve or the shaft hits the fully open stopper. In this case, the lever that rotates in response to the torque of the motor can reliably hold the valve in the fully open position. Thereby, since a large amount of intake air can be introduced into the combustion chamber of the internal combustion engine, it is possible to prevent problems such as insufficient output of the internal combustion engine or torque reduction of the internal combustion engine.

According to the eleventh aspect of the present invention, the valve body of an intake flow control valve that adjusts the swirling flow generated in the combustion chamber of the internal combustion engine by an opening / closing operation may be employed as the valve. Note that a tumble control valve (TCV) that is a valve body of a tumble control valve that adjusts the tumble flow generated in the combustion chamber of the internal combustion engine by an opening / closing operation may be employed as the valve body of the intake flow control valve. Further, a swirl control valve (SCV) that is a valve body of a swirl control valve that adjusts a swirl flow generated in the combustion chamber of the internal combustion engine by an opening / closing operation may be employed as the valve body of the intake flow control valve.
According to the twelfth aspect of the present invention, the exhaust gas circulation device (EGR device) for recirculating a part of the exhaust gas as EGR gas is provided in the intake passage of the internal combustion engine. The exhaust gas circulation device has an EGR (gas amount) control valve and an actuator that drives the valve body of the EGR control valve. An EGR valve that controls the EGR rate, which is the ratio of the amount of EGR gas to the total flow rate of intake air supplied to the combustion chamber of the internal combustion engine, may be employed as the valve body of the EGR control valve.

1 is a configuration diagram illustrating an engine control system (Example 1). FIG. It is the schematic which showed the valve | bulb fully open state of TCV (Example 1). It is the schematic which showed the valve | bulb fully closed state of TCV (Example 1). (A), (b) is explanatory drawing which showed the valve | bulb fully open state and valve | bulb fully closed state of TCV (Example 1). (A), (b) is the schematic diagram which showed the valve | bulb fully closing operation | movement of TCV, and valve | bulb fully opening operation | movement (Example 1). 5 is a flowchart illustrating a method for controlling a TCV swing angle (Example 1). (A) is explanatory drawing which showed the relationship between a tumble ratio and an EGR rate, (b) is explanatory drawing which showed valve | bulb control mode (Example 1). (A) is explanatory drawing which showed the relationship between a fuel consumption rate and a rocking | fluctuation angle, (b) is explanatory drawing which showed the relationship between a rocking | fluctuation angle and spring torque, (c) is a DUTY ratio and spring torque. (Example 1) which is the explanatory drawing which showed the relationship with these. (A) is explanatory drawing which showed the relationship between a rocking | fluctuation angle and spring torque, (b) is explanatory drawing which showed the relationship between DUTY ratio and a spring torque (Example 1). (A) is the schematic diagram which showed the fully-closed operation | movement of TCV, (b) is the characteristic view which showed the relationship between (control lever angle)-(valve shaft angle) and a spring force (Example 2). 10 is a flowchart illustrating a method for controlling a TCV swing angle (second embodiment). (A) is explanatory drawing which showed the relationship between a control lever angle and spring torque, (b) is explanatory drawing which showed the relationship between a sensor output voltage and TCV valve opening degree (Examples 2 and 3). 9 is a flowchart illustrating a method for controlling a TCV swing angle (Example 3). (A), (b) is the schematic diagram which showed the full-close operation and full-open operation of the valve | bulb (conventional technique).

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
The present invention aims to adjust (optimize) the set torque of the spring by controlling the torque of the motor in accordance with the operating condition of the engine, to the motor based on the target set torque set by the torque setting means. This is achieved by variably controlling the power supplied to the motor to control (increase, decrease or decrease) the motor torque.
In addition, for the purpose of directly monitoring the actual opening of the valve, a shaft to which the motor torque is transmitted from the lever via the spring supports (fixes) the valve, and a signal corresponding to the actual opening of the valve. This is realized by providing a (first) sensor that outputs
Furthermore, for the purpose of suppressing deterioration of drivability such as torque fluctuation, the motor torque is controlled (adjusted, increased or decreased) by variably controlling the power supplied to the motor based on the target set torque set by the torque setting means. ).

[Configuration of Example 1]
FIGS. 1 to 9 show Example 1 of the present invention, FIG. 1 is a view showing an engine control system, FIGS. 2 and 4A are views showing a TCV fully opened state, 3 and 4 (b) are views showing a TCV valve fully closed state, FIG. 5 (a) is a view showing a TCV valve fully closed operation, and FIG. 5 (b) is a valve fully open operation. It is a figure.

  The control device (engine control system) for the internal combustion engine of the present embodiment is an electronic device that controls the flow rate (fresh air amount) of new intake air (new air) supplied into the combustion chamber of each cylinder of the internal combustion engine (engine). Throttle device, exhaust gas circulation device (EGR system) for recirculating (refluxing) EGR gas, which is part of engine exhaust gas, to the intake passage, and intake vortex flow (tumble flow) in the combustion chamber of each cylinder of the engine And an engine control unit (electronic control unit: ECU) 1 for controlling the intake vortex generator in association with each system such as an electronic throttle device, an EGR system, an ignition device, and a fuel injection device And is used as an intake control device for an internal combustion engine that controls intake air supplied to a combustion chamber for each cylinder of the engine.

The electronic throttle device adjusts the flow rate (fresh air amount) of fresh air supplied to the combustion chamber of each cylinder of the engine by opening and closing (changing the opening area of the common intake passage) (fresh air amount). This is a throttle valve control device that controls the opening degree of the throttle valve 2 that is a valve body of the control valve. The rotary shaft (shaft) of the throttle valve 2 is driven in the rotational direction by the electric motor 3.
The EGR system is a valve body of an EGR gas flow rate control valve that adjusts the flow rate (EGR gas amount) of EGR gas recirculated from the exhaust pipe of the engine to the intake pipe by opening / closing operation (changing the opening area of the EGR gas flow path). This is an EGR valve control device that controls the opening degree of the EGR valve 4. The drive shaft (shaft) of the EGR valve 4 is driven in the reciprocating direction by an actuator.
The intake vortex generator is a valve body of an intake vortex control valve that adjusts the swirling flow (tumble flow) generated in the combustion chamber of each cylinder of the engine by opening / closing operation (changing the opening area of each branch intake passage). This is a tumble control valve control device (system) that controls the opening degree of a plurality of tumble control valves (TCV) 5. A rotating shaft (valve shaft) 6 of the TCV 5 is driven in the rotating direction by an electric motor 7.

  The ECU 1 includes a CPU that performs control processing and arithmetic processing, a control program or control logic, a storage device that stores various data (volatile memory such as SRAM and DRAM, nonvolatile memory such as EPROM, EEPROM, and flash memory), a timer, and the like A microcomputer having a known structure configured to include the above functions is provided. The ECU 1 includes an air flow meter 13, a crank angle sensor 14, an accelerator opening sensor, a throttle opening sensor 15, a valve opening sensor (TCV opening sensor 16, EGRV opening sensor 18), an intake air temperature sensor, a cooling water temperature sensor, and Sensor output signals from various sensors such as an exhaust gas sensor (air-fuel ratio sensor, oxygen concentration sensor) are A / D converted by an A / D conversion circuit and then input to a microcomputer.

The microcomputer measures (calculates) the flow rate (fresh air amount) of fresh air flowing through the intake pipe of the engine based on the electrical signal (AFM signal) output from the air flow meter 13, and calculates the calculated fresh air amount. Used for various engine controls (for example, TCV5 swing angle control, etc.). The microcomputer measures (calculates) the flow rate (EGR gas amount) of the EGR gas recirculated to the intake pipe of the engine based on the electrical signal (EGRV opening signal) output from the EGRV opening sensor 18. The calculated EGR gas amount is used for various engine controls (for example, TCV5 swing angle control, etc.).
Details of the swing angle control of the TCV 5 by the ECU 1 will be described later.

Here, a multi-cylinder gasoline engine having a plurality of cylinders is employed as the engine. This engine generates output by heat energy obtained by burning clean fresh air filtered by an air cleaner or an air-fuel mixture of intake air, which is EGR gas, and fuel in a combustion chamber.
Each cylinder (cylinder) of the engine is provided with an injector 21 for directly injecting and supplying fuel into the combustion chamber, and a spark plug 22 for igniting an air-fuel mixture in the combustion chamber. Further, a piston 23 connected to the crankshaft via a connecting rod is slidably supported in the cylinder bore of each cylinder (cylinder). Further, an intake valve 24 that opens and closes an intake port for each cylinder and an exhaust valve 25 that opens and closes an exhaust port for each cylinder are attached to the engine.

  An intake pipe is connected to a plurality of intake ports (for each cylinder) of the engine. An intake passage (such as a common intake passage 31) for supplying intake air to the combustion chamber of each cylinder of the engine is formed inside the intake pipe. Further, an air cleaner, an air flow meter 13, a throttle valve 2, an intake manifold 26, and the like are installed in the middle of the intake pipe. The intake manifold 26 has a plurality of intake branch pipes having branch intake passages 32 formed therein. An exhaust pipe is connected to a plurality of exhaust ports (for each cylinder) of the engine. Inside this exhaust pipe, there is an exhaust passage (common exhaust passage 33) for exhausting exhaust gas flowing out from the combustion chamber of each cylinder of the engine to the outside via an exhaust purification device (catalyst such as a three-way catalyst). Etc.) are formed. In the middle of the exhaust pipe, an exhaust manifold, an exhaust gas sensor (air-fuel ratio sensor, oxygen concentration sensor), and the like are installed. The exhaust manifold has a plurality of exhaust branch pipes having branch exhaust passages 34 formed therein.

The electronic throttle device of this embodiment includes a throttle opening sensor 15, a throttle body, a throttle valve 2, and an electric actuator.
The throttle body is installed in the middle of the intake pipe of the engine, for example, at the inlet of the surge tank of the intake manifold 26.
The throttle valve 2 is a butterfly valve that controls (adjusts) the amount of fresh air flowing through the intake pipe (intake passage), and is supported and fixed to a shaft (rotary shaft) that is rotatably mounted on the intake pipe. . The intake pipe (throttle body) is mounted with an electric actuator that drives a shaft (rotary shaft) that supports and fixes the throttle valve 2 in the valve opening direction or the valve closing direction. This electric actuator has an electric motor 3 that generates a driving force (torque) for driving the throttle valve 2 when supplied with electric power.
Here, the electric motor 3 that drives the throttle valve 2 is electrically connected to a battery mounted on a vehicle such as an automobile via a motor drive circuit that is electronically controlled by the ECU 1.

The EGR system of this embodiment includes an EGRV opening sensor 18, an EGR gas pipe, an EGR cooler 35, and an EGR gas flow rate control valve. In the EGR system, while the EGR valve 4 that is the valve body of the EGR gas flow control valve is open, a part of the exhaust gas (engine exhaust gas) flowing out from the combustion chamber of each cylinder of the engine is converted into EGR. It returns to the intake passage (a plurality of branch intake passages 32) as EGR gas via the gas pipe.
The EGR gas pipe is an exhaust gas recirculation pipe that returns EGR gas from the exhaust pipe to the intake pipe. An exhaust gas recirculation path (EGR gas flow path) 36 is formed inside the EGR gas pipe to recirculate the EGR gas from the exhaust path (plurality of branched exhaust paths 34) to the (plurality of branched intake paths 32). Yes.

The EGR cooler 35 is an exhaust gas cooling heat exchanger that cools the EGR gas.
The EGR gas flow rate control valve is an EGR control valve that controls an EGR rate that is a ratio of an EGR gas amount to a total flow rate of intake air supplied to a combustion chamber for each cylinder of the engine. This EGR gas flow rate control valve has an EGR valve 4 that changes the opening area of the EGR gas flow path 36, and an actuator that drives the EGR valve 4 in the valve opening direction or the valve closing direction. The amount of EGR gas recirculated from the exhaust passage (the plurality of branch exhaust passages 34) to the intake passage (the plurality of branch intake passages 32) is variably controlled.

The intake vortex generator of this embodiment includes a TCV opening sensor 16, an intake pipe, and an intake vortex control valve (tumble control valve).
A branch intake passage 32 communicating with an intake port for each cylinder of the engine is formed in the intake pipe, in particular, the intake manifold 26.
Further, the intake manifold 26 has a TCV 5 on the lower side in the gravity direction of the branch intake passage 32, that is, on the lower surface side in the gravity direction of the branch intake passage 32 so that the TCV 5 does not protrude into the branch intake passage 32 when the TCV 5 is fully opened. A valve housing recess 27 for housing (storing) is provided.

The intake vortex control valve has a TCV 5 that changes the opening area of the plurality of branch intake passages 32 and an actuator that rotationally drives the valve shaft 6 of the TCV 5 in the valve opening direction or the valve closing direction.
The plurality of TCVs 5 are rotary valves coupled (supported and fixed) to the single valve shaft 6 so as to be skewered. These TCVs 5 have a rotation angle (valve opening) in a valve operating range from a fully open position where the opening area of each branch intake passage 32 is maximum to a fully closed position where the opening area of each branch intake passage 32 is minimum. Is changed relative to the intake pipe (intake manifold 26) to open and close each branch intake passage 32. That is, the cross-sectional area of each branch intake passage 32 is reduced.

The plurality of TCVs 5 are installed at a position where the valve shaft 6 constituting the rotation center is biased to one side (lower side in the figure) in the valve surface direction perpendicular to the plate thickness direction of the TCVs 5 from the valve center part of the TCVs 5. ing. Therefore, the TCV 5 constitutes a cantilever valve.
Further, in this embodiment, even when the plurality of TCVs 5 are stopped at the fully closed position, a gap (formed between the upper end of the valve of the TCV 5 and the upper wall surface of the intake passage) is formed above each branch intake passage 32. Gap (opening 37)) is formed.
In order to generate a tumble flow in the combustion chamber of each cylinder of the engine by cutting out a part (central portion) of the valve upper end surface of the TCV 5, that is, the valve upper end surface opposite to the valve shaft 6 side. A rectangular opening (notch, slit) may be formed. In this case, when the TCV 5 is fully closed, the upper end of the valve of the TCV 5 may be in contact with the upper wall surface of the intake passage.

Here, when the tumble execution condition is not satisfied, the plurality of TCVs 5 use the torque (motor torque) of the electric motor 7 as shown in FIGS. 2, 4 (a), and 5 (b). Fully open. That is, the TCV drive mode is set to a fully open fixing mode in which the plurality of TCVs 5 are fixed to the fully open position.
The fully opened position of TCV5 is a state of a fully opened position where TCV5 (or branch intake passage 32) is fully opened. The fully open position is a limit position on one side of the operable range of the TCV 5, that is, the fully open stopper portion of the stopper lever 11 coupled and integrated with the outer periphery of the valve shaft 6 hits the fully open stopper 38, so This is a fully open side restriction position where full open operation is restricted.

Further, when the tumble execution condition is satisfied, the plurality of TCVs 5 are fully closed using the motor torque as shown in FIGS. 3, 4B, and 5A. That is, the TCV drive mode is set to a fully closed fixing mode in which a plurality of TCVs 5 are fixed to a fully closed position, or a TCV swing angle control mode in which the TCV drive mode swings to the valve opening side by a predetermined swing angle from the fully closed position. .
The fully closed position of TCV5 is a state of a fully closed opening degree in which TCV5 (or branch intake passage 32) is fully closed. The fully closed position is the limit position on the other side of the operable range of the TCV 5, that is, the fully closed stopper portion of the stopper lever 11 hits the fully closed stopper 39, and the further fully closed operation of the TCV 5 is restricted. It is a closed side restriction position.

The valve shaft 6 press-fits a plurality of TCVs 5. The valve shaft 6 is a single drive shaft that connects all the TCVs 5 so as to be interlocked by connecting the rotation centers of the plurality of TCVs 5 in a skewed state. A stopper lever 11 that is selectively locked to the fully open stopper 38 or the fully closed stopper 39 is fitted and held on the outer periphery of one end of the valve shaft 6 in the rotation axis direction.
The full-open stopper 38 is a protrusion of a protrusion installed on the intake pipe, particularly the intake manifold 26, or a full-open stopper screw supported and fixed to the intake pipe, particularly the intake manifold 26.
The fully closed stopper 39 is a protrusion of a protrusion installed in the intake pipe, particularly the intake manifold 26, or a fully closed stopper screw supported and fixed to the intake pipe, particularly the intake manifold 26.

The actuator has an electric motor 7 that generates a driving force (torque) that drives the TCV 5 when supplied with electric power, and a torque transmission mechanism that transmits the motor torque to the valve shaft 6.
The electric motor 7 is electrically connected to a battery mounted on a vehicle such as an automobile via a motor drive circuit electronically controlled by the ECU 1.
Here, the motor drive circuit of this embodiment corresponds to the “duty ratio of the PWM signal (described later)” given from the microcomputer of the ECU 1 (power applied to the electric motor 7 (motor applied voltage or motor drive current)). Is variably controlled.
On the torque transmission path of the torque transmission mechanism, a speed reduction mechanism 8 that decelerates the rotation of the electric motor 7, a control lever 9 that rotates by receiving motor torque from the speed reduction mechanism 8, and a motor torque that is received from the control lever 9 for control. A coiled spring 10 whose set torque (spring force) is adjusted by being twisted to the fully closed side (or fully open side) of the lever 9 in the rotational direction, and supported and fixed to one outer periphery of the valve shaft 6 in the rotational axis direction. The stopper lever 11 and the like are installed.

The speed reduction mechanism 8 includes a pinion gear 41 that is press-fitted and fixed to the outer periphery of an output shaft (shaft) 40 of the electric motor 7, a final gear 42 that rotates in mesh with the pinion gear 41, and the like.
The pinion gear 41 is formed with a plurality of convex teeth that mesh with the final gear 42 in the entire circumferential direction.
The final gear 42 is integrally formed in a circular arc shape by synthetic resin, for example. A plurality of convex teeth 43 that mesh with the convex teeth of the pinion gear 41 are formed on the outer peripheral portion of the final gear 42. A control lever 9 is insert-molded on the inner peripheral portion of the final gear 42.

  The control lever 9 has a center of rotation on the same axis as the valve shaft 6 of the TCV 5, and mainly includes a circular plate extending radially around the center of rotation. A shaft (rotary shaft) 44 is connected (coupled and integrated) on the rotation center line of the control lever 9. The shaft 44 is supported by a bearing (bearing) 45 held in an intake pipe, in particular, an intake manifold 26 or a housing (actuator case) that accommodates an actuator so as to be slidable in a rotational direction.

  Further, the control lever 9 is connected to the TCV5 via the stopper lever 11 only when the fully opened stopper portion of the stopper lever 11 hits the fully opened stopper 38, that is, at or near the fully opened position which is a limit position on one side of the operable range of the TCV5. An axial arm 46 for directly connecting the valve shaft 6 and the control lever 9 is provided. The axial arm 46 extends straight from the outer peripheral portion of the plate toward the TCV 5 side in the rotational center axis direction of the control lever 9. Thereby, when the TCV 5 is fully opened, the motor torque can be transmitted directly from the control lever 9 to the valve shaft 6 of the TCV 5 without using the spring 10.

  The spring 10 is installed so as to spirally surround a straight line (virtual rotation axis) connecting the rotation center of the control lever 9 and the rotation center of the stopper lever 11. The spring 10 elastically connects the control lever 9 and the stopper lever 11 in the rotational direction, and causes the stopper lever 11 to follow the rotational movement of the control lever 9 toward the closing side or the opening side of the TCV 5. The motor torque is transmitted to the valve shaft 6 of the TCV 5. Further, the spring 10 is twisted in the rotational direction of the control lever 9 (the rotational direction toward the closing side or the opening side of the TCV 5), so that the TCV 5 is closed with respect to the valve shaft 6 and the stopper lever 11 of the TCV 5. It has a function as a spring torque applying means for applying spring torque to the opening side.

  The stopper lever 11 has a rotation center on the same axis as the valve shaft 6 of the TCV 5. On one side of the rotation direction of the stopper lever 11 (the valve opening operation direction), a fully open stopper portion that is locked by the fully open stopper 38 is provided. Thus, when the fully open stopper portion of the stopper lever 11 hits the fully open stopper 38, the valve opening of the TCV 5 is regulated so as to be in the fully open position (fully open position). The full-open stopper 38 is a one-side stopper that restricts the opening / closing operation of the TCV 5 at the full-open position (the full-open position of the TCV 5), which is the limit position on one side of the operable range.

On the other side of the stopper lever 11 in the rotation direction (valve closing operation direction), a fully closed stopper portion that is locked to the fully closed stopper 39 is provided. Thus, when the fully closed stopper portion of the stopper lever 11 hits the fully closed stopper 39, the valve opening of the TCV 5 is regulated so as to be in the fully closed opening state (fully closed position). The fully closed stopper 39 is a stopper on the other side that restricts the opening / closing operation of the TCV 5 at a fully closed position (a fully closed position of the TCV 5) that is the limit position on the other side of the operable range.
As described above, the valve shaft (TCV5, the rotation shaft of the stopper lever 11) 6 is connected (coupled and integrated) on the rotation center line of the stopper lever 11. The valve shaft 6 is supported by a bearing (bearing) 47 held in an intake pipe, in particular, an intake manifold 26 or a housing (actuator case) containing an actuator so as to be slidable in the rotational direction.

Next, the swing angle control of the TCV 5 by the ECU 1 of this embodiment will be described with reference to FIGS.
As described above, the ECU 1 includes an air flow meter 13, a crank angle sensor 14, an accelerator opening sensor, a throttle opening sensor 15, a valve opening sensor (TCV opening sensor 16, EGRV opening sensor 18), and an intake air temperature sensor. A cooling water temperature sensor and an exhaust gas sensor (air-fuel ratio sensor, oxygen concentration sensor) and the like are connected.
The air flow meter 13 is air amount detection means for detecting the amount of fresh air sucked into the combustion chamber of each cylinder of the engine.

The crank angle sensor 14 is a rotation angle detection means for detecting the rotation angle of the crankshaft of the engine. The crank angle sensor 14 includes a pickup coil that converts the rotation angle of the crankshaft of the engine into an electric signal, and outputs a NE pulse signal, for example, every 30 ° CA (crank angle).
Further, the ECU 1 functions as a rotational speed detection means for detecting the engine rotational speed (engine rotational speed: NE) by measuring the interval time of the NE pulse signal output from the crank angle sensor 14.
The accelerator opening sensor is an engine load detecting means for detecting the amount of depression of the accelerator pedal (accelerator opening).

The throttle opening sensor 15 is a throttle opening detection means for detecting a throttle opening corresponding to the valve opening of the throttle valve 2 that is changed based on an electric signal (accelerator opening signal) output from the accelerator opening sensor. (Engine load detecting means).
The TCV opening degree sensor 16 is a TCV opening degree detecting means for detecting the rotation angle of the valve shaft 6 corresponding to the valve opening degree of the TCV 5. The TCV opening sensor 16 is mainly composed of a Hall IC having a non-contact type magnetic detection element that detects magnetic flux emitted from a magnet (magnet) fixed to the valve shaft 6 of the TCV 5. The electric signal output from the Hall IC is a voltage signal (analog signal) corresponding to the magnetic flux density interlinking the magnetic sensing surface of the Hall element.
The EGRV opening degree sensor 18 is EGRV opening degree detecting means for detecting the valve opening degree of the EGR valve 4.

[Control Method of Example 1]
Next, a control method of the engine control system of the present embodiment will be briefly described with reference to FIGS. FIG. 6 is a flowchart showing a method for controlling the TCV swing angle. The control routine of FIG. 6 is repeatedly executed every predetermined control period after the ignition switch is turned on (IG · ON).

First, when the ignition switch is turned on (IG / ON), the air flow meter 13, the crank angle sensor 14, the accelerator opening sensor, the throttle opening sensor 15, the valve opening sensor (TCV opening sensor 16, EGRV opening sensor). 18) Sensor signals from various sensors such as an intake air temperature sensor, a cooling water temperature sensor, and an exhaust gas sensor (air-fuel ratio sensor, oxygen concentration sensor) are repeatedly read at every predetermined sampling period, for example.
Then, the ECU 1 determines the valve drive mode based on the operating state of the engine. It is determined whether or not the tumble execution condition is satisfied from the determined valve drive mode. Here, the memory of the microcomputer is a valve drive in which the correspondence relationship between the required tumble ratio and the estimated pressure loss is expressed in a predetermined format (a formula such as an arithmetic expression or map data (characteristic line): see FIG. 7B). It has a function as table storage means for storing and holding the mode setting table.
Note that the valve drive mode setting table for storing the map data shown in FIG. 7B may be a table that can be updated (rewrite the map data).

Then, when it is time to determine whether or not the tumble execution condition is satisfied, the required tumble ratio is obtained from the current engine operating condition, and when the required tumble ratio is equal to or greater than a predetermined value, the tumble execution condition is satisfied. Judge that
The required tumble ratio is calculated from the engine speed, the EGR rate (= “EGR gas amount” / (“new air amount” + “EGR gas amount”)), the new air amount, and the like.
When the requested tumble ratio is equal to or greater than a predetermined value, a TCV full close command for fully closing the TCV 5 is issued. That is, the tumble flag (FLAG) is set (turned on) (FLAG = ON). When the requested tumble ratio is less than the predetermined value, a TCV full open command for fully opening TCV5 is issued. That is, the tumble flag (FLAG) is defeated (OFF) (FLAG = OFF).

Next, when FLAG = OFF, it waits until the next control cycle.
When FLAG = ON, the TCV drive mode is determined based on the drive mode setting table (see FIG. 7B).
That is, when the “estimated pressure loss” is less than a predetermined value (a variable value obtained by a predetermined arithmetic expression), the fully closed fixing mode for fixing the TCV 5 to the fully closed position is performed, or the “estimated pressure loss” is If the value is equal to or greater than the predetermined value, the TCV drive mode is determined so as to implement the TCV swing angle control mode in which the TCV 5 can swing from the fully closed position to the fully open side.
The “estimated pressure loss” is estimated from the intake air amount (“fresh air amount” + “EGR gas amount”) or the like. Further, the “new air amount” is calculated from the sensor output signal (AFM signal) of the air flow meter 13, that is, the EGR gas amount estimated from the valve opening degree of the EGR valve 4. The “EGR gas amount” is calculated from a sensor output signal (EGRV opening signal) of the EGRV opening sensor 18, that is, an EGR gas amount estimated from the valve opening of the EGR valve 4.

  Next, when the TCV drive mode is the fully closed fixed mode, the motor applied voltage or drive duty ratio (DUTY ratio) applied to the electric motor 7 of TCV5 is set to the maximum value (for example, DUTY ratio 100%). Then, the ECU 1 sets the duty ratio of the PWM signal given to the motor drive circuit to 100%. Then, the ECU 1 gives a pulse signal (PWM signal: pulse width modulation signal) corresponding to the calculated DUTY ratio to the motor drive circuit (pulse signal generating means). And it waits until the next control cycle.

When the TCV drive mode is the TCV swing angle control mode, the control routine of FIG. 6 is started.
When the control routine of FIG. 6 is started, first, the process of step S1 is executed.
Here, the memory of the microcomputer is a rewritable “rocking angle” in which the target rocking angle and the correspondence between the flow torque and the target set torque of the spring 10 are expressed in a predetermined format (see FIG. 8B). A table storage means for storing and holding the “torque characteristic table”, and a rewritable “DUTY” in which a correspondence relationship between the duty ratio of the PWM signal and the target set torque of the spring 10 is expressed in a predetermined format (see FIG. 8C) It has a function as table storage means for storing and holding (duty ratio) -torque characteristic table.
It should be noted that the “oscillation angle-torque characteristic line” representing the correspondence between the TCV5 swing angle and the set torque of the spring 10 shown in FIG. 8B, and the PWM signal shown in FIG. 8C. The “DUTY-torque characteristic line” representing the correspondence relationship between the DUTY (duty ratio) of the spring 10 and the set torque of the spring 10 is a characteristic that can be updated (rewritten) as shown in FIGS. 9 (a) and 9 (b). A line (characteristic straight line).

First, in step S1 of the control routine of FIG. 6, a swing angle determination process for setting a “target swing angle” that is a target valve opening degree of the TCV 5 with respect to the fully closed opening degree of the TCV 5 based on the operating state of the engine. Executed (oscillation angle setting means).
Specifically, for example, based on the engine speed and the engine load (accelerator opening or throttle opening), the “target swing angle” is set (determined) and stored in the memory.
Note that the “target swing angle” is set based on the “fuel consumption rate—swing angle characteristic line” representing the correspondence relationship between the fuel consumption rate and the swing angle of the TCV 5 shown in FIG. And may be stored in a memory.

  Here, the “fuel consumption rate-oscillation angle characteristic line” in FIG. 8A is a characteristic curve created by measuring the correspondence between the fuel consumption rate and the oscillation angle in advance through experiments or the like. It is stored in computer memory. When the swing angle is equal to or less than the first predetermined value, the fuel consumption rate (fuel consumption) tends to increase. However, when the swing angle is smaller than the first predetermined value, the spring 10 is in response to the intake air amount. This shows that the spung force of the air is too strong, the pressure loss of the intake air increases, and the fuel consumption deteriorates. Further, when the swing angle is greater than or equal to a second predetermined value that is greater than the first predetermined value, the fuel consumption rate (fuel consumption) tends to increase, but this is inhaled when the swing angle is greater than the second predetermined value. The spung force of the spring 10 is too weak with respect to the air amount, and the tumble ratio is lowered. As the tumble ratio is lowered, the EGR limit is lowered, and the fuel consumption and emission (the NOx reduction effect in the exhaust gas) are deteriorated. Is shown.

Next, based on the operating condition of the engine, the “flow torque” acting on the valve shaft 6 of the TCV 5 on the side where the TCV 5 is opened (the side where the valve is opened) by the flow rate of the intake air when the TCV 5 is fully closed. Torque estimation processing to be estimated is executed (flow torque estimation means).
Specifically, for example, based on the total flow rate of the intake air (“fresh air amount” + “EGR gas amount”), the “flow torque” is estimated and stored in the memory.
Next, a spring torque determination process for setting a “target set torque” of the spring 10 based on the “target swing angle” set in the swing angle determination process and the “flow torque” set in the torque estimation process. Is executed (spring torque setting means).
Specifically, the “target set torque” is set (determined) based on the “swing angle-torque characteristic line” in the “swing angle-torque characteristic table” shown in FIG. Store in computer memory.
Here, the “oscillation angle-torque characteristic line” in FIG. 8B is obtained by measuring the correspondence relationship between the “target oscillation angle”, “flow torque”, and “target set torque” in advance by experiments or the like. The created characteristic line has a transition point (corresponding to the target set torque) in the middle. The setting processing is performed in the order of processing of 1 “target swing angle”, 2 “flow torque”, and 3 “target set torque”, but the processing order of “target swing angle” and “flow torque”. May be reversed.

Next, based on the torque determination process “target set torque” set in the spring torque determination process, a duty ratio determination process for setting (determining) “a duty ratio of the PWM signal” is executed (duty ratio setting means) .
Specifically, the duty ratio of the PWM signal is set based on the “DUTY-torque characteristic table” shown in FIG. 8C and stored in the memory of the microcomputer.
Next, a pulse signal (PWM signal: pulse width modulation signal) corresponding to the set DUTY ratio is applied to a motor drive circuit that drives the electric motor 7 (pulse signal generation means).
At this time, a PWM signal having a predetermined duty ratio controlled based on the target set torque is generated at a predetermined cycle (pulse signal generating means). The “PWM signal duty ratio” applied to the motor drive circuit means that the electric motor 7 is energized in the generation period of the PWM signal (hereinafter referred to as PWM period) so that the spring force of the spring 10 becomes the target set torque. This is the ratio (ON / OFF ratio) between the energization on (ON) period to be energized and the energization off (OFF) period to stop energization of the electric motor 7.
Further, as the duty ratio of the PWM signal output from the microcomputer to the motor drive circuit increases, the motor drive current flowing through the electric motor 7 also increases. As a result, a motor applied voltage corresponding to the “PWM signal duty ratio” is applied to the electric motor 7 of the TCV 5, and a motor drive current in the valve closing operation direction (positive direction) flows through the electric motor 7.

After executing the process in step S1, the process in step S2 is executed.
In this step S 2, first, a swing angle calculation process for calculating (calculating and measuring) an “actual swing angle” that is the actual valve opening of the TCV 5 from the sensor output signal (TCV opening signal) of the TCV opening sensor 16. Is executed (oscillation angle calculation means).
Next, the deviation between the “actual rocking angle” measured in the rocking angle calculation process and the “target rocking angle” set in the rocking angle determination process is equal to or less than a predetermined “predetermined amount”. A swing angle deviation determination process is performed to determine whether or not (a swing angle deviation determination means).

If the determination result in step S2 is NO, that is, if the deviation between the “actual rocking angle” and the “target rocking angle” is larger than the “predetermined amount”, the process of step S3 is executed.
In this step S3, the “predetermined correction amount” in which the “duty ratio of the PWM signal” is set in advance so that the deviation between the “actual swing angle” and the “target swing angle” falls within the “predetermined amount”. Duty ratio correction processing for correcting (increasing or decreasing) by the amount is executed (duty ratio correcting means).
After executing the process in step S3, the process in step S2 described above is executed.

On the other hand, if the determination result in step S2 is YES, that is, if the deviation between the “actual rocking angle” and the “target rocking angle” is equal to or less than the “predetermined amount”, the process in step S4 is executed.
In this step S4, the “oscillation angle-torque characteristic table” shown in FIG. 8B is updated by the “correction amount total value” obtained by adding all the correction amounts of the “PWM signal duty ratio”. A table correction process for updating the “DUTY-torque characteristic table” shown in FIG. 8C is executed (table correction means).

Here, the update processing of the “swinging angle-torque characteristic table” shown in FIG. 8B is performed in the “swinging angle-torque characteristic table” shown in FIG. 9A. This is performed by rewriting the “characteristic line”. Note that the map data ("oscillation angle-torque characteristic table") in FIG. 9A is the "oscillation angle-torque characteristic line" (two points in the figure) before DUTY (duty ratio) correction in FIG. 8B. The “swing angle-torque characteristic line” (solid line in the figure) after DUTY (duty ratio) correction is added to the chain line).
As can be confirmed from the map data in FIG. 9A, the “target swing angle” is determined based on the deviation between the “actual swing angle” and the “target swing angle”. From the “actual set torque” corresponding to the target set torque before the DUTY (duty ratio) correction so as to coincide with the “actual swing angle” corresponding to (especially the total flow rate of the intake air), the “correction amount total value” It is rewritten as a “swinging angle-torque characteristic line” with the target set torque after DUTY (duty ratio) correction shifted to the torque increase side by “correction torque Δt” corresponding to the transition point.
The “swing angle-torque characteristic line” may be a characteristic line according to a predetermined format (calculation formula) indicating the spring torque characteristic with respect to the TCV 5 swing angle. Also, when the “swing angle-torque characteristic line” before learning is rewritten to the “swing angle-torque characteristic line” after learning (“swing angle-torque characteristic line” including the “correction amount total value”). In addition to the parallel movement in the right direction in the figure, the inclination of the “swinging angle-torque characteristic line” may be changed.

Further, the update process of the “DUTY-torque characteristic table” shown in FIG. 8C is performed by rewriting the “DUTY-torque characteristic line” in the “DUTY-torque characteristic table” shown in FIG. 9B. To be implemented. Note that the map data (“DUTY-torque characteristic table”) in FIG. 9B is stored in the “DUTY-torque characteristic line” (shown solid line) before the table update in FIG. 8C (shown solid line). The “DUTY-torque characteristic line” (two-dot chain line in the figure) after the update (learning) is additionally shown.
As can be confirmed from the map data in FIG. 9B, “target set torque” that is the target set torque before DUTY correction (before learning) and “target set that is the target set torque after DUTY correction (after learning)”. “DUTY-torque characteristic line” shifted to the DUTY (duty ratio) increase side by “DUTY correction amount” calculated from a “correction torque Δt” that is a torque deviation from “torque” using a predetermined format (calculation formula) To "".
After executing the processing in step S4, the control routine of FIG. 6 is exited.
The “DUTY-torque characteristic line” may be a characteristic line according to a predetermined format (calculation formula) indicating the spring torque characteristic with respect to the duty ratio (DUTY). In addition, when the “DUTY-torque characteristic line” before learning is rewritten to the “DUTY-torque characteristic line” after learning (“DUTY-torque characteristic line” including “DUTY correction amount”), it is parallel to the left direction in the figure. In addition to movement, the slope of the “DUTY-torque characteristic line” may be changed.

[Effect of Example 1]
As described above, in the control device (engine control system) for the internal combustion engine of this embodiment, the ECU 1 supplies the electric power (motor applied voltage or drive duty ratio) to the electric motor 7 based on the “target set torque”. The spring torque is adjusted (optimized) according to the engine operating condition by variably controlling and controlling (increasing / decreasing) the motor torque.
That is, the ECU 1 is configured to determine the “target swing angle” from the engine operating status (for example, engine speed and engine load). Then, the ECU 1 estimates the “flow torque” from the engine operating status (for example, the total flow rate of the intake air (“fresh air amount” + “EGR gas amount”)), and the “target swing angle” and “flow torque”. ”Is determined to determine the“ target set torque ”of the spring 10. Further, the ECU 1 sets the“ duty ratio of the PWM signal to the motor drive circuit that drives the electric motor 7 based on the “target set torque”. The motor torque is controlled (increase / decrease) based on the “target set torque”, so that the spring torque is adjusted (optimized).
This makes it possible to adjust (optimize) the “target set torque” of the spring 10, that is, the spring force, in accordance with the operating condition of the engine. Therefore, it is possible to select an optimal valve behavior (valve holding force) corresponding to the operating state of the engine. In other words, the actual behavior can be brought close to the valve behavior assumed corresponding to the operating state of the engine.

Here, in the engine control system of the present embodiment, TCV5 that adjusts the swirling flow (tumble flow) generated in the combustion chamber for each cylinder of the engine by the opening / closing operation is adopted as a valve. For this reason, it is possible to solve the problem that the target set torque (spring force) of the spring 10 is too strong and the effect of reducing the pressure loss is reduced.
Further, as shown by the solid line in FIG. 7A, the motor torque is controlled (adjusted, increased / decreased) based on the operating state of the engine to adjust the “target set torque” of the spring 10, that is, the spring force. In addition, since the necessary tumble ratio can always be ensured regardless of changes in the operating state of the engine, the combustion state of the engine can be stabilized and deterioration of drivability such as torque fluctuation can be suppressed.

Further, in the engine control system of the present embodiment, the “target set torque”, the “PWM signal of the PWM signal” are determined according to the “swing angle-torque characteristic table” and “DUTY-torque characteristic table” which are created by experiments and the like in advance. “Duty ratio” is set. When a difference between the assumed valve behavior and the actual behavior occurs, the “duty ratio of the PWM signal” is corrected, and at the same time, the “oscillation angle-torque characteristic table” and the “DUTY-torque characteristic table” are corrected. "Is updated by the correction amount total value.
As a result, it is possible to suppress control errors due to product variations, disturbances, and the like, which are error factors when obtaining “target set torque” and “duty ratio of PWM signal”, and therefore, more accurate TCV5 swing angle control is performed. be able to. Therefore, since the optimum valve behavior corresponding to the operating condition of the engine can be realized, deterioration of drivability such as torque fluctuation due to unstable combustion of the engine can be suppressed, and fuel consumption can be improved. Can do.
The error factors of the first embodiment include motor torque errors (temperature characteristics, motor applied voltage, aging deterioration, etc.), spring characteristics errors, flow torque estimation errors, and the like.

Further, in the engine control system of the present embodiment, the EGR gas that is a part of the exhaust gas is recirculated from the exhaust passage (for example, the common exhaust passage 33) in the exhaust pipe to the intake passage (for example, the common intake passage 31) in the intake pipe. EGR system equipped with EGR gas pipe. In the middle of the EGR gas pipe, an EGR valve 4 that is a valve body of an EGR gas flow rate control valve for controlling the EGR rate is installed.
Here, in an engine control system including an EGR system configured by an EGR gas pipe and an EGR valve 4 and the like and an intake vortex generating device configured by a TCV 5 and an actuator or the like, generally, As the EGR rate (= “EGR gas flow rate” / (“new air amount” + “EGR gas flow rate”)) is higher, the combustion state becomes unstable, and the torque fluctuation limit is reached as shown in FIG. A high tumble ratio is required to facilitate.
Therefore, for the purpose of ensuring a high tumble ratio, in the case of the tumble control valve described in Patent Document 1, it is conceivable to increase the spring force of the spring 107 so that the valve 101 does not open much when the valve 101 is fully closed. However, when the total flow rate of the intake air passing through the tumble control valve is small, that is, when the EGR rate is small, the spring force of the spring 107 is too strong as shown by the broken line in FIG. There is a problem that it does not open at all and the effect of reducing pressure loss is reduced.

In order to ensure the effect of reducing pressure loss, it is conceivable to weaken the spring force of the spring 107 so that the valve 101 opens sufficiently when the valve 101 is fully closed, but the intake air that passes through the tumble control valve. When the total flow rate of the engine is large, for example, when the EGR rate is simply increased with a constant “new air amount”, the exhaust gas recirculation amount (EGR gas amount) increases in the combustion chamber for each cylinder of the engine. As the total flow rate of the supplied intake air increases, in the case of the tumble control valve described in Patent Document 1, the spring 107 loses the torque of the intake air flow as shown by the broken line in FIG. That is, the spring force is insufficient, and the valve 101 is greatly opened to the fully open side. As a result, the opening cross-sectional area formed between the valve 101 of the tumble control valve and the passage wall surface becomes large, which causes a problem that a necessary tumble ratio cannot be obtained.
Therefore, in the case of the tumble control valve described in Patent Document 1, drivability such as torque fluctuation deteriorates as the intake air amount supplied into the combustion chamber of each cylinder of the engine increases and the tumble ratio decreases. There was a problem to do.

Therefore, in the engine control system according to the present embodiment, as described above, the motor torque is controlled (adjusted, increased / decreased) based on the engine operating condition to adjust the “target set torque” of the spring 10, that is, the spring force. By doing so, it is possible to select the optimum valve behavior (valve holding force) corresponding to the operating condition of the engine. Thereby, the problem that the spring force is too strong and the effect of reducing the pressure loss is reduced can be solved. Further, it is possible to solve the problem that the spring force of the spring 10 is insufficient, the TCV 5 is greatly opened to the fully open side, and the necessary tumble ratio cannot be obtained.
Also, since the motor torque is controlled (adjusted, increased / decreased) based on the engine operating status (for example, the required tumble ratio calculated from the EGR rate, engine speed, intake air amount, etc.), the spring force is adjusted. As shown by the solid line in FIG. 7 (a), the required tumble ratio should always be ensured regardless of changes in the engine operating status (for example, the EGR rate is increased while keeping the "new air amount" constant). Therefore, the combustion state of the engine is stabilized, and deterioration of drivability such as torque fluctuation can be suppressed.

  Here, the tumble control valve described in Patent Document 1 is provided with a valve 101 and a spring 107 in a plurality of intake passages communicating with the combustion chambers of the respective cylinders of a four-cylinder engine. The valve 101 is configured to be collectively controlled. For this reason, if there is a variation in the set load of each spring 107, a variation occurs in the combustion state between the cylinders of the four-cylinder engine, resulting in a problem that the drivability such as torque fluctuation deteriorates. Further, since one spring 107 is required for each cylinder of the engine, that is, for each valve, there is a problem that the number of parts and the number of assembling steps are large and the cost is increased.

Therefore, in the engine control system of this embodiment, as described above, the valve shaft 6 is installed in a plurality of TCVs 5 that can be opened and closed in the plurality of branch intake passages 32 that communicate with the combustion chambers for each cylinder of the engine. It is set as one drive shaft which can change the opening degree of all at once. And since it is comprised so that one motor torque may be transmitted to the valve shaft 6 of several TCV5 via one spring 10 from one control lever 9, As described in patent document 1 Compared with the tumble control valve, only one spring mechanism is required. Thereby, the number of parts and the number of assembling steps are reduced, and an increase in product cost can be suppressed.
In addition, since the “target set torque” of the spring 10, that is, the spring force does not vary for each cylinder of the engine, there is no variation in the combustion state between the cylinders of the engine, and drivability such as torque fluctuations can be achieved. Can be suppressed.

  Therefore, when the plurality of TCVs 5 are fully closed by variably controlling the “duty ratio of the PWM signal” applied to the motor drive circuit that drives the electric motor 7, the intake air that has flowed into the branch intake passage 32 from the common intake passage 31. The flow passes through the gap (opening 37) between the valve upper end surface of the TCV 5 and the intake passage wall surface, is introduced into the upper layer portion of the intake port, and flows along the top wall surface of the upper layer portion of the intake port. And the intake flow which flows along the top wall of the upper layer part of the intake port is supplied into the combustion chamber from the intake valve port (port opening) of the intake port. At this time, since a vertical intake vortex flow (tumble flow) is generated in the combustion chamber for each cylinder of the engine, the combustion efficiency in the combustion chamber is improved when the engine is started or during idling, and fuel consumption and emissions (for example, HC) Reduction effect) and the like are improved.

  Further, when the plurality of TCVs 5 are fully opened by variably controlling the “duty ratio of the PWM signal” applied to the motor drive circuit that drives the electric motor 7, the intake air that has flowed into the branch intake passages 32 from the common intake passage 31. A flow passes straight through each branch intake passage 32 and is introduced into the intake port. The intake air flow that has passed through the intake port is supplied into the combustion chamber from the intake valve port (port opening) of the intake port. At this time, no tumble flow is generated in the combustion chamber for each cylinder of the engine. Further, when the plurality of TCVs 5 are fully closed, the plurality of TCVs 5 do not exist so as to protrude in the direction of narrowing the cross-sectional area of the branch intake passage 32, so that the pressure loss of intake air increases in the branch intake passage 32. Never do. This eliminates the factor of increasing the pumping loss (intake resistance) when the throttle valve 2 is fully opened, so that the amount of intake air required when the throttle valve 2 is fully opened can be achieved (secured). Therefore, it is possible to prevent a decrease in engine output.

As described above, the engine control system of this embodiment includes the control lever 9 that transmits the motor torque to the valve shaft 6 of the TCV 5 via the spring 10 and the stopper lever 11 when the plurality of TCVs 5 are fully closed. ing. The control lever 9 has the TCV 5 via the stopper lever 11 only when the fully opened stopper portion of the stopper lever 11 abuts against the fully opened stopper 38, that is, at or near the fully opened position which is the limit position on one side of the operable range of the TCV 5. An axial arm 46 for directly connecting the valve shaft 6 and the control lever 9 is provided.
As a result, when the TCV 5 is fully opened, the motor torque can be transmitted directly from the control lever 9 to the valve shaft 6 of the TCV 5 without passing through the spring 10. Can be securely held in the fully open position. As a result, a large amount of intake air can be introduced into the combustion chamber for each cylinder of the engine, so that problems such as insufficient engine output or engine torque reduction can be prevented.

[Configuration of Example 2]
FIGS. 10 to 12 (a) show a second embodiment of the present invention. FIG. 10 (a) is a schematic diagram showing the TCV fully closed operation, and FIG. 10 (b) is (control lever angle). It is the figure which showed the spring force with respect to-(valve shaft angle).

In the engine control system of this embodiment, particularly the intake vortex generator, as shown in FIG. 10 (a), the TCV opening detection means for detecting the rotation angle of the valve shaft 6 corresponding to the valve opening of the TCV5. A certain TCV opening sensor 16 and a control lever angle sensor 17 which is a lever angle detecting means for detecting the rotation angle of the control lever 9 corresponding to the rotation angle of the electric motor 7 are provided.
The TCV opening sensor 16 is the same as that of the first embodiment.
The control lever angle sensor 17 is mainly composed of a Hall IC having a non-contact type magnetic detection element that detects magnetic flux emitted from a magnet (magnet) fixed to the control lever 9. The electric signal output from the Hall IC is a voltage signal (analog signal) corresponding to the magnetic flux density interlinking the magnetic sensing surface of the Hall element. A magnet may be mounted on the pinion gear 41 or the final gear 42 of the speed reduction mechanism 8 that rotates by receiving motor torque.

[Control Method of Example 2]
Next, a control method of the engine control system of this embodiment will be briefly described with reference to FIGS. 10 to 12 (a). Here, FIG. 11 is a flowchart showing a method of controlling the TCV swing angle. The control routine of FIG. 11 is repeatedly executed at predetermined control cycles after the ignition switch is turned on (IG • ON).

Similar to the first embodiment, when the TCV drive mode is the TCV swing angle control mode, the control routine of FIG. 11 is started.
When the control routine of FIG. 11 is started, first, the process of step S11 is executed.
First, in step S11, as in the first embodiment, a swing angle determination process for setting a “target swing angle” is executed based on the operating state of the engine (swing angle setting means).
Next, as in the first embodiment, torque estimation processing for estimating “flow torque” is executed based on the engine operating condition (flow torque estimation means).

Next, as in the first embodiment, a spring torque determination process for setting “target set torque” is executed based on “target swing angle” and “flow torque” (spring torque setting means).
Here, the characteristic line in the map data shown in FIG. 10 (b) indicates that the correspondence between “(control lever angle) − (valve shaft angle)” and “spring force (spring torque)” is measured in advance by experiments or the like. Note that the target spring force in Fig. 10B corresponds to "target set torque".

Next, a control lever angle determination process for setting a “target lever angle” that is a target angle of the control lever 9 is executed based on the “target set torque” (control lever angle setting means).
Specifically, the “target lever angle” is set (determined) based on the “control lever angle-torque characteristic line” in the “control lever angle-torque characteristic table” shown in FIG. Store in computer memory.
Here, the “control lever angle-torque characteristic line” in FIG. 12A is a characteristic line created by measuring the correspondence between the “control lever angle” and the “set torque” in advance through experiments or the like.

After executing the process of step S11, the process of step S12 is executed. In this step S12, a duty ratio determination process for setting (determining) “a duty ratio of the PWM signal” is executed based on the “target lever angle” set in the control lever angle determination process (duty ratio setting means). .
Next, a pulse signal (PWM signal: pulse width modulation signal) corresponding to the set DUTY ratio is applied to a motor drive circuit that drives the electric motor 7 (pulse signal generation means).

Here, the duty ratio setting means of this embodiment sets (determines) the “PWM signal duty ratio” by PID feedback control.
Specifically, first, an actual angle calculation process for calculating (calculating and measuring) a “control lever angle” that is an actual angle of the control lever 9 from a sensor output signal (control lever angle signal) of the control lever angle sensor 17 is executed. (Actual angle calculation means).
Next, the “control lever angle” and “target lever angle” are set so that the “control lever angle” measured in the actual angle calculation process matches the “target lever angle” set in the control lever angle determination process. On the basis of the deviation, a feedback control process for performing PID feedback control on the “duty ratio of the PWM signal” is executed (duty ratio setting means). Thereby, the response (convergence) of the control lever angle with respect to the target angle of the lever can be improved.

After executing the process of step S12, the process of step S13 is executed. In this step S13, first, similarly to the first embodiment, the swing angle calculation process for calculating the “actual swing angle” is executed (swing angle calculating means).
Next, as in the first embodiment, the swing angle deviation determination for determining whether or not the deviation between the “actual swing angle” and the “target swing angle” is equal to or less than a preset “predetermined amount”. Processing is executed (swing angle deviation determining means).

If the determination result in step S13 is NO, that is, if the deviation between the “actual rocking angle” and the “target rocking angle” is larger than the “predetermined amount”, the process of step S14 is executed. In this step S14, the “target lever angle” is set by a predetermined “predetermined correction amount” so that the deviation between the “actual swing angle” and the “target swing angle” falls within the “predetermined amount”. A rotation angle correction process for correction (increase or decrease) is executed (rotation angle correction means).
After executing the process of step S14, the process of step S13 described above is executed.

On the other hand, if the decision result in the step S13 is YES, that is, if the deviation between the “actual rocking angle” and the “target rocking angle” is equal to or less than the “predetermined amount”, the process of the step S15 is executed.
In this step S15, table correction processing for updating the “control lever angle-torque characteristic table” shown in FIG. 12A by the “correction amount total value” obtained by adding all the correction amounts of the “target lever angle” is performed. Executed (table correction means).
Here, the update process of the “control lever angle-torque characteristic table” shown in FIG. 12A is performed by rewriting the “control lever angle-torque characteristic line”.
After executing the process of step S14, the control routine of FIG. 11 is exited.
The “control lever angle-torque characteristic line” may be a characteristic line according to a predetermined format (calculation formula) indicating the spring torque characteristic with respect to the control lever angle. Further, when the “control lever angle-torque characteristic line” is rewritten to a learning value (“predetermined correction amount”), the inclination of the “control lever angle-torque characteristic line” may be learned and corrected.

[Effect of Example 2]
As described above, in the control device (engine control system) for the internal combustion engine of the present embodiment, the ECU 1 applies the electric motor 7 to the electric motor 7 based on the “target lever angle” set corresponding to the “target set torque”. The spring torque is adjusted (optimized) in accordance with the operating state of the engine by variably controlling the supplied power (motor applied voltage or drive duty ratio) to control (increase / decrease) the motor torque. Further, the spring force is controlled with high accuracy by adding a control lever angle sensor 17 to the first embodiment.
That is, the ECU 1 is configured to determine the “target lever angle” based on the “target set torque” after determining the “target set torque” of the spring 10 as in the first embodiment. Furthermore, the ECU 1 eliminates the deviation between the “control lever angle” measured from the sensor output signal (control lever angle signal) of the control lever angle sensor 17 and the set “target lever angle”. Is configured to perform feedback control by PID control (proportional integral derivative control) with respect to “duty ratio of PWM signal” given to the motor drive circuit that drives the motor. Thereby, since the motor torque is controlled (increased / decreased) based on the “target lever angle”, the spring torque is adjusted (optimized).
This makes it possible to adjust (optimize) the “target set torque” of the spring 10, that is, the spring force, in accordance with the operating condition of the engine. Therefore, it is possible to select an optimal valve behavior (valve holding force) corresponding to the operating state of the engine.

In the engine control system of this embodiment, the “target set torque”, “target target torque”, “target lever torque-torque characteristic table” and “control lever angle-torque characteristic table” prepared in advance through experiments or the like are prepared. “Lever angle” and “Duty ratio of PWM signal” are set. If there is a difference between the assumed valve behavior and the actual behavior, the “duty ratio of the PWM signal” is corrected and the “control lever angle-torque characteristic table” is corrected by the total correction amount. Configured to update.
As a result, it is possible to suppress control errors due to product variations, disturbances, and the like, which are error factors when obtaining “target set torque”, “target lever angle”, and “duty ratio of PWM signal”. Moving angle control can be implemented. Therefore, since the optimal valve behavior corresponding to the operating condition of the engine can be realized, deterioration of drivability such as torque fluctuation due to unstable combustion of the engine can be suppressed, and fuel consumption can be improved.
Note that error factors in the second embodiment include a spring characteristic error, a flow torque estimation error, and the like.
That is, the error factor is less in the second embodiment than in the first embodiment, and more accurate swing angle control is possible. However, the cost of the second embodiment is higher than that of the first embodiment by one sensor.

[Configuration of Example 3]
FIGS. 12B and 13 show Example 3 of the present invention. FIG. 12B shows the relationship between the sensor output voltage and the TCV valve opening, and FIG. 13 shows the TCV fluctuation. It is the flowchart which showed the control method of an angle.

The engine control system of this embodiment, particularly the intake vortex generator, includes a TCV opening sensor 16 that is a TCV opening detecting means for detecting the rotation angle of the valve shaft 6 corresponding to the valve opening of the TCV 5.
The TCV opening sensor 16 is an ON-OFF type sensor that outputs a digital signal, whereas the sensors of the first and second embodiments output an analog signal. As shown in FIG. 12 (b), the TCV opening sensor 16 outputs an ON signal when the valve opening of the TCV5 is on one side (fully closed position side) of the operable range of the TCV5, and the operation of the TCV5. An OFF signal is output on the other side (full open position side) of the possible range.

[Control Method of Example 3]
Next, the control method of the engine control system of the present embodiment will be briefly described with reference to FIGS. Here, FIG. 13 is a flowchart showing a method of controlling the TCV swing angle. The control routine of FIG. 13 is repeatedly executed at predetermined control cycles after the ignition switch is turned on (IG · ON).

Similar to the first embodiment, when the TCV drive mode is the TCV swing angle control mode, the control routine of FIG. 13 is started.
When the control routine of FIG. 13 is started, first, the process of step S1 is executed.
First, in step S1, as in the first embodiment, “target swing angle”, “flow torque”, “target set torque”, and “duty ratio of PWM signal” are set.
Next, a pulse signal (PWM signal: pulse width modulation signal) corresponding to the set DUTY ratio is applied to a motor drive circuit that drives the electric motor 7 (pulse signal generation means).

After executing the process in step S1, the process in step S5 is executed.
In step S5, first, a sensor output fluctuation determination process for determining whether or not there is a fluctuation in the sensor output of the TCV opening degree sensor 16 is executed (sensor output fluctuation determination means).
When the determination result of step S5 is NO, that is, when there is no change in the sensor output of the TCV opening sensor 16, the process of step S6 is executed.
In step S6, a duty ratio correction process is performed to reduce the “PWM signal duty ratio” by a predetermined “predetermined correction amount” (duty ratio correction means).
After executing the process of step S6, the process of step S5 described above is executed.

On the other hand, if the determination result of step S5 is YES, that is, if the sensor output of the TCV opening sensor 16 has a fluctuation, the process of step S7 is executed.
In this step S7, a table correction process is executed to update the “DUTY-torque characteristic table” by the “correction amount total value” obtained by adding all the correction amounts of the “PWM signal duty ratio” (table correction means). .
The update process of the “DUTY-torque characteristic table” is performed by rewriting the “DUTY-torque characteristic line” in the “DUTY-torque characteristic table” as in the first embodiment.
After executing the process of step S7, the control routine of FIG. 13 is exited.
Here, when the output fluctuation of the TCV opening sensor 16 is detected when the valve drive mode is the fully closed fixed mode (non-oscillation mode), the “PWM signal” is output until the output fluctuation of the TCV opening sensor 16 is settled. It is desirable to increase the “duty ratio”.

[Effect of Example 3]
As described above, in the control device (engine control system) for the internal combustion engine of the present embodiment, the “target set torque” of the spring 10 is lower in cost than the first and second embodiments and corresponds to the operating state of the engine. That is, the spring force can be adjusted (optimized). Therefore, it is possible to select an optimal valve behavior (valve holding force) corresponding to the operating state of the engine.
The first and second embodiments can perform more precise swing angle control than the third embodiment.

[Modification]
In this embodiment, the control device for an internal combustion engine of the present invention is applied to an intake control device for an internal combustion engine provided with an intake vortex generator, but the control device for an internal combustion engine of the present invention is applied to the intake passage of the internal combustion engine. The electronic throttle control device for an internal combustion engine that controls the flow rate of intake air by opening and closing the valve, and the variable intake control device for the internal combustion engine that changes the passage length and passage cross-sectional area of the intake passage by opening and closing the intake passage of the internal combustion engine. May be.
In addition, the control device for an internal combustion engine of the present invention is provided with an exhaust gas control valve that is installed in an exhaust passage communicating with the combustion chamber of the internal combustion engine so as to be openable and closable and controls exhaust gas flowing out from the combustion chamber of the internal combustion engine. You may apply to the exhaust-gas control apparatus of an internal combustion engine.
Further, the control device for an internal combustion engine of the present invention is installed in a fluid passage (exhaust gas recirculation passage connecting the exhaust passage and the intake passage) that communicates with the combustion chamber of the internal combustion engine so as to be freely opened and closed. You may apply to the EGR control apparatus of the internal combustion engine provided with the EGR control valve which controls the exhaust gas recirculation amount (EGR amount) which recirculates the exhaust gas which flowed out more to an intake system.

In this embodiment, the intake vortex generator is configured so as to be able to generate a vertical intake vortex (tumble flow) for promoting combustion of the air-fuel mixture in the combustion chamber of each cylinder of the engine. The intake vortex generator may be configured to be able to generate a lateral intake vortex (swirl) for promoting combustion of the air-fuel mixture in the combustion chamber of each cylinder of the engine. Further, the intake vortex generator may be configured to be able to generate a squish vortex for promoting engine combustion.
In this embodiment, the spring force of the coiled spring 10 that transmits the motor torque to the valve shaft 6 of the TCV 5 that is the valve body of the tumble control valve can be adjusted in accordance with the operating state of the internal combustion engine (engine). However, the spring force of the coiled spring that transmits the motor torque to the valve shaft of the swirl control valve (SCV), which is the valve body of the swirl control valve, is adjusted according to the operating status of the internal combustion engine. It may be possible to make it possible (objective).
Further, the intake control valve is not limited to the multiple integrated intake control valve, and may be one intake control valve as long as it is a valve installed in the intake passage of the internal combustion engine.
In this embodiment, the actuator that drives the EGR valve 4 is configured by an actuator that includes the electric motor 3 and the torque transmission mechanism. However, the actuator that drives the EGR valve 4 can be an electromagnetic or electric negative pressure control valve. You may comprise by the negative pressure action type | formula actuator provided, and the electromagnetic actuator provided with the electromagnet containing a coil.

1 ECU (Engine Control Unit)
5 TCV (Tumble Control Valve)
6 Valve shaft 7 Electric motor 8 Deceleration mechanism 9 Control lever 10 Spring 11 Stopper lever 16 TCV opening sensor (first sensor)
17 Control lever angle sensor (second sensor)
18 EGRV opening sensor

Claims (12)

(A) a valve installed in the intake passage of the internal combustion engine so as to be freely opened and closed;
(B) a shaft that supports the valve;
(C) a motor that receives torque and generates torque;
(D) a torque transmission mechanism that transmits the torque of the motor to the shaft to open and close the valve;
(E) a control device for an internal combustion engine, comprising: a control unit that variably controls power supplied to the motor based on an operating state of the internal combustion engine;
The torque transmission mechanism has, on its torque transmission path, a lever that rotates in response to the torque of the motor, and a spring that elastically connects the shaft and the lever,
The control unit includes torque setting means for setting a target set torque of the spring based on an operating state of the internal combustion engine, and variably controls power supplied to the motor based on the target set torque. A control apparatus for an internal combustion engine, which controls the torque of the engine. The control apparatus for an internal combustion engine according to claim 1,
The control unit comprises a pulse signal generating means for generating a pulse signal having a predetermined duty ratio at a predetermined cycle,
And a control device for an internal combustion engine, comprising: duty ratio setting means for setting a duty ratio of the pulse signal based on the target set torque. The control apparatus for an internal combustion engine according to claim 2,
The control unit is a swing angle setting means for setting a target swing angle that is a target opening degree of the valve with respect to a fully closed opening degree of the valve, based on an operating state of the internal combustion engine,
Alternatively, a flow torque estimating means for estimating the torque of the flow acting on the valve opening side by the flow rate of the intake air when the valve is fully closed with respect to the valve and the shaft based on the operating state of the internal combustion engine Have
The control device for an internal combustion engine, wherein the torque setting means sets a target set torque of the spring based on the target swing angle or the flow torque. The control apparatus for an internal combustion engine according to claim 3,
A sensor that outputs a signal corresponding to the actual opening of the valve;
The control unit is a swing angle calculating means for calculating an actual swing angle that is an actual opening of the valve from a signal output from the sensor,
When the deviation between the actual swing angle and the target swing angle is larger than a predetermined amount, the duty of the pulse signal is set so that the deviation between the actual swing angle and the target swing angle is within the predetermined amount. A control apparatus for an internal combustion engine, comprising duty ratio correction means for correcting the ratio by a predetermined correction amount. The control apparatus for an internal combustion engine according to claim 4,
The control unit stores and holds a table representing a correspondence relationship between the duty ratio of the pulse signal and the target set torque of the spring in a predetermined format;
And when the deviation between the actual swing angle and the target swing angle is equal to or less than a predetermined amount, the table correction means updates the table by a correction amount total value obtained by adding all the correction amounts of the duty ratio of the pulse signal. A control apparatus for an internal combustion engine, comprising: The control apparatus for an internal combustion engine according to claim 1,
The control unit is a swing angle setting means for setting a target swing angle that is a target opening degree of the valve with respect to a fully closed opening degree of the valve, based on an operating state of the internal combustion engine,
Alternatively, a flow torque estimating means for estimating the torque of the flow acting on the valve opening side by the flow rate of the intake air when the valve is fully closed with respect to the valve and the shaft based on the operating state of the internal combustion engine Have
The control device for an internal combustion engine, wherein the torque setting means sets a target set torque of the spring based on the target swing angle or the flow torque. The control apparatus for an internal combustion engine according to claim 6,
The control unit includes a lever angle setting means for setting a target angle of the lever, which is a target angle of the lever, based on the target set torque;
Pulse signal generating means for generating a pulse signal having a predetermined duty ratio in a predetermined cycle;
And a control device for an internal combustion engine, comprising: duty ratio setting means for setting a duty ratio of the pulse signal based on a target angle of the lever. The control apparatus for an internal combustion engine according to claim 7,
A first sensor that outputs a signal corresponding to the actual opening of the valve;
A second sensor that outputs a signal corresponding to the actual angle of the lever,
The control unit is a swing angle calculating means for calculating an actual swing angle that is an actual opening of the valve from a signal output from the first sensor;
An actual angle calculating means for calculating an actual angle of the lever from a signal output from the second sensor;
When the deviation between the actual swing angle and the target swing angle is greater than a predetermined amount, the target angle of the lever is set so that the deviation between the actual swing angle and the target swing angle is within the predetermined amount. A rotation angle correction means for correcting the amount by a predetermined correction amount,
The control apparatus for an internal combustion engine, wherein the duty ratio setting means feedback-controls the duty ratio of the pulse signal so that an actual angle of the lever matches a target angle of the lever. The control apparatus for an internal combustion engine according to claim 8,
The control unit stores and holds a table representing a correspondence relationship between the target angle of the lever and the target set torque in a predetermined format;
And when the deviation between the actual swing angle and the target swing angle is a predetermined amount or less, the table correction means for updating the table by a correction amount total value obtained by adding all the correction amounts of the target angle. A control device for an internal combustion engine.   The control device for an internal combustion engine according to any one of claims 1 to 9, wherein the torque transmission mechanism is only at or near a fully open position that is a limit position on one side of the operable range of the valve. The control apparatus for an internal combustion engine, wherein the shaft and the lever are directly connected. The control apparatus for an internal combustion engine according to any one of claims 1 to 10,
The control device for an internal combustion engine, wherein the valve is a valve body of an intake flow control valve that adjusts a swirling flow generated in a combustion chamber of the internal combustion engine by an opening / closing operation. The control apparatus for an internal combustion engine according to any one of claims 1 to 11,
An exhaust gas circulation device for recirculating a part of the exhaust gas as EGR gas in the intake passage of the internal combustion engine;
The exhaust gas circulation device includes an EGR control valve that controls an EGR rate that is a ratio of an EGR gas amount to a total flow rate of intake air supplied to a combustion chamber of the internal combustion engine, and an actuator that drives a valve body of the EGR control valve A control apparatus for an internal combustion engine, comprising:

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