JP2526706B2 - Output control device for internal combustion engine - Google Patents

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an output control device for an internal combustion engine mounted on a vehicle equipped with an automatic transmission.

(Prior Art) Conventionally, when a vehicle wheel slips on a snowy road or the like, traction control is performed to reduce the engine output according to the slip amount to prevent the slip, and to maintain stable running of the vehicle. An output control device for an internal combustion engine is known that controls the engine output regardless of the amount of depression of the accelerator pedal by the driver.

As such an output control device, in addition to the throttle valve, a sub-throttle valve is arranged in series with this throttle valve, and this sub-throttle valve is controlled according to the slip state of the wheels to control the engine output from the movement of the accelerator pedal. Regardless of the control, the first lever that interlocks with the throttle pedal, the second lever that moves integrally with the throttle valve, and the first lever and the second lever are connected to connect the first lever to the first lever. It has been proposed to provide an urging means for urging the lever so as to follow the lever, and an actuator for controlling the engine output by rotationally driving the throttle valve with the second lever separated from the first lever. .

Since the output control device as described above has a distance from the throttle valve to the cylinder in the intake system of the engine,
It takes time for the amount of air in the cylinder to reach the required amount according to the throttle opening after controlling the throttle valve. That is, there is a delay from the time when it is determined that the engine output should be reduced to the time when the engine output actually decreases. In the traction control, it is necessary to reduce the engine output as soon as possible in order to prevent slip, and there is a demand to eliminate the above-mentioned response delay as much as possible.

In response to such a request, an output control device has been proposed in which the ignition timing of the engine is temporarily retarded by a certain amount at the same time as the engine output reduction control is started in the traction control or the like to shorten the response delay time described above. ing.

On the other hand, in a vehicle equipped with an automatic transmission, when a shift command signal is output, an output control device that delays the ignition timing and temporarily reduces the engine output to prevent a shift shock at the time of shifting, For example, JP-A-60-
It is known from the publication such as 131330.

(Problems to be Solved by the Invention) By the way, in the internal combustion engine provided with both the output control device for preventing the shift shock and the output control device for the traction control as described above, the shift control is performed during the traction control. A command may be output, and in such a case, the ignition timing retardation for improving the responsiveness of traction control and the ignition timing retardation for preventing shift shock are overlapped and executed simultaneously. If so, there is a problem that the ignition timing is excessively retarded and engine misfire may occur.

The present invention has been made to solve such a problem, and when engine output control for preventing vehicle slip and engine output control for preventing shift shock are simultaneously executed, An object of the present invention is to provide an output control device for an internal combustion engine that prevents engine stall.

(Means for Solving the Problems) According to the present invention to achieve the above object, the ignition timing of an internal combustion engine mounted on a vehicle equipped with an automatic transmission is retarded to reduce the engine output. The ignition timing control means includes an ignition timing control means and an intake air amount control means for controlling the engine output by controlling the valve opening of the throttle valve regardless of the accelerator opening of the accelerator pedal according to the operating condition of the vehicle. In the output control device of the internal combustion engine, the means delays the ignition timing at least during the shift of the automatic transmission and the engine output control by the intake air amount control means, at least at the beginning of the control start. Ignition at least at the control start timing of the ignition timing retard control during gear shifting of the automatic transmission and the engine output control by the intake air amount control means. There is provided an output control device for an internal combustion engine, characterized in that when the timing retard control is to be executed at the same time, the ignition timing retard control during the shift is prohibited.

(Operation) When the ignition timing retard control during gear shift of the automatic transmission and the engine output control by the intake air amount control means at least the ignition timing retard control at the beginning of control are to be executed at the same time, the ignition during gear shift is performed. By prohibiting the timing retard control, the ignition timing controlled by the ignition timing control means is not excessively retarded.

(Example) Hereinafter, one example of the present invention will be described in detail with reference to the drawings.

First, an outline of a gasoline engine output control device to which the present invention is applied will be described with reference to FIG. The engine E to which the output control device of the present invention is applied is mounted on a front wheel drive type vehicle incorporating a hydraulic automatic transmission device TM having four forward gears and one reverse gear.

An intake passage (supply system) 2 and an exhaust passage (exhaust system) 3 are communicatively connected to the combustion chamber 1 of each cylinder in the engine E, and the intake passage 2 and each combustion chamber 1 are communicated by an intake valve 4. In addition to being controlled, the exhaust passage 3 and each combustion chamber 1 are controlled to communicate with each other by an exhaust valve 5.
In the figure, 1a is a spark plug.

The intake passage 2 is provided with an air cleaner 6, a throttle valve 7 and a fuel injection valve 8 in order from the upstream side, and the exhaust passage 3 is provided with an exhaust gas purifying catalytic converter (three-way catalyst) in order from the upstream side. 9 and a muffler (silencer) not shown are provided. In addition, in the intake passage 2,
A surge tank 2a is provided. The fuel injection valves 8 are provided in the intake manifold portion by the number of cylinders.

Changing the opening of the throttle valve 7 changes the amount of intake air, so that the output of the engine E can be controlled.

A mechanism for rotationally driving the throttle valve 7 is shown in FIGS. 2 and 3.

The throttle valve 7 is provided in a throttle body 70 interposed in the intake passage 2. A throttle shaft 71 is integrally attached to the throttle valve 7, and the throttle shaft 71 connects the throttle body 70. It extends to the outside of the intake passage. An accelerator lever 72 and a throttle lever 73 are coaxially fitted to the portion of the throttle shaft 71 extending outside the intake passage. The accelerator lever 72 is fitted closer to the outer end of the throttle shaft 71 than the throttle lever 73.

Here, the accelerator lever 72 is an accelerator pedal in the passenger compartment.
It is connected to 100 via an accelerator cable 101, which allows the accelerator lever 72 to rotate according to the amount of depression (accelerator opening) of the accelerator pedal 100. The shaft 71 is loosely fitted. That is, the cylindrical portion 72b of the accelerator lever 72 is fitted to the outer end of the throttle shaft 71 via the spacer 74 and the resin ring 75, so that the resin ring 75 and the spacer 74 can relatively slide. Has become.

The throttle lever 73 is integrally attached to the throttle shaft 71. When the throttle lever 73 is driven to rotate by this, the throttle shaft 71 and thus the throttle valve 7 also rotate. The throttle lever 73 has an engagement arm portion 73a extending toward the accelerator lever 72 side.
Can be engaged with the stopper portion 72a on the accelerator lever 72 side.

Here, the accelerator lever 72 and the throttle lever 73 are engaged when the throttle lever 73 rotates in the throttle valve opening direction or when the accelerator lever 72 rotates in the throttle valve closing direction. It is when.

Further, between the throttle body 70 and the throttle lever 73, the engaging arm portion 73a of the throttle lever 73 engages with the stopper portion 72a of the accelerator lever 72, that is, in the direction of arrow A (throttle valve in FIG. 3). A return spring 76 for biasing the opening direction) is loaded. The return spring 76 is configured as a coil spring and is fitted around the throttle shaft 71. One end of the return spring 76 is locked to the throttle body 70 and the other end thereof is connected to the throttle lever 73. Is locked to. In addition, resin rings 77 and 78 are provided between each end of the return spring 76 and the throttle shaft 71 at intervals so as to allow the return spring 76 to contract. . Thus, the return spring 76 constitutes an urging means for connecting the throttle lever 73 and the accelerator lever 72 and urging the throttle lever 73 to follow the accelerator lever 72.

A return spring 79 is mounted between the throttle body 70 and the accelerator lever 72 to urge the accelerator pedal 100 in a direction opposite to the return spring 76 (throttle valve closing direction) to give a detent feeling to the accelerator pedal 100. I have. The return spring 79 is fitted to the throttle shaft 71 via a resin ring 80 from outside the cylindrical portion 72b of the accelerator lever 72.
79 has one end locked to the throttle body 70 and the other end locked to the accelerator lever 72.

After the components 72 to 80 are attached to the throttle shaft 71, the nut 81 is screwed into the male screw portion 71a at the outer end of the throttle shaft and tightened. When tightening the nut 81, the washer 82 is interposed.
Is pressing. However, at this time, since the length of the resin ring 75 is set shorter than the length of the spacer 74,
The end face of the resin ring 75 is not pressed by the washer 82. Therefore, the resin ring 75 and the spacer 74 are relatively slidable, whereby the accelerator lever 72 is loosely fitted to the throttle shaft 71.

In FIG. 2, reference numeral 72c denotes a fully closed stopper which is integrally formed with the accelerator lever 72 and which restricts the throttle valve 7 from being fully closed from the fully closed position. The fully closed stopper 72c is the accelerator lever 72. When is rotated to the fully closed position of the throttle valve, it comes into contact with the throttle body portion 70a to prevent further rotation of the accelerator lever 72 in the throttle valve closing direction.

Further, as shown in FIGS. 1 to 3 (however, in FIG. 1, the illustration of the accelerator lever 72 is omitted to avoid complication of the drawing), the throttle lever 73 has a rod 90. An actuator (boost motor) 91 is connected via. Where actuator 91
Has a pressure chamber 91c formed by a casing body 91a and a diaphragm 91b.
The pressure regulated by the two solenoid valves 92, 93 is controlled by the control passage 94.
It is designed to be supplied via.

A return spring 91d is loaded in the pressure chamber 91c of the actuator 91. The return spring 91d connects the throttle lever 73 and the accelerator lever 72 to connect the throttle lever 73 to the accelerator, similarly to the return spring 76 described above. The return spring 91d and the above-mentioned return spring 76 constitute the above-mentioned urging means. Here, the urging force of the return springs 76 and 91d is set to be weaker than the urging force of the return spring 79.

Of the two solenoid valves 92, 93, one is a normally closed solenoid valve for vacuum control, the other 93 is a normally open solenoid valve for ventilation control, and the solenoid valve 92 for vacuum control is a vacuum tank. 95 (this vacuum tank 95 can be omitted) and a check valve 96 are connected to the intake passage 2 on the downstream side of the portion where the throttle valve is provided, and a ventilation control solenoid valve 93
Communicate with the atmosphere side via a filter 97.

Each solenoid valve 92, 93 has an electronic control unit (ECU)
A signal for duty control is supplied from 23. The vacuum control solenoid valve 92
Is fully open at a duty ratio of 100%, fully closed at a duty ratio of 0%, and the ventilation control solenoid valve 93 is fully closed at a duty ratio of 100% and fully opened at a duty ratio of 0%.

Therefore, assuming that the duty ratio of each of the solenoid valves 92 and 93 is 100%, the pressure in the pressure chamber 91c of the actuator 91 becomes the intake manifold pressure. As the duty of each of the solenoid valves 92 and 93 is reduced, the pressure in the pressure chamber 91c is reduced. When the duty ratio of each of the solenoid valves 92 and 93 is set to 0%, the pressure in the pressure chamber 91c becomes the atmospheric pressure. As a result, assuming that the duty ratio of the solenoid valves 92 and 93 is 100%, the rod 90 is driven in the direction of arrow a against the urging force of the return springs 91d and 76,
As a result, move the throttle lever 73 in the direction of arrow B (Fig. 3).
The throttle valve 7 can be rotationally driven to the closing side in a state in which the throttle valve 7 is pivoted to the front side and separated from the accelerator lever 72. On the other hand, when the duty of the solenoid valves 92 and 93 is reduced, the rod 90 is gradually driven by the return springs 91d and 76 in the direction of arrow b. Accordingly, the actuator 91 rotates the throttle valve 7 in a state where the throttle lever 73 is separated from the accelerator lever 72, that is, in a throttle valve opening range smaller than the throttle valve opening set by the accelerator pedal 100. Constitutes an actuator for controlling the output of the engine E.

The duty ratio of the solenoid valves 92 and 93 is set to 0.
%, The throttle lever 73 has its engaging arm 73
a is the accelerator lever 7 by the return springs 91d and 76
The throttle lever 73 follows the accelerator lever 72 by contacting the second stopper portion 72a.

Therefore, in order to control the engine output by the accelerator pedal 100, first, the accelerator pedal is operated in a state where the duty ratio of the solenoid valves 92 and 93 is 0% (the state in which the pressure chamber 91c of the actuator 91 is in the atmospheric pressure state). Operate 100. As a result, when the accelerator pedal 100 is depressed, the accelerator cord 101 is pulled in the direction of arrow C (FIG. 3), the accelerator lever 72 is driven in the direction of arrow A in conjunction with the accelerator pedal 100, and further in conjunction with this. The return springs 76 and 91c also drive the throttle lever 73, which follows the accelerator lever 72, in the direction of arrow A to open the throttle valve 7. Conversely, the accelerator pedal 100
When the foot is released from, the return cord 79 pulls the accelerator cord 101 in the direction opposite to the direction of the arrow C, which causes the accelerator lever 72 to operate in conjunction with the accelerator pedal 100.
Is driven in the direction of arrow B, and in conjunction with this, the throttle lever 73 is also driven in the direction of arrow B to close the throttle valve 7. As a result, the throttle valve 7 becomes the accelerator pedal.
The engine output is also controlled according to the operation amount of the accelerator pedal 100 by being rotationally driven by an amount according to the operation amount of 100.

On the other hand, in order to control the engine output by the actuator 91 separately from the operation amount of the accelerator pedal 100, the duty ratio according to the slip amount of the solenoid valves 92, 93, to be precise, the target throttle set according to the slip ratio. by the duty ratio corresponding to the deviation between the opening theta _on the actual throttle opening [theta] r, it is sufficient to drive the actuator 91. As a result, the throttle valve 7 is rotationally driven in a state where the throttle lever 73 is separated from the accelerator lever 72, that is, in a throttle valve opening range smaller than the throttle valve opening set by the accelerator pedal 100. As a result, the engine output is also controlled according to the rod drive amount of the actuator 91. And in this case,
The engine output can be brought into a torque down state as compared with the case where the accelerator pedal 100 is set.

The driving of the throttle valve in the closing direction by the actuator 91 is controlled so that the throttle valve does not go below the fully closed position. That is, the throttle valve opening detected by the throttle sensor 14 is always detected, and each solenoid valve is controlled so that the throttle valve opening does not fall below the fully closed position.
The duty ratio to 92,93 is controlled.

The vacuum control solenoid valve 92 is fully closed at a duty ratio of 0%, and the ventilation control solenoid valve 93 is provided.
Is fully opened at a duty ratio of 0%, so the solenoid valve 9
If the actuator 2 and 93 do not operate due to a failure, the vacuum control solenoid valve 92 is fully closed and the ventilation control solenoid valve 93 is fully open.In this state, the throttle lever 73 contacts the accelerator lever 72. It is in a state of following and following. As a result, the fail safe function is added.

Note that the mounting portion of the rod 90 to the throttle lever 73 is pivotally mounted to allow the rotation of the throttle lever 73.

With such a configuration, the air taken in through the air cleaner 6 according to the opening degree of the throttle valve 7 is mixed with the fuel from the fuel injection valve 8 in the intake manifold portion so as to have an appropriate air-fuel ratio, and the inside of the combustion chamber 1 Is ignited by the spark plug 1a to be burned, and engine torque is generated.

Although fuel from a fuel pump is supplied to each fuel injection valve 8, the fuel pressure from this fuel pump is adjusted by a fuel pressure regulator (not shown).

The hydraulic automatic transmission TM shown in FIG. 4 receives a shift command signal from the electronic control unit 23 that controls the operating state of the engine E according to the selection position of the select lever (not shown) by the driver and the operating state of the vehicle. Based on hydraulic control
The desired gear is automatically selected via 32. The specific structure and operation of the automatic transmission TM are described in, for example, Japanese Patent Application Laid-Open No. 58-54270 and Japanese Patent Application Laid-Open No. 61-3.
This is as already known in the 1749 publication and the like. In the hydraulic control device 32, a pair of solenoid valves for shift control (not shown) for performing engagement operation and disengagement operation of a plurality of friction engagement elements forming a part of the automatic transmission TM are incorporated. , Energizing these shift control solenoid valves
By controlling the off operation by the electronic control unit 23, the shift operation to a desired shift speed among the four forward speeds and the one reverse speed is smoothly achieved.

Further, with respect to the engine E, various controls such as fuel supply control, ignition timing control, idle speed control, etc. are executed in addition to the above-mentioned throttle valve control. These controls are performed by the electronic control unit (ECU). ) 23 and the traction control unit 23A. In order to perform such control, various sensors as described below are provided.

First, on the intake passage 2 side, an air flow sensor 11 that detects the intake air amount from the Karman vortex information, an atmospheric pressure sensor 26 that detects the atmospheric pressure, and an intake temperature sensor 1 that detects the intake air temperature.
Two are provided.

Further, in the portion where the throttle valve is provided in the intake passage 2, a potentiometer type throttle sensor 14, which detects the opening degree of the throttle valve 7 from the throttle lever 73,
A potentiometer-type accelerator opening sensor 18 for detecting an accelerator opening (depression amount) of the accelerator pedal 100 from an idle switch 15 for detecting an idling state, an accelerator lever 72, etc. is provided. As described above, when the throttle sensor 14 and the accelerator opening sensor 18 are separately provided, the opening of the throttle valve 7 and the accelerator opening of the accelerator pedal 100 may not necessarily correspond to each other, and they need to be detected separately. Because.

Further, an O ₂ sensor 17 for detecting the oxygen concentration (O ₂ concentration) in the exhaust gas is provided at the upstream side portion of the catalytic converter 9 on the exhaust passage 3 side, and the catalytic converter 9 is further provided.
A high temperature sensor 24 for monitoring the catalyst temperature is provided on the downstream side of the.

Here, the O ₂ sensor 17 is an application of the principle of a solid electrolyte oxygen concentration battery, and its output voltage has the characteristic of changing rapidly near the stoichiometric air-fuel ratio, and the voltage on the lean side of the stoichiometric air-fuel ratio is Low, the voltage on the rich side is higher than the stoichiometric air-fuel ratio. That is, these O ₂ sensors 17 are configured as so-called λ type O ₂ sensors.

Further, as shown in FIG. 4, a front wheel speed sensor 20A for detecting the rotation speed of the front wheels FW and a rear wheel speed sensor 20B for detecting the rotation speed of the rear wheels RW are provided.

As other sensors, as shown in FIGS. 1 and 5, a water temperature sensor 19 for detecting the engine cooling water temperature is provided, and a crank angle sensor 21 for detecting a crank angle (this crank angle sensor 21 The distributor also includes a TDC sensor 22 for detecting the top dead center of the first cylinder (reference cylinder), which also serves as a rotation speed sensor for detecting the rotation speed.

The detection signals from these sensors are input to the electronic control unit (ECU) 23 or the traction control unit 23A, as shown in FIG. The units 23 and 23A are designed to be exchanged with each other via a communication cable 23a. Here, the electronic control unit 23 and the traction control unit 23A each have a CPU as a main part thereof, and the signals from the above-mentioned sensors are input to the input ports of these CPUs through appropriate input interfaces. Alternatively, it is directly input.

Further, the CPU retains the stored contents while the battery is connected to the ROM via the bus line, the ROM for storing the program data and the fixed value data, the RAM which is updated and sequentially rewritten, and the battery. Data is exchanged with the backed-up battery backup RAM (BURAM).

Further, various control signals from the CPU of the electronic control unit 23 are transmitted through the appropriate output interface to the fuel injection valve 8,
Output to power transistor 30 for ignition timing control, solenoids 92b, 93b for controlling throttle valve opening (solenoid 92b is a solenoid for vacuum control, solenoid 93b is a solenoid for ventilation control), hydraulic control device 32 for shifting It is supposed to be done.

Next, the control procedure of the traction control by the intake air amount control will be described with reference to FIGS. 6A and 6B.

This traction control is mainly executed by the traction control unit 23A, and the presence or absence of slip, the slip amount, the target throttle opening θ _on , the duty ratios D _VA and D _{VE of the} solenoid valves 92 and 93, and the retard amount for the ignition timing control. Operations such as P _TCL and setting of a flag FLRT value which is a program control variable are executed by this unit 23A. Then, these calculation results and control signals are output to the ECU 23 via the communication cable 23a, and the ECU 23 controls the ignition timing based on the supplied calculation results and control signals, turning on / off the vacuum control solenoid 92a and the ventilation control solenoid 93a. Control, shift control of the automatic transmission TM, and the like.

More specifically, first, initial setting is performed in step S10 of FIG. 6A. For example, the flag FLRT which is a program control variable, the duty ratios D _VA and D _VE of the vacuum control solenoid valve 92 and the ventilation control solenoid valve 93 are set to 0, respectively. Further, in this step, the count value of the program timer is reset to the initial value. This timer is for executing the routine every predetermined time (for example, 15 msec),
When the clock pulse is counted the number of times corresponding to the predetermined time, it is held at that value.

The initial setting in step S10 is executed once immediately after the ignition key switch (not shown) is switched from off to on, and thereafter, the subsequent step S12 is executed from the entry point A.

Next, in step S12, after reading various input information such as front and rear wheel speeds, intake air amount, engine speed, cooling water temperature, throttle opening, etc., the process proceeds to step S14,
Whether or not slip has occurred is discriminated from the deviation between the wheel speeds detected by the front and rear wheel speed sensors 20A, 20B. The determination of the presence or absence of slip is made, for example, by determining that the slip has occurred if the following expression | front wheel speed-rear wheel speed | ≧ α is satisfied, and otherwise it is determined that no slip has occurred. Note that α is a predetermined determination value.

If the determination in step S14 is negative, the process proceeds to step S16 shown in FIG. 6B, the flag FLRT value is set to 1, and the process proceeds to step S26 described later. The flag FLRT is a program control variable for storing whether or not traction control is in progress,
When the flag FLRT value is 0, it indicates that traction control is in progress. Then, based on this flag value, as will be described later in detail, it is determined whether or not the ignition timing retard control at the time of gear shift may be performed.

On the other hand, if the determination result of step S14 is affirmative and slip has occurred, the process proceeds to step S18. In this step, the target throttle opening θ _on is set, and the duty ratio D _{VA of the} vacuum control solenoid valve 92 and the ventilation control solenoid valve 93 are determined from the deviation between the target throttle opening θ _on and the actual throttle opening θ _r. Duty ratio of
_VE is set respectively.

Explaining the details of the setting method of the duty ratios D _VA and D _VE , first, the slip amount ΔV _WH (= | front wheel speed-rear wheel speed |) is calculated from the front and rear wheel speed sensors 20A, 20B, and this slip is calculated. The target drive torque To is obtained according to the amount ΔV _WH . Next, the traction control unit 23A
The target throttle opening degree θ _on is read according to the target drive torque To and the engine speed Ne obtained as described above from the map stored in the storage device.

The target throttle opening θ set in this way
_on , the actual valve opening θr detected by the throttle sensor 14
And the deviation (= | θr−θ _on |) is smaller than a predetermined value θ _D , that is, whether the deviation is within a dead zone θ _{D that} does not require traction control. When it is determined that the deviation is within the dead zone θ _D , the duty ratios D _VA and D _VE of the vacuum control solenoid valve 92 and the ventilation control solenoid valve 93 are set to 0%, respectively. In this case, the electronic control unit
Reference numeral 23 does not output a drive signal to the solenoids 92b and 93b of each solenoid valve, and the opening / closing control of the throttle valve 7 is not performed.

On the other hand, when the deviation is not within the dead zone θ _D and it is determined that the actual valve opening θr is larger than the target throttle opening θ _on , the throttle valve 7 is driven to be closed.
The duty ratio D _VA of the vacuum control solenoid valve 92 is set to the value β, and the duty ratio D _VE of the ventilation control solenoid valve 93 is set to 100%. The value β of the duty ratio D _VA is obtained according to the slip amount ΔV _WH . FIG. 7 shows the relationship between the slip amount ΔV _WH and the duty ratio β set according to this value.

That is, the ventilation control solenoid valve 93 is fully closed, and as a result, the inside of the pressure chamber 91c of the actuator 91 is in a negative pressure state, and the rod 90 is driven in the direction of arrow a (FIG. 2). Lever 73 is arrow B
When the lever 73 is rotated in the direction (FIG. 3), the lever 73 is separated from the accelerator lever 72, and a throttle opening smaller than the throttle opening set by the accelerator pedal 100 is set.

Here, as shown in FIG. 7, since the duty ratio β is set to be larger as the slip amount ΔV _WH is larger, the duty ratio β acts on the actuator 91 as the slip amount ΔV _WH is larger. The absolute value of the negative pressure is increased, and the throttle opening set by the actuator 91 is set smaller as the slip amount is larger.
Therefore, the larger the slip amount, the smaller the engine output is suppressed.

On the other hand, not in the deviation is within the dead zone theta _D between the target throttle opening theta _on the actual valve opening degree [theta] r, and the actual valve opening degree [theta] r
Is smaller than the target throttle opening θ _on , the duty ratio D _VA of the vacuum control solenoid valve 92 is 0% in order to drive the throttle valve 7 to open.
Further, the duty ratio D _VE of the ventilation control solenoid valve 93 is set to the value γ. FIG. 7 also shows the relationship between the slip amount ΔV _WH and the value γ of the duty ratio D _VE set in accordance with this value. The duty ratio γ increases as the slip amount ΔV _WH increases. Is set. In this case, since the absolute value of the negative pressure acting on the actuator 91 becomes small, the throttle opening set for the actuator 91 is set in the direction of increasing.

When the setting of the duty ratio is completed, the process proceeds to step S20, and the ignition timing retard amount P _TCL in the traction control is calculated and set. This ignition timing retard amount P _TCL is calculated by, for example, fully closing the throttle valve 7 by the actuator 91 when the vehicle suddenly starts or when the road surface suddenly changes from a normal dry road to a frozen road. The output reduction of E may not be in time. Therefore, the engine output is reduced by controlling the ignition timing during the period in which the response of the output control is delayed due to the opening / closing of the throttle valve 7.

The ignition timing retard amount P _TCL is, for example, the front wheel FW and the rear wheel RW.
Is set according to the time change rate G _S of the slip amount ΔV _WH which is the deviation of each wheel speed detected by the wheel speed sensors 20A, 20B of
The retard amount P _TCL is used as a correction value for subtracting the basic ignition timing P _B set according to the engine speed Ne, the intake air amount (charging efficiency), the engine cooling water temperature, etc. to the retard side.

Various methods can be applied as a method of setting the ignition timing retard amount P _TCL , but the setting method is not particularly limited in the device of the present invention.

Next, in step S22, it is determined whether or not the ignition timing retard amount P _TCL set as described above is 0.
That is, it is determined whether or not the ignition timing retard amount P _TCL is set. If the answer is affirmative, the process proceeds to step S16 described above, the flag FLRT is set to the value 1 to allow the ignition timing retard (retard) at the time of shift, and the process proceeds to step S26. Sets the flag FLRT value to 0
(Step S24), and the process proceeds to step S26.

In step S26, the duty ratios D _VA and D _VE set by the traction control unit 23A as described above, the ignition timing retard amount P _TCL , and the data values of the flag FLRT are electronic control units via the communication cable 23a. It is output to 23.

The electronic control unit 23 supplied with the above data values,
Vacuum control solenoid 92 based on the data value
b and a drive signal for turning on and off the ventilation control solenoid 93b are output to perform output control for opening and closing the throttle valve 7 regardless of the accelerator opening degree, and output a control signal to the ignition timing control power transistor 30. Then, the output control by retarding the ignition timing is executed.

Then, a predetermined time (15msec) by the program timer
It is determined whether or not has passed, and if not, the process waits until the time has passed (step S28). Then, if the predetermined time has elapsed, the timer is reset in step S30, the process returns to step S12 again, and the routine is repeatedly executed from step S12. That is, the routine is repeatedly executed every predetermined time (15 msec).

FIG. 8 shows a flow chart of an output control routine executed by the electronic control unit 23 when the automatic transmission TM shifts and shifts. This routine is executed by the electronic control unit.
When 23 determines that the automatic transmission TM should be shut up or down depending on the driving situation of the vehicle, that is, when the electronic control unit 23 outputs the shift command signal, the interrupt is executed. .

First, in step S40, the program control flag F
It is determined whether LRT has a value of 1. If this determination result is affirmative, that is, if the flag FLRT value is 1, step
Proceed to S42.

When the flag FLRT value is 1, it indicates that the output reduction control during the shift of the automatic transmission TM is permitted, and in such a case, the ignition timing retard control is executed. The ignition timing retard control during shifting is executed to prevent shift shock, and at the same time as the output of the shift command signal, the ignition timing is temporarily retarded by a predetermined amount or an amount corresponding to the operating state. To reduce engine output. The ignition timing retard control at the time of this shift is known by various methods, for example, in the publications of JP-A-60-131330 and JP-A-60-227049, but the method is not particularly limited. The present invention can be widely applied to those in which the ignition timing control executed during the traction control and the ignition timing control executed to prevent the shock during the shift are independently executed.

On the other hand, if the determination result in step S40 is negative, the flag FLRT
If the value is not 1, it indicates that the output reduction control during the shift of the automatic transmission TM is prohibited. In such a case, the routine is ended without doing anything.

In this way, when the engine output reduction by the ignition timing control is executed in the traction control,
Ignition timing control for preventing shift shock is prohibited, and an excessive retardation amount is prevented from being set.

Although the engine output is controlled in the traction control in the above-described embodiment, the present invention can be applied to other cases, for example, to control the engine output so as to prevent skidding during turning of the vehicle.

Further, the present invention is applicable to all engine systems in which output control is performed by controlling the intake air amount, and therefore is also applicable to an intake system in which a main throttle valve and a sub-throttle valve are arranged in series.

(Effects of the Invention) As described above in detail, according to the output control device of the internal combustion engine of the present invention, the ignition timing control means includes the ignition timing retard control and the intake air amount control means during the shift of the automatic transmission. When the ignition timing retard control at least at the beginning of the control of engine output control should be executed at the same time, the ignition timing retard control during gear shifting is prohibited, so engine misfire due to excessive ignition timing retard Therefore, the output reduction control for preventing vehicle slip and ensuring traveling stability can be executed with a minimum time delay.

[Brief description of drawings]

The drawings show one embodiment of the present invention. FIG. 1 is an overall configuration diagram of an internal combustion engine to which the device of the present invention is applied, FIGS. 2 and 3 are schematic and detailed views of a throttle valve operating mechanism, and FIG. FIG. 5 is a block diagram showing the positions of the wheel speed sensors 20A and 20B, FIG. 5 is a block diagram showing the configuration of an electronic control system of the engine output control device, and FIGS. 6A and 6B are flowcharts showing traction control procedures. FIG. 7 is a graph showing the relationship between the slip amount and the duty ratios β, γ of the solenoid valves 92, 93 set accordingly, and FIG. 8 is a flow chart showing the output control procedure during shifting of the automatic transmission. Is. 1a: Spark plug, 2 ... Intake passage, 2A ... Bypass passage,
7 ... Throttle valve, 8 ... Fuel injection valve, 14 ... Throttle sensor, 15 ... Idle switch, 18 ... Accelerator opening sensor, 20A ... Front wheel speed sensor, 20B ... Rear wheel speed sensor, 21 ...... Crank angle sensor (engine speed sensor), 23 …… Electronic control unit (ECU), 23A …… Traction control unit, 30 …… Ignition timing control power transistor, 32 …… Hydraulic control unit, 70 …… Throttle body, 72 …… accelerator lever, 73 …… throttle lever, 91 …… pressure response mechanism, 92 …… vacuum control solenoid valve, 93 …… ventilation control solenoid valve, 100 …… accelerator pedal, E …… Internal combustion engine, FW
…… Front wheel, TM …… Automatic transmission, RW …… Rear wheel.

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification code Internal reference number FI Technical display location F02D 45/00 312 F02D 45/00 312M 345 345G

Claims (1)

(57) [Claims] 1. An ignition timing control means for retarding an ignition timing of an internal combustion engine mounted on a vehicle equipped with an automatic transmission to reduce an engine output, and an ignition timing control means according to a driving condition of the vehicle.
An ignition amount control means for controlling an engine output by controlling a valve opening degree of a throttle valve regardless of an accelerator opening degree of an accelerator pedal. In an output control device for an internal combustion engine, wherein the ignition timing is retarded at least at the beginning of control start of the engine output control by the control means, the ignition timing control means controls the ignition timing retardation during shifting of the automatic transmission. And when the engine output control by the intake air amount control means, at least the ignition timing retard control at the initial stage of control start, should be executed at the same time,
An output control device for an internal combustion engine, wherein retard control of ignition timing at the time of shifting is prohibited.