JP4357388B2 - Control method for internal combustion engine - Google Patents

Control method for internal combustion engine Download PDF

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JP4357388B2
JP4357388B2 JP2004240629A JP2004240629A JP4357388B2 JP 4357388 B2 JP4357388 B2 JP 4357388B2 JP 2004240629 A JP2004240629 A JP 2004240629A JP 2004240629 A JP2004240629 A JP 2004240629A JP 4357388 B2 JP4357388 B2 JP 4357388B2
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isc valve
cylinder
retard
opening degree
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守人 浅野
光宏 泉
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Daihatsu Motor Co Ltd
Diamond Electric Manufacturing Co Ltd
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T10/40—Engine management systems

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Description

本発明は、複数の気筒を有し、複数の気筒それぞれに対して点火時期の遅角制御を行う内燃機関の制御方法に関する。   The present invention relates to a control method for an internal combustion engine that has a plurality of cylinders and performs retarding control of ignition timing for each of the plurality of cylinders.

従来、遅角制御を行い排気の温度を上昇させることにより、触媒を活性化させて排気中における一酸化炭素や炭化水素の発生を抑制することが考えられている。その際、スロットルバルブを迂回する迂回路であるバイパス通路が設けてあり、そのバイパス通路に該バイパス通路を通過する空気量を制御するためのＩＳＣバルブが設けてあるものであれば、遅角量に対応させてＩＳＣバルブの開度を大きくする方向に補正して、アイドリング回転数を安定させることが考えられている。（例えば、特許文献１を参照。）
特許第３１４１５６３号公報 Conventionally, it has been considered to suppress the generation of carbon monoxide and hydrocarbons in exhaust gas by activating the catalyst by increasing the temperature of the exhaust gas by performing retardation control. At that time, if a bypass passage is provided that bypasses the throttle valve and an ISC valve for controlling the amount of air passing through the bypass passage is provided in the bypass passage, the amount of retardation is set. It is considered that the idling rotational speed is stabilized by correcting the opening of the ISC valve in a direction corresponding to the above. (For example, see Patent Document 1.)
Japanese Patent No. 3141563

しかしながら、遅角制御を行う際に必要とされるＩＳＣバルブの開度の補正量は、図３に示すように、遅角量の増加につれて２次関数的に対応して増加する。   However, as shown in FIG. 3, the correction amount of the opening degree of the ISC valve required when performing the retard control increases correspondingly in a quadratic function as the retard amount increases.

すなわち、各気筒それぞれに対して点火時期の遅角制御を行う場合において、点火時期の遅角量が他の気筒に比べて大幅に大きい気筒が存在する際には、遅角量の単純平均を求め、求めた遅角量の単純平均をパラメータとしてＩＳＣバルブの開度の補正量を算出すると、点火時期の遅角量が大きな気筒が必要とする空気量に対応するＩＳＣバルブの開度は前記した方法により算出したＩＳＣバルブの開度よりも大幅に大きいので、このような気筒に供給される空気が不足し、アイドリング回転数が低下してしまう不具合が発生する。   That is, in the case where ignition timing retard control is performed for each cylinder, when there are cylinders whose ignition timing retard amount is significantly larger than other cylinders, a simple average of the retard amount is calculated. When the correction amount of the opening degree of the ISC valve is calculated using the simple average of the obtained retardation amount as a parameter, the opening degree of the ISC valve corresponding to the air amount required by the cylinder with a large ignition timing retardation amount is calculated as described above. Since the opening of the ISC valve calculated by the above method is much larger, there is a problem that the air supplied to such a cylinder is insufficient and the idling rotational speed is lowered.

本発明は、前記課題を解決すべく、各気筒それぞれに対して点火時期の遅角制御を行う際に、アイドリング回転数を安定させるための新たな方法を提供するものである。   In order to solve the above-described problems, the present invention provides a new method for stabilizing the idling rotational speed when the ignition timing is retarded for each cylinder.

すなわち本発明に係る内燃機関の制御方法は、複数の気筒を有するとともに、スロットルバルブを迂回する迂回路を有し、アイドル回転制御を実行する際に該迂回路を通過する空気量を制御するためのＩＳＣバルブをさらに有する内燃機関において、前記複数の気筒それぞれについて点火時期の遅角制御を行い、各気筒ごとの遅角量に対応して吸入空気量を遅角量の増加につれて２次関数的に増量すべく前記ＩＳＣバルブの開度の補正量を取得するものであって、前記ＩＳＣバルブの開度の補正量を、各気筒の遅角量の単純平均に対応する値よりも点火時期の遅角量が最も大きい気筒の遅角量に対応する値に近い値に決定することを特徴とする。 That is, the control method for an internal combustion engine according to the present invention includes a plurality of cylinders and a bypass that bypasses the throttle valve, and controls the amount of air that passes through the bypass when performing idle rotation control. In the internal combustion engine further having the ISC valve, the ignition timing is retarded for each of the plurality of cylinders, and the intake air amount is increased by a quadratic function as the retard amount increases in accordance with the retard amount for each cylinder. The amount of correction of the opening of the ISC valve is acquired in order to increase the amount of ignition, and the amount of correction of the opening of the ISC valve is set to be greater than the value corresponding to the simple average of the retard amounts of each cylinder. The value is determined to be a value close to a value corresponding to the retardation amount of the cylinder having the largest retardation amount .

このような制御を行えば、各気筒の遅角量の単純平均をパラメータとしてＩＳＣバルブの開度の補正量を決定する態様と比較して、点火時期の遅角量が最も大きい気筒の遅角量に対応する前記ＩＳＣバルブの開度の補正量をより大きく反映させることにより、ＩＳＣバルブの開度の補正幅をより大きくとることができ、従って、点火時期の遅角量が大きい気筒にもより適切な量の空気を供給してアイドリング回転数を安定させることができるようになる。   If such control is performed, the retard angle of the cylinder having the largest ignition timing retard amount is compared with the mode in which the correction amount of the opening degree of the ISC valve is determined using the simple average of the retard amount of each cylinder as a parameter. By reflecting the correction amount of the opening of the ISC valve corresponding to the amount to a larger amount, the correction range of the opening of the ISC valve can be made larger, and therefore, even for a cylinder having a large ignition timing retardation amount. A more appropriate amount of air can be supplied to stabilize the idling speed.

なお、本発明において、「各気筒の遅角量の単純平均に対応する値よりも点火時期の遅角量が最も大きい気筒の遅角量に対応する値に近い値に決定する」とは、各気筒の遅角量の単純平均よりも大きな遅角量に対応する値に前記ＩＳＣバルブの開度の補正量を決定すること全般を指す概念である。 In the present invention, a "determined to a value close to a value corresponding to the retard amount of the largest cylinder retard amount of ignition timing than the value corresponding to the simple average of the retard amount for each cylinder" is This is a general concept for determining the correction amount of the opening of the ISC valve to a value corresponding to a retard amount larger than the simple average of the retard amounts of each cylinder.

また、上述したように、必要とされるＩＳＣバルブの開度の補正量は遅角量に２次関数的に対応するので、各気筒の遅角量に対応するＩＳＣバルブの開度の補正量をそれぞれ取得して平均し、前記平均に基づきＩＳＣバルブの開度を制御するものであれば、簡単な方法で各気筒の遅角量の単純平均よりも大きな遅角量に対応する値に前記ＩＳＣバルブの開度の補正量を設定することができる。そして、必要とされる空気量に対応するＩＳＣバルブの開度を直接算出するので、ＩＳＣバルブの開度の補正をより高い精度で行うことができる。   Further, as described above, since the required correction amount of the opening of the ISC valve corresponds to the retardation amount in a quadratic function, the correction amount of the opening amount of the ISC valve corresponding to the retardation amount of each cylinder. Are obtained, averaged, and the opening degree of the ISC valve is controlled based on the average, the value corresponding to the retard amount larger than the simple average of the retard amounts of each cylinder is calculated in a simple manner. The correction amount of the opening degree of the ISC valve can be set. Since the opening degree of the ISC valve corresponding to the required air amount is directly calculated, the opening degree of the ISC valve can be corrected with higher accuracy.

本発明に係る制御を行うことにより、複数の気筒それぞれに対して点火時期の遅角制御を行いつつ、各気筒により適切な量の空気を供給できるので、アイドリング回転数をより安定させることができる。   By performing the control according to the present invention, an appropriate amount of air can be supplied to each of the plurality of cylinders while retarding the ignition timing, so that the idling speed can be further stabilized. .

以下、本発明の第１実施形態を、図面を参照して説明する。   Hereinafter, a first embodiment of the present invention will be described with reference to the drawings.

図１に１気筒の構成を概略的に示したエンジンは自動車用の３気筒のもので、エンジンの吸気系１には図示しないアクセルペダルに応動して開閉するスロットルバルブ２が配設され、その下流側にはサージタンク３が設けられ、サージタンク３からの吸入空気は吸気バルブ３７を介してシリンダ内に吸入される。この吸気系１には、スロットルバルブ２を迂回する迂回路であるバイパス通路１ａが設けてあり、そのバイパス通路１ａにはバイパス通路１ａを通過する空気量を制御するためのバルブであるＩＳＣバルブ１ｂが設けてある。このＩＳＣバルブ１ｂは、主としてエンジンのアイドル回転制御を実行する際に制御される。サージタンク３に連通する吸気系１の吸気マニホルド４のシリンダヘッド側の端部近傍には、さらにインジェクタ５が設けてあり、このインジェクタ５を、電子制御装置６により制御するようにしている。また、排気系２０には、燃焼室から排気バルブ３６を介して排出された排気ガス中の酸素濃度を測定するためのＯ2 センサ２１が、図示しないマフラに至るまで管路に配設された三元触媒２２の上流の位置に取り付けられている。なお、エンジンは２気筒のものでもよく、４気筒以上のものであってもよい。 The engine schematically shown in FIG. 1 is a three-cylinder engine for automobiles, and an engine intake system 1 is provided with a throttle valve 2 that opens and closes in response to an accelerator pedal (not shown). A surge tank 3 is provided on the downstream side, and intake air from the surge tank 3 is sucked into the cylinder via the intake valve 37. The intake system 1 is provided with a bypass passage 1a that bypasses the throttle valve 2. The bypass passage 1a has an ISC valve 1b that is a valve for controlling the amount of air passing through the bypass passage 1a. Is provided. This ISC valve 1b is controlled mainly when engine idle speed control is executed. An injector 5 is further provided in the vicinity of the cylinder head side end of the intake manifold 4 of the intake system 1 communicating with the surge tank 3, and this injector 5 is controlled by the electronic control device 6. Further, in the exhaust system 20, an O 2 sensor 21 for measuring the oxygen concentration in the exhaust gas discharged from the combustion chamber through the exhaust valve 36 is disposed in a pipe line to reach a muffler (not shown). It is attached at a position upstream of the three-way catalyst 22. The engine may be a two-cylinder engine or a four-cylinder or more engine.

電子制御装置６は、中央演算装置７と、記憶装置８と、入力インターフェース９と、出力インターフェース１１とを具備してなるマイクロコンピュータシステムを主体に構成されている。その入力インターフェース９には、サージタンク３内の圧力（吸気管圧力）を検出するための吸気圧センサ１３から出力される吸気圧信号ａ、エンジン回転数ＮＥを検出するための回転数センサ１４から出力される回転数信号ｂ、クランクセンサ４１から出力されるクランク角度信号ｍ、タイミングセンサ４２から出力される吸気カム信号ｎ、スロットルバルブ２の開閉状態を検出するためのアイドルスイッチ１６から出力されるＩＤＬ信号ｄ、エンジンの冷却水温を検出するための水温センサ１７から出力される水温信号ｅ、上記したＯ2 センサ２１から出力される電圧信号ｈ等が入力される。一方、出力インターフェース１１からは、インジェクタ５に対して燃料噴射信号ｆたる駆動パルスＩＮＪが、またスパークプラグ１８に対して点火信号ｇが出力されるようになっている。 The electronic control device 6 is mainly configured by a microcomputer system including a central processing unit 7, a storage device 8, an input interface 9, and an output interface 11. The input interface 9 includes an intake pressure signal a output from the intake pressure sensor 13 for detecting the pressure in the surge tank 3 (intake pipe pressure), and a rotational speed sensor 14 for detecting the engine rotational speed NE. The output rotation speed signal b, the crank angle signal m output from the crank sensor 41, the intake cam signal n output from the timing sensor 42, and the idle switch 16 for detecting the open / closed state of the throttle valve 2 are output. An IDL signal d, a water temperature signal e output from the water temperature sensor 17 for detecting the cooling water temperature of the engine, a voltage signal h output from the O 2 sensor 21 and the like are input. On the other hand, from the output interface 11, a drive pulse INJ as a fuel injection signal f is output to the injector 5, and an ignition signal g is output to the spark plug 18.

電子制御装置６には、吸気圧センサ１３から出力される吸気圧信号ａと回転数センサ１４から出力される回転数信号ｂとを主な情報とし、エンジンの運転状態に応じて決まる各種の補正係数で基本噴射時間すなわち基本噴射量ＴＡＵＢを補正してインジェクタ開成時間である最終噴射時間すなわち燃料噴射量ＴＡＵを決定し、その決定された時間によりインジェクタ５を制御して、エンジンの運転状態に応じた燃料燃料量ＴＡＵをインジェクタ５から吸気系１に噴射するためのプログラムが内蔵してある。また、スロットルバルブ２が略全閉であるアイドル運転状態にあっては、その時のエンジン回転数が、負荷等によって決まる運転状態に応じて設定された目標アイドル回転数になるように、ＩＳＣバルブ１ｂの開度を制御するようにプログラムしてある。なお、ＩＳＣバルブ１ｂは、上記したようにアイドル運転時にエンジン回転数がアイドル目標回転数となるようにその開度が制御されるものであるが、スロットルバルブ２が開成されている場合にあっても、全閉となることなく、上記したアイドル運転状態である場合の開度を維持しているものである。これにより、スロットルバルブ２全閉状態からスロットルバルブ２を開成した場合の一時的な回転低下を防止することができる。   The electronic control device 6 uses the intake pressure signal a output from the intake pressure sensor 13 and the rotation speed signal b output from the rotation speed sensor 14 as main information, and various corrections determined according to the operating state of the engine. The basic injection time, that is, the basic injection amount TAUB is corrected by the coefficient to determine the final injection time, that is, the fuel injection amount TAU, which is the injector opening time, and the injector 5 is controlled according to the determined time, according to the operating state of the engine A program for injecting the fuel amount TAU from the injector 5 into the intake system 1 is incorporated. Further, when the throttle valve 2 is in an idle operation state in which the throttle valve 2 is substantially fully closed, the ISC valve 1b is set so that the engine speed at that time becomes a target idle speed set in accordance with the operation state determined by the load or the like. Is programmed to control the degree of opening. Note that the opening of the ISC valve 1b is controlled so that the engine speed becomes the target idling speed during idle operation as described above, but when the throttle valve 2 is opened. However, the opening degree in the above-described idle operation state is maintained without being fully closed. As a result, it is possible to prevent a temporary decrease in rotation when the throttle valve 2 is opened from the fully closed state of the throttle valve 2.

また、本実施形態では、電子制御装置６には、各気筒の点火時期の遅角量をそれぞれ決定して遅角制御を実施するプログラム、及び点火時期の遅角量に対応して吸入空気量を増量すべくＩＳＣバルブ１ｂの開度を補正するプログラムが内蔵してある。   In the present embodiment, the electronic control unit 6 determines the retard amount of the ignition timing of each cylinder and executes the retard control, and the intake air amount corresponding to the retard amount of the ignition timing. There is a built-in program for correcting the opening of the ISC valve 1b to increase the amount.

しかして、本実施形態においては、前記ＩＳＣバルブ１ｂの開度の補正量を決定する際に、点火時期の遅角量が最も大きい気筒の遅角量に対応する前記ＩＳＣバルブの開度の補正量を最も大きく反映させるようにしている。   Therefore, in this embodiment, when determining the correction amount of the opening of the ISC valve 1b, the correction of the opening of the ISC valve corresponding to the retardation amount of the cylinder having the largest ignition timing retardation amount. The amount is most reflected.

具体的には、以下のようにして遅角量の加重平均を最も点火時期の遅角量が大きい気筒の遅角量に最も大きな比重を与えて算出し、算出した加重平均をパラメータとして前記ＩＳＣバルブ１ｂの開度の補正量を算出する。   Specifically, the weighted average of the retard amount is calculated as follows by giving the largest specific gravity to the retard amount of the cylinder having the largest ignition timing retard amount, and using the calculated weighted average as a parameter, the ISC A correction amount of the opening degree of the valve 1b is calculated.

遅角量の加重平均は、遅角量の単純平均を予め算出し、遅角量が前記単純平均よりも大きいものには１よりも大きい所定の係数、本実施形態では１．２を乗算し、遅角量が前記単純平均以下のものについては係数を１として算出する。そして、電子制御装置６には、図３に示すような遅角量とＩＳＣバルブ１ｂの開度の補正量との対応を示す開度補正量マップを内蔵していて、前記ＩＳＣバルブ１ｂの開度の補正量を算出する際には、前記遅角量の加重平均をパラメータとして開度補正量マップを参照するようにしている。   For the weighted average of the retardation amount, a simple average of the retardation amount is calculated in advance, and the retardation amount larger than the simple average is multiplied by a predetermined coefficient larger than 1, which is 1.2 in this embodiment. When the retardation amount is less than the simple average, the coefficient is calculated as 1. The electronic control unit 6 incorporates an opening correction amount map indicating the correspondence between the retardation amount and the correction amount of the opening of the ISC valve 1b as shown in FIG. When calculating the degree of correction, the opening degree correction amount map is referred to using the weighted average of the retardation amount as a parameter.

点火時期の遅角制御を実施するプログラムの概略手順を、フローチャートである図２を参照して説明する。   A schematic procedure of a program for executing the ignition timing retardation control will be described with reference to FIG. 2 which is a flowchart.

ステップＳ１では、各気筒の遅角量をそれぞれ決定する。   In step S1, the retard amount of each cylinder is determined.

ステップＳ２では、遅角量の単純平均を算出する。   In step S2, a simple average of the retard amount is calculated.

ステップＳ３では、ステップＳ２で算出した単純平均よりも遅角量が大きい気筒の遅角量に１．２を乗算する。   In step S3, the retard amount of the cylinder having a greater retard amount than the simple average calculated in step S2 is multiplied by 1.2.

ステップＳ４では、遅角量の加重平均を算出する。   In step S4, a weighted average of the retard amount is calculated.

ステップＳ５では、ステップＳ４で算出した遅角量の加重平均をパラメータとして開度補正量マップを参照し、ＩＳＣバルブ１ｂの開度を決定する。   In step S5, the opening degree of the ISC valve 1b is determined by referring to the opening degree correction amount map using the weighted average of the retardation amount calculated in step S4 as a parameter.

ステップＳ６では、ＩＳＣバルブ１ｂの開度を、ステップＳ５で決定した値となるように補正する。   In step S6, the opening of the ISC valve 1b is corrected so as to be the value determined in step S5.

すなわち、図３に示す例の場合、以下に述べるようにしてＩＳＣバルブ１ｂの開度が補正される。   That is, in the case of the example shown in FIG. 3, the opening degree of the ISC valve 1b is corrected as described below.

ステップＳ１により、３つの気筒の遅角量をそれぞれ５°ＣＡ、７°ＣＡ、及び９°ＣＡと決定し、ステップＳ２により遅角量の単純平均は７°ＣＡであると計算する。これを受け、ステップＳ３により７°ＣＡよりも遅角量が大きい気筒の遅角度、この例では９°ＣＡに係数１．２を乗算し、ステップＳ４により以下の計算が行い遅角量の加重平均を算出する。   In step S1, the retardation amounts of the three cylinders are determined to be 5 ° CA, 7 ° CA, and 9 ° CA, respectively, and in step S2, a simple average of the retardation amounts is calculated to be 7 ° CA. In response to this, in step S3, the retard angle of the cylinder having a retard amount larger than 7 ° CA, in this example, 9 ° CA is multiplied by a coefficient 1.2, and in step S4, the following calculation is performed and the delay amount is weighted. Calculate the average.

（５＋７＋９×１．２）／３＝７．６（°ＣＡ）
ステップＳ５により、７．６°ＣＡ遅角した場合に対応するＩＳＣバルブ１ｂの開度を開度補正量マップを参照して１３％と決定し、ステップＳ６により、ＩＳＣバルブ１ｂの開度をステップＳ５により決定された量、すなわち１３％になるように補正する。 (5 + 7 + 9 × 1.2) /3=7.6 (° CA)
In step S5, the opening degree of the ISC valve 1b corresponding to the case where the retardation of 7.6 ° CA is delayed is determined to be 13% with reference to the opening degree correction amount map, and in step S6, the opening degree of the ISC valve 1b is stepped. The amount determined by S5 is corrected to be 13%.

本実施形態では、以上に述べたように、最も点火時期の遅角量が大きい気筒の遅角量に他の気筒の遅角量よりも大きな重みを与えた遅角量の加重平均をパラメータとしてＩＳＣバルブ１ｂの開度を決定することにより、ＩＳＣバルブ１ｂの開度の補正量に点火時期の遅角量が最も大きい気筒の遅角量に対応する前記ＩＳＣバルブの開度の補正量をより大きく反映させている。従って、各気筒の遅角量の単純平均をパラメータとしてＩＳＣバルブの開度の補正量を決定する態様と比較してＩＳＣバルブ１ｂの開度の補正幅をより大きくとることができる。すなわち、上述した例では、各気筒の遅角量の単純平均である７°ＣＡに対応するＩＳＣバルブ１ｂの開度１０％を採用した場合と比較して、この例ではＩＳＣバルブ１ｂの開度が１３％であるので、最も点火時期の遅角量が大きい気筒が必要とする空気量に対応するＩＳＣバルブ１ｂの開度１８％に実際の前記開度を近づけることができる。従って、点火時期の遅角量が大きい気筒にもより適切な量の空気を供給してアイドリング回転数を安定させることができるようになる。   In the present embodiment, as described above, the weighted average of the retard amount obtained by giving a larger weight to the retard amount of the cylinder with the largest retard amount of the ignition timing than the retard amount of the other cylinders is used as a parameter. By determining the opening degree of the ISC valve 1b, the correction amount of the opening degree of the ISC valve corresponding to the retardation amount of the cylinder having the largest retardation amount of the ignition timing is more than the correction amount of the opening degree of the ISC valve 1b. Reflects greatly. Therefore, the correction range of the opening degree of the ISC valve 1b can be made larger than the mode in which the correction amount of the opening degree of the ISC valve is determined using the simple average of the retardation amount of each cylinder as a parameter. That is, in the above-described example, the opening degree of the ISC valve 1b is increased in this example as compared with the case where the opening degree of the ISC valve 1b corresponding to 7 ° CA which is a simple average of the retardation amount of each cylinder is adopted. Therefore, the actual opening degree can be brought close to the opening degree 18% of the ISC valve 1b corresponding to the air amount required by the cylinder having the largest retard amount of the ignition timing. Accordingly, it is possible to stabilize the idling speed by supplying a more appropriate amount of air to the cylinder having a large retard amount of the ignition timing.

次に、本発明の第２実施形態について述べる。   Next, a second embodiment of the present invention will be described.

本実施形態に係るエンジン１００は、上述した第１実施形態に係るエンジン１００と同様の構成を有する。   The engine 100 according to the present embodiment has the same configuration as the engine 100 according to the first embodiment described above.

しかして、本実施形態においては、前記ＩＳＣバルブ１ｂの開度の補正量を決定する際に、各気筒の遅角量に対応するＩＳＣバルブ１ｂの開度の補正量を取得し、取得したＩＳＣバルブ１ｂの開度の補正量を平均し、前記ＩＳＣバルブ１ｂの開度の補正量の平均に基づきＩＳＣバルブ１ｂの開度を制御するプログラムを電子制御装置６に内蔵してある。そして、本実施形態においても、上述した第１実施形態におけるのと同様に、図３に示すような開度補正量マップを電子制御装置６に内蔵してあり、各気筒の遅角量に対応するＩＳＣバルブ１ｂの開度の補正量を取得する際にはこの開度補正量マップを参照する。   Therefore, in the present embodiment, when determining the correction amount of the opening degree of the ISC valve 1b, the correction amount of the opening degree of the ISC valve 1b corresponding to the retardation amount of each cylinder is acquired, and the acquired ISC The electronic control device 6 incorporates a program that averages the correction amount of the opening degree of the valve 1b and controls the opening degree of the ISC valve 1b based on the average of the correction amount of the opening degree of the ISC valve 1b. Also in the present embodiment, as in the first embodiment described above, an opening degree correction amount map as shown in FIG. 3 is built in the electronic control unit 6 and corresponds to the retard amount of each cylinder. When the correction amount of the opening degree of the ISC valve 1b to be acquired is acquired, this opening degree correction amount map is referred to.

点火時期の遅角制御及びＩＳＣバルブ１ｂの開度の制御を実施するプログラムの概略手順を、フローチャートである図２を参照して説明する。   A general procedure of a program for performing ignition timing retard control and ISC valve 1b opening control will be described with reference to FIG. 2 which is a flowchart.

ステップＳ１１では、各気筒の点火時期の遅角量をそれぞれ決定する。   In step S11, the retard amount of the ignition timing of each cylinder is determined.

ステップＳ１２では、各気筒の点火時期の遅角量をパラメータとし、開度補正量マップを参照して前記各気筒の点火時期の遅角量に対応するＩＳＣバルブ１ｂの開度の補正量をそれぞれ算出する。   In step S12, the amount of correction of the opening of the ISC valve 1b corresponding to the amount of retardation of the ignition timing of each cylinder is referred to with reference to the opening correction amount map using the amount of retardation of the ignition timing of each cylinder as a parameter. calculate.

ステップＳ１３では、ステップＳ１２で算出したＩＳＣバルブ１ｂの開度の補正量の平均を算出する。   In step S13, the average of the correction amounts for the opening of the ISC valve 1b calculated in step S12 is calculated.

ステップＳ１４では、ＩＳＣバルブ１ｂの開度がステップＳ１３で算出した値となるよう補正する制御を行う。   In step S14, control is performed to correct the opening of the ISC valve 1b to the value calculated in step S13.

すなわち、図３に示す例の場合、以下に述べるようにしてＩＳＣバルブ１ｂの開度が補正される。   That is, in the case of the example shown in FIG. 3, the opening degree of the ISC valve 1b is corrected as described below.

ステップＳ１１により、３つの気筒の点火時期の遅角量をそれぞれ５°ＣＡ、７°ＣＡ、及び９°ＣＡと決定し、ステップＳ１２により各気筒の点火時期の遅角量に対応するＩＳＣバルブ１ｂの開度の補正量を求める。この例では、前記補正量は点火時期の遅角量が小さい順にそれぞれ５％、１０％、及び１８％である。これを受け、ステップＳ１３により、前記ＩＳＣバルブ１ｂの開度の平均を求める。この例では、ＩＳＣバルブ１ｂの開度の平均は以下のようにして求められる。   In step S11, the retard amounts of the ignition timings of the three cylinders are determined as 5 ° CA, 7 ° CA, and 9 ° CA, respectively. In step S12, the ISC valve 1b corresponding to the retard amount of the ignition timing of each cylinder. The correction amount of the opening degree of is obtained. In this example, the correction amounts are 5%, 10%, and 18%, respectively, in ascending order of the ignition timing retardation amount. In response, in step S13, an average opening degree of the ISC valve 1b is obtained. In this example, the average opening degree of the ISC valve 1b is obtained as follows.

（５＋１０＋１８）／３＝１１（％）
そして、ステップＳ１４により、ＩＳＣバルブ１ｂの開度がステップＳ１３で算出した前記平均となるように補正する制御を行う。 (5 + 10 + 18) / 3 = 11 (%)
In step S14, control is performed so that the opening of the ISC valve 1b is corrected to the average calculated in step S13.

ここで、前記ステップＳ１３で算出したＩＳＣバルブ１ｂの開度の平均１１％は、各気筒の遅角量の単純平均である７°ＣＡに対応するＩＳＣバルブ１ｂの開度１０％よりも大きい。すなわち、本実施形態によっても、ＩＳＣバルブ１ｂの開度を、各気筒の遅角量の単純平均よりも大きな遅角量に対応する値に設定している。   Here, the average opening degree of the ISC valve 1b calculated in step S13 is larger than the opening degree 10% of the ISC valve 1b corresponding to 7 ° CA, which is a simple average of the retardation amount of each cylinder. That is, also in this embodiment, the opening degree of the ISC valve 1b is set to a value corresponding to a retard amount larger than the simple average of the retard amounts of each cylinder.

以上に述べたように、本実施形態によっても、最も点火時期の遅角量が大きい気筒の遅角量に対応するＩＳＣバルブ１ｂの開度の補正量を実際のＩＳＣバルブ１ｂの開度の補正量により大きく反映させることができ、従って、各気筒の遅角の大きさの単純平均をパラメータとしてＩＳＣバルブ１ｂの開度の補正量を決定する態様と比較して、ＩＳＣバルブ１ｂの開度の補正幅をより大きくとることができる。すなわち、各気筒の遅角量の単純平均である７°ＣＡに対応するＩＳＣバルブ１ｂの開度１０％を採用した場合と比較して、上述した例では、ＩＳＣバルブ１ｂの開度が１１％であるので、最も点火時期の遅角量が大きい気筒が必要とする空気量に対応するＩＳＣバルブ１ｂの開度１８％に実際の前記開度を近づけることができる。従って、点火時期の遅角量が大きい気筒にもより適切な量の空気を供給してアイドリング回転数を安定させることができるようになる。また、本実施形態によれば、点火時期の遅角度の加重平均を求める際の係数を設定する手間を省くことができるので、ＩＳＣバルブ１ｂの開度の補正幅を簡単に求めることができるとともに、先に各気筒がそれぞれ必要とするＩＳＣバルブ１ｂの開度の補正幅を直接決定してから平均を求めるので、適切なＩＳＣバルブ１ｂの開度の補正幅を精度よく求めることができる。   As described above, according to the present embodiment, the correction amount of the opening amount of the ISC valve 1b corresponding to the retardation amount of the cylinder having the largest ignition timing retardation amount is corrected to the actual opening amount of the ISC valve 1b. Therefore, the opening degree of the ISC valve 1b is compared with the aspect in which the correction amount of the opening degree of the ISC valve 1b is determined using the simple average of the magnitudes of the retardations of the cylinders as parameters. The correction range can be made larger. That is, in the above-described example, the opening degree of the ISC valve 1b is 11% compared to the case where the opening degree 10% of the ISC valve 1b corresponding to 7 ° CA, which is a simple average of the retardation amount of each cylinder. Therefore, the actual opening can be made closer to the opening 18% of the ISC valve 1b corresponding to the air amount required by the cylinder having the largest ignition timing retardation amount. Accordingly, it is possible to stabilize the idling speed by supplying a more appropriate amount of air to the cylinder having a large retard amount of the ignition timing. In addition, according to the present embodiment, it is possible to save time and effort for setting a coefficient when calculating a weighted average of the retard angle of the ignition timing, and thus it is possible to easily determine the correction range of the opening degree of the ISC valve 1b. Since the average is obtained after directly determining the correction range of the opening of the ISC valve 1b required for each cylinder, the appropriate correction range of the opening of the ISC valve 1b can be obtained with high accuracy.

なお、本発明は以上に述べた実施の形態に限られない。   The present invention is not limited to the embodiment described above.

例えば、上述した第１実施形態においては、各気筒の遅角量の単純平均より大きい気筒の遅角量に所定の係数１．２を乗算して遅角量の加重平均を求めるようにしているが、このような遅角量を有する気筒が複数存在する場合、大きい遅角量にはより大きな係数を乗算する態様が考えられる。例えば、該当する遅角量のうち最も小さいものには係数１．２、その次に小さいものには係数１．３、以下小さい遅角量から順に０．１ずつ加算した係数を乗算する態様が考えられる。また、最大の遅角量に係数１．４、それ以外で前記単純平均より大きい遅角量に係数１．２を乗算して遅角量の加重平均を求める態様も考えられる。   For example, in the first embodiment, the weighted average of the retard amount is obtained by multiplying the retard amount of the cylinder larger than the simple average of the retard amounts of each cylinder by a predetermined coefficient 1.2. However, when there are a plurality of cylinders having such a retard amount, a mode in which a larger coefficient is multiplied by the larger retard amount is conceivable. For example, there is a mode in which a coefficient of 1.2 is added to the smallest of the retardation amounts, a coefficient of 1.3 is the next smallest, and a coefficient obtained by adding 0.1 in order from the smallest retardation amount. Conceivable. Another possible mode is to obtain the weighted average of the retardation amount by multiplying the maximum retardation amount by a factor of 1.4, and by multiplying the retardation amount larger than the simple average by a factor of 1.2.

また、エンジン始動後にエンジンオイルの油温が上昇してエンジンオイルの粘度が低下し、エンジンのフリクションが減少するが、エンジン始動直後に点火時期の遅角制御を行う場合において、点火時期の遅角量に対応して求められるＩＳＣバルブ１ｂの開度を一定のままにしておくと、フリクションの減少に伴い必要な空気量が減少することに対応できず、アイドル回転数のふらつきが発生する不具合が生じうるが、この不具合の発生を防ぐべく、例えば次に述べるような制御を行うことが考えられる。   Also, after the engine is started, the oil temperature of the engine oil rises and the viscosity of the engine oil decreases, reducing the friction of the engine. However, when the ignition timing is retarded immediately after the engine is started, the ignition timing is retarded. If the opening of the ISC valve 1b calculated according to the amount is kept constant, the required air amount cannot be reduced as the friction is reduced, and the idling speed fluctuation may occur. Although it may occur, for example, the following control may be performed to prevent the occurrence of this problem.

すなわち、アイドル回転数のふらつきが発生する不具合の発生を防ぐべく、上述した第１及び第２実施形態において、点火時期の遅角量に対応して求められるＩＳＣバルブ１ｂの開度を、フリクションの減少に伴い、例えば図３の実線に示される開度補正量マップを参照して求められる値から同図の破線に示される開度補正量マップを参照して求められる値に減少させる制御を行うことが考えられる。   That is, in order to prevent the occurrence of the problem that the idling speed fluctuation occurs, in the first and second embodiments described above, the opening degree of the ISC valve 1b obtained corresponding to the retard amount of the ignition timing is set as the frictional amount. Along with the decrease, for example, control is performed to reduce the value obtained by referring to the opening correction amount map shown by the solid line in FIG. 3 to the value obtained by referring to the opening correction amount map shown by the broken line in FIG. It is possible.

このとき、エンジンのフリクションが減少したことの検知は、例えば、エンジンオイルの油温、ラジエータの水温、又は始動後の経過時間等を用いて行うようにし、油温ないし水温が所定の閾値未満である場合、又は始動後所定時間の間は図３の実線に示される開度補正量マップを、油温ないし水温が所定の閾値以上になった場合、又は始動後所定時間が経過した後は図３の破線に示される開度補正量マップをそれぞれ参照してＩＳＣバルブ１ｂの開度を決定するようにするとよい。   At this time, the reduction in engine friction is detected using, for example, the oil temperature of the engine oil, the water temperature of the radiator, or the elapsed time after the start, and the oil temperature or the water temperature is below a predetermined threshold. In some cases, or during a predetermined time after starting, the opening correction amount map shown by the solid line in FIG. 3 is displayed when the oil temperature or the water temperature exceeds a predetermined threshold or after a predetermined time has elapsed after starting. The opening degree of the ISC valve 1b may be determined with reference to the opening degree correction amount map indicated by the broken line 3.

また、開度補正量マップを、点火時期の遅角量及びエンジンオイルの油温をパラメータとして対応するＩＳＣバルブ１ｂの開度を示すものとし、同一の点火時期の遅角量に対応するＩＳＣバルブ１ｂの開度をエンジンオイルの油温上昇に応じて減少させるように設定してもよい。   Further, the opening correction amount map indicates the opening of the corresponding ISC valve 1b with the retard amount of the ignition timing and the oil temperature of the engine oil as parameters, and the ISC valve corresponding to the retard amount of the same ignition timing. You may set so that the opening degree of 1b may be decreased according to the oil temperature rise of engine oil.

このような制御を行えば、エンジンオイルの油温の上昇、ラジエータの水温の上昇、又は始動後の時間経過等によりエンジンのフリクションが減少した際にＩＳＣバルブ１ｂの開度を減少させるので、上述した不具合の発生を防ぐことができる。また、この制御は、特にＩＳＣバルブ１ｂの開度が大きな大量遅角時に有効である。   If such control is performed, the opening degree of the ISC valve 1b is reduced when the engine friction decreases due to an increase in the oil temperature of the engine oil, an increase in the water temperature of the radiator, or the passage of time after the start. The occurrence of malfunctions can be prevented. In addition, this control is particularly effective when the ISC valve 1b has a large opening when the opening degree is large.

その他、本発明の趣旨を逸脱しない範囲で種々変形が可能である。   In addition, various modifications can be made without departing from the spirit of the present invention.

本発明の第１実施形態に係るエンジンの概略図。1 is a schematic view of an engine according to a first embodiment of the present invention. 同実施形態に係る制御装置が行う処理を示すフローチャート。The flowchart which shows the process which the control apparatus which concerns on the same embodiment performs. 図２におけるエンジンの各気筒の点火時期の遅角量とＩＳＣバルブの開度の補正量との関係を示す図。The figure which shows the relationship between the retard amount of the ignition timing of each cylinder of an engine in FIG. 2, and the corrected amount of the opening degree of an ISC valve. 本発明の第２実施形態に係る制御装置が行う処理を示すフローチャート。The flowchart which shows the process which the control apparatus which concerns on 2nd Embodiment of this invention performs.

符号の説明Explanation of symbols

１ｂ…ＩＳＣバルブ
６…電子制御装置
７…中央演算処理装置
８…記憶装置
９…入力インターフェース
１１…出力インターフェース DESCRIPTION OF SYMBOLS 1b ... ISC valve 6 ... Electronic control unit 7 ... Central processing unit 8 ... Memory | storage device 9 ... Input interface 11 ... Output interface

Claims (2)

複数の気筒を有するとともに、スロットルバルブを迂回する迂回路を有し、アイドル回転制御を実行する際に該迂回路を通過する空気量を制御するためのＩＳＣバルブをさらに有する内燃機関において、
前記複数の気筒それぞれについて点火時期の遅角制御を行い、
各気筒ごとの遅角量に対応して吸入空気量を遅角量の増加につれて２次関数的に増量すべく前記ＩＳＣバルブの開度の補正量を取得するものであって、
前記ＩＳＣバルブの開度の補正量を、各気筒の遅角量の単純平均に対応する値よりも点火時期の遅角量が最も大きい気筒の遅角量に対応する値に近い値に決定することを特徴とする内燃機関の制御方法。 In an internal combustion engine having a plurality of cylinders, having a bypass that bypasses the throttle valve, and further having an ISC valve for controlling the amount of air that passes through the bypass when performing idle rotation control,
The ignition timing is retarded for each of the plurality of cylinders,
A correction amount for the opening of the ISC valve is acquired so as to increase the intake air amount in a quadratic function as the retardation amount increases, corresponding to the retardation amount for each cylinder ,
The correction amount of the opening degree of the ISC valve is determined to be a value closer to the value corresponding to the retard amount of the cylinder having the largest retard amount of the ignition timing than the value corresponding to the simple average of the retard amount of each cylinder. A control method of an internal combustion engine characterized by the above. 各気筒の遅角量に対応するＩＳＣバルブの開度の補正量をそれぞれ取得して平均し、
前記平均に基づきＩＳＣバルブの開度を制御することを特徴とする請求項１記載の内燃機関の制御方法。 Obtain and average the correction amount of the ISC valve opening corresponding to the retard amount of each cylinder,
2. The method for controlling an internal combustion engine according to claim 1, wherein the opening degree of the ISC valve is controlled based on the average.
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CN1074105C (en) * 1996-01-10 2001-10-31 臼井国际产业株式会社 Connecting structure and connecting method for connecting eye splice and slender metal tube

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CN1074105C (en) * 1996-01-10 2001-10-31 臼井国际产业株式会社 Connecting structure and connecting method for connecting eye splice and slender metal tube

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