JPH0635865B2 - Control device for internal combustion engine - Google Patents

Description

TECHNICAL FIELD The present invention relates to a control device for controlling ignition timing and fuel supply of an internal combustion engine.

2. Description of the Related Art Conventionally, among control devices that control the ignition timing and fuel supply of an internal combustion engine, an ignition timing control device that controls the ignition timing is, for example, “June 1979, issued by Nissan Motor Co., Ltd.
ECCS L engine technical manual, pp. 46-54 ".

Such an ignition timing control device will be described with reference to FIG.

The control unit 1 of this ignition timing control device is C
PU (Central Processing Unit) 11, ROM (Read Only)
Memory) 12, RAM (random access memory)
The ignition timing is controlled based on a program stored in the ROM 12 of the microcomputer, which includes a microcomputer 13 and an I / O (input / output device) 14.

The ROM 12 of the control unit 1 corresponds to the table X of the ignition timing value data corresponding to the engine speed as shown in FIG. 2 and the engine speed and the intake pipe intake air amount as shown in FIG. Table Y of ignition timing value data
And are stored.

Further, the control unit 1 counts an angle signal P ₁ from a crank angle sensor 2 for detecting a crank angle to calculate an engine speed, and an air flow meter 3 for detecting an amount of air taken into an intake pipe of the engine. The intake air amount is calculated based on the intake pipe intake air amount signal P ₂ from.

Then, read out, the ignition timing value data corresponding to the engine speed select a table X when Surotsutorubarubu there is Surotsutoru close signal P ₃ from Surotsutoru closed switch 4 for detecting that has decreased to fully closed is input , And when the throttle close signal P ₃ is not input, the table Y
Is selected to read the ignition timing value data corresponding to the engine speed and the intake pipe intake air amount, and based on the reference position signal P ₄ from the crank angle sensor 2, the power is output at the timing corresponding to the read ignition timing value data. The transistor 5 is turned off.

As a result, the primary current flowing from the battery 6 to the primary winding 7a of the ignition coil 7 is cut off, a high voltage is generated in the secondary winding 7b thereof, and this high voltage is distributed by the distributor 8. Are sequentially supplied to the spark plugs 9A to 9D to generate spark discharge and ignite.

Next, as a fuel supply control device for controlling fuel supply,
For example, "July 20, 1980, Sankaido Co., Ltd. Automotive Engineering Complete Book Vol. 4 Gasoline Engine 201-204
Page ”.

Such a fuel supply control device will be described with reference to FIG.

In this fuel supply control device, fuel is sucked and fed from the fuel tank 21 to the fuel pump 22, the pulsation is suppressed by the fuel damper 23, and dust and water are removed by the fuel filter 24. Then, the fuel is supplied to the fuel injector 26 attached to the engine 25. The pressure regulator 27 keeps the fuel pressure supplied to the fuel injector 26 constant.

On the other hand, air is taken into the inside through the air filter 31, and then, from the intake manifold 34 to the engine 2 through the air flow meter 32 and the throttle valve 33.
5 to each cylinder. The air regulator 35 introduces auxiliary air into the intake manifold 34 at the time of start-up or warm-up operation to increase the amount of intake air.

The control unit 41 is composed of a microcomputer like the control unit 1 of FIG. 1, and is an unillustrated slot closing switch for detecting the intake pipe intake air amount signal from the air flow meter 32 and the full closing of the slot valve 33. From the water temperature sensor 42, a water temperature signal from the water temperature sensor 42, a voltage detection signal from a battery (not shown), a starter signal from a starter switch that detects the operation of a starter motor, and an angle signal from a crank angle sensor (not shown) that detects a crank angle. Etc. are input, and based on these input results, the fuel injector 26 of each cylinder is simultaneously driven and controlled once per revolution of the engine to control the fuel supply amount.

That is, the control unit 41, based on the intake pipe intake air amount signal from the air flow meter 32 and the angle signal from the crank angle sensor, injects an injection amount (basic injection amount) Tp proportional to the intake pipe intake air amount per revolution. Is calculated by calculating Tp = K · Q / N. Note that Q is the intake air amount and N is the engine speed.

Then, this basic injection amount Tp is corrected as follows based on the detection signals from various sensors.

Post-start amount increase correction (KAS): This is a correction for obtaining a smooth starting characteristic and for making a smooth transition from start to idling. The correction coefficient KAS becomes the initial value shown in FIG. 5 when the starter motor is turned on. , Becomes "0" with the passage of time.

Post-idle increase correction (KAI): This is a correction for smooth starting when the warm air is not sufficient, and the correction coefficient kAI
Becomes the initial value shown in FIG. 6 immediately after the idle switch is turned off, and becomes "0" with the lapse of time.

Battery voltage correction (TS): Correction of the change in the effective valve opening time of the fuel injector due to the fluctuation of the driving voltage (battery voltage) of the fuel injector, and the correction value T
S is calculated by TS = a + b (14-VB) also referring to FIG. Note that a and b are constants, and VB is a battery voltage.

Water temperature increase correction (FT): correction when the engine is not sufficiently warmed up, and the correction coefficient FT is shown in FIG.

When the engine is started, Tp ₁ = Tp × (1 + KAS) × 1.3 + TS Tp ₂ = TST × KNST × KTST is calculated, and the larger one of Tp ₁ and Tp ₂ is set as the fuel injection amount. Note that TST is the basic injection amount at start (Fig. 9), and KNST is the rotational speed correction coefficient (Fig. 10).
And KTST are time correction coefficients (FIG. 11).

In the above description, the ignition timing control device and the fuel supply control device forming the control device of the internal combustion engine are individually described, but when controlling the same engine, the ignition timing and fuel supply are controlled by the same control unit. To control.

As described above, in the conventional control device for the internal combustion engine, the fuel supply amount is controlled according to the engine speed and the intake pipe intake air amount, and the ignition timing is controlled according to the engine speed during idling and other than that. At that time, the engine speed and the intake air intake air amount were uniquely determined and controlled.

However, especially when the throttle opening is close to or near full close, that is, the sonic state is realized in the slot, and the amount of air drawn through the slot into the intake pipe is constant (determined only by the slot open area). In this case, the fuel is supplied according to the reciprocal of the engine speed due to the fluctuation of the engine speed, but the actual amount of intake air flowing into the cylinder depends on the influence of the intake pipe volume, etc. The air-fuel ratio becomes unstable because the response changes with a first-order lag with respect to the change in the engine speed.

Therefore, especially when the engine speed is rapidly reduced due to clutch meat or the like, the air-fuel ratio may become excessively rich, and engine stalling may occur easily.

Further, since the air-fuel ratio is unstable, the generation pattern of torque generated by the engine may be different depending on the base air-fuel ratio (set base air-fuel ratio).

Moreover, as described above, the actual intake air amount flowing into the cylinder changes with a first-order lag with respect to the change in the engine speed, so that the torque generated by the engine is also irrelevant to the engine speed regardless of the base air-fuel ratio. It changes with a first-order lag.

Therefore, even if the engine speed is reduced due to clutch meat or the like, the increase in the generated torque may be delayed and the engine stall may easily occur.

Aim The present invention has been made in view of the above points, and suppresses the difference in the torque generation pattern due to the difference in the set base air-fuel ratio caused by the response delay of the cylinder intake air amount when the engine speed changes. By correcting the response delay of the generated torque, the engine is not stalled even when the gear is disengaged from a high rotation speed or when a load such as a clutch or a meat is applied.

Therefore, the control device for the internal combustion engine according to the present invention is
As shown in FIG. 2, the fuel supply amount control unit B controls the fuel supply amount based on the cylinder intake air amount actually sucked into the cylinder of the engine calculated by the cylinder intake air amount calculation unit A, and The ignition timing calculation means D calculates the deviation value corresponding to the difference between the torque actually generated by the engine and the ideal generated torque of the engine calculated by the deviation value calculation means C based on the cylinder intake air amount. Ignition timing according to the operating state of the engine is corrected by the ignition timing correction means E.

Embodiment Hereinafter, an embodiment of the present invention will be described with reference to FIG. The same parts as those in FIG. 1 or 4 are designated by the same reference numerals, and the description thereof will be omitted.

FIG. 13 is a block diagram showing an embodiment of the present invention.

The control circuit 51 is a circuit that also serves as the cylinder intake air amount calculation means A, the fuel supply amount control means B, the deviation value calculation means C, the ignition timing calculation means D, and the ignition timing correction means E shown in FIG. CPU (central processing unit) 52, ROM
(Read-only memory) 53, RAM (random
Access memory) 54 and I with built-in A / D converter
It is composed of a microcomputer including an / O (input / output device) 55 and the like.

Then, the control circuit 51 calculates and calculates the cylinder intake air amount sucked into the cylinder of the engine based on the program stored in the ROM 53, and a deviation corresponding to the difference between the actually generated torque (actual torque) and the ideal torque. Calculation of values, control of fuel supply, calculation of ignition timing, correction of ignition timing, and ignition timing control.

The ROM 53 also stores data and tables necessary for calculating the cylinder intake air amount, deviation value, fuel supply amount, ignition timing, and ignition timing correction.

Further, as shown in FIG. 14, the portion of the I / O 55 related to the control of the power transistor 5 has ignition timing data ADD.
₁ and ADV (advance value) register 551 to be excisional and
A counter 552 which is reset by the reset pulse RS ₁ counts the angle (1 ° pulse) signal _{P 2} from the crank angle sensor 2, the power transistor 5 when the counter 552 is reset to the ON state, the ADV register 551 It comprises a comparator 553 which turns off the power transistor 5 when the set ignition timing data ADD ₁ and the count value of the counter 552 match.

Furthermore, as shown in FIG. 15, the portion related to the control of the driving power transistor 56 of the fuel injector (fuel injection valve) 26 of the I / O 55 is, as shown in FIG.
EGI (fuel injection) register 55 with DD ₂ set
5, a counter 556 that is reset by the reset pulse RS ₂ and counts the clock pulse, and a counter 55
A comparator 557 that turns on the power transistor 56 when 6 is reset, and turns off the power transistor 56 when the fuel injection amount data ADD _{2 set} in the EGI register 555 and the count value of the counter 556 match. Consists of.

The starter switch 57 is a switch that is turned on when the engine is in a starting state, and inputs the starter signal P ₅ corresponding to the state to the I / O 55 of the control circuit 51.

The idle switch 58 is a switch that is turned on when the engine is in the idling state, and the idle signal P ₆ corresponding to the state is input to the I / O 5 of the control circuit 51.
Enter in 5.

Instead of the idle switch 58, a throttle closed switch that detects that the throttle valve is fully closed may be used.

The intake pipe pressure sensor 59 inputs the intake pipe pressure signal P ₇ according to the pressure in the intake pipe to the I / O 55 of the control circuit 51.

The reference pulse generator 60 generates a reference signal P ₈ each time the engine makes one revolution and inputs it to the I / O 55 of the control circuit 51. The reference signal P ₈ is the counter 55 of FIG.
6 reset pulse RS ₂ . The control circuit 51
Although not shown, a water temperature detection signal from the water temperature sensor and a voltage detection signal of the battery 6 are also input to the I / O 55 of FIG.

Next, the operation of the embodiment configured as described above will be explained
The description will be made with reference to the figures and subsequent figures.

First, the principle of fuel injection amount control and ignition timing control in this control device will be described.

With reference to FIG. 16, a so-called L- that has been conventionally used.
In the control system of the Jetro system, when the throttle valve of the engine is fully closed, the engine speed N is 70% as shown in FIG.
When the speed is changed stepwise from 0 rpm to 600 rpm, the intake pipe intake air amount Q per unit time, the cylinder intake air amount Qa per cylinder 1 cycle, the fuel injection amount Tp per cylinder 1 cycle, the air-fuel ratio Y, and The shaft torque T is shown by the solid line in each of FIGS.

That is, the intake pipe intake air amount Q per unit time is, for example, when a load such as a clutch meet is applied at the time of idling and the engine speed N rapidly changes stepwise as shown in FIG. , Becomes a sonic state and becomes constant as shown in FIG. 16 (b) regardless of the change in the engine speed N.

The actual amount of intake air flowing into the cylinder, which is represented by a value per one cylinder cycle, that is, the cylinder intake air amount Q _a
At this time, changes in accordance with changes in the engine speed, and this change is due to the influence of the intake pipe volume and the cylinder stroke volume.
As shown in Fig. 16 (c), it changes with a first-order lag response to changes in engine speed.

The fuel injection amount Tp is the engine speed N, the intake pipe intake air amount Q
Is expressed by Tp = K · Q / N, and when the intake pipe intake air amount Q is constant, the amount becomes proportional to the reciprocal of the engine speed N.

Since the fuel injection amount Tp is proportional to the reciprocal of the engine speed N, the air-fuel ratio Y becomes unstable when the engine speed N suddenly changes and becomes a Rich when the engine speed N suddenly changes. , Gradually returns to the base air-fuel ratio.

Shaft torque T is for generating the engine in proportion to the cylinder intake air quantity Q _a, therefore, with the first-order lag of the cylinder intake air quantity Q _a, the engine as shown in Figure 16 (f) The response behavior (generation pattern) varies as a solid line, a broken line, and a one-dot chain line in the figure due to a change in the primary response to the change in the rotation speed and a change in the air-fuel ratio Y, that is, a difference in the set base air-fuel ratio. .

The solid line in FIG. 16 (f) shows the behavior when the air-fuel ratio Y is LIT, the broken line shows the behavior when the excess air ratio λ is λ = 1, and the dashed line shows the behavior when the air-fuel ratio Y is lean. Show.

Therefore, first, the fuel injection amount Tp is set to the cylinder intake air amount Q.
If it is controlled so as to be proportional to a, the generation pattern (behavior) of the shaft torque T is as shown in FIG.
It becomes almost the same for each set base air-fuel ratio (the meaning of each line is the same as in FIG. 16 (f)).

However, the generation pattern when the shaft torque T makes an ideal response with no response delay with respect to changes in the engine speed N is as shown by the one-dot chain line in FIG. There is a response delay due to the response delay of the cylinder intake air amount Qa with respect to the fluctuation of the rotation speed N.

Incidentally, the ignition timing and the shaft torque have a relationship as shown in FIG. 18, and the shaft torque also changes by changing the ignition timing.

Therefore, the ideal torque (ideal torque) T _{1 of the} engine shown by the one-dot chain line in FIG. 17 (e) and the torque (actual torque) T actually generated by the engine shown by the solid line, the broken line and the one-dot chain line are shown.
_The ideal torque can be obtained as the actual torque by correcting the ignition timing by the difference between the _two and the correction torque amount ΔT shown in FIG.

In this way, the fuel injection amount Tp corresponding to the cylinder intake air amount Qa (actual cylinder intake air amount) is supplied to suppress the difference in the generation pattern of the generated shaft torque T due to the set base air-fuel ratio, and then the ignition timing Is corrected to bring the actual torque close to the ideal torque.

Next, the control of the fuel injection amount and the control of the ignition timing will be specifically described.

First, in general, the cylinder intake air amount Qa sucked into the cylinder of the engine can be expressed as a function of the intake pipe pressure P and the engine speed N.

Alternatively, in this case, since the influence of the engine speed N is mainly the intake efficiency, there is no great difference even if it is expressed as a function of the intake pipe pressure P in the range of the relatively sandwiched engine speed such as during idling.

Therefore, the cylinder intake air amount Qa can be expressed as Qa = F (P, N) or Qa = G (P).

Therefore, the engine speed N and the intake pipe pressure P are measured, and the actual cylinder intake air amount (actual cylinder intake air amount is referred to by referring to table data preset according to the engine speed N and the intake pipe pressure P. ) Qa ₁ is obtained, and the fuel injection amount Tp proportional to the actual cylinder intake air amount Qa ₁ is supplied.

As a result, the air-fuel ratio when the engine speed changes can be kept substantially constant, and the generation pattern (behavior) of the generated shaft torque becomes substantially the same regardless of the set base air-fuel ratio.

Further, as shown in FIG. 19, when the engine speed N is changed from 700 rpm to 600 rpm, the cylinder intake air amount Qa and the intake pipe pressure P are as shown in (b) and (c) of FIG. , Changes substantially in proportion.

Here, the change amount of the actual cylinder intake air quantity Qa ₁ .DELTA.Qa ₁
The, for example, determined as the amount of change each ignition, is as shown in Figure 19 (d), as can be seen from FIG. 17 (f), the change in variation .DELTA.Qa ₁ of the actual cylinder intake air quantity Qa ₁ Is approximately equal to the change in the correction torque amount ΔT.

That is, the difference (correction torque amount) ΔT between the ideal torque T ₁ and the actual torque T ₂ is the change amount ΔQ of the actual cylinder intake air amount Q.
The relationship of ΔT∞ΔQa ₁ is established in proportion to a ₁ .

Therefore, the change amount ΔQ of the actual cylinder intake air amount Qa ₁
a ₁ , that is, a value proportional to the correction torque amount ΔT is calculated, the calculated result is converted into a correction amount of the ignition timing according to a predetermined function, and the ignition timing is corrected by the correction amount, and the ignition timing is corrected. By controlling the timing, it is possible to correct the response delay of the cylinder intake air amount, that is, the response delay of the torque.

Next, the fuel injection amount control and ignition timing control operations executed by the control circuit 51 of FIG. 13 will be described with reference to FIG.

First, although the flow is not shown, the control circuit 51 sends the starter signal P ₅ from the starter switch 57 to the RAM 54.
Stored in a predetermined address (hereinafter, referred to as “address DI ₁ ”) of the idle switch 58 and the idle signal P ₆ from the idle switch 58.
To a predetermined address of the RAM 54 (hereinafter referred to as “address DI
₂ ”).

Further, the angle (1 ° pulse) signal P ₁ from the crank angle sensor 2 is counted for a fixed time, for example, 12.5 msec,
The count value is stored as an engine speed N in a predetermined address (hereinafter referred to as “address DN”) of the RAM 54.

Further, the intake pipe pressure signal P from the intake pipe pressure sensor 59
_The result of A / D conversion of ₇ by the A / D converter of I / O 55 is stored in a predetermined address (hereinafter referred to as “address DP”) of the RAM 54 as the intake pipe pressure P.

Then, the control circuit 51 performs the calculation processing of the fuel injection amount Tp and the ignition timing by the back ground job based on these input data as will be described later, and, as shown in FIG. The ignition timing data ADD ₁ is set in the ADV register 551 of FIG. 14 and the fuel injection amount Tp is updated every cycle, that is, every ignition, by inputting the reference position signal P ₄ from.

The value of the updated fuel injection amount Tp one cycle before is
Saved as Tp '.

In the following, the fuel injection amount Tp is set to a value proportional to the actual cylinder intake air amount Qa ₁ , and the actual cylinder intake air amount Qa
_The fuel injection amount Tp will be used instead of ₁ . That is, Tp = K · F (N, P) = K ′ (Qa ₁ ).

Next, the fuel injection amount calculation processing executed by the control circuit 51 in the back ground job will be described with reference to FIG.

First, the data of the engine speed N stored in the address DN of the RAM 54 and the data of the intake pipe pressure P stored in the address DP are read out respectively, and the function F is calculated from these engine speed N and intake pipe pressure P. Alternatively, the fuel injection amount Tp is calculated by calculating Tp = K ′ · (Qa ₁ ) based on the table data.

The fuel injection amount Tp is updated every cycle as described above, and the value one cycle before is the fuel injection amount Tp.
p '.

Thereafter, the corrected fuel injection amount TI obtained by correcting the fuel injection amount Tp based on the detection signals from the various sensors is used as in the conventional case.
For example, it is calculated by calculating TI = Tp · (FT + KAS + KAI) + TS.

Then, the calculated corrected fuel injection amount TI is used as fuel injection amount data ADD _{2 and} the EGI register 555 of FIG.
To set.

Accordingly, also referring to FIGS. 15 and 21, the time Ta at which the counter 556 is reset by the reference signal P ₈ (reset pulse RS ₂ ) generated by the reference pulse generator 60 for each revolution of the engine. _{At 1} , the comparator 557 turns on the power transistor 56 and turns on the fuel injector 26, so that fuel injection is started.

Then, the count value of the counter 556 at the time Tb ₂ that matches the excisional value of EGI register 555, the comparator 557 to turn off the full Ewell Print effector 26 to the power transistor 56 in the OFF state, the fuel injection ends .

As described above, the cylinder intake air amount is calculated based on the engine speed N and the intake pipe pressure P, and the fuel injection amount corresponding to the calculated cylinder intake air amount is supplied. Therefore, the axial torque based on the set base air-fuel ratio is set. It is possible to suppress the difference in the generation pattern (behavior).

Next, the ignition timing calculation process executed by the control circuit 51 in the back ground job will be described with reference to FIG.

First, the data at the address DI ₁ of the RAM 54 is read to determine whether the starter switch 57 is in the on state, that is, whether the engine is in the starting state.

If the result of this determination is that the starter switch 57 is on, the ignition timing during cranking is calculated and the RAM 5
4 at a predetermined address (hereinafter referred to as “address ADVL”).

On the other hand, if the starter switch 57 is not on, the data at the address DI ₂ of the RAM 54 is read next to determine whether the idle switch 58 is on, that is, whether the engine is idling.

If the result of this determination is that the idle switch 58 is on, the data of the engine speed N stored in the address DN of the RAM 54 is read out, and the ignition timing value data corresponding to that engine speed N is stored in the ROM 53. After reading from the table and calculating the set ignition timing A during idling, an ignition timing correction calculation for correcting the ignition timing A according to the above-described correction torque amount ΔT is performed, and the ignition timing AD calculated by this correction calculation is calculated. It is stored in the address ADVL of the RAM 54.

On the other hand, if the idle switch 58 is not in the ON state, the data of the engine speed N stored in the address DN of the RAM 54 and the data of the intake pipe pressure P stored in the address DP are read to determine the engine speed. The ignition timing value data corresponding to N and the intake pipe pressure P is read from the table stored in the ROM 53, and the ignition timing AD is stored in the RAM.
It is stored in the address ADVL 54.

The ignition timing AD set at this address ADVL is
As described above, a predetermined conversion process is performed in the interrupt routine for each ignition, and the ignition timing data ADD ₁ is set in the ADV register 551 of FIG.

Next, the ignition timing correction calculation process will be described with reference to FIG.

First, the fuel injection amount Tp (actual cylinder intake air amount Qa ₁ proportional value) calculated in the above-described fuel injection amount calculation process and the fuel injection amount Tp ′ one cycle before are read, and the correction torque amount ΔT is set to ΔT = It is calculated by calculating Tp-Tp '.

Then, the correction amount ΔA of the ignition timing is calculated according to a preset function F by calculating ΔA = F (ΔT).

The function F is, for example, when ΔT ≧ ΔT ₁ , F (ΔT) ≧ 0 ΔT ₁ >ΔT> ΔT ₂ , F (ΔT) = 0, and when ΔT ≦ ΔT ₂ , F (ΔT) ≦ 0 This is a satisfying function. Note that ΔT ₁ and ΔT ₂ are constants, and ΔT ₁ ≧ 0 and ΔT ₂ ≦ 0.

Next, the ignition timing correction amount ΔA calculated in this way
Then, the corrected ignition timing AD is calculated by calculating AD = ΔA + A according to the already calculated set ignition timing A, and as shown in FIG. 23, the corrected ignition timing AD is stored in the address ADVL of the RAM 54. To store.

The correction torque amount ΔT can also be calculated by calculating ΔT = Tp / Tp ′.

In this case, the constants ΔT ₁ and ΔT ₂ in the function F are
Are ΔT ₁ ≧ 1.0 and 0 ≦ ΔT ₂ ≦ 1.0.

The corrected ignition timing AD can also be calculated by calculating AD = ΔA · A. In this case, the function F is calculated as follows: ΔT ≧ ΔT ₁ , F (ΔT) ≧ 1.0 ΔT ₁ >ΔT> ΔT ₂ , F (ΔT) = 1.0 ΔT ≦ ΔT ₂ , 0 ≦ F ( A function that satisfies ΔT) ≦ 1.0. Note that ΔT ₁ and ΔT ₂ are constants, and ΔT ₁ ≧ 1.0 and 0 ≦ ΔT ₂ ≦ 1.0.

In this way, the difference between the actual torque generated by the engine during idling and the ideal torque (correction torque amount) is calculated based on the cylinder intake air amount, and the ignition timing is corrected according to the calculated correction torque amount. Then, since the difference is eliminated, the response delay of the generated torque due to the change of the engine speed does not occur.

Therefore, the engine will not stall during idling when the gear is disengaged from a high rotational speed or when a load such as a clutch or a meat is applied.

The idling state of the engine means that the above conditions are satisfied when the throttle valve of the engine is at or near fully closed, and the above conditions are satisfied when the engine speed is less than or equal to a predetermined engine speed. When the gear is in neutral, the above conditions are satisfied, and when the intake pipe pressure or the fuel injection amount Tp is less than or equal to the set value, etc., or any combination of these conditions is satisfied. Means when

FIG. 25 is a flow chart showing an example of ignition timing calculation processing executed by the control circuit in another embodiment of the present invention.

In this embodiment, the ignition timing is corrected only during idling in the above-described embodiments, whereas the ignition timing is always corrected in the operating range other than cranking.

With this configuration, in addition to the effects of the above-described respective embodiments, for example, load fluctuations such as on / off of the air conditioner during constant-speed traveling and torque fluctuations that occur when air-fuel ratio feedback control is performed are softened. You can get it.

Effect As described above, according to the present invention, the difference in the torque response behavior (generation pattern) due to the difference in the set base air-fuel ratio caused by the response delay in the cylinder intake air amount when the engine speed changes. Since the torque can be suppressed and the response delay of the torque can be corrected, the engine is not stalled even when the gear is disengaged from a high rotation speed or a load such as a clutch or a meat is applied.

[Brief description of drawings]

FIG. 1 is a block diagram showing an example of a conventional ignition timing control device for an internal combustion engine, and FIGS. 2 and 3 are engine speeds used to explain the ignition timing data stored in the ROM of FIG. FIG. 4 is a diagram showing an example of an advance angle characteristic and an engine speed / intake air amount-advance value characteristic, FIG. 4 is a configuration diagram showing an example of a conventional fuel supply control device for an internal combustion engine, and FIGS. FIG. 11 is a characteristic diagram of the correction coefficient similarly used for correcting the fuel injection amount. FIG. 12 is a functional block diagram showing the configuration of the present invention, FIG. 13 is a block diagram showing an embodiment of the present invention, and FIGS. 14 and 15 are the I / O elements of FIG. 13, respectively. Fig. 17 is a block diagram of a part block, and Fig. 16 is a diagram showing an example of changes in intake pipe intake air amount, cylinder intake air amount, fuel injection amount, air-fuel ratio, and axial torque with respect to changes in engine speed. Is a diagram showing an example of changes in intake pipe intake air amount, cylinder intake air amount, fuel injection amount, shaft torque and correction torque amount with respect to changes in engine speed. FIG. 18 shows ignition timing and torque. FIG. 19 is a diagram showing an example of the relationship, FIG. 19 is a diagram showing an example of changes in the amount of change in the cylinder intake air amount, intake pipe pressure and cylinder intake air amount with respect to changes in the engine speed, and FIG. Fuel injection control executed by the control circuit of FIG. FIG. 21 is a flow chart showing an example of the fuel injection amount calculation processing, and FIG. 22 is a timing chart of each portion of FIG. 15 which is also used for the explanation. 23 is a flow chart showing an example of the ignition timing calculation processing, FIG. 24 is a flow chart showing an example of the ignition timing correction calculation processing of FIG. 23, and FIG. 25 is another embodiment of the present invention. It is a flowchart which shows an example of the ignition timing calculation processing which the control circuit in an example performs. 2 ... Crank angle sensor, 3 ... Air flow meter 5, 56 ... Power transistor, 6 ... Battery 7 ... Ignition coil, 8 ... Distributor 9A-9D ... Ignition plug, 51 ... Control circuit 57 ...... Starter switch 58 …… Idle switch 59 …… Intake pipe pressure sensor 60 …… Reference pulse generator

Claims (2)

[Claims] 1. A control device for controlling ignition timing and fuel supply of an internal combustion engine, comprising: a cylinder intake air amount calculating means for calculating a cylinder intake air amount sucked into a cylinder of the engine; and a cylinder intake air amount calculating means. Based on the calculation result of the deviation value calculation means for calculating the deviation value corresponding to the difference between the torque actually generated by the engine and the ideal generated torque of the engine based on the calculation result, and the cylinder intake air amount calculation means. The deviation value calculation means calculates the fuel supply amount control means for controlling the fuel supply quantity, the ignition timing calculation means for calculating the ignition timing according to the operating state of the engine, and the ignition timing calculated by the ignition timing calculation means. An internal combustion engine control device comprising: an ignition timing correction means for correcting the deviation based on a deviation value. 2. A control device for an internal combustion engine according to claim 1, wherein the cylinder intake air amount calculation means calculates the cylinder intake air amount based on the intake pipe pressure of the engine.