JP2015086708A - Control device of internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent an abrupt increase of a rotation number caused by the excessive correction of an opening of an intake throttle valve when interrupting or finishing the delay correction of ignition timing for the warmup of a catalyst, and to improve drivability and fuel economy.SOLUTION: A control device of an internal combustion engine performs feedback control which performs the delay correction of ignition timing for the warmup of a catalyst immediately after a start of the internal combustion engine, and operates an opening of an intake throttle valve in order to converge an actual engine rotation number to a target idle rotation number. The control device performs control for interrupting or finishing the delay correction of the ignition timing when a shift position is changed to a traveling range from a non-traveling range, and reducing the opening of the intake throttle valve accompanied by the interruption or finish of the delay correction of the ignition timing irrespective of a difference between the actual engine rotation number and the target rotation number.

Description

  The present invention relates to a control device for an internal combustion engine that corrects an ignition timing to be retarded for warming up a catalyst immediately after the start of the internal combustion engine.

  Conventionally, a catalyst is provided in an exhaust passage of an internal combustion engine in order to remove harmful substances such as hydrocarbons, carbon monoxide, and nitrogen oxides in the exhaust gas and purify the exhaust gas. In order for a catalyst used for purification of exhaust gas to function, it is necessary to activate the catalyst by heating it to a predetermined temperature or higher. Therefore, in order to warm up the catalyst at the time of cold start of the internal combustion engine or the like, the ignition timing is retarded immediately after the start (see, for example, Patent Document 1).

  Immediately after start-up, feedback control of the idle speed is performed to converge the engine speed to the target idle speed. This control increases the opening of the intake throttle valve (throttle valve or idle speed control valve) when the actual engine speed is lower than the target idle speed, and increases the opening of the intake throttle valve in the opposite case. The fuel injection amount is increased or decreased according to the increase or decrease of the opening of the intake throttle valve.

JP 2012-197771 A

  Here, the inventors of the present invention have found the following problems. That is, when the ignition timing retardation correction is performed to warm up the catalyst, the engine when the intake air amount is changed by a fixed amount is compared with the case where the ignition timing retardation correction is not performed. The amount of change in torque is reduced. Therefore, in order to increase the engine speed to the target idle speed, it is necessary to increase the intake amount as compared with the case where the ignition timing is not retarded. That is, the opening degree of the intake throttle valve is increased.

  Thereafter, when the shift position changes from the non-traveling range to the traveling range or when the warm-up of the internal combustion engine is completed, the ignition timing retardation correction is interrupted or terminated. At this time, since there is almost no time lag in the change in the ignition timing, immediately after the ignition timing retardation correction is interrupted or terminated, the ignition timing is advanced while the intake amount is large, and the engine speed is higher than the target idle speed. growing. On the other hand, even if the opening of the intake throttle valve is reduced to counteract the increase in engine speed, the rate of change of the opening of the intake throttle valve is finite. Since there is a time lag until the amount decreases, the vehicle feels to fly out until the engine speed decreases to the target idle speed, and drivability deteriorates. Further, since the intake air amount is larger than necessary, the fuel injection amount is also larger than necessary, and the fuel consumption is also deteriorated.

  The present invention pays attention to the above points, and an object of the present invention is to prevent drastic increase in the rotational speed due to overcorrection of the opening degree of the intake throttle valve and improve drivability and fuel consumption.

  In order to solve the above problems, the control apparatus for an internal combustion engine according to the present invention performs the following control. That is, one of the control devices for an internal combustion engine according to the present invention corrects the retard of the ignition timing for warming up the catalyst immediately after the start of the internal combustion engine, and converges the actual engine speed to the target idle speed. A control device for an internal combustion engine that performs feedback control to manipulate the opening of the intake throttle valve as much as possible, and when the shift position changes from the non-travel range to the travel range or when the warm-up of the internal combustion engine is completed, Control that stops or terminates the retard correction and decreases the opening of the intake throttle valve regardless of the deviation between the actual engine speed and the target idle speed when the ignition timing retard correction is interrupted or terminated. I do.

  If such control is performed, the opening degree of the intake throttle valve remains large by reducing the opening degree of the intake throttle valve regardless of the deviation as the ignition timing retard control is interrupted or terminated. Thus, the ignition timing is advanced, and the actual rotational speed can be prevented from becoming higher than the target rotational speed.

  Another one of the control devices for an internal combustion engine according to the present invention is to correct the ignition timing delay for warming up the catalyst immediately after the start of the internal combustion engine, and converge the actual engine speed to the target idle speed. A control device for an internal combustion engine that performs feedback control that manipulates the opening of the intake throttle valve so that the absolute value of the deviation between the actual engine speed and the target idle speed is greater than a threshold value. The opening of the intake throttle valve is operated based on the deviation.

  If such control is performed, if the deviation between the actual engine speed and the target idle speed becomes smaller than the threshold value, the opening of the intake throttle valve does not increase. The increase width of the opening of the intake throttle valve can be reduced. In other words, it is possible to prevent the opening degree of the intake throttle valve when the ignition timing retardation correction is interrupted or terminated more than necessary and prevent the actual engine speed from becoming higher than the target idle speed.

  Still another one of the control devices for an internal combustion engine according to the present invention is to correct the ignition timing delay for warming up the catalyst immediately after starting the internal combustion engine so that the actual engine speed is set to the target idle speed. A control device for an internal combustion engine that performs feedback control to manipulate the opening of the intake throttle valve to converge, and ignites when the shift position changes from a non-traveling range to a traveling range or when the warming up of the internal combustion engine is completed The timing delay correction is interrupted or terminated, and the feedback control is prohibited during the period from the completion of the start of the internal combustion engine until the ignition timing retardation correction is interrupted or terminated.

  If such control is performed, the feedback control is performed while correcting the ignition timing retardation by prohibiting the feedback control that manipulates the opening of the intake throttle valve until the ignition timing retardation correction is interrupted or terminated. This can prevent an increase in the opening of the intake throttle valve. Accordingly, it is possible to prevent the actual engine speed from becoming higher than the target idle speed by making the opening of the intake throttle valve unnecessarily large when the ignition timing retardation correction is interrupted or terminated. it can.

  In the present invention, the “intake throttle valve” is a valve arranged on the intake passage for adjusting the flow rate of the intake air. For example, an idle speed control on a bypass that bypasses the throttle valve or the throttle valve. It is a valve.

  According to the present invention, when the retard correction of the ignition timing for warming up the catalyst is interrupted or terminated, a sudden increase in the engine speed due to overcorrection of the opening of the intake throttle valve is prevented, and drivability and fuel consumption are reduced. Can be improved.

1 is a schematic configuration diagram of an internal combustion engine in a first embodiment of the present invention. The flowchart which shows the procedure of control by the control apparatus of the embodiment. The timing diagram which shows control of the opening degree of the throttle valve and control of ignition timing which the control apparatus of the embodiment performs. The flowchart which shows the procedure of control by the control apparatus of 2nd embodiment of this invention. The flowchart which shows the procedure of control by the control apparatus of the embodiment. The timing diagram which shows control of the opening degree of the throttle valve and control of ignition timing which the control apparatus of the embodiment performs. The flowchart which shows the procedure of control by the control apparatus of 3rd embodiment of this invention. The timing diagram which shows control of the opening degree of the throttle valve and control of ignition timing which the control apparatus of the embodiment performs.

  A first embodiment of the present invention will be described with reference to the drawings. FIG. 1 shows an outline of an internal combustion engine for a vehicle in the present embodiment.

  The internal combustion engine in the present embodiment is a spark ignition gasoline engine and includes a plurality of cylinders 1 (one of which is shown in FIG. 1). In the vicinity of the intake port of each cylinder 1, an injector 11 for injecting fuel is provided. A spark plug 12 is attached to the ceiling of the combustion chamber of each cylinder 1. The spark plug 12 receives spark voltage generated by the ignition coil and causes spark discharge between the center electrode and the ground electrode. The ignition coil is integrally incorporated in a coil case together with an igniter that is a semiconductor switching element.

  The intake passage 3 for supplying intake air takes in air from the outside and guides it to the intake port of each cylinder 1. On the intake passage 3, an air cleaner 31, an electronic throttle valve 32, a surge tank 33, and an intake manifold 34 are arranged in this order from the upstream.

  The exhaust passage 4 for discharging the exhaust guides the exhaust generated as a result of burning the fuel in the cylinder 1 from the exhaust port of each cylinder 1 to the outside. An exhaust manifold 42 and an exhaust purification three-way catalyst 41 are disposed on the exhaust passage 4. The three-way catalyst 41 is known as being mounted on an internal combustion engine for a vehicle that is activated at a predetermined temperature or more and simultaneously performs oxidation of hydrocarbons and carbon monoxide and reduction of nitrogen oxides. .

  An ECU (Electronic Control Unit) 0 that controls operation of the internal combustion engine is a microcomputer system having a processor, a memory, an input interface, an output interface, and the like.

  The input interface includes a vehicle speed signal a output from a vehicle speed sensor that detects the actual vehicle speed of the vehicle, a crank angle signal (N signal) b output from an engine rotation sensor that detects the rotation angle of the crankshaft and the engine speed, An accelerator opening signal c output from a sensor that detects the amount of depression of the accelerator pedal or the opening of the electronic throttle valve 32 as an accelerator opening (so-called required load), and is output from a sensor that detects the amount of depression of the brake pedal. Brake pedaling amount signal d, intake air temperature / intake pressure signal e output from a temperature / pressure sensor for detecting intake air temperature and intake pressure in intake passage 3 (especially surge tank 33), water temperature for detecting engine coolant temperature Sensor (or shift position sensor) to know the coolant temperature signal f output from the sensor and the shift lever range Shift range signal g outputted from the pitch), a cam angle signal (G signal output from the cam angle sensor at a plurality of cam angle of the intake camshaft or an exhaust camshaft) h or the like is input.

  From the output interface, an ignition signal i is output to the igniter of the spark plug 12, a fuel injection signal j is output to the injector 11, an opening operation signal k is output to the electronic throttle valve 32, and the like.

  The processor of the ECU 0 interprets and executes a program stored in the memory in advance, calculates operation parameters, and controls the operation of the internal combustion engine. The ECU 0 acquires various information a, b, c, d, e, f, g, and h necessary for operation control of the internal combustion engine via the input interface, knows the engine speed, and is filled in the cylinder 1. Estimate the intake volume. Based on the engine speed, the intake air amount, etc., the required fuel injection amount, fuel injection timing (including the number of times of fuel injection for one combustion), fuel injection pressure, ignition timing, required EGR rate (or EGR rate) Various operating parameters such as volume). As the operation parameter determination method itself, a known method can be adopted. Accordingly, the ECU 0 applies various control signals i, j, k corresponding to the operation parameters via the output interface.

  Further, the ECU 0 inputs a control signal o to a starter motor (cell motor, not shown) when starting the internal combustion engine (a cold start or a return from an idling stop). Cranking is performed by rotating the engine by engaging the pinion gear of the motor with the ring gear on the outer periphery of the drive plate. Cranking ends from the first explosion to the consecutive explosion, and ends when the engine speed exceeds a threshold determined according to the cooling water temperature or the like (assuming that the explosion has been completed).

  Further, the ECU 0 of the present embodiment controls the advance of the ignition timing at the start of the internal combustion engine, and immediately after the start of the internal combustion engine is completed, the ignition timing of the ignition timing is set to warm up the catalyst and bring it into an active state. Perform retard correction. In this control, for example, the ignition timing is retarded by a predetermined amount every cycle (for example, 0.16 ms) until the ignition timing retardation amount reaches the basic retardation amount determined by the coolant temperature or the like. After the angular amount reaches the basic retardation amount, the ignition timing retardation amount is maintained at the basic retardation amount. The ignition timing retardation correction is interrupted when the shift position changes from the non-traveling range to the traveling range, and is terminated when the warm-up of the internal combustion engine is completed.

  In addition, the ECU 0 of the present embodiment performs feedback control that manipulates the opening of the electronic throttle valve 32 in order to converge the actual engine speed to the target idle speed. This feedback control obtains a deviation between the actual engine speed and the target idle speed, and when the actual engine speed is lower than the target idle speed, the opening increase amount corresponding to the absolute value of the deviation When the actual engine speed is higher than the target idle speed, the opening degree of the electronic throttle valve 32 is increased by an opening reduction amount corresponding to the absolute value of the deviation. It is a conventionally well-known thing to reduce. During the period during which the ignition timing retard correction is performed, the increase in the engine speed corresponding to the increase in the opening of the electronic throttle valve 32 is compared with the period during which the ignition timing retard correction is not performed. Therefore, the opening increase amount is multiplied by an intake air increase correction term that is larger than 1.

  In addition, the ECU 0 of the present embodiment performs learning control of the opening degree of the electronic throttle valve 32 corresponding to the target idle speed after the warm-up of the internal combustion engine and the three-way catalyst 41 is completed. Specifically, when it is confirmed that the actual engine speed has converged to the target idle speed (the state where the deviation between the actual engine speed and the target idle speed is within a predetermined error) Is maintained for a predetermined time), the opening of the electronic throttle valve 32 at that time is stored as a learning value L in a predetermined area of the memory.

  Then, the ECU 0 of the present embodiment performs the ignition timing when the retard correction of the ignition timing is interrupted due to the shift position changing from the non-traveling range to the traveling range, or when the warm-up of the internal combustion engine is completed. When the delay angle correction is completed, control is performed to reduce the opening of the electronic throttle valve 32 to the learned value L acquired in advance, regardless of the deviation between the actual engine speed and the target idle speed. Do.

  The flow of processing performed by the ECU 0 immediately after the start of the internal combustion engine is completed while the internal combustion engine and the three-way catalyst 41 are warmed up will be described below with reference to FIG.

  First, the ignition timing is retarded (step S1), and the engine speed feedback control for operating the opening of the electronic throttle valve 32 is performed (step S2). Here, the increase amount per unit time of the opening degree of the electronic throttle valve 32 is larger than the case where the ignition timing retardation correction is not performed because the intake air increase correction term is multiplied as described above. When the warm-up of the internal combustion engine is completed (step S3), the ignition timing retard correction is terminated (step S4), and the opening degree of the electronic throttle valve 32 is set to the learning value L acquired in advance (step S5). ). When it is detected that the shift position has changed from the non-traveling range to the traveling range (step S6) before the internal combustion engine has been warmed up (step S3), the ignition timing retardation correction is interrupted (step S6). In step S7), the opening degree of the electronic throttle valve 32 is decreased to a learning value L acquired in advance (step S8).

  The effect | action by performing this process is described below, referring FIG.

When the start of the internal combustion engine is completed at time t ₁ , the engine speed starts to decrease from time t ₂ as the ignition timing retard control for warming up the catalyst is executed. In order to compensate for this, control is performed to gradually increase the opening of the electronic throttle valve 32. Further, the increase amount per unit time of the opening degree of the electronic throttle valve 32 is multiplied by the intake air increase correction term as described above, and thus becomes larger than the period in which the ignition timing retardation correction is not performed. That is, the opening degree of the electronic throttle valve 32 becomes larger than that in the case where the ignition timing retardation correction is not performed. When the ignition timing retardation correction is interrupted (or terminated) at time t ₃ , the opening of the electronic throttle valve 32 decreases toward the learning value L as shown by the solid line a in FIG. Along with this, the fuel injection amount also decreases corresponding to the decrease in the intake amount.

  That is, according to the present embodiment, the opening degree of the electronic throttle valve 32 is reduced by reducing the opening degree of the electronic throttle valve 32 to the learning value L acquired in advance when the ignition timing retardation correction is interrupted or terminated. It is possible to prevent the actual engine speed from becoming higher than the target idle speed by igniting the ignition timing in a state where it is still large. As a result, the actual engine rotation speed becomes higher than the target idle rotation speed and the feeling of popping out of the vehicle occurs, so that the drivability is deteriorated and the opening of the electronic throttle valve 32 increases. It is possible to prevent or suppress deterioration in fuel consumption due to excessive injection.

  When the ignition timing retardation correction is interrupted or terminated, the opening degree of the electronic throttle valve 32 is instantaneously decreased toward the learning value L as shown by a one-dot chain line d in FIG. However, the effect according to the present embodiment can be obtained.

  Next, a second embodiment of the present invention will be described with reference to the drawings. In the following description, the same names and symbols are assigned to the portions corresponding to those in the first embodiment described above.

  Since the vehicle internal combustion engine in the present embodiment is the same as that in the first embodiment described above, a detailed description thereof will be omitted.

  Further, the ECU 0 of the present embodiment also corrects the advance of the ignition timing at the start of the internal combustion engine, as in the first embodiment described above. In order to warm up the catalyst 41 and make it active, the ignition timing is retarded.

  In addition, the ECU 0 of the present embodiment also performs feedback control of the opening degree of the electronic throttle valve 32 in order to converge the actual rotational speed to the target idle rotational speed, but differs from the first embodiment in the following points. That is, this feedback control obtains a deviation between the actual rotational speed and the target idle rotational speed, and when the actual rotational speed is lower than the target idle rotational speed and the deviation is larger than the threshold value, The opening degree of the electronic throttle valve 32 is increased by the opening degree increase amount corresponding to the absolute value. When the actual rotational speed is lower than the target idle rotational speed and the deviation is smaller than the threshold value, the opening degree of the electronic throttle valve 32 is not changed. When the actual rotational speed is higher than the target idle rotational speed, the opening degree of the electronic throttle valve 32 is reduced by the opening degree reduction amount corresponding to the absolute value of the deviation.

  Further, the ECU 0 of this embodiment also performs learning control of the opening degree of the electronic throttle valve 32 after the warm-up of the internal combustion engine and the three-way catalyst 41 is completed, as in the first embodiment described above.

  The flow of processing performed by the ECU 0 immediately after the start of the internal combustion engine is completed and the engine and the three-way catalyst 41 are warmed up will be described below with reference to FIG. 4 which is a flowchart.

  First, the ignition timing is retarded (step S11), and the engine speed feedback control for operating the opening of the electronic throttle valve 32 is performed (step S12). Here, the feedback control of the engine speed is performed by a feedback control routine described later. When the warm-up of the internal combustion engine is completed (step S13), the ignition timing retard correction is terminated (step S14). When it is detected that the shift position has changed from the non-traveling range to the traveling range (step S15) before the warm-up of the internal combustion engine is completed (step S13), the ignition timing retardation correction is interrupted (step S15). Step S16).

  The flow of processing by the feedback control routine will be described below with reference to FIG. 5 which is a flowchart. If the actual engine speed falls below the target idle speed (step S121) and the absolute value of the deviation between the actual engine speed and the target idle speed exceeds the threshold (step S122), the absolute deviation The opening degree of the electronic throttle valve 32 is increased by the opening degree increase amount corresponding to the value (step S123). When the actual engine speed falls below the target idle speed (step S121) and the absolute value of the deviation is below the threshold value (step S122), the opening of the electronic throttle valve 32 is not changed (step S124). On the other hand, when the actual engine speed is lower than the target idle speed (step S121), the opening reduction amount corresponding to the absolute value of the deviation between the actual engine speed and the target idle speed is subsequently continued. The opening degree of the electronic throttle valve 32 is decreased (step S125).

  The effect | action by performing this process is described below, referring FIG.

When cranking is completed at time t ₁ , the engine speed starts to decrease from time t ₂ as the ignition timing is retarded. In order to compensate for this, control is performed to gradually increase the opening of the electronic throttle valve 32. However, when the absolute value of the deviation between the actual engine speed and the target idle speed falls below the threshold value, the operation for increasing the opening of the electronic throttle valve 32 is stopped. Accordingly, as shown by a solid line b in the figure, retarding control interruption of the ignition timing at time t ₃ (or end) the opening of the electronic throttle valve 32 of the time, the conventional control shown in broken line x in the figure It becomes smaller compared to the case of performing.

  That is, according to the present embodiment, when the absolute value of the deviation between the actual engine speed and the target idle speed becomes smaller than the threshold value during the warm-up of the internal combustion engine and the three-way catalyst 41, the electronic throttle valve 32 is opened. Since the degree does not increase any more, the degree of increase in the opening of the electronic throttle valve 32 when compared with the case where the ignition timing retardation correction is not performed can be reduced. As a result, the actual engine rotation speed becomes higher than the target idle rotation speed and the feeling of popping out of the vehicle occurs, so that the drivability is deteriorated and the opening of the electronic throttle valve 32 increases. It is possible to prevent or suppress deterioration in fuel consumption due to excessive injection.

  Next, a third embodiment of the present invention will be described with reference to the drawings. In the following description, the same names and symbols are assigned to the portions corresponding to those in the first embodiment described above.

  Since the internal combustion engine for a vehicle in the present embodiment is also the same as that in the first embodiment described above, a detailed description is omitted.

  Further, the ECU 0 of the present embodiment also corrects the advance of the ignition timing at the start of the internal combustion engine, as in the first embodiment described above. In order to warm up the catalyst 41 and make it active, the ignition timing is retarded.

  On the other hand, the ECU 0 of the present embodiment performs feedback control that manipulates the opening of the electronic throttle valve 32 in order to converge the actual rotational speed to the target idle rotational speed. This feedback control is performed immediately after the engine start is completed. The period until timing delay correction is interrupted or terminated is prohibited. In other words, the feedback control is executed for the first time after the shift position changes from the non-traveling range to the traveling range or after the internal combustion engine has been warmed up. In the period from immediately after the start of the internal combustion engine is completed to when the ignition timing retarding control is interrupted or terminated, the opening of the electronic throttle valve 32 is compensated for the drop in engine speed due to ignition timing retarding correction. Feed forward control for forcibly increasing the value by a predetermined amount is performed instead of the feedback control. Further, when the actual engine speed exceeds the target idle speed, control is performed to decrease the opening of the electronic throttle valve 32 so that the actual engine speed approaches the target idle speed.

  In addition, the ECU 0 of this embodiment also performs learning control of the opening degree of the electronic throttle valve 32 after the warm-up of the internal combustion engine and the three-way catalyst 41 is completed, as in the first embodiment described above.

  The flow of the process performed by the ECU 0 immediately after the start of the internal combustion engine is completed and the engine and the three-way catalyst 41 are warmed up will be described below with reference to FIG.

  First, ignition timing retardation correction is executed (step S21). On the other hand, feedback control of the engine speed for operating the opening of the electronic throttle valve 32 is prohibited (step S22). At this time, as described above, feedforward control for forcibly increasing the opening of the electronic throttle valve 32 by a predetermined amount to compensate for a drop in engine speed due to ignition timing retardation correction is performed instead. When the internal combustion engine has been warmed up (step S23), the ignition timing retard correction is terminated (step S24), and feedback control of the engine speed is started (step S25). When it is detected that the shift position has changed from the non-traveling range to the traveling range (step S26) before the warm-up of the internal combustion engine is completed (step S23), the ignition timing retardation correction is interrupted (step S26). Step S27), feedback control of the engine speed is started (step S28).

  The effect | action by performing this process is described below, referring FIG.

When cranking is completed at time t ₁ , the engine speed starts to decrease from time t ₂ as the ignition timing is retarded. However, feedback control for operating the opening degree of the electronic throttle valve 32 is prohibited during this time period. The feedback control is at time t ₃ is retard correction of the ignition timing is started when the interrupt (or end), as shown in the solid line c, opening of the electronic throttle valve 32 at time t ₃ is As compared with the case where the conventional control indicated by the broken line x in FIG.

  That is, according to the present embodiment, since the feedback control of the electronic throttle valve 32 is prohibited until the ignition timing retard control is interrupted or terminated, the feedback control is performed while correcting the retard of the ignition timing. An increase in the opening of the electronic throttle valve 32 can be prevented. Therefore, it is possible to prevent the ignition timing from being advanced while the opening of the electronic throttle valve 32 remains large, and the actual engine speed to be higher than the target idle speed. Therefore, excess fuel is added in response to the deterioration of drivability due to the actual engine speed being higher than the target idle speed and the feeling of popping out of the vehicle, and the opening of the electronic throttle valve 32 being increased. It is possible to prevent or suppress deterioration of fuel consumption due to injection.

  The present invention is not limited to the embodiment described above.

  For example, the control of the first embodiment and the control of the second embodiment described above may be performed simultaneously. Further, the control of the first embodiment and the control of the third embodiment may be selectively performed according to the operating conditions, and the control of the second embodiment and the control of the third embodiment are selectively performed. Also good. Of course, the control of the first embodiment and the control of the second embodiment described above may be performed simultaneously, and then selectively performed with the control of the third embodiment.

  Instead of the electronic throttle valve, the present invention may be applied to a vehicle including a throttle valve mechanically connected to an accelerator pedal and an idle speed control valve provided on a passage that bypasses the throttle valve. In this case, as the idle speed control, the opening degree of the idle speed control valve is controlled.

  In the first embodiment described above, control is performed with the opening degree of the intake throttle valve as a learning value when the ignition timing retardation correction is interrupted or terminated, but the intake throttle valve corresponding to the idling engine speed is used. The opening of the engine is obtained in advance as an opening at the end of warm-up by experiment, etc., and this opening is stored in a predetermined area of the memory at the time of shipment from the factory. Of course, control may be performed to reduce the opening of the throttle valve to the opening at the end of warm-up.

  In addition, you may change variously in the range which does not impair the meaning of this invention.

0 ... ECU (control device)
12 ... Spark plug 32 ... Electronic throttle valve (intake throttle valve)

Claims (3)

Immediately after the start of the internal combustion engine, the internal combustion engine performs feedback control for correcting the ignition timing delay for warming up the catalyst and operating the opening of the intake throttle valve to converge the actual engine speed to the target idle speed An engine control device,
When the shift position changes from the non-traveling range to the traveling range or when the internal combustion engine has been warmed up, the ignition timing retardation correction is interrupted or terminated,
An internal combustion engine that performs control to reduce the opening of the intake throttle valve regardless of the deviation between the actual engine speed and the target idle speed when the ignition timing retardation correction is interrupted or terminated Control device. Immediately after the start of the internal combustion engine, the internal combustion engine performs feedback control for correcting the ignition timing delay for warming up the catalyst and operating the opening of the intake throttle valve to converge the actual engine speed to the target idle speed An engine control device,
A control apparatus for an internal combustion engine, wherein an opening degree of an intake throttle valve is operated based on the deviation only when an absolute value of a deviation between an actual engine speed and a target idle speed is larger than a threshold value. Immediately after the start of the internal combustion engine, the internal combustion engine performs feedback control for correcting the ignition timing delay for warming up the catalyst and operating the opening of the intake throttle valve to converge the actual engine speed to the target idle speed An engine control device,
When the shift position changes from the non-traveling range to the traveling range or when the internal combustion engine has been warmed up, the ignition timing retardation correction is interrupted or terminated,
The control apparatus for an internal combustion engine, which prohibits the feedback control during a period from the completion of the start of the internal combustion engine to the interruption or termination of the ignition timing retardation correction.

Images