JP2006250133A - Torque control method and torque control device for internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a torque control method and a torque control device for an internal combustion engine for suitably carrying out torque control to a demand torque of the internal combustion engine for torque reduction, etc., with good accuracy, good response, and a necessary control width. <P>SOLUTION: When rotational frequency of the internal combustion engine is in a low area, the torque control is carried out by controlling an amount of air supplied to the internal combustion engine. When the rotational frequency of the internal combustion engine is in a high area, the torque is controlled by ignition timing. When a torque reduction amount by retarding the ignition timing becomes larger than a torque reduction amount by cutting fuel of the predetermined number of cylinders, torque reduction by cutting fuel of the predetermined number of cylinders is carried out in addition to torque reduction by retarding the ignition timing. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a torque control method and a torque control device for an internal combustion engine, and more particularly, to a torque control method and a torque control device for an internal combustion engine that perform torque reduction control.

  In general, torque reduction control of an internal combustion engine in an automobile is performed by reducing the amount of intake air, or performing ignition timing retard or fuel cut.

  As a conventional technique, there is a technique in which torque reduction control at the time of shifting of an automatic transmission connected to an internal combustion engine is realized by reducing intake air amount, retarding ignition timing, and cutting fuel (for example, Patent Document 1). ).

JP 2001-80389 A

  By the way, in the torque reduction control, torque reduction is performed by any one of reduction of intake air amount, ignition timing retard, and fuel cut.

  For this reason, the control with the intake air amount has a problem that the inertial force of the air sucked into the cylinder is large and the response of the torque change is poor at a high rotation speed.

  On the other hand, the retard of the ignition timing has a problem that the control range is not sufficient, and the fuel cut has a problem that it is difficult to perform the torque control with fine and high accuracy.

  The present invention has been made in view of the above-described problems, and an object of the present invention is to provide a required control width with high accuracy and responsiveness to a required torque of an internal combustion engine for torque reduction control or the like. It is an object to provide a torque control method and a torque control device for an internal combustion engine that appropriately perform torque control.

  The torque control method for an internal combustion engine according to the present invention is the torque control method for controlling the torque of the internal combustion engine, wherein the amount of air supplied to the internal combustion engine when the rotational speed of the internal combustion engine is in a low region according to the rotational speed of the internal combustion engine. Is controlled, and when the rotational speed of the internal combustion engine is high, at least one of torque control by ignition timing and torque control by fuel cut is performed.

  The torque control method for an internal combustion engine according to the present invention is the torque control method for controlling the torque of the internal combustion engine, wherein the amount of air supplied to the internal combustion engine when the rotational speed of the internal combustion engine is in a low region according to the rotational speed of the internal combustion engine. Torque control is performed by controlling the engine, and when the internal combustion engine is in a high speed range, torque control is performed by ignition timing, and the torque reduction amount due to ignition timing retard is greater than the torque reduction amount due to fuel cut of a predetermined number of cylinders. When it becomes larger, torque reduction by fuel cut of a predetermined number of cylinders is performed in addition to torque reduction by retarding the ignition timing.

  The torque control method for an internal combustion engine according to the present invention is a torque control method for controlling the torque of the internal combustion engine. When the rotational speed of the internal combustion engine is in a low region, the internal combustion engine is controlled according to the required torque. When torque control is performed by controlling the amount of air to be supplied and the required reduction amount of the required torque is not larger than the torque reduction amount due to fuel cut of a predetermined number of cylinders in a region where the rotational speed of the internal combustion engine is high, If torque reduction is performed by ignition timing retard and the required reduction amount of required torque is greater than the torque reduction amount due to fuel cut of a predetermined number of cylinders in the region where the rotational speed of the internal combustion engine is high, the ignition timing retard In addition to torque reduction, torque reduction is performed by cutting fuel of a predetermined number of cylinders.

  The torque control method for an internal combustion engine according to the present invention further provides a predetermined number of cylinders when there is a request for an increase in required torque under torque reduction execution by fuel cut of the predetermined number of cylinders in a region where the rotational speed of the internal combustion engine is high. The torque reduction due to the fuel cut is continued to reduce the retard amount of the ignition timing, and when the retard amount of the ignition timing falls below a predetermined value, the torque reduction due to the fuel cut of the predetermined number of cylinders is released and the predetermined number of cylinders are released. The reduction in torque reduction due to the release of torque reduction due to fuel cut is recovered by ignition timing retard.

  The region where the rotational speed of the internal combustion engine is low in the torque control method for an internal combustion engine according to the present invention is a rotational speed region in which the response of the required torque is slower than the delay in torque change due to the change in the intake air amount.

  On the other hand, a torque control apparatus for an internal combustion engine according to the present invention includes a first torque control means for controlling torque by controlling the amount of air supplied to the internal combustion engine, and a second for performing torque control by controlling ignition timing. Torque control means, third torque control means for performing torque control by fuel cut of a predetermined cylinder, rotation speed detection means for detecting the rotation speed of the internal combustion engine, and rotation of the internal combustion engine detected by the rotation speed detection means When the number is low, torque control is performed by controlling the intake air amount by the first torque control means according to the required torque, and the required reduction amount of the required torque is a predetermined number in the region where the rotational speed of the internal combustion engine is high. If the amount of torque reduction is not greater than the amount of torque reduction due to the fuel cut of the cylinder, torque reduction is performed by the ignition timing retarded by the second torque control means. When the required reduction amount of the required torque is larger than the torque reduction amount due to the fuel cut of a predetermined number of cylinders in the region where the rotational speed of the internal combustion engine is high, the ignition timing retarded by the second torque control means Control means for performing torque reduction by cutting the fuel of a predetermined number of cylinders by the third torque control means.

  The control means of the torque control device for an internal combustion engine according to the present invention further includes a request for increasing the required torque under execution of torque reduction by fuel cut of a predetermined number of cylinders in a region where the rotational speed of the internal combustion engine is high. If the third torque control means continues the fuel cut of a predetermined number of cylinders to reduce the retard amount of the ignition timing by the second torque control means, and if the retard amount of the ignition timing becomes a predetermined value or less, The fuel cut of the predetermined number of cylinders by the third torque control means is released, and the reduction of torque reduction due to the torque reduction release by the fuel cut of the predetermined number of cylinders is recovered by the ignition timing retard by the second torque control means. Take control.

  According to the present invention, torque reduction is performed by intake air amount control capable of precise torque control over a wide area in a low rotation range where sufficient response can be secured even by torque control by intake air amount control. Torque reduction control by performing ignition reduction control and fuel cut in ignition timing control that can ensure sufficient responsiveness even in high rotation range in high rotation range where torque control by intake air amount control cannot ensure sufficient response For example, torque control can be appropriately performed with a required control width with high accuracy and responsiveness to the required torque of the internal combustion engine.

  One embodiment of an internal combustion engine (engine) to which a torque control device and method according to the present invention are applied will be described with reference to FIG.

  The engine 50 includes an air cleaner 1 that removes foreign matter in the air sucked into the engine 50, an air flow meter 2 that measures the air flow rate, an electronic control throttle valve 3 that controls the air flow rate, and an electronic control throttle valve 3. A throttle actuator 4 for controlling, a throttle position sensor 5 for detecting the opening degree of the electronically controlled throttle valve 3, a throttle body 6 to which the electronically controlled throttle valve 3, the throttle actuator 4 and the throttle position sensor 5 are attached, and air The intake manifold 7 is distributed to each cylinder of the engine 50, and the intake valve 13 opens and closes the intake port 50A of each cylinder.

  The engine 50 is distributed to a fuel supply system by a fuel tank 8 for storing fuel, a fuel pump 9 for sending fuel to the engine 50, a fuel filter 10 for removing foreign matters contained in the fuel, and an intake manifold 7. An injector 11 that injects fuel into the air, and a pressure regulator 12 that adjusts the fuel pressure acting on the injector 11.

  An ignition plug 14 is attached to the engine 50 for each cylinder. The spark plug 14 ignites a mixture of air and fuel sucked into the combustion chamber 50B of each cylinder by spark discharge.

  The engine 50 includes an exhaust valve 15 that opens and closes an exhaust port 50C of each cylinder and an exhaust pipe 16 in the exhaust system.

The engine 50 includes a water temperature sensor 17 that measures the coolant temperature of the engine 50, a crank angle signal plate 18 that rotates in synchronization with the engine rotation, and a crank angle that is a signal used for ignition timing and fuel injection timing. A crank angle sensor 19 that detects the operation of the signal plate 18, a cam angle signal plate 21 that rotates in synchronization with the engine rotation, and an operation of the cam angle signal plate 21 that is a signal used for ignition timing and fuel injection timing. Are provided, an accelerator position sensor 23 for detecting the amount of depression of the accelerator pedal by the driver, and an O ₂ sensor 24 for detecting the oxygen concentration in the exhaust gas.

  The crank angle sensor 19 and the cam position sensor 22 constitute a rotational speed detection unit that detects the rotational speed of the engine 50.

  The engine 50 performs a shift control of an engine control controller (ECU) 60 that controls the engine 50 and a vehicle automatic transmission connected to the engine 50 as a control system, and the ECU 60 is configured to increase torque or torque. An AT control unit (C / U) 70 that requires reduction, and a vehicle control control unit (C / U) 80 that stabilizes the behavior of the vehicle and requests the ECU 60 to increase torque or torque reduction are provided.

  Air necessary for operating the engine 50 is taken from the air cleaner 1 and the air flow meter 2 measures the flow rate of the air. The air that has passed through the air flow meter 2 is distributed to each cylinder by an intake manifold 7 through an electric throttle valve 3 that controls the air flow rate attached to the throttle body 6. The distributed air flows into the combustion chamber 50B from the intake port 50A by opening the intake valve 13 during the intake stroke of the engine 50.

  On the other hand, the fuel in the fuel tank 8 is sucked and pressurized by the fuel pump 9 and supplied to the injector 11 disposed in the intake manifold 7 through the fuel filter 10.

  The ECU 60 calculates the fuel injection amount based on inputs from various sensors such as the air flow meter 2. Further, the ECU 60 detects the operation of the crank angle signal plate 18 with the crank angle sensor 19 and the operation of the cam angle signal plate 21 with the cam position sensor 22, respectively. The fuel injection by 11 and the ignition by the spark plug 14 are controlled.

  The ECU 60 calculates the driver request torque from the detection result of the accelerator position sensor 23. The opening degree of the electric throttle valve 3 that controls the intake air amount is determined in consideration of the result of this calculation and the torque increase or torque reduction request from the C / U for AT 70 and the C / U 80 for vehicle control.

  Next, the automatic transmission shifts with respect to the reference torque according to the input of the accelerator position sensor 23 which is the intention of the driver, and when the torque reduction from the AT C / U 70 occurs and the vehicle driving wheel slips. An outline of the control of the ECU 60 when torque reduction is generated from the vehicle control C / U 80 in order to stabilize the vehicle will be described with reference to FIG.

  The ECU 60 is a control means for performing torque control, and a target torque based on information on torque requested by the driver and the vehicle, and requested torque calculation means 101 for calculating the required torque by the driver's accelerator pedal operation. The target torque selection means 102 for selecting the engine, the intake air amount control means 103 for controlling the amount of air supplied to the engine 50 for achieving the target torque, and the actual torque of the engine 50 Basic engine torque calculating means 104 for calculating, fuel cut cylinder number calculating means 105 for calculating the number of fuel cut cylinders for cutting the fuel injection by the injector 11 and reducing the torque, and fuel control for controlling the fuel injection amount by the injector 11 Means 106 and ignition for retarding ignition timing and reducing torque Having a Tado amount calculating means 107, an ignition timing control means 108 for controlling the ignition timing.

  Here, the intake air amount control means 103 is the first torque control means, the combination of the ignition retard amount calculation means 107 and the ignition timing control means 108 is the second torque control means, and the fuel cut cylinder number calculation means. The combination of 105 and the fuel control means 106 is the third torque control means.

  From the output signal of the accelerator position sensor 23 corresponding to the depression of the accelerator pedal by the driver, the ECU 60 calculates the requested torque by the driver by the requested torque calculation means 101.

  The ECU 60 determines the target torque by the target torque selection means 102 when the torque reduction request is generated.

  The ECU 60 determines the intake air amount by the intake air amount control means 103 from the target torque determined by the target torque selection means 102 and the engine speed obtained from the output signals of the crank angle sensor 19 and the cam position sensor 22. The throttle actuator 4 is driven.

  The ECU 60 calculates the basic engine torque from the target torque by the basic engine torque calculation means 104, and calculates the fuel cut cylinder number calculation means 105 from the basic engine torque calculated by the basic engine torque calculation means 104, the required torque rate, and the engine speed. Thus, the number of fuel cut cylinders is determined, and the injector 11 is driven by the fuel control means 106 accordingly.

  The ECU 60 calculates the ignition retard amount by the ignition retard amount calculating means 107 from the number of fuel cut cylinders, the required torque rate, and the engine speed, and drives the spark plug 14 by the ignition timing control means 108 accordingly.

  The ECU 60 basically performs torque reduction only with the intake air amount control means 103 at the time of low engine speed (in a region where the engine 50 has a low rotation speed), ensures control accuracy with respect to the required torque, and increases engine speed. During rotation, torque reduction is performed by fuel cut or ignition timing retard, and control is performed to ensure responsiveness to the required torque. Further, at the time of high engine rotation, in a region where the torque reduction limit of the ignition timing retard is at least larger than the torque reduction at the time of one-cylinder fuel cut, the fuel cut and the ignition timing retard are used in combination. As a result, the control width is improved with respect to the required torque.

  Here, the region where the rotational speed of the engine 50 is low is a rotational speed region in which the response of the required torque is slower than the delay in torque change due to the change in the intake air amount.

  In the present embodiment, when the rotational speed of the engine 50 detected by the crank angle sensor 19 or the cam position sensor 22 is in a low region, the ECU 60 is an intake air amount control means that is a first torque control means according to the required torque. When the torque control is performed by the intake air amount control by 103 and the required reduction amount of the required torque is not larger than the torque reduction amount by the fuel cut of the predetermined number of cylinders in the region where the rotational speed of the engine 50 is high, the second Torque reduction is performed by retarding the ignition timing by the ignition retard amount calculating means 107 and the ignition timing control means 108, which are the torque control means of the engine, and the required reduction amount of the required torque in the region where the rotational speed of the internal combustion engine is high is one cylinder. If it is greater than the amount of torque reduction due to fuel cut, The torque reduction due to the fuel cut one cylinder by the fuel-cut number calculating means 105 and the fuel control means 106 is a third torque control means in addition to the torque reduction by the retard of the ignition timing by the torque control means.

  The ECU 60 further continues the fuel cut for one cylinder by the third torque control means when there is a request for an increase in the required torque under the execution of torque reduction by the fuel cut for one cylinder in the region where the engine 50 has a high rotational speed. If the retard amount of the ignition timing by the second torque control means is reduced and the retard amount of the ignition timing becomes equal to or less than a predetermined value, the fuel cut of one cylinder by the third torque control means is canceled, and the one cylinder Control is performed to recover the reduction in torque reduction due to the release of torque reduction due to fuel cut by retarding the ignition timing by the second torque control means.

FIG. 3 shows the torque response depending on the intake air amount when the engine speed is high or low.
The symbol NH indicates a state when the opening degree of the throttle actuator 4 for controlling the intake air amount is reduced at the time point Ta at the time of high engine rotation. At the time of high engine speed, the inertial force of the air sucked into the combustion chamber 50 is large. Therefore, the response delay of the rotational speed reduction by the intake air amount control is large, and the response of the torque change is poor.

  Reference numeral NL indicates a state in which the opening degree of the throttle actuator 4 that controls the intake air amount is reduced at the time Tb during low engine rotation. When the engine is running at low speed, the inertial force of the air sucked into the combustion chamber 50B is not large. Therefore, the response delay of the decrease in the rotational speed due to the intake air amount control is small, and the response of the torque change is good.

  Next, a processing flow of torque control according to the present embodiment will be described with reference to the flowchart of FIG.

  When there is a request torque reduction request (Yes in step S201), it is first determined whether or not the rotational speed of the engine 50 is equal to or less than a predetermined value. The predetermined value (threshold value) of the rotational speed is determined in advance according to the rotational speed at which the response of the required torque is slower than the delay in torque change due to the change in the intake air amount.

  If the rotational speed of the engine 50 is equal to or less than the predetermined value (Yes at Step S202), torque reduction corresponding to the required reduction amount of the required torque is performed by the intake air amount control by the intake air amount control means 103 (Step S203).

  On the other hand, when the rotational speed of the engine 50 is not less than or equal to the predetermined value (No at Step S202), the ignition retard amount calculation unit 107 calculates the ignition retard amount corresponding to the required reduction amount of the required torque, and controls the ignition timing accordingly. The ignition timing retard is performed by means 108, and torque reduction is performed (step S204).

  Under this ignition timing retard, it is determined whether or not the torque reduction amount due to the ignition timing retard is greater than the torque reduction amount due to the one-cylinder fuel cut (step S205).

  When the torque reduction amount due to the ignition timing retard becomes larger than the torque reduction amount due to the one-cylinder fuel cut (Yes at Step S205), the one-cylinder fuel cut is performed by the fuel cut cylinder number calculating means 105 and the fuel control means 106 in addition to the ignition timing retard. (Step S206). Simultaneously with the one-cylinder fuel cut, the ignition timing retard amount is reduced by an amount corresponding to the torque reduction amount due to the one-cylinder fuel cut. As a result, the torque reduction amount can be subsequently increased by controlling the ignition timing retard amount.

  If there is a request for increasing the required torque under execution of torque reduction only by the ignition timing retard (No at Step S205 → Yes at Step S207), the retard amount of the ignition timing is reduced according to the requested increase amount (Step S208).

  On the other hand, if there is a request to increase the required torque under the execution of torque reduction by ignition timing retard and one cylinder fuel cut (Yes at step S206 → step S209), the one cylinder fuel cut is continued and the ignition timing retard amount is increased. Reduce (step S210).

  Then, if the retard amount of the ignition timing becomes equal to or less than a predetermined value close to zero (Yes in step S211), the one-cylinder fuel cut is canceled, and the reduction of the torque reduction due to the torque reduction release by the one-cylinder fuel cut is reduced. Recover by increasing (step S212).

  FIG. 5 shows an example of a torque reduction operation when the engine speed at the time of requesting reduction of the required torque is low and high.

  The torque reduction operation is performed by controlling the amount of intake air taken into the engine 50, ignition timing control for controlling the timing for igniting the air-fuel mixture, and fuel cut cylinder number control for controlling the number of cylinders for cutting fuel.

  Before the required torque reduction occurs due to the driver's accelerator operation, automatic transmission shifting or driving wheel slip (time A), the intake air amount is constant, and ignition timing retard or fuel cut is not performed.

  In the period when the required torque reduction occurs (time points A to B), the ECU 60 reduces the intake air amount by the intake air amount control means 103 because the engine speed is lower than the threshold value Nx for determining the low rotation and the high rotation. Torque reduction is performed with only control. The threshold value Nx is set according to a limit value at which the response of the required torque is slower than the delay in torque change due to the change in the intake air amount.

  In a period (time points B to C) in which a request torque increase request is generated, the intake air amount control means 103 performs control to increase the intake air amount.

  In a period (time points C to D) in which the required torque is constant, the intake air amount is constant, and ignition timing retard and fuel cut are not performed.

  In the period (time points D to F) in which the required torque reduction request is generated, the engine speed is higher than the threshold value Nx. Therefore, the ECU 60 first calculates the ignition retard amount calculated by the ignition retard amount calculating means 107 at the time point D. Based on the above, the ignition timing is retarded with good response, and torque reduction is performed.

  If the torque reduction amount due to the ignition timing retard becomes a predetermined amount larger than the torque reduction amount due to the one-cylinder fuel cut while the required torque reduction is requested (time E), the torque reduction due to the one-cylinder fuel cut is added. At this time, the torque reduction of the ignition timing retard is reduced so as to offset the torque reduction for one cylinder fuel cut.

  Therefore, such control is possible in the region where the torque reduction limit of the ignition timing retard is at least larger than the torque reduction at the time of one-cylinder fuel cut.

  Thereafter, during the period from the time point E to F, torque reduction control by ignition timing retard is performed in a one-cylinder fuel cut state.

  Next, during the period (time points F to H) in which the request for increasing the required torque is generated, at the time points F to G, the retard amount of the ignition timing is decreased while the one-cylinder fuel cut is continued. Thereby, it is possible to cancel torque reduction with high accuracy.

  Since the retard amount of the ignition timing disappears at the time point G, the one-cylinder fuel cut is canceled and the fuel cut is recovered, and the torque reduction due to the one-cylinder fuel cut is handled only by the ignition timing retard.

  In this way, when the required torque reduction is requested, torque reduction is performed with a change in intake air amount that allows precise torque control at low revolutions, and ignition timing retard and fuel are emphasized during high revolutions with emphasis on responsiveness. Torque reduction can be performed by cutting.

  Further, when the torque reduction amount becomes a predetermined amount larger than the torque reduction amount due to the one-cylinder fuel cut, by executing the fuel cut and the ignition timing retard so as to become the required torque reduction amount, the subsequent required torque can be reduced. Even if it increases, it can be accurately controlled by returning the ignition timing retard.

The effects of this embodiment are summarized as follows.
(1) At low speed, the response is sufficient even if torque reduction is performed with a change in the intake air volume that allows precise torque control. The torque can be controlled with high accuracy by performing the ignition timing control and the torque reduction by the fuel cut.

  (2) At low speed, since the amount of intake air is small, the air inertia force is small. Therefore, it is possible to achieve torque reduction with intake air amount change by intake air amount control capable of precise torque control.

  (3) When the torque reduction amount is reduced by a fuel cut (by a predetermined amount greater than the torque reduction amount, the fuel cut and the ignition timing retard are executed in combination so that the required reduction amount is achieved. Even if the required torque increases, the control range can be increased by returning the ignition timing retard, and the control can be performed with high accuracy.

  (4) The torque can be accurately controlled by executing in a region where the amount of torque reduction due to the ignition timing retard is larger than the fuel cut of one cylinder.

  As mentioned above, although one embodiment of the present invention was described based on a drawing, this is one embodiment of the present invention to the last, and an engine having a fuel cut of a plurality of cylinders, various numbers of cylinders and cylinder arrangements, and directly in a cylinder. The present invention can also be applied to an engine for injecting fuel and an engine having a valve provided with an auxiliary air passage.

1 is a system configuration diagram showing one embodiment of an internal combustion engine to which a torque control device and method according to the present invention are applied. 1 is a block diagram showing one embodiment of a torque control device for an internal combustion engine according to the present invention. The graph which shows transition of the torque response by the air at the time of engine speed high and low. The flowchart which shows the processing flow of torque control by one Embodiment of this invention. The time chart which shows transition of the request torque, engine speed, intake air amount, ignition timing, and fuel cut cylinder number in one Embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Air cleaner 2 Air flow meter 3 Electronically controlled throttle valve 4 Throttle actuator 5 Throttle position sensor 6 Throttle body 7 Intake manifold 8 Fuel tank 9 Fuel pump 10 Fuel filter 11 Injector 12 Pressure regulator 13 Intake valve 14 Spark plug 15 Exhaust valve 16 Exhaust pipe 17 Water temperature sensor 18 Crank angle signal plate 19 Crank angle sensor 21 Cam angle signal plate 22 Cam position sensor 23 Acceleration position sensor 24 O ₂ sensor 50 Engine 50A Intake port 50B Combustion chamber 50C Exhaust port 60 Engine control controller (ECU)
DESCRIPTION OF SYMBOLS 70 Control unit for automatic transmissions 80 Control unit for vehicle control 101 Required torque calculation means 102 Target torque selection means 103 Intake air amount control means 104 Basic engine torque calculation means 105 Fuel cut cylinder number calculation means 106 Fuel control means 107 Ignition retard amount Calculation means 108 Ignition timing control means

Claims (7)

A torque control method for an internal combustion engine that controls the torque of the internal combustion engine according to the rotational speed thereof,
When the rotational speed of the internal combustion engine is low, torque control is performed by controlling the amount of air supplied to the internal combustion engine,
A torque control method for an internal combustion engine, wherein at least one of torque control based on ignition timing and torque control based on fuel cut is performed when the rotational speed of the internal combustion engine is high. A torque control method for an internal combustion engine that controls the torque of the internal combustion engine according to the rotational speed thereof,
When the rotational speed of the internal combustion engine is low, torque control is performed by controlling the amount of air supplied to the internal combustion engine,
When the rotational speed of the internal combustion engine is in a high range, torque control is performed based on ignition timing, and if the torque reduction amount due to ignition timing retard becomes greater than the torque reduction amount due to fuel cut of a predetermined number of cylinders, the torque due to ignition timing retard A torque control method for an internal combustion engine, characterized by performing torque reduction by cutting fuel of a predetermined number of cylinders in addition to reduction. A torque control method for an internal combustion engine that controls the torque of the internal combustion engine according to the rotational speed thereof,
When the rotational speed of the internal combustion engine is low, torque control is performed by controlling the amount of air supplied to the internal combustion engine according to the required torque,
In a region where the rotational speed of the internal combustion engine is high, if the required reduction amount of the required torque is not larger than the torque reduction amount due to the fuel cut of a predetermined number of cylinders, torque reduction is performed by retarding the ignition timing,
When the required reduction amount of the required torque is larger than the torque reduction amount due to the fuel cut of the predetermined number of cylinders in the region where the rotational speed of the internal combustion engine is high, in addition to the torque reduction due to the ignition timing retarded, the predetermined number of cylinders A torque control method for an internal combustion engine, wherein torque reduction is performed by fuel cut.   If there is a request for an increase in the required torque under execution of torque reduction by fuel cut of a predetermined number of cylinders in a region where the rotational speed of the internal combustion engine is high, torque reduction by fuel cut of the predetermined number of cylinders is continued and the ignition timing is increased. If the retard amount of the ignition timing is reduced to a predetermined value or less, the torque reduction due to the fuel cut of the predetermined number of cylinders is released, and the torque reduction is canceled by releasing the torque reduction due to the fuel cut of the predetermined number of cylinders. The torque control method for an internal combustion engine according to claim 3, wherein the engine is recovered by retarding the ignition timing.   The region where the rotational speed of the internal combustion engine is low is a rotational speed region in which the response of the required torque is slower than a delay in torque change due to a change in the intake air amount. A torque control method for an internal combustion engine as described. First torque control means for controlling torque by controlling the amount of air supplied to the internal combustion engine, second torque control means for controlling torque by controlling ignition timing, and torque control by fuel cut of a predetermined cylinder A torque control device for an internal combustion engine, comprising: a third torque control means for performing the following: and a rotation speed detection means for detecting the rotation speed of the internal combustion engine,
When the rotational speed of the internal combustion engine detected by the rotational speed detection means is in a low region, torque control is performed by intake air amount control by the first torque control means according to the required torque, and the rotational speed of the internal combustion engine is high. If the required reduction amount of the required torque in the region is not larger than the torque reduction amount due to the fuel cut of the predetermined number of cylinders, torque reduction is performed by the ignition timing retarded by the second torque control means, and the internal combustion engine When the required reduction amount of the required torque is larger than the torque reduction amount due to the fuel cut of the predetermined number of cylinders in the region where the rotational speed is high, in addition to the torque reduction due to the ignition timing retarded by the second torque control means Torque due to fuel cut of a predetermined number of cylinders by the third torque control means A control means for performing Dakushon, torque control apparatus for an internal combustion engine, characterized by further comprising.   The control means further has a predetermined number by the third torque control means when there is a request for an increase in required torque under execution of torque reduction by fuel cut of a predetermined number of cylinders in a region where the rotational speed of the internal combustion engine is high. The fuel cut of the cylinder is continued to reduce the retard amount of the ignition timing by the second torque control means, and when the retard amount of the ignition timing becomes a predetermined value or less, a predetermined number of the third torque control means The control of canceling the fuel cut of the cylinder and recovering the reduction of the torque reduction by releasing the torque reduction by the fuel cut of a predetermined number of cylinders by the ignition timing retarded by the second torque control means is performed. 6. A torque control device for an internal combustion engine according to 6.

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