JP2014145274A - Control device of internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of an internal combustion engine, which can properly adjust output torque from the internal combustion engine when activating an engine driven type accessory in a state of raising temperature of a catalyst for exhaust emission control by retarding ignition timing.SOLUTION: A control device of an internal combustion engine, when executing an accessory activation processing for activating an engine driven type accessory in a state that ignition timing is retarded by a catalyst activation processing (step S202: YES), reduces an increment Eqac of intake air to a combustion chamber less than that when executing the accessory activation processing in a state that the catalyst activation processing is not executed (step S202: NO).

Description

  The present invention relates to a control device for an internal combustion engine that controls the amount of intake air supplied to a combustion chamber and the ignition timing.

  As a method for activating the exhaust purification catalyst provided in the exhaust passage at an early stage, for example, as described in Patent Document 1, a method of retarding the ignition timing within a range where no misfire occurs is known. Yes. When the ignition timing is retarded in this way, high-temperature exhaust gas is discharged from the combustion chamber to the exhaust passage, and the temperature of the catalyst rises quickly, and the catalyst is activated early.

  Further, when an engine-driven auxiliary machine such as an air conditioner compressor is started during engine operation, torque output from the internal combustion engine is consumed by such auxiliary machine. Therefore, when starting an engine-driven auxiliary machine, the output torque of the internal combustion engine may be increased to suppress a decrease in engine rotational speed.

  As a method of increasing the output torque of the internal combustion engine, there is a method of increasing the amount of intake air supplied to the combustion chamber. However, at the time of transition immediately after the auxiliary machine is started, the fluctuation of the loss torque by the auxiliary machine is accurately determined. Difficult to estimate. Therefore, by increasing the intake air supply amount so as to increase the output torque excessively, while performing feedback control that retards the ignition timing and suppresses the increase of the excessive output torque, immediately after starting the auxiliary machine The output torque of the internal combustion engine at the time of transition may be adjusted.

JP 2006-336478 A

  By the way, if the ignition timing is retarded too much, misfire may occur. For this reason, if the ignition timing is retarded to activate the catalyst early, that is, if the auxiliary equipment is started when the ignition timing is already retarded, the ignition timing is further retarded. This makes it difficult to adjust the output torque appropriately. Under such circumstances, it is difficult to adjust the output torque when the engine-driven auxiliary machine is started while the ignition timing is retarded and the catalyst is activated early.

  An object of the present invention is to appropriately adjust the output torque from an internal combustion engine when starting an engine-driven auxiliary machine while retarding the ignition timing and raising the temperature of the exhaust purification catalyst. An object of the present invention is to provide a control device for an internal combustion engine.

  An internal combustion engine control apparatus for solving the above problems includes a catalyst activation process for retarding an ignition timing and increasing a temperature of an exhaust purification catalyst provided in an exhaust passage, and an intake air to a combustion chamber Auxiliary machine start-up processing that adjusts the output torque from the internal combustion engine including the increase in the supply amount of the engine and changes in the ignition timing to suppress fluctuations in the engine rotational speed due to the start of the engine-driven auxiliary machine, Assumes a device to perform. In this control device, when the auxiliary machine starting process is performed in the state where the catalyst activation process is being performed, the increase amount of the intake air into the combustion chamber is determined in the state where the catalyst activation process is not being performed. Less than when doing.

  In the above configuration, when starting the engine-driven auxiliary machine in a state where the catalyst activation process is not performed, the output torque from the internal combustion engine is increased by increasing the intake air supply amount by the auxiliary machine starting process. The output torque is adjusted by changing the ignition timing. On the other hand, when starting the engine-driven auxiliary machine with the ignition timing already retarded by the catalyst activation process, the engine-driven auxiliary machine is not being activated. The amount of increase in intake air due to the auxiliary machine starting process is reduced compared to when starting the engine. This reduces the amount of increase in output torque that accompanies the increase in intake air, so that even if the ignition timing has already been retarded and further retarding the ignition timing is limited, misfires can occur. Therefore, the output torque can be adjusted appropriately. Therefore, when starting the engine-driven auxiliary machine in a state where the catalyst activation process for retarding the ignition timing is performed, the output torque from the internal combustion engine can be adjusted appropriately.

  When the retard amount of the ignition timing by the catalyst activation process is large, the retard amount in the auxiliary machine starting process is more limited than when the retard amount is small. That is, the amount of output torque that can be reduced by retarding the ignition timing without causing misfire is reduced. Therefore, when the auxiliary machine start-up process is performed in a state where the catalyst activation process is being performed, the amount of increase in intake air into the combustion chamber is reduced as the ignition timing retard amount by the catalyst activation process increases. It may be. According to this, the increase amount of the intake air can be reduced in accordance with the amount of output torque that can be reduced by retarding the ignition timing without causing misfire.

  Note that a control device for an internal combustion engine that performs an auxiliary machine starting process for changing the amount of increase in intake air depending on whether or not a catalyst activation process is being performed is used in a state where the catalyst activation process is not being performed. When performing the engine start-up process, the intake air is increased in accordance with the basic intake air increase amount, while when performing the auxiliary machine start-up process while the catalyst activation process is being performed, the intake air correction amount is subtracted from the basic intake air increase amount. It is conceivable to increase the intake air according to the measured value. In such a control apparatus for an internal combustion engine, it is preferable to employ a configuration in which the intake correction amount is increased as the amount of ignition timing retarded by the catalyst activation process increases. When such a configuration is employed, a configuration in which the amount of increase of intake air into the combustion chamber is reduced as the ignition timing retardation amount by the catalyst activation process is increased can be realized.

  Further, if the transition state immediately after the auxiliary machine is started and the transition is made to the steady state, the loss torque due to the auxiliary machine can be estimated more accurately. Therefore, the basic intake air increase amount estimated to increase the output torque excessively can be set to a smaller amount corresponding to the loss torque due to the auxiliary machine. If the basic intake air increase amount commensurate with the loss torque due to the auxiliary equipment is set as described above and the increase amount of the extra intake air is reduced, the intake air correction amount becomes unnecessary. However, if the intake correction amount is immediately set to “0 (zero)”, the intake air amount may change suddenly. Therefore, in the control apparatus for an internal combustion engine, it is preferable that the intake air correction amount is gradually reduced after the transient state after the auxiliary machine is started. According to this configuration, since the sudden change in the intake air amount when the transient state is shifted to the steady state is suppressed, the output torque can be appropriately adjusted while suppressing the fluctuation of the output torque from the internal combustion engine. Will be able to.

The schematic diagram which shows schematic structure of the control apparatus of one Embodiment, and the internal combustion engine controlled by this control apparatus. FIG. 4 is a timing chart when starting an air conditioner compressor in a state where a catalyst activation process is performed, where (a) shows a change in the driving state of the compressor, and (b) shows a change in ignition timing by the spark plug. (C) shows the transition of the increased amount of intake air into the combustion chamber. The flowchart which shows the process routine which a control apparatus performs in order to change the ignition timing and the increase amount of intake air. The flowchart which shows the process routine which a control apparatus performs in order to activate a catalyst early. The flowchart which shows the process routine which a control apparatus performs in order to determine the increase amount of the intake air accompanying an engine drive type auxiliary machine. A map for determining an intake correction map value according to the retard amount of the ignition timing by the catalyst activation process.

Hereinafter, an embodiment embodying a control device for an internal combustion engine will be described with reference to FIGS.
As shown in FIG. 1, the intake passage 12 of the internal combustion engine 11 is provided with a throttle valve 121 that adjusts the intake amount of intake air into the combustion chamber 13. When the intake valve 122 is opened, intake air is drawn into the combustion chamber 13 from the intake passage 12. Note that an air flow meter 410 that detects the flow rate of intake air flowing through the intake passage 12 is provided in the intake passage 12 upstream of the throttle valve 121, and a signal output from the air flow meter 410 is the control device 40. Is input.

  In the combustion chamber 13, the air-fuel mixture composed of the intake air sucked from the intake passage 12 and the fuel injected from the injector 14 is burned by ignition of the spark plug 15. The force generated by this combustion is transmitted to the crankshaft 18 through the piston 16 and the connecting rod 17 so that the crankshaft 18 rotates. The rotation speed of the crankshaft 18 that is the engine rotation speed is detected by a crank position sensor 420, and a signal corresponding to the rotation speed of the crankshaft 18 is output from the crank position sensor 420 to the control device 40.

  When the air-fuel mixture is combusted in the combustion chamber 13, the exhaust is discharged from the combustion chamber 13 to the exhaust passage 19 when the exhaust valve 191 is opened. The exhaust gas flowing through the exhaust passage 19 is purified when passing through the exhaust gas purification catalyst 192. An exhaust temperature sensor 430 that detects the temperature of exhaust gas is provided in the exhaust passage 19 upstream of the catalyst 192, and a signal output from the exhaust temperature sensor 430 is input to the control device 40.

  The air conditioner 30 provided in the vehicle of this embodiment includes an engine-driven compressor 31 and a refrigerant pressure sensor 440 that detects the pressure of the refrigerant. The compressor 31 is drivingly connected to the crankshaft 18 via a clutch 32 controlled by the control device 40. That is, the compressor 31 is an example of an engine-driven auxiliary machine.

  When the internal combustion engine 11 is cold-started, a catalyst activation process is performed to retard the ignition timing of the spark plug 15 within a range where no misfire occurs in the combustion chamber 13. At this time, for example, the retard amount Rs_I of the ignition timing is determined to be larger as the temperature of the exhaust detected by the exhaust temperature sensor 430 is lower. When the ignition timing is retarded, high-temperature exhaust gas is discharged from the combustion chamber 13 to the exhaust passage 19, and the exhaust purification catalyst 192 provided in the exhaust passage 19 The temperature is quickly raised by receiving heat from the. As a result, the catalyst 192 is activated early, and the exhaust gas purification efficiency by the catalyst 192 increases. Even when the catalyst activation process is performed, the amount of intake air into the combustion chamber 13, that is, the throttle valve 121, based on the rotational speed of the crankshaft 18 detected by the crank position sensor 420. The opening degree is adjusted by the control device 40.

  Further, when the engine-driven compressor 31 is started, the output torque from the internal combustion engine 11 is consumed by the compressor 31. Therefore, when the compressor 31 is driven, the output torque from the internal combustion engine 11 is increased by the loss torque consumed by the compressor 31.

  Incidentally, when the driving state of the compressor 31 is in a steady state, the loss torque consumed in the compressor 31 is accurately estimated based on the set temperature in the passenger compartment and the refrigerant pressure detected by the refrigerant pressure sensor 440. can do. Therefore, when the driving state is a steady state, the increase amount Eqac of the intake air supplied to the combustion chamber 13 is set according to the estimated loss torque by the compressor 31, and the throttle valve 121 is based on this increase amount Eqac. Is adjusted. As a result, the output torque from the internal combustion engine 11 is appropriately adjusted, and fluctuations in the rotational speed of the crankshaft 18 are suppressed.

  On the other hand, in the transient state immediately after the start of the compressor 31, the loss torque in the compressor 31 is estimated based on the set temperature in the passenger compartment and the refrigerant pressure detected by the refrigerant pressure sensor 440. The accuracy is lower than when the driving state is a steady state. Therefore, when the driving state is a transient state, the intake air increase amount Eqac supplied to the combustion chamber 13 is set to be larger than the estimated loss torque of the compressor 31. As the increase amount Eqac is determined in this way, the output torque from the internal combustion engine 11 may become excessive, but the excess is offset by adjusting the ignition timing by the spark plug 15. Thus, when the compressor 31 is started, the auxiliary engine starting process for increasing the supply amount of intake air and changing the ignition timing (for example, adjusting the retard amount of the ignition timing) is performed from the internal combustion engine 11. Fluctuations in the output torque and the rotational speed of the crankshaft 18 are suppressed.

  Incidentally, the compressor 31 may be started when the ignition timing is already retarded by the catalyst activation process. In this case, when the output torque is adjusted as the compressor 31 is started, the ignition timing may not be sufficiently retarded. Therefore, in the present embodiment, the manner of increasing the intake air into the combustion chamber 13 when the compressor 31 is started differs depending on whether or not the ignition timing has already been retarded by the catalyst activation process.

  Next, with reference to the timing chart shown in FIG. 2, the operation when starting the compressor 31 in a state where the ignition timing is delayed from the base ignition timing by the catalyst activation process while the vehicle is stopped will be described. Here, the “base ignition timing” is an ignition timing determined at the time of engine operation that does not require the catalyst activation process or the auxiliary machine activation process. Further, in FIG. 2C, the increase amount of intake air determined under the assumption that the ignition timing can be sufficiently retarded is shown as a “basic intake air increase amount Eqac_B” by a solid line, and the catalyst activation The increase amount of the intake air determined in the state where the processing is being performed is indicated by a broken line as “increase amount Eqac”.

  As shown in FIGS. 2A and 2B, before the first timing t1 when the compressor 31 is started, the ignition timing of the spark plug 15 is retarded to the vicinity of the retard limit Lim by the catalyst activation process. Has been. The retard amount of the ignition timing by the catalyst activation process is referred to as “retard amount Rs_I”.

  When the clutch 32 is engaged at the first timing t1, the output torque from the internal combustion engine 11 is consumed by the compressor 31. When the compressor 31 is started, as shown in FIG. 2C, the intake air increase amount Eqac is gradually increased, and the output torque from the internal combustion engine 11 is increased. At this time, since the ignition timing has already been retarded from the base ignition timing by the catalyst activation process, the ignition timing cannot be retarded in a manner as indicated by a two-dot chain line in FIG. Therefore, in the present embodiment, the increase amount Eqac is adjusted not to the mode shown by the solid line in FIG. 2C, but to the mode shown by the broken line in FIG.

  That is, in the transient state immediately after the start of the compressor 31, the basic intake air increase amount Eqac_B is set to be larger than the increase amount according to the actual loss torque in the compressor 31. Then, an increase amount Eqac is obtained by subtracting the intake air correction amount Rin from the basic intake air increase amount Eqac_B set in this way, and the opening degree of the throttle valve 121 is adjusted based on the increase amount Eqac.

  Further, the intake correction amount Rin is determined to be a larger value as the retard amount Rs_I at that time is larger. That is, the increase amount Eqac is decreased as the retardation amount Rs_I is increased. This is because the greater the retard amount Rs_I, the more the retard of the ignition timing is limited, so that the amount of output torque that can be adjusted by the retard of the ignition timing decreases. Then, by determining the intake air correction amount Rin in this way, the output torque from the internal combustion engine 11 is unlikely to become excessive. Therefore, the output torque from the internal combustion engine 11 is appropriately adjusted even under conditions where the ignition timing can be retarded only slightly or not at all.

  When a predetermined time T1 (for example, 3 seconds) elapses from the first timing t1 at which the compressor 31 is started, the driving state of the compressor 31 shifts from the transient state to the steady state (second timing t2). When the transition state is removed from the transient state in this way, the estimation accuracy of the loss torque in the compressor 31 becomes higher than that when the drive state is the transient state. Therefore, the basic intake air increase amount Eqac_B is equal to the second timing. It gradually decreases from t2, and becomes an increase corresponding to the above-mentioned loss torque at the third timing t3.

  In the present embodiment, even if the driving state of the compressor 31 shifts to the steady state, the increase amount Eqac is obtained by subtracting the intake air correction amount Rin from the basic intake air increase amount Eqac_B. In addition, after the transition to the steady state, the intake air correction amount Rin gradually decreases as time elapses. Therefore, the increase amount Eqac gradually approaches the basic intake air increase amount Eqac_B, and coincides with the basic intake air increase amount Eqac_B when the intake air correction amount Rin becomes “0 (zero)”. In this case, since the intake correction amount Rin becomes “0 (zero)” at the third timing t3, the increase amount Eqac becomes equal to the basic intake increase amount Eqac_B after the third timing t3.

Next, with reference to FIGS. 3 to 6, a processing routine executed by the control device 40 to perform the catalyst activation process and the auxiliary machine activation process will be described.
First, the main processing routine of this embodiment will be described with reference to the flowchart shown in FIG. This main processing routine is a processing routine that is executed every predetermined control cycle that is set in advance when the driver turns on the operation switch to start the engine.

  As shown in FIG. 3, in the present processing routine, the control device 40 performs a catalyst process for adjusting the ignition timing in accordance with the necessity of early activation of the exhaust purification catalyst 192 (step S100). Subsequently, the control device 40 performs an air conditioner driving process. In the present embodiment, the control device 40 performs an intake air amount adjustment process that determines the supply amount of intake air to the combustion chamber 13 (step S200), and performs an ignition timing adjustment process that adjusts the ignition timing by the spark plug 15. (Step S300). Thereafter, the control device 40 once ends this processing routine.

Next, the above-described catalyst processing routine will be described with reference to the flowchart shown in FIG.
As shown in FIG. 4, in the catalyst processing routine, the control device 40 determines whether or not early activation of the exhaust purification catalyst 192 is necessary (step S101). As a case where early activation of the catalyst 192 is necessary, for example, a cold start of the internal combustion engine 11 can be cited. If early activation of the catalyst 192 is necessary (step S101: YES), the control device 40 performs a catalyst activation process for retarding the ignition timing of the spark plug 15 (step S102), and a catalyst processing routine. Exit. In the catalyst activation process, the retard amount Rs_I of the ignition timing may be increased as the exhaust temperature detected by the exhaust temperature sensor 430 is lower.

  On the other hand, when the early activation of the catalyst 192 is not necessary (step S101: NO), the control device 40 determines whether or not the determined ignition timing coincides with the base ignition timing (step S103). . When the ignition timing coincides with the base ignition timing (step S103: YES), the control device 40 ends the catalyst processing routine. On the other hand, when the ignition timing does not coincide with the base ignition timing (step S103: NO), since it can be determined that the catalyst activation process has shifted from an unnecessary state to an unnecessary state, the control device 40 determines the ignition timing. Is executed to gradually approach the base ignition timing (step S104), and the catalyst processing routine is terminated.

Next, the intake air amount adjustment processing routine will be described with reference to the flowchart shown in FIG. 5 and the map shown in FIG.
As shown in FIG. 5, in the intake air amount adjustment process routine, the control device 40 sets a basic intake air increase amount Eqac_B based on the estimated loss torque in the compressor 31 (step S201). At this time, when the compressor 31 is not driven, the basic intake air increase amount Eqac_B is set to “0 (zero)”. And the control apparatus 40 determines whether the catalyst activation process is performed (step S202). When the catalyst activation process is not performed (step S202: NO), the control device 40 sets the increase amount Eqac of the intake air to the combustion chamber 13 as the basic intake air increase amount Eqac_B set in step S201 (step S203). Then, the intake air amount adjustment processing routine is terminated.

  On the other hand, when the catalyst activation process is being performed (step S202: YES), the control device 40 determines whether or not the driving state of the compressor 31 is a transient state (step S204). In step S204, when the elapsed time from the start of starting the compressor 31 is less than the predetermined time T1, it is determined that the driving state is in a transient state, and when the elapsed time is equal to or longer than the predetermined time T1, the driving state is in a steady state. It is determined that there is. When the driving state is a transient state (step S204: YES), the control device 40 uses the map shown in FIG. 6 and uses the map shown in FIG. 6 to set the intake correction map value Rin_M to a value corresponding to the retard amount Rs_I of the ignition timing by the catalyst activation process. (Step S205).

  Here, the map shown in FIG. 6 will be described. This map is a map for determining the increase amount Eqac when the driving state of the compressor 31 is in a transient state to a value corresponding to the retardation amount Rs_I. In the present embodiment, the intake correction map value Rin_M is determined to be larger as the retard amount Rs_I is larger.

  Returning to FIG. 5, the control device 40 determines whether or not the calculation of the intake air correction amount Rin has been started when the compressor 31 is started this time (step S206). In the case of the first calculation (step S206: YES), the control device 40 sets the intake correction amount Rin (M) this time to the intake correction map value Rin_M determined in step S205 (step S207), and the process will be described later. The process proceeds to S209. On the other hand, if it is not the first calculation (step S206: NO), the control device 40 adds the current intake correction amount Rin (M) to the previous intake correction amount Rin (M-1) and adds the upper limit value α. The intake correction map value Rin_M determined in step S205 of the current control cycle and the lower limit value obtained by subtracting the limit value α from the previous intake correction amount Rin (M−1) are set. For example, when the intake correction map value Rin_M is equal to or lower than the upper limit value and equal to or higher than the lower limit value, the control device 40 sets the current intake correction amount Rin (M) as the intake correction map value Rin_M. Further, when the intake correction map value Rin_M is larger than the upper limit value, the control device 40 sets the current intake correction amount Rin (M) as the upper limit value, and when the intake correction map value Rin_M is smaller than the lower limit value, the current intake correction amount. Let Rin (M) be the lower limit. And the control apparatus 40 transfers the process to following step S209.

  In step S209, the control device 40 obtains an increase amount Eqac by subtracting the current intake air correction amount Rin (M) set in step S207 or step S208 from the basic intake air increase amount Eqac_B set in step S201. Thereafter, the control device 40 ends the intake air amount adjustment processing routine.

  On the other hand, when the driving state of the compressor 31 is not a transient state (step S204: NO), it can be determined that the driving state is a steady state, so the control device 40 determines the previous intake air correction amount Rin (M−1). Is subtracted from the limit value α, and the subtraction result is set as the current intake air correction amount Rin (M). Subsequently, the control device 40 determines whether or not the calculated current intake air correction amount Rin (M) is larger than “0 (zero)” (step S211). If the current intake air correction amount Rin (M) is larger than “0 (zero)” (step S211: YES), the control device 40 proceeds to step S209 described above. On the other hand, when the current intake air correction amount Rin (M) is equal to or less than “0 (zero)” (step S211: NO), the control device 40 sets the current intake air correction amount Rin (M) to “0 (zero)”. Is substituted (step S212), and the process proceeds to step S209 described above.

With the configuration and operation described above, in the present embodiment, the following effects can be obtained.
(1) When starting the engine-driven compressor 31 with the ignition timing already retarded by the catalyst activation process, when starting the compressor 31 without the catalyst activation process In comparison, the increase amount Eqac of the intake air by the auxiliary machine starting process is reduced. As a result, the amount of increase in the output torque from the internal combustion engine 11 accompanying the increase in intake air is reduced, so that the ignition timing has already been retarded and the further delay of the ignition timing is limited. Thus, the output torque can be adjusted appropriately without causing misfire. Therefore, the output torque from the internal combustion engine 11 can be appropriately adjusted when the engine-driven compressor 31 is started in a state where the catalyst activation process for retarding the ignition timing is performed.

  (2) When the auxiliary machine starting process is performed in a situation where the ignition timing is retarded by the catalyst activation process, the intake into the combustion chamber 13 increases as the ignition timing retard amount Rs_I by the catalyst activation process increases. The increase amount Eqac of air is reduced. Thus, the intake air increase amount Eqac can be reduced in accordance with the amount of output torque that can be reduced by retarding the ignition timing without causing misfire.

  (3) In the present embodiment, when the auxiliary machine starting process is performed in a situation where the ignition timing is not retarded by the catalyst activation process, the intake air is increased based on the basic intake air increase amount Eqac_B. On the other hand, when the auxiliary machine starting process is performed in a situation where the ignition timing is retarded by the catalyst activation process, the intake air is based on the value obtained by subtracting the intake correction amount Rin from the basic intake air increase amount Eqac_B. Will be increased. The intake correction amount Rin is increased as the ignition timing retard amount Rs_I due to the catalyst activation process increases. By adopting such a control configuration, the amount of increase in intake air into the combustion chamber 13 can be reduced as the ignition timing retard amount Rs_I by the catalyst activation process increases.

  (4) Then, when the engine-driven compressor 31 is started to escape from the transient state and shift to the steady state, the intake air correction amount Rin is gradually reduced. As a result, since the intake correction amount Rin is prevented from being immediately set to “0 (zero)” immediately after the transition from the transient state, a sudden change in the intake air amount is suppressed. Therefore, the output torque can be appropriately adjusted while suppressing fluctuations in the output torque from the internal combustion engine 11.

The above embodiment may be changed to another embodiment as described below.
If the transient state immediately after the start of the engine-driven compressor 31 in the state where the catalyst activation process is being performed is removed and the transition to the steady state can be suppressed, the intake correction amount can be suppressed. The increase amount Eqac after exiting the transient state may be determined by an arbitrary method other than the method of the above-described embodiment in which Rin is gradually decreased. For example, an increase amount (for example, an increase amount at the third timing t3 in FIG. 2C) that corresponds to the loss torque in the compressor 31 estimated when the driving state of the compressor 31 shifts to the steady state is obtained. The increase amount Eqac may be made gradually closer to the increase amount commensurate with the loss torque. When such a control configuration is adopted, the control configuration is complicated compared to the above embodiment, but as in the above embodiment, the sudden change in the intake air amount immediately after the transition from the transient state is suppressed. can do.

  In addition, when the compressor 31 is moved from the transient state to the steady state, the previous intake air correction amount Rin (M-1) is multiplied by a positive correction coefficient to obtain the current intake air correction amount Rin (M). It may be determined. Even in this case, by gradually reducing the correction coefficient toward “0 (zero)”, the intake air correction amount Rin can be gradually reduced after exiting the transient state. Therefore, effects equivalent to the effects (1) to (4) of the above embodiment can be obtained.

  When starting the engine-driven compressor 31 while the catalyst activation process is being performed, a correction coefficient that is greater than “0 (zero)” and less than “1” is set in the basic intake air increase amount Eqac_B. The increase amount Eqac may be determined by multiplication. In this case, the correction coefficient is set to a smaller value as the ignition timing retard amount Rs_I due to the catalyst activation process is larger, and as the ignition timing retard amount Rs_I due to the catalyst activation process is larger, the intake into the combustion chamber 13 is increased. The increase amount Eqac of air can be reduced. Therefore, effects equivalent to the effects (1) and (2) of the above embodiment can be obtained.

  The intake correction map value Rin_M is not increased gradually as the retardation amount Rs_I increases as in the case of the above embodiment, but is increased stepwise as the retardation amount Rs_I increases. May be. The intake correction map value Rin_M is set to the first value when the retardation amount Rs_I is smaller than the predetermined reference retardation amount, and is larger than the first value when the retardation amount Rs_I is abnormal in the reference retardation amount. The second value may be set. Even if such a configuration is adopted, the intake air correction amount Rin is determined on the basis of the intake air correction map value Rin_M corresponding to the retard amount Rs_I at that time, whereby the increase amount Eqac of the intake air into the combustion chamber 13 is determined. Can be reduced. Therefore, an effect equivalent to the effect (1) of the above embodiment can be obtained.

  The ignition timing change when starting the engine-driven compressor 31 is performed in order to adjust the output torque from the internal combustion engine 11 accompanying the increase in the intake air amount when the compressor 31 is driven. Therefore, if the output torque is smaller than the appropriate torque even if the intake air amount is increased, the ignition timing may be advanced.

  ・ When starting an engine-driven auxiliary machine other than the engine-driven compressor 31 in a state where the catalyst activation process is being performed, the auxiliary machine is started in a state where the catalyst activation process is not being performed. The increase amount Eqac of the intake air may be reduced as compared with the case. In addition, as an engine-driven auxiliary machine other than the compressor 31, for example, an alternator that generates electric power by output torque from the internal combustion engine 11 can be cited.

  DESCRIPTION OF SYMBOLS 11 ... Internal combustion engine, 13 ... Combustion chamber, 19 ... Exhaust passage, 192 ... Catalyst, 31 ... Compressor as an example of engine-driven auxiliary machine, 40 ... Control device, Eqac ... Increase amount of intake air, Eqac_B ... Basic intake air Increase amount, Rin: Intake correction amount, Rs_I: Delay amount of ignition timing.

Claims (4)

Internal combustion including a catalyst activation process for retarding the ignition timing and increasing the temperature of the exhaust purification catalyst provided in the exhaust passage, an increase in the amount of intake air supplied to the combustion chamber, and a change in the ignition timing In the control device for an internal combustion engine that performs adjustment of output torque from the engine and suppresses fluctuations in engine rotation speed associated with activation of the engine-driven auxiliary machine,
When the auxiliary machine starting process is performed in a state where the catalyst activation process is being performed, the increase amount of intake air into the combustion chamber is set to the auxiliary machine starting process in a state where the catalyst activation process is not being performed. A control device for an internal combustion engine, characterized in that the amount is less than when performing the operation. When the auxiliary machine starting process is performed in a state where the catalyst activation process is being performed, the amount of increase in the intake air into the combustion chamber decreases as the ignition timing retard amount by the catalyst activation process increases. The control device for an internal combustion engine according to claim 1. When performing the auxiliary machine starting process in a state where the catalyst activation process is not performed, while increasing the intake air according to the basic intake air increase amount,
When performing the auxiliary machine start-up process in a state where the catalyst activation process is being performed, the intake air is increased according to a value obtained by subtracting the intake air correction amount from the basic intake air increase amount,
The control device for an internal combustion engine according to claim 2, wherein the intake correction amount is increased as the ignition timing retard amount by the catalyst activation process is larger. The control device for an internal combustion engine according to claim 3, wherein the intake air correction amount is gradually decreased after the transient state after the auxiliary machine is started.