JPH09195821A - Intake air controller for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide the intake air controller for an internal combustion engine capable of making opening/closing control on an intake air control valve adequately even though a crank angle detector is installed while being deviated from its regular position. SOLUTION: In such a device as adjusting the opening degree of ISC(idle speed control) valve when an engine is in its idle state so as to set the idle number of revolution to a preset value and also practicing a process for opening/closing control of an intake air control valve per each cylinder on every reference timing decided on the basis of a detection signal transmitted from a crank angle detector, if the outside switch is set to ON and the engine is in its state of idle after warming upon operation (S100 and S100: YES), the opening degree ISCB of the ISC valve to be substantially set during idle operation is found out. Together with it, the actual opening degree ISCR of the ISC valve is detected (S120, S130) and based upon a deviation ▵ISC of those both opening degrees ISCR, ISCB, a correction value IOCP for the purpose of correcting the standard timing is set (S140-S160).

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an intake control device for an internal combustion engine, which controls intake using an intake control valve.

[0002]

2. Description of the Related Art Conventionally, for example, JP-A-3-15151.
As disclosed in Japanese Patent Publication No. 8, in an intake passage (intake branch pipe) of each cylinder of an internal combustion engine, an intake control valve capable of controlling opening and closing is provided upstream of each intake valve, and the intake control valve is opened and closed. An intake control device is known which controls the intake timing of each cylinder by controlling the intake timing. Then, in the intake control device disclosed in the above publication, the intake control valve is opened for a predetermined period from a predetermined crank angle position after the intake valve is opened, by performing so-called intake retarded opening control,
Exhaust gas flows back into the cylinder during valve overlap when both the intake valve and the exhaust valve are opened (so-called internal EGR)
This prevents fluctuations in engine-generated torque (decrease in output and deterioration of drivability) and pumping loss.

[0003]

By the way, in this type of intake control device, the crank angle of the internal combustion engine is detected based on the detection signal from the crank angle detector mounted on the internal combustion engine, and the detected crank angle is detected. The intake control valve is controlled to open and close in synchronization with the angle, but the crank angle detector is fixed with a slight deviation from the normal mounting position during assembly and maintenance of the internal combustion engine. there is a possibility.

In the conventional intake control device, when the crank angle detector is fixed in a state of being displaced from the regular mounting position, the crank angle detected based on the signal from the crank angle detector and the actual crank angle are detected. There is a problem that the control of the internal combustion engine deteriorates because of the deviation between the two.

That is, even if the opening / closing timing of the intake control valve is set in the same manner, if the mounting position of the crank angle detector is deviated, the intake control valve cannot be controlled to open / close at an appropriate timing. As a result, the amount of air taken into the cylinder changes, and the engine-generated torque changes,
It is not possible to achieve sufficient improvement in fuel consumption by reducing pumping loss. Therefore, in the conventional device, it is necessary to attach the crank angle detector extremely accurately.

The present invention has been made in view of the above problems, and the intake control valve can be appropriately opened and closed even when the crank angle detector is mounted in a state in which it is displaced from the normal mounting position. An object is to provide an intake control device for an internal combustion engine.

[0007]

Means for Solving the Problems and Effects of the Invention An intake control device for an internal combustion engine according to claim 1, which is made to achieve the above object, comprises a throttle valve installed in an intake passage of the internal combustion engine, When the amount of intake air supplied to the cylinder is adjusted, and when the internal combustion engine is in the idle operation state (that is, when the throttle valve is fully closed), the idle speed control means controls the bypass intake passage that bypasses the throttle valve. By adjusting the opening degree of the installed bypass control valve and adjusting the intake air supply amount to the cylinder, the rotation speed (idle rotation speed) of the internal combustion engine is set to a predetermined value.

Then, the intake control valve control means includes an operating state of the internal combustion engine including a crank angle detected based on a detection signal from a crank angle detector attached to the internal combustion engine (in addition to the crank angle, for example, the number of revolutions). And the throttle valve opening degree, etc.), the intake control valve installed in the intake passage downstream of the throttle valve is opened / closed, thereby adjusting the intake period of each cylinder.

Particularly, in the intake control device according to the first aspect of the invention, the bypass control valve opening degree detecting means controls the bypass control valve opening degree based on the rotational speed of the internal combustion engine when the internal combustion engine is in the idle operation state. The reference bypass control valve opening that should be originally set is calculated, and the actual actual bypass control valve opening of the bypass control valve is detected.

Then, the correction value setting means outputs the detection signal from the crank angle detector based on the difference between the actual bypass control valve opening and the reference bypass control valve opening obtained by the bypass control valve opening detecting means. A correction value for correcting the crank angle detected based on the crank angle is set, and the crank angle detected based on the detection signal from the crank angle detector is set by the correction value setting means inside the intake control device. The correction value is corrected. Then, the intake control valve control means controls opening / closing of the intake control valve based on the corrected crank angle.

That is, if the crank angle detector is correctly attached to the internal combustion engine, the crank angle detected based on the detection signal from the crank angle detector and the actual crank angle match, so the intake control valve The control means opens and closes the intake control valve at an appropriate timing, and the intake air amount of the internal combustion engine due to opening and closing of the intake control valve becomes a normal value. Therefore, in this case, the actual opening of the bypass control valve during the idle operation (actual bypass control valve opening)
And there is no difference between the opening that should be originally set (reference bypass control valve opening).

On the other hand, when the crank angle detector is attached to the internal combustion engine in a state in which it is displaced from the normal attachment position, the crank angle detected based on the detection signal from the crank angle detector and the actual crank angle are detected. Therefore, the intake control valve control means cannot open and close the intake control valve at an appropriate timing, and as a result, the intake air amount of the internal combustion engine due to opening and closing of the intake control valve is less than normal. And the actual bypass control valve opening degree of the bypass control valve at the time of idling and the reference bypass control valve opening degree that should be originally set differ.

Therefore, in the intake control device of the present invention, from the difference between the actual bypass control valve opening of the bypass control valve during idle operation and the reference bypass control valve opening that should be originally set, the crank angle detector detects In order to correct the crank angle used for control by estimating the deviation between the crank angle detected based on the detection signal and the actual crank angle (that is, the detection error caused by the deviation in mounting the crank angle detector). The correction value of is set.

Therefore, according to the intake control device for the internal combustion engine according to the first aspect, even if the crank angle detector is mounted in a state displaced from the regular mounting position,
The intake control valve can be appropriately controlled to be opened and closed, and thus the internal combustion engine can be appropriately controlled. Further, since it is not necessary to make the crank angle detector highly accurate, it is possible to reduce the time and effort required for assembling and maintaining the internal combustion engine.

The corrected crank angle can be used not only for opening / closing control of the intake control valve, but also for fuel injection control of the internal combustion engine (fuel injection valve opening / closing control), ignition timing control, and the like. it can. With this configuration, the internal combustion engine can be controlled even more appropriately.

Next, in the intake control device for the internal combustion engine according to claim 2, in the intake control device according to claim 1,
The bypass control valve opening detection means and the correction value setting means are configured to operate when receiving a command from the outside. That is, in this intake control device, when the internal combustion engine is in the idle operation state, the operation for setting the correction value for crank angle correction is not always performed, but the internal combustion engine receives the command from the outside and The operation for setting the correction value is performed when in the idle operation state.

Therefore, according to the intake control device of the second aspect, the correction value is set only when it is really necessary, for example, at the time of shipment after assembly of the internal combustion engine or at the time of maintenance. You will be able to perform actions. Therefore, for example, when the intake control device is mainly composed of a microcomputer, the processing load can be reduced. An on / off signal of an external switch or the like can be used as the command from the outside.

Next, in the intake control device for an internal combustion engine according to claim 3, in the intake control device according to claim 1 or 2, the intake control valve control means opens the intake valve of the cylinder. The control for opening the intake control valve is performed during this period. That is, as the opening / closing control of the intake control valve, for example, as disclosed in JP-A-5-187237,
The intake control valve is opened in advance before the opening period when the intake valve of the cylinder opens, and is closed at a predetermined time during the opening period of the intake valve, so-called early intake closing control, and As disclosed in Japanese Patent Laid-Open No. 3-151518,
There is so-called intake retarded opening control in which the intake control valve is opened during the opening period of the intake valve and closed after a predetermined period. In the intake control device according to the third aspect, the intake control valve control means is configured to perform the latter intake retarded opening control.

Here, in the case of performing such intake retarded opening control, since the intake control valve is opened after the cylinder enters the intake stroke, the intake control at the time of opening the intake control valve is performed. The pressure difference between the upstream side and the downstream side of the valve becomes larger than that in the case of performing the intake early closing control. Therefore, in the case of the device that performs the intake retarded opening control, the crank angle detector is mounted in a state where it is displaced from the regular mounting position (that is, the crank angle detected based on the detection signal from the crank angle detector and the actual If the intake control valve cannot be opened / closed at an appropriate timing (due to deviation from the crank angle), the change in the intake air amount of the internal combustion engine becomes larger than that in the case of performing the intake early closing control.

However, in the intake control device according to the third aspect, as described above, even if the crank angle detector is mounted in a state in which it is displaced from the regular mounting position, the intake control valve can be controlled to be opened and closed properly. Therefore, it is possible to effectively solve a remarkable problem when performing the intake retarded opening control.

Next, in the intake control device for an internal combustion engine according to claim 4, in the intake control device according to claim 3,
The correction value setting means sets a correction value for correcting the crank angle to the advance side when the actual bypass control valve opening is larger than the reference bypass control valve opening, and the actual bypass control valve opening is set to the reference bypass control. When it is smaller than the valve opening, a correction value for correcting the crank angle to the retard side is set.

That is, when the deviation ΔISC obtained by subtracting the reference bypass control valve opening from the actual bypass control valve opening is positive (+), the crank angle detected based on the detection signal from the crank angle detector. Is shifted to the retard side from the actual crank angle, the intake control valve opening timing is delayed and it is judged that the intake air amount of the internal combustion engine is smaller than in the normal case, and the crank angle used for control is It is designed to be corrected on the advance side. On the contrary, when the deviation ΔISC is negative (-), the crank angle detected based on the detection signal from the crank angle detector is deviated to the advance side from the actual crank angle. It is determined that the opening timing of the intake control valve is advanced and the intake air amount of the internal combustion engine is larger than in the normal case, and the crank angle used for control is corrected to the retard side.

According to the intake control device of the fourth aspect, the crank angle used for control can be appropriately corrected. Next, in the intake control device for the internal combustion engine according to claim 5, in the intake control device for the internal combustion engine according to any one of claims 1 to 4, the correction value setting means is the actual bypass control valve opening degree. The difference between the reference bypass control valve opening and the reference bypass control valve opening is set for a predetermined time or a predetermined number of times for sampling, and the correction value is set. Therefore, according to this intake air control device, the correction value can be set more precisely.

[0024]

BEST MODE FOR CARRYING OUT THE INVENTION An intake control device for an internal combustion engine according to an embodiment of the present invention will be described below with reference to the drawings. It is needless to say that the embodiments of the present invention are not limited to the following examples, and can take various forms as long as they belong to the technical scope of the present invention.

First, FIG. 1 is a schematic configuration diagram showing the configuration of a four-cylinder internal combustion engine to which the present invention is applied and its peripheral devices as a whole. As shown in FIG. 1, a four-cylinder internal combustion engine (hereinafter, simply referred to as an engine) 1 to which the intake control device of the present embodiment is applied includes an engine 1 for each cylinder # 1, # 2, # 3, # 4. An intake valve 3 and an exhaust valve 5 that are opened / closed in association with the rotation of the crankshaft are provided. An intake control valve 10 that is opened and closed by an electromagnetic actuator 10a is provided in the intake manifold 7 of each cylinder # 1 to # 4 upstream of each intake valve 3.

The constructions of the electromagnetic actuator 10a and the intake control valve 10 are disclosed in Japanese Patent Application Laid-Open No. 4-86326 filed by the applicant of the present invention, so a detailed description thereof will be omitted. , A butterfly type circular valve body is fully opened by the magnetic force of a permanent magnet and an electromagnet,
It is driven in a half-open state and a fully-closed state.

Further, an upstream side of the intake manifold 7 provided with the intake control valve 10 is connected to a surge tank 8, and an intake pipe 13 further upstream thereof is connected by a step motor 14 in accordance with a depression amount of an accelerator pedal. A throttle valve 15 that is driven to open and close is provided. Then, a bypass passage 16 that bypasses the throttle valve 15 is arranged in the intake pipe 13, and in the middle of the bypass passage 16,
Similarly, the bypass motor 1 is driven by the step motor 18.
Solenoid-type bypass control valve (idle speed control valve: ISC
A valve) 17 is provided.

On the other hand, an exhaust manifold 9 is provided downstream of the exhaust valves 5 of the cylinders # 1 to # 4 of the engine 1. Further, the engine 1 has a predetermined crank angle of the piston top dead center (TDC) of the compression stroke in the fourth cylinder # 4 (in other words, the exhaust stroke in the first cylinder # 1) as a sensor for detecting the operating state thereof. As shown in FIG. 5 (a), the pulse signal G1 (hereinafter referred to as the G1 signal) is output before the piston on the compression stroke in the first cylinder # 1 (in other words, the exhaust stroke in the fourth cylinder # 4). As shown in FIG. 5B, a pulse signal G2 (hereinafter referred to as G2 signal) is output before a predetermined crank angle of the dead center, and further, a predetermined crank angle of the engine 1 (30 ° C. in this embodiment).
For each A), as shown in FIG. 5C, a pulse signal NE (hereinafter,
A cam position sensor 21 as a crank angle detector that outputs a NE signal) and a throttle valve opening sensor 22 that is attached to the rotary shaft of the throttle valve 15 and detects the actual throttle opening, and upstream of the throttle valve 15. An air flow meter 23 that detects the total intake air amount of the engine 1 and a water temperature sensor 24 that detects the cooling water temperature of the engine 1 are provided. And
Detection signals from each of these sensors are output to an electronic control unit (hereinafter referred to as ECU) 30.

The cam position sensor 21 is the G
It has a known configuration including three electromagnetic pickup coils and a signal rotor for outputting one signal, G2 signal, and NE signal, respectively. In addition, the cam position sensor 21 is attached to the engine 1 by inserting a shaft extending from the center of the signal rotor through a mounting hole provided in the engine 1 and inserting a convex portion formed at the tip of the shaft into the engine. No. 1 is fitted in a slit formed at the rear end of the cam shaft, and in that state, the main body cover of the cam position sensor 21 is fixed to the main body of the engine 1 with bolts.

The ECU 30 to which the detection signals from the above-mentioned sensors are input is composed of a CPU 32, a ROM 34, and an RA.
A known microcomputer including an M36, an input / output unit 38, and a bus line 39 connecting these units is mainly configured. Further, the ECU 30 opens and closes each intake control valve 10 to control the intake timing of each of the cylinders # 1 to # 4, and an intake control valve drive circuit (not shown) that sends an output signal to the electromagnetic actuator 10a. , ISC
An output signal is sent to the step motor 18 to drive the valve 17 and adjust the passage area of the bypass passage 16.
An SC valve drive circuit (not shown) and the like are also provided.

Further, in this embodiment, the ECU 3
0 ROM 34 has an ISC as shown in FIG.
Reference ISC opening map M1 for obtaining the reference opening of the valve 17 (reference ISC opening ISCB) 1, intake control valve 1
Intake control valve opening timing map M for determining the opening timing of 0
3 and the correction map M2 for correcting the crank angle of the engine 1 detected based on the respective signals from the cam position sensor 21 and the opening period of the intake control valve 10 (not shown in FIG. 4). The intake control valve open period map and other arithmetic expressions for obtaining are stored in advance. The input / output unit 38 of the ECU 30 has the ECU 30
A switch SW for executing the processing of FIG.
Is connected.

In the engine 1, each cylinder # 1 to #
The intake manifold 7 between the intake valve 3 and the intake control valve 10 of No. 4 is provided with an injector (not shown) for supplying fuel to the combustion chambers of the cylinders # 1 to # 4. Then, the valve opening timing and valve opening time (fuel injection amount) of the injector are detected by the ECU 30 based on signals from the cam position sensor 21, the water temperature sensor 24, etc., and the cylinder #. Cylinders # 1 to # 4 corresponding to the control states of the intake control valve 10 corresponding to 1 to # 4
The air-fuel ratio of the fuel mixture drawn into # 4 is controlled so as to reach a predetermined target air-fuel ratio.

Next, the operation of the intake control device of the present embodiment having the above construction will be described. First, the ECU 30 (C
The PU 32) executes an idle speed control process (not shown) as idle speed control means at predetermined time intervals.
Then, by executing the idle speed control process, it is determined whether the engine 1 is in the idle operation state (that is, the throttle opening is fully closed) based on the detection signal from the throttle valve opening sensor 22. In the idle operation state, the ISC valve 17 is driven to adjust the passage area of the bypass passage 16 so that the actual rotation speed of the engine 1 detected based on the NE signal from the cam position sensor 21 becomes a predetermined value. To do.

On the other hand, the ECU 30 executes an interrupt process as the intake control valve control means shown in FIG. 2 at each reference timing K described later, which is determined based on the signals G1, G2, NE from the cam position sensor 21. , The intake control valves 10 of the cylinders # 1 to # 4 are executed by executing the interrupt process.
Is opened and closed to control the intake timing of each cylinder # 1 to # 4.

Here, how to determine the execution timing of the interrupt process (that is, the reference timing K) inside the ECU 30 will be described with reference to FIG. The ECU 30 is shown in FIG.
From the cam position sensor 21 to G1 as shown in (b).
When the signal or the G2 signal is output, as shown in FIG. 5 (d), the NE signal falls immediately after the G1 signal or the G2 signal output this time, and the NE signal occurs 6 times after the NE signal. The falling edge of the NE signal is recognized as the reference timing K at which the interrupt processing of FIG. 2 should be executed.

That is, in the interior of the ECU 30, G
With reference to the 1 signal and the G2 signal, and at a rate of once in every 6 times of the NE signal (every 180 ° CA), the reference timing K is generated, and each of the reference timings K is generated as shown in FIG. Interrupt processing is executed. When the mounting state of the cam position sensor 21 on the engine 1 is accurate and the generation timings of the G1 signal, the G2 signal, and the NE signal match the timing of the crankshaft of the engine 1, the reference timing K is As shown by the solid line in FIG. 5 (d), it coincides with the true piston top dead center (TDC) of the exhaust stroke in each of the cylinders # 1 to # 4.

Each reference timing K shown in FIG.
In the figure, K (#n: n = 1, 3, 4, 2, 1,
...), the first cylinder #
1, third cylinder # 3, fourth cylinder # 4, second cylinder # 2, first
This corresponds to the piston top dead center in the exhaust stroke of cylinders # 1 ,. In addition, in the engine 1 of this embodiment, as shown in FIG.
As shown by the curve IN in (e), each reference timing K
Then, the intake valve 3 of the corresponding cylinder (in the drawing, the intake valve 3 of the first cylinder # 1) is opened.

Then, based on the G1 signal and the G2 signal,
Since it is possible to determine which cylinder the intake control valve 10 should be opened / closed at each reference timing K, the ECU 30 generates the reference timing K as described above when the reference timing K occurs.
The interruption process shown in is executed to open and close the intake control valve 10 to be controlled this time. The interrupt process is shown in Fig. 5.
As indicated by K (#n) in (d), at the reference timing K immediately after the G1 signal, the intake control valve 10 corresponding to the first cylinder # 1 is targeted for control, and at the second reference timing K from the G1 signal. , The intake control valve 10 corresponding to the third cylinder # 3 is controlled, and at the reference timing K immediately after the G2 signal,
The intake control valve 10 corresponding to the fourth cylinder # 4 is the control target, and at the second reference timing K from the G2 signal, the second
With the intake control valve 10 corresponding to cylinder # 2 as the control target,
Each is executed.

Next, the interrupt processing will be described with reference to FIG. When the execution of interrupt processing is started,
First, in step (hereinafter simply referred to as “S”) 10, the engine speed is read based on the NE signal from the cam position sensor 21, and the throttle opening is set based on the signal from the throttle valve opening sensor 22. Read.

Then, in S20, the opening timing of the intake control valve 10 is determined from the intake control valve opening timing map M3, and the opening period of the intake control valve 10 is determined from the intake control valve opening duration map. Here, the intake control valve opening timing map M
As shown in FIG. 4C, 3 is a three-way map showing the relationship between the throttle opening and the opening timing of the intake control valve 10 according to the engine speed.
Opening time of 0 is required. Although not shown, the intake control valve opening period map also includes the intake control valve opening timing map M.
3 is a ternary map showing the relationship between the throttle opening and the open period of the intake control valve 10 according to the engine speed, and the open period of the intake control valve 10 is obtained from this map.

Then, in the subsequent S30, the counting operation of the timer provided inside the CPU 32 is started, and the subsequent S
At 40, it is determined whether or not the count value of the timer has reached a value corresponding to the opening time obtained at S20. Then, if the count value has not reached the value corresponding to the opening timing, the intake control valve 10 to be controlled this time is continued in S50.
To the electromagnetic actuator 10a corresponding to the intake control valve 1
A closing signal for closing 0 is output, and the process returns to S40.

On the other hand, when it is determined in S40 that the count value of the timer has reached the value corresponding to the opening timing obtained in S20, the process proceeds to S60, and the intake control valve 10 is connected to the corresponding electromagnetic actuator 10a. An open signal for opening the valve is output. Then, in S70, the count value of the timer is S20 after the output of the open signal is started in S60.
It is determined whether or not the closing timing at which the intake control valve 10 should be closed has come by determining whether or not the value has increased by the value corresponding to the open period obtained in (3).

When it is determined in S70 that the closing time has not come, the process returns to S60, but S70.
If it is determined that the closing time has come, the process proceeds to S80, where a closing signal is output to the corresponding electromagnetic actuator 10a,
The intake control valve 10 is closed, and then the interrupt process ends.

That is, in the present embodiment, each cylinder # 1 to # 4.
When the opening timing calculated based on the intake control valve opening timing map M3 arrives after the piston of No. 1 reaches the top dead center of the exhaust stroke and the intake valve 3 starts opening, the intake control valve opening period Only during the open period obtained based on the map, the corresponding intake control valve 10 is opened, that is, so-called delayed intake opening control is performed. Then, for example, the opening timing of the intake control valve 10 determined by the intake control valve opening timing map M3 is the bottom dead center (BDC) of the corresponding cylinder, and the intake control valve determined by the intake control valve opening period map. Open period of 10 is 90 ° CA
If the crankshaft of the engine 1 is rotated by 90 °, the intake control valve 10 is opened as shown in FIG.
It becomes as shown by the solid line B in (e). Incidentally, such intake retarded opening control is disclosed in Japanese Patent Laid-Open No. 3-151518 filed by the applicant of the present invention, so a detailed description thereof will be omitted.

By the way, when the cam position sensor 21 is fixed to the engine 1 in a state of being displaced from the normal mounting position, the timing of generation of each signal G1, G2, NE from the cam position sensor 21 and the engine 1's timing. There will be a deviation from the actual crank angle. Therefore, in this case, each signal G from the cam position sensor 21
1, G2, NE, the crank angle (that is, the reference timing K that is the execution timing of the interrupt process) does not match the true piston top dead center in the exhaust stroke of each cylinder # 1 to # 4. As a result, it becomes impossible to control the opening and closing of the intake control valve 10 at an appropriate timing.

For example, when the cam position sensor 21 is attached to the engine 1 while being offset toward the retard angle side, as shown by broken lines in FIGS. 5 (a) to 5 (c),
Signals G1, G2, N from the cam position sensor 21
E will be generated later than the actual crank angle. Then, inside the ECU 30, the execution timing of the interrupt process, that is, the reference timing K for determining the opening / closing timing of the intake control valve 10 is also the actual crank angle (that is, each crank angle) as indicated by the broken line in FIG. This occurs at a timing that is later than the piston top dead center of the exhaust stroke in the cylinders # 1 to # 4, and as a result, the intake control valve 10 does not operate as shown in FIG. As indicated by the broken line in e), the opening and closing is delayed. Then, in this case, the intake air amount of the engine 1 due to the opening and closing of the intake control valve 10 becomes smaller than in the normal case shown by the solid line in FIG. 5, so the engine generated torque changes, The pumping loss may change.

On the contrary, the cam position sensor 21
When mounted on the engine 1 while being offset toward the advance side, the signals G1, G2, NE from the cam position sensor 21 are generated at an advance rather than the actual crank angle. As a result, the intake control valve 10
The intake valve 3 is advanced and opened with respect to the actual opening and closing timing of the intake valve 3. Therefore, in this case, the intake air amount of the engine 1 due to the opening and closing of the intake control valve 10 increases as compared with the normal case shown by the solid line in FIG. 5, and the engine generated torque and pumping loss also change. I will end up.

Therefore, in this embodiment, the ECU 30 executes the correction process shown in FIG. 3 so that even if the cam position sensor 21 is fixed to the engine 1 in a state of being displaced from the regular mounting position, the intake air The control valve 10 can be opened / closed at an appropriate timing.

That is, the correction process shown in FIG. 3 is executed when the above-mentioned switch SW is pressed (turned on). First, in S100, based on the detection signal from the throttle valve opening sensor 22, the engine 1 Is determined to be in the idle operation state, and if it is in the idle operation state, the process proceeds to S110. On the other hand, if it is not in the idle operation state, this correction process is once terminated.

Then, in the idle operation state, in S110, the cooling water temperature of the engine 1 is detected based on the detection signal from the water temperature sensor 24, and the detected cooling water temperature is used for cold and after warming up. Compare with the reference value for judgment. Here, when the cooling water temperature is equal to or lower than the reference value (during cold), this correction process is temporarily terminated, and when it is equal to or higher than the reference value (after warming up), the process proceeds to S120.

In S120, since the engine is in the idle operation state and after warming up, that is, the condition for performing the correction calculation described later is satisfied, the above-described map M1 for the standard ISC opening having the engine speed as a parameter is used. A standard ISC opening ISCB as a reference bypass control valve opening, which corresponds to the opening of the ISC valve 17 that should be originally set to bring the engine speed to a predetermined value, is calculated by the idle speed control process.

As shown in FIG. 4 (A), this reference ISC opening map M1 shows the relationship between the engine speed and the reference ISC opening ISCB. It is possible to obtain the reference ISC opening ISCB that should be originally set according to the above. This reference ISC opening degree map M1 indicates that the air conditioner (A / C) O
It has different maps depending on N-OFF and presence / absence of electric load, and the ECU 30 selects which map to use depending on conditions.

Then, in the subsequent S130, the actual ISC opening ISC which is the opening of the ISC valve 17 which is actually set by the execution of the idle speed control process described above.
Is calculated from the output signal to the ISC valve 17.
That is, the ISC valve 17 outputs an output signal to the step motor 18 in order to set its opening.
Performs processing to convert to SC opening ISCR.

Then, in step S140, the deviation ISC is calculated by subtracting the reference ISC opening ISCB from the actual ISC opening ISCR. The cam position sensor 21
Is accurately attached to the engine 1, the reference timing K detected on the basis of the signals G1, G2, NE from the cam position sensor 21 is set on the actual pistons of the cylinders # 1 to # 4 as described above. In accordance with the dead center, the intake control valve 10 is opened and closed at an appropriate timing, and the intake control valve 1
Since the intake air amount of the engine 1 by opening and closing 0 becomes a normal value, in this case, the deviation ΔISC becomes almost zero. On the other hand, if the cam position sensor 21 is fixed in a state of being displaced from the regular mounting position, as described above, the intake control valve 10 is not opened / closed at an appropriate timing and the intake control valve 10 is opened / closed. Since the intake air amount of the engine 1 changes from the normal case, the above deviation ΔI
SC does not become zero and the cam position sensor 21
Is a value corresponding to a deviation amount between the generation timings of the respective signals G1, G2, NE and the actual crank angle of the engine 1 (that is, a mounting deviation amount of the cam position sensor 21).

Then, in subsequent S150, the deviation ΔISC calculated in S140 is successively integrated (for example, 100
Batch), the deviation ΔISC average (arithmetic mean) avΔI
Calculate SCn. In addition, here, when the conditions of the cooling water temperature and the idle operation state are satisfied once, they are collectively shown as the processing of the integration and averaging. However, for example, when the switch SW is pressed. Further, the routine of this correction process may be repeatedly executed, and the condition determination may be performed each time the correction process is performed, and the correction process may be performed once. In that case, if the conditions of the cooling water temperature and the idle operation state are not satisfied during the integration, all the integration may be cleared, or the integration may be stopped only during the period when the conditions are not satisfied.

Then, in subsequent S160, the correction map M
2, each signal G1 from the cam position sensor 21
A correction value IO for correcting the crank angle of the engine 1 detected based on G2 and NE (in the present embodiment, the reference timing K that determines the execution timing of interrupt processing)
After obtaining cp and storing it in the backup area (area where data can be stored even after the power supply is stopped) in the RAM 36, this correction process ends.

The correction map M2 is, as shown in FIG. 4B, the average value of the deviation ΔISC of the ISC valve 17.
It shows the relationship between avΔISCn and the correction value IOcp, and when the average value avΔISCn is less than or equal to a predetermined value (-A), the correction value IOcp is set to a positive value proportional to the average value avΔISCn. So that the average value avΔISCn is a predetermined value (-
If it is larger than A) and smaller than the predetermined value (+ A), the correction value IOcp is set to 0, and the average value avΔISCn
If is greater than the specified value (+ A), the correction value IOcp is averaged.
It is set so that it becomes a negative value proportional to avΔISCn.

In the ECU 30 of this embodiment, S1
The correction value IOcp stored in the backup area in the RAM 36 by the processing of 60 is set to the cam position sensor 21.
2 is added to the reference timing K detected based on each of the signals G1, G2, and NE, and the interrupt processing of FIG. 2 is executed based on the reference timing K after the addition (after correction). The reference timing K is corrected to the retard side if the correction value IOcp is a positive value, and vice versa.
If is a negative value, it is corrected to the advance side.

As described above, in the intake control device of this embodiment,
When a switch SW provided outside is pressed, the ECU 3
0 executes the correction process of FIG. 3 and the engine 1 is in the idle operation state after warm-up (S100 and S110: YE
S), the reference ISC opening map M1 is used to obtain the reference ISC opening ISCB that should be originally set during idle operation, and the actual ISC opening ISC R is detected from the output signal to the ISC valve 17, and the bypass control valve is opened. The processing (S120, S130) as the degree detecting means is executed.

Further, the reference ISC opening ISCB is subtracted from the actual ISC opening ISCR to obtain a deviation ΔISC between the two openings.
(= ISCR-ISCB) is calculated and this deviation Δ
The average value avΔISCn of ISC is calculated, and the average value avΔI
Processing (S140 to S160) as correction value setting means for setting the correction value IOcp for correcting the reference timing K from SCn using the correction map M2 is executed.

Therefore, according to the ECU 30 of this embodiment,
Even if the cam position sensor 21 is mounted in a state of being displaced from the regular mounting position, the mounting displacement is accurately estimated and each signal G1, from the cam position sensor 21 is detected.
Since the internal reference timing K based on G2 and NE can be corrected accurately, the intake control valve 10 can be appropriately controlled to open and close. Therefore, there is a remarkable effect that it is possible to always obtain good drivability and a significant improvement in fuel consumption without causing a problem that the engine generated torque is changed or the fuel consumption is not sufficiently improved by reducing pumping loss.

Further, since it is not necessary to make the mounting accuracy of the cam position sensor 21 extremely high, it is possible to reduce the time and labor of the assembly work and the maintenance work of the engine 1. When the corrected reference timing K is used to control the opening / closing control of the injector (fuel injection control of the engine 1), the ignition timing control of the engine 1, or the like, or when performing the fuel injection control, the ignition timing control, or the like. In addition, by correcting the control timing based on the signals G1, G2, NE from the cam position sensor 21 with the correction value IOcp, the engine 1 can be controlled more appropriately.

Furthermore, in the ECU 30 of this embodiment, the correction processing of FIG. 3 is executed only when the external switch SW is pressed. Therefore, it is possible to execute the processing (FIG. 3) for setting the correction value IOcp only when it is truly necessary, such as at the time of shipment after assembly of the engine 1, at the time of maintenance, etc., and the processing of the CPU 32 is thereby performed. The load can be reduced.

On the other hand, the ECU 30 of the above embodiment performs the intake retarded opening control by opening the intake control valve 10 during the opening period of the intake valve 3 and closing it after a predetermined period. The invention is a device for performing early intake closing control, in which the intake control valve 10 is opened in advance before the opening period in which the intake valve 3 opens, and closed at a predetermined time during the opening period of the intake valve 3. Can also be applied to.

In this case, the actual ISC opening ISC R
If the deviation ΔISC between the reference position ISC and the reference ISC opening ISCB is positive, each signal G1, G from the cam position sensor 21
2, because NE is deviated from the actual crank angle to the advance side, the closing timing of the intake control valve 10 is advanced and the intake air amount of the engine 1 is considered to be smaller than in the normal case. The correction value IOcp may be set to a positive value so that the crank angle used for control is corrected to the retard side. Conversely, if the deviation ΔISC is negative, the cam position sensor 21 outputs Each signal G1, G2, NE
Is deviated to the retard side from the actual crank angle, the closing timing of the intake control valve 10 is delayed, and it is considered that the intake air amount of the engine 1 is larger than in the normal case.
The correction value IOcp may be set to a negative value so that the crank angle used for control is corrected to the advance side.

Therefore, in this case, the correction map M2 shown in FIG. 4B is completely opposite to the case of the above-described embodiment, and the average value avΔISCn is equal to or less than the predetermined value (-A). In this case, the correction value IOcp is set to be a negative value proportional to the average value avΔISCn, and the average value avΔISCn is set to a predetermined value (+
In case of A) or more, the correction value IOcp is the average value avΔISCn
It may be set so that it becomes a positive value proportional to.

[Brief description of the drawings]

FIG. 1 is an overall configuration diagram of an engine equipped with an intake control device according to an embodiment.

FIG. 2 is a flowchart showing an interrupt process executed by the ECU of the embodiment.

FIG. 3 is a flowchart showing a correction process executed by the ECU of the embodiment.

FIG. 4 is an explanatory diagram illustrating a data map provided in the ECU of the embodiment.

FIG. 5 is a time chart for explaining the operations of the cam position sensor and the intake control device.

[Explanation of symbols]

1 ... Engine 3 ... Intake valve 5 ... Exhaust valve 7 ... Intake manifold 8 ... Surge tank 9 ... Exhaust manifold 10 ...
Intake control valve 10a ... Electromagnetic actuator 13 ... Intake pipe 15
... Throttle valve 16 ... Bypass passage 17 ... Bypass control valve (ISC
21) Cam position sensor 22 ... Throttle valve opening sensor 23 ... Air flow meter 24 ... Water temperature sensor 30 ... Electronic control unit (ECU) SW ... Switch

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification code Office reference number FI technical display location F02D 41/16 F02D 41/16 D 45/00 362 45/00 362C

Claims (5)

[Claims] 1. A throttle valve installed in an intake passage connected to a cylinder of an internal combustion engine for adjusting an intake air supply amount to the cylinder, and a bypass intake passage bypassing the throttle valve for connecting to the cylinder. A bypass control valve for adjusting the intake air supply amount, and an idle rotation for adjusting the opening degree of the bypass control valve so that the rotation speed of the internal combustion engine becomes a predetermined value when the internal combustion engine is in an idle operation state. Number control means, and is installed in the intake passage downstream of the throttle valve,
An intake control valve for adjusting the intake period of each cylinder, a crank angle detector that is attached to the internal combustion engine and outputs a detection signal according to a crank angle of the internal combustion engine, and a crank angle detector An intake control device for an internal combustion engine, comprising: intake control valve control means for controlling opening and closing of the intake control valve based on an operating state of the internal combustion engine including the crank angle detected based on a detection signal; When the engine is in the idle operation state, while calculating the reference bypass control valve opening degree which should be originally set of the bypass control valve based on the rotation speed of the internal combustion engine,
Based on a difference between the bypass control valve opening detection means for detecting an actual actual bypass control valve opening of the bypass control valve and the actual bypass control valve opening and the reference bypass control valve opening, the crank angle Correction value setting means for setting a correction value for correcting the crank angle detected based on the detection signal from the detector, the crank angle detected based on the detection signal from the crank angle detector An intake control device for an internal combustion engine, characterized in that the correction is performed by the correction value set by the correction value setting means. 2. The intake control device for an internal combustion engine according to claim 1, wherein the bypass control valve opening detection means and the correction value setting means operate so as to receive an instruction from the outside. An intake control device for an internal combustion engine, characterized in that 3. The intake control device for an internal combustion engine according to claim 1 or 2, wherein the intake control valve control means controls the intake control valve during a period in which the intake valve of the cylinder is open. An intake control device for an internal combustion engine, which is characterized by performing control for opening the valve. 4. The intake control device for an internal combustion engine according to claim 3, wherein the correction value setting means advances the crank angle when the actual bypass control valve opening is larger than the reference bypass control valve opening. A correction value for correcting the angle side is set, and when the actual bypass control valve opening is smaller than the reference bypass control valve opening, a correction value for correcting the crank angle to the retard side is set. An intake control device for an internal combustion engine, comprising: 5. The intake control device for an internal combustion engine according to claim 1, wherein the correction value setting means sets the actual bypass control valve opening and the reference bypass control valve opening. An intake control device for an internal combustion engine, wherein the correction value is set based on a calculated value obtained by statistically processing the difference for a predetermined time or a predetermined number of samples.