JP2010019136A - Control device for internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent an unnecessary delay in ignition timing caused by a timelag between estimated torque and required torque. <P>SOLUTION: The ignition timing is set based on torque efficiency as a ratio of the required torque to the estimated torque. A required torque change rate is compared with responsiveness of torque with respect to operation of a throttle, and it is determined whether or not it is possible to achieve the requested torque change rate by the operation of the throttle. When it is possible to achieve the requested torque change rate, the torque efficiency is fixed to the maximum efficiency. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a control device for an internal combustion engine, and more particularly, to a control device for an internal combustion engine that controls ignition timing based on a ratio between an estimated torque and a required torque.

Conventionally, in a spark ignition type internal combustion engine, adjustment of ignition timing is used together with adjustment of air amount as means for controlling the torque. For example, in the technique described in Japanese Patent Application Laid-Open No. 2005-113877, the required torque is corrected based on the ignition timing efficiency determined according to the difference between the base ignition timing and MBT, and the required throttle is based on the efficiency-corrected required torque. The opening is calculated. Further, an estimated torque in MBT estimated from the actual air amount and the engine speed is obtained, and an ignition delay amount with respect to MBT is calculated based on a ratio between the estimated torque and the required torque before correction.
JP 2005-113877 A

  According to the technique described in the above publication, the throttle opening changes in accordance with a change in required torque, and the air amount changes in accordance with a change in throttle opening. Then, the estimated torque changes according to the change in the air amount. That is, the estimated torque changes following the required torque. In the process until the required torque is reflected in the estimated torque, various response delays such as a delay in arithmetic processing and signal transmission in the control device, a delay in the operation of the throttle, or a delay in the output of the sensor occur. For this reason, there is always a time lag between the estimated torque and the required torque.

  The above time lag causes a problem when the required torque is changing transiently, particularly when the required torque is decreasing. For example, as shown in FIG. 9, when the required torque changes in a vibrational manner, the estimated torque also changes in a vibrational manner following that. At this time, the time lag accompanying the various response delays described above appears as a phase lag between the estimated torque and the required torque. As a result, a period in which the estimated torque is larger than the required torque is periodically generated.

  According to the technique described in the above publication, since the ignition retard amount is determined according to the ratio between the estimated torque and the required torque, the ignition timing is higher than the MBT during the period when the estimated torque is larger than the required torque. It will be delayed. Such ignition retardation is automatically performed even when the ignition timing efficiency is set to the maximum efficiency, that is, when the operation at MBT is required. In other words, the technology described in the above publication may unnecessarily deteriorate the fuel consumption due to an unintended retardation of the ignition timing.

  The present invention has been made to solve the above-described problems, and is an internal combustion engine that can prevent an unnecessary retard of the ignition timing due to a time lag between the estimated torque and the required torque. An object of the present invention is to provide a control device.

In order to achieve the above object, a first invention is an internal combustion engine control apparatus capable of controlling an engine torque by an operation of an intake actuator for adjusting an intake air amount and an ignition timing.
Requested torque obtaining means for obtaining the requested torque;
Intake actuator control means for controlling the operation of the intake actuator based on the required torque;
Estimated torque calculating means for calculating an estimated torque when the ignition timing is set to the optimal ignition timing based on the operation of the intake actuator;
Torque efficiency calculating means for calculating a ratio between the required torque and the estimated torque as torque efficiency;
Ignition timing setting means for setting the ignition timing based on the torque efficiency;
A required torque change rate calculating means for calculating a change rate of the required torque;
A determination means that compares the required torque change rate with a response of torque to the operation of the intake actuator, and determines whether the required torque change rate can be achieved by the operation of the intake actuator;
Torque efficiency fixing means for fixing the torque efficiency to a maximum efficiency when the required torque change rate is achievable;
It is characterized by having.

The second invention is a control device for an internal combustion engine capable of controlling an engine torque by an operation of an intake actuator for adjusting an intake air amount and an ignition timing.
Requested torque obtaining means for obtaining the requested torque;
Intake actuator control means for controlling the operation of the intake actuator based on the required torque;
Estimated torque calculating means for calculating an estimated torque when the ignition timing is set to the optimal ignition timing based on the operation of the intake actuator;
A delay processing means for delaying the required torque so as to correct a phase shift between the required torque and the estimated torque;
Torque efficiency calculation means for calculating a ratio between the required torque after the delay processing and the estimated torque as torque efficiency;
Ignition timing setting means for setting the ignition timing based on the torque efficiency;
It is characterized by having.

According to a third invention, in the second invention,
The delay processing means delays the required torque used for calculating the torque efficiency by at least the response delay time of the intake actuator with respect to the change in the required torque.

According to a fourth invention, in the third invention,
The delay time of the required torque by the delay processing means includes a response delay time of the intake air amount with respect to the operation of the intake actuator.

According to a fifth invention, in any one of the second to fourth inventions,
The apparatus further comprises switching means for switching the required torque used for calculating the torque efficiency from the required torque after the delay process to the required torque before the delay process.

According to a sixth invention, in the fifth invention,
The switching means determines whether to prioritize fuel efficiency or torque accuracy based on the origin of the required torque. If the fuel efficiency is prioritized, the request torque after the delay process is used. It is characterized by switching to the required torque.

According to a seventh invention, in the fifth invention,
The switching means determines whether or not the rate of change of the required torque is greater than a predetermined value. If the rate of change of the required torque is less than or equal to a predetermined value, the required torque is used after the delay processing, and the required torque If the rate of change of is greater than a predetermined value, the torque is switched to the required torque before the delay process.

  According to the first aspect, when the change rate of the required torque can be achieved by the operation of the intake actuator, the torque efficiency that is the basis for setting the ignition timing is fixed to the maximum efficiency. For this reason, even if the estimated torque becomes larger than the required torque due to a time lag between the estimated torque and the required torque, unnecessary ignition retardation is prevented by fixing the torque efficiency to the maximum efficiency. . On the other hand, when the change rate of the required torque cannot be achieved only by the operation of the intake actuator, the ignition timing is set based on the torque efficiency as it is, so that the change of the required torque is achieved by the cooperation of the operation of the intake actuator and the ignition timing. Rate can be achieved.

  According to the second aspect of the invention, the torque efficiency that is the basis for setting the ignition timing is calculated using the required torque that has been delayed so as to correct the phase shift between the required torque and the estimated torque. . According to this, it is possible to prevent a decrease in torque efficiency due to a time lag between the estimated torque and the required torque, and thus an unnecessary ignition delay is prevented.

  According to the third aspect of the invention, the phase shift between the required torque and the estimated torque can be accurately corrected by considering the response delay time of the intake actuator with respect to the change in the required torque.

  According to the fourth aspect of the invention, the response delay time of the intake air amount with respect to the operation of the intake actuator is included in the delay time of the required torque, thereby correcting the phase shift between the required torque and the estimated torque with higher accuracy. Can do.

  According to the fifth aspect, since either the required torque after the delay process or the required torque before the delay process can be selected as the required torque used for calculating the torque efficiency, the ignition timing can be controlled according to the situation. Become.

  According to the sixth aspect of the present invention, when priority is given to fuel efficiency, the torque efficiency is calculated based on the required torque after the delay process, thereby preventing unnecessary ignition delay and improving fuel efficiency. Further, when priority is given to torque accuracy, torque efficiency is calculated based on the required torque before delay processing, thereby improving the follow-up accuracy of the actual torque with respect to the required torque by the ignition delay according to the ratio between the estimated torque and the required torque. be able to.

  According to the seventh aspect, when the change rate of the required torque is relatively small and can be achieved by the operation of the intake actuator, it is unnecessary by calculating the torque efficiency based on the required torque after the delay process. It is possible to improve ignition efficiency by preventing ignition delay. On the contrary, when the change rate of the required torque is relatively large and cannot be achieved only by the operation of the intake actuator, the torque efficiency is calculated based on the required torque before the delay process, thereby cooperating the operation of the intake actuator and the ignition timing. As a result, the rate of change of the required torque can be achieved, and high torque following performance can be ensured.

Embodiment 1 FIG.
Embodiment 1 of the present invention will be described with reference to FIGS. 1 to 3.

  FIG. 1 is a block diagram showing a configuration of a control device for an internal combustion engine as the first embodiment of the present invention. The control device of the present embodiment is applied to a spark ignition type internal combustion engine, and is a control device that controls each operation of an electronic control throttle (hereinafter simply referred to as a throttle) that is an actuator of a spark ignition type internal combustion engine and an ignition device. It is configured.

  The control device of the present embodiment is a so-called torque demand type control device that controls the operation of the throttle 8 and the ignition device 18 based on the required torque. Various required torques are input to the control device from a powertrain manager (not shown) provided at the upper level of the control system. The required torque includes torque required for vehicle control such as ECT (Electronic Controlled Transmission) and VSC (Vehicle Stability Control system) in addition to the driver required torque requested by the driver. The control device includes a torque arbitration unit 2 that aggregates request torques generated from these various torque request sources and adjusts them to one value. The arbitration here is an operation of obtaining one numerical value from a plurality of numerical values in accordance with a predetermined calculation rule. Calculation rules include, for example, maximum value selection, minimum value selection, averaging, or superposition. The plurality of calculation rules may be appropriately combined.

  First, the control of the throttle 8 based on the required torque will be described. The requested torque adjusted by the torque adjusting unit 2 is supplied to the target KL setting unit 4. The target KL setting unit 4 converts the required torque into an air amount (KL) using the KL map. Note that the air amount referred to here is the in-cylinder intake air amount per cycle, and may be replaced with a non-dimensional filling efficiency. The KL map is a multi-dimensional map with a plurality of parameters including torque as axes, and various operating conditions that affect the relationship between torque and air amount, such as ignition timing, engine speed, A / F, valve timing, and the like. Can be set as a parameter. Values obtained from the current operating state information are input to these parameters. However, the ignition timing is set to MBT as the optimum ignition timing. The target KL setting unit 4 sets the air amount converted from the required torque as the target air amount (target KL), and outputs it to the target throttle opening setting unit 6.

  The target throttle opening setting unit 6 converts the target air amount into the throttle opening using an inverse model of the intake system air model. The air model is a physical model of the intake system, and the response of the air amount to the operation of the throttle 8 is modeled based on fluid dynamics or the like. In the inverse air model, which is the inverse model, operating conditions that affect the relationship between the air amount and the throttle opening, such as valve timing and intake air temperature, can be set as parameters. Values obtained from the current operating state information are input to these parameters. The target throttle opening setting unit 6 sets the throttle opening converted from the target air amount as the target opening of the throttle, converts the set target opening into a command signal, and outputs it to the throttle 8. The throttle 8 operates so as to achieve the target opening according to the input command signal.

  Next, control of the ignition device 18 will be described. The signal used for ignition timing control in the control device of the present embodiment is torque efficiency. Torque efficiency is defined as the ratio of the required torque to the estimated torque of the internal combustion engine. The estimated torque used for calculating the torque efficiency is calculated based on the actual throttle opening realized by the throttle 8 as described below. The actual opening of the throttle 8 can be measured by a throttle opening sensor. It can also be calculated from the amount of rotation of the motor that drives the throttle 8.

  In calculating the estimated torque, first, the estimated KL calculating unit 10 calculates an air amount (estimated KL) that is estimated to be realized at the current throttle opening. The forward model of the aforementioned air model is used for calculating the estimated air amount. In addition, the air flow rate in the intake pipe measured by the air flow sensor is also used for the calculation by the air model.

  The estimated air amount calculated by the estimated KL calculating unit 10 is then converted into the estimated torque by the estimated torque calculating unit 12. The estimated torque calculation unit 12 converts the estimated air amount into torque using a torque map. The torque map is the reverse of the input and output of the KL map described above, with various operating conditions that affect the relationship between torque and air volume, such as ignition timing, engine speed, A / F, and valve timing, as parameters. Can be set. Values obtained from the current operating state information are input to these parameters, but the ignition timing is MBT. The estimated torque calculation unit 12 calculates the torque converted from the estimated air amount as the estimated torque in MBT.

  The torque efficiency is calculated by the torque efficiency calculator 14. The torque efficiency calculation unit 14 receives the requested torque from the torque arbitration unit 2, and the estimated torque calculation unit 12 receives the estimated torque. As described in “Problems to be Solved by the Invention”, there is a time shift, that is, a phase shift, between the estimated torque and the required torque.

  The torque efficiency calculated by the torque efficiency calculation unit 14 is guarded by the torque efficiency guard unit 20. Then, the torque efficiency after the guard process is input to the ignition timing setting unit 16. The torque efficiency guard unit 20 is operated by a signal from the change rate determination unit 22. The functions, functions, and effects of the torque efficiency guard unit 20 and the change rate determination unit 22 will be described in detail later.

  The ignition timing setting unit 16 converts the torque efficiency into the ignition timing using the ignition timing map. The ignition timing map is a multi-dimensional map with a plurality of parameters including torque efficiency as axes, and various operating conditions that affect the determination of ignition timing, such as required torque, A / F, and engine speed, are set as parameters. can do. Values obtained from the current operating state information are input to these parameters. According to the ignition timing map, when the torque efficiency is 1 which is the maximum efficiency, the ignition timing is set to MBT, and as the torque efficiency is smaller than 1, the ignition timing is set to be retarded with respect to MBT. The ignition timing setting unit 16 converts the ignition timing calculated from the torque efficiency into a command signal and outputs the command signal to the ignition device 18. The ignition device 18 performs an ignition operation according to the input command signal.

  This completes the description of the basic configuration of the control device of the present embodiment. Next, functions of the torque efficiency guard unit 20 and the change rate determination unit 22 which are essential parts for the control device of the present embodiment will be described.

  The torque efficiency guard unit 20 guards the input torque efficiency with the upper limit guard value and the lower limit guard value. The upper guard value is fixed at 1 for maximum efficiency. On the other hand, the lower limit guard value is normally set to an invalid value, and is set to 1 of the maximum efficiency that is an effective value only when the flag signal of the change rate determination unit 22 is on. Therefore, when the lower limit guard value of the torque efficiency guard unit 20 functions effectively, the torque efficiency is fixed to 1 regardless of the magnitude relationship between the estimated torque and the required torque.

  The change rate determination unit 22 calculates the change rate of the required torque output from the torque arbitration unit 2, more specifically, the change amount of the required torque per control cycle. Then, the change rate of the torque that can be realized by the operation of the throttle 8 is compared with the change rate of the required torque. The torque change rate that can be realized by the throttle 8 (maximum change rate that can be realized) is calculated based on the engine speed, the required torque, the maximum opening (full opening) of the throttle 8, and the like. For the calculation, a map based on actual measurement data or a physical model such as the air model described above can be used.

  As a result of the comparison, when the torque change rate that can be realized by the throttle 8 is larger than the required torque change rate, that is, when the required torque change rate can be realized by the throttle 8, as shown in FIG. Sets the flag signal on. In response to this flag signal, the torque efficiency guard unit 20 sets the lower limit guard value to 1. On the other hand, when the torque change rate that can be realized by the throttle 8 is smaller than the required torque change rate as shown in FIG. 3, the change rate determination unit 22 sets the flag signal to OFF. In this case, only the upper limit guard value functions in the guard process by the torque efficiency guard unit 20.

  According to the functions of the torque efficiency guard unit 20 and the change rate determination unit 22 as described above, when the change rate of the required torque can be achieved by the operation of the throttle 8, the torque efficiency is fixed to 1 which is the maximum efficiency. The ignition timing is forcibly set to MBT. According to this, even if the estimated torque becomes transiently larger than the requested torque due to a time lag between the estimated torque and the requested torque, the ignition retard is unnecessarily retarded due to this. There is no end to it. Therefore, it is possible to prevent deterioration of fuel consumption due to unnecessary ignition delay. Further, although a delay is caused by the time difference between the estimated torque and the required torque, a certain degree of torque following performance can be ensured by operating the throttle 8 so as to achieve the change rate of the required torque. it can.

  On the other hand, when the change rate of the required torque cannot be achieved only by the operation of the throttle 8, the torque efficiency in which only the upper limit is guarded is used for setting the ignition timing, so that the ignition timing depends on the ratio between the estimated torque and the required torque. Is delayed. According to this, the change rate of the required torque can be achieved by the cooperation of the operation of the throttle 8 and the ignition timing, and the torque tracking performance can be ensured.

  In the present embodiment, the torque arbitration unit 2 corresponds to the “required torque acquisition means” of the first invention in the configuration shown in FIG. The target KL setting unit 4 and the target throttle opening setting unit 6 constitute the “intake actuator control means” of the first invention. Further, the estimated KL calculating unit 10 and the estimated torque calculating unit 12 constitute the “estimated torque calculating means” of the first invention. The torque efficiency calculation unit 14 corresponds to the “torque efficiency calculation unit” of the first invention, and the ignition timing setting unit 16 corresponds to the “ignition timing setting unit” of the first invention. The change rate determination unit 22 corresponds to the “required torque change rate calculation unit” and the “determination unit” of the first invention, and the torque efficiency guard unit 20 corresponds to the “torque efficiency fixing unit” of the first invention. ing.

Embodiment 2. FIG.
Next, a second embodiment of the present invention will be described with reference to FIGS.

  FIG. 4 is a block diagram showing the configuration of the control device for the internal combustion engine as the second embodiment of the present invention. The difference between the control device according to the present embodiment and the control device according to the first embodiment is that means for preventing an unnecessary ignition delay caused by a time lag between the estimated torque and the required torque. Yes, the basic structure for torque demand control is common. Therefore, in FIG. 4, elements common to the first embodiment are denoted by the same reference numerals. In the following, the description of the configuration common to the first embodiment is omitted or simplified, and the configuration different from the first embodiment is mainly described.

  The control device of the present embodiment newly includes a required torque delay processing unit 30 instead of the torque efficiency guard unit 20 and the change rate determination unit 22 (see FIG. 1) according to the first embodiment. The required torque delay processing unit 30 is a unit that performs a predetermined delay process on the required torque supplied from the torque arbitration unit 2 to the torque efficiency calculation unit 14. Since the time change of the required torque precedes the time change of the estimated torque, the phase shift between the required torque and the estimated torque can be corrected by delaying the required torque. Although omitted in FIG. 4, the upper limit guard function for guarding the torque efficiency at the maximum efficiency 1 is also provided in the control device of the present embodiment.

The required torque delay processing unit 30 delays the required torque using a response delay model. The response delay model is obtained by modeling the response delay of the estimated torque with respect to the required torque, and FIG. 5 shows an image thereof. As shown in FIG. 5, the response delay of the estimated torque with respect to the required torque can be considered by dividing into the following four types of delay.
(1) Control delay from acquisition of required torque to determination of target throttle opening (2) Hardware delay until actual throttle opening changes according to target opening (3) Throttle opening changes (4) Control delay until the torque is estimated from the sensed air flow rate, etc.

  Among the delays (1) to (4), the delays (1), (2), and (4) are not significantly affected by the operating conditions, whereas the delays (3) vary depending on the operating conditions. . In the response delay model of the required torque delay processing unit 30, a fixed value obtained in advance by actual measurement is used for the former, and a variable that varies depending on operating conditions such as engine speed and load is used for the latter.

  According to the control device of the present embodiment, the torque efficiency is calculated using the required torque and the estimated torque that have been delayed by the required torque delay processing unit 30 described above. Since the required torque after the delay processing is in phase with the estimated torque, a decrease in torque efficiency due to a phase shift between the estimated torque and the required torque is prevented even in a transition period in which the required torque is changing. Therefore, according to the control device of the present embodiment, as with the control device of the first embodiment, it is possible to prevent deterioration of fuel consumption due to unnecessary ignition retardation.

  In the present embodiment, the torque arbitration unit 2 corresponds to the “required torque acquisition means” of the second invention in the configuration shown in FIG. The target KL setting unit 4 and the target throttle opening setting unit 6 constitute the “intake actuator control means” of the second invention. Further, the estimated KL calculation unit 10 and the estimated torque calculation unit 12 constitute the “estimated torque calculation means” of the second invention. The required torque delay processing unit 30 corresponds to the “delay processing means” of the second to fourth inventions. The torque efficiency calculation unit 14 corresponds to the “torque efficiency calculation unit” of the second invention, and the ignition timing setting unit 16 corresponds to the “ignition timing setting unit” of the second invention.

Embodiment 3 FIG.
Next, a third embodiment of the present invention will be described with reference to FIGS.

  FIG. 6 is a block diagram showing the configuration of the control device for the internal combustion engine as the third embodiment of the present invention. The control device of the present embodiment is based on the configuration of the control device of the second embodiment and has a configuration in which new elements are added. Therefore, in FIG. 6, the elements common to the second embodiment are denoted by the same reference numerals. Hereinafter, the description of the configuration common to the second embodiment will be omitted or simplified, and the configuration different from the second embodiment will be mainly described.

  An element newly added in the present embodiment is a selection unit 32 that selects a required torque. The selection unit 32 is provided on the input side of the torque efficiency calculation unit 14. The selection unit 32 receives the request torque delayed by the request torque delay processing unit 30 and the request torque that bypasses the request torque delay processing unit 30 (that is, has not been subjected to delay processing). The selection unit 32 selects one of these two types of required torque and outputs the selected torque to the torque efficiency calculation unit 14.

  The reason why the two types of required torques can be selected is as follows. FIG. 7 is a diagram showing a temporal change in the ignition timing realized when the torque efficiency is calculated using the required torque that has not been delayed, and FIG. 8 is a graph showing the torque efficiency using the required torque after the delay process. It is the figure which showed the time change of the ignition timing implement | achieved when it calculates. As can be seen by comparing the two, it is possible to prevent unnecessary retardation of the ignition timing by delaying the required torque and matching the phase with the estimated torque. However, on the other hand, the delay time (delay time shown in FIG. 8) cannot eliminate the difference between the estimated torque and the required torque (original required torque that has not been delayed) by the ignition delay. Therefore, the follow-up accuracy of the actual torque with respect to the required torque decreases accordingly.

  In this way, there are advantages and disadvantages in selecting either of the two required torques, but the advantages are better utilized by making a selection according to which of fuel efficiency and torque accuracy is prioritized. It becomes possible. Specifically, in the fuel efficiency priority situation, by calculating the torque efficiency based on the required torque after the delay process, unnecessary ignition delay can be prevented and the fuel efficiency can be improved. On the other hand, in a situation where torque accuracy is prioritized, the torque efficiency is calculated based on the required torque before the delay process, so that the actual torque follows the required torque by the ignition delay according to the ratio between the estimated torque and the required torque. Accuracy can be improved.

  The selection unit 32 switches the selection according to the type of torque request source that generates the required torque, more precisely, according to the source of the required torque. When the requested torque is only the driver requested torque from the driver, the requested torque delayed by the requested torque delay processing unit 30 is selected. In this case, improvement in fuel consumption by preventing unnecessary retardation is given priority over torque accuracy. On the other hand, when the required torque for vehicle control from VSC or the like is included in the required torque, the required torque not subjected to delay processing is selected. In this case, high control performance of the vehicle is required, and torque accuracy is given priority over fuel consumption.

  In the present embodiment, the selection unit 32 corresponds to the “switching means” of the fifth and sixth inventions in the configuration shown in FIG. The other correspondence relationship between the third embodiment and the present invention is common to the correspondence relationship between the second embodiment and the present invention.

Others.
Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention. For example, the following modifications may be made.

  In the above-described embodiment, the throttle is used as the intake actuator for adjusting the intake air amount. However, an intake valve with a variable valve lift mechanism may be used as the intake actuator. Further, an intake valve with a variable valve mechanism may be combined with the throttle. Furthermore, you may combine the variable valve timing mechanism of an intake valve and / or an exhaust valve.

  In the second and third embodiments, the required torque is delayed so as to correct all the delays (1) to (4) constituting the response delay of the estimated torque with respect to the required torque. It may be corrected. Even when only a part of the delay is corrected, it can be used to prevent unnecessary ignition delay as compared with a case where no delay process is performed. For example, the delay of (3) may be delayed by the delays of (1), (2), and (4) that can be handled as fixed values by excluding the delay.

  In the third embodiment, the selection unit 32 switches the selection according to the origin of the required torque. However, the selection unit 32 may switch the selection according to the change rate of the required torque. Specifically, the torque change rate (maximum changeable rate) that can be realized by the throttle 8 is calculated based on the engine speed, the required torque, the maximum opening (full opening) of the throttle 8, and the like and the required torque. The selection is switched based on the comparison result with the change rate.

  As a result of the comparison, if the change rate of the required torque is equal to or less than the torque change rate that can be realized by the throttle 8, the required torque delayed by the required torque delay processing unit 30 may be selected. Thereby, unnecessary ignition retardation can be prevented and fuel consumption can be improved. Further, by operating the throttle 8 so as to achieve the rate of change of the required torque, a certain degree of torque following performance can be ensured.

  On the other hand, if the change rate of the required torque is larger than the torque change rate that can be realized by the throttle 8, the required torque that has not been subjected to the delay process may be selected. As a result, the ignition timing is automatically retarded in accordance with the ratio between the estimated torque and the required torque, so that the rate of change of the required torque is achieved by the cooperation of the operation of the throttle 8 and the ignition timing. And high torque following performance can be ensured.

It is a block diagram which shows the structure of the control apparatus of the internal combustion engine as Embodiment 1 of this invention. It is a figure for demonstrating operation | movement of the torque efficiency guard part which concerns on Embodiment 1 of this invention. It is a figure for demonstrating operation | movement of the torque efficiency guard part which concerns on Embodiment 1 of this invention. It is a block diagram which shows the structure of the control apparatus of the internal combustion engine as Embodiment 2 of this invention. It is a figure for demonstrating operation | movement of the request | requirement torque delay process part which concerns on Embodiment 2 of this invention. It is a block diagram which shows the structure of the control apparatus of the internal combustion engine as Embodiment 3 of this invention. It is a figure for demonstrating operation | movement of the selection part which concerns on Embodiment 3 of this invention. It is a figure for demonstrating operation | movement of the selection part which concerns on Embodiment 3 of this invention. It is a figure for demonstrating the problem which arises by the time gap between request torque and estimated torque.

Explanation of symbols

2 Torque arbitration unit 4 Target KL setting unit 6 Target throttle opening setting unit 8 Electronic control throttle 10 Estimated KL calculation unit 12 Estimated torque calculation unit 14 Torque efficiency calculation unit 16 Ignition timing setting unit 18 Ignition device 20 Torque efficiency guard unit 22 Request Torque change rate determination unit 30 Required torque delay processing unit 32 Selection unit

Claims (7)

In a control device for an internal combustion engine capable of controlling the engine torque by the operation of the intake actuator that adjusts the intake air amount and the ignition timing,
Requested torque obtaining means for obtaining the requested torque;
Intake actuator control means for controlling the operation of the intake actuator based on the required torque;
Estimated torque calculating means for calculating an estimated torque when the ignition timing is set to the optimal ignition timing based on the operation of the intake actuator;
Torque efficiency calculating means for calculating a ratio between the required torque and the estimated torque as torque efficiency;
Ignition timing setting means for setting the ignition timing based on the torque efficiency;
A required torque change rate calculating means for calculating a change rate of the required torque;
A determination means that compares the required torque change rate with a response of torque to the operation of the intake actuator, and determines whether the required torque change rate can be achieved by the operation of the intake actuator;
Torque efficiency fixing means for fixing the torque efficiency to a maximum efficiency when the required torque change rate is achievable;
A control device for an internal combustion engine, comprising: In a control device for an internal combustion engine capable of controlling the engine torque by the operation of the intake actuator that adjusts the intake air amount and the ignition timing,
Requested torque obtaining means for obtaining the requested torque;
Intake actuator control means for controlling the operation of the intake actuator based on the required torque;
Estimated torque calculating means for calculating an estimated torque when the ignition timing is set to the optimal ignition timing based on the operation of the intake actuator;
A delay processing means for delaying the required torque so as to correct a phase shift between the required torque and the estimated torque;
Torque efficiency calculation means for calculating a ratio between the required torque after the delay processing and the estimated torque as torque efficiency;
Ignition timing setting means for setting the ignition timing based on the torque efficiency;
A control device for an internal combustion engine, comprising:   3. The control of the internal combustion engine according to claim 2, wherein the delay processing means delays the required torque used for calculating the torque efficiency by at least a response delay time of the intake actuator with respect to a change in the required torque. apparatus.   4. The control apparatus for an internal combustion engine according to claim 3, wherein the delay time of the required torque by the delay processing means includes a response delay time of the intake air amount with respect to the operation of the intake actuator.   5. The apparatus according to claim 2, further comprising a switching unit that switches the required torque used for calculating the torque efficiency from the required torque after the delay process to the required torque before the delay process. Control device for internal combustion engine.   The switching means determines whether to prioritize fuel efficiency or torque accuracy based on the origin of the required torque. If the fuel efficiency is prioritized, the request torque after the delay process is used. 6. The control device for an internal combustion engine according to claim 5, wherein the control torque is switched to the required torque.   The switching means determines whether or not the rate of change of the required torque is greater than a predetermined value. If the rate of change of the required torque is less than or equal to a predetermined value, the required torque is used after the delay processing, and the required torque 6. The control apparatus for an internal combustion engine according to claim 5, wherein if the rate of change of the engine is greater than a predetermined value, the torque is switched to the required torque before the delay process.

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