JP4775166B2 - Control device for internal combustion engine - Google Patents

Description

  The present invention relates to a control device for an internal combustion engine that performs, for example, injection control of fuel supplied to the internal combustion engine or air supply control.

  Patent Document 1 and the like describe a technique for improving fuel efficiency and suppressing deterioration of exhaust properties in rotational speed control while the internal combustion engine is idling.

JP 2001-82217 A JP 2002-97983 A Japanese Patent Laid-Open No. 3-61644

  However, in the above-described Patent Document 1 or the like, when the internal combustion engine is started, immediately after the start, or during the warm-up process, the internal combustion engine is driven at a low rotational speed (or at a low rotational speed) or has a large fluctuation in the rotational speed. The so-called feedback control may be diverged, and it may be technically difficult to reach the target rotational speed.

  Therefore, the present invention has been made in view of the above-described problems, for example, control of an internal combustion engine capable of appropriately performing fuel injection control or air supply control at the time of starting the internal combustion engine, for example. It is an object to provide an apparatus.

In order to solve the above-described problem, an internal combustion engine control apparatus according to the present invention includes an injection unit that injects fuel into a cylinder of an internal combustion engine, and an ignition that performs ignition at an ignition timing corresponding to a crank angle in the internal combustion engine. And feedback control using as input information the deviation between the target rotational speed that is the target of the internal combustion engine and the actual rotational speed, and the measurement means that measures the actual rotational speed that is the actual rotational speed of the internal combustion engine. (I) The ignition timing is changed to a predetermined angle, the ignition means is controlled to ignite, and the fuel is injected by changing to a predetermined injection amount corresponding to the predetermined angle. Control means for controlling the injection means, the control means comprising: (i) a first torque generated in the cylinder of the internal combustion engine caused by the ignition at the predetermined angle; and (ii) the predetermined The generated torque, which is the sum of the second torque generated in the cylinder caused by the injection amount, controls the ignition means and the injection means based on a predetermined map defined as a linear function with respect to the predetermined angle. One range of the first torque is defined as a non-linear function with respect to the predetermined angle, another range of the first torque is defined as a linear function with respect to the predetermined angle, and the control means The ignition unit and the injection unit are controlled for the one range based on the predetermined map .

  According to the control device for an internal combustion engine of the present invention, the injection means injects fuel into the cylinder of the internal combustion engine. The ignition means performs ignition at an ignition timing corresponding to a crank angle in the internal combustion engine. The measuring means measures the actual rotational speed in the internal combustion engine.

  In particular, according to the present invention, feedback control (so-called feedback cooperative control) in which the ignition timing and the fuel injection amount are controlled is performed under the control of a control means such as an ECU (Engine Control Unit). . That is, under the cooperative control by the control means, (i) in order to appropriately realize feedback control using the deviation between the target rotational speed as the target of the internal combustion engine and the actually measured rotational speed as input information, The ignition means changes (corrects) the ignition timing to a predetermined angle based on torque to be generated in the cylinder (generated torque described later, that is, generated torque corresponding to automatic control gain). Ignition is performed. At the same time, under cooperative control by the control means, (ii) the fuel is injected by the injection means while the fuel injection quantity is changed (corrected) to the predetermined injection quantity corresponding to the predetermined angle.

  As a result of the above, for example, optimal feedback control that is hardly or completely influenced by the low-speed driving state of the internal combustion engine or the large fluctuations in the rotational speed at the start of the internal combustion engine, immediately after the start, or during the warm-up process. It can be realized quickly and with high accuracy. Therefore, it is possible to realize highly accurate control of the internal combustion engine based on the above-described change in the ignition timing and the change in the fuel injection amount, and in turn, it is possible to realize quick and appropriate drivability. . Here, “drivability” according to the present invention is an ideal internal combustion engine that can output torque in an appropriate and rapid manner in response to the driving operation of the driver, or in an idle operation state of the internal combustion engine. It means an ideal internal combustion engine that can output appropriate torque. Specifically, drivability can be estimated by having little or no engine stall (so-called unexpected engine stop).

In the present invention , the control means generates (i) a first torque generated in the cylinder of the internal combustion engine caused by the ignition at the predetermined angle, and (ii) generated in the cylinder caused by the predetermined injection amount. sum and a generation torque of the second torque, based on a predetermined map which is defined as a linear function (first and second predetermined map) with respect to the predetermined angle, that controls the ignition means and the injection means .

Therefore, according to the present invention, for example, under the control of a control unit such as an ECU, the ignition unit changes (corrects) the ignition timing to a predetermined angle based on the predetermined map, and the injection unit converts the ignition timing into the predetermined map. Based on this, the fuel is injected while being changed (corrected) to a predetermined injection amount corresponding to a predetermined angle. Here, the “predetermined map” according to the present invention is the first torque of the internal combustion engine caused by the ignition at a predetermined angle (or the first torque generated in the cylinder of the internal combustion engine due to the ignition at the predetermined angle). ) And the second torque caused by the predetermined injection amount corresponding to the predetermined angle (or the second torque generated in the cylinder of the internal combustion engine due to the predetermined injection amount) becomes the predetermined angle. On the other hand, it means a map defined as a linear function. Note that the map according to the present invention can be individually and specifically defined based on theoretical, experimental, empirical, simulation, etc. For example, a predetermined relational expression, a predetermined function, a predetermined It can be defined by various forms such as a simulation program.

In particular, according to the present invention , based on a predetermined map defined as a simple linear function as compared with a non-linear function, for example, at the start of the internal combustion engine, immediately after the start, or in the warm-up process, the internal combustion engine Optimal feedback control that is hardly or completely affected by a low-rotation driving state or large fluctuations in the rotational speed can be realized simply, quickly, and with high accuracy.

  Specifically, first, the generated torque to be generated in the cylinder of the internal combustion engine corresponding to the deviation between the target rotational speed and the actually measured rotational speed is calculated under the control of the control means. Next, the first torque that can be generated is calculated based on the change in the ignition timing, and the second torque that can be generated is calculated by injecting the fuel of a predetermined injection amount corresponding to the deviation. Next, a predetermined angle of the ignition timing capable of generating the first torque under the control of the control means is calculated based on the first predetermined map. Here, the “first predetermined map” according to the present invention is a map that defines a relationship between a predetermined angle and the first torque among the predetermined maps described above.

  Next, a predetermined injection amount that can generate the second torque under the control of the control means is calculated based on the second predetermined map while corresponding to a predetermined angle. Here, the “second predetermined map” according to the present invention is a map that defines a relationship between a predetermined injection amount corresponding to a predetermined angle and a second torque among the predetermined maps described above. Next, under the control of the control means, (i) ignition is performed by the ignition means while the ignition timing is changed (corrected) based on the calculated predetermined angle, and (ii) the calculated predetermined injection The fuel is injected by the injection means while the injection amount is changed (corrected) based on the amount.

In the present invention, one range of the first torque (deviation of large rotational speed) is defined as a nonlinear function with respect to the predetermined angle, and the other range of the first torque (deviation of small rotational speed) is: The control unit is defined as a linear function with respect to the predetermined angle, and the control unit controls the ignition unit and the injection unit based on the predetermined map with respect to the one range.

Therefore, according to the present invention, for a range of rotation speeds defined as a nonlinear function, for example, at the start of the internal combustion engine, immediately after the start, or in the warm-up process, based on the predetermined map described above. Optimal feedback control that is hardly or completely affected by the low-rotation driving state of the internal combustion engine and large fluctuations in the rotational speed can be realized simply, quickly, and with high accuracy.

  In another aspect of the control apparatus for an internal combustion engine according to the present invention, the control means controls the ignition means and the injection means based on feedback control using the time integral value of the deviation as input information.

  According to this aspect, under the control of a control means such as an ECU, for example, (i) feedback control using the time integral value of the deviation between the target rotational speed as the target of the internal combustion engine and the actual rotational speed as input information is appropriately performed. Therefore, the ignition timing is changed (corrected) at a predetermined angle based on torque to be generated in the cylinder of the internal combustion engine (generated torque, that is, generated torque corresponding to a so-called automatic control gain). Meanwhile, ignition is performed by the ignition means. At the same time, under the control of the control means, (ii) the fuel is injected by the injection means while the fuel injection amount is changed (corrected) to the predetermined injection amount corresponding to the predetermined angle. Therefore, it is possible to perform feedback control appropriately corresponding to the fuel properties of a wide variety of fuels based on the time integral value of the deviation. Here, the fuel property according to the present invention means a quantitative or qualitative property of the fuel indicating the degree of vaporization of the fuel corresponding to a predetermined temperature. The influence of this fuel property can be estimated in a long time of, for example, several minutes to several tens of minutes rather than a short time such as several cycles.

  As a result of the above, for example, appropriate air-fuel ratio control that is hardly or completely affected by the fuel properties of a wide variety of fuels burned in the internal combustion engine at the start of the internal combustion engine, immediately after the start, or during the warm-up process It is possible to realize optimal feedback control quickly and with high accuracy. Therefore, it is possible to realize high-precision control of the internal combustion engine based on the above-described change in the ignition timing and the change in the fuel injection amount. As a result, quick and appropriate drivability and harmful effects such as hydrocarbons can be achieved. It is possible to achieve a significant reduction of the exhaust gas.

  In another aspect of the control device for an internal combustion engine according to the present invention, the control device further comprises determination means for determining whether or not to perform exhaust gas compensation for compensating exhaust gas of the internal combustion engine, and the control means includes: (i) the exhaust gas compensation If not, the ignition means and the injection means are controlled based on feedback control using the deviation as input information. (Ii) When performing exhaust compensation, the time integral value of the deviation is used as input information. Based on the feedback control, the ignition means and the injection means are controlled.

  According to this aspect, on the basis of the determination of whether or not to perform exhaust gas compensation, both (i) quick and appropriate drivability and (ii) remarkable reduction of harmful exhaust gas such as hydrocarbons are realized. Is possible.

  In the aspect according to the determination means described above, the determination means determines that (i) the exhaust compensation is not performed when the angular acceleration corresponding to the measured rotation speed is greater than a predetermined threshold, and (ii) the actual measurement. When the rotation speed is included in the rotation speed within a predetermined range, the exhaust compensation may be determined to be performed.

  If comprised in this way, (i) quick and appropriate drivability, and (ii) remarkable reduction of harmful exhaust gases such as hydrocarbons can be compatible with the measured rotational speed or the measured rotational speed. It can be realized by appropriate, quick and highly accurate determination based on the angular acceleration.

In order to solve the above-described problems, an internal combustion engine control apparatus according to the present invention includes a supply unit that supplies air to an internal combustion engine, and an ignition unit that performs ignition at an ignition timing corresponding to a crank angle in the internal combustion engine. And (i) a predetermined angle based on feedback control using the measurement means for measuring the actual rotational speed in the internal combustion engine, the target rotational speed that is the target of the internal combustion engine, and the deviation between the actual rotational speed as input information Control means for controlling the ignition means to ignite and changing the air quantity to a predetermined air amount corresponding to the predetermined angle to control the supply means to supply the air. provided, further comprising a determining means for determining whether or not the fuel efficiency compensation for compensating the fuel consumption of the fuel, said control means (i) and case without the fuel compensation, input information the deviation off Based on feedback control, the ignition means and the supply means are controlled. (Ii) When performing the fuel consumption compensation, the ignition means and the supply based on feedback control using the time integral value of the deviation as input information. Control means .

  According to the control apparatus for an internal combustion engine according to the present invention, the supply means supplies air to the internal combustion engine. The ignition means performs ignition at an ignition timing corresponding to a crank angle in the internal combustion engine. The measuring means measures the actual rotational speed in the internal combustion engine.

  In particular, according to the present invention, under the control of a control means such as an ECU, for example, (i) feedback control using the deviation between the target rotational speed as a target of the internal combustion engine and the actually measured rotational speed as input information is appropriately realized. Therefore, the ignition timing is changed (corrected) by a predetermined angle based on torque to be generated in the cylinder of the internal combustion engine (generated torque, that is, generated torque corresponding to a so-called automatic control gain). Then, ignition is performed by the ignition means. At the same time, under the control of the control means, (ii) the air is supplied by the supply means while the supply amount of air is changed (corrected) to a predetermined air amount corresponding to the predetermined angle.

As a result of the above, for example, optimal feedback control that is hardly or completely influenced by the low-speed driving state of the internal combustion engine or the large fluctuations in the rotational speed at the start of the internal combustion engine, immediately after the start, or during the warm-up process. It can be realized quickly and with high accuracy. Therefore, it is possible to realize high-precision control of the internal combustion engine based on the change in the ignition timing and the change in the air supply amount described above, and in turn, it is possible to realize quick and appropriate drivability. is there.
Furthermore, the present invention further includes a determination unit that determines whether or not to perform fuel consumption compensation that compensates for the fuel consumption of the fuel, and the control unit (i) inputs the deviation when the fuel consumption compensation is not performed. And (ii) when performing the fuel consumption compensation, the ignition means and the supply means are controlled based on the feedback control using the time integral value of the deviation as input information. The supply means is controlled.
Therefore, according to the present invention, it is possible to realize both (i) quick and appropriate drivability and (ii) a marked improvement in fuel efficiency based on the determination of whether or not to perform fuel efficiency compensation. is there.

  In one aspect of the control apparatus for an internal combustion engine according to the present invention, the control means controls the ignition means and the supply means based on feedback control using the time integral value of the deviation as input information.

  According to this aspect, under the control of a control means such as an ECU, for example, (i) feedback control using the time integral value of the deviation between the target rotational speed as the target of the internal combustion engine and the actual rotational speed as input information is appropriately performed. Therefore, the ignition timing is changed (corrected) at a predetermined angle based on torque to be generated in the cylinder of the internal combustion engine (generated torque, that is, generated torque corresponding to a so-called automatic control gain). Meanwhile, ignition is performed by the ignition means. At the same time, under the control of the control means, (ii) the air is supplied by the supply means while the supply amount of air is changed (corrected) to a predetermined air amount corresponding to the predetermined angle. Therefore, it is possible to perform feedback control appropriately corresponding to the fuel properties of a wide variety of fuels based on the time integral value of the deviation.

  As a result of the above, for example, appropriate air-fuel ratio control that is hardly or completely affected by the fuel properties of a wide variety of fuels burned in the internal combustion engine at the start of the internal combustion engine, immediately after the start, or during the warm-up process It is possible to realize optimal feedback control quickly and with high accuracy. Therefore, it is possible to realize high-precision control of the internal combustion engine based on the above-described change in the ignition timing and the change in the air supply amount, and in turn, a rapid and appropriate drivability and a marked improvement in fuel consumption. Can be realized simultaneously. Here, the “fuel consumption” according to the present invention means a fuel consumption rate, and specifically may mean the mass of fuel consumed per horsepower per hour.

  In the aspect according to the determination unit described above, the determination unit determines that (i) the angular acceleration corresponding to the measured rotational speed is greater than a predetermined threshold value, the fuel consumption compensation is not performed, and (ii) the actual measurement When the rotation speed is included in the rotation speed within a predetermined range, the fuel consumption compensation may be determined to be performed.

  If comprised in this way, (i) quick and appropriate drivability and (ii) remarkable improvement in fuel efficiency are both achieved based on the measured rotational speed or the angular acceleration corresponding to the measured rotational speed. It can be realized by quick and highly accurate determination.

  In another aspect of the control device for an internal combustion engine according to the present invention, the control means, based on the generated torque corresponding to feedback control using the deviation as input information, (i) while correcting to the predetermined angle, The ignition means is controlled to ignite, and the injection means is controlled to inject the fuel while correcting to the predetermined injection amount.

  According to this aspect, for example, optimum feedback that is hardly or completely influenced by the low-speed driving state of the internal combustion engine or the large fluctuations in the rotational speed at the start of the internal combustion engine, immediately after the start, or during the warm-up process. Control can be realized quickly and with high accuracy based on the generated torque.

  In another aspect of the control device for an internal combustion engine according to the present invention, the generated torque corresponds to a gain of the feedback control.

  According to this aspect, for example, optimum feedback that is hardly or completely influenced by the low-speed driving state of the internal combustion engine or the large fluctuations in the rotational speed at the start of the internal combustion engine, immediately after the start, or during the warm-up process. It is possible to realize the control quickly and with high accuracy based on the gain (gain).

  In another aspect of the control device for an internal combustion engine according to the present invention, the generated torque is defined based on an angular acceleration corresponding to the measured rotational speed in the feedback control.

  According to this aspect, for example, optimum feedback that is hardly or completely influenced by the low-speed driving state of the internal combustion engine or the large fluctuations in the rotational speed at the start of the internal combustion engine, immediately after the start, or during the warm-up process. The control can be realized quickly and with high accuracy based on the angular acceleration corresponding to the actually measured rotational speed.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings.

(1) Basic Configuration of Vehicle First, a basic configuration of a vehicle equipped with a fuel injection control device for an internal combustion engine according to the present embodiment will be described with reference to FIG. FIG. 1 is a schematic diagram schematically showing the basic configuration of a vehicle equipped with the fuel injection control device for an internal combustion engine according to this embodiment. Note that a vehicle equipped with a fuel injection control device for an internal combustion engine according to this embodiment is a so-called in-line four-cylinder in which four cylinders from # 1 cylinder “1a” to # 4 cylinder (not shown) are arranged in a line. The torque of the reciprocating internal combustion engine (hereinafter referred to as “engine” as appropriate) 1 is estimated based on the amount of change in the crank angular speed of the crankshaft 2 (hereinafter referred to as “angular speed” as appropriate). The engine 1 is used, for example, as a driving source for driving an automobile.

  As shown in FIG. 1, a vehicle equipped with a fuel injection control device for an internal combustion engine according to this embodiment includes an engine 1, a crankshaft 2, a crank angle detection device 3, a crank angle sensor 5, an engine control unit 6, and a memory. The apparatus 7 includes an injector 8, a spark plug 9, a piston 10, a connecting rod 11, an intake valve 12, an exhaust valve 13, and an intake adjustment valve 14.

  The engine 1 is provided with a crank angle detection device 3 for detecting the rotational position (crank angle) of the crankshaft 2 to which the kinetic energy from the piston 10 is transmitted via the connecting rod 11. The crank angle detection device 3 includes a rotor (not shown) that rotates integrally with the crankshaft 2 and a crank angle sensor 5 as a crank angle signal output means disposed so as to face the outer periphery of the rotor. Convex portions (not shown) are provided on the outer periphery of the rotor at regular intervals in the circumferential direction, for example, 30 ° intervals, and the crank angle sensor 5 outputs a predetermined detection signal in response to detection of these convex portions. To do. A reference position indicating section (not shown) such as a notch for determining the rotational position of the crankshaft 2 is provided on the outer periphery of the rotor. The crank angle sensor 5 outputs a unique reference detection signal when the reference position indicating unit is detected.

  The output signal of the crank angle sensor 5 is guided to an engine control unit 6 (hereinafter referred to as “ECU: Engine Control Unit” (ie, a specific example of the control means according to the present invention) as appropriate). The ECU 6 is a computer unit having a microprocessor, and controls the operating state of the engine 1 by operating various fuel injection valves (not shown) by executing various engine control programs stored in the storage device 7. The storage device 7 is configured by a semiconductor memory such as a ROM, SRAM, RAM, or the like. The ECU 6 discriminates the crank angle by counting the number of convex detection signals with reference to the reference detection signal output from the crank angle sensor 5. Further, the ECU 6 determines the crank angular speed (or the rotational speed of the engine 1) by detecting the time interval of the detection signal output from the crank angle sensor 5. Thereby, ECU6 functions as a calculation means for calculating the crank angular velocity.

  The ECU 6 includes a CPU (Central Processing Unit), a ROM, a RAM, an A / D converter, an input / output interface, and the like. The ECU 6 performs control processing and various determination processes based on detection signals supplied from various sensors. The ECU 6 functions as control means in the present invention by executing a program for torque estimation stored in the storage device 7. In order to inject a predetermined amount of fuel, which will be described later, into the cylinder of the internal combustion engine, the ECU 6 is connected to fuel injection means such as an injector 8. An ignition plug 9 is provided in the ECU 6 to measure torque information (for example, angular acceleration, angular velocity, etc.) to be described later on the torque generated in the explosion stroke of the initial cycle by ignition of a predetermined amount of fuel when the internal combustion engine is started. It is connected. In addition, the ECU 6 is connected to various sensors such as an air flow meter that detects the amount of intake air and an A / F sensor that outputs a signal corresponding to the air-fuel ratio in the exhaust gas. .

  The storage device 7 stores a predetermined map (first to fourth predetermined maps) according to the present embodiment as data used when the ECU 6 functions as a control unit.

  The intake adjustment valve 14 is a specific example of the supply means according to the present invention, and can change the amount of air supplied to the internal combustion engine by changing the air path in, for example, a surge tank. .

(2) Feedback control (when control targets are ignition timing and fuel injection amount)
Next, referring to FIG. 2 to FIG. 6, feedback control based on the ignition timing and the fuel injection amount according to the present embodiment, that is, feedback control based on a predetermined map according to the present embodiment. explain.

(2-1) Basic Principle First, with reference to FIG. 2 and FIG. 3, the basic principle of feedback control according to this embodiment based on a predetermined map whose ignition timing and fuel injection amount are controlled objects will be described. To do. FIG. 2 is a graph showing the basic principle of feedback control based on a predetermined map in which the ignition timing and the fuel injection amount are controlled objects according to the present embodiment (FIG. 2A, FIG. 2). b) and FIG. 2 (c)). FIG. 3 shows actual measured rotational speeds and corrected injections when feedback control is performed based on a predetermined map whose ignition timing and fuel injection amount are controlled objects according to the present embodiment. It is the graph (Drawing 3 (a), Drawing 3 (b), and Drawing 3 (c)) showing the time series change of quantity and ignition timing. In FIG. 2, the horizontal axis indicates the advance angle at the ignition timing, that is, the angle with respect to the crank, and the vertical axis indicates the rotational speed of the internal combustion engine. Also, the horizontal axis in FIG. 3 represents the time axis, and the vertical axis represents the actually measured rotational speed (in the case of FIG. 3 (a)), the fuel injection amount (in the case of FIG. 3 (b)), and the ignition timing. (In the case of FIG. 3C) is shown.

  According to the present embodiment, based on the predetermined map shown in FIG. 2A, for example, the ignition timing and the fuel injection amount are controlled under the control of a control means such as an ECU (Engine Control Unit). That is, feedback control (so-called feedback cooperative control) is performed. Here, the “predetermined map” according to the present embodiment is the first torque of the internal combustion engine caused by ignition at a predetermined angle (or the first torque generated in the cylinder of the internal combustion engine due to ignition at the predetermined angle). Torque) and the second torque caused by the predetermined injection amount corresponding to the predetermined angle (or the second torque generated in the cylinder of the internal combustion engine due to the predetermined injection amount) becomes the predetermined angle. On the other hand, it means a map defined as a linear function. Note that the map according to the present invention can be individually and specifically defined based on theoretical, experimental, empirical, simulation, etc. For example, a predetermined relational expression, a predetermined function, a predetermined It can be defined by various forms such as a simulation program.

  In other words, under the cooperative control by the control means, in order to appropriately realize feedback control using (i) the deviation between the target rotational speed as the target of the internal combustion engine and the actually measured rotational speed as input information, the internal combustion engine Based on the generated torque “R” to be generated in the cylinder, ignition is performed by the ignition means while the ignition timing is changed (corrected) to a predetermined angle. At the same time, under cooperative control by the control means, (ii) the fuel is injected by the injection means while the fuel injection quantity is changed (corrected) to the predetermined injection quantity corresponding to the predetermined angle.

  Specifically, as shown in FIG. 2A, first, in order to appropriately realize feedback control corresponding to the deviation between the target rotation speed and the actual rotation speed under the control of the control unit, A generated torque “R” to be generated in the cylinder of the internal combustion engine is calculated. Next, the first torque “r1” that can be generated is calculated based on the change in the ignition timing, and the second torque “r2” that can be generated by the injection of a predetermined injection amount of fuel corresponding to this deviation is calculated. Is done. Next, as shown in FIG. 2B, under the control of the control means, a predetermined angle of the ignition timing that can generate the first torque is calculated based on the first predetermined map. Here, the “first predetermined map” according to the present embodiment is a map that defines the relationship between the predetermined angle and the first torque among the predetermined maps described above.

  Next, as shown in FIG. 2C, a predetermined injection amount capable of generating the second torque under the control of the control means is calculated based on the second predetermined map while corresponding to a predetermined angle. Is done. Here, the “second predetermined map” according to the present embodiment is a map that defines the relationship between the predetermined injection amount corresponding to the predetermined angle and the second torque among the predetermined maps described above. Next, under the control of the control means, (i) ignition is performed by the ignition means while the ignition timing is changed (corrected) based on the calculated predetermined angle, and (ii) the calculated predetermined injection The fuel is injected by the injection means while the injection amount is changed (corrected) based on the amount.

  Specifically, as shown in FIG. 3A, first, under the control of the control means, at time “t1”, the deviation “d1” between the target rotational speed and the actual rotational speed (rpm) is Calculated. In order to appropriately realize the feedback control corresponding to the deviation “d1”, a generated torque “R1” (see FIG. 2A) to be generated in the cylinder of the internal combustion engine is calculated. The first torque “r1-1” that can be generated by the change in the ignition timing is calculated, and the second torque “R1” that can be generated by the injection of fuel of a predetermined injection amount corresponding to this deviation is calculated. r2-1 "is calculated.

  Subsequently, a predetermined angle “θ1” of the ignition timing at which the first torque “r1-1” can be generated by the change of the ignition timing is calculated based on the first predetermined map (see FIG. 2B). ). Next, under the control of the control means, the predetermined injection amount “e1” is calculated based on the second predetermined map while corresponding to the predetermined angle “θ1” (see FIG. 2C). Next, as shown in FIG. 3 (c), under cooperative control by the control means, (i) while the ignition timing is corrected based on the calculated predetermined angle “θ1”, the ignition means While ignition is performed, as shown in FIG. 3 (b), (ii) while the injection amount is changed (corrected) based on the calculated predetermined injection amount “e1”, fuel injection is performed by the injection means. Is done.

  In substantially the same manner, the deviation “d2” between the target rotational speed and the actually measured rotational speed (rpm) is calculated at time “t2” under the control of the control means. In order to appropriately realize feedback control corresponding to the deviation “d2”, a generated torque “R2” (see FIG. 2A) to be generated in the cylinder of the internal combustion engine is calculated. The first torque “r1-2” that can be generated by the change in the ignition timing is calculated, and the second torque “R2” that can be generated by the injection of a predetermined amount of fuel corresponding to the deviation is calculated. r2-2 "is calculated.

  Subsequently, a predetermined angle “θ2” of the ignition timing at which the first torque “r1-2” can be generated by the change of the ignition timing is calculated based on the first predetermined map (see FIG. 2B). ). Next, under the control of the control means, the predetermined injection amount “e2” is calculated based on the second predetermined map while corresponding to the predetermined angle “θ2” (see FIG. 2C). Next, as shown in FIG. 3C, under the cooperative control by the control means, (i) while the ignition timing is corrected based on the calculated predetermined angle “θ2”, the ignition means While ignition is performed, as shown in FIG. 3 (b), (ii) while the injection amount is changed (corrected) based on the calculated predetermined injection amount “e2”, fuel injection is performed by the injection means. Is done.

  Further, in substantially the same manner, the deviation “d3” between the target rotational speed and the actually measured rotational speed (rpm) is calculated at time “t3” under the control of the control means. In order to appropriately realize the feedback control corresponding to this deviation “d3”, a generated torque “R3” (see FIG. 2A) to be generated in the cylinder of the internal combustion engine is calculated, and this generated torque “ The first torque “r1-3” that can be generated by the change in the ignition timing is calculated, and the second torque “R3” that can be generated by the injection of fuel of a predetermined injection amount corresponding to this deviation is calculated. r2-3 "is calculated.

  Subsequently, a predetermined angle “θ3” of the ignition timing at which the first torque “r1-3” can be generated by the change of the ignition timing is calculated based on the first predetermined map (see FIG. 2B). ). Next, under the control of the control means, the predetermined injection amount “e3” is calculated based on the second predetermined map while corresponding to the predetermined angle “θ3” (see FIG. 2C). Next, as shown in FIG. 3 (c), under cooperative control by the control means, (i) while the ignition timing is corrected based on the calculated predetermined angle “θ3”, the ignition means While ignition is performed, as shown in FIG. 3 (b), (ii) while the injection amount is changed (corrected) based on the calculated predetermined injection amount “e3”, the injection means injects fuel. Is done.

  Temporarily, in the feedback control, when at least one of the ignition timing and the fuel injection amount is not a control target, that is, the ignition timing or the fuel shown in FIGS. 3 (c) and 3 (b). If the injection amount is not corrected, it is influenced by the low rotation speed of the internal combustion engine during start-up of the internal combustion engine, immediately after the start-up, or during the warm-up process, and large fluctuations in the rotational speed. As indicated by the thin line (without correction), feedback control may diverge, and it is technically difficult to reach the target rotational speed.

  On the other hand, according to the present embodiment, under the cooperative control by the control means, (i) feedback control using the deviation between the target rotational speed as the target of the internal combustion engine and the actually measured rotational speed as input information. In order to realize it appropriately, ignition is performed by the ignition means while the ignition timing is changed (corrected) to a predetermined angle based on the generated torque “R” to be generated in the cylinder of the internal combustion engine. At the same time, under cooperative control by the control means, (ii) the fuel is injected by the injection means while the fuel injection quantity is changed (corrected) to the predetermined injection quantity corresponding to the predetermined angle.

  As a result of the above, for example, optimal feedback control that is hardly or completely influenced by the low-speed driving state of the internal combustion engine or the large fluctuations in the rotational speed at the start of the internal combustion engine, immediately after the start, or during the warm-up process. It can be realized quickly and with high accuracy. Therefore, it is possible to realize highly accurate control of the internal combustion engine based on the above-described change in the ignition timing and the change in the fuel injection amount, and in turn, it is possible to realize quick and appropriate drivability. .

(2-2) Operation Principle Next, with reference to FIG. 4 to FIG. 6, the operation principle in feedback control based on a predetermined map in which the ignition timing and the fuel injection amount are controlled objects according to the present embodiment. explain.

(2-2-1) First Feedback Control Processing First, referring to FIG. 4, feedback control operation based on a predetermined map in which the ignition timing and the fuel injection amount are controlled objects according to the present embodiment. The first feedback control process in principle (hereinafter, “feedback control” is appropriately referred to as “FB control”) will be described. FIG. 4 is a flowchart showing the flow of the first feedback control process in which the ignition timing and the fuel injection amount are controlled in the operation principle of the feedback control based on the predetermined map according to the present embodiment. It is. The feedback control process is repeatedly executed by the ECU at a predetermined cycle such as several tens of microseconds or several microseconds.

  As shown in FIG. 4, under the control of the ECU, the actually measured rotational speed that is the actual rotational speed of the internal combustion engine is measured (step S110a). At the same time or in succession, a target rotational speed that is a target rotational speed of the internal combustion engine is acquired under the control of the ECU (step S110b).

  Next, under the control of the ECU, a deviation between the target rotational speed and the actually measured rotational speed (rpm) is calculated, and the generated torque to be generated in the cylinder of the internal combustion engine is calculated based on this deviation “d1”. (Step S120).

  Next, under the control of the ECU, a first torque that can be generated by the change in the ignition timing is calculated out of the generated torque, and a predetermined angle that is a correction amount of the ignition timing corresponding to the first torque. Is calculated based on the first predetermined map (step S130).

  Next, under the control of the ECU, a second torque that can be generated by the injection of a predetermined injection amount of fuel is calculated out of the generated torque, and the second torque that can be generated is calculated, and at a predetermined angle “θ1”. A corresponding predetermined injection amount is calculated based on the second predetermined map (step S140).

  Next, under cooperative control by the ECU, (i) ignition is performed by the ignition means while correcting the ignition timing based on the calculated predetermined angle (step S150a). At the same time, under cooperative control by the ECU, (ii) fuel is injected by the injection means while the injection amount is changed (corrected) based on the calculated predetermined injection amount (step S150b).

  As a result of the above, for example, optimal feedback control that is hardly or completely influenced by the low-speed driving state of the internal combustion engine or the large fluctuations in the rotational speed at the start of the internal combustion engine, immediately after the start, or during the warm-up process. It can be realized quickly and with high accuracy. Therefore, it is possible to realize highly accurate control of the internal combustion engine based on the above-described change in the ignition timing and the change in the fuel injection amount, and in turn, it is possible to realize quick and appropriate drivability. .

(2-2-2) Second Feedback Control Processing Next, with reference to FIG. 5, feedback control based on a predetermined map in which the ignition timing and the fuel injection amount are controlled objects according to the present embodiment. The second feedback control process in the operation principle will be described. FIG. 5 is a flowchart showing the flow of the second feedback control process in which the ignition timing and the fuel injection amount are controlled in the operation principle of the feedback control based on the predetermined map according to the present embodiment. It is. The feedback control process is repeatedly executed by the ECU at a predetermined cycle such as several tens of microseconds or several microseconds. Note that the same reference numerals are assigned to processes that are substantially the same as the first feedback control process described above, and description thereof will be omitted as appropriate.

  As shown in FIG. 5, in the second feedback control process, the deviation between the target rotational speed and the actually measured rotational speed (rpm) is calculated under the control of the ECU through steps S110a and 110b. Based on the integral amount, the generated torque to be generated in the cylinder of the internal combustion engine is calculated (step S200). Specifically, the generated torque to be generated in the cylinder of the internal combustion engine is calculated based on the integral amount of the deviation corresponding to the hatched portion in FIG.

  As a result of the above, for example, appropriate air-fuel ratio control that is hardly or completely affected by the fuel properties of a wide variety of fuels burned in the internal combustion engine at the start of the internal combustion engine, immediately after the start, or during the warm-up process It is possible to realize optimal feedback control quickly and with high accuracy. Therefore, it is possible to realize high-precision control of the internal combustion engine based on the above-described change in the ignition timing and the change in the fuel injection amount. As a result, quick and appropriate drivability and harmful effects such as hydrocarbons can be achieved. It is possible to achieve a significant reduction of the exhaust gas.

(2-2-3) First and Second Feedback Control Switching Process Next, with reference to FIG. 6, the ignition timing in the operation principle of the feedback control based on the predetermined map according to the present embodiment, and A switching process between the first and second feedback controls in which the fuel injection amount is a control target will be described. Here, FIG. 6 shows the switching process of the first and second feedback control in which the ignition timing and the fuel injection amount are controlled in the operation principle of the feedback control based on the predetermined map according to the present embodiment. It is the flowchart which showed the flow. This switching process is repeatedly executed by the ECU at a predetermined cycle such as several tens of microseconds or several microseconds.

  As shown in FIG. 6, in the switching process between the first and second feedback controls, whether exhaust compensation, which is a significant reduction of harmful exhaust gases such as hydrocarbons, is performed under the control of the ECU. Is determined (step S310). Specifically, the ECU may determine that exhaust compensation is not performed when the angular acceleration corresponding to the actually measured rotational speed is greater than a predetermined threshold value. Alternatively, the ECU may (ii) determine that exhaust compensation is to be performed when the actually measured rotational speed is included in the rotational speed within a predetermined range.

  As a result, both (i) rapid and appropriate drivability and (ii) remarkable reduction of harmful exhaust gases such as hydrocarbons can be achieved with the measured rotational speed or the angular acceleration corresponding to the measured rotational speed. It can be realized by appropriate, quick and highly accurate determination based on the above.

(3) Feedback control (when control targets are ignition timing and air supply amount)
Next, referring to FIG. 7 to FIG. 11, feedback control based on the ignition timing and air supply amount according to the present embodiment, that is, feedback control based on a predetermined map according to the present embodiment. explain.

(3-1) Basic Principle First, with reference to FIG. 7 and FIG. 8, the basic principle of feedback control according to the present embodiment based on a predetermined map whose ignition timing and air supply amount are controlled objects will be described. To do. FIG. 7 is a graph showing the basic principle of feedback control based on a predetermined map in which the ignition timing and the air supply amount are controlled objects according to this embodiment (FIG. 7A, FIG. 7). b) and FIG. 7 (c)). FIG. 8 shows the actual measured rotational speed and the corrected supply when feedback control based on a predetermined map in which the ignition timing and the air supply amount are controlled objects is performed according to the present embodiment. It is the graph (Drawing 8 (a), Drawing 8 (b), and Drawing 8 (c)) showing time series change of quantity and ignition timing. In FIG. 7, the horizontal axis indicates the advance angle at the ignition timing, that is, the angle with respect to the crank, and the vertical axis indicates the rotational speed of the internal combustion engine. In addition, the horizontal axis in FIG. 8 represents the time axis, and the vertical axis represents the actually measured rotational speed (in the case of FIG. 8A), the air supply amount (in the case of FIG. 8B), and the ignition timing. (In the case of FIG. 8C) is shown.

  According to the present embodiment, based on the predetermined map shown in FIG. 7A, for example, under the control of a control means such as an ECU (Engine Control Unit), the ignition timing and the air supply amount are controlled. That is, feedback control (so-called feedback cooperative control) is performed. Here, the “predetermined map” according to the present embodiment is the third torque of the internal combustion engine caused by ignition at a predetermined angle (or the third torque generated in the cylinder of the internal combustion engine due to ignition at the predetermined angle). 3 torque) and the fourth torque caused by the predetermined air amount corresponding to the predetermined angle (or the fourth torque generated in the cylinder of the internal combustion engine due to the predetermined air amount) is the predetermined angle. Means a map defined as a linear function. Note that the map according to the present invention can be individually and specifically defined based on theoretical, experimental, empirical, simulation, etc. For example, a predetermined relational expression, a predetermined function, a predetermined It can be defined by various forms such as a simulation program.

  In other words, under the cooperative control by the control means, in order to appropriately realize feedback control using (i) the deviation between the target rotational speed as the target of the internal combustion engine and the actually measured rotational speed as input information, the internal combustion engine Based on the generated torque “R” to be generated in the cylinder, ignition is performed by the ignition means while the ignition timing is changed (corrected) to a predetermined angle. At the same time, under cooperative control by the control means, (ii) the supply of air is supplied by the supply means while the supply of air is changed (corrected) to a predetermined air amount corresponding to the predetermined angle.

  Specifically, as shown in FIG. 7A, first, in order to appropriately realize feedback control corresponding to the deviation between the target rotation speed and the actual rotation speed under the control of the control unit, A generated torque “R” to be generated in the cylinder of the internal combustion engine is calculated. Next, a third torque “r1” that can be generated is calculated based on a change in the ignition timing, and a fourth torque “r2” that can be generated by supplying a predetermined amount of air corresponding to this deviation is calculated. Is done. Next, as shown in FIG. 7B, a predetermined angle of the ignition timing that can generate the third torque under the control of the control means is calculated based on the third predetermined map. Here, the “third predetermined map” according to the present embodiment is a map that defines the relationship between the predetermined angle and the third torque among the predetermined maps described above.

  Next, as shown in FIG. 7C, a predetermined air amount capable of generating the fourth torque under the control of the control means is calculated based on the fourth predetermined map while corresponding to a predetermined angle. Is done. Here, the “fourth predetermined map” according to the present embodiment is a map that defines the relationship between the predetermined amount of air corresponding to the predetermined angle and the fourth torque among the predetermined maps described above. Next, under the control of the control means, (i) ignition is performed by the ignition means while the ignition timing is changed (corrected) based on the calculated predetermined angle, and (ii) the calculated predetermined air The supply of air is performed by the supply means while the amount of air is changed (corrected) based on the amount.

  Specifically, as shown in FIG. 8A, first, under the control of the control means, at time “t1”, the deviation “d1” between the target rotational speed and the actually measured rotational speed (rpm) is Calculated. In order to appropriately realize the feedback control corresponding to the deviation “d1”, a generated torque “R1” (see FIG. 7A) to be generated in the cylinder of the internal combustion engine is calculated. The third torque “r3-1” that can be generated by the change in the ignition timing is calculated among the “R1”, and the fourth torque “r3-1” that can be generated by supplying a predetermined amount of air corresponding to this deviation is calculated. r4-1 "is calculated.

  Subsequently, a predetermined angle “θ1” of the ignition timing at which the third torque “r3-1” can be generated by the change of the ignition timing is calculated based on the third predetermined map (see FIG. 7B). ). Next, under the control of the control means, the predetermined air amount “f1” is calculated based on the fourth predetermined map while corresponding to the predetermined angle “θ1” (see FIG. 7C). Next, as shown in FIG. 8C, under the cooperative control by the control means, (i) the ignition timing is corrected based on the calculated predetermined angle “θ1” by the ignition means. While ignition is performed, as shown in FIG. 8B, (ii) supply of air is performed by the supply means while the supply amount is changed (corrected) based on the calculated predetermined air amount “f1”. Is done.

  In substantially the same manner, the deviation “d2” between the target rotational speed and the actually measured rotational speed (rpm) is calculated at time “t2” under the control of the control means. In order to appropriately realize the feedback control corresponding to this deviation “d2”, a generated torque “R2” (see FIG. 7A) to be generated in the cylinder of the internal combustion engine is calculated, and this generated torque “ The second torque “r3-2” that can be generated by the change in the ignition timing is calculated, and the fourth torque “R3” that can be generated by supplying a predetermined amount of air corresponding to this deviation is calculated. r4-2 "is calculated.

  Subsequently, a predetermined angle “θ2” of the ignition timing at which the third torque “r3-2” can be generated by the change of the ignition timing is calculated based on the third predetermined map (see FIG. 7B). ). Next, under the control of the control means, the predetermined air amount “f2” is calculated based on the fourth predetermined map while corresponding to the predetermined angle “θ2” (see FIG. 7C). Next, as shown in FIG. 8C, under the cooperative control by the control means, (i) the ignition timing is corrected based on the calculated predetermined angle “θ2” by the ignition means. While ignition is performed, as shown in FIG. 8B, (ii) supply of air is performed by the supply means while the supply amount is changed (corrected) based on the calculated predetermined air amount “f2”. Is done.

  Further, in substantially the same manner, the deviation “d3” between the target rotational speed and the actually measured rotational speed (rpm) is calculated at time “t3” under the control of the control means. In order to appropriately realize the feedback control corresponding to the deviation “d3”, a generated torque “R3” (see FIG. 7A) to be generated in the cylinder of the internal combustion engine is calculated. The third torque “r3-3” that can be generated by the change in the ignition timing is calculated, and the fourth torque “R3” that can be generated by supplying a predetermined amount of air corresponding to this deviation is calculated. r4-3 "is calculated.

  Subsequently, a predetermined angle “θ3” of the ignition timing at which the third torque “r3-3” can be generated by the change of the ignition timing is calculated based on the third predetermined map (see FIG. 7B). ). Next, under the control of the control means, the predetermined air amount “f3” is calculated based on the fourth predetermined map while corresponding to the predetermined angle “θ3” (see FIG. 7C). Next, as shown in FIG. 8C, under the cooperative control by the control means, (i) the ignition timing is corrected based on the calculated predetermined angle “θ3”, and the ignition means When ignition is performed, as shown in FIG. 8B, (ii) supply of air is performed by the supply means while the supply amount is changed (corrected) based on the calculated predetermined air amount “f3”. Is done.

  Temporarily, in feedback control, when at least one of the ignition timing and the supply amount of air is not controlled, that is, the ignition timing or air shown in FIGS. 8 (c) and 8 (b). If the supply amount of the engine is not corrected, it is influenced by the low rotational speed of the internal combustion engine during start-up of the internal combustion engine, immediately after the start-up, or during the warm-up process, and a large fluctuation in the rotational speed. As indicated by the thin line (without correction), feedback control may diverge, and it is technically difficult to reach the target rotational speed.

  On the other hand, according to the present embodiment, under the cooperative control by the control means, (i) feedback control using the deviation between the target rotational speed as the target of the internal combustion engine and the actually measured rotational speed as input information. In order to realize it appropriately, ignition is performed by the ignition means while the ignition timing is changed (corrected) to a predetermined angle based on the generated torque “R” to be generated in the cylinder of the internal combustion engine. At the same time, under cooperative control by the control means, (ii) the air is supplied by the supply means while the supply amount of air is changed (corrected) to a predetermined air amount corresponding to the predetermined angle.

  As a result of the above, for example, optimal feedback control that is hardly or completely influenced by the low-speed driving state of the internal combustion engine or the large fluctuations in the rotational speed at the start of the internal combustion engine, immediately after the start, or during the warm-up process. It can be realized quickly and with high accuracy. Therefore, it is possible to realize high-precision control of the internal combustion engine based on the change in the ignition timing and the change in the air supply amount described above, and in turn, it is possible to realize quick and appropriate drivability. is there.

(3-2) Operation Principle Next, with reference to FIG. 9 to FIG. 11, the operation principle in feedback control based on a predetermined map in which the ignition timing and the air supply amount are controlled objects according to the present embodiment. explain.

(3-2-1) Third Feedback Control Process First, referring to FIG. 9, the operation of feedback control based on a predetermined map in which the ignition timing and the air supply amount are controlled objects according to this embodiment. The third feedback control process in principle will be described. FIG. 9 is a flowchart showing the flow of the third feedback control process in which the ignition timing and the air supply amount are controlled objects in the operation principle of the feedback control based on the predetermined map according to the present embodiment. It is. The feedback control process is repeatedly executed by the ECU at a predetermined cycle such as several tens of microseconds or several microseconds. Note that the same reference numerals are assigned to the processes that are substantially the same as the first feedback control process in FIG. 4 described above, and description thereof will be omitted as appropriate.

  As shown in FIG. 9, through the above-described steps S110a to S120, the third torque that can be generated is calculated by the change of the ignition timing among the generated torques under the control of the ECU, and corresponds to the third torque. A predetermined angle, which is a correction amount of the ignition timing, is calculated based on the third predetermined map (step S410).

  Next, under the control of the ECU, a fourth torque that can be generated by the supply of a predetermined amount of air is calculated out of the generated torque, and the fourth torque that can be generated is calculated, and at a predetermined angle “θ1”. A corresponding predetermined air amount is calculated based on the fourth predetermined map (step S420).

  Next, under cooperative control by the ECU, (i) ignition is performed by the ignition means while correcting the ignition timing based on the calculated predetermined angle (step S430a). At the same time, under cooperative control by the ECU, (ii) air is supplied by the supply means while the supply amount is changed (corrected) based on the calculated predetermined air amount (step S430b).

  As a result of the above, for example, optimal feedback control that is hardly or completely influenced by the low-speed driving state of the internal combustion engine or the large fluctuations in the rotational speed at the start of the internal combustion engine, immediately after the start, or during the warm-up process. It can be realized quickly and with high accuracy. Therefore, it is possible to realize high-precision control of the internal combustion engine based on the change in the ignition timing and the change in the air supply amount described above, and in turn, it is possible to realize quick and appropriate drivability. is there.

(3-2-2) Fourth Feedback Control Processing Next, with reference to FIG. 10, feedback control based on a predetermined map in which the ignition timing and the air supply amount are controlled objects according to the present embodiment. The fourth feedback control process in the operation principle will be described. FIG. 10 is a flowchart showing the flow of the fourth feedback control process in which the ignition timing and the air supply amount are controlled objects in the operation principle of the feedback control based on the predetermined map according to the present embodiment. It is. The feedback control process is repeatedly executed by the ECU at a predetermined cycle such as several tens of microseconds or several microseconds. Note that the same reference numerals are assigned to processes that are substantially the same as the above-described third feedback control process, and description thereof will be omitted as appropriate.

  As shown in FIG. 10, in the fourth feedback control process, the deviation between the target rotation speed and the actual rotation speed (rpm) is calculated under the control of the ECU through steps S110a and 110b. Based on the integral amount, the generated torque to be generated in the cylinder of the internal combustion engine is calculated (step S200). Specifically, the generated torque to be generated in the cylinder of the internal combustion engine is calculated based on the integral amount of the deviation corresponding to the hatched portion in FIG.

  As a result of the above, for example, appropriate air-fuel ratio control that is hardly or completely affected by the fuel properties of a wide variety of fuels burned in the internal combustion engine at the start of the internal combustion engine, immediately after the start, or during the warm-up process It is possible to realize optimal feedback control quickly and with high accuracy. Therefore, it is possible to realize high-precision control of the internal combustion engine based on the above-described change in the ignition timing and the change in the air supply amount, and in turn, a rapid and appropriate drivability and a marked improvement in fuel consumption. Can be realized simultaneously. Here, “fuel consumption” according to the present embodiment means a fuel consumption rate, and specifically may mean a mass of fuel consumed per horsepower per hour.

(3-2-3) Third and Fourth Feedback Control Switching Process Next, with reference to FIG. 11, the ignition timing in the operation principle of the feedback control based on the predetermined map according to the present embodiment, and A switching process between the third and fourth feedback controls in which the air supply amount is a control target will be described. Here, FIG. 11 shows the switching process of the third and fourth feedback control in which the ignition timing and the air supply amount are the control targets in the operation principle of the feedback control based on the predetermined map according to the present embodiment. It is the flowchart which showed the flow. This switching process is repeatedly executed by the ECU at a predetermined cycle such as several tens of microseconds or several microseconds.

  As shown in FIG. 11, in the switching process between the third and fourth feedback controls, it is determined whether or not fuel efficiency compensation is performed under the control of the ECU (step S610). Specifically, the ECU may determine that the fuel efficiency compensation is not performed when the angular acceleration corresponding to the actually measured rotational speed is greater than a predetermined threshold value. Alternatively, the ECU may determine that (ii) fuel efficiency compensation is performed when the actually measured rotational speed is included in the rotational speed within a predetermined range.

  As a result, both (i) rapid and appropriate drivability and (ii) remarkable improvement in fuel efficiency can be achieved with appropriate, rapid and high speed based on the measured rotational speed or the angular acceleration corresponding to the measured rotational speed. It can be realized by accurate determination.

  In the predetermined map described above, a two-dimensional map of the ignition timing and the generated torque is applied. In this embodiment, in addition to the ignition timing and the generated torque, the water temperature and the air temperature are used. A multi-dimensional map using parameters that can determine the output of the internal combustion engine, such as fuel, air, or ignition timing, as parameters may be applied.

  The present invention is not limited to the above-described embodiment, and can be appropriately changed without departing from the gist or concept of the invention that can be read from the claims and the entire specification, and the control of the internal combustion engine accompanying such a change. The apparatus is also included in the technical scope of the present invention.

1 is a schematic diagram schematically showing a basic configuration of a vehicle equipped with a fuel injection control device for an internal combustion engine according to the present embodiment. Graphs (FIGS. 2A, 2B, and 2) showing the basic principle of feedback control based on a predetermined map in which the ignition timing and the fuel injection amount are to be controlled, according to the present embodiment. (C)). According to the present embodiment, when feedback control is performed based on a predetermined map in which the ignition timing and the fuel injection amount are control targets, the actually measured rotational speed, the corrected injection amount, and It is the graph (FIG. 3 (a), FIG.3 (b), and FIG.3 (c)) which showed the time-sequential change of ignition timing. It is the flowchart which showed the flow of the 1st feedback control processing in which the ignition timing and the fuel injection quantity are the control objects in the operation principle of the feedback control based on the predetermined map according to the present embodiment. It is the flowchart which showed the flow of the 2nd feedback control process in which the ignition timing and the fuel injection quantity are control objects in the operation principle of the feedback control based on the predetermined map according to the present embodiment. 7 is a flowchart showing a flow of switching processing between first and second feedback control in which the ignition timing and the fuel injection amount are controlled objects in the operation principle of feedback control based on a predetermined map according to the present embodiment. . Graphs showing the basic principle of feedback control based on a predetermined map in which the ignition timing and the air supply amount are objects to be controlled according to this embodiment (FIGS. 7A, 7B, and 7) (C)). According to the present embodiment, when feedback control is performed based on a predetermined map in which the ignition timing and the supply amount of air are controlled, the actually measured rotational speed, the corrected supply amount, and It is the graph (Drawing 8 (a), Drawing 8 (b), and Drawing 8 (c)) which showed time-sequential change of ignition timing. It is the flowchart which showed the flow of the 3rd feedback control process in which the ignition timing and the supply amount of air are control objects in the operation principle of the feedback control based on the predetermined map based on this embodiment. It is the flowchart which showed the flow of the 4th feedback control process in which the ignition timing and the supply amount of air are control objects in the operation principle of the feedback control based on the predetermined map based on this embodiment. 7 is a flowchart showing a flow of switching processing between third and fourth feedback controls in which an ignition timing and an air supply amount are objects to be controlled in an operation principle of feedback control based on a predetermined map according to the present embodiment. .

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Engine 1a Each cylinder 2 Crankshaft 5 Crank angle sensor 6 Engine control unit 7 Memory | storage device 8 Injector 9 Spark plug 10 Piston 11 Connecting rod 12 Intake valve 13 Exhaust valve 14 Air control valve

Claims (10)

Injection means for injecting fuel into the cylinder of the internal combustion engine;
Ignition means for igniting at an ignition timing corresponding to a crank angle in the internal combustion engine;
Measuring means for measuring an actual rotational speed which is an actual rotational speed in the internal combustion engine;
Based on feedback control using as input information the deviation between the target rotational speed that is the target of the internal combustion engine and the measured rotational speed, (i) changing the ignition timing to a predetermined angle and igniting the ignition Control means for controlling the injection means so as to inject the fuel by changing to a predetermined injection amount corresponding to the predetermined angle.
Equipped with a,
The control means includes (i) a first torque generated in the cylinder of the internal combustion engine caused by the ignition at the predetermined angle, and (ii) a second torque generated in the cylinder caused by the predetermined injection amount. The generated torque, which is the sum of the above, controls the ignition means and the injection means based on a predetermined map defined as a linear function with respect to the predetermined angle,
One range of the first torque is defined as a non-linear function with respect to the predetermined angle, and another range of the first torque is defined as a linear function with respect to the predetermined angle,
The control means controls the ignition means and the injection means for the one range based on the predetermined map.
A control device for an internal combustion engine. The control device for an internal combustion engine according to claim 1 , wherein the control means controls the ignition means and the injection means based on feedback control using the time integral value of the deviation as input information. Determination means for determining whether to perform exhaust gas compensation for compensating exhaust gas of the internal combustion engine;
The control means controls (i) the ignition means and the injection means based on feedback control using the deviation as input information when the exhaust compensation is not performed, and (ii) the exhaust compensation is performed, 3. The control device for an internal combustion engine according to claim 1, wherein the ignition means and the injection means are controlled based on feedback control using the time integral value of the deviation as input information. The determination means determines (i) that the exhaust compensation is not performed when the angular acceleration corresponding to the measured rotational speed is greater than a predetermined threshold, and (ii) the measured rotational speed is within a predetermined range. 4. The control apparatus for an internal combustion engine according to claim 3 , wherein the exhaust gas compensation is determined to be performed. Supply means for supplying air to the internal combustion engine;
Ignition means for igniting at an ignition timing corresponding to a crank angle in the internal combustion engine;
Measuring means for measuring the actual rotational speed in the internal combustion engine;
Based on feedback control using as input information the deviation between the target rotational speed that is the target of the internal combustion engine and the measured rotational speed, (i) the ignition means is controlled to ignite by changing to a predetermined angle. And a control means for controlling the supply means so as to supply the air by changing to a predetermined air amount corresponding to the predetermined angle;
Equipped with a,
A determination means for determining whether to perform fuel consumption compensation for compensating the fuel consumption of the fuel;
The control means (i) controls the ignition means and the supply means based on feedback control using the deviation as input information when the fuel consumption compensation is not performed, and (ii) when the fuel efficiency compensation is performed, The ignition means and the supply means are controlled based on feedback control using the time integral value of the deviation as input information.
A control device for an internal combustion engine. 6. The control apparatus for an internal combustion engine according to claim 5 , wherein the control means controls the ignition means and the supply means based on feedback control using the time integral value of the deviation as input information. The determination means determines (i) that the fuel consumption compensation is not performed when the angular acceleration corresponding to the measured rotational speed is larger than a predetermined threshold, and (ii) the measured rotational speed is within a predetermined range. 7. The control apparatus for an internal combustion engine according to claim 5 , wherein it is determined that the fuel consumption compensation is performed. The control means controls the ignition means to ignite while correcting to the predetermined angle based on the generated torque corresponding to feedback control using the deviation as input information, and the predetermined injection The control device for an internal combustion engine according to any one of claims 1 to 7 , wherein the injection unit is controlled to inject the fuel while correcting the amount. 9. The control apparatus for an internal combustion engine according to claim 8 , wherein the generated torque corresponds to a gain of the feedback control. The control device for an internal combustion engine according to claim 9 , wherein the generated torque is defined based on an angular acceleration corresponding to the measured rotational speed in the feedback control.

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