JP5357848B2 - Control device for internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device of an internal combustion engine, capable of properly executing intake amount control and ignition timing control so that an engine rotation speed matches a target rotation speed, and capable of preventing degradation of control convergence. <P>SOLUTION: A feedback control torque TRQFB is calculated in response to a difference DNOBJ between an engine rotation speed NE and a target rotation speed NOBJ, and intake flow rate control and ignition timing control are performed in response to the feedback control torque TRQFB. The feedback control torque TRQFB is calculated as the sum of a proportional term TRQFBP, an integration term TRQFBI, and a differential term TRQFBD, and an integration gain KI applied to the calculation of the integration term TRQFBI is changed from a first value KI1 to a second value KI2 (&lt;KI1) when the ignition timing IGLOG reaches an advance angle limit value IGLMTA or a retard angle limit value IGLMTR (S22 to S25). <P>COPYRIGHT: (C)2012,JPO&amp;INPIT

Description

  The present invention relates to a control device for an internal combustion engine, and more particularly to a control device that controls engine output torque so that the engine speed matches a target speed.

  Patent Document 1 discloses a control device that sets the required output torque of the engine according to the target idle speed and controls the ignition timing and the intake air amount so that the detected output torque matches the required output torque. ing. According to this control device, the ignition timing is advanced and the intake air amount is controlled according to the required output torque. As a result, the required output torque is obtained by the ignition timing control with a fast response speed, and then the intake air amount is controlled to a value at which the necessary output torque is obtained, and the correction of the ignition timing is completed.

  Patent Document 2 discloses a control device that temporarily reduces engine output torque when a transmission connected to an engine output shaft is shifted. According to this control device, torque reduction control is performed by intake air amount reduction control and ignition timing retardation control.

JP-A-6-272596 JP-A-5-163996

  In the apparatus disclosed in Patent Document 1, the control center value of the ignition timing is set so that the output torque can be increased by correcting the advance angle of the ignition timing, that is, the control center value is It is assumed that the output torque is set to a value that is retarded from the optimum ignition timing at which the output torque is maximized. Therefore, when the deviation between the required output torque and the detected torque (= required output torque−detected torque) is large, the required output torque may not be obtained by the advance correction of the ignition timing.

  In the device disclosed in Patent Document 2, the ignition timing is retarded. However, if the ignition timing retardation amount is too large, the possibility of misfiring is increased. It is not possible to retard beyond.

  Therefore, if the intake air amount control is executed on the assumption that the output torque can be controlled by correcting the ignition timing, the response characteristic of the engine output torque control becomes different from the response characteristic assumed in the design. However, the control devices disclosed in Patent Documents 1 and 2 do not take into account a state where the increase / decrease amount of the output torque due to the advance / retard correction of the ignition timing is not taken into consideration. Convergence to may deteriorate.

  The present invention has been made paying attention to this point, and appropriately executes the intake air amount control and the ignition timing control so that the engine speed matches the target speed, and the convergence of the control deteriorates. An object of the present invention is to provide a control device for an internal combustion engine that can be prevented.

  In order to achieve the above object, an invention according to claim 1 is a control device for an internal combustion engine that controls the output torque of the internal combustion engine so that the rotational speed (NE) of the internal combustion engine matches a target rotational speed (NOBJ). , A rotational speed detection means for detecting the rotational speed (NE) of the engine, and a feedback control torque (TRQFB) according to a deviation (DNOBJ) between the detected rotational speed (NE) and the target rotational speed (NOBJ). Feedback control torque calculating means for calculating, intake air amount control means for controlling the intake air amount (GAIR) of the engine in accordance with the feedback control torque (TRQFB), and ignition of the engine in accordance with the feedback control torque (TRQFB) Ignition timing control means for controlling the timing (IGLOG), and the feedback control torque calculation means comprises the deviation (DN) BJ) and integral gain (KI) are used to calculate an integral term (TRQFBI), the integral term (TRQFBI) is used to calculate the feedback control torque (TRQFB), and the ignition timing (IGLOG) is the control limit value. When reaching (IGLIMTA, IGLMTR), the integral gain (KI) is changed to a smaller value (KI2).

  According to a second aspect of the present invention, in the control apparatus for an internal combustion engine according to the first aspect, the intake air amount control means calculates an intake air control target torque (TRQGA) according to the feedback control torque (TRQFB). Control target torque calculation means is provided, and the intake air amount is controlled using the intake control target torque (TRQGA) as a target value. The ignition timing control means has a predetermined margin torque (DTRQIDLS) from the intake control target torque (TQRGA). The ignition timing control is performed using a torque that is smaller by a target value as a target value.

  According to a third aspect of the present invention, in the control device for an internal combustion engine according to the first or second aspect, the control limit value of the ignition timing is an advance angle limit value (IGLIMTA).

  According to a fourth aspect of the present invention, in the control device for an internal combustion engine according to any one of the first to third aspects, the target rotational speed (NOBJ) is a target rotational speed (NOBJIDL) in an idle state of the engine. It is characterized by being.

  According to the first aspect of the present invention, the feedback control torque of the engine output torque is calculated according to the deviation between the detected rotational speed and the target rotational speed, and the intake amount and ignition timing of the engine are determined according to the feedback control torque. Is controlled. The feedback control torque is calculated using an integral term calculated using the deviation between the detected rotational speed and the target rotational speed and the integral gain. When the ignition timing reaches the control limit value, the integral gain is smaller. Changed to a value. The integral gain is set so that the control response characteristic is best on the assumption that the ignition timing has not reached the limit limit value.When the ignition timing has reached the control limit value, the integral gain is excessive. Thus, the convergence of the engine speed to the target speed may be deteriorated. Therefore, deterioration of convergence can be prevented by changing the integral gain to a small value.

  According to the second aspect of the present invention, the intake control target torque is calculated according to the feedback control torque, and the intake air amount is controlled using the intake control target torque as a target value. Since the torque that is smaller than the torque by the predetermined margin torque is used as the target value, the control center value of the ignition timing is set between the optimum ignition timing (advance limit value) and the retard limit value corresponding to the predetermined margin torque. can do. Therefore, it is possible to quickly return to the target rotational speed by advancing the ignition timing when the engine rotational speed decreases. Thus, by performing the intake air amount control and the ignition timing control cooperatively, the feedback control gain including the integral gain can be set to a relatively large value, and good control convergence can be obtained. If the feedback control gain is set to a large value, the control convergence may be deteriorated when the ignition timing reaches the control limit value, but this can be avoided by reducing the value of the integral gain.

  According to the invention described in claim 3, the control limit value of the ignition timing is the advance limit value. The advance limit value is generally set to the smaller of the optimal ignition timing and the knock limit value (retarding side), but the knock limit value changes to a smaller value as the intake air temperature rises. Therefore, by making the control limit value an advance limit value, it is possible to prevent deterioration of control convergence, particularly when the knock limit value is lowered.

  According to the fourth aspect of the present invention, since the target rotational speed is the target rotational speed in the engine idle state, good control convergence can be maintained in the idle state. Since there is a problem that increasing the intake air amount corresponding to the predetermined margin torque will deteriorate the fuel consumption, the intake air amount control is performed to achieve the target torque by adding the margin torque only to a specific engine operating state. As a result, deterioration of fuel consumption can be minimized.

It is a figure which shows the structure of the internal combustion engine and its control apparatus concerning one Embodiment of this invention. It is a flowchart of the process which calculates target torque (TRQE, TRQGA). It is a figure which shows the table referred by the process of FIG. It is a flowchart of the process which calculates a feedback control torque (TRQFB). It is a flowchart of the process which calculates target intake air amount (GACMD). It is a flowchart of the process which calculates target intake air amount (GACMD). It is a figure which shows the table referred by the process of FIG. It is a flowchart of the process which calculates ignition timing (IGLOG). It is a time chart for demonstrating the subject of the conventional control method. It is a time chart for demonstrating the effect of the control method of this embodiment.

Embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 is a diagram showing a configuration of an internal combustion engine and a control device thereof according to an embodiment of the present invention. In FIG. 1, for example, an internal combustion engine (hereinafter simply referred to as “engine”) 1 having four cylinders is an intake pipe. 2 and a throttle valve 3 is arranged in the intake pipe 2. The throttle valve 3 is connected to a throttle valve opening sensor 4 for detecting the throttle valve opening TH, and the detection signal is supplied to an electronic control unit (hereinafter referred to as “ECU”) 5. An actuator 7 that drives the throttle valve 3 is connected to the throttle valve 3, and the operation of the actuator 7 is controlled by the ECU 5.

  The intake pipe 2 is provided with an intake air amount sensor 13 for detecting the intake air amount GAIR [g / sec] of the engine 1. A detection signal from the intake air amount sensor 13 is supplied to the ECU 5.

  The fuel injection valve 6 is provided for each cylinder between the engine 1 and the throttle valve 3 and slightly upstream of the intake valve (not shown) of the intake pipe 2, and each injection valve is connected to a fuel pump (not shown). At the same time, it is electrically connected to the ECU 5 and the valve opening time of the fuel injection valve 6 is controlled by a signal from the ECU 5.

The ignition plug 15 of each cylinder of the engine 1 is connected to the ECU 5, and the ECU 5 supplies an ignition signal to the ignition plug 15 to perform ignition timing control.
An intake pressure sensor 8 for detecting the intake pressure PBA and an intake air temperature sensor 9 for detecting the intake air temperature TA are attached downstream of the throttle valve 3. An engine cooling water temperature sensor 10 that detects the engine cooling water temperature TW is attached to the main body of the engine 1. Detection signals from these sensors are supplied to the ECU 5.

  The ECU 5 includes a crank angle position sensor 11 that detects a rotation angle of a crankshaft (not shown) of the engine 1 and a cam angle that detects a rotation angle of a camshaft to which a cam that drives an intake valve of the engine 1 is fixed. A position sensor 12 is connected, and signals corresponding to the rotation angle of the crankshaft and the rotation angle of the camshaft are supplied to the ECU 5. The crank angle position sensor 11 generates one pulse (hereinafter, referred to as “CRK pulse”) every predetermined crank angle period (for example, 30 degree period) and a pulse for specifying a predetermined angle position of the crankshaft. The cam angle position sensor 12 has a pulse (hereinafter referred to as “CYL pulse”) at a predetermined crank angle position of a specific cylinder of the engine 1 and a pulse (hereinafter referred to as “TDC”) at the start of the intake stroke of each cylinder. "TDC pulse"). These pulses are used for various timing controls such as fuel injection timing and ignition timing, and detection of engine speed (engine speed) NE.

  A knock sensor 14 for detecting high-frequency vibration is mounted at an appropriate position of the engine 1, and the detection signal is supplied to the ECU 5. The ECU 5 includes an accelerator sensor 31 that detects an accelerator pedal depression amount (hereinafter referred to as “accelerator pedal operation amount”) AP of a vehicle driven by the engine 1, and a vehicle speed sensor that detects a travel speed (vehicle speed) VP of the vehicle. 32 and an atmospheric pressure sensor 33 for detecting the atmospheric pressure PA are connected. Detection signals from these sensors are supplied to the ECU 5.

  The ECU 5 shapes input signal waveforms from various sensors, corrects the voltage level to a predetermined level, converts an analog signal value into a digital signal value, etc., and a central processing unit (hereinafter referred to as “CPU”). ), An arithmetic circuit executed by the CPU, a storage circuit for storing arithmetic results, and the like, an output circuit for supplying drive signals to the actuator 7, the fuel injection valve 6, and the spark plug 15.

  The CPU of the ECU 5 controls ignition timing control, intake air amount control by opening control of the throttle valve 3, and fuel amount supplied to the engine 1 (opening time of the fuel injection valve 6) according to the detection signal of the sensor. I do.

  In the present embodiment, the basic target torque TRQB of the engine corresponding to the sum of the driver required torque TRQD corresponding to the accelerator pedal operation amount AP and the torque TF corresponding to the friction loss in the engine 1 is calculated, and the auxiliary load of the auxiliary load is calculated. The auxiliary load torque TRQL according to the operating state and the feedback control torque TRQFB required for controlling the engine speed NE to the target speed NOBJ are calculated, the basic target torque TRQB, the auxiliary load torque TRQL, and The intake air amount control and the ignition timing control are performed in a coordinated manner so that an engine output torque (target torque) TRQE obtained by adding the feedback control torque TRQFB is obtained.

FIG. 2 is a flowchart of a process for calculating the target torque of the engine. This process is executed by the CPU of the ECU 5 every predetermined time.
In step S10, the basic target torque TRQB is calculated according to the accelerator pedal operation amount AP and the engine speed NE. The basic target torque TRQB includes the driver request torque TRQD and the friction loss torque TF described above.

In step S11, the TRQFB calculation process shown in FIG. 4 is executed to calculate the feedback control torque TRQFB. In step S12, the auxiliary machine load torque TRQL described above is calculated. In step S13, the target torque TRQE is calculated by the following equation (1).
TRQE = TRQB + TRQFB + TRQL (1)

  In step S14, the DTRQIDLS table shown in FIG. 3A is searched according to the intake gauge pressure PBGA (= PBA−PA), and the surplus torque DTRQIDLS is calculated. The surplus torque DTRQIDLS corresponds to a torque reduction amount by setting the ignition timing to a value retarded from the optimal ignition timing (ignition timing at which the engine output torque becomes maximum) MBT.

In step S15, the target torque TRQE and the surplus torque DTRQIDLS are applied to the following equation (2) to calculate the intake control target torque TRQGA.
TRQGA = TRQE + DTRQIDLS (2)

  In step S16, the GACMD calculation process shown in FIGS. 5 and 6 is executed to calculate a target intake air amount GACMD [g / sec], which is an intake air amount required to obtain the intake control target torque TRQGA.

  In step S17, a THCMD map is searched according to the target intake air amount GACMD and the engine speed NE, and the target throttle valve opening THCMD is calculated. In the THCMD map, for example, the target throttle valve opening THCMD is set according to the target intake air amount GACMD as shown in FIG. 3B, and the THCMD table as shown in FIG. The number of rotations is set. Therefore, the THCMD table is selected according to the engine speed NE, and the target throttle valve opening THCMD is calculated by appropriately performing an interpolation operation.

  In step S18, an estimated intake air amount HGAIR, which is an estimated value of the intake air amount GAIR, is calculated according to the detected engine speed NE and the throttle valve opening TH. Specifically, the estimated intake air amount HGAIR is calculated by reversely searching the THCMD map shown in FIG. 3B according to the detected engine speed NE and the throttle valve opening TH.

  In step S19, an estimated intake control torque HTRQGA, which is an engine output torque obtained when the actual intake amount is equal to the estimated intake amount HGAIR, is calculated according to the estimated intake amount HGAIR. Specifically, the conversion coefficient KGAT is calculated according to the engine speed NE (see FIG. 5, step S38), and the estimated intake control torque HTRQGA is calculated by multiplying the estimated intake air amount HGAIR by the conversion coefficient KGAT.

  The CPU of the ECU 5 controls the drive of the actuator 7 so that the detected throttle valve opening TH matches the target throttle valve opening THCMD calculated in the process of FIG.

FIG. 4 is a flowchart of the TRQFB calculation process executed in step S11 of FIG.
In step S21, the engine speed NE and the target engine speed NOBJ are applied to the following expression (3) to calculate the engine speed deviation DNOBJ, and the engine speed deviation DNOBJ is applied to the following expression (4) to change the engine speed deviation. The amount DDNOBJ is calculated. DNOBJB in equation (4) is the previous calculated value of the rotational speed deviation DNOBJ. The target rotational speed NOBJ is set to the idle target rotational speed NOBJIDL when the engine 1 is in an idle state, and is set to the shift target rotational speed NOBJTRN when the transmission connected to the output shaft of the engine 1 is shifted. The target shift speed NOBJTRN is set according to the rotational speed of the driven shaft when the clutch of the transmission is not engaged.
DNOBJ = NOBJ-NE (3)
DDNOBJ = DNOBJ-DNOBJB (4)

  In step S22, it is determined whether or not the ignition timing IGLOG is equal to the advance limit value IGLMTA. The advance angle limit value IGLMTA is set to the optimum ignition timing MBT at which the output torque is maximized in the low load operation state, and is a value on the retard side from the optimum ignition timing MBT in the high load operation state in which knocking is likely to occur (knock limit ignition). Time).

  If the answer to step S22 is negative (NO), it is determined whether or not the ignition timing IGLOG is equal to the retard limit value IGLMTR (step S23). The retard limit value IGLMTR is a lower limit value set in accordance with the engine speed NE, the intake air amount GAIR, and the coolant temperature TW in order to prevent misfire. The ignition timing IGLOG is set to a value that is greater than or equal to the retard limit IGMTR and less than or equal to the advance limit value IGLMTA.

  If the answer to step S23 is negative (NO), the integral gain KI of feedback control is set to the first predetermined gain KI1 (step S24). On the other hand, when the answer to step S22 or S23 is affirmative (YES), the integral gain KI is set to the second predetermined gain KI2 (step S25). The second predetermined gain KI2 is set to a value that is, for example, 1/10 or less of the first predetermined gain KI1.

In step S26, the proportional term TRQFBP, the integral term TRQFBI, and the differential term TRQFBD are calculated by the following equations (5), (6), and (7). KP in equation (5) is a predetermined proportional gain, TRQFBIB in equation (6) is the previous calculated value of the integral term TRQFBI, and KD in equation (7) is a predetermined differential gain.
TRQFBP = KP × DNOBJ (5)
TRQFBI = KI × DNOBJ + TRQFBIB (6)
TRQFBD = KD × DDNOBJ (7)

In step S27, the proportional term TRQFBP, the integral term TRQFBI, and the derivative term TRQFBD are applied to the following equation (8) to calculate the feedback control torque TRQFB.
TRQFB = TRQFBP + TRQFBI + TRQFBD (8)

  5 and 6 are flowcharts of the GACMD calculation process executed in step S16 of FIG.

  In step S31, the lower limit intake air amount GAIRFCL and the upper limit intake air amount GCYLMAXQ are calculated according to the engine speed NE. In step S32, the temporary lower intake air amount GATMPL is set to the lower limit intake air amount GAIRFCL, and the temporary upper intake air amount GATMPH is set to the upper limit intake air amount GCYLMAXQ. In step S33, the index parameter i is set to “1”.

In step S34, the temporary lower intake air amount GATMPL and the temporary upper intake air amount GATMPH are applied to the following equation (9) to calculate the temporary target intake air amount GATMP.
GATMP = (GATMPL + GATMPH) / 2 (9)
In step S35, a PBGA map is searched according to the temporary target intake air amount GATMP and the engine speed NE, and a temporary intake gauge pressure PBGATMP is calculated. The PBGA map is set in advance by experiments and stored in the storage circuit of the ECU 5.

  In step S36, a DIGRRSVM map (not shown) is searched according to the engine speed NE and the temporary intake gauge pressure PBGATMP to calculate the temporary retard amount DIGRRSVM of the ignition timing. The temporary retardation amount DIGRSVM is a retardation amount that is set in accordance with an operation state that is highly likely to cause knocking when the ignition timing is set to the optimal ignition timing MBT that maximizes the output torque. The DIGRRSVM map is set in advance by experiments and stored in the storage circuit of the ECU 5.

  In step S37, a temporary torque reduction rate KTDTMP is calculated according to the temporary retardation amount DIGRSVM and the engine speed NE. The relationship between the retard amount DIGRSVM from the optimal ignition timing MBT and the temporary torque reduction rate KTDTMP is as shown in FIG. The KTDTMP table shown in FIG. 7A searches a torque reduction rate map set corresponding to a plurality of predetermined engine speeds according to the temporary retard amount DIGRRSVM and the engine speed NE, thereby reducing the temporary torque. The rate KTDTMP is calculated.

  In step S38, a KGAT table shown in FIG. 7B is retrieved according to the engine speed NE, and a conversion coefficient KGAT for converting the intake air amount into the engine output torque is calculated. The KGAT table is set so that the conversion coefficient KGAT increases as the engine speed NE increases.

In step S39, the temporary target intake air amount GATMP, the temporary torque reduction rate KTDTMP, and the conversion coefficient KGAT are applied to the following equation (10) to calculate the temporary output torque TRQTMP.
TRQTMP = GATMP × KTDTMP × KGAT (10)

  In step S40, it is determined whether or not the absolute value of the difference between the intake control target torque TRQGA and the temporary output torque TRQTMP is equal to or less than a predetermined threshold value DTRQTH. If this answer is negative (NO), it is determined whether or not the index parameter i is equal to the maximum value iMAX (for example, 10) (step S41). Since this answer is negative (NO) at first, the process proceeds to step S51 in FIG. 6 to determine whether or not the temporary output torque TRQTMP is larger than the intake control target torque TRQGA.

  If the answer to step S51 is affirmative (YES), the upper temporary intake air amount GATMPH is set to the temporary target intake air amount GATMP (step S52). On the other hand, when the temporary output torque TRQTMP is equal to or lower than the intake control target torque TRQGA, the lower temporary intake air amount GATMPL is set to the temporary target intake air amount GATMP (step S53). In step S54, the index parameter i is incremented by "1", and the process returns to step S34 in FIG.

  When the process from step S34 to step S54 through steps S40 and S41 is repeatedly executed, the temporary output torque TRQTMP approaches the intake control target torque TRQGA. As a result, if the answer to step S40 is affirmative (YES), the process proceeds to step S42, and the target intake air amount GACMD is set to the temporary target intake air amount GATMP at that time. In step S42, it is desirable to perform limit processing so that the target intake air amount GACMD falls within the range of the upper limit intake air amount GCYLMAXQ and the lower limit intake air amount GAIRFCL.

  If the index parameter i reaches the maximum value iMAX before the answer to step S40 becomes affirmative (YES), the process proceeds from step S41 to step S42, and the target intake air amount GACMD is set to the temporary target intake air amount GATMP at that time.

  When the intake air amount changes, the intake gauge pressure changes, and the change in the intake gauge pressure changes the amount of retarded ignition timing from the optimal ignition timing to prevent knocking, thereby reducing torque in ignition timing control. The rate changes. Therefore, it is necessary to change the target intake air amount. 5 and 6, the temporary output torque TRQTMP approaches the intake control target torque TRQGA by repeatedly executing Steps S34 to S41 and Steps S51 to S54. Therefore, by setting the temporary target intake air amount GATMP at the time when the temporary output torque TRQTMP substantially coincides with the intake control target torque TRQGA as the target intake air amount GACMD, there is no control due to mutual interference between the intake air amount control and the ignition timing control in the transient state. Stabilization can be prevented and engine output torque control can be stabilized.

  FIG. 7 is a flowchart of a process for calculating the ignition timing IGLOG. This process is executed by the CPU of the ECU 5 in synchronization with the generation of the TDC pulse. The ignition timing IGLOG is indicated by the advance amount from the compression top dead center.

  In step S61, an MBT map is searched according to the engine speed NE and the intake gauge pressure PBGA, and the optimal ignition timing MBT is calculated. The MBT map is set so that the optimal ignition timing MBT decreases (retards) as the intake gauge pressure PBGA increases if the engine speed NE is constant.

In step S62, the set ignition timing IGSET is calculated by the following equation (11). In equation (11), IGKNOCK is a knocking correction term calculated according to the knocking limit ignition timing and the occurrence of knocking according to the engine speed NE and the intake gauge pressure PBGA, and IGCR is the engine cooling water temperature TW and the intake air temperature. This is an environmental correction term set according to TA or the like. The correction terms IGKNOCK and IGCR take positive values in the retard direction.
IGSET = MBT-IGKNOCK-IGCR (11)

In step S63, the basic retardation amount DIGRB is calculated by the following equation (12).
DIGRB = MBT-IGSET (12)

In step S64, a torque reduction rate map shown in FIG. 7A is retrieved according to the basic retardation amount DIGRB and the engine speed NE to calculate a basic torque reduction rate KIGDN. The basic torque reduction rate KIGDN indicates a reduction rate of the output torque by retarding the ignition timing by the basic retardation amount DIGRB from the optimal ignition timing MBT. In step S65, the target torque TRQE and the estimated intake control torque HTRQGA calculated in the process of FIG. 2 are applied to the following equation (13) to calculate the torque ratio KTRQ.
KTRQ = TRQE / HTRQGA (13)

In step S66, the basic torque reduction rate KIGDN and the torque ratio KTRQ are applied to the following equation (14) to calculate the torque reduction rate KIGDNM.
KIGDNM = KTRQ × KIGDN (14)

In step S67, the torque reduction rate map of FIG. 7A is reversely searched according to the torque reduction rate KIGDNM and the engine speed NE to calculate the retard amount DIGRTD. In step S68, the optimal ignition timing MBT and the retard amount DIGRTD are applied to the following equation (15) to calculate the ignition timing IGLOG.
IGLOG = MBT-DIGRTD (15)

  In step S69, it is determined whether or not the ignition timing IGLOG is smaller than the retard limit value IGLMTR. If the answer is affirmative (YES), the ignition timing IGLOG is set to the retard limit value IGLMTR (step S70). Since the ignition timing IGLOG does not exceed the advance limit IGLMTA by the calculation in steps S61 to S68, the advance side limit process is not performed.

  The ECU 5 performs ignition by the spark plug 15 at the calculated ignition timing IGLOG.

  According to the process of FIG. 8, the torque ratio KTRQ includes the feedback control torque TRQFB for controlling the engine speed NE to the target speed NOBJ and the fluctuation component of the auxiliary machine load torque TRQL accompanying the on / off of the auxiliary machine load. Thus, by using the torque reduction rate KIGDNM calculated by the equation (14), it is possible to perform appropriate ignition timing control corresponding to the change in the target torque TRQE. That is, when performing the torque control for making the engine speed NE coincide with the target speed NOBJ, feedback control with a fast response speed is executed by changing the ignition timing IGLOG.

  9 and 10 are diagrams for explaining the effect of switching the integral gain KI (hereinafter referred to as “integral gain switching”) in steps S22 to S25 in FIG. 4, and FIG. 9 is an example in which the integral gain switching is not performed. FIG. 10 shows an example in which integral gain switching is performed.

  9 (a) to 9 (d) show changes in the engine speed NE, the throttle valve opening TH, the ignition timing IGLOG (and the advance limit IGLMTA), and the feedback control torque TRQFB (and the integral term TRQFBI), respectively. Indicates. The same applies to FIGS. 10A to 10D. However, FIG. 10C also shows the switching of the integral gain KI when the ignition timing IGLOG reaches the advance limit IGLMTA.

  In the example shown in FIG. 9, the integral term TRQFBI is excessive and the convergence of the engine speed NE to the target rotational speed NOBJ is deteriorated. However, in the example shown in FIG. 10, the integral term TRQFBI is excessive due to the integral gain switching. It can be confirmed that good convergence is obtained.

  As described above in detail, in the present embodiment, the feedback control torque TRQFB is calculated according to the rotational speed deviation DNOBJ that is the deviation between the engine rotational speed NE and the target rotational speed NOBJ, and the intake air amount according to the feedback control torque TRQFB. Control and ignition timing control are performed. The feedback control torque TRQFB is calculated as the sum of the proportional term TRQFBP, the integral term TRQFBI, and the derivative term TRQFBD. When the ignition timing IGLOG reaches the advance limit value IGLMTA or the retard limit value IGLMTTR, The integral gain KI applied to the calculation is changed from the first value KI1 to the second value KI2 (<KI1). The first value KI1 is set so that the control response characteristic is the best, assuming that the ignition timing IGLOG has not reached the advance limit IGLMTA or the retard limit IGLMTR, and the ignition timing IGLOG is advanced. When the angle limit value IGLMTA or the retard limit value IGMTRR reaches the limit limit value, the integral gain KI becomes excessive, and the convergence of the engine speed NE to the target speed NOBJ may be deteriorated. Therefore, by changing the integral gain KI to a smaller second value KI2, deterioration of convergence can be prevented.

  Further, the intake control target torque TRQGA is calculated according to the feedback control torque TRQFB, and the intake air amount control is performed using the intake control target torque TRQGA as a target value. On the other hand, the ignition timing control is smaller than the intake control target torque TRQGA by the margin torque DTRQIDLS. Since the torque (TRQE: TRQGA-DTRQIDLS) is used as a target value, the control center value of the ignition timing IGLOG is set between the optimum ignition timing (advance limit value) and the retard limit value corresponding to the surplus torque DTRQIDLS. can do. Therefore, the engine speed NE can be quickly returned to the target speed NOBJ by advancing the ignition timing IGLOG when the engine speed NE decreases. Thus, by performing the intake air amount control and the ignition timing control cooperatively, the feedback control gain (KP, KI, KD) including the integral gain KI is set to a relatively large value, and good control convergence is achieved. Can be obtained. When the feedback control gain is set to a large value, the control gain may be deteriorated when the ignition timing reaches the advance limit value IGLMTA or the retard limit value IGLMTR, but the integral gain KI is set to the first value KI1. By changing from 1 to the second value KI2, it is possible to avoid such deterioration of convergence.

  Further, the advance timing limit value IGLMTA of the ignition timing is generally set to a value that is smaller (retard side) of either the optimal ignition timing MBT or the knocking limit value (MBT-IGKNOCK). As TA increases, it changes to a smaller value. Therefore, by performing integral gain switching when the ignition timing IGLOG reaches the advance angle limit IGLMTA, it is possible to prevent deterioration in control convergence, particularly when the knocking limit ignition timing is lowered.

  Further, by setting the target rotational speed NOBJ to the idle target rotational speed NOBJIDL, it is possible to maintain good control convergence of the engine rotational speed NE to the target rotational speed NOBJ in the idle state. Increasing the intake air amount corresponding to the surplus torque DTRQIDLS causes a problem of worsening fuel consumption. Therefore, the intake air amount control for realizing the intake control target torque TRQGA obtained by adding the surplus torque DTRQIDLS to the idle state is performed. As a result, the deterioration of fuel consumption can be minimized.

  Further, by calculating the target intake air amount GACMD by the processing of FIG. 5 and by calculating the ignition timing IGLOG by the processing of FIG. 8, the respective contribution degrees of the intake air amount control and the ignition timing control in the engine output torque control are accurately adjusted. The control accuracy of the engine output torque can be improved.

  Further, the retard amount DIGRTD is calculated according to the calculated torque ratio KTRQ, and the ignition timing IGLOG is calculated by correcting the optimum ignition timing MBT with the retard amount DIGRTD. That is, the ignition timing retardation correction corresponding to the torque ratio KTRQ is performed, whereby the ignition timing control can be performed in cooperation with the intake air amount control, and sufficient torque controllability by changing the ignition timing is ensured. be able to.

  In the present embodiment, the crank angle position sensor 11 corresponds to the rotation speed detection means, the throttle valve 3 and the actuator 7 constitute a part of the intake air amount control means, and the ECU 5 includes feedback control torque calculation means and intake air amount control means. In part, it constitutes an ignition timing control means and an intake control target torque calculation means. Specifically, the process of FIG. 4 corresponds to feedback control torque calculation means, steps S10 and S12 to S15 of FIG. 2, and the processes of FIGS. 5 and 6 correspond to intake air amount control means, and step S15 corresponds to intake air. 8 corresponds to the control target torque calculation means, and the processing of FIG. 8 corresponds to the ignition timing control means.

  The present invention is not limited to the embodiment described above, and various modifications can be made. For example, in the process of FIG. 4, the integral gain KI is switched when the ignition timing IGLOG is equal to the advance limit value IGLMTA or the retard limit value IGMTR. However, the ignition timing IGLOG is in the vicinity of the advance limit value IGLMTA. The integral gain KI may be switched when the value is greater than or equal to the value (IGLMTA-DIG: DIG is a minute predetermined amount) or less than or equal to the value (IGLMTR + DIG) in the vicinity of the retardation limit value IGMTR.

  The present invention is not limited to application to engine speed control in an idle state, and may be applied to control for making the engine speed coincide with the target speed at the time of shifting the automatic transmission, for example.

  In step S65 of FIG. 8, the torque ratio KTRQ is calculated using the estimated intake control HTRQGA. However, the intake control target torque TRQGA may be used instead of the estimated intake control HTRQGA.

  In the above-described embodiment, the intake air amount control is performed by the throttle valve 3 and the actuator 7. However, the intake air amount control is performed by the auxiliary intake control valve that controls the throttle valve 3 through the bypass passage and the air amount passing through the bypass passage. You may make it perform.

  The present invention can also be applied to control of a marine vessel propulsion engine such as an outboard motor having a crankshaft as a vertical direction.

1 Internal combustion engine 3 Throttle valve (intake control means)
5 Electronic control unit (feedback control torque calculation means, part of intake air amount control means, ignition timing control means, intake control target torque calculation means)
7 Actuator (intake control means)
11 Crank angle position sensor (rotational speed detection means)
15 Spark plug

Claims (4)

In a control device for an internal combustion engine that controls the output torque of the engine so that the rotational speed of the internal combustion engine matches a target rotational speed,
A rotational speed detecting means for detecting the rotational speed of the engine;
Feedback control torque calculating means for calculating a feedback control torque according to a deviation between the detected rotation speed and the target rotation speed;
An intake air amount control means for controlling the intake air amount of the engine according to the feedback control torque;
Ignition timing control means for controlling the ignition timing of the engine according to the feedback control torque,
The feedback control torque calculation means calculates an integral term using the deviation and an integral gain, calculates the feedback control torque using the integral term, and when the ignition timing has reached a control limit value, A control apparatus for an internal combustion engine, wherein the integral gain is changed to a smaller value. The intake air amount control means includes intake control target torque calculation means for calculating an intake control target torque according to the feedback control torque, and controls the intake air amount using the intake control target torque as a target value.
2. The control apparatus for an internal combustion engine according to claim 1, wherein the ignition timing control means performs the ignition timing control with a torque that is smaller than the intake control target torque by a predetermined margin torque as a target value.   The control device for an internal combustion engine according to claim 1, wherein the control limit value of the ignition timing is an advance angle limit value.   The control apparatus for an internal combustion engine according to any one of claims 1 to 3, wherein the target rotational speed is a target rotational speed in an idle state of the engine.

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