JP5397559B2 - Control device for internal combustion engine - Google Patents

Description

  The present invention relates to a control device for an internal combustion engine including a working angle variable mechanism that varies a working angle of an intake valve.

  As a mechanism mounted on an on-board internal combustion engine, a valve characteristic variable mechanism that varies the valve characteristic of an intake valve is known. Examples of the variable valve characteristic mechanism include a variable operating angle mechanism that varies the operating angle of the intake valve and a variable valve timing mechanism that varies the valve timing of the intake valve. For example, Patent Document 1 includes two cams, a large cam having a large operating angle and a small cam having a small operating angle, and switching the cam that drives the intake valve between the large cam and the small cam allows intake air. A mechanism for changing the working angle of the valve is described.

JP 05-001604 A

  In an internal combustion engine equipped with a variable operating angle mechanism, the operating angle is normally changed in accordance with changes in engine operating conditions such as engine speed and engine load. However, depending on the situation, the operating angle may not be changed in response to changes in the engine operating state.

  Below, an example of the change of the operating angle which does not respond to the change of the engine operating state is shown. Here, an example of an internal combustion engine provided with two valve characteristic variable mechanisms, that is, a hydraulic valve timing variable mechanism that varies the valve timing of the intake valve by hydraulic pressure and a working angle variable mechanism that varies the operating angle of the intake valve. Will be described.

  In such an internal combustion engine, a problem may occur in the hydraulic system that supplies the hydraulic oil to the hydraulic valve timing variable mechanism, and the hydraulic pressure of the hydraulic valve timing variable mechanism may be insufficient. If the operating hydraulic pressure is insufficient, the valve timing cannot be maintained against the cam torque acting on the camshaft, and the valve timing of the intake valve changes to the retard side (FIG. 8 (a) → FIG. 8 (b). )). Here, if the operating angle of the intake valve at that time is reduced, as shown in FIG. 8B, the opening timing of the intake valve is greatly delayed from the intake top dead center due to the delay of the valve timing. There is. In FIG. 8, “Ex open” and “Ex closed” indicate the opening timing and closing timing of the exhaust valve, and “In opening” and “In closing” indicate the opening timing and closing timing of the intake valve, respectively.

  In this case, during the period A from the intake top dead center until the intake valve is opened, the piston is lowered and the volume of the cylinder is expanded while the cylinder is sealed. And if this period A becomes long, the pressure loss of the internal combustion engine becomes excessive and misfire occurs. Therefore, in such a case, as shown in FIG. 8C, the operating angle of the intake valve is expanded to advance the opening timing of the intake valve, thereby suppressing an increase in intake valve pressure loss and avoiding misfire. I am doing so.

  However, if the operating angle is increased while the valve timing is retarded, the closing timing of the intake valve becomes later than the intake bottom dead center. During period B from the intake bottom dead center until the intake valve closes, the air in the cylinder is pushed back to the intake port as the piston rises. Therefore, according to the expansion of the working angle at this time, the amount of air charged in the cylinder (cylinder filling air amount) may decrease more than before. In addition, the increase of the working angle at this time must be performed immediately in order to avoid misfire. Therefore, depending on the expansion of the operating angle at this time, the cylinder filling air amount, that is, the engine load may be rapidly reduced, and a sudden drop in the engine rotational speed may occur.

  Depending on the change in the operating angle, the engine load may increase, which may cause a sudden increase in engine speed. For example, if the operating angle is increased in a range where the intake valve closing timing is earlier than the intake bottom dead center, the engine load increases as the operating angle increases, and the engine speed increases. become.

  The present invention has been made in view of such circumstances, and a problem to be solved is to provide a control device for an internal combustion engine that can suppress a sudden change in engine rotational speed accompanying a change in the operating angle of an intake valve. There is.

  In order to solve the above-mentioned problem, the invention according to claim 1 as a control device of an internal combustion engine provided with a working angle variable mechanism that makes a working angle of an intake valve variable. The opening degree of the intake air amount adjusting valve is corrected to the side that changes the cylinder filling air amount in the opposite direction to the change caused by the change in.

  In the above configuration, even if the intake air amount changes in accordance with the change in the operating angle, the opening degree of the intake air amount adjustment valve such as a throttle valve or an ISC (Idol Speed Control) valve is opposite to the change. It is corrected to the side to change the cylinder filling air amount. For example, when the cylinder filling air amount decreases according to the change in the operating angle, the opening degree of the intake air amount adjusting valve is corrected to the side that increases the cylinder filling air amount, that is, the side that increases the intake air amount. As a result, changes in the engine load associated with the change in the operating angle can be suppressed, and sudden changes in the engine rotational speed associated with the change in the operating angle can be suppressed.

  Further, in order to solve the above-mentioned problem, in the invention according to claim 2 as a control device of an internal combustion engine provided with a working angle variable mechanism that varies a working angle of the intake valve, when the working angle is expanded, the intake air The opening of the valve for adjusting the amount is corrected so as to increase the intake air amount.

  When the closing timing of the intake valve after the operation angle is expanded becomes later than the intake bottom dead center, the cylinder charge air amount is decreased in accordance with the expansion of the operation angle, and the engine rotation speed may decrease. In that respect, in the above configuration, even if the cylinder filling air amount decreases as the operating angle increases, the opening degree of the intake air amount adjusting valve is corrected to the side that increases the intake air amount. As a result, a decrease in engine load accompanying an increase in the operating angle can be suppressed, and a sudden change in the engine speed accompanying a change in the operating angle can be suppressed.

  In addition, in an internal combustion engine having a hydraulic valve timing variable mechanism that operates by hydraulic pressure to vary the valve timing of the intake valve, the working angle is expanded when the hydraulic pressure of the hydraulic valve timing variable mechanism is insufficient. Sometimes. Depending on the expansion of the operating angle at this time, the intake air amount may decrease and the engine rotational speed may drop. Therefore, in such an internal combustion engine, as described in claim 1 or 2, it is preferable to correct the opening degree of the valve when the operating angle is increased in accordance with the lack of the hydraulic pressure of the hydraulic valve timing variable mechanism.

  The decrease in the intake air amount accompanying the increase in the operating angle occurs when the closing timing of the intake valve for increasing the operating angle is later than the intake bottom dead center. Therefore, as described in claim 3, the correction of the opening degree of the intake air amount adjusting valve for suppressing the drop in the engine rotational speed due to the increase in the operating angle is performed by the closing timing of the intake valve after the operating angle is increased. It is better to do this when it becomes later than the intake bottom dead center.

  On the other hand, in an internal combustion engine equipped with a variable valve timing mechanism that varies the valve timing of the intake valve, the amount of change in the intake air amount and the timing of the change vary according to the change in the operating angle depending on the valve timing of the intake valve. Therefore, in such an internal combustion engine, the intake air amount adjusting valve for suppressing the change in the intake air amount accompanying the change in the operating angle according to the valve timing of the intake valve at the time of changing the operating angle as in claim 4 It is preferable to change the opening correction amount and the correction timing.

  By the way, when the operating angle is changed more slowly than a certain amount, the change in the intake air amount accompanying the change in the operating angle, and consequently the change in the engine rotational speed accompanying it, becomes moderate. Therefore, the sudden change in the engine rotation speed accompanying the change in the operating angle occurs only when the operating angle is changed rapidly. Therefore, the correction of the opening degree of the intake air amount adjusting valve according to the change of the operating angle may be performed only when the changing speed of the operating angle is higher than the specified speed, as in claim 5. It is possible to suppress a sudden change in the engine rotation speed due to the change in the operating angle.

  After overcoming a sudden change in the engine speed due to the change in the operating angle by correcting the opening of the intake air amount adjusting valve, as described in claim 6, the correction amount of the opening of the valve is increased over time. Decrease gradually.

BRIEF DESCRIPTION OF THE DRAWINGS Schematic which shows typically the whole structure of the control apparatus of the internal combustion engine which concerns on the 1st Embodiment of this invention. The flowchart which shows the process sequence of the air correction routine employ | adopted as the embodiment. The graph which shows the relationship between the valve closing timing of the intake valve before delaying an operation angle, and delay time in an example of the calculation map for delay time calculation. The graph which shows the relationship between the valve closing timing of the intake valve before an operation angle expansion in one example of the calculation map for air correction amount calculation, and air correction amount. The time chart which shows the control aspect when the valve closing timing of the intake valve before an operating angle is expanded is later than an intake bottom dead center. The time chart which shows the control aspect when the valve closing time of the intake valve before an operating angle is expanded is earlier than an intake bottom dead center. The flowchart which shows the process sequence of the air correction routine employ | adopted as the 2nd Embodiment of this invention. The figure which shows the opening / closing timing of the intake / exhaust valve in each of (a) Before valve timing delay, (b) After valve timing delay, (c) After working angle expansion.

(First embodiment)
Hereinafter, an embodiment of a control device for an internal combustion engine according to the present invention will be described in detail with reference to FIGS. The control device of the present embodiment includes a working angle variable mechanism that continuously varies the working angle of the intake valve, and a hydraulic valve timing that operates by hydraulic pressure and continuously varies the valve timing of the intake valve. The present invention is applied to an internal combustion engine having two variable valve characteristic mechanisms.

  As shown in FIG. 1, the control apparatus for an internal combustion engine according to the present embodiment is configured around an electronic control unit 1. The electronic control unit 1 includes a central processing unit (CPU) for performing various arithmetic processes related to engine control, a read-only memory (ROM) in which programs and data for engine control are stored, CPU calculation results and sensor detection A random access memory (RAM) for temporarily storing results and the like is provided.

The electronic control unit 1 is input with detection signals of various sensors such as the following (A) to (E) provided in each part of the vehicle.
(A) An air flow meter 2 that detects the amount of intake air.
(B) An accelerator position sensor 3 that detects an accelerator operation position.
(C) A throttle sensor 4 for detecting the throttle opening.
(D) A cam angle sensor 5 that outputs a signal (cam angle signal) corresponding to the cam shaft rotation angle (cam angle).
(E) A crank angle sensor 6 that outputs a signal (crank angle signal) corresponding to the rotation angle (crank angle) of the crankshaft.

The electronic control unit 1 is connected to various actuators such as the following (F) to (H) that change the operating state of the internal combustion engine. The electronic control unit 1 performs engine control such as adjustment of the intake air amount, valve timing of the intake valve, and variable working angle by driving and controlling these actuators.
(F) A throttle motor 8 that changes the opening of the throttle valve 7 as an intake air amount adjustment valve, that is, the throttle opening.
(G) An oil control valve (OCV) 10 that changes the hydraulic pressure of a valve timing variable mechanism (VVT mechanism) 9 that varies the valve timing of the intake valve.
(H) An actuator 12 that drives a working angle variable mechanism 11 that makes the working angle of the intake valve variable.

  The electronic control unit 1 monitors whether the hydraulic pressure of the VVT mechanism 9 is insufficient during engine operation. This shortage of working hydraulic pressure is confirmed, for example, by a decrease in the response speed of the VVT mechanism 9.

  As described above, if the operating hydraulic pressure of the VVT mechanism 9 is insufficient, the valve timing cannot be maintained against the cam torque acting on the camshaft, and the valve timing of the intake valve changes to the retard side. If the operating angle of the intake valve at that time is reduced, the valve opening timing of the intake valve is greatly delayed from the intake top dead center due to the delay of the valve timing. If the opening timing of the intake valve is delayed in this way, the cylinder will be closed while the cylinder is sealed from the intake top dead center until the intake valve is opened, and the volume of the cylinder will be expanded, and the pressure of the internal combustion engine will increase. Loss increases and misfire occurs.

  Therefore, in this embodiment, when it is confirmed that the operating hydraulic pressure of the VVT mechanism 9 is insufficient, the electronic control unit 1 expands the operating angle of the intake valve to advance the opening timing of the intake valve, thereby increasing the intake valve pressure. The increase in loss is suppressed to avoid misfire. Note that the operation angle of the intake valve at this time is rapidly increased in order to avoid misfire.

  Further, as described above, when the operating angle of the intake valve is delayed while the valve timing of the intake valve is delayed, the closing timing of the intake valve is greatly delayed from the intake bottom dead center. During the period from the intake bottom dead center until the intake valve closes, the air in the cylinder is pushed back to the intake port as the piston rises. Therefore, depending on the expansion of the operating angle at this time, the cylinder filling air amount may decrease more than before. In addition, the increase of the working angle at this time must be performed immediately in order to avoid misfire. Therefore, depending on the expansion of the operating angle at this time, the cylinder filling air amount may be rapidly reduced, and a sudden drop in the engine rotational speed may occur.

  Therefore, in the present embodiment, the electronic control unit 1 performs the following control in order to avoid such a sudden drop in the engine rotation speed accompanying the increase in the operating angle. This control is performed through the processing of the air correction routine shown in FIG. The processing of this routine is executed by the electronic control unit 1 every time a change in the operating angle of the intake valve is commanded.

  When this routine is started, first, at step S100, whether or not the intake valve operating angle has been expanded from the minimum operating angle that is the minimum value of the operating angle variable range to the maximum operating angle that is the maximum value of the same range. Is confirmed. If the operating angle has not been increased (S100: NO), the processing of this routine is terminated as it is.

  On the other hand, if the operating angle has been increased as described above (S100: YES), it is confirmed in subsequent step S101 whether or not the internal combustion engine is currently idling. Here, if the idle operation is not being performed, the process of this routine is terminated as it is, and if not, the process proceeds to step S102. Incidentally, the expansion of the intake valve operating angle from the minimum operating angle to the maximum operating angle during the idling operation is performed, for example, in response to a lack of operating hydraulic pressure of the VVT mechanism 9.

  When the process proceeds to step S102, the delay time is calculated based on the valve timing of the intake valve at that time in step S102. In the present embodiment, the delay time is calculated based on the calculation map shown in FIG. 3 from the closing timing IVC of the intake valve before the operation angle is expanded. The valve closing timing IVC indicates the magnitude of the crank angle from the intake bottom dead center to the intake valve closing. As shown in the figure, the value of the delay time is set to “0” when the closing timing IVC of the intake valve before the operation angle is expanded is after the intake bottom dead center. Further, the delay time is set to a larger value as the valve closing timing IVC is earlier when the valve closing timing IVC is before the intake bottom dead center.

  Subsequently, in step S103, the air correction amount is calculated based on the valve timing of the intake valve at that time. In the present embodiment, the air correction amount is calculated based on the calculation map shown in FIG. 4 from the closing timing IVC of the intake valve before the operation angle is expanded. As shown in the figure, the air correction amount qvtf is set to a larger value as the closing timing of the intake valve before the operation angle is increased. It should be noted that the air correction amount qvtf is advanced when the valve timing before the operation angle is expanded, and when the valve closing timing of the intake valve does not become later than the intake bottom dead center due to the expansion of the operation angle, the value thereof is “0”. It is said that.

  When the delay time and the air correction amount qvtf are calculated in this way, in the subsequent step S104, after waiting for the calculated delay time from the command for increasing the operating angle, in step S105, the calculated air correction amount qvtf is set. Accordingly, the required intake air amount qcal is corrected to the increasing side. The required intake air amount qcal is used to calculate the throttle opening, and the larger the value, the larger the throttle opening. Therefore, depending on the correction of the required intake air amount qcal at this time, the throttle opening degree may be on the side where the cylinder charge air amount is changed in the opposite direction to the change accompanying the change in the operating angle, that is, on the side where the intake air amount is increased. It will be corrected.

  Thereafter, in step S106, a gradual decrease process is performed in which the value of the air correction amount qvtf is gradually decreased with time until the air correction amount qvtf becomes “0”. When the air correction amount qvtf is gradually reduced to “0”, the processing of this routine is terminated.

  Next, the operation of this embodiment will be described with reference to FIGS. In FIGS. 5 and 6, the control mode when the process of the air correction routine described above is performed is indicated by a solid line, and the control mode when it is not performed is indicated by a broken line.

  FIG. 5 shows a control mode when the closing timing IVC of the intake valve before the operating angle is expanded is later than the intake bottom dead center. If the operating hydraulic pressure of the VVT mechanism 9 is insufficient at time t0 in the figure, then the valve timing evt of the intake valve shifts to the retard side. When the valve timing is retarded in this way, the working angle evcam of the intake valve is expanded in order to avoid the occurrence of misfiring according to the accompanying increase in pressure loss.

  Here, when the process of the air correction routine is not performed, the required intake air amount qcal is maintained as it is even if the operating angle evcam of the intake valve is increased. Therefore, in this case, the throttle opening is not changed, and the cylinder charge air amount, that is, the engine load klsm, decreases as the operating angle evcam increases, and the engine speed ene drops.

  On the other hand, in the present embodiment, the required intake air amount qcal is corrected to the increase side, that is, the throttle opening is increased to the increase side in accordance with the increase of the operating angle evcam of the intake valve here. Note that the delay time at this time is set to “0”, and the correction of the required intake air amount qcal at this time, that is, the throttle opening is started simultaneously with the expansion of the operating angle evcam. Therefore, in the present embodiment, even if the operating angle evcam is increased, the engine load klsm is not reduced, and the engine rotational speed ene does not drop.

  FIG. 6 shows a control mode when the closing timing IVC of the intake valve before the operating angle is expanded is earlier than the intake bottom dead center. Also in this figure, when the operating hydraulic pressure of the VVT mechanism 9 is insufficient at time t0, the subsequent valve timing evt of the intake valve avoids the occurrence of misfire in accordance with the increase in pressure loss accompanying the shift to the retarded side. Therefore, the operating angle evcam of the intake valve is enlarged.

  At this time, until the intake valve closing timing IVC reaches the intake bottom dead center, the valve opening period of the intake valve during lowering of the piston becomes longer, so the engine load klsm temporarily increases. When the process of the air correction routine is not performed, the engine load klsm decreases with the increase in the operating angle evcam after the intake valve closing timing IVC reaches the intake bottom dead center, and the engine rotational speed ene Depression occurs.

  On the other hand, in the present embodiment, the required intake air amount qcal is increased from the time t1 when the delay time calculated according to the valve timing before the operating angle is expanded from the command for increasing the operating angle, that is, The throttle opening is corrected to the increasing side. Therefore, in the present embodiment, even if the operating angle evcam is increased, the engine load klsm is not reduced, and the engine rotational speed ene does not drop.

  In this case, the time from the start of the expansion of the working angle evcam to the accompanying decrease in the intake air amount becomes longer as the closing timing IVC of the intake valve before the increase of the working angle is earlier. Therefore, in the present embodiment, the earlier the intake valve closing timing IVC before the operation angle is increased, the longer the delay time is set, and at the time when the intake air amount is reduced due to the increase in the operation angle evcam, Correction is performed.

According to the control apparatus for an internal combustion engine of the present embodiment described above, the following effects can be obtained.
(1) In the present embodiment, when the operating angle is changed, the throttle opening is corrected so as to change the cylinder charge air amount in the direction opposite to the change accompanying the change in the operating angle. More specifically, when the operating angle is expanded, the opening of the intake air amount adjusting valve is corrected to the side that increases the cylinder charge air amount. Therefore, a change (decrease) in the engine load accompanying the change (enlargement) of the operating angle can be suppressed, and a sudden change (decline) in the engine rotational speed accompanying the change of the operating angle can be suppressed.

  (2) In the present embodiment, air correction is performed when the closing timing of the intake valve after the operation angle is expanded becomes later than the intake bottom dead center. Therefore, when there is a probability that the amount of intake air decreases as the operating angle increases, it is possible to perform air correction for suppressing the decrease in the amount of intake air.

  (3) In the present embodiment, the air correction amount qvtf and the delay time are changed according to the valve timing of the intake valve. That is, in the present embodiment, the amount of correction of the throttle opening according to the increase of the operating angle and the timing of the correction are changed according to the valve timing of the intake valve when the operating angle is changed. Therefore, it is possible to accurately correct the throttle opening in order to suppress the decrease in the intake air amount accompanying the increase in the operating angle.

  (4) In the present embodiment, the throttle opening is corrected when the operating angle is increased in accordance with the lack of working hydraulic pressure of the VVT mechanism 9 that is expanded at a high operating angle. Therefore, a sudden drop in engine speed due to a sudden decrease in the amount of intake air in such a situation can be accurately suppressed.

  (5) In the present embodiment, after surpassing the sudden change in engine rotation speed due to the change in the operating angle by the throttle opening correction, the correction amount of the throttle opening is gradually decreased with the passage of time. For this reason, after surpassing the sudden change in engine speed, it is possible to smoothly shift to normal control.

(Second Embodiment)
Next, a second embodiment in which the control device for an internal combustion engine of the present invention is embodied will be described in detail with reference to FIG. In the present embodiment, the same components as those in the above embodiment are denoted by the same reference numerals, and detailed description thereof is omitted.

  In the present embodiment, the control logic of the air correction routine is provided with versatility so that it can be applied to different types of internal combustion engines. As shown in FIG. 7, the air correction routine employed in this embodiment is the same as that of the first embodiment shown in FIG. 2 in steps S102 and S103, that is, the delay time and air correction. The processing related to the calculation of the quantity qvtf is changed.

  In the air correction routine of this embodiment, the delay time is calculated in step S102 ′ by calculating the valve timing of the intake valve, the change speed of the operating angle, and the volume of the intake manifold of the internal combustion engine to be applied (in manifold). It is calculated based on (volume). Specifically, the longer the delay time is set, the slower the change rate of the operating angle, or the larger the volume of the intake manifold of the applied internal combustion engine.

  In the air correction routine of this embodiment, the calculation of the air correction amount qvtf in step S103 'is calculated from the valve timing of the intake valve at that time and the exhaust amount of the applied internal combustion engine. Specifically, the air correction amount qvtf is set to a larger value as the displacement of the applied internal combustion engine is larger.

According to the above embodiment, in addition to the effects described in (1) to (5) above, the following effects can be further achieved.
(6) The time from the expansion of the working angle to the accompanying decrease in the intake air amount becomes longer as the volume of the intake manifold of the applied internal combustion engine is larger. Therefore, according to the present embodiment, even in an internal combustion engine having a different intake manifold volume, it is possible to accurately set the delay time so that the sudden change in the intake air amount accompanying the change in the operating angle can be suppressed.

  (7) The time from the expansion of the operating angle to the accompanying decrease in the intake air amount becomes longer as the operating angle changes more slowly. Therefore, according to the present embodiment, it is possible to accurately set the delay time so that the sudden change in the intake air amount accompanying the change in the operating angle can be suppressed even when the operating angle changing speed is different.

  (8) The amount of reduction in the intake air amount accompanying the expansion of the operating angle increases as the displacement of the applied internal combustion engine increases. Therefore, in the present embodiment, the air correction amount qvtf can be accurately set so that the sudden change in the intake air amount accompanying the change in the operating angle can be suppressed even in an internal combustion engine with a different exhaust amount.

In addition, the said embodiment can also be changed and implemented as follows.
In the above embodiment, the air correction amount qvtf is gradually decreased with time. However, the air correction amount qvtf is maintained as it is until the operating angle is restored or the engine operating state is changed. You may do it.

  In the above embodiment, when the operating angle is increased according to the lack of working hydraulic pressure of the VVT mechanism 9, the throttle opening correction (hereinafter referred to as air correction of the throttle opening) to suppress the sudden change in the engine rotation speed associated therewith. To be described). Even in other situations, when the closing timing of the intake valve after expansion of the operating angle becomes later than the intake bottom dead center, air correction of the throttle opening may be performed. It should be noted that the sudden drop in the engine rotational speed corresponding to the expansion of the operating angle occurs only when the operating angle change speed is high. Therefore, even if the air correction of the throttle opening is performed only when the change speed of the operating angle is higher than the specified speed, it is possible to suppress a sudden drop in the engine speed corresponding to the increase of the operating angle.

  In the above embodiment, when the operating angle is increased during idle operation, the air correction of the throttle opening is performed. However, the engine rotational speed is suddenly changed according to the increase of the operating angle other than during idle operation. If this becomes a problem, air correction of the throttle opening may be performed other than during idling.

  In the above embodiment, when the operating angle is increased, the air correction of the throttle opening is performed on the side where the intake air amount is increased, but in the range where the closing timing of the intake valve is before the intake bottom dead center. When the working angle is expanded, the cylinder filling air amount is increased by the working angle and the engine rotational speed is blown up. Therefore, when air correction of the throttle opening is performed when the closing timing of the intake valve after expansion of the operating angle is earlier than the intake bottom dead center, the throttle is increased to the side where the intake air amount is increased in accordance with the expansion of the operating angle. By performing the air correction of the opening degree, it is possible to suppress a sudden change in the engine speed according to the increase in the operating angle.

  -In the above embodiment, the air correction of the throttle opening is performed when the operating angle is enlarged. However, the intake air amount changes abruptly and the engine speed changes suddenly even if the operating angle is reduced. Sometimes. Therefore, when a sudden change in the engine speed corresponding to the reduction of the operating angle becomes a problem, the air correction of the throttle opening may be performed when the operating angle is reduced.

  In the above embodiment, the air correction amount and the delay time are changed according to the valve timing of the intake valve. Of course, when the valve timing of the intake valve at the time of changing the operating angle that causes a sudden change in the engine speed is fixed, or in the case of an internal combustion engine that does not have a variable valve timing mechanism, an air correction amount corresponding to the valve timing or The change of the delay time may be omitted.

  In the above embodiment, the air correction is performed for the opening degree of the throttle valve 7, but the same air is used for the opening degree of valves other than the throttle valve that adjusts the intake air amount, such as an ISC valve. Even if the correction is performed, it is possible to suppress a sudden change in the engine speed in accordance with the change in the intake valve operating angle.

  In the above embodiment, the case where the present invention is applied to an internal combustion engine that includes a VVT mechanism that varies the valve timing of the intake valve in addition to a working angle variable mechanism that varies the working angle of the intake valve has been described. The present invention can be applied to an internal combustion engine that does not include a VVT mechanism as long as the internal combustion engine includes a variable working angle mechanism.

  DESCRIPTION OF SYMBOLS 1 ... Electronic control unit, 2 ... Air flow meter, 3 ... Accelerator position sensor, 4 ... Throttle sensor, 5 ... Cam angle sensor, 6 ... Crank angle sensor, 7 ... Throttle valve (valve for intake air amount adjustment), 8 ... Throttle Motor 9, variable valve timing mechanism (VVT mechanism), 10 oil control valve (OCV), 11 working angle variable mechanism, 12 actuator.

Claims (6)

In a control device for an internal combustion engine provided with a variable working angle mechanism that varies a working angle of an intake valve,
When the working angle is changed, the opening of the intake air amount adjusting valve is corrected to the side that changes the cylinder filling air amount in the opposite direction to the change accompanying the change in the working angle,
The internal combustion engine includes a hydraulic valve timing variable mechanism that operates by hydraulic pressure to vary the valve timing of the intake valve,
The control of the internal combustion engine, wherein the correction of the opening of the valve is performed when the operating angle is expanded according to a lack of operating hydraulic pressure of the hydraulic valve timing variable mechanism. In a control device for an internal combustion engine provided with a variable working angle mechanism that varies a working angle of an intake valve,
When the operating angle is expanded, the opening of the intake air amount adjustment valve is corrected to the side that increases the intake air amount,
The internal combustion engine includes a hydraulic valve timing variable mechanism that operates by hydraulic pressure to vary the valve timing of the intake valve,
The control of the internal combustion engine, wherein the correction of the opening of the valve is performed when the operating angle is expanded according to a lack of operating hydraulic pressure of the hydraulic valve timing variable mechanism. The control device for an internal combustion engine according to claim 2, wherein the correction is performed when the closing timing of the intake valve after the operating angle is expanded becomes later than the intake bottom dead center. The internal combustion engine includes a valve timing variable mechanism that varies a valve timing of the intake valve,
The control device for an internal combustion engine according to any one of claims 1 to 3, wherein the correction amount and the correction timing are changed according to a valve timing of the intake valve. The control device for an internal combustion engine according to any one of claims 1 to 4, wherein the correction of the opening degree of the valve is performed only when a change speed of the operating angle is higher than a specified speed. The control device for an internal combustion engine according to any one of claims 1 to 5, wherein after the correction, the correction amount is gradually decreased with the passage of time.