JP2012092753A - Control apparatus for internal combustion engine - Google Patents

Control apparatus for internal combustion engine Download PDF

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JP2012092753A
JP2012092753A JP2010241172A JP2010241172A JP2012092753A JP 2012092753 A JP2012092753 A JP 2012092753A JP 2010241172 A JP2010241172 A JP 2010241172A JP 2010241172 A JP2010241172 A JP 2010241172A JP 2012092753 A JP2012092753 A JP 2012092753A
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ignition timing
engine speed
correction amount
value
difference
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JP5610979B2 (en
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Katsuhiro Shoda
勝博 正田
Shunsuke Fukaya
俊介 深谷
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Daihatsu Motor Co Ltd
Denso Corp
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Daihatsu Motor Co Ltd
Denso Corp
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

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  • Electrical Control Of Ignition Timing (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

PROBLEM TO BE SOLVED: To improve fuel consumption while suppressing the hunting of engine speed during idling.SOLUTION: A deviation dnenes between an actual measurement value of the engine speed and a target idling speed, a difference dneneav between the actual measurement value of the engine speed and an average movement value of the actual measurement value are obtained, and ignition timing is corrected based on a first ignition timing map describing the relationship between dnenes and dneneav, and the correction amount of the ignition timing. When a predetermined phenomenon that predicts the hunting of the engine speed is detected, the ignition timing is corrected based on a second ignition timing map where the correction amount is set to be larger than the first ignition timing map.

Description

本発明は、アイドル時にエンジン回転数を所定のアイドル目標回転数に収束させる内燃機関の制御装置に関する。   The present invention relates to a control device for an internal combustion engine that converges an engine speed to a predetermined target idle speed during idling.

車両等に搭載される内燃機関のアイドル時において、実測エンジン回転数がアイドル目標回転数を上回っている場合には点火時期を遅角補正し、逆に下回っている場合には点火時期を進角補正するアイドリング制御手法が公知である（例えば、下記特許文献を参照）。   When the internal combustion engine mounted on a vehicle or the like is idling, if the measured engine speed is higher than the target idling speed, the ignition timing is corrected, and if it is lower, the ignition timing is advanced. A known idling control method is known (see, for example, the following patent document).

エンジン回転数のハンチングが発生したときにこれを速やかに収束させるためには、点火時期の進角／遅角補正量（換言すれば、フィードバックゲイン）を大きく設定する方がよい。しかし、点火時期の進角／遅角補正量を大きくすることは、燃費面では不利を招くきらいがあった。   In order to quickly converge the engine speed hunting when it occurs, it is better to set the ignition timing advance / retard angle correction amount (in other words, feedback gain) large. However, increasing the advance / retard angle correction amount of the ignition timing may cause a disadvantage in terms of fuel consumption.

特開昭６４−０２４１６５号公報JP-A 64-024165

本発明は、アイドル時のエンジン回転数のハンチングを抑制しつつ燃費の向上を図ることを所期の目的としている。   An object of the present invention is to improve fuel efficiency while suppressing hunting of the engine speed during idling.

本発明では、エンジン回転数の実測値とアイドル目標回転数との偏差、及び、エンジン回転数の実測値と当該実測値の移動平均値との差分を演算し、前記偏差及び前記差分と点火時期の補正量との関係を規定する第一の点火時期マップに基づいて点火時期を補正するとともに、エンジン回転数のハンチングの発生を予見させる所定の事象を検知した場合には、前記偏差及び前記差分と点火時期の補正量との関係を規定しかつ前記第一の点火時期マップに比べて補正量が大きく設定された第二の点火時期マップに基づいて点火時期を補正することを特徴とする内燃機関の制御装置を構成した。   In the present invention, the deviation between the measured value of the engine speed and the idle target speed and the difference between the measured value of the engine speed and the moving average value of the measured value are calculated, and the deviation, the difference, and the ignition timing are calculated. If the ignition timing is corrected based on the first ignition timing map that defines the relationship with the correction amount of the engine, and if a predetermined event that predicts the occurrence of hunting of the engine speed is detected, the deviation and the difference And an ignition timing correction amount based on a second ignition timing map in which the correction amount is set larger than that of the first ignition timing map. The engine control device was configured.

ここで、エンジン回転数のハンチングの発生を予見させる所定の事象としては、例えば、反復的に検出している回転速度の瞬時値が閾値以上に大きく増減した場合や、偏差の絶対値が所定以上となった場合、エアコンや照明等の電気負荷のＯＮ／ＯＦＦが切り替えられた場合、変速機がシフトチェンジした場合、暖機が完了した（即ち、暖機のための燃料噴射量の増量補正を打ち切る）場合等を挙げることができる。   Here, as a predetermined event for predicting the occurrence of hunting of the engine speed, for example, when the instantaneous value of the rotational speed that is repeatedly detected greatly increases or decreases more than a threshold value, or when the absolute value of the deviation exceeds a predetermined value In this case, when an electric load such as an air conditioner or lighting is switched ON / OFF, or when the transmission shifts, the warm-up is completed (that is, the fuel injection amount increase correction for warm-up is corrected). For example).

前記第一の点火時期マップ及び前記第二の点火時期マップはそれぞれ、エンジン回転数の実測値から当該実測値の移動平均値を減算した差分が正でその絶対値が大きいほど点火時期の進角補正量を増し、前記差分が負でその絶対値が大きいほど点火時期の遅角補正量を増すものとする。   In each of the first ignition timing map and the second ignition timing map, as the difference obtained by subtracting the moving average value of the actual measurement value from the actual measurement value of the engine speed is positive and the absolute value is larger, the advance angle of the ignition timing It is assumed that the correction amount is increased, and that the retardation correction amount of the ignition timing is increased as the difference is negative and the absolute value thereof is larger.

本発明によれば、アイドル時のエンジン回転数のハンチングを抑制しつつ燃費の向上を図り得る。   According to the present invention, it is possible to improve fuel efficiency while suppressing hunting of the engine speed during idling.

本発明の一実施形態における内燃機関の構成を示す図。The figure which shows the structure of the internal combustion engine in one Embodiment of this invention. アイドル中のエンジン回転数、その移動平均、エンジン回転数と目標との偏差、エンジン回転数と移動平均との差分の時系列を例示する図。The figure which illustrates the time series of the engine speed during idle, its moving average, the deviation of an engine speed and a target, and the difference of an engine speed and a moving average. 同実施形態の制御装置が記憶保持している第一の点火時期マップを例示する図。The figure which illustrates the 1st ignition timing map which the control apparatus of the embodiment has memorize | stored. 同実施形態の制御装置が記憶保持している第一の点火時期マップを例示する図。The figure which illustrates the 1st ignition timing map which the control apparatus of the embodiment has memorize | stored. 同実施形態の制御装置がプログラムに従い実行する処理の手順を示すフロー図。The flowchart which shows the procedure of the process which the control apparatus of the embodiment performs according to a program.

本発明の一実施形態を、図面を参照して説明する。図１に一気筒の構成を概略的に示した火花点火式内燃機関０は、例えば自動車に搭載されるものである。内燃機関０の吸気系１には、アクセルペダルの踏込量に応じて開閉するスロットルバルブ１１を設けており、スロットルバルブ１１の下流にはサージタンク１３を一体に有する吸気マニホルド１２を取り付けている。サージタンク１３には、吸気管内圧力（または、吸気負圧）を検出する圧力センサ７１を配している。   An embodiment of the present invention will be described with reference to the drawings. A spark ignition internal combustion engine 0 schematically showing the configuration of one cylinder in FIG. 1 is mounted on, for example, an automobile. The intake system 1 of the internal combustion engine 0 is provided with a throttle valve 11 that opens and closes according to the amount of depression of the accelerator pedal, and an intake manifold 12 that integrally has a surge tank 13 is attached downstream of the throttle valve 11. The surge tank 13 is provided with a pressure sensor 71 for detecting the intake pipe pressure (or intake negative pressure).

排気系５には、排気マニホルド５１を取り付け、排出ガス浄化用の三元触媒５２を装着している。そして、触媒５２の上流にフロントＯ2センサ５３を、下流にリアＯ2センサ５４を、それぞれ配している。Ｏ2センサ５３、５４は、排出ガスに接触して反応することにより、排出ガス中の酸素濃度に応じた電圧信号を出力する。 An exhaust manifold 51 is attached to the exhaust system 5 and a three-way catalyst 52 for exhaust gas purification is attached. A front O 2 sensor 53 is disposed upstream of the catalyst 52, and a rear O 2 sensor 54 is disposed downstream. The O 2 sensors 53 and 54 output a voltage signal corresponding to the oxygen concentration in the exhaust gas by reacting in contact with the exhaust gas.

吸気系１と排気系５との間には、ＥＧＲ装置６を介設する。ＥＧＲ装置６は、始端が排気マニホルド５１に連通し終端がサージタンク１３に連通する外部ＥＧＲ通路６１と、ＥＧＲ通路６１上に設けた外部ＥＧＲバルブ６２とを要素としてなる。ＥＧＲバルブ６２を開放すれば、排出ガスを排気系５から吸気系１へと還流して吸気に混合する外部ＥＧＲを実現できる。   An EGR device 6 is interposed between the intake system 1 and the exhaust system 5. The EGR device 6 includes an external EGR passage 61 having a start end communicating with the exhaust manifold 51 and a terminal end communicating with the surge tank 13, and an external EGR valve 62 provided on the EGR passage 61. If the EGR valve 62 is opened, an external EGR that recirculates the exhaust gas from the exhaust system 5 to the intake system 1 and mixes it with the intake air can be realized.

気筒２上部に形成される燃焼室の天井部（シリンダヘッド）には、吸気バルブ２１、排気バルブ２２、インジェクタ３及び点火プラグ２３を設ける。   An intake valve 21, an exhaust valve 22, an injector 3, and a spark plug 23 are provided on the ceiling portion (cylinder head) of the combustion chamber formed in the upper part of the cylinder 2.

内燃機関０の運転制御を司る電子制御装置（Ｅｌｅｃｔｒｏｎｉｃ Ｃｏｎｔｒｏｌ Ｕｎｉｔ）４は、中央演算装置４１、記憶装置４２、入力インタフェース４３、出力インタフェース４４等を有するマイクロコンピュータシステムである。   An electronic control unit 4 that controls the operation of the internal combustion engine 0 is a microcomputer system having a central processing unit 41, a storage device 42, an input interface 43, an output interface 44, and the like.

入力インタフェース４３には、吸気管内圧力を検出する圧力センサ７１から出力される吸気圧信号ａ、エンジン回転数を検出する回転数センサ７２から出力される回転数信号ｂ、車速を検出する車速センサ７３から出力される車速信号ｃ、スロットルバルブ１１の開度（または、アクセルペダルの踏込量）を検出するスロットルポジションセンサ７４から出力されるスロットル開度信号ｄ、シフトポジションスイッチ７５から出力されるシフトポジション信号ｅ、冷却水の温度を検出する水温センサ７６から出力される水温信号ｆ、吸気カムシャフト９１の端部にあるタイミングセンサ９３から出力されるクランク角度信号及び気筒判別用信号ｇ、排気カムシャフト９２の端部にあるタイミングセンサ９４から２４０°ＣＡ（クランク角度）回転毎に出力される排気カム信号ｈ、フロントＯ2センサ５３から出力される上流側空燃比信号ｉ、リアＯ2センサ５４から出力される下流側空燃比信号ｊ、エアコンや照明その他の電気負荷のＯＮ／ＯＦＦの切り替えを行うスイッチ７７から出力されるＯＮ／ＯＦＦ信号ｋ等が出力される。エンジン回転数センサ７２は、クランクシャフトとともに回転する円板の外周に１０°ＣＡ毎に間欠的に形成した歯の通過を感知することでクランクシャフトの回転速度を知得するものである。 The input interface 43 includes an intake pressure signal a output from the pressure sensor 71 that detects the pressure in the intake pipe, a rotation speed signal b output from the rotation speed sensor 72 that detects the engine speed, and a vehicle speed sensor 73 that detects the vehicle speed. A vehicle speed signal c output from the throttle valve 11, a throttle position signal d output from the throttle position sensor 74 that detects the opening degree of the throttle valve 11 (or the accelerator pedal depression amount), and a shift position output from the shift position switch 75. Signal e, water temperature signal f output from the water temperature sensor 76 for detecting the temperature of the cooling water, crank angle signal output from the timing sensor 93 at the end of the intake camshaft 91, cylinder discrimination signal g, exhaust camshaft 240 ° CA (crank angle) from the timing sensor 94 at the end of 92 Exhaust cam signal h is outputted for each rotation, the front O 2 upstream air-fuel ratio signal i output from the sensor 53, the downstream-side air-fuel ratio signal j outputted from the rear O 2 sensor 54, air-conditioning, lighting and other electrical loads An ON / OFF signal k and the like output from the switch 77 that performs ON / OFF switching are output. The engine rotation speed sensor 72 detects the rotation speed of the crankshaft by sensing the passage of teeth formed intermittently every 10 ° CA on the outer periphery of the disk rotating together with the crankshaft.

出力インタフェース４４からは、インジェクタ３に対して燃料噴射信号ｎ、点火プラグ８に対して点火信号ｍ、ＥＧＲバルブ６２に対してＥＧＲバルブ開度信号ｏ等を出力する。   From the output interface 44, a fuel injection signal n is output to the injector 3, an ignition signal m is output to the spark plug 8, an EGR valve opening signal o is output to the EGR valve 62, and the like.

中央演算装置４１は、記憶装置４２に予め格納されているプログラムを解釈、実行して、内燃機関０の燃料噴射量や点火時期、気筒２に充填される吸気のＥＧＲ率（ＥＧＲガスの還流量）等の制御を遂行する。   The central processing unit 41 interprets and executes a program stored in the storage device 42 in advance, and performs fuel injection amount and ignition timing of the internal combustion engine 0, EGR rate of intake air charged in the cylinder 2 (EGR gas recirculation amount). ) Etc. are performed.

内燃機関０の運転制御において、ＥＣＵ４は、内燃機関０の運転制御に必要な各種情報ａ、ｂ、ｃ、ｄ、ｅ、ｆ、ｇ、ｈ、ｉ、ｊ、ｋを入力インタフェース４３を介して取得し、さらに現状の吸気量及び当該吸気のＥＧＲ率を推定して、それらに基づいて制御入力である燃料噴射量、燃料噴射時期、点火時期、ＥＧＲバルブ６２の開度（ＥＧＲステップ数）等を演算する。そして、演算した制御入力に対応した制御信号ｍ、ｎ、ｏを、出力インタフェース４４を介して印加する。上記制御入力の算定手法は、既知の内燃機関０の運転制御と同様とすることができるので、ここでは説明を割愛する。   In the operation control of the internal combustion engine 0, the ECU 4 sends various information a, b, c, d, e, f, g, h, i, j, k necessary for the operation control of the internal combustion engine 0 via the input interface 43. Further, the current intake air amount and the EGR rate of the intake air are estimated, and the fuel injection amount, the fuel injection timing, the ignition timing, the opening degree of the EGR valve 62 (the number of EGR steps), etc., which are control inputs based on them Is calculated. Then, control signals m, n, and o corresponding to the calculated control input are applied via the output interface 44. Since the calculation method of the control input can be the same as the known operation control of the internal combustion engine 0, the description is omitted here.

しかして、本実施形態における制御装置たるＥＣＵ４は、アイドル時、エンジン回転数を所定のアイドル目標回転数に収束させる制御を実施する。   Therefore, the ECU 4 as the control device in the present embodiment performs control to converge the engine speed to a predetermined idle target speed at the time of idling.

本実施形態では、アイドル回転の制御に際し、偏差ｄｎｅｎｅｓ及び差分ｄｎｅｎｅａｖの２つの指標を参照する。偏差ｄｎｅｎｅｓは、回転数センサ７２を介して検出したエンジン回転数の実測値ｎｅから、アイドル目標回転数ｎｅｓｅｔを減算したものである。差分ｄｎｅｎｅａｖは、エンジン回転数の実測値ｎｅから、当該エンジン回転数をなまし処理した値ｎｅａｖを減算したものである。ｎｅａｖは、例えば、過去複数回の演算機会のそれぞれにおいて検出した実測値ｎｅ（の時系列）の移動平均値とする。本実施形態では、過去３２回分の実測値ｎｅを足し合わせて３２で割ることによりｎｅａｖを算出する。図２に、ｎｅ、ｎｅａｖ、ｄｎｅｎｅｓ及びｄｎｅｎｅａｖの時系列を例示している。   In the present embodiment, when the idle rotation is controlled, reference is made to two indices, the deviation dnes and the difference dnewav. The deviation dnes is a value obtained by subtracting the target idle speed neset from the actual value ne of the engine speed detected via the speed sensor 72. The difference dreneav is obtained by subtracting a value neav obtained by smoothing the engine speed from the actual value ne of the engine speed. “neav” is, for example, a moving average value of actually measured values “ne” (time series thereof) detected at each of a plurality of past calculation opportunities. In the present embodiment, neav is calculated by adding the actual measurement values ne for the past 32 times and dividing by 32. FIG. 2 exemplifies a time series of ne, neav, dynees, and dyneav.

ＥＣＵ４の記憶装置４２には予め、偏差ｄｎｅｎｅｓ及び差分ｄｎｅｎｅａｖと、点火時期の補正量との関係を規定した点火時期マップが記憶されている。図３及び図４に、点火時期マップを例示する。点火時期マップは、偏差ｄｎｅｎｅｓ及び差分ｄｎｅｎｅａｖの２つの指標をキーとして検索される二次元マップである。マップ中の数値は、点火時期の進角／遅角補正量（°ＣＡ）を表し、正値は進角補正、負値は遅角補正を意味する。傾向としては、偏差ｄｎｅｎｅｓが正でその絶対値が大きいほど点火時期を遅角し、逆に偏差ｄｎｅｎｅｓが負でその絶対値が大きいほど点火時期を進角する。さらに、差分ｄｎｅｎｅａｖが正でその絶対値が大きいほど点火時期を遅角し、逆に差分ｄｎｅｎｅａｖが負でその絶対値が大きいほど点火時期を進角する。   The storage device 42 of the ECU 4 stores in advance an ignition timing map that defines the relationship between the deviation dnes and the difference dneneav and the correction amount of the ignition timing. 3 and 4 illustrate ignition timing maps. The ignition timing map is a two-dimensional map that is searched by using two indexes of the deviation dnnes and the difference dneneav as keys. The numerical value in the map represents the advance / retard angle correction amount (° CA) of the ignition timing, and a positive value means advance angle correction and a negative value means delay angle correction. As a tendency, the ignition timing is retarded as the deviation dnes is positive and the absolute value is large, and conversely, the ignition timing is advanced as the deviation dnes is negative and the absolute value is large. Further, the ignition timing is retarded as the difference dneneav is positive and the absolute value is large, and conversely, the ignition timing is advanced as the difference dneneav is negative and the absolute value is large.

図３は、第一の点火時期マップである。これに対し、図４は第二の点火時期マップであり、同じ偏差ｄｎｅｎｅｓ、同じ差分ｄｎｅｎｅａｖに対する点火時期の進角／遅角補正量が第一の点火時期マップよりも大きい。換言すれば、偏差ｄｎｅｎｅｓ及び差分ｄｎｅｎｅａｖに対するゲインをより大きく設定してある。ＥＣＵ４は、アイドル時、何れかの点火時期マップを選択的に参照して点火時期を補正、エンジン回転数ｎｅをアイドル目標回転数ｎｅｓｅｔに制御する。   FIG. 3 is a first ignition timing map. On the other hand, FIG. 4 is a second ignition timing map, in which the advance / retard angle correction amount of the ignition timing with respect to the same deviation dnenes and the same difference dnewav is larger than that of the first ignition timing map. In other words, the gain with respect to the deviation dnes and the difference dnewav is set larger. During idle, the ECU 4 selectively refers to any ignition timing map to correct the ignition timing, and controls the engine speed ne to the idle target speed neset.

図５に、アイドル回転の制御に際してＥＣＵ４が実行する処理の手順を示す。ＥＣＵ４は、偏差ｄｅｎｅｎｅｓ（＝ｎｅ−ｎｅｓｅｔ）及び差分ｄｎｅｎｅａｖ（＝ｎｅ−ｎｅａｖ）を演算し（ステップＳ１、Ｓ２）、それらｄｅｎｅｎｅｓ及びｄｎｅｎｅａｖをキーとして第一の点火時期マップを検索することで点火時期の補正量を知得する（ステップＳ５）。そして、当該補正量を加味した点火時期で以て気筒２内の混合気に点火（ステップＳ６）、これを燃焼させる。   FIG. 5 shows a procedure of processing executed by the ECU 4 when controlling idle rotation. The ECU 4 calculates the deviation dennes (= ne-neset) and the difference dneav (= ne-neav) (steps S1 and S2), and searches the first ignition timing map using these dennes and dnewav as a key to thereby determine the ignition timing. Is obtained (step S5). Then, the air-fuel mixture in the cylinder 2 is ignited at the ignition timing with the correction amount taken into consideration (step S6) and burned.

但し、エンジン回転数のハンチングの発生を予見させる所定の事象を検知した暁には（ステップＳ３）、第一の点火時期マップではなく第二の点火時期マップを検索して点火時期の補正量を知得し（ステップＳ４）。当該補正量を加味した点火時期で以て気筒２内の混合気に点火する（ステップＳ６）。   However, when a predetermined event that predicts the occurrence of hunting of the engine speed is detected (step S3), the second ignition timing map is searched instead of the first ignition timing map, and the correction amount of the ignition timing is set. Know (step S4). The air-fuel mixture in the cylinder 2 is ignited at the ignition timing taking the correction amount into consideration (step S6).

ステップＳ３における所定の事象の典型は、回転数センサ７２を介して反復的に検出している回転速度の瞬時値が閾値以上に大きく増減した場合である。より具体的には、クランクシャフトが所定クランク角度（例えば、３０°ＣＡ）回転するのに要した時間を所定クランク角度（３０°ＣＡ）毎に計測し、過去複数回（例えば、８回＝２４０°ＣＡ）分の計測時間の合算値を所定クランク角度（３０°ＣＡ）毎に算出した上、今回の合算値が前回（３０°ＣＡ前）の合算値から閾値以上に増大または減少した場合に、第二の点火時期マップを用いた点火時期制御に移行する。   A typical example of the predetermined event in step S3 is a case where the instantaneous value of the rotational speed that is repeatedly detected via the rotational speed sensor 72 greatly increases or decreases beyond a threshold value. More specifically, the time required for the crankshaft to rotate at a predetermined crank angle (for example, 30 ° CA) is measured for each predetermined crank angle (30 ° CA), and the past multiple times (for example, 8 = 240). When the total value of the measurement time for (° CA) is calculated for each predetermined crank angle (30 ° CA), and the current total value increases or decreases from the previous total (before 30 ° CA) to a threshold value or more. Then, the process proceeds to ignition timing control using the second ignition timing map.

尤も、これ以外に、偏差ｄｎｅｎｅｓの絶対値が所定以上となった場合、エアコンや照明等の電気負荷のＯＮ／ＯＦＦが切り替えられた場合、変速機がシフトチェンジした場合、冷却水温が所定以上となり暖機が完了した場合等に、第二の点火時期マップを用いた点火時期制御に移行することとしてもよい。   However, in addition to this, when the absolute value of the deviation dnes exceeds a predetermined value, when an electric load such as an air conditioner or lighting is switched ON / OFF, when the transmission shifts, the cooling water temperature exceeds a predetermined value. For example, when the warm-up is completed, it is possible to shift to ignition timing control using the second ignition timing map.

ＥＣＵ４は、上記ステップＳ１ないしＳ６を反復的に実行する。   The ECU 4 repeatedly executes the above steps S1 to S6.

本実施形態では、エンジン回転数の実測値ｎｅとアイドル目標回転数ｎｅｓｅｔとの偏差ｄｎｅｎｅｓ、及び、エンジン回転数の実測値ｎｅと当該実測値の移動平均値ｎｅａｖとの差分ｄｎｅｎｅａｖを演算し、前記偏差ｄｎｅｎｅｓ及び前記差分ｄｎｅｎｅａｖと点火時期の補正量との関係を規定する第一の点火時期マップに基づいて点火時期を補正するとともに、エンジン回転数のハンチングの発生を予見させる所定の事象を検知した場合には、前記偏差ｄｎｅｎｅｓ及び前記差分ｄｎｅｎｅａｖと点火時期の補正量との関係を規定しかつ前記第一の点火時期マップに比べて補正量が大きく設定された第二の点火時期マップに基づいて点火時期を補正する制御装置４を構成した。   In the present embodiment, the deviation dnenes between the actual measured value ne of the engine speed and the idle target rotational speed neset, and the difference dnewav between the actual measured value ne of the engine speed and the moving average value neav of the actual measured value are calculated, The ignition timing is corrected on the basis of a first ignition timing map that defines the relationship between the deviation dnes and the difference dneneav and the correction amount of the ignition timing, and a predetermined event that predicts the occurrence of hunting of the engine speed is detected. In this case, based on a second ignition timing map that defines the relationship between the deviations dnes and the difference dneneav and the correction amount of the ignition timing, and the correction amount is set larger than that of the first ignition timing map. A control device 4 for correcting the ignition timing was configured.

本実施形態によれば、偏差ｄｎｅｎｅｓのみならず差分ｄｎｅｎｅａｖをも参酌して点火時期の補正量を決定することから、アイドル中のエンジン回転数の変動を小さくすることができる。そして、エンジン回転数が比較的安定している間は燃費に有利な第一の点火時期マップを用いたアイドル制御を行い、エンジン回転数の急変時にはハンチングの抑圧に有利な第二の点火時期マップを用いるため、アイドル中のエンジン回転数のハンチングを抑制しながら燃費の向上を図ることが可能となる。   According to the present embodiment, since the correction amount of the ignition timing is determined in consideration of not only the deviation dnnes but also the difference dneneav, fluctuations in the engine speed during idling can be reduced. While the engine speed is relatively stable, idle control is performed using the first ignition timing map that is advantageous for fuel efficiency, and the second ignition timing map that is advantageous for suppressing hunting when the engine speed changes suddenly. Therefore, it is possible to improve fuel efficiency while suppressing hunting of the engine speed during idling.

なお、本発明は以上に詳述した実施形態に限られるものではない。各部の具体的構成や具体的な処理の手順は、本発明の趣旨を逸脱しない範囲で種々変形が可能である。   The present invention is not limited to the embodiment described in detail above. The specific configuration of each part and the specific processing procedure can be variously modified without departing from the spirit of the present invention.

本発明は、車両等に搭載される内燃機関の制御に適用することができる。   The present invention can be applied to control of an internal combustion engine mounted on a vehicle or the like.

０…内燃機関
４…制御装置（ＥＣＵ） 0 ... Internal combustion engine 4 ... Control unit (ECU)

Claims (2)

アイドル時にエンジン回転数を所定のアイドル目標回転数に収束させる内燃機関の制御装置であって、
エンジン回転数の実測値とアイドル目標回転数との偏差、及び、エンジン回転数の実測値と当該実測値の移動平均値との差分を演算し、
前記偏差及び前記差分と点火時期の補正量との関係を規定する第一の点火時期マップに基づいて点火時期を補正するとともに、
エンジン回転数のハンチングの発生を予見させる所定の事象を検知した場合には、前記偏差及び前記差分と点火時期の補正量との関係を規定しかつ前記第一の点火時期マップに比べて補正量が大きく設定された第二の点火時期マップに基づいて点火時期を補正する
ことを特徴とする内燃機関の制御装置。 A control device for an internal combustion engine that converges the engine speed to a predetermined idle target speed during idling,
Calculate the deviation between the measured value of the engine speed and the idle target speed, and the difference between the measured value of the engine speed and the moving average value of the measured value,
While correcting the ignition timing based on the first ignition timing map that defines the deviation and the relationship between the difference and the correction amount of the ignition timing,
When a predetermined event that predicts the occurrence of hunting of the engine speed is detected, a relationship between the deviation and the difference and the correction amount of the ignition timing is defined, and the correction amount compared to the first ignition timing map A control device for an internal combustion engine, wherein the ignition timing is corrected based on a second ignition timing map in which is set to be large. 前記第一の点火時期マップ及び前記第二の点火時期マップはそれぞれ、エンジン回転数の実測値から当該実測値の移動平均値を減算した差分が正でその絶対値が大きいほど点火時期の進角補正量を増し、前記差分が負でその絶対値が大きいほど点火時期の遅角補正量を増すものである請求項１記載の内燃機関の制御装置。 In each of the first ignition timing map and the second ignition timing map, as the difference obtained by subtracting the moving average value of the actual measurement value from the actual measurement value of the engine speed is positive and the absolute value is larger, the advance angle of the ignition timing 2. The control apparatus for an internal combustion engine according to claim 1, wherein the correction amount is increased, and the ignition timing retardation correction amount is increased as the difference is negative and the absolute value thereof is larger.
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