JP5831295B2 - Engine control device - Google Patents

Description

  The present invention relates to an engine control device that controls an output torque of an internal combustion engine by adjusting an intake air amount taken into the internal combustion engine and an ignition timing in the internal combustion engine.

Conventionally, the output torque of an internal combustion engine is controlled by adjusting the amount of intake air taken into the internal combustion engine and the ignition timing in the internal combustion engine (see, for example, Patent Document 1).
As described above, when the output torque is controlled by adjusting the intake air amount and the ignition timing, various control amounts are determined based on the torque characteristics indicated by the map or the physical model, or the control result is estimated. Yes. However, an error may occur in the torque characteristics indicated by the map or physical model due to machine differences, changes with time, changes in environmental conditions, or the like.

  Therefore, in Patent Document 1, the throttle opening of the throttle device is obtained from the target intake air amount that achieves the required output torque required as the output torque by using an inverse model of the intake system, and the throttle device is based on the obtained throttle opening. To control. Then, from the actual throttle opening of the throttle device detected by the throttle opening sensor, the expected intake amount adjusted by the throttle device is obtained using a forward model of the intake system.

  In Patent Document 1, the estimated intake air amount that is adjusted by controlling the throttle device based on the target intake air amount is obtained using the inverse model of the intake system and the forward model. The expected intake air amount is obtained from the target intake air amount.

JP 2009-174328 A

  However, due to the operation error of the throttle device, the required throttle opening for the throttle device may not match the actual throttle opening detected by the throttle opening sensor, and an error may occur. If an error occurs between the required throttle opening and the actual throttle opening, an error occurs between the expected intake air amount and the target intake air amount that are obtained from the actual throttle opening, and there is an error between the estimated output torque and the required output torque that are obtained from the expected intake air amount. Occurs.

In Patent Document 1, if an error occurs between the estimated output torque and the required output torque, the ignition timing is corrected according to a comparison value between the estimated output torque and the required output torque. There is a risk of being retarded by regular or frequent correction. If the ignition timing is retarded regularly or frequently, there is a problem that fuel consumption deteriorates .

  In addition, if there is a characteristic error between the comparison value and the ignition timing, even if the ignition timing is corrected according to the comparison value between the estimated output torque and the required output torque, the actual output torque will match the required output torque. Is not limited.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide an engine control device that prevents the ignition timing from being retarded as much as possible in torque control.

According to the first to third aspects of the present invention, the torque control means controls the output torque of the internal combustion engine by adjusting the intake air amount sucked into the internal combustion engine and the ignition timing in the internal combustion engine, and the intake air amount determination means comprises: Based on the required output torque required for the internal combustion engine as the output torque, a required intake air amount that is an intake air amount adjusted by the torque control means is determined . Intake air amount estimating means, in anticipation of the intake air amount of delay intake air quantity determining means is sucked into the internal combustion engine for a required intake air quantity to be determined, to estimate the estimated intake air amount sucked into the internal combustion engine, the ignition timing determining means Determines the ignition timing to be adjusted by the torque control means based on the estimated intake air amount estimated by the intake air amount estimating means.

  According to this configuration, when it is estimated that the required intake air amount changes constant or slowly and the required intake air amount and the intake air amount sucked into the internal combustion engine match, the required intake air amount and the estimated intake air amount match. . When the required intake air amount and the estimated intake air amount match, there is no need to retard the ignition timing by adjusting it.

As described above, even if an error occurs between the required intake air amount and the actual intake air amount (hereinafter also referred to as the actual intake air amount), the estimated intake air amount estimated based on the required intake air amount is not taken into consideration. Since the ignition timing is determined on the basis of this, an error may occur between the actual output torque (hereinafter also referred to as the actual output torque) and the required output torque, except when it is necessary to retard the ignition timing. It is possible to prevent the ignition timing from being retarded as much as possible. Thereby, deterioration of fuel consumption can be prevented.

  When it is necessary to retard the ignition timing, for example, the reserve amount is secured by increasing the intake air amount in advance, and the increase in output torque that is increased by securing the reserve torque is retarded. This is a case where so-called torque reserve control that cancels out is executed or when the ignition timing is retarded in order to quickly reduce the output torque when the required output torque decreases rapidly.

Furthermore, according to the invention described in claims 1 to 3, when the required intake air amount changes with a change in request output torque expected to delay of the intake air amount sucked into the internal combustion engine with respect to the required intake air amount Thus, the estimated intake air amount taken into the internal combustion engine can be estimated with high accuracy. Since the ignition timing is determined so as to be the required output torque based on the estimated intake air amount estimated with high accuracy, there is an error from the required output torque, but the actual output torque according to the change in the required output torque. (Hereinafter also referred to as actual output torque) can be changed.

Further, when the required intake air amount changes constantly or slowly, the required intake air amount and the intake air amount sucked into the internal combustion engine are the same even if a delay in the intake air amount sucked into the internal combustion engine is expected with respect to the required intake air amount. Presumed to have done. In this case, since the required intake air amount and the estimated intake air amount coincide, it is not necessary to retard the ignition timing.
Further, according to the first to third aspects of the present invention, the actual intake air amount acquisition means for acquiring the actual intake air amount is provided. The intake air amount estimation means uses the actual intake air amount acquired by the actual intake air amount acquisition means before the completion of startup of the internal combustion engine as an estimated intake air amount, and the integrated value of the actual intake air amount from the start of the start multiplied by a coefficient to the intake pipe volume. When the value is exceeded, it is determined that the internal combustion engine has been started.
According to this configuration, since the estimated intake air amount is not estimated based on the required intake air amount and the estimated intake air amount is used as the estimated intake air amount before the start of the internal combustion engine, the processing time required for estimating the estimated intake air amount can be shortened. . Furthermore, since it is only necessary to compare the integrated value of the actual intake air amount with a predetermined value that is known in advance, it is possible to easily determine whether or not the start of the internal combustion engine has been completed.

According to the second aspect of the present invention, the intake air amount determining means expects a delay in the intake air amount sucked into the internal combustion engine with respect to the required intake air amount, and when the required intake air amount increases, However, when the required intake air amount is temporarily increased and the required intake air amount is decreased, the required intake air amount is temporarily reduced from the decreased required intake air amount.

According to this configuration, when the required intake air amount increases or decreases, the required intake air amount is temporarily increased or decreased from the required intake air amount after the increase / decrease in the increase / decrease direction. Even if there is a delay in the intake air amount , the intake air amount taken into the internal combustion engine can quickly follow the required intake air amount.

By the way, the delay of the intake air amount sucked into the internal combustion engine with respect to the required intake air amount is caused by the intake air flowing through the intake passage such as the length of the intake passage and the resistance of the intake passage, and the flow control device is operated. The main cause is the operation delay from when the command is issued until the intake air amount is adjusted according to the command.

Therefore, according to the third aspect of the present invention, the delay in the intake air amount sucked into the internal combustion engine with respect to the required intake air amount adjusts the intake air flow delay caused by the intake passage of the intake system and the intake air amount. Therefore, it is set by the sum of the operation delay of the flow rate adjusting device controlled by the torque control means. Thereby, the delay of the intake air amount sucked into the internal combustion engine with respect to the required intake air amount can be set with high accuracy.

The functions of the plurality of means provided in the present invention are realized by hardware resources whose functions are specified by the configuration itself, hardware resources whose functions are specified by a program, or a combination thereof. The functions of the plurality of means are not limited to those realized by hardware resources that are physically independent of each other.

The block diagram which shows the engine control system by this embodiment. The flowchart which shows the torque control process of this embodiment. (A) is a characteristic diagram showing the relationship between air torque and intake air amount, (B) is a characteristic diagram showing the relationship between ignition efficiency and ignition retard amount. The time chart which shows the torque control by this embodiment. The time chart which shows the other torque control by this embodiment. The time chart which shows the intake air amount control by this embodiment. The time chart which shows the torque control by a comparative example. The time chart which shows the other torque control by a comparative example.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
An engine control system 2 shown in FIG. 1 is a system that controls the operation of a gasoline internal combustion engine (hereinafter also referred to as “engine”) 10 that ignites an air-fuel mixture sucked into a cylinder with a spark plug 22.

  An air cleaner (not shown) is installed upstream of the intake pipe 100 of the engine 10. An air flow meter 12, a throttle device 14, an intake pressure sensor 18, and an injector 20 are installed from the air cleaner toward the engine 10 on the downstream side of the intake flow. Has been.

  The air flow meter 12 detects the amount of intake air flowing through the intake pipe 100. The throttle device 14 adjusts the amount of intake air taken into the engine 10 from the intake pipe 100 by controlling the throttle opening degree by the motor 15. The throttle device 14 is provided with a throttle opening sensor 16 for detecting the throttle opening.

  An intake pressure sensor 18 for detecting intake pressure is installed in the surge tank 102 on the downstream side of the throttle device 14. An injector 20 for injecting fuel is installed in the vicinity of an intake port of an intake manifold 104 that introduces air from the surge tank 102 to each cylinder of the engine 10.

  A spark plug 22 is installed in the cylinder head of the engine 10 for each cylinder. The air-fuel mixture in the cylinder is ignited by spark discharge of the spark plug 22. The cylinder block of the engine 10 is provided with a water temperature sensor 24 that detects the cooling water temperature and a rotation speed sensor (crank angle sensor) 26 that detects the engine rotation speed.

  The output from the various sensors including the air flow meter 12, the throttle opening sensor 16, the intake pressure sensor 18, the water temperature sensor 24, the rotation speed sensor 26, and the accelerator sensor (not shown) is an electronic control unit (ECU). 40.

  The ECU 40 is mainly configured by a microcomputer including a CPU, a RAM, a ROM, an input / output interface, and the like. The ECU 40 implements various engine controls such as a throttle opening control for the throttle device 14, an injection control for the injector 20, and an ignition control for the spark plug 22 by the CPU executing a control program stored in the ROM.

(Torque control)
The ECU 40 controls the throttle opening of the throttle device 14 based on the required output torque required as the output torque of the engine 10 to adjust the amount of intake air sucked into the engine 10 and sets the ignition timing of the spark plug 22. adjust. When the throttle opening is increased and the intake amount is increased, the output torque is increased. When the throttle opening is decreased and the intake amount is decreased, the output torque is decreased. Further, when the ignition timing is advanced, the output torque increases, and when the ignition timing is retarded, the output torque decreases.

The ECU 40 acquires the required output torque required as the output torque of the engine 10 as the sum of the basic required torque and the required external torque described below.
(1) Basic required torque The basic required torque is further calculated as the sum of the required drive torque, loss torque, and idle feedback torque.

(A) Required drive torque Based on the accelerator opening and the engine speed, the required drive torque necessary for vehicle travel is acquired from a map or the like.

(B) Loss torque From the map or the like, a loss torque that becomes a load that hinders the rotation of the engine 10 is acquired from the engine speed, the water temperature, the intake pressure, and the like.

(C) Idle feedback torque A torque control amount for causing the engine speed during idling to coincide with the target speed is acquired from the feedback controller.
(2) Required external torque Control requested directly from another ECU or output from another ECU based on a request for torque increase / decrease due to an external load caused by ON / OFF of an auxiliary machine such as an air conditioner or a shift change. Obtained from a map or the like based on the signal.

  In normal torque control, since the ignition timing is set to MBT (Minimum Advance for Best Torque) so that the fuel efficiency is optimized, the intake air amount is set to a value that realizes the required output torque in MBT.

(Reserve torque)
When the required output torque increases due to a drive request for auxiliary equipment or a shift change and an external load is applied to the engine 10, the intake air amount is increased in advance before increasing the output torque in response to the increase in the required output torque. Thus, it is conceivable to execute torque reserve control in which the ignition timing is retarded in advance in order to temporarily secure the reserve torque and reduce the output torque that increases by securing the reserve torque.

  If the ignition timing is advanced with the reserve torque secured, the output torque can be increased rapidly even if the required output torque increases rapidly in response to driving of auxiliary equipment or shift change. Since the output torque is insufficient with respect to the increase in the output torque, it is possible to prevent the engine speed from decreasing.

  Further, in the present embodiment, in order to increase the output torque promptly with respect to the increase in the required output torque during the idling operation so that the engine speed matches the target speed, the intake air is provided in preparation for when the required output torque increases. The reserve torque may be continuously increased by increasing the amount in advance, and torque reserve control may be executed to retard the ignition timing in order to reduce the output torque that increases by ensuring the reserve torque.

  As a result, there is no need to wait for an increase in output torque until the intake amount increases and a reserve torque corresponding to the increase in the required output torque is ensured, so the ignition timing is advanced with respect to the increase in the required output torque. The output torque can be increased quickly.

  When an external load is applied to the engine 10 for driving an auxiliary machine or a shift change during idle operation, a reserve torque that is continuously secured and a reserve torque that is temporarily required to be secured by the external load And a reserve torque that secures the larger torque or the larger torque.

  Note that when the idle feedback torque requires a decrease in output torque, the retard amount of the ignition timing that is set to cancel the reserve torque that is continuously secured is the retard limit value of the retard amount. It is desirable to set a more advanced angle side and to secure a retard angle margin.

In addition, it is desirable to ensure the reserve torque continuously even during warm-up operation where there is a high demand for matching the engine speed to the target speed, as during idle operation.
(Torque control processing)
Next, torque control processing executed by the ECU 40 based on the control program stored in the ROM will be described based on the flowchart shown in FIG. The flowchart of FIG. 2 is executed at predetermined time intervals. “S” in the flowchart represents a step.

  As described above, the ECU 40 acquires the basic required torque that is the sum of the required drive torque, the loss torque, and the idle feedback torque, and the required external torque that represents the external load applied to the engine 10 such as driving of auxiliary equipment and shift change. Then, the basic required torque and the required external torque are summed to obtain the required output torque for the engine 10 (S400).

  If there is a request for a sudden increase in the required output torque due to the required external torque such as driving of the auxiliary machine or shift change, the increase amount of the required output torque is acquired as the reserve torque (S402). When the idle reserve torque and the warm-up reserve torque are secured during the idle operation and the warm-up operation, respectively, the idle reserve torque or the warm-up reserve torque is added to the reserve torque. When no reserve torque is required, the reserve torque is set to zero.

  The torque obtained by adding the required output torque and the reserve torque is acquired as the required air torque determined by the intake air amount, and based on the basic intake air characteristic 200 of the air torque and the intake air amount indicated by the solid line in FIG. A required intake air amount for realizing the required air torque is acquired (S404).

  When the start is not completed (S406: No), the actual intake air amount detected by the air flow meter 12 is set as the estimated intake air amount (S410), and the process proceeds to S412. By using the actual intake air amount detected by the air flow meter 12 as the estimated intake air amount, the processing time for estimating the estimated intake air amount can be shortened as compared with the case where the estimated intake air amount is estimated based on the required intake air amount.

Whether the start is completed is determined under any of the following conditions.
(1) A predetermined time has elapsed since the engine speed exceeded the predetermined speed or exceeded the predetermined speed.
(2) The difference between the actual intake air amount and the required intake air amount is within a predetermined range.
(3) The integrated value of the actual intake air amount exceeds a predetermined value set based on the intake pipe volume as the intake system volume. In this case, in consideration of an error, a predetermined value obtained by multiplying the intake pipe volume by a coefficient may be compared with the integrated value of the actual intake air amount.

When the start is completed (S406: Yes), the estimated intake air amount sucked into the engine 10 is estimated from the following equation (1) (S408), and the process proceeds to S412.
Estimated intake air amount = {Previous estimated intake air amount + (Required intake air amount−Previous estimated intake air amount) / Intake pipe time constant} + Adjustment term (1)
When the start completion state is first reached from the state before the start is completed, the actual intake air amount detected by the air flow meter 12 is set to the previous estimated intake air amount in the equation (1). In the equation (1), the intake pipe time constant is a time constant indicating a response delay of the intake flow in the intake pipe 100, and the estimated intake amount is estimated in consideration of a response delay of the intake flow in the intake pipe 100 with respect to the required intake amount. doing. The adjustment term is a term for adjusting the value of the estimated intake air amount including an error or the like to match the required intake air amount.

  From equation (1), it can be seen that the required intake air amount and the estimated intake air amount coincide with each other when the required intake air amount changes constantly or gently. In this case, the required intake air amount can be regarded as the estimated intake air amount.

When the required intake air amount changes abruptly, the estimated intake air amount is calculated from the equation (1) in consideration of a delay in the intake air amount that is sucked into the internal combustion engine with respect to the required intake air amount according to the change in the required intake air amount. Is done.
In S412, the estimated air torque corresponding to the estimated intake air amount is acquired based on the basic intake air characteristic 200 from the estimated intake air amount acquired in S408 or S410. Then, the ignition efficiency, which is the ratio of the required output torque to the estimated air torque, is calculated, and the ignition efficiency is calculated from the ignition efficiency based on the basic ignition characteristic 210 of the ignition efficiency and the ignition delay amount indicated by the solid line in FIG. The retard amount is acquired (S414).

  The throttle opening is acquired from the required intake air amount acquired in S404 (S416), and the ignition timing is acquired from the ignition retardation amount acquired in S414 (S418). Then, the throttle device 14 is controlled with the throttle opening acquired in S416 to adjust the intake air amount, and the spark plug 22 is ignited at the ignition timing acquired in S418.

  Here, when the required output torque 300 rapidly decreases in FIG. 4A and when the required output torque 300 increases rapidly in FIG. 4B, the actual air torque 302 and the estimated air torque 304 in each of them. And the change of the actual output torque 310 is shown.

  In FIG. 4A, when the required output torque decreases, a decrease in the output torque is delayed only by a decrease in the intake air amount, so that the ignition torque is retarded to promptly decrease the output torque. In FIG. 4B, when the required output torque 300 increases, the required intake air amount 320 is increased in advance before the required output torque 300 increases, and the ignition timing is retarded to secure the reserve torque. Torque reserve control is performed.

  In the present embodiment, the required intake air amount 320 is constant except when the required output torque 300 changes as shown in FIG. 4, or the required output torque 300 and the required intake air amount 320 gradually change as shown in FIG. In this case, since the required intake air amount 320 and the estimated intake air amount 324 match as described above, the estimated air torque 304 acquired based on the basic intake air characteristic 200 matches the required output torque 300.

  When the required output torque and the required intake air amount change abruptly or when the required intake air amount changes constantly or gently, if an error occurs between the required intake air amount 320 and the actual intake air amount 322 due to an operation error of the throttle device 14, An error occurs between the required output torque 300 and the actual air torque 302. As a result, an error occurs between the estimated air torque 304 and the actual air torque 302 due to an error between the estimated intake air amount 324 and the actual intake air amount 322 set based on the required intake air amount 320.

  However, in the present embodiment, the estimated air torque 304 is acquired from the estimated intake amount 324 based on the basic intake characteristic 200, and the ignition retardation amount is acquired from the ignition efficiency that is the ratio of the required output torque 300 to the estimated air torque 304. ing. That is, the ignition delay amount is calculated from the ignition efficiency that is the ratio of the required output torque 300 to the estimated air torque 304 acquired from the estimated intake air amount 324 without considering the error between the actual intake air amount 322 and the estimated intake air amount 324. get.

  When the required intake air amount 320 changes constantly or slowly, the required intake air amount 320 and the estimated intake air amount 324 match, and the required output torque 300 and the estimated air torque 304 match, so the ignition efficiency becomes 100%. The ignition retard amount is held in MBT and does not change. Therefore, even if an error occurs between the actual intake air amount 322 and the estimated intake air amount 324, it is possible to prevent the ignition delay amount from being retarded regularly or frequently.

As shown in FIG. 4, when the required output torque 300 changes abruptly, the estimated intake air amount 324 obtained from the equation (1) is expected to have a delay in the intake air amount sucked into the internal combustion engine with respect to the required intake air amount. Therefore, the required output torque 300 and the estimated air torque 304 acquired from the estimated intake air amount 324 based on the basic intake air characteristic 200 do not coincide with each other, and the ignition efficiency decreases. As a result, the ignition timing is retarded based on the basic ignition characteristic 210 so that the estimated air torque 304 quickly matches the required output torque 300.

  When the required intake air amount 320 decreases rapidly according to the required output torque, the required intake air amount 320 is temporarily reduced from the reduced required intake air amount 320 as shown in FIG. When the required intake air amount 320 increases rapidly according to the output torque, the required intake air amount 320 may be increased from the increased required intake air amount 320 as shown in FIG.

As described above, when the required intake air amount suddenly increases or decreases, the required intake air amount 320 is increased or decreased relative to the increased or decreased required intake air amount 320 in accordance with the increase / decrease direction. Even if there is a delay in the intake air amount , the intake air amount sucked into the engine 10 can quickly follow the required intake air amount.

  In the comparative example shown in FIG. 7A with respect to the present embodiment, the estimated air torque 330 is acquired based on the basic intake characteristics 200 from the actual intake air amount 322 detected by an air flow meter or the like, and the estimated air torque 330 and the required output are obtained. The ignition delay amount is acquired from the ignition efficiency that is a ratio with the torque 300.

  Here, if an error occurs between the required intake air amount 320 and the actual intake air amount 322, the estimated air torque 330 acquired based on the actual intake air amount 322 does not match the required output torque 300, and the ignition timing is steadily delayed. Horned.

  Further, due to an error between the basic intake characteristic 200 and the actual intake characteristic 202, an error may occur between the estimated air torque 330 and the actual air torque 302. In this case, when the ignition timing is adjusted by the ignition delay amount acquired from the ignition efficiency that is the ratio of the estimated air torque 330 acquired based on the actual intake air amount 322 and the required output torque 300, the actual output torque 340 and the required output torque 300 does not match. Further, due to an error between the basic ignition characteristic 210 and the actual ignition characteristic 212, an error between the actual output torque 340 and the required output torque 300 may increase.

  Therefore, even if the actual intake air amount 322 is detected, the estimated air torque 330 is acquired from the actual intake air amount 322, and the ignition retardation amount is acquired from the estimated air torque 330, the actual output torque 340 and the request are required due to characteristic errors. As a result, the output torque 300 does not match. Furthermore, there is a problem that fuel consumption deteriorates because the ignition timing is constantly retarded.

  In the case of the comparative example in which the estimated air torque 330 is acquired from the actual intake amount 322 based on the basic intake characteristic 200 and the ignition delay amount is acquired from the ignition efficiency that is the ratio of the estimated air torque 330 and the required output torque 300, As shown in FIG. 8, even if the required output torque 300 changes gradually, the ignition timing is similarly steadily retarded.

  Here, an error between the actual intake air amount 322 detected by the air flow meter 12 and the required intake air amount 320 is learned, and the actual intake air amount 322 can be brought close to the required intake air amount 320 as shown in FIG.

  By bringing the actual intake air amount 322 closer to the required intake air amount 320 in this way, the estimated air torque 330 approaches the required output torque 300, so the period during which the ignition timing is retarded is shortened. However, due to an error between the basic intake characteristic 200 and the actual intake characteristic 202, the error between the actual air torque 302 and the required output torque 300 may increase instead.

  Then, when the ignition retardation amount is acquired from the basic ignition characteristic 210 of FIG. 3B based on the ignition efficiency that is the ratio of the required output torque 300 to the estimated air torque 330 having an error with respect to the actual air torque 302, From the error between the basic ignition characteristic 210 and the actual ignition characteristic 212, as shown in FIG. 7B, the change in the error between the required output torque 300 and the actual output torque 340 is larger than when the intake air amount is not learned. There is a fear.

  In contrast, in the present embodiment, the estimated intake air amount is estimated based on the required intake air amount, and the estimated air torque is acquired from the estimated intake air amount. The amount matches the estimated intake air amount, and the requested output torque matches the estimated air torque. In this case, the ignition timing is not retarded.

This causes errors in the required output torque and the actual output torque due to errors between the actual intake air amount and the estimated intake air amount, and errors in the intake and ignition characteristics, but the ignition timing is retarded regularly or frequently. Can be prevented. As a result, deterioration of fuel consumption can be prevented.

  In FIG. 1 described above, the ECU 40 corresponds to the engine control device of the present invention, and the ECU 40 functions as torque control means, intake amount determination means, intake amount estimation means, ignition timing determination means, and actual intake amount acquisition means of the present invention. To do.

  Also, the processing of S400, S402, S416 and S418 in FIG. 2 corresponds to the function executed by the torque control means of the present invention, and the processing of acquiring the requested intake air amount at S404 is the function of the intake air amount determination means of the present invention. In S406, S408, and S410, the process of setting the actual intake air amount as the estimated intake air amount corresponds to the function executed by the intake air amount estimating means of the present invention, and the process of acquiring the actual intake air amount from the air flow meter 12 in S410. Corresponds to the function executed by the actual intake air amount acquisition means of the present invention, and the processing of acquiring the ignition retard amount in S414 corresponds to the function executed by the ignition timing determination means of the present invention.

[Other Embodiments]
In the above-described embodiment, the estimated intake air amount after the completion of the start is acquired based on the formula (1) in consideration of the response delay of the intake flow in the intake pipe. In contrast, the estimated intake air amount may be obtained from the following equation (2) in consideration of the operation delay of the throttle device 14.
Estimated intake air amount = {previously estimated intake air amount + (required intake air amount−previously estimated intake air amount) / (intake pipe time constant + throttle time constant)} + adjustment term (2)
Further, the estimated intake air amount may be obtained by adding a first-order delay with respect to the operation of the throttle device 14 to the estimated intake air amount acquired by the expression (1).

Further, instead of the required intake air amount used in equation (1), a required throttle flow rate of the following equation (3) obtained by adding a first-order lag with respect to the operation of the throttle device 14 to the required intake air amount is estimated from the following equation (4). The intake air amount may be acquired.
Requested throttle flow rate = Requested intake air amount primary delay x Unit conversion (3)
Estimated intake air amount = [Previous estimated intake air amount + {(Required throttle flow rate / unit conversion) −Previous estimated intake air amount} / Intake pipe timing] + Adjustment term (4)
In the unit conversion in the equations (3) and (4), a coefficient for converting the unit of the intake air amount representing the flow rate per rotation of the engine 10 and the throttle flow rate representing the flow rate per second is converted into the engine speed. It is set based on.

  Further, in the above embodiment, the estimated intake air amount after completion of the start-up is considered in consideration of the response delay of the intake air flow in the intake pipe based on the equation (1) without determining whether the required intake air amount is constant or gently changing. Acquired.

On the other hand, for example, it is determined whether the change amount of the required intake air amount is within a predetermined range. If the change amount of the required intake air amount is within the predetermined range, the required intake air amount is estimated as the estimated intake air amount, If the change amount of the intake air amount exceeds the predetermined range, the estimated intake air amount can be estimated using the equation (1) etc. in consideration of the delay of the intake air amount taken into the internal combustion engine with respect to the required intake air amount. Good.

  In the above embodiment, the functions of the torque control means, intake air amount determination means, intake air amount estimation means, ignition timing determination means, and actual intake air amount acquisition means are realized by the ECU 40 whose functions are specified by the control program. On the other hand, at least some of the functions of the plurality of means may be realized by hardware whose functions are specified by the circuit configuration itself.

  As described above, the present invention is not limited to the above-described embodiment, and can be applied to various embodiments without departing from the gist thereof.

10: Engine (internal combustion engine), 40: ECU (engine control device, torque control means, intake amount determination means, intake amount estimation means, ignition timing determination means, actual intake amount acquisition means)

Claims (3)

Torque control means for controlling the output torque of the internal combustion engine by adjusting the amount of intake air taken into the internal combustion engine and the ignition timing in the internal combustion engine;
An intake air amount determining means for determining a required intake air amount that is an intake air amount to be adjusted by the torque control means, based on a required output torque required for the internal combustion engine as the output torque;
Anticipates a delay in intake air amount, wherein the intake air amount determining means is sucked into the internal combustion engine for the required intake air quantity to be determined, and the intake air quantity estimating means for estimating the estimated intake air amount sucked into the internal combustion engine,
An actual intake air amount acquisition means for acquiring the actual intake air amount;
Ignition timing determining means for determining the ignition timing adjusted by the torque control means based on the estimated intake air amount estimated by the intake air amount estimating means;
With
The intake air amount estimation means uses the actual intake air amount acquired by the actual intake air amount acquisition means before the completion of startup of the internal combustion engine as the estimated intake air amount, and the integrated value of the actual intake air amount from the start of the start is the intake pipe volume. When the value exceeds a predetermined value multiplied by a coefficient, it is determined that the start of the internal combustion engine is completed.
An engine control device characterized by that. The intake air amount determining means expects a delay in the intake air amount sucked into the internal combustion engine with respect to the required intake air amount, and when the required intake air amount increases , the intake air amount determination means temporarily exceeds the increased required intake air amount. 2. The engine control device according to claim 1 , wherein when the required intake air amount is increased and the required intake air amount is decreased, the required intake air amount is temporarily decreased from the reduced required intake air amount. The delay of the intake air amount sucked into the internal combustion engine with respect to the required intake air amount is controlled by the torque control means to adjust the intake air amount and the delay of the intake air flow caused by flowing through the intake passage of the intake system. The engine control device according to claim 1 , wherein the engine control device is set by a sum of operation delays of the flow rate adjusting device.

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