JP4023467B2 - Engine control device - Google Patents

Description

  The present invention relates to an engine control device that controls an operating state of an engine so that exhaust gas can be purified efficiently.

  Conventionally, an exhaust purification catalyst for purifying harmful substances in exhaust gas has been provided on an exhaust passage of an automobile. In general, such an exhaust purification catalyst has a low purification efficiency below a predetermined activation temperature and cannot sufficiently purify exhaust gas. For this reason, at the time of cold start of the engine, various controls such as increase of the fuel injection amount are executed in order to quickly raise the exhaust purification catalyst to the activation temperature.

  By the way, for example, when the vehicle restarts after a temporary stop due to a red signal (specifically, when the accelerator is depressed after releasing the brake operation during idle operation in the D range), a large starting torque is required immediately after the accelerator is depressed. Therefore, the throttle opening of the ETV (electronically controlled throttle valve, so-called drive-by-wire throttle valve) is set to be relatively large. Therefore, when the accelerator is turned on after the brake is turned off at the time of idling the D range as described above, the intake air amount increases rapidly and the exhaust gas flow rate increases significantly.

  On the other hand, even during the warm operation of the engine, the exhaust gas flow rate is small during the idle operation, and the catalyst temperature decreases, so the exhaust gas purification efficiency of the catalyst also decreases. For this reason, in the situation of “accelerator on after brake-off during D-range idle operation” as described above, a large amount of exhaust gas is supplied to the catalyst in a state where exhaust gas purification efficiency is lowered, and as a result, exhaust gas that is not sufficiently purified There is a risk of being discharged outside the vehicle.

This will be described with reference to the drawings. FIG. 4 is a time chart for explaining a change in the state of the vehicle at the start of the vehicle, and FIG. 5 explains the ignition timing control and the ETV opening degree control at the start of the vehicle. It is a flowchart for.
First, at t = t ₀ in FIG. 4, the vehicle is stopped by the driver's brake operation, and as shown in FIGS. 4A to 4E, the brake switch is turned on, the accelerator is turned off (fully closed), and the ETV is opened. The engine is fully closed, the engine speed is idle, and the vehicle speed is zero.

Then, when t = t ₁ , the brake operation is released (brake switch off), and when the accelerator pedal is depressed to start the vehicle at t = t ₂ , a slight amount is obtained as shown in FIG. With the time lag, the ETV opening is set according to the accelerator opening, whereby the intake air amount increases as shown in FIG. 4 (g), and the engine as shown in FIGS. 4 (d) and (e). Rotational speed and vehicle speed increase. As shown in FIG. 4 (f), the ignition timing is advanced to obtain a large torque when the vehicle starts.

On the other hand, as shown in FIG. 4 (i), when the vehicle is stopped, the exhaust gas flow rate is small and the catalyst temperature is lowered below the activation temperature, and the exhaust gas purification efficiency is lowered. Therefore, when the accelerator is depressed (when the vehicle starts), the exhaust gas amount THC (total amount of HC) discharged from the engine increases rapidly as shown in FIG. 4 (h).
The ignition timing control and ETV opening control at this time will be briefly described with reference to the flowchart of FIG. 5. First, it is determined whether or not the brake switch is on (step S101), and the brake switch is on. In this case, it is determined whether or not the transmission is in the travel range (D range) (step S102). And if it is a driving range, it will be determined whether water temperature is predetermined temperature (for example, 80 degreeC) (step S103). Here, if the water temperature is lower than the predetermined temperature, it is determined that the engine is in the cold operation, and control during the cold operation (not shown) is executed. If the water temperature is equal to or higher than the predetermined temperature, it is determined that the warm operation is being performed, and the routine proceeds to normal control after step S104.

Next, it is determined whether or not the idle switch is on (step S104). Here, if the idle switch is on, the engine is in a warm operation, the transmission is in the D range, the brake switch is on and the idle switch is on, that is, the brake is applied in the D range during the warm operation. It can be said that it has been depressed and stopped.
When the brake switch is turned off from this state (step S105) and the accelerator pedal is depressed (step S106), the ETV opening is set according to the depression amount (accelerator opening) of the accelerator pedal, and the intake air amount is reduced. Increase (step S107). Further, the ignition timing is set to the advance side based on the engine speed and the intake air amount in order to secure the engine torque necessary for starting (step S108).

As a technique for correcting the air amount and the ignition timing according to the operating state of the engine, for example, a technique disclosed in Patent Document 1 below is known.
Utility Model Registration No. 2571158

However, as described above, even during a warm operation, the catalyst temperature decreases while the vehicle is stopped and the vehicle is idling, so that the catalyst exhaust gas purification efficiency is reduced when starting. On the other hand, since the exhaust gas flow rate increases when such a vehicle starts, there is a problem that the exhaust gas cannot be sufficiently purified by the conventional control as described above.
The technique disclosed in Patent Document 1 prevents the engine speed from increasing when the driver depresses the accelerator earlier than the clutch is engaged when starting a vehicle equipped with a manual transmission. It is the technique made to do, Comprising: The above subjects cannot be solved at all.

  The present invention has been made in view of such a problem, and an object of the present invention is to provide an engine control device capable of improving exhaust gas purification efficiency when starting a vehicle.

For this reason, the engine control apparatus of the present invention includes a throttle valve that changes the intake air amount of an engine mounted on a vehicle, a shift range detecting means that detects a shift range of an automatic transmission connected to the engine, Water temperature detection means for detecting the water temperature of the engine, idle operation detection means for detecting idle operation of the engine, brake operation state detection means for detecting the operation state of the brake pedal, and an exhaust passage of the engine Catalyst temperature detection means for detecting or estimating the temperature of the exhaust purification catalyst, and control means for controlling the ignition timing of the engine and the operation of the throttle valve, the control means comprising the shift range detection means, the water temperature detecting means, said idling detecting means, based on information from the brake operation detecting means and the catalyst temperature detecting means, the shift range of the speed change device Line range, the engine coolant temperature is higher than a predetermined temperature, the operation state is idle of the engine, the depression release of the brake pedal, and when the catalyst temperature is a predetermined temperature or less is detected, the throttle while retarding the ignition timing It is characterized by increasing the opening of the valve.

The engine control device of the present invention includes a throttle valve that changes an intake air amount of an engine mounted on a vehicle, a shift range detecting unit that detects a shift range of an automatic transmission connected to the engine, Water temperature detecting means for detecting the water temperature of the engine, idle operation detecting means for detecting idle operation of the engine , and catalyst temperature detecting means for detecting or estimating the temperature of the exhaust purification catalyst interposed in the exhaust passage of the engine; , and a control means for controlling the operation of the ignition timing and the throttle valve of the engine, control means, the speed-change range detection section, the water temperature detecting means, from the idling detection means and the catalyst temperature detecting means based on the information, the shift range is the traveling range of the speed change device, the engine coolant temperature is higher than a predetermined temperature, the operating state of the engine is idle, and the catalyst temperature There is characterized in that it is a predetermined temperature or less when it is detected continuously more than a predetermined time, increases the opening degree of the throttle valve as well as retarding the ignition timing.

Is Raniwa, an accelerator opening detection means for detecting a depression state of the accelerator pedal, the engine speed detecting means for detecting a rotational speed of the engine, the intake air amount detecting means for detecting an intake air amount of the engine When the accelerator opening detection means detects depression of the accelerator pedal, the control means detects the engine speed and the intake air amount detected by the engine speed detection means and the intake air amount detection means. It is preferable that the ignition timing is set based on the above.

  The control means preferably changes the ignition timing by tailing or changes the opening of the throttle valve by tailing.

According to the control apparatus for an engine of the present invention, the engine water temperature is a predetermined temperature (e.g. 80 ° C.) or higher, a shift range of the transmission is running range, the operating state of the engine is a idle Bed When the depression of the rake pedal is released and it is detected that the catalyst temperature is equal to or lower than the predetermined temperature, it is determined that the vehicle has shifted from the stop state to the start preparation state while the engine is in a warm state, and the ignition timing is retarded. As a result, a decrease in the catalyst temperature can be suppressed. Therefore, the exhaust gas purification efficiency at the start of the vehicle can be increased, and a large amount of exhaust gas at the start of the vehicle can be efficiently purified. Further, at this time, since the opening of the throttle valve is increased, it is possible to compensate for the torque decrease accompanying the retard of the ignition timing, and to avoid the decrease in drivability. Further, when the catalyst temperature is equal to or lower than a predetermined temperature (activation lower limit temperature: 400 ° C., for example), the ignition timing retard and the throttle valve opening increase are executed. The exhaust purification efficiency can be reliably increased.

The engine coolant temperature is equal to or greater than the predetermined temperature (e.g. 80 ° C.), a shift range is the traveling range of the transmission, a driving state of inactivity engine, and the catalyst temperature is below a predetermined temperature If it is detected continuously for a predetermined time or longer, the ignition timing is retarded by assuming that the vehicle shifts from the stop to the start preparation, so that a decrease in the catalyst temperature when the vehicle is stopped can be suppressed. Therefore, the exhaust gas purification efficiency at the start of the vehicle can be increased, and a large amount of exhaust gas at the start of the vehicle can be efficiently purified. Further, at this time, since the opening of the throttle valve is increased, it is possible to compensate for the torque decrease accompanying the retard of the ignition timing, and to avoid the decrease in drivability. Further, when the catalyst temperature is equal to or lower than a predetermined temperature (activation lower limit temperature: 400 ° C., for example), the ignition timing retard and the throttle valve opening increase are executed. The exhaust purification efficiency can be reliably increased.

Also, the depression of the accelerator pedal is detected, the ignition timing based on the engine speed and the intake air amount is set, in addition to the time of starting can be advantageously enhanced drivability rise rapidly engine torque, There is an advantage that engine stall can be prevented. Further, since the engine torque quickly rises at the time of starting, the amount of accelerator depression at the time of vehicle start-up becomes small, and the subsequent accelerator depression can be avoided. Therefore, the amount of exhaust gas discharged from the engine at the start can be greatly reduced.

  Furthermore, by changing the ignition timing by tailing, or by changing the throttle valve opening by tailing, it is possible to avoid shocks due to changes in the ignition timing and throttle opening, and to make the driver feel uncomfortable. It can be avoided.

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 schematic block diagram showing the configuration of the main part, and FIG. 2 is a time chart for explaining the operation and effect thereof. FIG. 3 is a flowchart for explaining the operation.
In FIG. 1, 2 is an engine, 3 is a throttle valve attached to the engine 2, and an electronically controlled throttle valve (ETV, so-called drive-by-wire throttle valve) is applied to this throttle valve. In addition, 4 is a spark plug, and 5 is a transmission (transmission). Here, the transmission 5 is an automatic transmission (A / T).

As shown in the figure, an exhaust passage 8 is connected to the engine 2, and an exhaust purification catalyst (hereinafter simply referred to as a catalyst) that purifies harmful components in the exhaust gas using a chemical reaction is provided on the exhaust passage 8. 9) is provided.
Reference numeral 1 denotes a control means (ECU) for controlling the operation of the engine 2, and the ECU 1 includes an ETV control means or an ETV controller (intake air amount control means) 6 for controlling the operation of the ETV 3, and ignition of the engine 1. An ignition timing control means 7 for controlling the timing is provided.

  Among these, the ETV controller 6 is provided with a map (not shown) for setting the opening of the ETV 3 mainly from the load (accelerator opening) and the engine speed Ne. When the target ETV opening is set according to this map, the ETV controller 6 feedback-controls an ETV actuator (not shown) attached to the ETV 3 so that the opening of the ETV 3 becomes the target ETV opening. It has become.

Further, the ignition timing control means 7 controls the ignition timing based on the engine operating state obtained from various sensors described later, and is an optimal timing at which the highest combustion efficiency can be obtained during normal operation. The ignition timing is controlled.
As shown in the figure, the ECU 1 includes an inhibitor switch (shift range detecting means) 11 for detecting the shift range (shift position) of the transmission 5, and an engine rotation sensor (engine speed detecting means) for detecting the engine speed Ne. ) 12, an accelerator opening sensor (accelerator opening detecting means) 13 for detecting the depression state (accelerator opening or depression amount) of the driver's accelerator pedal, a brake switch for detecting the depression state (or operation state) of the brake pedal ( Brake operation state detection means) 14, an idle switch (idle operation detection means) 15 for detecting idle operation of the engine 1, a water temperature sensor (water temperature detection means) 16 for detecting engine water temperature, and a catalyst temperature sensor for detecting the temperature of the catalyst 9. (Catalyst temperature detection means) 17 and engine 1 Air flow sensor for detecting an intake air amount (AFS: intake air amount detection means) 18 are connected.

  By the way, when the vehicle is in a running state during engine warm operation, a certain amount of exhaust gas flow rate can be secured and the catalyst can be maintained at the activation temperature. However, when the vehicle stops due to a signal or the like, the exhaust gas flow rate decreases. For this reason, it is conceivable that the catalyst temperature falls below the activation temperature even during the warm operation. Further, when the accelerator pedal is depressed to start the vehicle thereafter, a large amount of exhaust gas is supplied to the catalyst 9 at the time of start. However, in such a state where the catalyst temperature is lowered, the exhaust gas cannot be purified efficiently.

Therefore, in the ECU 1, the inhibitor switch 11, the brake switch 14, the idle switch 15, the water temperature sensor 16, and the catalyst temperature sensor 17 are used in order to prevent a decrease in the catalyst temperature during idling (for example, when the engine is stopped by a red signal) during engine temperature operation. The ignition timing is retarded based on the detection information from when the following conditions are all satisfied.
・ The transmission range of the transmission 5 is the driving range (D range)
-The brake operation state has been released (the brake switch 14 has been turned off from on).
The water temperature is equal to or higher than a predetermined temperature T1 (for example, T1 = 80 ° C.). The idle switch is turned on. The catalyst temperature is equal to or lower than the predetermined temperature (for example, activation lower limit temperature: 400 ° C.). When all the conditions that the D range, the brake switch 14 are turned on, the water temperature is equal to or higher than the predetermined temperature T1, and the idle switch 15 is turned on are satisfied, for example, the vehicle is temporarily stopped by a red signal during the warm operation of the engine 2. It corresponds to such a case. Since the exhaust flow rate is small and the catalyst temperature decreases during such idle operation, the ECU 1 satisfies the condition that the catalyst temperature is equal to or lower than the predetermined temperature T2 and the brake switch 14 is turned off. It is determined that the driver has released the brake operation to start the vehicle, and the ignition timing is retarded by the ignition timing control means 7 to raise the temperature of the catalyst 9. Then, by retarding the ignition timing as described above, the exhaust gas temperature supplied to the catalyst 9 is increased, and the temperature of the catalyst 9 rises.

Further, if the ignition timing is simply retarded at such a brake-off time, the output torque of the engine 2 is reduced. Therefore, at the same time as the ignition timing is retarded, the output torque Pe is compensated by the ETV controller 6 to compensate for the decrease in the output torque. Is made to be constant (that is, the opening degree of the ETV 3 is corrected to be increased) so that the engine speed Ne is constant.
As described above, when the ignition timing is retarded, the opening of the ETV 3 is increased to keep the output torque constant, so that the creep force of the vehicle is kept within a certain range, which makes the driver feel uncomfortable. You can avoid situations where you can remember or drive down.

  When the accelerator pedal operation is detected by the accelerator opening sensor 13 after the brake switch 14 is turned off, the ignition timing retard control and the ETV opening increase control described above are finished, and the control returns to the normal engine operation control. It is like that. Specifically, the ignition timing is set based on the engine speed Ne obtained by the engine speed sensor 12 and the volume efficiency (intake air amount) Ev obtained by the AFS 18, and the accelerator position obtained by the accelerator opening sensor 13 is set. The ETV opening is set based on the opening.

By the way, in the present embodiment, tailing processing is performed when the ignition timing and the ETV opening are changed. In other words, when changing the ignition timing and the ETV opening, it is gradually changed (tailing) with a constant gradient rather than stepwise with respect to the final target value.
This is because a shock occurs when the ignition timing and the ETV opening are suddenly changed. By applying such tailing, a shock accompanying a change in the ignition timing and the ETV opening can be avoided.

Since the engine control apparatus according to one embodiment of the present invention is configured as described above, its operation will be described below with reference to the time chart shown in FIG. 2 and the flowchart shown in FIG.
First, the operation will be described with reference to FIG. 2. At t = t ₀ in FIG. 2, the engine 2 is in a warm operation, and the transmission 5 is in the D range. As shown in FIG. Is depressed (the brake switch 14 is turned on) and is stopped. Further, as shown in FIGS. 2B to 2E, the accelerator is off (accelerator fully closed), the ETV opening is fully closed, and the engine speed Ne is idle and the vehicle speed is zero.

Then, at t = t ₁ , when the brake operation is released (brake switch off) as shown in FIG. 2A, the ignition timing has a constant gradient on condition that the catalyst temperature is equal to or lower than the predetermined temperature. It is gradually retarded [see FIG. 2 (f)]. As a result, the catalyst temperature gradually rises as shown in FIG.
Further, at this time, as shown in FIG. 2 (c), the ETV opening gradually opens with a constant gradient, thereby increasing the intake air amount as shown in FIG. Is prevented. In this case, the ETV opening is set so that the output torque Pe is constant, that is, the engine speed Ne is constant [see FIG. 2 (d)].

Then, as shown in FIG. 2 (b), when the accelerator pedal in order to start the vehicle at t = t ₂ is depressed, as shown in FIG. 2 (f), the ignition timing is quickly directed to the original ignition timing Is advanced with a certain gradient. The original ignition timing is an ignition timing set during normal operation, and is set by a map (not shown) stored in the ECU 1 based on the engine speed Ne and the volumetric efficiency Ev.

Further, as shown in FIG. 2 (c), the ETV opening is quickly changed toward the target opening set in accordance with the accelerator opening, whereby FIGS. 2 (d) and 2 (e). As shown in FIG. 2, the engine speed and the vehicle speed increase, and the vehicle enters a traveling state.
At this time, as shown in FIG. 2 (h), although the HC amount (THC) of the exhaust gas discharged from the vehicle is slightly increased, the catalyst temperature is increased. In addition, the amount of HC emissions can be greatly reduced [see FIG. 4 (h)].

  In addition, the ETV opening gradually increases from when the brake is turned off until the accelerator is turned on, and at the same time as the accelerator is turned on, the ignition timing is changed to the advance side. Will be able to prevent stalls at the start and improve drivability. Moreover, since a larger output torque than the driver intends can be obtained when starting the vehicle, the driver returns the accelerator after starting (see FIG. 2B), or the accelerator opening at the time of starting becomes smaller than before, Fuel consumption is also improved by this amount.

  Next, the flow of ignition timing control and ETV3 opening control as described above will be briefly described with reference to FIG. 3. First, it is determined whether or not the brake switch 14 is on (step S1), If the switch is on, it is determined whether or not the transmission is in the travel range (D range) (step S2). And if it is a travel range, it will be determined whether water temperature is more than predetermined temperature T1 (step S3). Here, if the water temperature is lower than the predetermined temperature, it is determined that the engine is in the cold operation, and control during the cold operation (not shown) is executed (return in FIG. 3). If the water temperature is equal to or higher than the predetermined temperature, it is determined that the warm operation is being performed, and the process proceeds to step S4 and subsequent steps.

Next, in step S4, it is determined whether or not the idle switch 15 is on. Here, if the idle switch 15 is on, the engine 2 is in the warm operation, the transmission 5 is in the D range, the brake switch 14 is on, and the idle switch 15 is in the on state. The brakes are depressed and stopped.
Then, from this state, it is determined whether or not the brake switch 14 is turned off (step S5). If it is determined that the brake switch 14 is turned off, then the catalyst temperature is set to a predetermined temperature T2 (T2: active). It is determined whether the temperature is equal to or lower than the lower limit temperature (step S6).

If the catalyst temperature is equal to or lower than the predetermined temperature T2, the ignition timing retard and the ETV opening increase control are executed (step S7). As a result, the temperature of the exhaust gas supplied to the catalyst is increased to increase the catalyst temperature, and the decrease in output torque due to the ignition timing retard is compensated.
Next, based on the information from the accelerator opening sensor, it is determined whether or not the accelerator is depressed (step S8). If it is determined that the accelerator is depressed, the ignition timing retard and the ETV opening in step S7 are determined. Is stopped and the normal ignition timing is set (step S9). That is, in this case, the ignition timing is set based on the engine speed Ne and the volumetric efficiency Ev.

  Then, it is gradually advanced with a constant gradient toward the ignition timing set in step S9 (step S10). As a result, the torque quickly rises with the accelerator on (step S11), and the vehicle can be started with a small accelerator opening (step S12). In each of the above steps S1 to S6 and S8, in the case of No, all return.

  As described above, according to the engine control apparatus according to an embodiment of the present invention, in the case where the vehicle stops at a red signal during the warm operation, the ignition timing is retarded to suppress the decrease in the catalyst temperature. The exhaust gas purification efficiency when starting the vehicle can be increased. Thereby, there is an advantage that a large amount of exhaust gas at the start of the vehicle can be purified efficiently. In addition, since the opening of the ETV 3 is increased at this time, it is possible to compensate for the torque decrease associated with the ignition timing retard, and to avoid the decrease in drivability.

Further, since the ignition timing retard and the ETV opening increase are executed when the catalyst temperature is equal to or lower than the predetermined temperature T2, the exhaust purification efficiency can be reliably increased when the exhaust purification efficiency at the catalyst temperature is reduced. .
Further, when the depression of the accelerator pedal is detected, the ignition timing is set based on the engine speed Ne and the volumetric efficiency (intake air amount) Ev, so that the engine torque rises quickly at the start and the drivability can be improved. In addition to the advantages, there is an advantage that engine stall can be prevented. Further, since the engine torque quickly rises at the time of starting, the amount of accelerator depression at the time of vehicle start-up becomes small, and the subsequent accelerator depression can be avoided. Therefore, the HC of the exhaust gas discharged from the engine 2 at the start can be greatly reduced.

Further, by changing the ignition timing and the ETV opening by tailing, there is an advantage that the shock accompanying the change of the ignition timing and the throttle opening can be avoided, and a situation in which the driver feels uncomfortable can be avoided.
Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention. For example, the ignition timing and the ETV opening degree may be controlled based on information from the inhibitor switch 11, the water temperature sensor 16, and the idle switch 15 without providing the brake switch 14. That is, based on the information from the sensors, it is determined that the three conditions that the transmission range of the transmission 5 is the D range, the engine water temperature is equal to or higher than the predetermined temperature T1, and that the engine is in the idling state are continuously satisfied for the predetermined time or longer. Then, assuming that the vehicle is about to start soon, the ignition timing may be retarded to increase the catalyst temperature and the opening of the ETV 3 may be increased. Of course, in this case, it is preferable to execute ignition timing retard and ETV opening increase control on condition that the catalyst temperature is equal to or higher than a predetermined temperature.

  Further, without providing the idle switch 15, the accelerator opening sensor 13 may be used also as the function of the idle switch 15. That is, when it is detected based on the information from the accelerator opening sensor 13 that the accelerator opening is 0 (or a minute predetermined opening or less), the idle state may be determined. On the contrary, the accelerator on sensor may be determined based on information from the idle switch 15 without providing the accelerator opening sensor 13. In other words, it may be determined that the accelerator pedal has been depressed when idle-off is detected by the idle switch 15. Further, the catalyst temperature may be estimated by the ECU 1 without providing the catalyst temperature sensor 17.

It is a typical block diagram which shows the principal part structure of the control apparatus of the engine concerning one Embodiment of this invention. It is a time chart for demonstrating the effect | action and effect of the control apparatus of the engine concerning one Embodiment of this invention. It is a flowchart for demonstrating the effect | action of the control apparatus of the engine concerning one Embodiment of this invention. It is a time chart for demonstrating the effect | action and effect of a prior art. It is a flowchart for demonstrating the effect | action of a prior art.

Explanation of symbols

1 Control means (ECU)
2 Engine 3 Electronically controlled throttle valve or ETV (throttle valve)
4 Spark plug 5 Transmission (automatic transmission)
6 ETV controller (intake air volume control means)
7 Ignition timing control means 8 Exhaust passage 9 Catalyst (Exhaust gas purification catalyst)
11 Inhibitor switch (shift range detection means)
12 engine speed sensor (engine speed detection means)
13 Accelerator position sensor (Accelerator position detector)
14 Brake switch (brake operation state detection means)
15 Idle switch (Idle state detection means)
16 Water temperature sensor (water temperature detection means)
17 Catalyst temperature sensor (catalyst temperature detection means)
18 Air flow sensor or AFS (intake air amount detection means)

Claims (3)

A throttle valve for changing the intake air amount of an engine mounted on the vehicle;
Shift range detecting means for detecting a shift range of an automatic transmission connected to the engine;
Water temperature detecting means for detecting the water temperature of the engine;
Idle operation detecting means for detecting idle operation of the engine;
Brake operation state detection means for detecting the operation state of the brake pedal;
Catalyst temperature detecting means for detecting or estimating the temperature of the exhaust purification catalyst interposed in the exhaust passage of the engine;
Control means for controlling the ignition timing of the engine and the operation of the throttle valve;
The control means includes
Based on information from the shift range detection means, the water temperature detection means, the idle operation detection means , the brake operation detection means, and the catalyst temperature detection , the shift range of the transmission is a travel range, and the engine water temperature is a predetermined temperature. As described above, when the operation state of the engine is in the idle state , the depression of the brake pedal is released , and the catalyst temperature is detected to be equal to or lower than the predetermined temperature , the ignition timing is retarded and the opening of the throttle valve is increased. An engine control device. A throttle valve for changing the intake air amount of an engine mounted on the vehicle;
Shift range detecting means for detecting a shift range of an automatic transmission connected to the engine;
Water temperature detecting means for detecting the water temperature of the engine;
Idle operation detecting means for detecting idle operation of the engine;
Catalyst temperature detecting means for detecting or estimating the temperature of the exhaust purification catalyst interposed in the exhaust passage of the engine;
Control means for controlling the ignition timing of the engine and the operation of the throttle valve;
The control means includes
Based on information from the shift range detection means, the water temperature detection means , the idle operation detection means, and the catalyst temperature detection means , the shift range of the transmission is a travel range, the engine water temperature is equal to or higher than a predetermined temperature, When it is detected that the operation state is an idle state and the catalyst temperature is equal to or lower than a predetermined temperature for a predetermined time or longer, the ignition timing is retarded and the opening of the throttle valve is increased. , Engine control device. An accelerator opening detecting means for detecting the depression state of the accelerator pedal;
Engine speed detecting means for detecting the engine speed;
An intake air amount detecting means for detecting the intake air amount of the engine;
The control means includes
When depression of the accelerator pedal is detected by the accelerator opening detecting means, the ignition timing is set based on the engine speed and the intake air amount detected by the engine speed detecting means and the intake air amount detecting means. The engine control device according to claim 1 or 2, characterized by the above .

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