JP2005054645A - Output controller of internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an output controller of an internal combustion engine which can reduce effectively an acceleration shock accompanying pressing of an accelerator pedal. <P>SOLUTION: The output controller of the internal combustion engine includes a calculator 14 for obtaining a predicted torque T<SB>E</SB>of the engine 4 based on a torque map from an intake manifold pressure Pm and an engine rotational speed N, a predicted model compensator 16 for outputting a target torque T<SB>O</SB>in which a longitudinal vibration of a vehicle is reduced based on the predicted model of the vehicle with the predicted torque T<SB>E</SB>as an input, and an ignition timing controller 20 for controlling ignition timing of the engine 4 based on a torque deviation ΔT between the target torque T<SB>O</SB>and the predicted torque T<SB>E</SB>from the predicted model compensator 16. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to an output control device for an internal combustion engine that reduces automobile vibrations, that is, so-called acceleration shocks, that occur when an accelerator pedal is depressed.

  In general, in an automobile, an acceleration shock occurs when the accelerator pedal is depressed, particularly when the accelerator pedal is depressed suddenly. Such an acceleration shock is caused by a sudden change of the engine torque due to a sudden depression of the accelerator pedal, resulting in a torsional vibration in the drive system of the automobile. Appears as an acceleration shock.

A method of gently opening the throttle is widely known to suppress the vibration of the drive system that is caused by the accelerator operation described above. However, such a method impairs the feeling of acceleration.
Further, as a background technique for suppressing the vibration as described above, as shown in FIG. 11, a vehicle model Gp that excites the inherent transmission characteristic between the throttle opening and the drive shaft torque, that is, the vibration of the drive system. An inverse function compensator (inverse filter) W (s) is provided for (s), and the throttle opening is controlled using such a compensator W (s) to suppress torsional vibrations and A technique for improving responsiveness is known.

In addition to this, there is known a so-called two-stage torque input technique in which a stepwise input signal (accelerator opening change) is input in two stages as shown in FIG.
Further, Patent Document 1 detects a specific vehicle state quantity, detects a rotational vibration component of a vehicle drive system included in the vehicle state quantity, and changes an engine torque and a gear ratio based on the detected rotational vibration component. However, a technique for suppressing vibration of the drive system is disclosed.
JP 2001-132501 A

However, among the above-described background art, the one provided with the compensator W (s) can cancel the vibration component of the output, but the vehicle model Gp (s) is complicated, and the optimum compensator W (s) It becomes difficult to build. In addition, although the two-stage torque input has a certain effect for suppressing the vibration (see FIG. 12), the target value must always be known and is not practical.
Furthermore, in the technique of Patent Document 1, it is necessary to consider the difference between the timing at which a specific vehicle state quantity occurs and the timing of the control output that generates the vehicle state quantity, that is, the existence of dead time. When high-precision processing including wasteful time is performed, the burden on the control processing device becomes extremely high and the practicality is poor.

  The present invention was devised in view of the above-mentioned problems, and, as its object, output control of an internal combustion engine that can effectively suppress the longitudinal vibration of the vehicle that occurs when the accelerator pedal is depressed with a simple configuration. To provide an apparatus.

  In order to solve the above-described object, the present invention provides an output control device for an internal combustion engine that controls the operation of an output regulator of the internal combustion engine based on a torque correlation value related to the output torque of the internal combustion engine. A pressure detection unit that detects an intake manifold pressure of the internal combustion engine, a torque correlation value prediction unit that predicts the torque correlation value based on the intake manifold pressure detected by the pressure detection unit, and a predetermined value based on the predicted torque correlation value A vibration component prediction unit that predicts a vibration component generated in the vehicle using the prediction model, a correction unit that calculates a correction torque correlation value that suppresses vehicle vibration based on the predicted vibration component, and a torque correlation value prediction unit And a control unit that controls the operation of the output regulator so as to reduce the torque deviation between the torque correlation value at the correction unit and the correction torque correlation value at the correction unit.

Preferably, the correction unit includes a control gain variable unit that sets the control gain to a large value in accordance with an increase in the vibration component predicted by the vibration component prediction unit.
Specifically, the prediction model is set based on a transfer function of a second-order lag system (Claim 3). In this case, ζ ′ is the target damping coefficient of the vehicle, ζ is the actual reduction coefficient of the vehicle, and ωn is the transmission. The natural frequency set according to the transmission ratio of s, where s is a Laplace operator, the transmission coefficient is expressed by 1 / (s ² + 2 · ζ · ω n · s + ω n ² ), and the control gain of the correction unit K is K = (ζ′−ζ) · 2 · ωn (Claim 4).

As the output regulator, the ignition timing control unit of the internal combustion engine can be used, and the control unit controls the ignition timing control unit to reduce the torque deviation. Specifically, the control unit controls the ignition timing control unit to retard the ignition timing and reduce the torque deviation (claim 6).
Further, the fuel supply control unit of the internal combustion engine can also be used as the output regulator, and the control unit controls the fuel supply control unit so as to reduce the torque deviation. Specifically, the control unit controls the fuel supply control unit to reduce the fuel injection amount or increase the air-fuel ratio to reduce the torque deviation (Claim 8). The torque deviation is reduced by retarding the injection timing (claim 9).

  According to the output control device for an internal combustion engine (claim 1), since the torque correlation value is predicted based on the intake manifold pressure of the internal combustion engine, the predicted torque correlation value accurately indicates the actual output torque of the internal combustion engine. Therefore, the torque deviation between the torque correlation value predicted in this way and the corrected torque correlation value calculated using a predetermined prediction model is effective in suppressing vehicle vibration without impairing acceleration. Control amount. Therefore, the operation of the output regulator is controlled based on the torque deviation and the output of the internal combustion engine is reduced. As a result, vibrations generated in the vehicle can be effectively suppressed, and can be prevented in advance. .

In such output control, feedback control is not performed based on the actual vibration of the vehicle, so there is no need to consider dead time, etc., so that the control process can be simplified and the vibration of the vehicle can be efficiently performed. Can be suppressed.
In addition, since the output control requires three strokes before being reflected in the output of the internal combustion engine, if the output control is performed at least three strokes before the target stroke of the internal combustion engine, the output control takes into account the delay time. As a result, the vibration of the vehicle can be more effectively suppressed.

Since the control gain in the correction unit is set larger in accordance with the increase in the vibration component predicted by the vibration component prediction unit (claim 2), the vibration of the vehicle is more effectively suppressed.
Since the prediction model is constructed based on a transfer function of a second-order lag system (claims 3 and 4), this prediction model is a vehicle model that approximates an actual vehicle, and uses a relatively simple transfer function. However, the vibration of the vehicle can be effectively suppressed.

  Since the control unit controls any one of the ignition timing, the fuel amount, the air-fuel ratio, or the fuel injection timing (Claims 5 to 9), the actual output torque of the internal combustion engine should be reliably reduced to eliminate the torque deviation. Can do.

FIG. 1 schematically shows an output control device for an internal combustion engine according to an embodiment.
The output control device includes an electronic control unit (ECU) 2 to which the engine speed N, the transmission gear ratio ρ, and the intake manifold pressure Pm are supplied.
Specifically, the internal combustion engine here is an in-cylinder injection type engine 4, the engine speed N is detected based on a signal from a crank angle sensor (not shown), and the gear ratio ρ is determined by the transmission. Obtained from a controller (not shown). The intake manifold pressure Pm is detected by a manifold pressure sensor (pressure detection unit) 6, which is attached to an intake manifold 12 downstream of the throttle 10 of the intake pipe 8. The pressure is detected as the intake manifold pressure Pm.

Here, the intake manifold pressure Pm changes as the accelerator opening APS changes as the accelerator pedal is depressed, and the throttle 10 is operated based on the accelerator opening APS, and the throttle opening TPS changes. .
Here, the operation device of the throttle 10 may be either a throttle-by-wire system or a mechanical link system in which the accelerator pedal and the throttle 10 are electrically connected.

In the ECU 2, first, the engine speed N and the intake manifold pressure Pm are supplied to a calculation unit (torque correlation value prediction unit) 14, and the calculation unit 14 predicts a predicted torque T _E (target torque) output from the engine 4. Correlation value) is calculated. Specifically, the calculation unit 14 based on the engine rotational speed N and the intake manifold pressure Pm, and a torque map for reading out the predicted torque T _E.

The calculation unit 14 supplies the prediction torque _TE to the prediction model compensator 16, while the gear ratio ρ is also supplied to the prediction model compensator 16. The prediction model compensator 16 calculates a target torque T _O that is optimal for suppressing the vehicle longitudinal vibration that accompanies the depression of the accelerator pedal described above. Details of the prediction model compensator 16 will be described later.
The target torque T _O and the predicted torque T _E calculated by the prediction model compensator 16 are respectively supplied to a subtracter (correction unit) 18, and the subtracter 18 deviates between the target torque T _O and the predicted torque T _E. That is, the torque deviation ΔT is calculated, and this torque deviation ΔT is supplied to the ignition timing controller (output regulator) 20.

The ignition timing controller 20 calculates an ignition timing retard amount R corresponding to the torque deviation ΔT and supplies the retard amount R to the subtractor 22.
On the other hand, the engine speed N and the intake manifold pressure Pm is also supplied to the calculator 24, the calculator 24 calculates a basic ignition timing I _B from the engine speed N and the intake manifold pressure Pm. Specifically, the calculation unit 24 also has an ignition timing map for determining a basic ignition timing I _B based on the engine rotational speed N and the intake manifold pressure Pm.

The basic ignition timing I _B calculated by the calculation unit 24 is supplied to the subtractor 22, and the subtracter 22 subtracts the retard amount R from the basic ignition timing I _B to calculate the target ignition timing I _O. Accordingly, the ignition timing controller 20 operates the ignition plug 24 of the engine 4 based on the target ignition timing I _O retarded by the retard amount R from the basic ignition timing I _B and starts the combustion stroke of the engine 4.

Therefore, according to the above-described output control device, in the situation where the longitudinal vibration of the vehicle occurs as the accelerator pedal is depressed, the output of the engine 4 is reduced as a result of the ignition timing being retarded. The back-and-forth vibration is effectively suppressed.
The above-described output control device controls the output of the engine 4 so as to suppress the longitudinal vibration of the vehicle without impairing the acceleration feeling of the vehicle, and FIG. 2 shows the longitudinal acceleration of the vehicle during general acceleration. The waveform is shown.

  Therefore, in realizing the predictive model compensator 16 described above, paying attention to the three factors of reducing the shock A, maintaining the rise time B and following the target value from the waveform of FIG. The target value for longitudinal acceleration must be set. These three factors correspond to A to C in FIG.

Reduction of shock A:
Since the shock A is a negative acceleration against the driver's intention to accelerate, the shock A is attenuated and the longitudinal acceleration is set to 0.1 G or less so as not to give the passenger a sense of discomfort.

Hold rise time B:
The rise time B (the time from reaching 10% to 90% of the target value) is a major factor that gives a feeling of acceleration, so it is held so that the rise time B does not become longer.

Follow-up to target value:
This is a condition for the driver to drive. As a result of the output of the engine 4 being controlled, if there is a delay in reaching the target longitudinal acceleration, the driver will perform a feedback operation such as further depressing the accelerator pedal. Thus, after a predetermined time has elapsed, the target acceleration must be converged according to the accelerator operation.

Next, before describing the configuration of the predictive model compensator 16, first, an overall vehicle model will be considered.
1. Overall Vehicle Model FIG. 3 shows a vehicle model, which is a drive system torsion model from the engine 4 to the transmission 5, differential 7 and tire 9, and an engine that transmits the drive system torsional vibration to the vehicle body. And a vehicle motion model that considers the elasticity of the mount and suspension of the transmission.

  The flywheel, gear and tire have three degrees of freedom, the suspension has one degree of freedom, the power plant (engine and transmission) and the rigid body each have three degrees of freedom: front and rear, up and down, and rotation. The vehicle overall model is a two-dimensional nonlinear model having a total of 10 degrees of freedom.

Then, when the entire vehicle model is expressed in a matrix in consideration of attenuation, the following equation (1) is obtained.
[M] {dX / t ² } + [C] {dX / t} + [K] {X} = {F} (1)
here,
[M]: 10 × 10 inertia matrix [C]: 10 × 10 damping matrix [K]: 10 × 10 stiffness matrix [F]: 10 × 1 force vector {X}: 10 × 1 displacement vector {dX / t} : Speed (first-order time derivative)
{DX / t ² }: Acceleration (second-order time derivative)
It should be noted that parameter correction is added to each matrix of the above formula by an actual vehicle test.

2. Simulation Model Here, when the predictive model compensator 16 is constructed, considering FIG. 1 as a simulation model, this simulation model is a torque control logic that executes ignition timing control in order to suppress the longitudinal vibration of the vehicle, that is, The ECU 2 includes an engine model EM that describes from the input of the accelerator opening to the accelerator pedal to the generation of torque in the engine 4, and a vehicle model VM that calculates the longitudinal vibration of the vehicle from the input of the engine torque.

3. Prediction model used to construct the prediction model compensator 16 Generally, the transfer function G (s) from the input u (s) of the nth order system to the output y (s) can be expressed by the following equation (2). .
G (s) = y (s) / u (s)
= (B _m · s ^m + b _m−1 · s ^m−1 +... + B ₁ · s + b ₀ ) /
(S ⁿ + a _n-1 · s ^n-1 + ... + a ₁ · s + a ₀ ) (2)

4). Lowering the prediction model In an output control device that requires real-time controllability, use a popular MPU (Micro Processing Unit) to calculate a higher-order transfer function G (s) as shown in Equation (2). Is disadvantageous in terms of calculation speed and accuracy. Therefore, it is necessary to appropriately reduce the order of the transfer function G (s) without sacrificing the original characteristics of the prediction model.

By the way, with respect to the stepwise engine torque change, the output waveform of the vehicle body longitudinal vibration (or the angular acceleration of the drive shaft) in the vehicle model VM can be approximated as a response waveform of a second-order lag system from the characteristics of the waveform (FIG. 4). reference).
That is, the transfer function G (s) from the engine torque to the longitudinal vibration of the vehicle body can be approximated by the following equation (3).
G (s) ≈ (K _P · ωn ² ) / (s ² + 2 · ζ · ωn · s + ωn ² ) (3)
In Equation (3), K _P is a proportional gain, ζ is a damping coefficient of vehicle longitudinal vibration, ω n is a natural frequency (basic order) set in accordance with the gear ratio ρ, and s is a Laplace operator. .

5). Construction of Prediction Model Compensator 16 Accordingly, the prediction model compensator 16 can construct Equation (3) as a prediction model. Here, considering the feedback control system shown in FIG. 5 as the predictive model compensator 16, the predictive model compensator 16 predicts the longitudinal vibration of the vehicle, that is, the vibration component, from the input signal using the predictive model. And a feedback compensation unit (correction unit) 28 that corrects the input signal as an output signal that suppresses vehicle longitudinal vibration based on the vibration component predicted by the vibration component prediction unit 26. Composed.

More specifically, the vibration component prediction unit 26 uses a transfer function G (s) ′ = 1 / (s ² + 2 · ζ · ω n · s + ω n ² ) as a prediction model and a transfer function G (s) ′ as a prediction model. And a differentiating unit for outputting a speed dX / dt obtained by differentiating the displacement X output from the motor.
Further, the feedback compensation unit 28 feedback-corrects the damping torque with respect to the input r (s) so as to suppress the longitudinal vibration of the vehicle based on the vibration component dX / dt predicted by the vibration component prediction unit 2. It is configured.

The control gain K corrected by the feedback compensation unit 28 can be expressed as K = (ζ′−ζ) · 2 · ωn, where ζ ′ is the target damping coefficient of the vehicle longitudinal vibration.
Here, the output signal u (s) of the prediction model compensator 16 can be expressed by the following equation (4) using the input signal r (s).
u (s) = r (s) − ((K · s) / (s ² + 2 · ζ · ω n · s + ω n ² )) · u (s) (4)

Therefore, the closed loop transfer function from the input signal r (s) to the output signal u (s) is expressed by the following equation (5).
u (s) / r (s) = ((s ² + 2 · ζ · ωn · s + ωn ² )) /
(S ² +2 (ζ + K / (2 · ωn) · ωn · s + ωn ² ) (5)

The transfer function from the input signal r (s) to the output signal y (s) of the vehicle model VM is expressed by the following equation (6) from the equations (3) and (5).
y (s) / r (s) = (u (s) / r (s)) / (y (s) / u (s))
= (K _P · ωn ² ) / (s ² +2 (ζ + K / (2 · ωn) · ωn · s + ωn ² ) (6)

In the formula (6),
ζ tens K / (2 · ωn) = ζ ′ (7)
And the control gain K is adjusted to obtain the target damping coefficient ζ ′ for suppressing the vehicle longitudinal vibration.

  Therefore, if the target damping coefficient ζ ′ and the natural frequency ωn are determined, the control gain K is uniformly determined from the equation (7). In addition to this, it is also possible to adjust the effectiveness (degree of action) of the control gain K by changing the target damping attenuation ζ ′ according to the speed of the amplitude of the longitudinal vibration of the vehicle. For example, the control gain K may be set to the target damping coefficient ζ ′ = 1 when the vibration speed of the vehicle longitudinal vibration is within a predetermined range, or when the vibration speed is within the predetermined range, It is also possible to provide a dead zone so that the control gain K does not act.

Further, as shown in FIG. 5, the prediction model compensator 16 includes a feedback compensation unit 28 in a direction to suppress the longitudinal vibration of the vehicle in accordance with an increase in the differential value dX / dt of the output X from the vibration component prediction unit 26. The control gain variable unit 30 for varying the control gain K can be provided. If such a control gain variable part 30 is provided, the vibration suppression effect can be enhanced.
Accordingly, the output control device as apparent from FIG. 1, a prediction model compensator 16 constructed from the prediction model as described above between the calculator 14 and a subtracter 18 for calculating a predicted torque T _E, The predictive model compensator 16 can output an effective target torque T _O in order to effectively suppress the longitudinal vibration of the vehicle accompanying the depression of the accelerator pedal.

As a result, the ignition timing by the spark plug 24 is retarded based on the torque deviation ΔT between the target torque T _O and the predicted torque T _E , so that the output of the engine 4 is reduced and the vehicle longitudinal vibration, that is, The acceleration shock can be effectively reduced, and the acceleration feeling of the vehicle is not impaired at this time.
Since the predicted torque T _E calculated by the calculation unit 14 is obtained from the engine speed N and the intake manifold pressure Pm based on the torque map, the predicted torque T _E accurately indicates the actual torque of the engine 4. It will be a thing. Therefore, since the prediction model compensator 16 accurately outputs the target torque T _O with respect to the actual torque of the engine 4, the longitudinal vibration of the vehicle is suppressed with high accuracy.

In this respect, instead of the predicted torque T _E obtained from the torque map, estimates the torque of the engine 4 from a throttle opening TPS, matching of Seruberu throttle the estimated torque to the target torque obtained by the prediction model compensator 16 When the TPS is to be controlled, the estimated torque does not completely indicate the actual torque of the engine 4 over the entire throttle opening TPS, so that the longitudinal vibration of the vehicle cannot be effectively suppressed.

  That is, when viewed from the pressure ratio Pr (= Pm / Pa) of the intake manifold pressure Pm to the atmospheric pressure Pa, until the pressure ratio Pr reaches a predetermined value (critical pressure), the flow rate of air passing through the throttle 10 is the throttle Although it is proportional to the opening TPS, if the pressure exceeds the critical pressure, even if the throttle opening TPS does not change, the air flow rate through the throttle decreases according to the flow function as the pressure ratio Pr increases, and is estimated from the throttle opening TPS. The estimated torque is far from the actual torque of the engine 4.

Therefore, if the estimated torque estimated from the throttle opening TPS is input to the prediction model compensator 16, the prediction model compensator 16 does not accurately output the target torque, so that the longitudinal vibration of the vehicle is effectively suppressed. I can't.
In this regard, since the predicted torque T _E is pinpoint the actual torque of the engine 4, to the prediction model compensator 16 never suffer a problem described above, also in the case of using the estimated torque, throttle electronic control throttle In this embodiment, an electronically controlled throttle is not necessary.

  Further, since the prediction model compensator 16 does not include the dead time that must be taken into account in the above-mentioned Japanese Patent Application Laid-Open No. 2001-132501, the prediction model compensator 16 can be greatly simplified.

6). Confirmation of effect of compensator by simulation As simulation conditions, it is assumed that torque reduction of the engine 4 by ignition timing control is possible up to 40% of the maximum torque of the engine 4, and the engine speed N is in the vicinity of 1500 rpm. The throttle opening TPS was changed stepwise from 0% to 50% in 0.1 seconds.

The acceleration shock is most problematic when the speed ratio ρ reaches a maximum value of 2.3 (for example, the first gear), and the simulation results when the speed ratio ρ is 2.3 are shown in FIGS. 8 and 9 show the simulation results when the gear ratio ρ is 1.
6 and FIG. 8 represents the change in the engine torque, the target torque waveform in the figure shows the target torque T _O which is calculated in every 10msec at ECU 2.

As shown in FIG. 7, when the speed ratio ρ is 2.3, the longitudinal acceleration is suppressed by about 1/5 compared to the case without control, and when the speed ratio ρ is 1 as shown in FIG. However, since the longitudinal acceleration is suppressed by about 1/3 compared to the case without control, it can be seen that the longitudinal vibration of the vehicle, that is, the acceleration shock can be greatly reduced.
The present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the spirit of the present invention.

For example, in the above-described embodiment, the ignition timing is controlled in order to reduce the torque of the engine 4, but instead of the ignition timing controller 20, as shown in FIG. When the control device 32 for controlling the fuel ratio or the engine 4 is an in-cylinder injection type gasoline engine, an output regulator such as the control device 34 for controlling the fuel injection timing is used to eliminate the torque deviation ΔT. The engine torque may be reduced.
Further, the present invention is not limited to a gasoline engine but can be applied to a diesel engine.

It is a control block diagram which shows the outline | summary of the output control apparatus of the internal combustion engine which concerns on one Embodiment. It is a figure for demonstrating the target acceleration of the output control apparatus of one Embodiment. It is a figure for demonstrating the whole vehicle model. It is a figure which compares and shows the step response of the secondary delay type | system | group concerning the output control apparatus of one Embodiment, and a high-order step response. It is a figure for demonstrating the compensator of one Embodiment. It is a graph which shows the torque reduction effect of one Embodiment. It is a graph which shows the reduction effect of the longitudinal acceleration in one Embodiment. It is a graph which shows the torque reduction effect of one Embodiment. It is a graph which shows the reduction effect of the longitudinal acceleration in one Embodiment. It is a figure for demonstrating a modification. It is a figure for demonstrating background art. It is a figure for demonstrating background art.

Explanation of symbols

2 ECU (control unit)
14 Calculation unit (torque correlation value prediction unit)
16 Prediction Model Compensation Unit 18 Subtractor (Correction Unit)
20 Ignition timing controller (output regulator)
24 calculation unit 26 vibration component prediction unit 28 feedback compensation unit (correction unit)

Claims (9)

In an output control device for an internal combustion engine that controls the operation of an output regulator of the internal combustion engine based on a torque correlation value related to the output torque of the internal combustion engine,
A pressure detector for detecting an intake manifold pressure of the internal combustion engine;
A torque correlation value prediction unit that predicts the torque correlation value based on the intake manifold pressure detected by the pressure detection unit;
A vibration component prediction unit that predicts a vibration component generated in the vehicle using a predetermined prediction model from the torque correlation value predicted by the torque correlation value prediction unit;
A correction unit that calculates a correction torque correlation value that suppresses vehicle vibration based on the vibration component predicted by the vibration component prediction unit;
A control unit that controls the operation of the output regulator so as to reduce a torque deviation between the torque correlation value predicted by the torque correlation value prediction unit and the correction torque correlation value calculated by the correction unit. An output control apparatus for an internal combustion engine, characterized by comprising:   2. The output control apparatus for an internal combustion engine according to claim 1, wherein the correction unit includes a control gain variable unit that sets a control gain to a large value in accordance with an increase in a vibration component predicted by the vibration component prediction unit. .   The output control device for an internal combustion machine according to claim 1, wherein the prediction model is set based on a transfer function of a second-order lag system. When ζ ′ is the target damping coefficient of the vehicle, ζ is the actual reduction coefficient of the vehicle, ωn is the natural frequency set according to the transmission gear ratio, and s is the Laplace operator,
The transmission coefficient is represented by 1 / (s ² + 2 · ζ · ωn · s + ωn ² ),
The output control device for an internal combustion engine according to claim 3, wherein the control gain K of the correction unit is K = (ζ'-ζ) · 2 · ωn. The output regulator is an ignition timing control unit of the internal combustion engine;
The output control apparatus for an internal combustion engine according to claim 1, wherein the control unit controls the ignition timing control unit to reduce the torque deviation.   6. The output control apparatus for an internal combustion engine according to claim 5, wherein the control unit controls the ignition timing control unit to retard the ignition timing to reduce the torque deviation. The output regulator is a fuel supply control unit of the internal combustion engine;
The output control device for an internal combustion engine according to claim 1, wherein the control unit controls the fuel supply control unit so as to reduce the torque deviation.   8. The output control apparatus for an internal combustion engine according to claim 7, wherein the control unit controls the fuel supply control unit to reduce the torque deviation by decreasing a fuel injection amount or increasing an air-fuel ratio.   The output control apparatus for an internal combustion engine according to claim 7, wherein the control unit controls the fuel supply control unit to retard the fuel injection timing to reduce the torque deviation.

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