JP2014169649A - Control device of internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of an internal combustion engine capable of precisely reducing a driving force of an internal combustion engine according to a reduction amount of the driving force calculated by driving force control means during swinging a vehicle.SOLUTION: A control device 40 of an internal combustion engine 1 mounted to a vehicle having driving force control means 38 is provided with a waist gate opening sensor 37 for detecting an opening degree of a waist gate valve 35. At least any one of ignition retard for retarding an ignition timing of a spark plug 6 of the internal combustion engine from a predetermined timing, increase of the opening degree of the waist gate valve, and reduction of the opening degree of a throttle valve 19 of the internal combustion engine 1 is executed according to detection results of the waist gate opening sensor and a reduction amount of a driving force calculated by the driving force control means.

Description

  The present invention relates to a control device for an internal combustion engine mounted on a vehicle or the like.

  In recent years, the braking force of the wheels is appropriately controlled when the vehicle turns, and the driving force of the internal combustion engine is suppressed to generate a desired restoring moment or turning moment in the vehicle, thereby favoring the posture of the vehicle when turning. A so-called active stability control has been developed (see Patent Document 1).

  The driving force control means calculates a reduction amount for reducing the driving force of the internal combustion engine so as to prevent the vehicle from slipping during turning, and outputs the reduction amount to the engine ECU. The engine ECU that has received the calculated reduction amount performs ignition retard that delays the ignition timing of the ignition plug of the internal combustion engine from a predetermined timing, and reduces the throttle valve opening of the internal combustion engine, regardless of the accelerator opening. To reduce the driving force.

JP 2009-56919 A

  However, when reducing the driving force of the internal combustion engine, ignition retard is performed and the opening of the throttle valve is reduced. Therefore, the actually reduced driving force is less than the reduction amount calculated by the driving force control means. Will also grow. As a result, there is a problem in that it becomes difficult to control the attitude of the vehicle during turning. Especially for an internal combustion engine with a turbocharger, such a problem is remarkable because of the supercharging pressure.

  Therefore, the present invention has been made in view of the above-described problems of the prior art, and the driving force of the internal combustion engine is reduced according to the amount of reduction of the driving force calculated by the driving force control means when the vehicle turns. It is an object of the present invention to provide a control device for an internal combustion engine that can be accurately reduced.

The control device for an internal combustion engine of the present invention that achieves the above object calculates a reduction amount for reducing the drive force of the internal combustion engine to prevent slipping when the vehicle turns, thereby controlling the drive force of the internal combustion engine. A control device for an internal combustion engine equipped with a supercharger equipped on a vehicle having means and having a wastegate valve,
A wastegate opening sensor for detecting the opening of the wastegate valve;
An ignition retard that delays the ignition timing of the ignition plug of the internal combustion engine from a predetermined timing according to a detection result by the wastegate opening sensor and the reduction amount of the driving force calculated by the driving force control means; At least one of an increase in the opening of the valve and a decrease in the opening of the throttle valve of the internal combustion engine is performed.

  According to the control device for an internal combustion engine of the present invention, among the ignition retard, the increase in the opening of the wastegate valve, and the decrease in the opening of the throttle valve in accordance with the reduction amount of the driving force calculated by the driving force control means. Since at least one of them is performed, it is possible to accurately reduce the driving force equivalent to the calculated driving force reduction amount. Conventionally, it is possible to easily control the attitude of the vehicle during cornering, which has been difficult because the driving force has been greatly reduced from the calculated driving force.

  The ignition retard may be performed when the reduction amount of the driving force calculated by the driving force control means is less than a preset first threshold value.

In the ignition retard, the increase in the opening of the waste gate valve, and the decrease in the opening of the throttle valve, the order in which the effect of reducing the driving force is large is the decrease in the opening of the throttle valve> the increase in the opening of the waste gate valve> the ignition retard.
On the other hand, the response from the reduction of the driving force to the return after the reduction is ignition retard> increased opening of the wastegate valve> decrease of the opening of the throttle valve.
Accordingly, when the reduction amount of the driving force calculated by the driving force control means is less than the first threshold value, that is, when the amount is small, the ignition retard is performed to respond to the driving force reduction request with good response. Therefore, it is possible to reduce the driving force in response to a small reduction requirement.

  In the case where the amount of reduction of the driving force calculated by the driving force control means is not less than a preset first threshold and less than a preset second threshold that is greater than the first threshold, While performing ignition retard, it is good to increase the opening degree of the said waste gate valve.

  As described above, when the amount of reduction in the driving force calculated by the driving force control means is equal to or larger than the first threshold value and smaller than the second threshold value, the driving force can be reduced with good response by performing the ignition retard. Furthermore, the driving force can be efficiently reduced by increasing the opening degree of the wastegate valve. Thereby, it is possible to respond to the request for reducing the driving force with good response, and it is possible to reduce the driving force according to the reduction request amount. It should be noted that the driving force can be restored efficiently.

  Further, when the amount of reduction in the driving force calculated by the driving force control means is greater than a preset first threshold and not less than a preset second threshold, the ignition retard, the wastegate valve The opening degree of the engine and the opening degree of the throttle valve of the internal combustion engine may be reduced.

  As described above, when the reduction amount of the driving force calculated by the driving force control means is equal to or larger than the second threshold, that is, when the amount is large, the driving force can be reduced with good response by performing the ignition retard. And the driving force can be efficiently reduced by increasing the opening degree of the wastegate valve. Furthermore, the driving force can be greatly reduced by reducing the opening of the throttle valve. As a result, it is possible to respond to the drive force reduction request with good response, and to reduce the drive force in response to a large amount of reduction request. It should be noted that the driving force can be restored efficiently.

  According to the present invention, it is possible to provide a control device for an internal combustion engine capable of accurately reducing the driving force of the internal combustion engine according to the reduction amount of the driving force calculated by the driving force control means when the vehicle is turning. it can.

It is a figure which shows the control apparatus of the internal combustion engine which concerns on embodiment of this invention. 1 is a block diagram of a control device for an internal combustion engine according to an embodiment of the present invention. It is a flowchart which shows the control routine which reduces the driving force of the internal combustion engine which concerns on embodiment of this invention. It is a flowchart which shows the control routine which reduces the driving force of the internal combustion engine which concerns on embodiment of this invention.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. However, the dimensions, materials, shapes, relative arrangements, and the like of the components described in this embodiment are not intended to limit the scope of the present invention only to specific examples unless otherwise specifically described. Only.

FIG. 1 is a diagram illustrating an internal combustion engine control apparatus according to an embodiment of the present invention. FIG. 2 is a block diagram of the control device for the internal combustion engine according to the embodiment of the present invention.
As shown in FIGS. 1 and 2, an internal combustion engine 1 of a vehicle is provided in an internal combustion engine main body 11, an internal combustion engine main body 11, and a space surrounded by a piston 12, a cylinder head 13, and a cylinder 14. It has a combustion chamber 11a for burning fuel, an intake passage 2 for introducing air into the combustion chamber 11a, and an exhaust passage 3 for leading the combustion gas burned in the combustion chamber 11a to the outside of the internal combustion engine 1.

  The cylinder head 13 is provided with an injector 15. The injector 15 is disposed so that the tip side thereof faces the combustion chamber 11a, and fuel is directly injected from the injector 15 into the combustion chamber 11a.

  A fuel supply path 16 is provided between the injector 15 and a fuel tank (not shown), and a fuel pump 17 is provided on the fuel supply path 16.

The internal combustion engine 1 is provided with an EGR device 20. The EGR device 20 includes an EGR passage 21 (exhaust gas recirculation passage).
One end portion 21 a of the EGR passage 21 is connected to the intake passage 2 between the intake temperature sensor 18 and the throttle valve 19.
The other end 21 b of the EGR passage 21 is connected to the exhaust passage 3, and a part of the exhaust gas is introduced into the intake passage 2 through the EGR passage 21.

  One end portion 21 a of the EGR passage 21 is provided with an EGR valve 22 that opens and closes the EGR passage 21. An EGR cooler for cooling the exhaust gas flowing in the EGR passage 21 is provided upstream (exhaust side) of the EGR passage 22 in the EGR passage 21.

  The internal combustion engine 1 is provided with a supercharger 30. The supercharger 30 is disposed in the intake passage 2, is provided in the exhaust passage 3 with a compressor 31 that pressurizes the air sucked by the air cleaner 8, and exhausts exhaust gas in the exhaust passage 3. And a shaft 33 that connects the exhaust turbine 32 and the compressor 31 to each other.

The supercharger 30 rotates the exhaust turbine 32 with the exhaust gas discharged from the internal combustion engine 1. Then, the compressor 31 is driven by the rotational force of the exhaust turbine 32 to supercharge the air (intake air) in the intake passage 2. The supercharged air is supplied to the combustion chamber 11 a of each cylinder of the internal combustion engine 1.
An intercooler 4 for cooling the air supercharged by the compressor 31 is provided in the intake passage 2 downstream of the compressor 31 (downstream of the intake flow). Reference numeral 5 in the drawing indicates a catalyst provided downstream of the exhaust passage 32 in the exhaust passage 3.

The turbocharger 30 has one end connected to the exhaust passage 3 upstream of the exhaust turbine 32 and the other end connected to the exhaust passage 3 downstream of the exhaust turbine 32 to bypass the exhaust turbine 32. 34 is provided.
The bypass passage 34 is provided with a waste gate valve 35 and an electric motor 36 that controls the opening and closing of the waste gate valve 35.
By controlling the rotation amount and the rotation speed of the electric motor 36, the opening degree and the opening / closing speed of the waste gate valve 35 can be adjusted, respectively. Conventionally, the wastegate 35 uses a diaphragm actuator to open and close the wastegate valve 35 according to the differential pressure before and after the compressor 31, but in this embodiment, the wastegate 35 is an electric type using an electric motor 36. The wastegate valve actuator is used to increase the opening and closing speed and responsiveness, and to increase the degree of freedom of wastegate valve opening and closing control without being affected by the differential pressure before and after the compressor.

  The vehicle also includes driving force control means 38 that controls the braking force and the driving force of the internal combustion engine 1 to maintain the posture of the vehicle during turning.

The input part of the driving force control means 38 includes a wheel speed sensor 26 provided on each wheel for detecting a wheel speed, a front / rear G sensor 27 for detecting a front / rear direction G acting on the vehicle, and a lateral direction G acting on the vehicle. Various sensors such as a lateral G sensor 28 to detect, a yaw rate sensor 29 to detect the yaw rate of the vehicle, a handle angle sensor 7 to detect the steering angle of the steering wheel, and an accelerator sensor 9 to detect the accelerator opening by the driver are connected. Yes.
The detection results detected by these sensors are output to the driving force control means 38.

The driving force control means 38 has a reduction amount calculation unit 39 that calculates a reduction amount for reducing the driving force of the internal combustion engine 1 so as to prevent the vehicle from slipping during turning.
Specifically, the reduction amount calculation unit 39 is based on detection results by the wheel speed sensor 26, the front / rear G sensor 27, the lateral G sensor 28, the yaw rate sensor 29, the handle angle sensor 7, and the accelerator sensor 9 when the vehicle is turning. Then, a reduction amount of the driving force of the internal combustion engine 1 is calculated using a map stored in advance.
The reduction amount of the driving force calculated by the reduction amount calculation unit 39 is output to the engine ECU 40 (corresponding to the control device for the internal combustion engine 1).

  The engine ECU 40 controls the opening and closing of the throttle valve 19, the wastegate control means 41 that controls the opening and closing of the wastegate valve 35 by driving the electric motor 36, the ignition timing control means 42 that controls the ignition timing of the spark plug 6, and the throttle valve 19. And a throttle control means 43 for performing.

The wastegate control means 41 sets the opening degree of the wastegate valve 35 according to the reduction amount of the driving force using a map stored in advance.
The wastegate control means 41 drives the electric motor 36 to set the wastegate valve 35 to a set opening degree. The opening degree of the waste gate valve 35 is adjusted by moving the valve body of the waste gate valve 35 between a position where the bypass passage 34 is completely closed and a position where the bypass passage 34 is completely opened.
The opening degree of the wastegate valve 35 is detected by a wastegate opening degree sensor 37.

  The ignition timing control means 42 sets the ignition timing according to the driving force reduction amount using a map stored in advance.

The throttle control means 43 sets the opening degree of the throttle valve 19 according to the reduction amount of the driving force using a map stored in advance.
The opening degree of the throttle valve 19 is adjusted by moving the valve body of the throttle valve 19 between a position where the intake passage 2 is completely closed and a position where the intake passage 2 is completely opened.

By the way, among the ignition retard that delays the ignition timing of the ignition plug 6 of the internal combustion engine 1 from a predetermined timing, the opening degree of the wastegate valve 35 and the opening degree of the throttle valve 19 are reduced, the driving force is reduced and reduced and then returned. The order in which the effect until it is made is as follows: the opening degree of the throttle valve 19 is decreased> the opening degree of the wastegate valve 35 is increased> the ignition retard.
This is because if the throttle valve 19 is throttled, the amount of air flowing into the cylinder 14 (combustion chamber) can be limited, and the influence on the output is the greatest. Next, the weight gate valve 35 adjusts the amount of exhaust flowing into the exhaust turbine 32. In order to control the rotation of the compressor and adjust the supercharging pressure, the pressure of the intake air entering the throttle can be adjusted by opening the waste gate valve 35. As a result, the amount of air flowing into the throttle can be adjusted. The effect on output is considered to be large. Further, since the ignition retard adjusts the output by reducing the combustion efficiency by retarding the ignition timing, it is considered difficult to largely change the output by not changing the air amount itself.

On the other hand, the driving force is reduced, and the response from when the driving force is reduced to when the driving force is restored is ignition retard> opening increase of the wastegate valve 35> opening reduction of the throttle valve 19.
This is because the ignition retard has a direct effect on combustion by retarding the ignition timing of the spark plug 6 installed in the cylinder 14 (combustion chamber). Therefore, after the output reduction command signal from the ECU 40 is issued, It is considered that the time until the output decreases is the shortest. Next, by opening the wastegate valve, the supercharging by the compressor is stopped, and the pressure applied to the cylinder 14 from the intake pipe 2 rapidly decreases and flows into the cylinder 14. The amount of air to be reduced can be reduced, and the time until the output actually decreases in response to the output reduction request from the ECU 40 is considered to be short after the ignition retard. Finally, even if the throttle valve 19 is closed, The output is actually low until the air remaining from the throttle valve 19 to the cylinder 14 is combusted in the cylinder 14. Since it does not, the time to actually output from the out output reduction command signal from the ECU40 is lowered, it is considered that slower than the valve opening of the ignition retard and waste gate valve 35.
Based on these findings, the engine ECU 40 increases the ignition retard, the opening degree of the wastegate valve 35 and decreases the opening degree of the throttle valve 19 in accordance with the reduction amount of the driving force calculated by the reduction amount calculation unit 39. At least one of the above.
Next, a specific control method for reducing the driving force of the internal combustion engine 1 will be described.

  The engine ECU 40 executes only the ignition retard when the reduction amount of the driving force calculated by the reduction amount calculation unit 39 is less than a preset first threshold value.

  Further, the engine ECU 40 determines the wastegate valve when the reduction amount of the driving force calculated by the reduction amount calculation unit 39 is equal to or more than the first threshold value and less than the preset second threshold value (> first threshold value). While increasing the opening of 35, ignition retard is implemented.

In such a case, it is preferable to first increase the opening degree of the wastegate valve 35 and then perform ignition retard. As described above, the response for reducing the driving force is slower when the opening degree of the waste gate valve 35 is increased than when the ignition retard is performed. For this reason, by opening the waste gate valve 35 before the ignition retard, it is possible to appropriately control the torque reduction amount while improving the response to reduce the driving force.
It should be noted that the opening degree of the wastegate valve 35 and the ignition retard may be performed simultaneously.

  The opening degree of the waste gate valve 35 is set based on a map or the like showing the relationship between the reduction amount of the driving force and the opening degree. Specifically, the opening degree of the wastegate valve 35 increases as the amount of reduction in driving force increases.

  The engine ECU 40 increases the ignition retard, the opening degree of the wastegate valve 35, and the throttle valve 19 of the internal combustion engine 1 when the reduction amount of the driving force calculated by the reduction amount calculation unit 39 is equal to or greater than the second threshold value. The opening degree of the is reduced.

In such a case, it is preferable to first increase the opening degree of the waste gate valve 35, then perform ignition retard, and finally decrease the opening degree of the throttle valve 19.
In the increase in the opening degree of the waste gate valve 35, as described above, the response for reducing the driving force is slower than the ignition retard is performed and is faster than the decrease in the opening degree of the throttle valve 19. In addition, the effect of reducing the driving force is larger than when ignition retard is performed, and is smaller than the decrease in the opening degree of the throttle valve 19. For this reason, by implementing the waste gate valve 35 having a medium response and effect of reducing the driving force first, the response for reducing the driving force can be improved and the effect can be exhibited in a short time.
Note that the opening of the waste gate valve 35 may be increased, the ignition retard may be performed, and the opening of the throttle valve 19 may be decreased simultaneously.

  In addition, in the case where the driving force is returned in response to the driving force reduction request, the intermediate waste gate valve 35 may be returned first, both in the response and effect of the driving force return as in the case of reducing the driving force. . For example, when the waste gate valve opening and ignition retard are performed, the medium waste gate valve 35 is returned to the original opening first for both the response and the effect of returning the driving force, and the ignition timing is restored simultaneously with or after that. Return to the state. Similarly, when the throttle 19, the wastegate valve 35, and the ignition retard are used, the wastegate valve 35 is first returned to the original valve opening position, and thereafter or simultaneously, the ignition timing is returned to the original ignition timing, and finally the throttle valve is turned on. It is better to return to the original position.

  The opening degree of the throttle valve 19 is set based on a map or the like showing the relationship between the reduction amount of the driving force and the opening degree. Specifically, the throttle valve 19 decreases the opening as the amount of reduction in driving force increases.

  The ECU 40 further includes a CPU, ROM, RAM, backup RAM, and the like (not shown).

The ROM stores various control programs, maps that are referred to when the various control programs are executed, and the like.
The CPU executes various arithmetic processes based on various control programs and maps stored in the ROM.
The RAM is a memory that temporarily stores calculation results in the CPU, data input from each sensor, and the like. The backup RAM is a non-volatile memory that stores data to be saved when the internal combustion engine is stopped, for example. Sex memory.

  The input part of the engine ECU 40 includes various sensors such as an accelerator sensor 9, an intake air temperature sensor 18 that detects the intake air temperature, an airflow sensor 25 that detects the intake air amount, a wastegate opening sensor 37, and a throttle opening sensor (not shown). Is connected.

  Further, a wastegate valve 35, a throttle valve 19, an EGR valve 22, a spark plug 6, a fuel pump 17 of the internal combustion engine 1, and the like are connected to an output portion of the engine ECU 40.

  Next, ignition retard control, opening control of the waste gate valve 35, and opening control of the throttle valve 19 in this embodiment will be described with reference to the flowcharts of FIGS. 3 and 4 are flowcharts showing a control routine for reducing the driving force of the internal combustion engine 1.

As shown in FIGS. 3 and 4, first, the reduction amount calculation unit 39 calculates the reduction amount of the driving force when the vehicle is turning (step S <b> 1).
The reduction amount calculated by the reduction amount calculation unit 39 is output to the engine ECU 40.

Next, the opening degree of the waste gate valve 35 is detected by the waste gate opening degree sensor 37 (step S2).
The detection result detected by the wastegate opening degree sensor 37 is output to the engine ECU 40.

Next, the engine ECU 40 determines whether or not the wastegate valve 35 is fully opened based on the detection result detected by the wastegate opening degree sensor 37 (step S3).
If the engine ECU 40 determines that the waste gate valve 35 is not fully open (step S3: NO), then, the reduction amount calculated by the reduction amount calculation unit 39 is less than the first threshold value or more than the first threshold value and It is determined whether it is less than the second threshold value or more than the second threshold value (step S4).

  If the engine ECU 40 determines that the reduction amount calculated by the reduction amount calculation unit 39 is less than the first threshold value, the engine ECU 40 subsequently performs ignition retard (step S5).

Next, the engine ECU 40 determines whether or not the reduction request output from the reduction amount calculation unit 39 has ended (step S6).
When the driving force is sufficiently reduced by the ignition retard in step S5, that is, when the vehicle posture can be controlled during turning, the driving force reduction request is terminated and the output of the reduction request amount is stopped. The engine ECU 40 determines that it has ended when the output of the driving force reduction request amount from the reduction amount calculation unit 39 is stopped (step S6: YES), and ends this routine.
By the way, when the driving force reduction request | requirement output from the reduction amount calculation part 39 is output anew, it determines with not complete | finishing (step S6: NO), and implements step S2 again.

On the other hand, when the engine ECU 40 determines in step S4 that the reduction amount of the driving force calculated by the reduction amount calculation unit 39 is greater than or equal to the first threshold value and less than the second threshold value, subsequently, the waste gate valve 35 is opened. The ignition retard is performed while increasing the degree (step S7).
Thereafter, the engine ECU 40 performs step S6 described above.

In step S4, the engine ECU 40 increases the opening of the wastegate valve 35, the ignition retard, and the internal combustion engine 1 when the amount of reduction in the driving force calculated by the driving force control means 38 is equal to or greater than the second threshold. The opening of the throttle valve 19 is reduced (step S8).
Thereafter, the engine ECU 40 performs step S6 again.

  In step S3, if the engine ECU 40 determines that the wastegate valve 35 is fully open (step S3: YES), then, similarly to step S4, the reduction amount calculated by the driving force control means 38 is increased. It is determined whether it is less than the first threshold, greater than or equal to the first threshold and less than the second threshold, or greater than or equal to the second threshold (step S9).

If the engine ECU 40 determines that the amount of reduction calculated by the driving force control means 38 is less than the first threshold, the engine ECU 40 subsequently performs ignition retard (step S10).
Thereafter, the engine ECU 40 performs step S6 again.

On the other hand, if the engine ECU 40 determines in step S9 that the driving force reduction amount calculated by the driving force control means 38 is equal to or greater than the first threshold value and less than the second threshold value, the opening degree of the throttle valve 19 is subsequently determined. And the ignition retard is performed (step S11).
Thereafter, the engine ECU 40 performs step S6 again.

In step S9, when the engine ECU 40 determines that the reduction amount of the driving force calculated by the driving force control means 38 is equal to or larger than the second threshold value, the engine ECU 40 subsequently performs ignition retard, The opening is reduced (step S12).
Thereafter, the engine ECU 40 performs step S6 again.

  According to the control device 6 of the internal combustion engine 1 described above, the opening degree of the ignition retard and the waste gate valve 35 is increased according to the amount of reduction of the driving force calculated by the driving force control means 38, and the opening degree of the throttle valve 19 is increased. Since at least one of the reductions is performed, the driving force equivalent to the calculated driving force reduction amount can be accurately reduced. As a result, it becomes easier to control the attitude of the vehicle during cornering than in the conventional case where the driving force is significantly lower than the calculated driving force.

  Further, when the waste gate valve 35 is not fully opened and the reduction amount of the driving force calculated by the driving force control means 38 is less than the first threshold value, ignition retard is performed (step S5), so that the driving force is reduced. It is possible to respond to the reduction request with good response and reduce the driving force according to the reduction request amount.

  When the wastegate valve 35 is not fully opened and the driving force reduction amount calculated by the driving force control means 38 is not less than the first threshold value and less than the second threshold value, the ignition retard is performed to improve the response. The driving force can be reduced. Furthermore, the driving force can be efficiently reduced by increasing the opening degree of the wastegate valve 35 (step S7). Thereby, it is possible to respond to the request for reducing the driving force with good response, and it is possible to reduce the driving force according to the reduction request amount. It should be noted that the driving force can be restored efficiently.

  Further, when the waste gate valve 35 is not fully opened and the amount of reduction of the driving force calculated by the driving force control means 38 is equal to or larger than the second threshold value, the ignition force is executed to reduce the driving force with good response. be able to. And the driving force can be efficiently reduced by increasing the opening degree of the waste gate valve 35. Further, the driving force can be greatly reduced by reducing the opening of the throttle valve 19 (step S8). Thereby, it is possible to respond to the request for reducing the driving force with good response, and it is possible to reduce the driving force according to the reduction request amount. It should be noted that the driving force can be restored efficiently.

DESCRIPTION OF SYMBOLS 1 Internal combustion engine 2 Intake passage 3 Exhaust passage 4 Intercooler 5 Catalyst 6 Spark plug 7 Handle angle sensor 8 Air cleaner 9 Accelerator sensor 11 Internal combustion engine main body 11a Combustion chamber 12 Piston 13 Cylinder head 14 Cylinder 15 Injector 16 Fuel supply passage 17 Fuel pump 18 Intake air temperature sensor 19 Throttle valve 20 EGR device 21 EGR passage 21a One end 21b Other end 22 EGR valve 25 Air flow sensor 26 Wheel speed sensor 27 Front and rear G sensor 28 Lateral G sensor 29 Yaw rate sensor 30 Supercharger 31 Compressor 32 Exhaust turbine 33 Shaft 34 Bypass passage 35 Wastegate valve 36 Electric motor 37 Wastegate opening sensor 38 Driving force control means 39 Reduction amount calculation unit 40 Engine ECU
41 Wastegate control means 42 Ignition timing control means 43 Throttle control means

Claims (4)

A supercharger having a wastegate valve is provided in a vehicle having a driving force control means for controlling a driving force of the internal combustion engine by calculating a reduction amount for reducing the driving force of the internal combustion engine in order to prevent slipping when the vehicle turns. A control device for an internal combustion engine equipped with a machine,
A wastegate opening sensor for detecting the opening of the wastegate valve;
An ignition retard that delays the ignition timing of the ignition plug of the internal combustion engine from a predetermined timing according to a detection result by the wastegate opening sensor and the reduction amount of the driving force calculated by the driving force control means; A control apparatus for an internal combustion engine, wherein at least one of an increase in valve opening and a decrease in the opening of a throttle valve of the internal combustion engine is performed.   2. The internal combustion engine control according to claim 1, wherein the ignition retard is performed when the reduction amount of the driving force calculated by the driving force control unit is less than a preset first threshold value. apparatus.   When the reduction amount of the driving force calculated by the driving force control means is not less than a preset first threshold and less than a preset second threshold greater than the first threshold, the ignition retard The control apparatus for an internal combustion engine according to claim 1 or 2, wherein the opening degree of the waste gate valve is increased.   When the reduction amount of the driving force calculated by the driving force control means is greater than a preset first threshold value and greater than or equal to a preset second threshold value, the ignition retard and the waste gate valve are opened. The control device for an internal combustion engine according to any one of claims 1 to 3, wherein an increase in the degree and a decrease in the opening degree of the throttle valve of the internal combustion engine are performed.

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