JP2017210934A - Engine control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To attain the optimum fuel consumption without reducing a combustion stability even if a spray speed shows a certain change.SOLUTION: In order to solve the prescribed problems, this invention provides an engine control system for controlling an engine to which a fuel injection valve for injecting fuel directly into a combustion chamber and an ignition plug for igniting fuel injected by the fuel injection valve are fixed. There is provided an injection control part for dividing a fuel injection operation performed by the fuel injection valve at one time combustion into a plurality of fuel injection operations, and the injection control part controls the fuel injection timing in compliance with the ignition timing in such a way that an interval between the injection timing of a predetermined injection operation of the plurality of divided fuel injection operations and the ignition timing may become a desired interval.SELECTED DRAWING: Figure 6

Description

  The present invention relates to an engine control device.

  2. Description of the Related Art A combustion chamber fuel injection engine that directly injects fuel into a combustion chamber is widely known. The fuel injection type engine in the combustion chamber directly injects fuel into the combustion chamber by a fuel injection valve, and aims to improve exhaust performance, reduce fuel consumption, improve output, and the like.

  In recent years, as a measure for improving the exhaust performance of an engine, multistage injection control in which fuel injection is performed at least once in one combustion cycle is used in the cylinder. In the multi-stage injection control, the fuel injection is executed after dividing the fuel injection amount based on the number of multi-stage injections determined from the operating state of the engine.

In a fuel injection type engine in a combustion chamber, a homogeneous combustion in which fuel is mainly burned by a uniform mixture of fuel and air by injecting fuel in the intake stroke, and a thick layer and a thin layer of fuel by injecting fuel in the compression stroke are performed. The stratified combustion that is generated and burned is properly used according to the operating state.
In order to satisfy strict exhaust gas regulations in recent years, the amount of fuel injection per time has decreased due to the increase in the number of injections of multistage injection or the division ratio subdivision. In a system in which a fuel injection valve is installed at the top of a combustion chamber of an engine (direct injection system), if the fuel injection amount at a specific number of injections exceeds a predetermined amount, the air-fuel ratio around the spark plug becomes rich and there is a risk of misfire. There is.

  For such a problem, it is required to optimize the fuel injection amount, match the timing when the fuel spray passes around the spark plug and the ignition timing, and set the air-fuel ratio around the spark plug to the combustible region at the ignition timing. .

  Japanese Patent Laid-Open No. 2007-092554 (Patent Document 1) discloses a technique for setting the ignition timing based on the fuel injection timing so that the fuel spray can be ignited at the timing when it passes around the spark plug.

  Japanese Patent Laid-Open No. 2000-045845 (Patent Document 2) controls the fuel injection timing and the ignition timing to stabilize the combustion state and obtain engine output based on the advance angle of the fuel injection timing. A technique for maintaining a constant period between ignition timing and ignition timing is disclosed.

JP 2007-092554 A Japanese Unexamined Patent Publication No. 2000-045845

  In the technique disclosed in Patent Document 1, since the ignition timing of the spark plug is controlled based on the fuel injection timing, the optimal fuel consumption cannot be obtained because the ignition timing (MBT) at which an optimal torque can be obtained cannot be ignited. There is.

  Further, in the technique described in Patent Document 2, in order to maintain a constant interval between the fuel injection timing and the ignition timing, when there is a change in the spray speed due to a change in the fuel pressure of the fuel injection valve or a gas flow in the combustion chamber, If the fuel spray cannot be ignited when it passes around the spark plug, combustion stability may be lowered.

  The present invention has been made in view of these problems, and an object of the present invention is to obtain optimum fuel consumption without deteriorating combustion stability even when the spraying speed is changed.

  In order to solve the above-described problems, the present invention provides an engine that controls an engine to which a fuel injection valve that directly injects fuel into a combustion chamber and an ignition plug that ignites the fuel injected by the fuel injection valve are attached. The control apparatus includes an injection control unit that divides the injection by the fuel injection valve in one combustion into a plurality of times, and the injection control unit performs an injection operation designated in advance among the plurality of divided fuel injection operations. The fuel injection timing is controlled in accordance with the ignition timing so that the interval between the injection timing and the ignition timing becomes a desired interval.

According to the present invention, even when there is a change in the spraying speed, it is possible to obtain optimum fuel consumption without deteriorating combustion stability. Other configurations, operations, and effects of the present invention will be described in detail in the following examples.

Basic configuration diagram of spark ignition engine and control device thereof according to the present invention Diagram showing the internal configuration of the engine control unit Diagram showing an example of fuel injection and ignition for one combustion cycle in one cylinder The figure which showed the time change of the air fuel ratio around the spark plug Control block diagram of this embodiment The figure which showed the internal structure of the fuel injection ignition interval calculating part 400 The figure which showed the relationship of the basic value of the fuel injection ignition interval with respect to the fuel pressure of a fuel injection valve, TGV opening degree, and engine speed The figure which showed the change of the basic value of the fuel injection ignition interval by the change of the fuel pressure of the fuel injection valve The figure which showed the change of the movement of the fuel spray by the change of the fuel pressure of the fuel injection valve Flow chart of learning value calculation in one cylinder A diagram showing the relationship between the fuel injection signal, the learning value 1, and the reference valve closing timing C The figure which showed the time change of learning value 2 The figure which showed the relation between the fuel injection ignition interval and the basic value and the learning value

Hereinafter, an engine control apparatus according to an embodiment of the present invention will be described with reference to the drawings.

  FIG. 1 is a basic configuration diagram of a spark ignition engine and its control device according to the present invention. In the figure, the engine 1 is provided with a piston 2, an intake valve 3, and an exhaust valve 4. The intake air passes through an air flow meter 18 and enters a throttle valve 17, and the intake pipe 10, It is supplied to the combustion chamber 19 of the engine 1 through the intake valve 3. The intake pipe 10 is provided with a TGV (tumble generator valve) that controls the gas flow in the combustion chamber 19. The fuel is injected from the fuel injection valve 5 into the combustion chamber 19 of the engine 1 and ignited by the ignition coil 7 and the spark plug 6. The fuel injection valve 5 is installed at the top of the combustion chamber 19 of the engine 1, and the spark plug 6 is installed near the injection port of the fuel injection valve 5.

  Although not shown, a high-pressure pump that sends fuel to the fuel injection valve 5 is connected to the fuel injection valve 5, and a fuel pressure that is a pressure for discharging fuel from the fuel injection valve 5 is adjusted by the high-pressure pump. The exhaust gas after combustion is discharged to the exhaust pipe 11 through the exhaust valve 4, and the exhaust pipe 11 is provided with a three-way catalyst 12 for purifying the exhaust gas. The engine control unit 9 includes a signal from the crank angle sensor 15 of the engine 1, an air amount signal from the air flow meter 18, a signal from the air-fuel ratio sensor 13 for detecting the air-fuel ratio in the exhaust gas, and an accelerator opening of the accelerator opening sensor 20. A signal such as a degree is input. The engine control unit 9 calculates the required torque for the engine from the signal of the accelerator opening sensor 20, determines the idle state, etc., calculates the intake air amount necessary for the engine 1, and calculates the opening signal corresponding to the intake air amount. 17 to output.

  A fuel injection signal is output to the fuel injection valve 5 and an ignition signal is output to the spark plug 6. Further, a knock sensor 8 attached to the engine 1 detects a knock that occurs during abnormal combustion of the engine 1 and feedback-controls the ignition signal.

FIG. 2 is a diagram showing an internal configuration of the engine control unit 9.
The engine control unit 9 is composed of a microcomputer including an input circuit 101, an A / D conversion unit 102, a central processing unit 103, a ROM 104, a RAM 105, and an output circuit 106.

  When the input signal 100 is an analog signal (for example, a signal from the air flow meter 18, the accelerator opening sensor 20, etc.), the input circuit 101 removes a noise component from the signal and converts the signal into an A / D converter. This is for outputting to 102.

  The central processing unit 103 has a function of executing each control, diagnosis, and the like by fetching the A / D conversion result and executing a fuel injection control program and other control programs stored in a medium such as the ROM 104. Yes. The calculation result and the A / D conversion result are temporarily stored in the RAM 105, and the calculation result is output as the control signal 107 through the output circuit 106 and used for controlling the fuel injection valve 5, the ignition coil 7, and the like. It is done.

  FIG. 3 is a diagram showing an example of fuel injection and ignition for one combustion cycle in one cylinder. 201 is an interval between the fuel injection end timing of the final injection stage and the ignition timing of the combustion cycle among the fuel injections divided and executed in one combustion. For the sake of explanation, this interval is referred to as a fuel injection ignition interval.

  FIG. 4 is a diagram showing the time variation of the air-fuel ratio around the spark plug in a system (direct injection system) in which the fuel injection valve is installed at the top of the combustion chamber. 301 is the lean limit of the combustible air-fuel ratio, 302 is the rich limit of the combustible air-fuel ratio, and the region between them is the combustible region. When the fuel injection amount is large, the period during which the air-fuel ratio is in the rich misfire region becomes long, and even if an attempt is made to ignite with MBT in order to obtain the optimum torque, the air-fuel ratio around the spark plug at the ignition timing can be made a combustible region. Have difficulty. To avoid deterioration in combustion stability due to misfire, set the fuel injection amount so that the air-fuel ratio around the spark plug does not become a rich misfire region, and then match the timing when the fuel spray passes around the spark plug and the ignition timing to make the ignition timing The air-fuel ratio around the spark plug needs to be in a combustible region. Further, at this time, if the fuel injection amount is corrected based on the air-fuel ratio or the like for the fuel injection at the final injection stage, the air-fuel ratio around the spark plug at the ignition timing is not in the combustible region, and there is a possibility of misfire. Therefore, the process for correcting the fuel injection amount for the fuel injection in the final injection stage is not performed.

  For the above-described reason, in this embodiment, the fuel injection ignition interval is controlled, and the fuel injection end timing is set with respect to the ignition timing, so that the fuel spray passes around the spark plug at the ignition timing.

  In the present embodiment, the interval between fuel injection and ignition in the final injection stage is controlled, but the interval between fuel injection and ignition other than the final injection stage may be controlled. In this embodiment, the fuel injection end timing is set with respect to the ignition timing, but the fuel injection start timing may be set with respect to the ignition timing.

  FIG. 5 is a control block diagram of the present embodiment. The fuel injection ignition interval calculation unit 400 calculates the aforementioned fuel injection ignition interval. The ignition timing calculation unit 401 calculates the ignition timing of the combustion cycle from the engine speed and the load value. The parameters used for calculating the ignition timing are not limited to the engine speed and the load value, and may be calculated using other parameters. The fuel injection timing calculation unit subtracts the fuel injection ignition interval calculated by the fuel injection ignition interval calculation unit 400 from the ignition timing calculated by the ignition timing calculation unit 401 to obtain a plurality of divided fuel injections in one combustion. Of these, the fuel injection timing of the final injection stage is set.

The fuel injection ignition interval is composed of a basic value and a learning value. The basic value is a value set for the purpose of controlling the fuel injection ignition interval according to the spray speed and the engine speed, and the learning value is a value set for the purpose of absorbing the machine difference variation in the response of the fuel injection valve 5. is there.
FIG. 6 is a diagram showing an internal configuration of the fuel injection ignition interval calculation unit 400. The fuel injection ignition interval calculation unit 400 includes a basic value calculation unit 403 that calculates a basic value of the fuel injection ignition interval, and a learning value calculation unit 404 that calculates a learning value of the fuel injection ignition interval. The sum is output as the fuel injection ignition interval.

  In the present embodiment, the fuel injection ignition interval is adjusted and set so that the fuel spray passes around the spark plug at the ignition timing. Therefore, when the spraying speed changes, it is necessary to adjust the fuel injection ignition interval accordingly. Parameters affecting the spray speed include the fuel pressure of the fuel injector and the gas flow in the combustion chamber. In addition, since the fuel injection ignition interval is set with a value in synchronism with the crank angle of the engine for control, it is necessary to adjust the fuel injection ignition interval according to the engine speed.

  Next, a method for setting the basic value of the fuel injection ignition interval will be described. FIG. 7 is a diagram showing the relationship of the basic value of the fuel injection ignition interval with respect to the fuel pressure of the fuel injection valve, the TGV opening, and the engine speed. Reference numeral 501 denotes the relationship between the fuel pressure of the fuel injection valve and the basic value of the fuel injection ignition interval. The higher the fuel pressure of the fuel injection valve, the faster the spray speed. Therefore, the basic value of the fuel injection ignition interval needs to be set narrower. . Reference numeral 502 denotes the relationship between the TGV opening and the basic value of the fuel injection ignition interval. The larger the TGV opening, the smaller the gas flow in the combustion chamber, the less the fuel spray deceleration due to the gas flow, and the faster the spray speed. The basic value of the fuel injection ignition interval needs to be set narrow. Reference numeral 503 denotes the relationship between the engine speed and the basic value of the fuel injection ignition interval. The higher the engine speed, the greater the change in the crank angle at a certain time interval. Therefore, the time interval between the fuel injection timing and the ignition timing is the same. In order to achieve this, it is necessary to widely set the basic value of the fuel injection ignition interval.

  In this embodiment, the basic value of the fuel injection ignition interval is set according to the TGV opening, but the basic value of the fuel injection ignition interval may be set according to the throttle opening. In the case of a system including an SCV (swirl control valve) that controls the swirl, a basic value of the fuel injection ignition interval may be set according to the SCV opening. Further, in the case of a system including a waste gate valve that controls the supercharging pressure, a basic value of the fuel injection ignition interval may be set according to the waste gate valve opening.

  FIG. 8 is a diagram showing a change in the basic value of the fuel injection ignition interval due to a change in the fuel pressure of the fuel injection valve. FIG. 9 is a view showing a change in the movement of the fuel spray due to a change in the fuel pressure of the fuel injection valve. Reference numeral 601 denotes a change in the distance of the fuel spray from the fuel injection valve at a certain fuel pressure P1, and reference numeral 602 denotes a change in the distance of the fuel spray from the fuel injection valve at a certain fuel pressure P2 higher than P1. The fuel injection timing A is the fuel injection end timing when the fuel pressure of the fuel injection valve is P1, and the fuel injection B is the fuel injection end timing when the fuel pressure of the fuel injection valve is P2. When the fuel pressure of the fuel injection valve is P1 and P2 is compared, as shown in FIG. 8, the basic value of the fuel injection ignition interval becomes narrower in the case of P2 than in the case of P1, and the fuel injection ends. The time is late.

  Further, as shown in FIG. 9, since the spray speed is faster in the case of P2 than in the case of P1 (the slope of the graph is steep), the fuel injection timing B is higher than the fuel injection timing A. Become slow. Thereby, the fuel spray reaches around the spark plug at the same time in the case of P1 and P2. When the TGV opening is changed, the fuel spray arrives around the spark plug at the same time due to the change in the basic value of the fuel injection ignition interval, similarly to when the fuel pressure of the fuel injection valve is changed. .

  Next, a method for setting the learned value of the fuel injection ignition interval will be described. Since the machine difference variation differs for each fuel injection valve, the learning value is set to an individual value for each cylinder. FIG. 10 is a flowchart of learning value calculation in one cylinder. Since the fuel injection ignition interval is controlled during multi-stage injection, it is determined in 701 whether or not multi-stage injection is being performed as a learning execution condition.

  In 702, the presence or absence of misfire is determined from the misfire determination result by the misfire determination means. If the misfire determination result is no misfire, the learning value is not updated and the previous learning value of the cylinder is maintained. When the misfire determination result indicates that there is a misfire, learning value update processing 703 to 706 is performed. The misfire determination by the misfire determination means is determined to be misfire if the engine speed variation is equal to or greater than a predetermined threshold for determining misfire, by looking at the engine speed variation between the combustion cycle and the previous combustion cycle. When the engine speed fluctuation is less than a predetermined threshold for determining misfire, it is determined that there is no misfire. Note that the misfire determination method is not limited to this, and may be determined based on parameters related to combustion stability other than engine speed fluctuation.

  In 703, the valve closing detection function of the fuel injection valve 5 is used to acquire the valve closing timing of the fuel injection valve 5 that injects fuel into the combustion cycle. In 704, learning is a value set based on the valve closing timing in order to absorb the machine difference between the fuel injection valve (reference fuel injection valve) used for adaptation and the fuel injection valve 5 that injects fuel into the combustion cycle. Update value 1. The valve closing timing when the same fuel injection signal is input to the reference fuel injection valve is acquired in advance as the reference valve closing timing C and set as a constant in the ROM 104. As shown in FIG. The difference between the valve closing timing of the fuel injection valve 5 that injects the fuel and the reference valve closing timing C is set to a learning value 1.

  In 705, the learning value 2, which is a value set to absorb the machine difference variation that cannot be absorbed only by the learning value 1, is updated. FIG. 12 is a diagram showing the change over time of the learning value 2. At the first calculation of the learning value 2, the initial value 0 is set. In the second calculation, the learning value 2 updated last time is increased by a predetermined change amount D. In the third calculation, the learning value 2 updated last time is reduced by (predetermined change amount D × 2). Thus, when the nth learning value 2 is calculated, if the (n−1) th learning value 2 is a positive value, the (predetermined change D × (n -1)), and in the case of a negative value, an operation is performed so as to increase from the (n-1) th learning value 2 by (predetermined change D × (n-1)). In this embodiment, the learning value 2 is set by the above-described method, but the initial value and the calculation method are not limited to this, and an initial value other than 0 is set or learning is performed with a different amount of change for each calculation. The value may be updated. In 706, the learning value is updated with the sum of the learning value 1 and the learning value 2 calculated by the above-described method.

  FIG. 13 is a diagram showing the fuel injection ignition interval and the relationship between the basic value and the learned value. As described above, the fuel injection ignition interval = the basic value of the fuel injection ignition interval + the learning value of the fuel injection ignition interval, and the learning value of the fuel injection ignition interval = the learning value 1 + the learning value 2. In the example shown in FIG. 13, the learning value has the advance direction as the positive direction. Further, the learning value 1 shows an example in which there is no change from the first cycle to the fifth cycle, it is determined that there is misfire from the first cycle to the fourth cycle, and it is determined that there is no misfire in the fifth cycle. According to the learning value calculation method described above, the first to fourth cycles are determined to have misfire, so the learning value is updated, and the fifth cycle is determined to have no misfire, so the learning value is not updated. It becomes the same value as the learning value in the fourth cycle.

  By setting the learning value in this manner, the fuel spray is ignited at the ignition timing by absorbing the variation in the time that the fuel spray reaches around the spark plug, which is caused by the difference in the fuel injection valve 5 and the like. It can be passed around the plug.

  As described above, the engine 1 controlled by the engine control apparatus (ECU 9) of the present embodiment includes the fuel injection valve 5 that directly injects fuel into the combustion chamber, the spark plug 6 that ignites the fuel injected by the fuel injection valve 5, and Is attached. The engine control device includes an injection control unit (CPU) that divides injection by the fuel injection valve in one combustion into a plurality of times, and the injection control unit (CPU) includes a plurality of divided fuel injection operations. The fuel injection timing is controlled in accordance with the ignition timing so that the predetermined interval between the injection timing of the injection operation and the ignition timing becomes a desired interval.

  Further, the injection control unit (CPU) calculates the desired interval between the injection timing and the ignition timing based on one or more parameters of the fuel pressure of the fuel injection valve, the gas flow in the combustion chamber, and the engine speed, It is desirable to control the fuel injection timing. Moreover, it is desirable that the injection control unit (CPU) controls the fuel injection timing so that the desired interval between the injection timing and the ignition timing becomes narrower as the fuel pressure of the fuel injection valve becomes higher. Gas flow grasping means in the combustion chamber is provided, and the injection control unit (CPU) controls the fuel injection timing so that the desired interval between the injection timing and the ignition timing becomes narrower as the gas flow in the combustion chamber becomes smaller. Is desirable.

  Further, the gas flow grasping means is configured to determine the gas flow in the combustion chamber based on at least one parameter of TGV (tumble generator valve) opening, SCV (swirl control valve) opening, waste gate valve opening, and throttle opening. It is desirable to determine the strength of. Moreover, it is desirable that the injection control unit (CPU) controls the fuel injection timing so that the desired interval between the injection timing and the ignition timing becomes wider as the engine speed is higher. In addition, a means for learning the desired interval between the injection timing and the ignition timing in accordance with variation in the difference in response of the fuel injection valve is provided, and an injection control unit (CPU) controls the fuel injection timing based on the learned value. It is desirable. In addition, it is preferable that a misfire determination unit is provided, and the learning value is updated in a combustion cycle in which the misfire determination unit determines that misfire has occurred. The learning value is preferably calculated based on the valve closing time of the fuel injection valve. The injection control unit (CPU) does not correct the injection amount of a predetermined injection operation that adjusts the interval with the ignition timing among a plurality of divided fuel injection operations in one combustion, and sets the command value. It is desirable to perform the injection operation based on this.

DESCRIPTION OF SYMBOLS 1 ... Engine 2 ... Piston 3 ... Intake valve 4 ... Exhaust valve 5 ... Fuel injection valve 6 ... Spark plug 7 ... Ignition coil 8 ... Knock sensor 9 ...・ ECU (Engine Control Unit)
DESCRIPTION OF SYMBOLS 10 ... Intake pipe 11 ... Exhaust pipe 12 ... Three-way catalyst 13 ... Air-fuel ratio sensor 14 ... Collector 15 ... Crank angle sensor 16 ... Signal plate 17 ... Throttle valve 18 ... Air flow meter 19 ... Combustion chamber 20 ... Accelerator opening sensor 21 ... TGV (tumble generator valve)
100 ... Input signal 101 ... Input circuit 102 ... A / D converter 103 ... Central processing unit 104 ... ROM
105 ... RAM
106 ... Output circuit 107 ... Control signal 201 ... Fuel injection ignition interval 301 ... Lean side limit of combustible air / fuel ratio 302 ... Rich side limit of combustible air / fuel ratio 400 ... Fuel injection Ignition interval calculator 401 ... Ignition timing calculator 402 ... Fuel injection timing calculator 403 ... Basic value calculator 404 ... Learning value calculator 501 ... Fuel pressure of fuel injection valve and fuel injection ignition Relationship between basic values of intervals 502... Relationship between basic values of TGV opening and fuel injection ignition interval 503... Relationship between engine rotation speed and basic values of fuel injection ignition interval

Claims (10)

In an engine control apparatus for controlling an engine to which a fuel injection valve for directly injecting fuel into a combustion chamber and an ignition plug for igniting fuel injected by the fuel injection valve are attached,
An injection control unit that divides injection by the fuel injection valve in one combustion into a plurality of times;
The injection control unit is configured to adjust a fuel injection timing in accordance with an ignition timing so that a predetermined interval between an injection timing of a predetermined injection operation and an ignition timing among the plurality of divided fuel injection operations is a desired interval. An engine control device that controls the engine. The engine control device according to claim 1,
The injection control unit calculates the desired interval between the injection timing and the ignition timing based on one or more parameters of the fuel pressure of the fuel injection valve, the gas flow in the combustion chamber, and the engine speed, An engine control device that controls timing. In the engine control device according to any one of claims 1 to 2,
The engine control apparatus, wherein the injection control unit controls the fuel injection timing so that the desired interval between the injection timing and the ignition timing becomes narrower as the fuel pressure of the fuel injection valve becomes higher. In the engine control device according to claim 1 or 2,
Equipped with gas flow grasping means in the combustion chamber,
The engine control apparatus, wherein the injection control unit controls the fuel injection timing so that the desired interval between the injection timing and the ignition timing becomes narrower as the gas flow in the combustion chamber becomes smaller. The engine control apparatus according to claim 4, wherein
The gas flow grasping means determines the gas flow in the combustion chamber based on at least one parameter of TGV (tumble generator valve) opening, SCV (swirl control valve) opening, wastegate valve opening, and throttle opening. An engine control device characterized by determining strength. In the engine control device according to claim 1 or 2,
The engine control apparatus according to claim 1, wherein the injection control unit controls the fuel injection timing so that the desired interval between the injection timing and the ignition timing becomes wider as the engine speed increases. The engine control device according to claim 1,
Means is provided for learning the desired interval between the injection timing and the ignition timing in accordance with variation in the difference in the response of the fuel injection valve, and the injection control unit controls the fuel injection timing based on a learning value. Engine control device. The engine control apparatus according to claim 7, wherein
An engine control apparatus comprising: a misfire determination unit, wherein the learning value is updated in a combustion cycle determined by the misfire determination unit as being misfired. The engine control apparatus according to claim 7 or 8,
The engine control apparatus according to claim 1, wherein the learning value is calculated based on a valve closing time of the fuel injection valve. The engine control device according to claim 1,
The injection control unit does not correct the injection amount of a predetermined injection operation that adjusts the interval with the ignition timing among a plurality of divided fuel injection operations in one combustion, and performs an injection operation based on a command value. An engine control device characterized in that

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