JP3914122B2 - Ignition timing control device for internal combustion engine - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an ignition timing control device for an internal combustion engine.
[0002]
[Prior art]
Conventionally, the supply of fuel to an internal combustion engine is stopped, that is, the ignition timing of the internal combustion engine is delayed when the fuel supply is resumed after performing so-called fuel cut, and the torque received by the driver when the fuel supply is restored Techniques for reducing shocks due to sudden changes are widely known. As an example, the technique described in Patent Document 1 below can be cited.
[0003]
[Patent Document 1]
JP-A-3-271543 (lines 4 to 11 in the lower left column on page 2 and FIG. 1)
[0004]
[Problems to be solved by the invention]
However, in the above-described prior art, since the gear position of the transmission is not detected, the shock is reduced such that the gear position is neutral and the output of the internal combustion engine is not transmitted to the drive wheels via the transmission. There is a disadvantage that the control is performed unnecessarily even when the retard control is not required.
[0005]
By the way, the internal combustion engine adopts a so-called DBW (Drive By Wire) configuration in which an actuator is connected to a throttle valve and the drive of the actuator is controlled based on the position of an accelerator pedal or the like. When it is configured so that auto-cruise (constant speed running) control is also performed, when the driver indicates a torque increase request via the accelerator pedal operation, it is slower than the retard control to reduce the shock. The person who does not perform angle control matches the driver's intention.
[0006]
Accordingly, an object of the present invention is to solve the above-mentioned problems and to ignite an internal combustion engine provided with an ignition timing control means for retarding the ignition timing when the fuel supply is resumed after the fuel supply to the internal combustion engine is stopped. In the timing control device, the operation of the ignition timing control means is limited to the case where it is really necessary to reduce the shock caused by the sudden change in the engine output torque at the time of restart, and thus the ignition timing is ensured while ensuring smooth running performance. It is an object of the present invention to provide an ignition timing control device for an internal combustion engine that is optimally controlled.
[0007]
[Means for Solving the Problems]
In order to achieve the above object, according to claim 1, there is provided ignition timing control means for retarding the ignition timing of the internal combustion engine when the fuel supply is resumed after the fuel supply to the internal combustion engine is stopped. In the ignition timing control device for an internal combustion engine, the actuator is connected to a throttle valve that regulates the intake air amount of the internal combustion engine and drives the throttle valve, at least on the driver's seat floor of the vehicle on which the internal combustion engine is mounted. An actuator control means for determining an operation amount of the actuator based on a position of an installed accelerator pedal, and controlling driving of the actuator based on the determined operation amount; a clutch for disconnecting the connection between the internal combustion engine and the transmission Clutch connection state determination means for determining whether or not the clutch is in a connection state including a half-clutch state; A throttle opening degree detecting means for detecting an opening degree of the throttle valve through an operation amount of the actuator; a throttle opening degree change amount judging means for judging whether or not the detected amount of change in the throttle opening is equal to or greater than a threshold value; And it is determined that the clutch is in the engaged state. At the same time, it is determined that the amount of change in the throttle opening is not greater than or equal to the threshold value. At this time, an ignition timing control operation permission means for permitting the operation of the ignition timing control means in accordance with the determined operation amount of the actuator is provided.
[0008]
It is determined that the clutch is in a connected state including a half-clutch state. At the same time, it is determined that the amount of change in the throttle opening is not greater than the threshold value. At this time, since it is configured to include the ignition timing control operation permission means for permitting the operation of the ignition timing control means according to the operation amount of the throttle valve actuator determined at least based on the position of the accelerator pedal, the output of the internal combustion engine is Caused by sudden change in engine output torque when resuming fuel supply by operating the ignition timing control means when it is really necessary, such as when it is transmitted to the drive wheels via the transmission or when the driver is not expecting The shock can be reduced, and therefore the ignition timing can be optimally controlled while ensuring smooth running performance.
[0009]
According to a second aspect of the present invention, when the operation amount determined based on the position of the accelerator pedal among the determined operation amounts of the actuator is zero, the ignition timing control operation permission means is zero. only The operation of the ignition timing control means is permitted.
[0010]
When the operation amount determined based on the position of the accelerator pedal is zero among the determined operation amount of the actuator only Since the operation of the ignition timing control means is permitted, the driver is required when the output of the internal combustion engine is transmitted to the drive wheels via the transmission. Change the behavior of the vehicle When it is not anticipated, the ignition timing control means can be operated to reduce the shock caused by the sudden change in the engine output torque when the fuel supply is resumed, so that the ignition timing is optimally controlled while ensuring smooth running performance. be able to.
[0011]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, an ignition timing control apparatus for an internal combustion engine according to an embodiment of the present invention will be described with reference to the accompanying drawings.
[0012]
FIG. 1 is a schematic diagram showing the overall configuration of an ignition timing control device for an internal combustion engine according to this embodiment.
[0013]
In the figure issue Reference numeral 10 denotes an internal combustion engine (hereinafter referred to as “engine”). The engine 10 is a V-type 6-cylinder DOHC engine.
[0014]
A throttle valve 14 is disposed in the intake pipe 12 of the engine 10 to regulate the intake air amount. The throttle valve 14 is connected to an actuator 16 such as a linear solenoid or a pulse motor, and is opened and closed by driving the actuator 16. A throttle opening sensor 20 is provided in the vicinity of the actuator 16 and outputs a signal corresponding to the opening (hereinafter referred to as “throttle opening”) θTH of the throttle valve 14 through the operation amount of the actuator 16.
[0015]
In the vicinity of the intake port of each cylinder (not shown) immediately after an intake manifold (not shown) downstream of the throttle valve 14, an injector (fuel injection valve) 22 is provided. The injector 22 is connected to the fuel tank via a fuel supply pipe and a fuel pump (all not shown), and receives and injects gasoline fuel under pressure.
[0016]
An absolute pressure sensor 24 and an intake air temperature sensor 26 are provided on the downstream side of the throttle valve 14 in the intake pipe 12, and output signals indicating the intake pipe absolute pressure (engine load) PBA and the intake air temperature TA, respectively. Further, a water temperature sensor 30 is attached to a cooling water passage (not shown) of the cylinder block of the ethidine 10 and outputs a signal corresponding to the engine cooling water temperature TW.
[0017]
A cylinder discrimination sensor 32 is mounted near the camshaft or crankshaft (both not shown) of the engine 10 to output a cylinder discrimination signal CYL at a predetermined crank angle position of a specific cylinder (for example, the first cylinder), and TDC. A sensor 34 and a crank angle sensor 36 are mounted, and each outputs a TDC signal at a predetermined crank angle position related to the TDC position of the piston of each cylinder and a CRK signal at a crank angle (for example, 30 degrees) having a shorter cycle than the TDC signal. Output.
[0018]
The engine 10 is connected to an exhaust pipe 40 via an exhaust manifold (not shown), and an exhaust gas generated by combustion is purified by a catalyst device (three-way catalyst device) 42 provided in the middle of the exhaust pipe 40. To discharge. A wide area air-fuel ratio (LAF) sensor 44 is provided at a position upstream of the catalyst device 42 in the exhaust pipe 40 and generates an output proportional to the oxygen concentration in the exhaust gas in a range from lean to rich.
[0019]
A manual transmission (shown as “M / T” in the figure) 46 is connected to the crankshaft of the engine 10. Thus, the vehicle (not shown) on which the engine 10 is mounted includes the manual transmission 46 as a transmission.
[0020]
FIG. 2 is a schematic diagram showing the configuration of the manual transmission 46. As shown in the figure, the manual transmission 46 includes a synchromesh gear mechanism 56 provided between the main shaft 50 and the counter shaft 52, and shifts the output torque of the engine 10 via the clutch 60 to drive wheels 62. To communicate. The gear position of the gear mechanism 56 is switched between the sixth forward speed (stage) and the first reverse speed (stage) via a floor shift 64 disposed near the driver's seat (not shown) of the vehicle.
[0021]
A main shaft rotational speed sensor 66 is disposed in the vicinity of the main shaft 50, and a counter shaft rotational speed sensor 70 is disposed in the vicinity of the counter shaft 52, depending on the main shaft rotational speed NM and the counter shaft rotational speed NC, respectively. Generate a signal.
[0022]
Further, a clutch that is disposed on the driver's seat floor of the vehicle and mechanically connected to the clutch 60 and operates the clutch 60 in response to the driver's stepping (operation) to disconnect the engine 10 from the manual transmission 46. A clutch switch (CLSW) 74 is disposed on the pedal 72, and when the driver depresses the clutch pedal 72 by a depressing amount equal to or greater than a predetermined amount, an on signal is output, and if not, an off signal is output.
[0023]
A vehicle speed sensor 80 is disposed in the vicinity of the drive shaft 76 connected to the drive wheel 62 and outputs a signal every predetermined rotation of the drive shaft 76.
[0024]
2 denotes a reverse lock solenoid (electromagnetic solenoid) that, when energized, prevents the shift lever 64a of the floor shift 64 from being operated to the reverse gear (R) during forward travel.
[0025]
As shown in FIG. 1, an accelerator opening sensor 86 is disposed in the vicinity of an accelerator pedal 84 installed on the driver's seat floor of the vehicle, and the position of the accelerator pedal 84 (depression amount; accelerator opening) operated by the driver. ) Make a signal according to AP. Further, an atmospheric pressure sensor 90 is provided at an appropriate position of the vehicle, and outputs a signal corresponding to the atmospheric pressure PA where the vehicle is located.
[0026]
Outputs of the various sensors described above are sent to an ECU (electronic control unit) 92.
[0027]
The ECU 92 is formed of a microcomputer, and includes a CPU 92a that performs control calculations, a ROM 92b that stores control calculation programs and various data (tables and the like), a RAM 92c that temporarily stores control calculation results of the CPU 92a, and an input circuit 92d. , An output circuit 92e and a counter (not shown).
[0028]
The various sensor outputs described above are input to the input circuit 92d of the ECU 92. The input circuit 92d shapes the input signal waveform to correct the voltage level to a predetermined level, and converts the analog signal value to a digital signal value. The CPU 92a counts the CRK signal output from the crank angle sensor 36 with a counter to detect the engine speed NE, and also counts the signal output from the vehicle speed sensor 80 with a counter to detect the vehicle speed VP indicating the traveling speed of the vehicle. .
[0029]
The CPU 92a executes control calculation according to a program stored in the ROM 92b, sends a drive signal (energization command value (operation amount)) to the actuator 16 via the output circuit 92e, controls the drive, and determines the ignition timing. Then, ignition is controlled by an ignition device 94 (not shown). Further, the CPU 92a determines the fuel injection amount to drive the injector 22, and excites the reverse lock solenoid 82 during forward traveling.
[0030]
FIG. 3 is a flowchart showing the operation of the internal combustion engine ignition timing control apparatus according to this embodiment.
[0031]
The illustrated program is executed each time a TDC signal is output from the TDC sensor 34, for example.
[0032]
In the following description, first, in S10, it is determined whether or not the engine 10 has been started. If the determination is negative, the process proceeds to S12, after the fuel supply to the engine 10 is stopped, that is, after the fuel cut. The value of the retard amount IGAFCR for retarding the ignition timing of the engine 10 when the fuel supply is resumed is set to zero.
[0033]
On the other hand, when the result in S10 is affirmative, the program proceeds to S14, in which it is determined whether or not the bit of the flag SWAT is set to 1. This flag is set to 1 or reset to 0 by an on / off signal output from the switch SWAT connected to the ECU 92. The switch SWAT is used when the transmission connected to the engine 10 is an automatic transmission. Outputs an on signal. Therefore, the determination in this step means determining whether or not the connected transmission is an automatic transmission.
[0034]
As described above, in this embodiment, since the transmission connected to the engine 10 is the manual transmission 46, this determination is denied and the routine proceeds to S16, where it is determined whether the value CLMEET is not zero. . Since this flag is set to any value from 0 to 2 in the clutch engagement determination process performed in parallel with the process of the flowchart of FIG. 3, the determination in S16 determines the set value. To do.
[0035]
FIG. 4 is a flowchart showing the clutch engagement determination process.
[0036]
In the following, the flag F. It is determined whether the FSAF bit is set to 1. This bit is set to 1 when a failure of the above-described various sensors is detected in another routine (not shown). When the result in S100 is affirmative, the program proceeds to S102, where the value of CLMEET is set to 0, and the clutch 60 is not engaged and the gear position is determined to be neutral.
[0037]
When the result in S100 is negative, the program proceeds to S104, where the detected main shaft speed NM is read, and the program proceeds to S106, where the detected main shaft speed NM is subtracted from the detected engine speed NE to obtain the differential speed DNMNE. calculate.
[0038]
Next, in S108, it is determined whether or not the detected main shaft rotation speed NM is equal to or greater than a predetermined value NMMIN. Since the predetermined value NMMIN is set to zero or a value in the vicinity thereof, this determination corresponds to determining whether or not the main shaft 50 is rotating. Since it is determined that the engine 10 has been started in the flowchart of FIG. 3, the main shaft 50 is not rotating even though the engine 10 is rotating. It is determined that the connection (connection) is disconnected, and the process proceeds to S102, where the clutch 60 is not connected and the gear position is determined to be neutral.
[0039]
Subsequently, the process proceeds to S110, in which the flag F. It is determined whether the SYNCRO bit is set to 1. This is a routine (not shown), and when the gear mechanism 56 determines that the gear is engaged from the main shaft speed NM and the counter shaft speed NC, the bit is set to 1. Therefore, this determination is equivalent to determining whether or not the gear is determined by the gear mechanism 56. When the result in S110 is negative, the process proceeds to S102 for the same reason as described above.
[0040]
When the result in S110 is affirmative, the process proceeds to S112, where it is determined whether the detected vehicle speed VP is not 0. When the result is negative, it is determined that the vehicle is stopped, and the process proceeds to S102. Then, it is determined whether or not the calculated differential rotation DNMNE is greater than or equal to the first threshold value NMCTLL. When the result is negative, the process proceeds to S102, and when the result is affirmative, the process proceeds to S116. It is determined whether or not the threshold value is NMLLH or less.
[0041]
FIG. 5 is an explanatory graph showing characteristics of the main shaft speed NM with respect to the engine speed NE in the manual transmission 46 according to this embodiment.
[0042]
In the manual transmission 46, when the clutch 60 is not operated, the main shaft speed NM with respect to the engine speed NM should be in a predetermined range centered on the line a. Further, when the clutch 60 is operated in a half-clutch state, the main shaft rotational speed NM is in a range outside thereof, and the clutch 60 is completely operated and the coupling (connection) between the engine 10 and the manual transmission 46 is cut off. At this time, the main shaft rotational speed NM should be in a range outside that range.
[0043]
Therefore, by setting the first and second thresholds NMCTLL and NMLLH to the lower and upper limits of the rotation range of the main shaft 50 in the half-clutch state, the clutch 60 is neither in the engaged state nor in the half-clutch state. Therefore, it can be determined that the gear position is neutral. This is the case in S114 and S116. Further, by setting NMLL and NMCLH shown in FIG. 5 as the third and fourth threshold values, it is possible to determine whether the clutch 60 is in the engaged state or the half-clutch state.
[0044]
Therefore, when the result in S116 in the flowchart of FIG. 4 is affirmative, the process proceeds to S118, where it is determined whether or not the calculated differential rotation DNMNE is greater than or equal to the above-described third threshold value NMLL. Proceeding to S120, the value of CLMEET is set to 1, and it is determined that the clutch 60 is in a half-clutch state.
[0045]
On the other hand, when the result in S118 is affirmative, the process proceeds to S122, where it is determined whether or not the calculated differential rotation DNMNE is equal to or less than the fourth threshold value NMCLH. If YES, the process proceeds to S124, the value of CLMEET is set to 2, and it is determined that the clutch 60 is in the coupled (connected) state.
[0046]
Returning to the description of the flow chart of FIG. 3, if the value of CLMEET is 0 in S16 and the result is negative, the process proceeds to S12, and the value of the retardation amount IGAFCR is set to zero.
[0047]
If the result in S14 is affirmative, the program proceeds to S18, in which the flag F. It is determined whether or not the ATNP bit is reset to zero. This flag is used when the gear position is neutral N or parking P based on the energization command value to the hydraulic solenoid in the control device of the automatic transmission in a vehicle in which an automatic transmission is connected (mounted) as a transmission. Set to 1.
[0048]
Therefore, this determination is equivalent to determining whether or not the gear position is in neutral (or similar parking) separated from engine rotation in the transmission, as in S16. When the result in S18 is negative, the gear position is in neutral or parking, and the process proceeds to S12.
[0049]
That is, the processing from S14 to S18 detects the gear position of the transmission in order to eliminate the drawbacks of the prior art described above, and the output of the engine 10, such as neutral, is transmitted via the transmission (manual transmission 46). This is a process for determining whether or not there is no need to perform retard control of the ignition timing for shock reduction, which is not transmitted to the drive wheels 62, and in such a case, it is processing for stopping the retard control.
[0050]
When the result in S16 or S18 is affirmative, the program proceeds to S20, in which a table is searched from the detected engine speed NE to calculate the throttle opening threshold value DTHAFCR. FIG. 6 shows the characteristics of the table. As shown in the figure, the throttle opening threshold value DTHAFCR is set to decrease as the engine speed NE increases. This will be described later. Note that DTHAFCR accurately means the threshold value of the amount of change in the throttle opening θTH.
[0051]
Next, in S22, it is determined whether or not the detected engine coolant temperature TW is equal to or higher than a predetermined temperature TWAFCR. The predetermined value TWAFCR is set by appropriately selecting a value sufficient to determine that the engine 10 has been warmed up.
[0052]
When the result in S22 is negative, the process proceeds to S12 because the engine 10 is warming up and combustion is not stable. When the result is affirmative, the process proceeds to S24, and whether or not the detected vehicle speed VP is equal to or higher than the predetermined vehicle speed VIGAFCR. If NO, the process proceeds to S12. The predetermined vehicle speed VIGAFCR is set to a small value such as 15 km / h. That is, when the vehicle is traveling at a low speed, the torque fluctuation at the time of returning from the fuel cut is small, and it is not necessary to perform the retard angle control.
[0053]
When the result in S24 is affirmative, the program proceeds to S26, where it is determined whether or not the detected engine speed NE is equal to or greater than the predetermined engine speed NIGAFCR, and when the result is negative, the program proceeds to S12. The predetermined rotational speed NIGAFCR is also set by appropriately selecting a value sufficient to perform the retard control for reducing the torque fluctuation at the time of fuel cut return for the same reason as in S24. Unnecessary retard control can be avoided through the processing of S24 and S26.
[0054]
Next, in S28, the flag F. It is determined whether the THCC bit is set to 1. This flag is set to 1 when auto-cruise (constant speed running) control is being executed in another routine (not shown).
[0055]
When the result in S28 is negative, the program proceeds to S30, in which the operation amount THOMI determined based on the position of the accelerator pedal 84 among the operation amounts of the actuator 16 is determined to be zero. Then, it is determined whether or not the detected change amount DTH of the throttle opening is equal to or greater than the above-described throttle opening change threshold DTHAFCR. If the determination is affirmative, the process proceeds to S12, and the value of the retard amount IGAFCR is set to zero. .
[0056]
The change amount DTH of the throttle opening is the difference between the current detection value and the previous detection value of the throttle opening θTH, more specifically, the difference between the current loop value and the previous loop value in the flowchart of FIG. Means.
[0057]
If it is determined in S28 that auto-cruising is being performed, or if the operation amount THOMI is determined to be zero, it is not necessary to determine whether or not there is an output request from the driver in S32, so S32 is skipped.
[0058]
FIG. 7 is a flowchart for determining the operation amount of the actuator 16. The illustrated program is executed every predetermined time.
[0059]
Explained below, the target throttle opening (target TH opening) THOMI (in other words, target throttle opening) according to the position of the accelerator pedal 84 detected in S200, that is, the accelerator opening AP and the detected vehicle speed VP. The operation amount (energization amount) of the actuator 16 corresponding to the degree is calculated.
[0060]
Next, in S202, a target throttle opening THICMD (an operation amount (energization amount) of the actuator 16 corresponding to the target throttle opening) for idle speed control is calculated. Note that the target throttle opening THICMD for idle speed control is calculated as appropriate so as to reduce the deviation between the target speed and the detected engine speed NE.
[0061]
Next, in S204, the calculated target throttle opening is added together to determine the final output throttle opening THO (the operation amount (energization amount) of the actuator 16 corresponding to the final output throttle opening), and based on the determined operation amount. To control the driving of the actuator 16. As described above, the operation amount (target throttle opening) during auto-cruising is determined independently of the processing shown in FIG. 7 in a routine not shown.
[0062]
In the target throttle opening shown in FIG. 7, THOMI calculated in S200 is a value calculated from the driver's accelerator pedal operation or the like. When the value is zero, the driver expects a change in the behavior of the vehicle. Means not. Therefore, in this embodiment, the operation amount THOMI determined from the driver's accelerator pedal operation (and vehicle speed VP) in a state where the output of the engine 10 is transmitted to the drive wheels 62 via the manual transmission 46 is obtained. When it was zero, the ignition timing was retarded as will be described later to reduce the shock received by the driver and ensure smooth running performance.
[0063]
THICMD is a value for controlling the idling speed and is not recognized by the driver, so it is not used to determine whether to allow ignition timing retardation. Similarly, when the auto cruise is being executed, the driver does not recognize the change in the throttle opening, so the ignition timing is retarded to reduce the shock.
[0064]
On the other hand, when THOMI is not zero and the detected change amount DTH of the throttle opening is equal to or larger than the throttle opening change threshold DTHAFCR, it indicates that the driver has requested to increase the engine output torque. The resulting change in vehicle behavior is what the driver expects. Therefore, even if a shock due to torque fluctuation occurs, the driver expects it, and responding to a request to increase the output torque is more appropriate than the driver's intention rather than retard control to avoid the shock.
[0065]
Therefore, in this embodiment, when the operation amount THOMI determined from the driver's accelerator pedal operation (and the vehicle speed VP) is not zero and the amount of change in the throttle opening is equal to or greater than the threshold value, the retardation amount The ignition timing control for reducing the shock is not performed, that is, not permitted. Further, even when the output of the engine 10 is not transmitted to the drive wheels 62 via the manual transmission 46, the torque fluctuation due to the resumption of fuel supply does not change the behavior of the vehicle. Timing control is not performed, that is, not permitted.
[0066]
Since the shock increases as the engine speed NE increases, the throttle opening change threshold value DTHAFCR is set to decrease as the engine speed NE increases as shown in FIG. The retard angle control is made easier as the engine speed NE increases.
[0067]
Returning to the description of FIG. It is determined whether the DECFC bit is set to 1. This bit is set to 1 when a fuel cut for stopping the supply of fuel to the engine 10 is executed in another routine (not shown). Accordingly, the processing in this step is equivalent to determining whether or not the fuel cut is being executed. The fuel cut is executed when the vehicle is in an operating state such as the throttle opening degree θTH being zero or in the vicinity thereof while the vehicle is decelerating at an engine speed NE greater than a predetermined value.
[0068]
When the result in S34 is affirmative, the program proceeds to S36, in which a table is searched from the detected engine speed NE to calculate the ignition timing retard amount IGAFCR. FIG. 8 shows the characteristics of the table. As shown in the figure, the retard amount IGAFCR is set to increase as the engine speed NE increases. This is also because the shock increases as the engine speed NE increases.
[0069]
Next, in S38, a table is searched from the detected engine speed NE, and an advance amount DIGAFCR for returning the retarded ignition timing in the advance direction is calculated. FIG. 9 shows the characteristics of the table. As shown in the figure, the advance amount DIGAFCR is set to decrease as the engine speed NE increases for the same reason.
[0070]
On the other hand, when the result in S34 is negative, in other words, when it is determined that the fuel supply is resumed after the fuel supply to the engine 10 is stopped, the process proceeds to S40, and the advance amount from the retard amount IGAFCR. The ignition timing retarding control is executed while subtracting DIGAFCR, and the shock received by the driver due to a sudden change in engine output torque when returning from fuel cut is reduced.
[0071]
In this embodiment, as described above, the ignition timing control means (ECU 92) that retards the ignition timing of the engine (internal combustion engine) when the fuel supply is resumed after the fuel supply to the engine (internal combustion engine) is stopped. , S40) in an ignition timing control device for an engine (internal combustion engine), an actuator 16 connected to a throttle valve 14 for metering the intake air amount of the engine (internal combustion engine) 10 and driving the throttle valve 14, The operation amount (target throttle opening degree THO) of the actuator is determined based on the position of at least an accelerator pedal 84 installed on the driver's seat floor of a vehicle on which the engine (internal combustion engine) is mounted. Actuator control means (EC) for controlling the drive of the actuator based on (target throttle opening THOMI) 92, S200 to S204), a clutch 60 for disconnecting the connection between the engine (internal combustion engine) and the transmission (manual transmission 46), and a clutch for determining whether or not the clutch 60 is in a connected state including a half-clutch state. Connection state determination means (ECU 92, S16, S100 to S124), Throttle opening detection means (throttle opening sensor 20) for detecting the opening (θTH) of the throttle valve through the operation amount of the actuator, and the detected change (DTH) of the throttle opening is a threshold value (DTHAFCR) Throttle opening change amount judging means (ECU92, S32) for judging whether or not And it is determined that the clutch is in the engaged state. With (S16), When it is determined that the amount of change in the throttle opening is not greater than or equal to the threshold value, Ignition timing control operation permission means (ECU 92, S30, S32) for permitting the operation of the ignition timing control means according to the determined operation amount of the actuator is provided.
[0072]
Further, the ignition timing control operation permission means is operable when an operation amount (target throttle opening THOMI) determined based on the position of the accelerator pedal among the determined operation amounts of the actuator is zero. only The operation of the ignition timing control means is permitted (ECU 92, S30).
[0073]
In other words, when the operation amount THOMI determined from the driver's accelerator pedal operation (and the vehicle speed VP) is zero in a state where the output of the engine 10 is transmitted to the drive wheels 62 via the manual transmission 46, the ignition timing is set. On the other hand, if the operation amount THOMI is not zero and the detected change amount DTH of the throttle opening is equal to or larger than the throttle opening change amount threshold value DTHAFCR, the driver is not affected even if a shock due to torque fluctuation occurs. As expected Shi Therefore, ignition timing control for reducing shock is not performed, that is, not permitted. As a result, the operation of the ignition timing control means can be limited to the case where it is really necessary, and therefore the ignition timing can be optimally controlled while ensuring smooth running.
[0074]
In the above-described embodiment, the manual transmission is disclosed as the transmission. However, as is apparent from the processing such as S14 in the flowchart of FIG. 3, the present invention is also applicable to the case where the automatic transmission is mounted.
[0075]
Further, although the change amount of the throttle opening is used in the determination of S32 in the flowchart of FIG. 3, the throttle opening may be used.
[0076]
【The invention's effect】
According to claim 1, it is determined that the clutch is in a connected state including a half-clutch state. At the same time, it is determined that the amount of change in the throttle opening is not greater than the threshold value. At this time, since it is configured to include the ignition timing control operation permission means for permitting the operation of the ignition timing control means according to the operation amount of the throttle valve actuator determined at least based on the position of the accelerator pedal, the output of the internal combustion engine is Caused by sudden change in engine output torque when resuming fuel supply by operating the ignition timing control means when it is really necessary, such as when it is transmitted to the drive wheels via the transmission or when the driver is not expecting The shock can be reduced, and therefore the ignition timing can be optimally controlled while ensuring smooth running performance.
[0077]
According to claim 2, when the operation amount determined based on the position of the accelerator pedal among the determined operation amounts of the actuator is zero only Therefore, when the output of the internal combustion engine is transmitted to the drive wheels via the transmission and the driver does not expect it, the ignition timing control means is operated to operate the fuel. The shock caused by the sudden change in the engine output torque when the supply is resumed can be reduced, and therefore the ignition timing can be optimally controlled while ensuring smooth running.
[Brief description of the drawings]
FIG. 1 is a schematic diagram showing the overall configuration of an ignition timing control device for an internal combustion engine according to this embodiment.
FIG. 2 is a schematic diagram showing the configuration of a manual transmission connected to the internal combustion engine shown in FIG.
FIG. 3 is a flowchart showing the operation of the ignition timing control device for the internal combustion engine shown in FIG. 1;
4 is a flowchart showing a clutch engagement determination process of the manual transmission shown in FIG. 2 performed in parallel with the process of FIG. 3;
FIG. 5 is an explanatory graph showing characteristics of the main shaft rotational speed with respect to the engine rotational speed used in the process of FIG. 4;
6 is an explanatory graph showing a table characteristic of a throttle opening change amount threshold value DTHAFCR used in the process of FIG. 2;
7 is a flowchart showing processing for determining the operation amount of the actuator shown in FIG. 1; FIG.
8 is an explanatory graph showing table characteristics of an ignition timing retard amount IGAFCR used in the processing of FIG. 2; FIG.
9 is an explanatory graph showing a table characteristic of an advance amount DIGAFCR for returning the ignition timing used in the process of FIG. 2 to the advance direction. FIG.
[Explanation of symbols]
10 Internal combustion engine
14 Throttle valve
16 Actuator
20 Throttle opening sensor
46 Manual transmission
50 Main shaft
52 counter shaft
56 Gear mechanism
60 clutch
66 Main shaft speed sensor
70 Countershaft rotation speed sensor
74 Clutch switch
80 Vehicle speed sensor
84 Accelerator pedal
86 Accelerator position sensor
92 ECU (Electronic Control Unit)
94 Ignition system

Claims (2)

An ignition timing control device for an internal combustion engine comprising ignition timing control means for retarding the ignition timing of the internal combustion engine when resumption of fuel supply after stopping the supply of fuel to the internal combustion engine,
a. An actuator connected to a throttle valve for metering an intake air amount of the internal combustion engine, and driving the throttle valve;
b. An actuator that determines an operation amount of the actuator based on at least a position of an accelerator pedal installed on a driver's seat floor of a vehicle on which the internal combustion engine is mounted, and controls driving of the actuator based on the determined operation amount Control means,
c. A clutch for disconnecting the connection between the internal combustion engine and the transmission;
d. Clutch connection state determining means for determining whether or not the clutch is in a connected state including a half-clutch state;
e . Throttle opening detection means for detecting the opening of the throttle valve through the operation amount of the actuator;
f . Throttle opening change amount determining means for determining whether or not the detected change amount of the throttle opening is equal to or greater than a threshold value;
and
g . When it is determined that the clutch is in the engaged state and the amount of change in the throttle opening is determined not to be greater than or equal to the threshold value, the ignition timing control is performed according to the determined operation amount of the actuator. Ignition timing control operation permission means for permitting the operation of the means,
An ignition timing control device for an internal combustion engine, comprising: The ignition timing control operation permission means permits the operation of the ignition timing control means only when the operation amount determined based on the position of the accelerator pedal among the determined operation amounts of the actuator is zero. The ignition timing control device for an internal combustion engine according to claim 1, wherein:

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