JP2002371870A - Method for controlling working characteristic of internal combustion engine at non-operation of engine, including learning - Google Patents

Abstract

PROBLEM TO BE SOLVED: To rapidly change sure engine operational characteristics and save the power consumption for the operation required for the change by reasonably changing the characteristics by an engine operational characteristic changing means, in changing the characteristics at non-operation of an engine in such a way that the intake compression ratio is increased before the cranking when the engine is in a cold state. SOLUTION: Displacement of the means to a predetermined position is carried out by the control of drive force (the strength of the driving force and its operational time) and next control is corrected based on the result of control.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a method for controlling operating characteristics of an internal combustion engine, and more particularly to a method for controlling operating characteristics of an internal combustion engine so as to change the operating characteristics when the engine is not operating.

[0002]

2. Description of the Related Art In the operation of an internal combustion engine, during normal operation after warming up the engine, the engine is operated with low vibration and high fuel efficiency by relatively reducing the intake air compression ratio, and when the engine is cold before warming up the engine. It has been conventionally known that the operating characteristics of the engine are controlled to be changed at any time so as to improve the startability of the engine by increasing the intake compression ratio, particularly during cranking at a cold engine temperature. The change of the operating characteristics of the internal combustion engine such as the intake compression ratio is also performed during the operation of the engine.However, particularly, the change of the operating characteristics for improving the startability of the engine is performed when the engine is not operating prior to the cranking of the engine. This is performed by operating the engine operating characteristic changing means.

[0003] The change of the intake compression ratio of the piston type internal combustion engine, which is related to the starting characteristics of the engine, is performed by shifting the phase in which the intake valve is closed by the valve opening / closing timing control device back and forth, and during the transition from the intake stroke to the compression stroke. Select an appropriate phase and temporarily open the exhaust valve.
It is possible by various methods such as appropriately adjusting the lift as a dimensional cam, and providing an adjustable eccentric bearing at the connection between the piston rod and the crankshaft or the connection between the piston rod and the piston.

[0004] As an example, Japanese Patent Application Laid-Open No. 2000-3, filed by the same applicant as the present application, discloses an example of a device for changing the intake compression ratio by shifting the closing phase of the intake valve back and forth.
No. 20356. The change of the intake compression ratio by this structure is achieved by changing the opening / closing phase of the intake valve by the intake valve opening / closing timing control device with respect to the rotational phase of the crankshaft as shown in FIG.
The amount of intake air charged into the cylinder chamber at the moment when the intake valve is closed is increased or decreased by controlling it variably as shown in (1), and particularly by advancing or delaying the closing phase relative to the reciprocating phase of the piston. Thus, the compression ratio of intake air is variably controlled. Conventionally, the intake valve closing phase in a four-stroke engine is generally after the bottom dead center (After Bottom Dead
Center, abbreviated as ABDC), is around 70 °, and this is 110 ° by the intake valve opening / closing timing control device.
Further increased to ~ 120 ° (delayed)
Then, when the intake valve closes, the amount of intake air captured in the cylinder chamber decreases, so that the intake compression ratio decreases.
By changing the intake valve closing phase by the intake valve opening / closing timing control device, the in-cylinder pressure at the end of the compression stroke becomes
It changes greatly as illustrated in FIG.

FIGS. 3 to 5 show the structure as shown in FIGS. 3 and 5, and FIGS. 4 and 5 show cross sections A in FIG.
FIG. 6 is a diagram showing -A in two operation modes. In FIG. 3, reference numeral e denotes an internal combustion engine, and first and second motor generators (motor generators) mg1 and mg2 having both functions of a motor and a generator on a crankshaft c thereof are planetary gear type. Drivingly connected via a torque distribution device p,
In addition, a pair of wheels w is drivingly connected to a driving regenerative device including the internal combustion engine and the motor generator at a portion of a rotating shaft of the motor generator mg1 via an axle s, a differential gear d, and a transmission t. ing. The motor generators mg1 and mg2 are electrically connected to the power storage device b via the inverter i, and operate as motors or generators according to the operation state of the vehicle.

The portion indicated generally by reference numeral 10 is the above-described intake valve opening / closing timing control device, and is an intake compression ratio control means from the viewpoint of the intake compression ratio as described later.
The intake valve opening / closing timing control device includes a gear 14 driven to rotate in synchronization with a crankshaft via an endless belt 12 from a crankshaft 2 of an internal combustion engine, and an intake valve camshaft 18 carrying an intake valve operating cam 16. It has the structure of a rotary actuator acting between them.

The gear 14 is combined with an internal spline-like annular member 22 and an annular end plate 24 by four bolts 20 to form a working chamber space having four inward radial partition walls 26. Has been determined. A rotor 30 fixed to one end of the camshaft 18 by bolts 28 is provided in the working chamber space. The rotor 30 has four blade portions 32 around a center hub portion, and each blade portion is provided in a fan-shaped chamber 34 formed between a pair of wall portions 26 located on both sides in the circumferential direction. The gear 14, the annular member 22, and the end plate 24 are moved between the rotational position shown in FIG. 4 and the rotational position shown in FIG.
The housing can rotate relatively to the housing.

The housing is driven by the endless belt 12 in the clockwise direction as shown by the arrow in FIGS. 4 and 5 by the endless belt 12 with the forward rotation of the crankshaft. In the state shown in FIG. 5, the camshaft 18 is in the state of being most retarded in phase with respect to the crankshaft, and in the state shown in FIG. It is in the advanced state.

One of the blades 32 has a stepped cylinder hole 3
A lock pin 40 is engaged with the large-diameter portion of the stepped cylinder hole in a piston-type manner with a large-diameter head portion 38. The small diameter portion 42 of the lock pin 40 engages with the small diameter portion of the stepped cylinder hole 36 and is guided to slide along the small diameter portion. When the camshaft 18 is most advanced with respect to the crankshaft, that is, when the blade portion 32 of the rotor 30 is
When it comes to the pivot position shown in FIG. 5 with respect to 2, the gear 14 can be fitted into a recess 44 provided at a corresponding location of the gear 14. The lock pin 40 is urged toward the recessed hole 44 by a compression coil spring 46, and is formed in a large-diameter portion of the stepped cylinder hole 36 with an annular working chamber formed between the stepped cylinder hole 36 and the head portion 38 of the lock pin 40. When the hydraulic pressure is not supplied to the annular member 22 within a position described below (withdrawal position 36), when the rotor 30 comes to the most advanced position as shown in FIG. The end of the small diameter portion 42 is dropped into the recessed hole 44 by the spring force of the compression coil spring 46, and the relative rotational positional relationship of the camshaft 18 with respect to the crankshaft is locked at the most advanced position. ing.

For each of the working chambers 34 formed between adjacent ones of the four wall portions 26 of the annular member 22, the blades 32 of the rotor 30 disposed inside the operating chambers 34 are connected to the annular members. A first port 48 for supplying hydraulic pressure for driving counterclockwise as viewed in FIG.
4 or 5 with respect to the annular member 22.
The second port 50 for supplying the hydraulic pressure for driving in the clockwise direction is open. The first port 48 communicates with an annular oil passage 52, and the second port 50 communicates with an annular oil passage 54. The oil passage 52 further communicates with the above-mentioned annular working chamber of the stepped cylinder hole 36 (the drawing position denoted by reference numeral 36). The annular groove 52 communicates with an annular oil passage 60 formed in a bearing 58 for the cam shaft 18 formed in a cylinder head of the internal combustion engine via an oil passage 56 formed in an end of the cam shaft 18. I have. On the other hand, the annular oil passage 54 communicates with an annular oil passage 64 formed in the bearing portion 58 via oil passages 61 and 62 formed in the end of the camshaft 18. The annular oil passage 60 is connected to a first port 72 of an electromagnetically operated hydraulic switching valve 70 via a port 66 and an oil passage 68 connected thereto, while the annular oil passage 64 is connected to an oil passage 76 from a port 74. Via the second port 7 of the solenoid operated directional control valve
8 is connected.

The electromagnetic hydraulic switching valve 70 is connected to the port 7
2 and 78, a hydraulic port 82 for receiving the discharge oil pressure from the hydraulic pump 80, and a first drain port 86 for selectively releasing the first port 72 toward the oil reservoir 84.
A valve housing 90 having a second drain port 88 for selectively venting the second port 78 toward the sump 84
And a valve spool 96 in the valve housing for reciprocating under the action of a solenoid 92 and a compression coil spring 94 to control communication between the above-described ports.

The operation of the solenoid 92 is controlled by a command signal from a vehicle operation control unit (ECU) 98 incorporating a computer. When the solenoid 92 is not energized, the valve spool 96 is
As shown in the figure, the second port 78 is in communication with the hydraulic port 82, and the first port 72 is in communication with the first drain port 86. Therefore, when the pump 80 is operated in such a state, the hydraulic pressure supplied through the oil passage 76 is applied to the port 74.
The oil is supplied to the oil passage 62 through the annular oil passage 64, and is further supplied to the annular oil passage 54 through the oil passage 61.
0, and is supplied to the working chamber 34. Therefore, at this time, the blade portion 32 of the rotor 30 is driven clockwise with respect to the annular member 22 as seen in FIG. 4 or 5, and the intake valve closing phase is advanced. When the drive in the advance direction reaches the end, the lock pin 40 is aligned with the recessed hole 44, and the lock pin is driven rightward as viewed in FIG. The camshaft 18 is fitted into the recessed hole 44, and the camshaft 18 is locked at the most advanced position with respect to the crankshaft. However, when the engine is started, the discharge hydraulic pressure of the hydraulic pump 80 has not yet risen, so that the most advanced hydraulic pressure is applied. The advance to the angular position does not occur when the engine is started.

On the other hand, when the solenoid 92 is continuously energized, the valve spool 96 is fully driven to the left as viewed in FIG. 3 against the action of the compression coil spring 94. At this time, the first port 72 communicates with the hydraulic port 82, and the second port 78 communicates with the second drain port 88. When the valve spool 96 is in this position, the hydraulic pump 80
Is actuated, the hydraulic pressure generated is supplied from the port 66 via the oil passage 68 to the annular oil passage 60, and from this via the oil passage 56 and the annular oil passage 52 to the working chamber 34 from the port 48. At the same time, it is also supplied to the annular working chamber of the stepped cylinder hole 36. Therefore, at this time, the lock pin 40 is opposed to the action of the compression coil spring 46 as shown in FIG.
When the small-diameter end portion 42 is fitted into the recessed hole 44, the fitting is released, and the blade portion 30 of the rotor 30 is moved relative to the annular member 22 as shown in FIG. Driven counterclockwise as seen at 5,
The camshaft 18 is displaced in the retard direction with respect to the crankshaft.

When the energization of the solenoid 92 is controlled as on-off pulse energization, the valve spool 96 is set at an arbitrary intermediate position between the two extreme positions according to the duty ratio of the pulse current, and accordingly, Rotor 3
The magnitude of the hydraulic pressure acting on both sides of the zero blade 32 is relatively balanced, and the relative angular position of the camshaft 18 with respect to the crankshaft is any intermediate position between the most advanced position and the most retarded position. Set to position.

The vehicle operation control unit (ECU) 98 determines whether or not it is turned on by a key switch (not shown) of the vehicle, and furthermore, it turns to a cranking position where the engine is cranked. A signal Sk indicating whether the operation has been performed, a signal Da indicating the amount of depression of an accelerator pedal, a signal Ve indicating a vehicle speed, a signal Ne indicating an engine speed, a signal Te indicating an engine temperature, a signal Acr indicating a crank angle, and the like are supplied. On the basis of these input signals, the vehicle automatic control device 98 performs control calculations according to a predetermined control program, and controls the operation of the solenoid 92 in the above-described manner as part of the control calculations. Control.

[0016]

At present, attention has been paid to the need for saving fuel resources and protecting the environment. At present, the vehicle is driven by an eco-run vehicle or an internal combustion engine that stops the internal combustion engine when the vehicle is temporarily stopped at a traffic light or the like, and is driven by an electric motor. A hybrid vehicle that performs interweaving as appropriate is provided with intake compression ratio changing means,
If the cranking start with different intake compression ratios can be performed at the time of cold start of the engine at the start of vehicle operation and at the time of engine restart due to the temporary stop of the engine during vehicle operation, the engine at the start of vehicle operation During cold start of the engine, the engine is started by increasing the intake compression ratio, and restarting after the engine is temporarily stopped in the engine warm-up state, which frequently occurs after the engine is warmed up, can be quiet cranking with a low intake compression ratio. .

In this case, in the examples shown in FIGS. 3 to 5 above, the engine can be restarted after the engine is temporarily stopped by performing cranking as it is from the state shown in FIG. 4, but the engine has cooled down. In starting the engine at the start of vehicle operation in the state, the intake valve opening / closing timing control device must be switched from the state shown in FIG. 4 to the state shown in FIG. However, since the advance control of the intake valve opening / closing timing control device based on the hydraulic pressure of the hydraulic pump 80 cannot be obtained when the engine is not operating before the engine is started, the cranking electric motor (the electric motor in the example of FIG. Generator 4)
First, the gear 14 and the annular member 2 are operated in the reverse direction.
2. By rotating the housing member composed of the annular end plate 24 in the delay direction with respect to the stopped rotor 30,
By rotating the rotor relatively in the advancing direction with respect to the housing, the small-diameter end 42 of the lock pin 40 is dropped into the recessed hole 44, and the intake valve opening / closing timing control device is mechanically moved to the most advanced position. An operation of locking is performed.

In this case, as in the embodiment shown in FIGS. 3 to 5, when the rotor 30 is fully rotated in the advance direction relative to the annular member 22, the lock pin 40 is aligned with the recessed hole 44. If so, the gear 14 by the electric motor,
The reverse rotation drive of the housing member including the annular member 22 and the annular end plate 24 may be performed as long as it is performed until the rotor 30 reaches at least a full position relative to the annular member 22 in the forward direction. However, when the reverse rotation is further performed, the camshaft is merely driven in the reverse direction integrally with the housing member including the gear 14, the annular member 22, and the annular end plate 24. However, such extra driving of the housing member and the reverse rotation of the camshaft delays the start of cranking, and leads to wasteful use of the power storage device. On the other hand, if the reverse rotation of the housing member is inadvertently saved, the lock pin 40 may not be aligned with the recess hole 44, and the advance angle lock of the intake valve opening / closing timing control device may not be achieved.

As described above, when the operating characteristics of the internal combustion engine are to be changed when the engine is not operating, if the operating amount of the operating means for changing the operating characteristics is large, the engine operating characteristics can be surely changed. However, if it is too large, it takes a long time to change the engine operating characteristics, the agility of starting the engine is impaired, and if the operating amount of the operating means is insufficient, a predetermined change in the engine operating characteristics can be obtained. The problem of disappearance is not limited to the above-described example of the intake valve opening / closing timing control device, and the intake compression ratio is changed by selecting an appropriate phase during the transition from the intake stroke to the compression stroke and temporarily opening the exhaust valve. In the case where the intake compression ratio is changed by appropriately adjusting the lift of the intake / exhaust valve driving cam as a three-dimensional cam, the connection between the piston rod and the crankshaft or between the piston rod and the piston is required. It may also occur, such as when changing the intake-compression ratio by providing an adjustable eccentric bearing.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned problems relating to a change in the engine operating characteristics of an internal combustion engine when the engine is not operating, and it is an object of the present invention to provide an internal combustion engine operating characteristics control method improved in this regard. It is an object of the present invention to provide a learning control method in a highly adapted manner for each institution type, and for each product in each institution type.

[0021]

SUMMARY OF THE INVENTION In order to solve the above problems, the present invention provides an engine operating characteristic changing means for changing an operating position of an internal combustion engine to a predetermined operating position when the engine is not operating. And changing the engine operating characteristic changing means to the predetermined operating position by controlling the driving force to the engine operating characteristic changing means, and correcting the next control based on the control result. And a method for controlling operating characteristics of an internal combustion engine.

The control of the driving force on the engine operating characteristic changing means is performed by controlling at least the strength of the driving force on the means, or by controlling at least the operation time of the driving force on the means. The intensity of the driving force or the operating time of the driving force in the next control may be corrected based on the following.

Alternatively, the control of the driving force for the engine operating characteristic changing means includes changing the displacement speed of the engine operating characteristic changing means with the passage of time in accordance with a predetermined schedule, or controlling the engine operating characteristic changing means. The method may include changing the displacement of the characteristic changing means with the passage of time according to a predetermined schedule, and may correct the schedule in the next control based on the control result.

Further, when the engine operating characteristic changing means is displaced to the predetermined operating position, the displacement may be locked by a locking means.

More specifically, the change in the engine operating characteristic may be to increase the intake compression ratio. In this case, the increase of the intake compression ratio may be performed by advancing the closing phase of the intake valve in particular, and the advance of the closing phase of the intake valve is further advanced from the crankshaft side to the intake valve opening camshaft side. The control may be performed by reversely driving the intake valve opening / closing timing control device incorporated in the rotation transmission system for transmitting rotation from the side of the intake valve opening / closing camshaft to the side of the crankshaft. The reverse drive of the intake valve opening / closing timing control device may be performed by controlling at least the magnitude of the reverse drive torque or the reverse drive time based on the engine temperature. Is performed according to a predetermined schedule with respect to the lapse of time, or the displacement of the reverse rotation drive is changed according to a predetermined schedule with respect to the lapse of time. The magnitude of the reverse drive torque, the magnitude of the reverse drive time, or the schedule may be modified.

In any case, the magnitude of the reverse drive torque may be controlled so that the drive speed becomes zero at the end of the reverse drive.

Further, after the reverse drive has reached the end, the intake valve opening / closing timing control device may be temporarily prevented from being driven in the reverse direction or the forward direction.

[0028]

As described above, when the operating position of the engine operating characteristic changing means is changed to a predetermined operating position when the engine is not operating in order to change the operating characteristic of the internal combustion engine, the operation of the engine operating characteristic changing means is controlled. If the engine operating characteristic changing means is displaced to the predetermined operating position by controlling the driving force, the engine operating characteristic can be reliably changed by driving the engine operating characteristic changing means without waste. That is, looking at this in the examples shown in FIGS. 3 to 5 above, displacing the engine operating characteristic changing means to the predetermined operating position by controlling the driving force on the engine operating characteristic changing means as described above means that The reverse drive of the gear 14 is performed by rotating the partition 26 in the counterclockwise direction in the figure and stopping the blade 32 of the stationary rotor.
Until they are just joined. On the other hand, when such control is not performed and the alignment of the lock pin 40 for dropping the tip of the lock pin 40 into the recess hole 44 is performed by relying on the positioning by contact between the partition wall portion 26 and the rotor blade portion 32, it is necessary to perform such adjustment. In order to ensure the matching between the two, the reverse drive of the gear 14 must be made large, so that even after the partition 26 contacts the blade 32, the two are integrally rotated in the reverse direction, and the engine The time required to change the operating characteristics and the power consumption for driving the device increase.

Further, the displacement of the engine operating characteristic changing means to the predetermined operating position by controlling the driving force to the engine operating characteristic changing means is primarily an estimation control or a schedule control. In some cases, the estimated control or schedule does not exactly match the actual situation, and an error may occur between the operating position of the controlled engine operating characteristic changing means and the predetermined operating position to be controlled. Therefore, by combining such control with an operation of correcting the next control based on the result obtained by the control,
Improve control accuracy by automatically compensating for deviations in estimations and schedules, control various types of internal combustion engines with one basic control program, or control product manufacturing tolerances The program can be adapted individually.

In the valve timing control apparatus as exemplified in FIGS. 3 to 5, when the housing member including the gear 14, the annular member 22, and the annular end plate 24 is driven in reverse rotation by the electric motor, the rotor 30 Since a relatively large frictional force acts on the rotation, the rotor does not rotate as the housing member rotates.
As described above, when the operating position of the operating device for changing the operating characteristics of the engine is changed, the driven side does not follow the driving side simply by friction between the two.
Selecting an appropriate phase during the transition from the intake stroke to the compression stroke to temporarily open the exhaust valve, appropriately adjusting the lift of the intake / exhaust valve driving cam as a three-dimensional cam, adjusting the piston rod and the crankshaft or The same applies to the case where an adjustable eccentric bearing is provided at the connection between the piston rod and the piston. Therefore, in this case, if the driving force for displacing one operating member relative to the other operating member in the engine operating characteristic changing means such as the reverse rotation driving of the housing member is controlled so that the displacement becomes just a predetermined displacement. , Without the need for any other blocking or braking means,
The operating state of the engine operating characteristic changing means can be directly shifted to a predetermined operating position.

The control of the driving force for the engine operating characteristic changing means is to control at least the strength of the driving force for the means or at least the operation time of the driving force for the operating means, or to control the engine operating characteristic changing means. This is possible by changing the displacement speed or displacement over time according to a predetermined schedule. In this case, if the intensity of the driving force or the operation time of the driving force in the next control, or the displacement speed or the schedule of the displacement with the passage of time is further modified based on the control result, the engine operating characteristics change Modification of the estimation of the driving force intensity or the driving force acting time or the displacement speed or the displacement schedule with respect to the passage of time that correctly causes the change of the predetermined operating position to the means so as to be more accurate according to the actual situation. can do. Further, when the engine operating characteristic changing means is displaced to the predetermined operating position, the displacement is locked by the locking means, so that the control result obtained by operating the operating means for a very short time becomes stable thereafter. Can be maintained.

When the change in the engine operation characteristic performed when the engine is not operating is to increase the intake air compression ratio, particularly before the cranking, this is performed at the time of cold start of the engine, so that the intake air compression ratio is always increased. Driving down,
In addition, when restarting the engine after the engine is temporarily stopped during operation of the vehicle, the start-up performance of the engine at cold engine temperature is enhanced while ensuring the performance of eco-run vehicles and hybrid vehicles at a low intake compression ratio, which is performed with the intake compression ratio lowered. be able to.

If the increase of the intake compression ratio is effected, in particular, by advancing the closing phase of the intake valve, the use of a device as shown in FIGS. The phase advance angle is controlled by an intake valve opening / closing timing control device incorporated in a rotation transmission system for transmitting rotation from the crankshaft side to the intake valve opening / closing camshaft side from the intake valve opening / closing camshaft side. This is performed by driving the motor in the reverse direction. Then, by controlling at least one of the magnitude of the reverse drive torque or the reverse drive time based on the engine temperature, it is possible to control the rotation amount of the reverse drive to be exactly the predetermined rotation amount. In addition, if control is performed to change the speed of the reverse drive according to a predetermined schedule with the passage of time, or to change the displacement of the reverse drive according to a predetermined schedule with the passage of time, the intake air is also controlled. The valve timing control device can be rotated by a predetermined angle. In any case, the control for setting the operation means of the reverse rotation drive to just a predetermined operation amount is optimized without excess or deficiency according to individual situations. Furthermore, the control always adapts to the actual situation for each product by modifying the magnitude of the reverse drive torque, the magnitude of the reverse drive time, or the schedule in the next control based on the control result corresponding to each. The control accuracy is further improved. Also, in this optimization, if the magnitude of the reverse drive torque is corrected and controlled so that the drive speed becomes zero at the end of the reverse drive, the reverse drive speed is increased so that the time required for the reverse drive is reduced. Thus, it is possible to perform control that does not generate an impact. Further, after the reverse rotation drive reaches the end, if the intake valve opening / closing timing control device is not driven in the reverse rotation direction or the normal rotation direction for a while, the above-described lock device is stably and reliably operated. be able to.

[0034]

FIG. 6 is a flowchart showing one basic embodiment of an engine starting procedure incorporating the internal combustion engine operating characteristic control method according to the present invention. Here, the present invention will be described as being implemented in the intake valve opening / closing timing control device shown in FIGS. The start control operation of the engine according to the flowchart is started when the vehicle operation control device shown as 98 in FIG. 3 is instructed to start the operation of the vehicle by a signal indicating the operation of the key switch shown as the signal Sk. Is done.

When the control is started, in step 10,
Various data related to control is read. The read data includes a signal Sk indicating the operation of the key switch shown in FIG. 3, a signal Da indicating the depression amount of the accelerator pedal, a signal Ve indicating the vehicle speed, a signal Ne indicating the engine speed, and the engine temperature. , A signal Acr representing the crank angle, and the like. Then, based on the read data, in the next step 20, it is determined whether or not the engine is in a cold state and its start is required. In this case, whether or not engine starting is required is determined by a signal Sk indicating the operation of a key switch operated by a driver at the time of starting the vehicle. In an eco-run vehicle or a hybrid vehicle, the engine is controlled by vehicle operation. When the vehicle is restarted after being temporarily stopped by the device, it is automatically determined by the vehicle operation control device. The temperature state of the engine and its surroundings at that time is determined by a signal T representing the engine temperature.
e. If the answer is yes, control proceeds to step 30.

In step 30, the flag F1 is set to 1
Is determined. In this type of control,
Flags such as F1 are all reset to 0 at the start of control, and the flag F1 is set to 1 in step 110 described later. Therefore, when control is first reached here, the answer is no. Goes to step 40. In step 40, it is determined whether or not another flag F2 is "1". Since the flag F2 is set to 1 in a later step 60, the answer is no when control first comes here, and the control proceeds to step 50.

In step 45, the next step 5
Prior to the calculation of the motor reverse rotation driving torque and the driving time performed at 0, the values are converted into the driving torque deviation (ΔTro) and the driving time deviation (controlled as ΔC10) calculated in step 96 described later during the previous start control. Correction is performed. That is, the motor reverse rotation driving torque and the driving time are to be determined in accordance with the rotation resistance exhibited by the engine and the intake valve opening / closing timing control device with respect to the reverse rotation driving of the engine by the motor. The temperature Te may be calculated uniformly as shown by the solid line in FIGS. 9 and 10, but there is inevitably some variation in the suitability of the engine for such a characteristic curve for each product. Therefore, based on the result of the control performed last time, if the characteristics of the solid line are corrected for each product, such as the characteristics of the one-dot chain line or the two-dot chain line, a uniform predetermined control can be performed for all products. Can be achieved. This step is intended for this.

In step 50, when the engine is started, when the engine is stopped before that, the intake valve opening / closing timing control device is assumed to have been brought to the most retarded state as shown in FIG. Estimated (however, this initial state may be actually detected, not based on such estimation), the rotational resistance of the engine estimated from the engine temperature Te at that time, and the operation of the intake valve opening / closing timing control device Based on the rotational resistance of the intake valve opening / closing timing control device based on the viscosity of the oil, the intake valve opening / closing timing control device is shown in FIG. The amount of time required by the motor reverse drive torque to bring the retarded state to the most advanced state as shown in FIG. Stored in the computer stored also Figure has been modified in the above steps 45. 9 and 1
It is calculated with reference to a map such as 0. In this case,
When the start of the engine is based on the operation of the key switch by the driver at the start of the vehicle operation, the calculated value of the motor reverse drive torque and the required drive time may be calculated in one way based on the engine temperature Te. Further, according to the accelerator pedal depression amount in addition to the engine temperature condition, the motor reverse rotation driving torque may be increased and the required driving time may be modified such that the larger the accelerator pedal depression amount is, the shorter the required driving time is. When the drive torque and the required drive time are calculated, the control proceeds to step 60, where the flag F2 is set to 1. Thereafter, the control bypasses steps 45 and 50 as being completed.

In step 70, the reverse drive of the cranking motor (motor generator 4) is started, and the motor is operated by the drive torque calculated in step 50 above. The operation time is measured in steps 80 and 90 described below. That is, in step 80, the count value C1 of a counter provided in a part of the computer constituting the vehicle operation control device is incremented by one. The count value C1 is reset to 0 at the start of the first control, and is described later in Step 170 or Step 2
It is reset to 0 at 00.

Next, the control proceeds to step 90, in which it is determined whether or not the rotation angle Ar of the crankshaft by the reverse rotation drive of the electric motor has reached a predetermined specified value Aro. This specified value A
ro is the reverse rotation of the crankshaft, between the rotor 30 and the housing member including the gear 14, the annular member 22, and the annular end plate 24 in the intake valve opening / closing timing control device.
This is a rotation angle of the crankshaft corresponding to causing a relative displacement from the state shown in FIG. 4 to the state shown in FIG.
(However, the gear 14 and the annular member 2 before the reverse rotation drive of the motor are
2. The housing member including the annular end plate 24 and the rotor 30
Is not at the most retarded position as shown in FIG.
When it is displaced in the advance direction, the rotation angle of the crankshaft is equivalent to the relative displacement from such an actual position to the state shown in FIG. For convenience of explanation, it is assumed that the reverse rotation angle is changed from the state of FIG. 4 to the state of FIG. The initial answer is no, during which control returns to step 10 and recirculates, but when the answer eventually turns to yes, control proceeds to step 95 where the deviation of the count value C1 from the predetermined count value C10 is ΔC is calculated. The count value C10 is a threshold value for counting and measuring the motor reverse rotation drive time calculated by setting the above Ar to Aro just by the count value C1. Accordingly, ΔC calculated here is the motor reverse rotation drive torque and drive calculated in step 50 as conditions for causing the intake valve opening / closing timing control device to advance from the state of FIG. 4 to the state of FIG. The value pair with time indicates the degree of deviation from the truth.

Therefore, in step 96, the above-mentioned ΔC is prevented from being generated from the next time, that is, when the intake valve opening / closing timing control device changes from the state of FIG. 4 to the state of FIG. In the next control, the correction value for the motor reverse rotation drive torque and the motor reverse rotation drive torque for correcting the drive time is set as ΔTro = m1 · ΔC · α in the next control so that the drive time is completed. Is calculated based on the magnitude of ΔC as a correction value ΔC10 = m2 · ΔC · (1−α) for C10. Here, α is a distribution ratio for distributing the correction to ΔC to the correction of the motor reverse rotation driving torque and the correction of the driving time, and m1 and m2 are conversion coefficients for each. These values may be appropriately determined by experiment.

When the reverse rotation operation of the motor is stopped in step 100, the control proceeds to step 110, where the flag F1 is set to 1. Therefore,
From step 30, the control bypasses steps 40 to 110 to reach step 120. In step 120,
The electric motor is operated in the forward direction to crank the engine. If the result of the determination in step 20 is NO, the control proceeds to step 130, where it is determined whether or not the engine is in a warm-up state and its start is required. If the answer is yes, the control goes to step 30
The process immediately proceeds to step 120 without going through.
If the answer to step 130 is no, the engine is not required to be started. At this time, the control returns to step 10 to prepare for the next engine start while circulating through steps 10, 20, and 130.

When the cranking of the engine due to the forward rotation of the motor is started in step 120, the control then proceeds to step 140, where the count value C2 of another counter incorporated in the computer is set to one. Is incremented by one. The count value C2 is also reset to 0 at the start of the control, and is reset to 0 in step 170 or 200 described later.

Next, at step 150, it is determined whether or not the engine speed Ne has reached a predetermined threshold speed Neo which indicates that the engine has started normally. At the beginning of cranking, the answer is, of course, still no. At this time, the control proceeds to step 180, which will be described later. If the engine is started normally, the answer at step 150 turns to yes. The control further proceeds to step 160, and the forward rotation operation of the electric motor is stopped. Then, the control proceeds to a step 170, wherein the flags F1, F2, the count value C1
And C2 are both reset to zero. Then, the control returns to step 10, and the reading of data is continued.

During the cranking of the engine, which was started when the control first reached step 120, the control initially proceeds from step 150 to step 180 as described above, and while the answer is no, the control then proceeds to step 10 After reading back the data and returning to step 40,
Circulate bypassing 110. However, despite the cranking of the engine due to the forward rotation of the motor started in step 120, the engine speed Ne does not reach Neo indicating the normal start of the engine, and the control proceeds from step 150 to step 180. Value C while circulating through
When 2 reaches a certain threshold C20,
Control then proceeds to step 190, where cranking of the engine due to forward rotation of the motor is stopped. This is to stop the cranking by the motor when the engine does not start normally even if the engine is cranked by the motor for a predetermined time. At this time, the control resets the flags F1 and F2 and the count values C1 and C2 to 0 in step 200, and then turns on a certain display in step 210, where the control is ended. This display informs the driver that the engine should be started but the start has failed for some reason. When the display is turned on in this way, when the engine is automatically started by the engine operation control device, whether the start operation is performed again, how many times the start operation is performed, etc. Is a matter outside the scope of the present invention.

Thus, according to the embodiment shown in FIG. 6, when the engine is cold and the engine is to be started, the most advanced position of the intake valve opening / closing timing control device by the reverse rotation of the electric motor performed prior to cranking. At the end of the drive as soon as possible without causing an impact and without excessive or insufficient drive according to the rotational resistance based on the temperature state of the engine and the intake valve opening / closing timing control device at that time. can do. Further, the setting of the conditions for such control is performed by each engine as an individual product while adjusting the deviation of its own performance from the standard setting by learning by itself, and it is not necessary to consider the unavoidable manufacturing error. In addition, all of the product organizations can be operated with the expected performance.

FIG. 7 incorporates another embodiment of the method for controlling operating characteristics of an internal combustion engine according to the present invention, which differs from the embodiment shown in the flowchart of FIG. FIG. 4 is a partial view of a flowchart showing an engine start procedure. In this embodiment, the control first reaches step 40, and if the answer is no, then in step 45, prior to the calculation of the initial value of the motor reverse drive torque and the drive speed schedule performed in the next step 300. Then, it is corrected by ΔTro and Kvsc calculated in step 310 described later during the previous start control. The purpose of this correction is the same as that of step 45 in the embodiment of FIG. 6, but the details will be described later after the description of step 310.

In step 300, the motor reverse rotation driving torque T is determined based on the data read in step 10.
The schedule Vsc of the initial value of r and the driving speed Vr is calculated. The initial value of the motor reverse rotation drive torque Tr may be, for example, as shown in FIG. 9 based on the engine temperature, and the drive speed schedule Vsc may be, for example, as shown in FIG. The difference between the solid line, the one-dot chain line, and the two-dot chain line in this figure will be described later after the description of step 310. In this case, too, the initial value of the motor reverse drive torque and the calculation of the drive speed schedule are determined in accordance with the accelerator pedal depression amount in addition to the temperature conditions of the engine and the intake valve opening / closing timing control device hydraulic oil. The initial value of the reverse rotation driving torque may be increased, and the driving speed schedule may be modified so as to shorten the required driving time. When the initial value of the motor reverse drive torque and the drive speed schedule are calculated, the control proceeds to step 301, and the flag F2 is set to 1. Thereafter, control bypasses step 300.

Next, in step 302, the motor reverse rotation driving torque Tr is corrected by the deviation ΔT in each cycle of the flow, starting from the initial value calculated above. ΔT is initially reset to 0 and is calculated in step 306 described below. Next, the control proceeds to step 303, where the reverse rotation operation of the electric motor is turned on.

In the next step 304, the motor reverse rotation driving speed Vr is actually measured. This is the engine speed signal N
e may be determined based on e. Next, at step 305, based on the driving speed schedule calculated at step 300, the deviation ΔV of the measured value Vr from the schedule value Vsc corresponding to each point in the flow cycle is calculated. Next, at step 306, a feedback correction amount ΔT of the motor reverse rotation driving torque for correcting the deviation ΔV is obtained by multiplying the deviation ΔV by an appropriate feedback coefficient K1. This ΔT is used in step 302 of the next flow cycle.

Next, in step 307, the rotation amount (rotation angle) Ar of the motor reverse rotation drive operation is calculated as an accumulation of values obtained by multiplying the drive speed Vr in each flow cycle by the cycle period Δt. Then, in step 308, the rotation amount Ar of the motor reverse rotation driving operation is
It is determined whether or not a value Aro for relatively rotating the ring member 22 from the most retarded position as shown in FIG. 4 to the most advanced position as shown in FIG. This step corresponds to step 90 in the flow chart of FIG. 6, in which the answer is no at first and the control returns to step 10 and recirculates, but the answer eventually becomes yes and the control is now Proceed to 309.

In step 309, step 30
Ar calculated as an accumulation of the value obtained by multiplying the driving speed Vr in each flow cycle by the cycle period Δt at 7
And the actual angle value Aro for rotating the rotor 30 relative to the annular member 22 from the most retarded position shown in FIG. 4 to the most advanced position shown in FIG. Is done. This ΔA is the difference between the rotation angle and the actual rotation angle based on the time integration of the driving speed according to the driving speed schedule estimated to make Ar exactly Aro, and determines whether the driving speed schedule is correct or appropriate. Show. That is, ΔA
Is 0, it means that the setting of the driving speed schedule used in the calculation of the driving speed schedule in step 300 as illustrated in FIG. 11 has been properly made.

Therefore, in step 310, the above-mentioned ΔA is not generated from the next time, that is, the initial value of the motor reverse rotation driving torque and the driving speed schedule are calculated in a predetermined manner in step 300. For example, when the intake valve opening / closing timing control device reaches the state shown in FIG. 5 from the state shown in FIG. 4, the motor reverse rotation drive in accordance with the drive speed schedule ends just at step 45 in the next control. In order to correct the initial value of the motor reverse drive torque and the drive speed schedule, the correction value for the motor reverse drive torque initial value is ΔTro = m3 · ΔA
Δ as β and the correction coefficient for the driving speed schedule as Kvsc = 1 + m4 · ΔA · (1−β)
It is calculated based on the size of A. Here, β is a distribution ratio for distributing the correction to ΔA to the correction of the motor reverse rotation driving torque initial value and the correction of the driving speed schedule, and m3 and m4 are conversion coefficients for each. These values may be appropriately determined by experiment.

Thus, according to the embodiment shown in FIG. 7, at the time of cold start of the engine, the cranking motor is rotated in reverse before the cranking, and the housing member including the gear 14, the annular member 22, and the annular end plate 24 is rotated by the rotor. In performing the operation of setting the advance angle of the intake valve opening / closing timing control device by rotating the intake valve opening / closing timing control device in the retard direction with respect to 30, the temporal change of the driving speed of the motor reverse rotation operation is determined in advance as illustrated in FIG. By changing the driving speed at the beginning and end of the motor reversing operation to zero according to the schedule, in particular, it is possible to set the advance angle of the intake valve opening / closing timing control device without a shock, and to perform such control. In each institution as a separate product, set the conditions,
The deviation of each performance from the standard setting is performed by adjusting the learning by oneself, and all the product organizations can be operated at the expected performance regardless of the unavoidable manufacturing error. The correction of the initial value of the motor reverse rotation driving torque by such learning is performed by comparing ΔT with the standard characteristic shown by the solid line in FIG.
It may be modified as indicated by a one-dot chain line or a two-dot chain line in accordance with the value of ro. Also, a correction factor of the driving speed schedule, and Kvsc with respect to the standard characteristic indicated by the solid line in FIG. May be modified as shown by the one-dot chain line or the two-dot chain line according to the value of. In this case, the magnitude of the integral area formed by the schedule curve with respect to the time axis as shown in FIG.
By setting ro, the motor reverse rotation operation can be stopped when the intake valve opening / closing timing control device is just brought to the most advanced position shown in FIG.

FIG. 8 incorporates still another embodiment of the internal combustion engine operating characteristic control method according to the present invention, which differs from the embodiment shown in the flowchart of FIG. FIG. 4 is a partial view of a flowchart showing the procedure for starting the engine. In this embodiment, when control first reaches step 40 and the answer is no,
In step 45, prior to the calculation of the initial value of the motor reverse rotation driving torque and the reverse rotation angle schedule performed in the next step 400, they are calculated using ΔTro and Kasc calculated in step 409 described later in the previous start control. Corrections are made. The purpose of this correction is the same as that of step 45 in the embodiment of FIG. 6 and that of step 45 in the embodiment of FIG. 7, but the details will be described later after the description of step 409.

In step 400, the motor reverse rotation driving torque T is determined based on the data read in step 10.
The schedule Asc of the initial value of r and the drive angle Ar is calculated. The initial value of the motor reverse rotation driving torque Tr may be, for example, as shown in FIG. 9 based on the engine temperature, and the schedule of the driving angle (driving amount) Ar may be, for example, as shown in FIG. May be. still,
The difference between the solid line, the one-dot chain line, and the two-dot chain line in this figure will be described later after the description of step 409. In this case as well, the calculation of the initial value of the motor reverse drive torque and the drive angle schedule is based on the temperature of the engine and the operating oil of the intake valve opening / closing timing control device and the operating pressure of the accelerator pedal. The initial value of the reverse rotation driving torque may be increased, and the driving angle schedule may be modified so as to shorten the required driving time. When the initial value of the motor reverse drive torque and the drive angle schedule are calculated, the control proceeds to step 401, where the flag F2 is set to 1. Thereafter, control bypasses step 400.

Next, in step 402, the motor reverse rotation drive torque Tr is corrected by the deviation ΔT every cycle of the flow, starting from the initial value calculated above. ΔT is initially reset to 0 and is calculated in step 406 described below. Next, the control proceeds to step 403, where the reverse rotation operation of the electric motor is turned on.

In the next step 404, the drive angle Ar of the motor reverse rotation is actually measured. This may be obtained from the crank angle signal Acr shown in FIG.
Next, at step 405, based on the drive angle schedule calculated at step 400, the deviation ΔA of the measured value Ar from the schedule value Asc corresponding to each point in the flow cycle is calculated. Next, at step 406, the feedback correction amount ΔT of the motor reverse rotation driving torque for correcting the deviation ΔA is obtained by multiplying the deviation ΔA by an appropriate feedback coefficient K2. This ΔT is used in step 402 of the next flow cycle.

Next, at step 407, the rotation amount Ar of the reverse rotation driving operation of the electric motor
In contrast, a value Aro for relatively rotating from the most retarded position as shown in FIG. 4 to the most advanced position as shown in FIG.
Is determined. This step corresponds to step 90 of the flowchart of FIG. 6 or step 308 of the flowchart of FIG. 7. At the beginning, the answer is no, and control returns to step 10 to recirculate. If so, control proceeds to step 100 shown in FIG.

In step 408, the deviation ΔA of the value Asc in the last flow cycle of the reverse rotation angle schedule for Aro is calculated. Then step 40
In step 9, based on the value of ΔA obtained in step 408, the motor reverse rotation driving torque for correcting the initial value of the motor reverse rotation driving torque and the driving angle schedule in step 45 in the next control. The correction value for the initial value is ΔTro = m5 · ΔA · γ, and the correction coefficient for the drive angle schedule is Kasc = 1 + m6 · Δ
It is calculated as A · (1−γ). Here, γ is a distribution ratio for distributing the correction for ΔA to the correction of the motor reverse rotation driving torque initial value and the correction of the drive angle schedule, and m5 and m6 are conversion coefficients for each. These values may be appropriately determined by experiment.

The correction value ΔTro and the correction coefficient are Kas
c, the initial value of the motor reverse rotation driving torque and the driving angle schedule calculated in step 400 are compared with ΔA generated in step 408 in the previous control in step 45.
By appropriately setting the distribution ratio γ and the feedback coefficients m5 and m6 so as to be accurately corrected based on
The standard drive angle schedule as exemplified by the solid line in FIG. 12 is modified by the self-learning function of the control device as shown by the one-dot chain line or the two-dot chain line. Toward the end of the drive control, the deviation in step 405 converges to 0, and the motor 30 is rotated from the most retarded position as shown in FIG. When the motor has just been turned to the most advanced position as shown in FIG. 5, the operation of the motor can be stopped immediately.

Although the present invention has been described in detail with reference to several embodiments, it is apparent to those skilled in the art that various modifications can be made to these embodiments within the scope of the present invention. Would.

[Brief description of the drawings]

FIG. 1 is a diagram showing a procedure for variably controlling an opening / closing phase of an intake valve in order to variably control an intake compression ratio, together with an opening / closing phase of an exhaust valve.

FIG. 2 is a graph exemplifying a process in which an in-cylinder pressure rises by cranking according to a magnitude of an angle after a bottom dead center of an intake valve closing phase.

FIG. 3 is an exploded view showing a basic configuration of an example of an intake valve opening / closing timing control device as applied to a hybrid vehicle.

4 is a view of the intake valve opening / closing timing control device of FIG. 3 in a state where an intake valve closing phase is most retarded, as viewed from the direction of arrows AA in FIG. 3;

5 is a view taken along the line AA of FIG. 3, showing the intake valve opening / closing timing control device of FIG. 3 in a state where the intake valve closing phase is at the most advanced angle;

FIG. 6 is a flowchart showing an engine starting procedure incorporating one embodiment of an internal combustion engine operating characteristic control method according to the present invention.

FIG. 7 is a partial flowchart showing another embodiment that replaces a part of the flowchart shown in FIG. 6;

FIG. 8 is a partial flowchart showing still another embodiment which is a part of the flowchart shown in FIG. 6;

FIG. 9 shows a value (or an initial value) of a driving torque of the motor reverse rotation.
Is a graph showing an example in which is set based on the engine temperature.

FIG. 10 is a graph showing an example of setting the drive time of the motor reverse rotation based on the engine temperature.

FIG. 11 is a graph showing an example of a driving speed schedule in the embodiment of FIG. 7;

FIG. 12 is a graph showing an example of a drive angle schedule in the embodiment of FIG.

[Explanation of symbols]

 e: Internal combustion engine c: Crankshaft mg1, mg2: Motor generator p: Torque distribution device w: Wheels s: Axle d: Differential gear t: Transmission i: Inverter b: Power storage device 10: Intake valve opening / closing timing control device DESCRIPTION OF SYMBOLS 12 ... Endless belt 14 ... Gear 16 ... Intake valve operation cam 18 ... Intake valve camshaft 20 ... Bolt 22 ... Spline-shaped annular member 24 ... Annular end plate 26 ... Radial partition wall 28 ... Bolt 30 ... Rotor 32 ... Blade 34 ... fan-shaped chamber 36 ... stepped cylinder hole 38 ... large diameter head part 40 ... lock pin 42 ... small diameter part of lock pin 44 ... recessed hole 46 ... compression coil spring 48 ... port 50 ... port 52 ... annular oil passage 54 ... Annular oil passage 56 ... Oil passage 58 ... Bearing part 60 ... Oil oil passage 61,62 ... Oil passage 64 ... Oil oil passage 66 ... Port 68 ... Oil passage 70 ... Hydraulic switching valve 72 ... Port 7 ... Port 76 ... oil passage 78 ... 78 80 ... hydraulic pump 82 ... hydraulic port 84 ... oil reservoir 86, 88 ... Drain Port 90 ... valve housing 92 ... Solenoid 94 ... compression coil spring 96 ... valve spool 98 ... vehicle operation control system

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F02D 41/06 320 F02D 41/06 320 45/00 310 45/00 310B 310Q 312 312B 312Q F02N 11/08 F02N 11/08 FV (72) Inventor Naoto Suzuki 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation F-term (reference) 3G018 BA32 DA72 DA74 EA02 EA17 EA21 EA22 EA24 FA01 FA07 FA27 GA36 3G084 BA23 BA28 CA01 CA02 DA02 DA04 FA20 FA33 3G092 AA11 AA12 DA01 DA10 DD03 FA06 FA24 GA01 GA02 HE01Z HE08Z 3G301 HA19 JA02 JA11 KA01 KA05 LA07 PE01Z PE08Z

Claims (15)

[Claims] An internal combustion engine operating characteristic control method for changing an operating position of an engine operating characteristic changing means to a predetermined operating position when the engine is not operating so as to change the operating characteristic of the internal combustion engine. Displacing the engine operating characteristic changing means to the predetermined operating position by controlling the driving force on the means,
An operation characteristic control method for an internal combustion engine, wherein a next control is corrected based on a control result. 2. The control of the driving force for the engine operating characteristic changing means includes controlling at least the strength of the driving force for the means, and the strength of the driving force in the next control is determined based on the control result. 2. The method according to claim 1, wherein the method is modified. 3. The control of the driving force on the engine operating characteristic changing means includes controlling at least the operation time of the driving force on the means, and the operation time of the driving force in the next control is determined based on the control result. The method according to claim 1, wherein the method is modified. 4. The control of the driving force to the engine operating characteristic changing means includes changing the displacement speed of the engine operating characteristic changing means with the passage of time in accordance with a predetermined schedule. 2. The method according to claim 1, wherein said schedule in said control is corrected. 5. The control of the driving force for the engine operating characteristic changing means includes changing the displacement of the engine operating characteristic changing means in accordance with a lapse of time in accordance with a predetermined schedule. Modify the schedule in control. The method for controlling operating characteristics of an internal combustion engine according to claim 1, wherein: 6. The method according to claim 1, wherein when the engine operating characteristic changing means is displaced to the predetermined operating position, the displacement is locked by a locking means. . 7. The internal combustion engine operating characteristic control method according to claim 1, wherein the change of the engine operating characteristic is to increase an intake compression ratio. 8. The method according to claim 7, wherein the increase in the intake compression ratio is performed by advancing a closing phase of the intake valve. 9. An intake valve opening / closing timing control device incorporated in a rotation transmission system for transmitting rotation from a crankshaft side to an intake valve opening / closing camshaft side. 9. The internal combustion engine operating characteristic control method according to claim 8, wherein the method is performed by performing reverse rotation driving from the opening / closing camshaft side toward the crankshaft side. 10. The reverse drive of the intake valve opening / closing timing control device is performed by controlling at least the magnitude of a reverse drive torque based on the engine temperature, and based on the control result, the reverse drive in the next control is performed. The method according to claim 9, wherein the magnitude of the torque is corrected. 11. The reverse rotation drive of the intake valve opening / closing timing control device is performed by controlling at least the reverse rotation drive time based on the engine temperature, and based on the control result, the amount of the reverse rotation drive time in the next control is increased. 11. The method for controlling operating characteristics of an internal combustion engine according to claim 9 or 10, wherein the correction is performed. 12. The reverse drive of the intake valve opening / closing timing control device is performed by changing the speed of the reverse drive according to a predetermined schedule with the passage of time, and in the next control based on the control result. The method according to claim 9, wherein the schedule is modified. 13. The reverse drive of the intake valve opening / closing timing control device is performed by changing the displacement of the reverse drive according to a predetermined schedule with respect to the passage of time, and in the next control based on the control result. The method according to claim 9, wherein the schedule is modified. 14. The operating characteristic of an internal combustion engine according to claim 9, wherein the magnitude of the reverse drive torque is modified and controlled so that the drive speed becomes zero at the end of the reverse drive. Control method. 15. The method according to claim 9, wherein after the reverse drive reaches the end, the intake valve opening / closing timing control device is not driven in the reverse direction or the forward direction for a while. A method for controlling operating characteristics of an internal combustion engine.