Control device for internal combustion engine

Abstract

To suppress degradation of NV performance caused by an operation to enlarge an opening of a throttle valve of an internal combustion engine while necessarily and sufficiently securing power performance of a vehicle.SOLUTION: A control device of an internal combustion engine to control the internal combustion engine mounted on a vehicle, is constituted so that an enlarged amount of an opening of a throttle valve per a unit time is adjusted to be increased and decreased according to a vehicle speed at that time and a required output to the internal combustion engine in performing an operation to enlarge the opening of the throttle valve with firing of the internal combustion engine, and the enlarged amount of the opening of the throttle valve per the unit time is decreased in a case where the vehicle speed is a prescribed speed or less and the required output is a prescribed value or less in comparison with a case otherwise.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to control of an internal combustion engine mounted on a vehicle as a power source, and in particular to control at the start of the internal combustion engine. [Background technology]

[0002] Recently, hybrid vehicles equipped with two power sources, an internal combustion engine and an electric motor, have become popular. In a series-type hybrid vehicle (see, for example, the following patent document), the internal combustion engine drives a power generating motor generator to generate electricity, and the generated electricity is stored in an electricity storage device, i.e., a battery such as a lithium-ion secondary battery or a nickel-hydrogen secondary battery and / or a capacitor, and is supplied to a motor generator for running. The driving wheels of the vehicle are then rotated by the motor generator for running to run the vehicle.

[0003] Not only the power generation motor generator, but also the driving motor generator can generate electricity by regenerative braking and store the generated electricity in a power storage device. If the power storage device is already full of charge, the power obtained by regenerative braking is supplied to the power generation motor generator, which is operated as an electric motor to rotate and drive the internal combustion engine, thereby consuming surplus electricity.

[0004] In a hybrid vehicle, even without firing the internal combustion engine by burning fuel in the cylinders, the vehicle can be driven by the driving motor generator consuming the electric charge stored in the power storage device to output rotational driving force. Therefore, even when the vehicle is in operation, the internal combustion engine may continue to be stopped from rotating.

[0005] When the amount of charge stored in the power storage device decreases or when the output required for the driving motor generator is large, the internal combustion engine is started and fuel is supplied to its cylinders and burned, and the power generating motor generator is driven by the rotational driving force output by the internal combustion engine to generate electricity and charge the power storage device or increase the power supplied to the driving motor generator.

[0006] In a series-type hybrid vehicle, the power generating motor generator also serves to motor (crank) the internal combustion engine in preparation for starting the stopped internal combustion engine, and receives the necessary power from the power storage device at that time. [Prior art documents] [Patent documents]

[0007] [Patent Document 1] JP 2020-156134 A Summary of the Invention [Problem to be solved by the invention]

[0008] When the driver depresses the accelerator pedal to start the vehicle from a stopped or low vehicle speed state close to a stop, the internal combustion engine, which had been stopped up until that point, is started in order to output the driving force required for acceleration.

[0009] Generally, to start a stopped internal combustion engine, the engine is initially motored with the throttle valve opening reduced, and once the engine speed has increased to a certain level, firing is initiated to increase the throttle valve opening, thereby increasing the amount of intake air and fuel injection into the cylinders and accelerating the engine speed.

[0010] During this starting process, an abnormal noise that can be heard by the driver and other vehicle occupants may occur. The cause of this is a sudden change in intake pressure in the intake passage connected to the cylinder before and after the start of firing.

[0011] When the internal combustion engine is stopped or motoring to start, the throttle valve is fully closed or nearly fully closed. Therefore, during motoring, the intake pressure downstream of the throttle valve decreases (increases in intake negative pressure). Then, when firing begins and the throttle valve is opened wider, the intake pressure downstream of the throttle valve increases sharply (intake negative pressure decreases sharply). This causes intake noise that sounds like a muffled sound.

[0012] In a hybrid vehicle, the internal combustion engine is stopped regardless of the current vehicle speed, and is restarted after being stopped. When the internal combustion engine is started while the vehicle is already traveling at a certain speed or higher, abnormal noise generated by the internal combustion engine is masked by running noise, electromagnetic noise of the electric motor, etc. However, when the internal combustion engine is started while the vehicle is stopped or traveling at a low speed, the abnormal noise generated by the internal combustion engine is not masked, and there is a possibility that the abnormal noise will cause discomfort or discomfort to the vehicle occupants.

[0013] In order to ensure the NV (Noise and Vibration) performance of the vehicle, it is conceivable to always open the throttle valve slowly when increasing the opening degree. However, when the vehicle speed is high above a certain level, such consideration is unnecessary. Conversely, when the driver is trying to accelerate the vehicle by strongly depressing the accelerator pedal, or when the charge stored in the power storage device is running low and needs to be charged without delay, if the throttle valve is opened slowly, the output of the internal combustion engine will not increase to the required amount quickly, and there is a concern that this will have an adverse effect on the power performance of the vehicle.

[0014] An intended object of the present invention is to suppress deterioration of NV performance caused by an operation to increase the opening degree of the throttle valve of an internal combustion engine, while ensuring necessary and sufficient power performance of a vehicle. [Means for solving the problem]

[0015] In the present invention, a control device for an internal combustion engine mounted on a vehicle is configured to control an internal combustion engine, and when an operation to increase the opening of the throttle valve is performed together with firing of the internal combustion engine, the amount of increase in the opening of the throttle valve per unit time is increased or decreased depending on the vehicle speed and the output required for the internal combustion engine at that time, and when the vehicle speed is below a predetermined value and the required output is below a predetermined value, the amount of increase in the opening of the throttle valve per unit time is reduced compared to when this is not the case. Effect of the Invention

[0016] According to the present invention, it is possible to suppress deterioration of NV performance caused by an operation to increase the opening degree of the throttle valve of an internal combustion engine while ensuring necessary and sufficient power performance of a vehicle. [Brief description of the drawings]

[0017] [Figure 1] 1 is a diagram showing a schematic configuration of a series type hybrid vehicle and a control device according to an embodiment of the present invention; [Diagram 2] 5 is a timing chart illustrating a start control of the internal combustion engine according to the embodiment; FIG. [Diagram 3] FIG. 2 is a diagram showing an application range of the start control of the internal combustion engine according to the embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0018] An embodiment of the present invention will be described with reference to the drawings. Fig. 1 shows a schematic configuration of the main systems of a hybrid vehicle in this embodiment. This hybrid vehicle includes an internal combustion engine 1, a power generation motor generator 2 that is driven by the internal combustion engine 1 to generate electricity, a power storage device 3 that stores the electricity generated by the power generation motor generator 2, and a traveling motor generator 4 that receives electricity from the power generation motor generator 2 and / or the power storage device 3 to drive drive wheels 62 of the vehicle.

[0019] The hybrid vehicle of this embodiment is a series hybrid electric vehicle that uses the internal combustion engine 1 only for generating electricity, and the driving force for driving is supplied exclusively from the traveling motor generator 4 to the driving wheels 62 of the vehicle. The internal combustion engine 1 and the driving wheels 62 are mechanically separated, and no rotational driving force is originally transmitted between them. The internal combustion engine 1 rotates completely independently of the traveling motor generator 4 and the driving wheels 62, and can be stopped completely independently. Therefore, during operation of the vehicle with the ignition switch (power switch or ignition key) turned ON, even if the driver can drive the vehicle by stepping on the accelerator pedal, under a condition where the electricity storage device 3 has stored a sufficient charge and the brake booster 15 has stored a sufficient negative pressure, the internal combustion engine 1 may not be operated with the combustion of fuel.

[0020] The crankshaft, which is the rotating shaft of the internal combustion engine 1, is mechanically connected to the rotating shaft of the power generation motor generator 2 via a gear mechanism or by directly connecting the shaft. The rotational driving force output by the internal combustion engine 1 is input to the power generation motor generator 2, which generates electricity. The generated electricity is charged to an electricity storage device 3 and / or supplied to a traveling motor generator 4. The power generation motor generator 2 also functions as an electric motor for motoring that generates a rotational driving force to rotate and drive the crankshaft of the internal combustion engine 1. For example, the power generation motor generator 2 performs motoring (cranking) in preparation for starting the internal combustion engine 1 that is stopped.

[0021] The traveling motor generator 4 generates driving force for traveling the vehicle, and inputs the driving force to the driving wheels 62 via the reduction gear 61. The traveling motor generator 4 also generates electricity by rotating along with the driving wheels 62, and recovers the kinetic energy of the vehicle as electrical energy. The electricity generated by this regenerative braking is charged to the electricity storage device 3.

[0022] However, if the electric charge has already been stored to the full capacity of the power storage device 3 and further charging is difficult, the electric power regenerated by the traveling motor generator 4 is supplied to the power generation motor generator 2, which is operated as an electric motor to rotate and drive the internal combustion engine 1. This consumes surplus electric power while maintaining the braking performance of the vehicle. In addition, since the rotation of the internal combustion engine 1 is maintained at this time, a fuel cut can be performed to temporarily stop the fuel supply to the cylinders of the internal combustion engine 1.

[0023] The generator inverter 21 converts AC power generated by the power generation motor generator 2 into DC power. Then, the generator inverter 21 inputs the DC power to the power storage device 3 or the driving machine inverter 41. When the power generation motor generator 2 is operated as an electric motor, the generator inverter 21 converts DC power supplied from the power storage device 3 and / or the driving machine inverter 41 into AC power and inputs it to the power generation motor generator 2.

[0024] The driving machine inverter 41 converts DC power supplied from the power storage device 3 and / or the generator inverter 21 into AC power and inputs it to the traveling motor generator 4. In addition, the driving machine inverter 41 converts AC power generated by the traveling motor generator 4 when performing regenerative braking of the vehicle into DC power and inputs it to the power storage device 3 or the generator inverter 21. The generator inverter 21 and the driving machine inverter 41 form part of a PCU (Power Control Unit) 02.

[0025] The power storage device 3 is a battery and / or a capacitor, etc. The battery is a high-voltage secondary battery with high energy density, such as a lithium-ion secondary battery or a nickel-metal hydride secondary battery. The power storage device 3 charges and stores the electric power generated by each of the power generation motor generator 2 and the traveling motor generator 4. The power storage device 3 also discharges the electric power for operating each of the power generation motor generator 2 and the traveling motor generator 4 as electric motors, and supplies the necessary electric power to the motor generators 2, 4.

[0026] The ECU (Electronic Control Unit) 0, which is a control device for controlling the internal combustion engine 1, the power generation motor generator 2, the power storage device 3, the inverters 21, 41, and the driving motor generator 4, is a microcomputer system having a processor, a memory, an input interface, an output interface, etc. The ECU 0 is configured by connecting a plurality of ECUs, such as an EFI (Electronic Fuel Injection) ECU 01 that controls the internal combustion engine 1, an MG (Motor Generator) ECU 02 that controls the motor generators 2, 4 and the inverters 21, 41, a BMS (Battery Management System) ECU 03 that controls the power storage device 3, and an HV (Hybrid Vehicle) ECU 00 that is a higher-level controller that unifies the controls of these, so that they can communicate with each other via an electric communication line such as a CAN (Controller Area Network).

[0027] The ECU 0 receives a signal a output from a vehicle speed sensor that detects the actual vehicle speed of the vehicle or a wheel speed sensor that detects the rotation speed of the wheels, a crank angle signal b output from a crank angle sensor that detects the rotation angle of the crankshaft of the internal combustion engine 1 and the engine speed, an accelerator opening signal c output from a sensor that detects the amount of depression of the accelerator pedal by the driver as an accelerator opening (in other words, a driving force that the driver is requesting from the vehicle (the driving motor generator 4 of the vehicle)), an intake air temperature / intake pressure signal d output from a temperature / pressure sensor that detects the intake air temperature and intake pressure in an intake passage 13 (particularly, a surge tank 133 or an intake manifold 134) connected to a cylinder 11 of the internal combustion engine 1, a coolant temperature signal e output from a water temperature sensor that detects the temperature of the coolant for the internal combustion engine 1, an atmospheric pressure signal f output from an atmospheric pressure sensor that detects the atmospheric pressure, and a battery SOC (State Of Charge) output from a sensor (particularly, a battery current and / or battery voltage sensor) that detects the amount of charge stored in the power storage device 3. A charge signal g, a negative pressure signal h outputted from a negative pressure sensor which detects the negative pressure stored in the constant pressure chamber of the brake booster 15, etc. are inputted to the brake booster 15.

[0028] The ECU 0 increases or decreases the rotational driving force output by the driving motor generator 4, the rotational driving force output by the internal combustion engine 1, and the amount of power generated by the power generation motor generator 2, depending on the amount of accelerator pedal depression operated by the driver, the current vehicle speed, the amount of charge stored in the power storage device 3, the power generated by the power generation motor generator 2, etc., which are sensed via various sensors.

[0029] Basically, the output required of the internal combustion engine 1 during firing operation increases as the output required of the travel motor generator 4 increases. However, this also depends on the amount of charge currently stored in the electricity storage device 3. When the amount of charge in the electricity storage device 3 becomes insufficient, it is necessary to charge it as quickly as possible, and even if the output required of the travel motor generator 4 is small, the output required of the internal combustion engine 1 for power generation may become large.

[0030] In order to start the internal combustion engine 1 and generate electricity by the power-generating motor-generator 2 while fuel is not being supplied to the cylinders 11 of the internal combustion engine 1 and the vehicle is traveling by driving the drive wheels 62 with the traveling motor-generator 4, the power-generating motor-generator 2 is first operated as an electric motor, thereby performing motoring for starting the internal combustion engine 1. Then, when the crankshaft of the internal combustion engine 1 rotates a predetermined number of times or a predetermined angle or more and cylinder discrimination is completed to obtain the current stroke or piston position of each cylinder 11 of the internal combustion engine 1, fuel is injected at an appropriate timing in accordance with the stroke of each cylinder 11 of the internal combustion engine 1, and firing is started to ignite and burn the fuel at an appropriate timing. The rotation angle and rotation speed of the crankshaft of the internal combustion engine 1, i.e., the engine speed, can be detected (in the MG ECU 02) via a resolver attached to the power-generating motor-generator 2, and can also be detected (in the EFI ECU 01) via a crank angle sensor attached to the internal combustion engine 1.

[0031] When the internal combustion engine 1 becomes capable of rotating independently and outputting the rotational drive force required for generating electricity, and the engine speed is able to maintain an upward trend even when the output of the power-generating motor-generator 2 is reduced, the output of the power-generating motor-generator 2 operating as an electric motor is reduced to zero to end motoring, and then the power-generating motor-generator 2 is driven to rotate by the internal combustion engine 1. Furthermore, the power-generating motor-generator 2 is operated as a generator, and the generated power is increased from zero.

[0032] Thereafter, the amount of intake air and fuel injection supplied to the cylinders 1 of the internal combustion engine 1, and the power generated by the power generating motor generator 2 are adjusted to increase or decrease so that the engine speed follows the target speed which is raised in stages. The final target speed is set to the speed which allows the internal combustion engine 1 to be operated with optimal or near-optimal efficiency and is most advantageous in terms of fuel consumption rate, or the speed at which the internal combustion engine 1 can achieve maximum torque or output or torque or output close to the maximum.

[0033] The EFI ECU01, which is a part of the ECU0, acquires various pieces of information b, d, e, and f required for controlling the operation of the internal combustion engine 1 via an input interface, determines the engine speed, and estimates the amount of air taken into the cylinder 11. Then, it determines operation parameters of the internal combustion engine 1, such as a required fuel injection amount (required to realize a target air-fuel ratio) appropriate for the amount of intake air, fuel injection timing (including the number of fuel injections per one combustion), fuel injection pressure, ignition timing (including the number of ignitions per one combustion), and a required EGR rate (or EGR gas amount). The EFI ECU01 outputs various control signals i, j, k, and l corresponding to the operation parameters to an igniter of the spark plug 112, the injector 111, the throttle valve 132, the EGR valve 123, and the like via an output interface.

[0034] When the driver depresses the accelerator pedal to start the vehicle from a stopped or low vehicle speed state close to a stop, the required output for the traveling motor generator 4 transitions from a relatively low (low output) region to a relatively high (medium to high output) region, and the internal combustion engine 1, which had been stopped up until then, is started. The internal combustion engine 1 is also started when the amount of charge (SOC) stored in the electricity storage device 3 falls below a predetermined value or when the negative pressure stored in the constant pressure chamber of the brake booster 15 falls below a predetermined value.

[0035] To start the internal combustion engine 1, the throttle valve 132 is initially reduced to the minimum opening that can secure the minimum amount of intake air required, for example, the so-called opener opening, and the internal combustion engine 1 is motored by the power generating motor generator 2. As is well known, the electronic throttle valve 132 adjusts the flow rate of intake air flowing into the cylinder 11 by rotating the valve body of a butterfly valve that opens and closes the intake passage 13 with an electric motor, i.e., a throttle motor. The opener opening is the opening when the throttle motor is not energized (power is not supplied) and no force is applied to the valve body from the throttle motor, and is slightly open rather than fully closed. An opener spring is attached to the valve body of the throttle valve 132, and the spring elastically biases the valve body to position it at an angle (position) that realizes the opener opening.

[0036] When the engine speed has accelerated to a certain level through motoring, fuel injection by the injector 111 and spark ignition by the spark plug 112 are started. Next, an operation is performed to widen the opening of the throttle valve 132 from the minimum opening, increasing the amount of intake air and the amount of fuel injected into the cylinder 11, thereby promoting an increase in engine torque and an acceleration of engine speed.

[0037] During the above-mentioned process of starting the internal combustion engine 1, an abnormal noise may occur from the intake passage 13 of the internal combustion engine 1. During motoring for starting the internal combustion engine 1, the throttle valve 132 is at a minimum opening, so that the intake pressure downstream of the throttle valve 132 in the intake passage 13 decreases (increases as intake negative pressure). Thereafter, as the throttle valve 132 is opened wider with the start of firing, the intake pressure downstream of the throttle valve 132 in the intake passage 13 increases sharply (suddenly decreases as intake negative pressure). Such a sudden change in intake pressure causes intake noise such as a muffled sound.

[0038] In particular, the target rotation speed of the motoring of the internal combustion engine 1 of a series hybrid vehicle at the start is higher than the target rotation speed of the motoring of the internal combustion engine of a non-hybrid vehicle (a conventional vehicle that runs by rotating the drive wheels with the internal combustion engine). This is one of the factors that makes the intake noise louder.

[0039] When the internal combustion engine 1 is started while the vehicle is already traveling at a speed higher than a certain level, even if an abnormal sound is generated from the internal combustion engine 1, the abnormal sound is masked by the traveling noise and the electromagnetic noise generated by the traveling motor generator 4, and there is little concern that the passengers in the vehicle, including the driver, will feel strange or uncomfortable. However, when the engine 1 is started while the vehicle is stopped or traveling slowly at an extremely low speed, the abnormal sound generated from the internal combustion engine 1 will reach the ears of the passengers without being masked, and may cause the passengers to feel strange or uncomfortable.

[0040] In consideration of the above, when the ECU0 of this embodiment performs an operation to increase the opening of the throttle valve 132 as the internal combustion engine 1 begins to fire during the process of starting the internal combustion engine 1, it increases or decreases the amount of increase in the opening of the throttle valve 132 per unit time in accordance with the vehicle speed and the output required for the internal combustion engine 1 at that time.

[0041] Fig. 2 shows a state of starting control of the internal combustion engine 1 by the ECU 0. In Fig. 2, t0 is the time point when motoring for starting the internal combustion engine 1 starts, and t1 is the time point when firing starts.

[0042] Before time t1, the throttle valve 132 is closed to the minimum opening, and after time t1, the throttle valve 132 is opened widely from the minimum opening. The ECU0 selects A to maximize the increase in the opening of the throttle valve 132 per unit time (open the throttle valve 132 quickly), B to reduce it (open it more slowly), or C to reduce it even more (open it even more slowly), depending on the vehicle speed at that time and the output required for the internal combustion engine 1.

[0043] In comparison with pattern A, in patterns B and C, the change in the opening degree of the throttle valve 132 after t1 is "smoothed." The opening degree T(t) of the throttle valve 132 at a time t after t1 is expressed as T(t) = {1-e -t / τ}×T T Assuming that, the time constant τ in pattern C is set to be larger than the time constant τ in pattern B, for example, approximately twice as large. T is the target opening degree to which the throttle valve 132 is opened after firing begins.

[0044] 3 shows the application ranges of each of patterns A, B, and C. In a range where the vehicle speed is below a predetermined value and the required output for the internal combustion engine 1 is below a predetermined value, pattern B or C is selected. Among these, pattern C is selected in a range where the vehicle speed is low and the required output is small, and pattern B is selected in a range where the vehicle speed is higher or the required output is larger. In other ranges, pattern A is selected.

[0045] Pattern A is selected when the internal combustion engine 1 is started under driving conditions where the vehicle speed is relatively high (for example, 40 km / h or higher) or when the output required for the internal combustion engine 1 is large. As already mentioned, if the opening of the throttle valve 132 is suddenly increased from time t1, the intake pressure downstream of the throttle valve 132 may suddenly change, causing intake noise. However, during medium to high speed driving, abnormal noise generated by the internal combustion engine 1 is masked and not perceived by the passengers. In addition, when the driver is trying to accelerate the vehicle by strongly depressing the accelerator pedal, or when the amount of stored electricity in the electricity storage device 3 is low and must be charged without delay, it is necessary to increase the engine torque as quickly as possible and start power generation even if it means accepting the generation of abnormal noise. Therefore, the speed at which the throttle valve 132 is opened is maximized.

[0046] Pattern B or C is selected when the internal combustion engine 1 is started under conditions where the vehicle speed is low and the required output for the internal combustion engine 1 is not large. In this case, the problem of abnormal noise generated by the internal combustion engine 1 being perceived by the passenger becomes evident, so the throttle valve 132 is gradually opened to suppress sudden fluctuations in the intake pressure downstream of the throttle valve 132 and prevent the generation of loud intake noise.

[0047] Incidentally, the progression of the engine speed increase and acceleration immediately after firing start time t1 do not change significantly regardless of whether pattern A, B, or C is adopted. ECU0 controls the output torque of the power generating motor generator 2 that drives the internal combustion engine 1 during motoring so that the engine speed accelerates along an appropriate progression, and also controls the load torque or generated power of the power generating motor generator 2 that is driven by the internal combustion engine 1 after firing starts.

[0048] When the opening of the open throttle valve 132 is to be reduced, for example when negative pressure must be supplied to the brake booster 15, the amount of reduction in the opening per unit time is maximized, that is, the throttle valve 132 is permitted to be quickly closed. The absolute value of the amount of reduction in the opening per unit time is greater than the absolute value of the amount of increase in the opening per unit time in the above-mentioned patterns B or C.

[0049] In this embodiment, the control device 0 for the internal combustion engine 1 mounted on a vehicle is configured to control an internal combustion engine 1 mounted on a vehicle, and when an operation is performed to increase the opening of the throttle valve 132 together with firing the internal combustion engine 1, the amount of increase in the opening of the throttle valve 132 per unit time is increased or decreased depending on the vehicle speed and the required output for the internal combustion engine 1 at that time, and to reduce the amount of increase in the opening of the throttle valve 132 per unit time when the vehicle speed is below a predetermined value and the required output is below a predetermined value compared to when this is not the case.

[0050] When starting the internal combustion engine 1 when the vehicle speed is relatively low, the throttle valve 132 is opened gradually to prevent abrupt fluctuations in the intake pressure in the intake passage 13 connected to the cylinder 11, thereby suppressing the generation of intake noise that can reach the ears of passengers.

[0051] On the other hand, when starting the internal combustion engine 1 under conditions where the vehicle speed is relatively high, or when the required output for the internal combustion engine 1 (or the power generation motor generator 2, or the driving motor generator 4) is large, the throttle valve 132 is opened quickly to generate the required engine torque as soon as possible.

[0052] According to this embodiment, it is possible to suppress deterioration of the NV performance caused by the opening operation of the throttle valve 132 while ensuring necessary and sufficient power performance of the vehicle.

[0053] The present invention is not limited to the above-described embodiment, and the application of the present invention is not limited to series hybrid vehicles.

[0054] In addition, the specific configuration of each part and the contents of the processing can be modified in various ways without departing from the spirit of the present invention. [Explanation of symbols]

[0055] 0...Control unit (ECU) 1. Internal combustion engine 11…Cylinder 13…Intake passage 132…Throttle valve 2...Generator (motor generator for generating electricity) 3…Electricity storage device 4...Traction motor (traffic motor generator) 62...Drive wheel

Claims

[Claim 1] A system for controlling an internal combustion engine mounted on a vehicle, comprising: When the opening of the throttle valve is increased together with the firing of the internal combustion engine, the amount of increase in the opening of the throttle valve per unit time is adjusted in accordance with the vehicle speed and the output required for the internal combustion engine at that time, A control device for an internal combustion engine that reduces the amount of increase in throttle valve opening per unit time when the vehicle speed is below a predetermined value and the required output is below a predetermined value, compared to when other values ​​are not the case.

Images