JPH08246938A - Control device for internal combustion engine - Google Patents

Abstract

PURPOSE: To suppress the fluctuation of output torque of an internal combustion engine occurring when the feed of fuel is stopped during deceleration, in an internal combustion engine having a variable valve timing mechanism (VVT). CONSTITUTION: A control device VC for an internal combustion engine executes control of an angle of lag before fuel cut (F/C) wherein an output timing for an ignition signal from an ECU 70 to an igniter 19 is delayed after the displacement angle of a cam shaft 23 on the suction side related to an VVT 50 is reduced to a value lower than a displacement angle in the vicinity of the displacement angle of a maximum angle of lag. Simultaneously with completion of an angle of lag before F/C, F/C processing wherein a fuel injection signal outputted to an injector 17 from the ECU 70 is stopped is executed.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a mechanical coupling between an input shaft of an automatic transmission and a crankshaft of an internal combustion engine before stopping the supply of fuel when the internal combustion engine is in a decelerating state where fuel supply is not required. BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for an internal combustion engine that performs engagement and ignition timing retard control, and more particularly, to a control device for an internal combustion engine that is suitable for an internal combustion engine included in a variable valve timing mechanism.

[0002]

2. Description of the Related Art Conventionally, when a vehicle (engine) is in a decelerating state that does not require fuel supply, the output of a fuel injection signal from an electronic control unit (ECU) to an injector is stopped, and the fuel is supplied to a combustion chamber. By executing the fuel cut for stopping the fuel supply, the fuel consumption is improved and the exhaust gas is purified.

In a vehicle equipped with an automatic transmission, as disclosed in Japanese Unexamined Patent Publication No. 5-141528, the lockup clutch is operated even during deceleration so that the driving force obtained from the driving wheels can be efficiently supplied to the engine. It has been realized to transmit and expand the execution area of fuel cut. That is, in an automatic transmission in which the crankshaft of the engine and the input shaft of the transmission are connected via the torque converter, transmission loss occurs in the torque converter. Therefore, if the fuel cut during deceleration in the low speed region is executed without operating the lockup clutch, the engine will stall.

Prior to execution of the fuel cut,
The ignition timing of the air-fuel mixture in the combustion chamber by the spark plug is retarded, and the output torque of the engine is temporarily reduced. That is, the engine that has been operating as a driving force source until now is driven by the driving force obtained by the rotation of the driving wheels by the fuel cut. Therefore, the output torque is reduced by executing the ignition timing retard control during the transition from the fuel supply state to the fuel cut, and the engine torque fluctuation is suppressed and the vehicle vibration due to the engine torque fluctuation is suppressed. is there.

Further, in Japanese Unexamined Patent Publication No. 5-141528, the lockup clutch is semi-engaged in order to suppress a shock generated when the lockup clutch is actuated to mechanically engage the crankshaft and the input shaft. A lock-up clutch slip control for gradually engaging from the engaged state is disclosed.

[0006]

By the way, in recent years, a valve timing control device for changing the valve opening timing (valve timing) of at least one of the intake valve and the exhaust valve according to the operating state of the engine has been put into practical use. ing. According to this valve timing control device, the period in which the intake valve and the exhaust valve are opened simultaneously (valve overlap period) can be set to an arbitrary period, so that the combustion efficiency in the combustion chamber can be improved.

Even in an engine having such a variable valve timing mechanism, fuel cut can be expected to improve fuel efficiency, and by retarding the ignition timing, vibration due to fuel cut is generated. It can be expected to be suppressed.

However, in the engine having the variable valve timing mechanism, there is a problem that abrupt output torque fluctuation occurs rather by executing the ignition timing retard control before the fuel cut.

That is, even if the valve opening timing of the intake valve is advanced and the accelerator is turned off when the valve overlap period is long, the valve overlap period is short immediately due to the response delay of the variable valve timing mechanism. I won't. Therefore, the exhaust gas once discharged to the exhaust passage is recirculated into the combustion chamber, and E
The GR rate becomes high, and the ignitability of the air-fuel mixture and the burning rate decrease.

In such a state, if the ignition timing is retarded, when the pressure of the explosion in the combustion chamber increases, the piston is already located much lower than the top dead center, and the pressure of the explosion is applied to the piston. Not transmitted effectively. As a result, abrupt output torque fluctuations occur, causing vibrations in the vehicle body.

The present invention has been made to solve the above-mentioned conventional problems, and in an internal combustion engine having a variable valve timing mechanism, fluctuations in output torque of the internal combustion engine that occur when fuel supply is stopped during deceleration. The purpose is to suppress.

[0012]

In order to achieve the above object, a control device for an internal combustion engine according to a first aspect of the present invention is driven at a predetermined timing in synchronization with rotation of a crankshaft M2 of the internal combustion engine M1. , An intake valve M6 and an exhaust valve M7 that open and close an intake passage M4 and an exhaust passage M5 that communicate with the combustion chamber M3, and a variable valve timing that changes the valve timing of at least one of the intake valve M6 and the exhaust valve M7. Mechanism M
8, an automatic transmission mechanism M11 having an input shaft M9 and an output shaft M10, and an automatic transmission mechanism M11 arranged between the automatic transmission mechanism M11 and the internal combustion engine M1.
And a hydraulic torque conversion means M13 having a clutch M12 for mechanically engaging the crankshaft M2 with each other,
Operating state detecting means M14 for detecting the operating state of the internal combustion engine M1, fuel supply means M15 for supplying fuel to the combustion chamber M3, and ignition for igniting the air-fuel mixture in the combustion chamber M3. Means M16, target valve timing determining means M17 for determining a target valve timing according to the operating state of the internal combustion engine M1 detected by the operating state detecting means M14, and the variable valve timing mechanism M8 are provided. Valve timing detection means M18 for detecting the actual valve timing of the valve on the operating side, and valve timing convergence control means M19 for controlling the variable valve timing mechanism M8 to converge the actual valve timing to the target valve timing. And the operating state of the internal combustion engine M1 is a deceleration state that does not require fuel supply. If it is determined by the deceleration state determination means M20 that determines whether or not the vehicle is in the deceleration state, and the deceleration state determination means M20 determines that the vehicle is in the deceleration state in which fuel supply is not necessary, the clutch M12 is controlled to input If the clutch control means M21 for mechanically engaging the shaft M9 and the crankshaft M2 and the deceleration state determination means M20 determine that the vehicle is in a deceleration state where fuel supply is not necessary, the fuel supply is performed. The fuel supply stopping means M22 for controlling the means M15 to stop the fuel supply to the combustion chamber M1, and after the clutch control means M21 starts the clutch control for the clutch M12, and by the fuel supply stopping means M22. Before starting the fuel supply stop control, the ignition means M16 is controlled to set the ignition timing of the air-fuel mixture in the combustion chamber M3. And ignition timing retard control means M23 for corner, the ignition timing retard control means M
And a retard control delay means M24 for delaying the retard control of the ignition timing by 23 for a predetermined period.

A control device for an internal combustion engine according to a second aspect of the present invention is the control device for an internal combustion engine according to the first aspect, wherein the retard control delay means M24 is detected by the valve timing detection means M18. A configuration is provided in which the ignition timing retard control by the ignition timing retard control means M23 is delayed until the determined actual valve timing reaches the predetermined valve timing.

[0014]

In the control apparatus for an internal combustion engine according to the present invention having the above-mentioned structure, when the internal combustion engine M1 is started and the crankshaft M2 rotates, the intake valve M6 and the exhaust valve M7 are set at predetermined timings. The intake passage M4 and the exhaust passage M5, which are driven by, open and close to the combustion chamber M3. The valve timing of at least one of the intake valve M6 and the exhaust valve M7 is changed by the variable valve timing mechanism M8. As a result, the valve overlap period in which the intake valve M6 and the exhaust valve M7 are simultaneously opened is changed.

Further, the rotational movement of the crankshaft M2 is caused by the fluid type torque converting means M1 having the clutch M12.
3, and an automatic transmission mechanism M11 via the input shaft M9.
Is transmitted to the automatic transmission mechanism M1 from the output shaft M10.
1 is output to the outside.

Further, the operating state detecting means M14 detects the operating state of the internal combustion engine M1, and the target valve timing determining means M17 is variable according to the operating state of the internal combustion engine M1 detected by the operating state detecting means M14. The target valve timing of the valve on the side where the valve timing mechanism M8 is arranged is determined. Further, the fuel supply means M15 supplies fuel to the combustion chamber M3, and the ignition means M15.
16 ignites the air-fuel mixture in the combustion chamber M3.

The valve timing detecting means M18
Detects the actual valve timing of the valve on the side where the variable valve timing mechanism M8 is arranged, and the valve timing convergence control means M19 causes the variable valve timing mechanism to converge the actual valve timing to the target valve timing. Control M8.

The deceleration state determination means M20 is the internal combustion engine M1.
Determines whether the vehicle is in a deceleration state that does not require fuel supply. When it is determined that the vehicle is in the deceleration state where fuel supply is not required, the clutch control means M21 controls the clutch M12 to mechanically engage the input shaft M9 and the crankshaft M2. The retard control delay means M24 delays the retard control by the ignition timing retard control means M23 for a predetermined period.

After a lapse of a predetermined period of time, the ignition timing retard control means M23 controls the ignition means M16 to retard the ignition timing to the air-fuel mixture in the combustion chamber M3, and the fuel supply stopping means M22 operates. The fuel supply means M15 is controlled to stop the fuel supply to the combustion chamber M3.

By delaying the retard control by a predetermined period in this way, the ignition retard control is not performed under the condition that the valve overlap period is long.
Rapid output torque fluctuation is suppressed.

Further, in the control device for the internal combustion engine according to the second aspect of the present invention, the retard control delay means M24 is used until the actual valve timing detected by the valve timing detection means M18 reaches a predetermined valve timing. During the period, the ignition timing retard control by the ignition timing retard control means M23 is delayed.

As a result, ignition timing retard control under conditions where the valve overlap period is long is reliably eliminated,
Rapid output torque fluctuations are effectively suppressed.

[0023]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment in which the present invention is embodied in a control device for an internal combustion engine will be described below with reference to the drawings.

First, the configuration of the control device VC for an internal combustion engine according to this embodiment will be described with reference to FIGS. 2 to 4.
FIG. 2 is a schematic configuration diagram showing a power train system to which this embodiment is applied.

The power train system to which this embodiment is applied is an engine 1 as an internal combustion engine that generates a driving force.
0 and an automatic transmission 100 that converts the driving force generated in the engine 10 and transmits it to driving wheels (not shown).

The engine 10 includes a cylinder block 11 having a plurality of cylinders, and a cylinder block 1.
1, a cylinder head 12 connected to the upper part, and a piston 13 that vertically reciprocates in each cylinder of the cylinder block 11. A crankshaft 14 is connected to the lower end of the piston 13,
The vertical movement of 3 causes the crankshaft 14 to rotate.

Further, a crank angle sensor 40 is arranged near the crankshaft 14, and the crank angle sensor 40 includes a magnetic rotor (not shown) connected to the crankshaft 14 and an electromagnetic pickup ( (Not shown). Here, equiangular teeth are formed on the outer circumference of the rotor, and a pulse-shaped crank angle signal is generated and detected every time the equiangular teeth of the rotor pass in front of the electromagnetic pickup.

The space defined by the inner walls of the cylinder blocks 11 and the cylinder head 12 and the top of the piston 13 functions as a combustion chamber 15 for burning the air-fuel mixture, and the top of the cylinder head 12 is formed. A spark plug 16 for igniting the air-fuel mixture is provided in the combustion chamber 15 so as to project into the combustion chamber 15.

A distributor 18 is arranged near the exhaust side camshaft 33 of the cylinder head 12. The distributor 18 is connected to the exhaust side camshaft 33, and an engine speed sensor 41 for detecting the speed of the crankshaft 14 and a cylinder discrimination sensor 42 for detecting a reference position signal generated at a predetermined rate. Is provided.

The engine speed sensor 41 comprises a magnetic rotor (not shown) that rotates in synchronization with the crankshaft 14 and an electromagnetic pickup (not shown). After the cylinder position sensor 42 generates a reference position signal, By measuring the number of generated pulse signals, the engine speed NE (the rotation speed of the crankshaft 14) is detected.

Further, each spark plug 16 is connected to a distributor 18 via a plug cord or the like (not shown), and an igniter 19 is connected to the distributor 18. And on the igniter 19,
An ignition signal is input from an ECU 70, which will be described later, at an ignition timing corresponding to the operating state of the engine 10, and the igniter 19 receiving the ignition signal cuts off the primary coil of the ignition coil (not shown) to generate a high voltage on the secondary coil. Let In this way, the high voltage output from the ignition coil is distributed by the distributor 18 to each spark plug 16 in synchronization with the crank angle.

The cylinder block 11 is provided with a water temperature sensor 43 for detecting the temperature (cooling water temperature) THW of the cooling water flowing through the cooling water passage. Cylinder head 1
The reference numeral 2 has an intake port 22 and an exhaust port 32. The intake port 20 is connected to the intake passage 20, and the exhaust port 32 is connected to the exhaust passage 30. In addition, the intake port 22 of the cylinder head 12
An intake valve 21 is provided, and an exhaust valve 31 is provided at the exhaust port 32.

Above the intake valve 21, the intake camshaft 2 for driving the intake valve 21 to open and close.
3 is disposed, and an exhaust side cam shaft 33 for driving the exhaust valve 31 to open and close is disposed above the exhaust valve 31. An intake side timing pulley 27 and an exhaust side timing pulley 34 are attached to one end of each camshaft 23, 33.
7, 34 are connected to the crankshaft 14 via a timing belt 35.

Therefore, when the engine 10 is operating, each camshaft 2 is driven from the crankshaft 14 through the timing belt 35 and each timing pulley 27, 34.
The rotation driving force is transmitted to the camshafts 3 and 33, and each camshaft 2
The intake valve 21 and the exhaust valve 31 are opened / closed by rotating 3, 33. Each of these valves 21,
31 is the rotation of the crankshaft 14 and the piston 13
In synchronism with the vertical movement of the intake stroke, that is, the intake stroke, the compression stroke,
The engine 10 is driven at a predetermined opening / closing timing in synchronization with a series of four strokes in the engine 10 including an explosion / expansion stroke and an exhaust stroke.

Further, a cam angle sensor 44 for detecting the valve timing of the intake valve 21 is arranged near the intake side camshaft 23. The cam angle sensor 44 is attached to the intake side camshaft 23. It is composed of a magnetic rotor (not shown) and an electromagnetic pickup (not shown) connected to each other. A plurality of teeth are formed on the outer circumference of the magnetic rotor at equal angles.
A pulsed cam angle signal (displacement timing signal) accompanying the rotation of the intake camshaft 23 is detected between BTDC 90 ° and 30 ° before the compression TDC of a predetermined cylinder.

An air cleaner 24 is connected to the air intake side of the intake passage 20, and a throttle valve 26 that is opened and closed in conjunction with an accelerator pedal (not shown) is disposed in the middle of the intake passage 20. ing. Then, the intake air amount is adjusted by opening and closing the accelerator pedal.

A throttle sensor 4 for detecting the throttle opening TA is provided near the throttle valve 26.
5 is provided, and the throttle sensor 45 is provided with an idle contact for surely detecting that the throttle opening TA is 0 °. Further, a surge tank 25 for suppressing intake pulsation is formed downstream of the throttle valve 26.

The surge tank 25 is provided with an intake pressure sensor 46 for detecting the intake pressure in the surge tank 25. An injector 17 for supplying fuel to the combustion chamber 15 is arranged near the intake port 22 of each cylinder. Each injector 17
Is a solenoid valve that is opened by energization, and each injector 17 is supplied with fuel pumped from a fuel pump (not shown).

Therefore, when the engine 10 is operating,
The air filtered by the air cleaner 24 is taken into the intake passage 20, and at the same time as the intake of the air, fuel is injected from each injector 17 toward the intake port 22. As a result, the air-fuel mixture is generated in the intake port 22, and the air-fuel mixture is sucked into the combustion chamber 15 with the opening of the intake valve 21 that is opened in the intake stroke.

A catalytic converter 36 containing a three-way catalyst for purifying exhaust gas is disposed in the middle of the exhaust passage 30. An oxygen sensor 47 for detecting the oxygen concentration in the exhaust gas is arranged in the exhaust passage 30.

In the gasoline engine system of this embodiment, the variable valve timing mechanism 50 (hereinafter referred to as "VV") driven by hydraulic pressure is used in order to change the opening / closing timing of the intake valve 21 to change the valve overlap amount.
"T". ) Are arranged. This VVT50 is
Crankshaft 14 (intake side timing pulley 27)
Is a mechanism for continuously changing the valve timing of the intake valve 21 by changing the displacement angle of the intake side camshaft 23 with respect to the rotation of.

The system configuration of the VVT 50 will be described with reference to FIG. Here, FIG. 3 shows VVT5.
4 is an explanatory view showing a cross section near the intake side camshaft 23 in which 0 is arranged, and the entire control system of the VVT 50. FIG.

The control system of VVT50 is VVT5.
0, an oil control valve 80 (hereinafter referred to as “OCV”) that applies a driving force to the VVT 50, a cam angle sensor 44 that detects a cam angle signal, and a cam angle sensor 44.
An ECU 70 that drives and controls the OCV 80 based on input signals from various sensors such as

The VVT 50 is arranged between the intake side camshaft 23 and the intake side timing pulley 27,
The intake camshaft 23 is rotatably supported between the cylinder head 12 and the bearing cap 51. An intake side timing pulley 27 is rotatably mounted near the front end of the intake side camshaft 23, and an inner cap 52 has a hollow bolt 53 and a pin 54 at the front end of the intake side camshaft 23. It is attached so that it can rotate integrally.

A housing 56 having a cap 55 is integrally rotatably attached to the intake side timing pulley 27 by a bolt 57 and a pin 58. The housing 56 allows the tip of the intake side camshaft 23 and the inner side to be rotated. The entire cap 52 is covered. Further, on the outer circumference of the intake side timing pulley 27, a large number of external teeth 27a for hanging the timing belt 35 are formed.

The intake camshaft 23 and the intake timing pulley 27 are connected by a housing 56 and a ring gear 59 interposed between the inner cap 52. The ring gear 59 has a substantially annular shape and is housed in the space S surrounded by the intake side timing pulley 27, the housing 56, and the inner cap 52 so as to be reciprocally movable in the axial direction of the intake side camshaft 23. . Further, a large number of teeth 59 are provided on the inner and outer circumferences of the ring gear 59.
a and 59b are formed.

Correspondingly, a large number of teeth 52a are formed on the outer circumference of the inner cap 52 and the inner circumference of the housing 56.
56b is formed. These teeth 59a, 59b,
Both 52a and 56b are helical teeth whose tooth lines intersect the axis of the intake camshaft 23 at a predetermined angle. That is, the tooth 52a and the tooth 59a mesh with each other, and the tooth 56b and the tooth 59b mesh with each other to form a helical spline.

Due to these meshing, the rotation of the intake side timing pulley 27 is transmitted to the intake side camshaft 23 via the housing 56 and the inner cap 52. Also, each tooth 59a, 59b, 52a, 56
Since b is a helical tooth, when the ring gear 59 moves in the axial direction of the intake side camshaft 23, a twisting force is applied to the inner cap 52 and the housing 56, and the intake side camshaft 23 is attached to the intake side timing pulley 27. Move relative to.

In the space S, in order to move the ring gear 59 in the axial direction, a first hydraulic chamber 60 is provided at the tip end side of the ring gear 59, and a second hydraulic chamber 61 is provided at the base end side of the ring gear 59.
have. The bearing cap 51 has a first hydraulic pressure supply hole 51a and a second hydraulic pressure supply hole 51b. In addition, inside the intake side camshaft 23, the first
A first hydraulic pressure supply passage 62 that communicates the hydraulic pressure supply hole 51a and the first hydraulic pressure chamber 60, and a second hydraulic pressure supply passage 63 that communicates the second hydraulic pressure supply hole 51b and the second hydraulic pressure chamber 61 are formed. .

The lubricating oil sucked up from the oil pan 65 by the hydraulic pump 64 is supplied to the respective hydraulic pressure supply holes 51a and 51b through the oil filter 66 with a predetermined pressure. In addition, each hydraulic pressure supply path 60, 6
In order to selectively supply the hydraulic pressure to the hydraulic pressure chambers 60 and 61 via the OCV 1, the OCV 8 is provided in the hydraulic pressure supply holes 51a and 51b.
0 is connected.

The OCV 80 is a 4-port directional control valve in which the plunger 83 driven by the electromagnetic actuator 81 and the coil spring 82 reciprocates the spool 84 in the axial direction to switch the flow direction of the lubricating oil. Then, the electromagnetic actuator 81
However, the opening degree is adjusted by the duty control, and the magnitude of the hydraulic pressure supplied to each hydraulic chamber 60, 61 is adjusted.

The OCV 80 casing 85 has a tank port 85t, an A port 85a, a B port 85b, and a reservoir port 85r. The tank port 85t is connected to the oil pan 65 via the hydraulic pump 64, and the A port 85a is connected to the first hydraulic pressure supply hole 5.
1a and B port 85b are connected to the second hydraulic pressure supply hole 51b. Further, the reservoir port 85r communicates with the oil pan 65.

The spool 84 is a cylindrical valve body, and
It has four lands 84a for sealing the flow of the lubricating oil between the two ports, and a passage 84b and a passage 84c for communicating the two ports and allowing the flow of the lubricating oil.

In the VVT 50 having these structures, O
When the CV 80 is drive-controlled and the spool 84 is moved to the left in the drawing, the passage 84b is in the tank port 85.
t and the A port 85a are communicated with each other, and the first hydraulic pressure supply hole 51a
Is supplied with lubricating oil. Then, the first hydraulic pressure supply hole 51a
The lubricating oil supplied to is supplied to the first hydraulic chamber 60 via the first hydraulic supply passage 62, and hydraulic pressure is applied to the tip side of the ring gear 59.

At the same time, the passage 84c connects the B port 85b and the reservoir port 85r, and the lubricating oil in the second hydraulic chamber 61 is supplied with the second hydraulic pressure supply passage 63, the second hydraulic pressure supply hole 51b, and the OCV 80. The oil is discharged to the oil pan 65 via the B port 85b and the reservoir port 85r.

Therefore, the ring gear 59 is moved while being rotated to the base end side (right side in the drawing) by the hydraulic pressure applied to the tip end side, and the intake side camshaft 23 is twisted via the inner cap 52. . As a result, the rotational phase (displacement angle) of the intake-side camshaft 23 relative to the intake-side timing pulley 27 (crankshaft 14) is changed (displaced), and the intake-side camshaft 23 changes from the most retarded angle displacement angle to the most advanced angle displacement angle. The intake valve 21
The valve opening timing of is advanced.

The intake valve 21 whose valve opening timing is advanced in this way is opened while the exhaust valve 31 is open, so that the intake valve 21 and the exhaust valve 31 are simultaneously opened. The lap period is extended. The movement of the ring gear 59 toward the base end side is restricted by the ring gear 59 contacting the intake side timing pulley 27, and when the ring gear 59 stops contacting the intake side timing pulley 27, the intake valve 21 moves. The valve opening timing is the earliest.

On the other hand, when the OCV 80 is drive-controlled and the spool 84 is moved to the right in the drawing, the passage 84
b connects the tank port 85t and the B port 85b,
Lubricating oil is supplied to the second hydraulic pressure supply hole 51b. And
The lubricating oil supplied to the second hydraulic pressure supply hole 51b is supplied to the second hydraulic pressure chamber 61 via the second hydraulic pressure supply passage 63, and hydraulic pressure is applied to the base end side of the ring gear 59.

At the same time, the passage 84c connects the A port 85a and the reservoir port 85r, and the lubricating oil in the first hydraulic chamber 60 is supplied with the first hydraulic pressure supply passage 62, the first hydraulic pressure supply hole 51a, and the OCV 80. The oil is discharged to the oil pan 65 via the A port 85a and the reservoir port 85r.

Therefore, the ring gear 59 is moved while being rotated to the front end side (the left side in the drawing) by the hydraulic pressure applied to the base end side, and the intake camshaft 23 is twisted in the opposite direction via the inner cap 52. Granted. As a result,
Intake side timing pulley 27 (crankshaft 14)
The rotational phase (displacement angle) of the intake-side camshaft 23 relative to is changed (displaced), the intake-side camshaft 23 is displaced from the most advanced displacement angle toward the most retarded displacement angle, and the opening timing of the intake valve 21 is changed. Is delayed.

By retarding the valve opening timing of the intake valve 21 in this way, the valve overlap period in which the intake valve 21 and the exhaust valve 31 are simultaneously opened is reduced or eliminated. The movement of the ring gear 59 toward the tip side is restricted by the ring gear 59 coming into contact with the housing 56, and when the ring gear 59 comes into contact with the housing 56 and stops, the opening timing of the intake valve 21 becomes the latest. .

The valve timing of the intake valve 21 changed by the VVT 50 is calculated based on the cam angle signal output from the cam angle sensor 44 and the crank angle signal output from the crank angle sensor 40. The calculation method will be described in detail later.

Next, the structure of the automatic transmission 100 will be described with reference to FIG. The automatic transmission 100 includes a torque converter 110 and an engine 1 via the torque converter 110.
The automatic transmission 130, which is connected to 0, and the hydraulic control circuit 140 for shifting, which hydraulically controls the automatic transmission 130, are provided.

The torque converter 110 includes the crankshaft 14 of the engine 10 via the front cover 111.
Pump impeller 112 and automatic transmission 1 connected to
The turbine runner 113 is fixed to the input shaft 131 of 30, and the stator 116 is fixed to the housing 115 via the one-way clutch 114. Further, the torque converter 110 includes a lockup clutch 117 fixed to the input shaft 131,
A lockup clutch hydraulic control circuit 118 for hydraulically controlling the lockup clutch 117 is provided, and the interior of the torque converter 110 is filled with fluid (oil). Further, an opening side hydraulic chamber 119 is formed between the lockup clutch 117 and the front cover 111, and the lockup clutch 117 and the turbine runner 11 are formed.
An engagement-side hydraulic chamber 120 is formed between the first and second positions.

When the pump impeller 112 rotates, the fluid flows in a direction to rotate the turbine runner 113 in the same direction as the pump impeller 112, and the turbine runner 113 that receives the fluid starts to rotate. As described above, while the rotational speed of the turbine runner 113 is in the medium / low speed region, the fluid acts in the direction in which the stator 116 cannot rotate due to the action of the one-way clutch 114.
6 remains fixed to the housing 115 and rectifies the fluid. On the other hand, when the rotation speed of the turbine runner 113 is in the high speed region, the fluid acts in the rotation direction of the stator 116, so that the stator 116 rotates in the same direction as the pump impeller 112.

When a lockup signal is output from the ECU 70 to the lockup clutch hydraulic control circuit 118, the lockup clutch hydraulic control circuit 118
Fluid is supplied to the engagement side hydraulic chamber 120. Therefore, compared with the hydraulic pressure in the opening side hydraulic chamber 119, the engagement side hydraulic chamber 1
The hydraulic pressure of 20 becomes high and the lockup clutch 117 becomes
It is pressed against the front cover 111. As a result, the crankshaft 14 and the input shaft 131 are mechanically engaged with each other via the front cover 111 and the lock-up clutch 117, and the torque converter 110.
It is possible to eliminate the inherent transmission loss.

When the lock-up clutch 117 is engaged, slip control is executed to gradually engage the lock-up clutch 117 from a so-called half-clutch (half-engaged) state in order to suppress a shock caused by the engagement. .

The automatic transmission 130 includes the turbine runner 11
3, an input shaft 131 to which the lockup clutch 117 is fixed, a planetary gear unit 132 to which the input shaft 131 is connected, and an output shaft 133 connected to the planetary gear unit 132.
It has and. Also, below the automatic transmission 130,
A shift hydraulic control circuit 140 is provided.

The shift position detected by the shift position sensor 48 arranged near the shift selector 101 in the vehicle is input to the shift hydraulic control circuit 140 via the ECU 70, and the shift hydraulic control circuit 140 is input.
Controls the hydraulic pressure so that the automatic transmission mechanism 130 realizes an appropriate shift position.

As a result, the driving force input from the input shaft 131 is converted into an appropriate output torque by the automatic transmission mechanism 130. Then, the torque-converted driving force is transmitted to driving wheels (not shown) via the output shaft 133, and the vehicle travels.

Next, the control system of the valve timing control device VC for an internal combustion engine according to this embodiment will be described with reference to the control block diagram shown in FIG. The control system of the valve timing control device VC of the internal combustion engine includes an electronic control unit 7
It is configured with 0 (hereinafter referred to as "ECU") as a core. The ECU 70 implements valve timing convergence control means, target valve timing determination means, clutch control means, fuel supply stop means, ignition timing retard control means, retard control delay means, deceleration state determination means, and the like.

The ECU 70 stores a VVT displacement angle map for determining the displacement angle of the intake side camshaft 23 in accordance with various control programs and various conditions.
One. Then, in the ROM 71, as various control programs, a deceleration state determination process for determining whether or not the vehicle (engine 10) is in a deceleration state in which the fuel cut process (hereinafter referred to as “F / C process”) may be executed. A program, a retard control delay determination processing program for determining whether to delay the ignition timing retard control performed before the F / C processing are stored. Further, the ROM 71 calculates the ignition timing according to the operating state of the engine 10, and
An ignition timing control processing program that retards the ignition timing and a fuel injection control processing program that calculates the fuel injection amount according to the operating state of the engine 10 and executes the F / C processing are stored.

Further, the ECU 70 is a CP which executes arithmetic processing based on a control program stored in the ROM 71.
A U73, a RAM 73 for temporarily storing the calculation result in the CPU 72, data input from each sensor, and the like, and a backup RAM 74 for holding various data stored in the RAM 73 when the power supply is stopped.

The CPU 72, ROM 71, RAM
73 and the backup RAM 74 are the bidirectional bus 75.
And an input interface 76 and an output interface 77.

The input interface 76 includes a crank angle sensor 40, an engine speed sensor 41, a cylinder discrimination sensor 42, a water temperature sensor 43, a cam angle sensor 44, a throttle sensor 45, an intake pressure sensor 46, and an oxygen sensor 4.
7, a shift position sensor 48, etc. are connected.
When the signal output from each sensor is an analog signal, it is output to the bidirectional bus 75 after being converted into a digital signal by an A / D converter (not shown).

Further, the output interface 77 is connected to external circuits such as the injector 17, the igniter 19, the OCV 80, the hydraulic control circuit 140 for shift control, the hydraulic control circuit 118 for lockup clutch and the like. Then, the injection signal corresponding to the operating state of the engine 10 is output to the injector 17, and the injection signal is stopped when the F / C processing is executed. Also, the igniter 19
The ignition signal is output at an ignition timing according to the operating state of the engine 10, and the ignition signal output timing is retarded when the ignition timing retard control is executed.

Next, the deceleration state determination processing program, the retard control delay determination processing program, the ignition timing control processing program, and the fuel injection control processing program in the internal combustion engine controller VC according to this embodiment having the above-described configuration explain.

First, the relationship between the displacement angle of the intake camshaft 23 (VVT 50), the ignition timing, and the F / C processing will be described with reference to the time chart shown in FIG. First, the condition is that the throttle valve 26 is fully closed and slip control is performed on the lockup clutch 117. At this time, when slip control is not performed on the lockup clutch 117, the ECU 70 outputs a lockup signal to the lockup clutch hydraulic control circuit 118.

When the displacement angle of the VVT 50, that is, the calibrated actual displacement angle VT of the intake side camshaft 23 becomes equal to or less than the value K near the displacement angle of the most retarded angle, the ignition timing retard control is started. When the ignition timing retard control is executed, the output timing of the ignition signal output from the ECU 70 to the igniter 19 is gradually retarded, and the ignition timing of the mixture by the spark plug 16 is retarded correspondingly. To be done.

Eventually, the retard amount of the ignition timing becomes the limit retard amount K.
The ignition timing retard control ends when ABFC is reached, and the ignition signal is output from the ECU 70 to the igniter 19 at a timing corresponding to the operating state of the engine 10. At the same time when the ignition timing retard control ends, the fuel injection signal output from the ECU 70 to the injector 17 is stopped and the F / C process is executed.

The above relationship is established among the displacement angle of the intake camshaft 23, the ignition timing, and the F / C processing. Hereinafter, specific processing contents will be described with reference to FIG.
This will be described with reference to the flowchart of each program shown in FIG.

First, description will be made with reference to the flowchart of the deceleration state determination processing program shown in FIG. here,
The deceleration state determination processing program is for the vehicle (engine 10).
Is a program that determines whether or not the F / C processing is in a decelerating state in which the F / C processing may be executed, and sets and resets the idle ON / F / C determination flag XFCIDL based on the determination result.

Incidentally, "S" in the flow chart of each program indicates each step. First,
In S100, it is determined whether the engine 10 (vehicle) is in a decelerating state. Specifically, the throttle sensor 45
It is determined by whether or not the idle contact provided at is ON, that is, whether or not the throttle opening TA is 0 °. Then, when it is determined that the idle contact is ON (S100: YES), the step proceeds to S110, and the idle determination flag XIDL is set. On the other hand, when it is determined that the idle contact is not turned on (S100: NO), the step is S
Moving to 120, the idle determination flag XIDL is reset. Since the engine 10 is in the idle state at the start of the engine, the idle determination flag XIDL is reset when the engine 10 is started.

In subsequent S130, the idle determination flag X is set.
It is determined whether IDL is set. And
When it is determined that the idle determination flag XIDL is set (S130: YES), the step is S14.
0, and the engine speed NE detected by the engine speed sensor 41 is the F / C engine speed NCU.
It is determined whether or not T or more.

Here, the F / C engine speed NCUT
Is a threshold value for determining whether the engine 10 is at the engine speed NE at which F / C processing can be executed,
When the engine speed NE is equal to or higher than the F / C engine speed NCUT, it is determined that the engine 10 is in a state capable of executing the F / C processing.

On the other hand, if it is determined that the idle determination flag XIDL has been reset (S130: N
O), step moves to S150, idle ON / F
The / C determination flag XFCIDL is reset. The idle ON / F / C determination flag XFCIDL is a flag that is set when the engine 10 is in the idle state (the throttle valve 26 is fully closed) and the F / C processing can be executed. is there. Therefore, when the idle determination flag XIDL is reset, it means that the throttle valve 26 is not in the fully closed state, so it is determined whether or not the engine 10 is in a state in which F / C processing can be executed. Without Idle ON / F /
The C determination flag XFCIDL is reset.

When it is determined in S140 that the engine speed NE is equal to or higher than the F / C engine speed NCUT (S140: YES), the process proceeds to S160, and the idle ON / F / C determination flag XFCIDL is set. This is set and this program ends. That is, it is determined that the engine 10 is in the idle state (the throttle valve 26 is fully closed) and the F / C processing can be executed, and the engine 10 is in the deceleration state in which the F / C processing can be executed. The result of the determination that there is is obtained.

On the other hand, when it is determined that the engine speed NE is less than the F / C engine speed NCUT, (S
140: NO), the process proceeds to S170, and it is determined whether the engine speed NE is lower than the injection return engine speed NRT.

Here, the injection return engine speed NRT
Is a threshold value for determining whether or not the engine rotational speed NE at which the engine 10 should be in the state where the fuel injection is restarted from the state in which the F / C processing is being executed is determined. When it is less than the injection return engine speed NRT, it is determined that the fuel injection should be restarted. In order to prevent chattering, the injection return engine speed NRT is set to a value smaller than the fuel cut engine speed NCUT, and a hysteresis is provided between the two.

When it is determined that the engine speed NE is less than the injection return engine speed NRT (S
170: YES), the process proceeds to S150, the idle ON / F / C determination flag XFCIDL is reset, and the program ends. That is, although the throttle valve 26 is fully closed, the engine speed NE
Is too low to execute the F / C processing, and there is a risk of engine stall, so it is possible to obtain a determination result that the engine 10 is not in the deceleration state in which the F / C processing can be executed.

On the other hand, when it is determined that the engine speed NE is less than the injection return engine speed NRT (S1
70: NO), idle ON / F / C determination flag XFC
The IDL is not set or reset, and this program is terminated while maintaining the current flag state.

Next, the retard control delay determination processing program will be described with reference to FIG. Here, the retard control delay determination processing program obtains the determination result in the deceleration state determination processing program and determines whether or not to delay the execution timing of the ignition timing retard control performed before the F / C processing. It is a program.

First, in S200, idle ON /
It is determined whether the F / C determination flag XFCIDL has been reset, that is, whether the F / C processing has already been executed. And the idol is on
When it is determined that the F / C determination flag XFCIDL has been reset (S200: YES), the step is S
Move to 210. On the other hand, when it is determined that the idle ON / F / C determination flag XFCIDL is set (S200: NO), the process proceeds to S220,
After 0 is stored in the F / C front retard angle amount ABFC and the F / C front retard angle control determination flag XABFC is reset, this program ends. That is, when the F / C processing has already been executed, it is not necessary to retard the ignition timing.

Here, the F / C front retard amount ABFC is a correction value of the ignition timing retard amount used when calculating the actual ignition timing in the ignition timing control processing program which will be described later. Corner control determination flag XABFC is F / C
It is a flag that indicates the determination result of whether or not to execute the ignition timing retard control before processing.

In S210, in the torque converter 110, it is determined whether the lock-up clutch hydraulic control circuit 118 is executing the slip control for gradually engaging the lock-up clutch 117. That is, the driving force transmitted from the driving wheel (not shown) is
Since the power is transmitted to the engine 10 via the torque converter 110, the transmission efficiency is low and the lockup clutch 117
This is because if the F / C process is executed in the state where is not engaged, the engine speed NE will immediately decrease, which may cause an engine stall.

When it is determined that the slip control for the lockup clutch 117 is being executed (S210: YES), the process proceeds to S230. On the other hand, when it is determined that the slip control for the lockup clutch 117 is not being executed (S210: NO), the step proceeds to S220 and F
This program ends without executing the / C processing and the F / C pre-retard control.

In S230, it is determined whether or not the calibrated actual displacement angle VT of the intake camshaft 23 in the VVT 50 is less than or equal to the displacement angle K near the most retarded angle. Here, whether or not the calibrated actual displacement angle VT is less than or equal to the displacement angle K in the vicinity of the most retarded angle is determined in a state where the intake side camshaft 23 is advanced (a state where the valve overlap amount is large). This is because a large output torque fluctuation will occur if the ignition timing retard control is performed.

The calibration actual displacement angle VT is a displacement angle obtained by calibrating the actual displacement angle VTB with the most retarded learning value GVTFR, and the actual displacement angle VTB.
Is the actual displacement angle of the intake camshaft 23 with respect to the crankshaft 14. And the actual displacement angle VT
B is calculated as follows based on the reference timing signal and the displacement timing signal.

First, after the displacement timing signal detected by the cam angle sensor 44 is input to the ECU 70,
The signal interval (pulse interval) until the reference timing signal detected by the crank angle sensor 40 is input to the ECU 70 is measured as time using the engine speed NE. Then, by using the known relationship between the crank angle and the time (engine speed NE), the measured time is converted into the actual displacement angle VTB as the displacement angle of the camshaft with respect to the crankshaft. Next, the actual displacement angle VTB is calibrated by the most retarded angle learning value GVTFR obtained by learning the most retarded angle displacement angle of the intake camshaft 23 with respect to the crankshaft 14 as the reference displacement angle of the VVT 50, and the calibration actual The displacement angle VT is calculated.

If it is determined that the calibration actual displacement angle VT is less than or equal to the predetermined displacement angle K (S230: YE
S), the step moves to S240. On the other hand, when it is determined that the calibration actual displacement angle VT is larger than the predetermined displacement angle K (S230: NO), the process proceeds to S220, 0 is stored in the F / C pre-delay angle amount ABFC, and F / C is stored. C
After the front retard control determination flag XABFC is reset,
This program ends. That is, when the VVT 50 is in the advanced state, the ignition timing retard control is not executed even if other conditions are satisfied.

In S240, the F / C front retard amount ABFC (previous F / C front retard amount AB stored in the RAM 73 is stored.
FC) is 0 or not. When it is determined that the F / C front retard amount ABFC is 0 (S24
0: YES), the process proceeds to S250, the F / C front retard control determination flag XABFC is set, and the program ends.

On the other hand, if it is determined that the F / C front retard amount ABFC is not 0 (S240: NO), the process proceeds to S260, and the F / C front retard amount ABFC is set.
Is less than or equal to the limit retardation amount KABFC.
That is, guard is provided so that the retard amount of the ignition timing does not exceed the limit value. Then, the F / C front retard amount AB
When it is determined that FC is equal to or less than the limit retardation amount KABFC (S260: YES), this program ends.
In this case, since the F / C front retard angle amount ABFC is not 0 and the ignition timing retard control is being executed, the F / C front retard angle control determination flag XABFC remains set.

On the other hand, when it is judged that the F / C front retard amount ABFC is larger than the limit retard amount KABFC (S260: NO), the step shifts to S220, and F
After 0 is stored in the / C front retard amount ABFC and the F / C front retard control determination flag XABFC is reset, this program ends. That is, the F / C front retard amount ABFC
F to the limit retardation amount KABFC
This is because it is necessary to return the ignition timing control process from the retard control to the normal control because the output torque reduction before the / C process is achieved.

Next, the ignition timing control processing program will be described with reference to the flowchart shown in FIG. This ignition timing control processing program is a program for calculating the timing at which the ignition signal is output to the igniter 19.

First, in S300, it is determined whether or not the F / C front retard control determination flag XABFC is set. Then, the F / C front retard control determination flag XABF
If it is determined that C is not set (S30
0: YES), the step proceeds to S310, and the base ignition timing ABSE is calculated. This base ignition timing AB
SE is an ignition timing calculated from a preset map based on the intake pressure PM detected by the intake pressure sensor 46 and the engine speed NE detected by the engine speed sensor 41.

On the other hand, if it is determined that the F / C front retard angle control determination flag XABFC is set (S300: NO), the step proceeds to S320 and the current F / C front retard angle is set. Predetermined delay amount K with respect to amount ABFC _i-1
ABFCDC is added to obtain the F / C front retard amount ABFC _i used this time. That is, since the F / C front retard control determination flag XABFC is set, there is no problem even if the ignition timing is retarded, and the ignition timing is retarded stepwise by retarding the ignition timing. This suppresses the shock caused by the angle control.

Subsequently, at S330, the actual ignition timing AOP is calculated by removing the current F / C pre-delay angle amount ABFC from the base ignition timing ABSE calculated at S310. Here, if the determination of "NO" is made in S300, the actual ignition timing AOP = base ignition timing ABSE, and the ignition timing retard control is not executed. On the other hand, if "YES" is determined in S300, the F / C front retard amount A calculated in S320 is calculated.
Only BFC, the ignition timing is retarded.

When the actual ignition timing AOP is calculated in this way, an ignition signal is output from the ECU 70 to the igniter 19, and the high voltage generated by the operation of the igniter 19 is distributed to each spark plug 16 via the distributor 18. It Then, the air-fuel mixture in the combustion chamber 15 is ignited, and this program ends. As a result, the engine 10
The output torque generated in 1 is reduced stepwise, and the shock generated when the F / C processing described later is executed can be suppressed.

Next, the fuel injection control processing program will be described with reference to the flowchart shown in FIG. This fuel injection control processing program is a program for stopping the fuel injection signal output to the injector 17 and executing the F / C processing when the vehicle decelerates when fuel supply is unnecessary.

First, in S400, idle ON / F
It is determined whether the / C determination flag XFCIDL is set. When it is determined that the idle ON / F / C determination flag XFCIDL is reset (S400: YES), the process proceeds to S410,
It is determined whether or not the F / C front retard control determination flag XABFC is set. That is, the engine 10 is F /
It is determined whether or not the C process is allowed to be executed and the ignition timing retard control executed before the F / C process is completed.

Then, the F / C front retard control determination flag XA
If it is determined that the BFC has been reset (S4
10: YES), step moves to S420, F / C
The processing is executed, and this program ends. This F / C
The process is executed by stopping the fuel injection signal output from the ECU 70 toward the injector 19.

On the other hand, when it is determined in S410 that the F / C front retard control determination flag XABFC is set (S410: NO), the step is S43.
The program shifts to 0, the fuel injection control based on the condition of the engine 10 is executed, and this program ends. That is, the engine 10 is in a state in which F / C processing can be executed, but the ignition timing retard control before F / C processing has not been completed.

Also, in S400, idle ON / F
When it is determined that the / C determination flag XFCIDL is set (S400: NO), the engine 10 is set to F /
Since the C processing is not possible, the step proceeds to S430, the fuel injection control based on the condition of the engine 10 is executed, and this program ends.

As described above in detail with reference to each embodiment, the control device VC for the internal combustion engine according to the above embodiment is
Until T50 (the intake side camshaft 23) is displaced in the vicinity of the displacement angle of the most retarded angle, the execution timing of the F / C front retardation control process is delayed, and after the F / C front retardation control process is executed, F / C
It is provided with a configuration for executing the C processing.

Therefore, it is possible to suppress a sudden output torque fluctuation caused by executing the F / C pre-delay angle control process under the condition that the valve overlap period is long, and also to cause the vehicle body to go along with this. Vibration can be suppressed. That is, the execution timing of the ignition timing retard control is delayed until the EGR rate in the combustion chamber decreases and the ignitability of the air-fuel mixture and the combustion speed improve.

As a result, engine 1 having VVT50
Even at 0, similar to the normal engine, it is possible to execute the smooth ignition timing retard control and the F / C processing without causing a sudden output torque fluctuation.

The present invention can be variously modified and improved without departing from the spirit thereof. For example, in the retard control delay determination processing program in the above embodiment, VVT
Whether or not the VVT 50 is in the retarded state is determined by whether or not the displacement angle of 50 becomes equal to or less than the predetermined value K. However, as shown in the flowchart of FIG. 11, in S225, the determination may be made based on whether or not the elapsed time Td after the idle contact is turned on is equal to or longer than the predetermined time Tx.

In such a case, feedforward control is performed, and it is possible to more simply determine whether or not the VVT 50 is in the retarded state. Further, it may be used as a backup when the calibration actual displacement angle VT of the VVT 50 becomes unknown. Here, the predetermined time Tx is the oil temperature,
It is obtained based on a map that defines the relationship between the water temperature, the hydraulic pressure, etc. and the calibrated actual displacement angle VT of the VVT 50.

In the above embodiment, the valve timing of the intake valve 21 is variably controlled to change the valve overlap period. However, the valve overlap period may be changed by variably controlling the valve timing of the exhaust valve 31 or by variably controlling the valve timing of the intake valve 21 and the exhaust valve 31.

In any case, the valve overlap period may be changed so that desired engine characteristics can be obtained without change. Further, the actual displacement angle VT detected by the cam angle sensor 44
The calibration actual displacement angle VT in which B is calibrated by the most retarded angle learning value GVTFR is used, but the most retarded angle learning is not performed V
The actual displacement angle VTB may be used in the VT50.
Even in such a case, the actual displacement angle VTB is equal to the target displacement angle VT.
This is because there is no change in the influence of T and it is necessary to strictly determine the control switching.

As the VVT 50, a mechanism for changing the valve timing of the intake valve 21 by displacing the displacement angle of the intake side camshaft 23 with respect to the crankshaft 14 by hydraulic pressure is used. However, the crankshaft 1 can be driven by other driving means such as a step motor.
The displacement angle of the intake side camshaft 23 with respect to 4 may be displaced.

That is, in any case, VVT50
This is because the valve overlap period is expanded, and when the ignition timing retard control is executed in such a state, output torque fluctuation occurs, and it is necessary to delay the ignition timing retard control.

The technical ideas other than the claims that can be understood from the above embodiments will be described below along with their effects. (1) In the control device for an internal combustion engine according to claim 1 or 2, the clutch control means controls the clutch to mechanically half-engage the input shaft and the crankshaft. , A control device for an internal combustion engine, characterized in that all engagement is carried out stepwise.

In the case of having such a structure, when the clutch is controlled to mechanically engage the input shaft and the crankshaft, the clutch is engaged in a stepwise manner from the half-engaged state. Can be reduced.

(2) In the control device for an internal combustion engine according to claim 1, claim 2 or (1), the operating state detecting means is an opening degree of a throttle valve arranged in the intake passage. And a rotational speed detection means for detecting the engine speed of the internal combustion engine, wherein the deceleration state determination means is configured to fully close the throttle valve opening detected by the throttle valve sensor. And, when the engine speed detected by the speed detecting means is equal to or higher than a predetermined speed, it is determined that the operating state of the internal combustion engine is in a deceleration state that does not require fuel supply. Control device for internal combustion engine.

With such a structure, it is determined that the throttle valve opening is fully closed and the vehicle is in a decelerating state, and there is no need to supply fuel when the engine speed is equal to or higher than a predetermined speed. Will be judged. Therefore, the internal combustion engine will not be inadvertently stopped, and the fuel supply stop execution area can be expanded.

[0127]

As described above, the control device for an internal combustion engine according to the invention of claim 1 is provided with the retard control delay means for delaying the ignition timing retard control by a predetermined period. Therefore, it is possible to suppress the output torque fluctuation of the internal combustion engine that occurs when the fuel supply is stopped during deceleration.

Further, according to the control device for an internal combustion engine in accordance with the second aspect of the present invention, the ignition timing retard control is executed when the variable valve timing mechanism surely achieves the predetermined valve timing. There is. Therefore,
It is possible to more reliably suppress the output torque fluctuation of the internal combustion engine that occurs when the fuel supply is stopped during deceleration.

[Brief description of drawings]

FIG. 1 is a conceptual configuration diagram showing a basic conceptual configuration of a control device for an internal combustion engine according to the present invention.

FIG. 2 is a system configuration diagram showing a schematic configuration of a power train system to which the present invention is applied.

FIG. 3 is a schematic configuration diagram of a variable valve timing mechanism system.

FIG. 4 is a schematic configuration diagram of an automatic transmission.

FIG. 5 is a control block diagram of the control device for the internal combustion engine.

[FIG. 6] Displacement angle of the intake side camshaft, ignition timing,
A time chart for explaining the relationship between the fuel cut and the fuel cut.

FIG. 7 is a flowchart of a deceleration state determination processing program.

FIG. 8 is a flowchart of a retard control delay determination processing program.

FIG. 9 is a flowchart of an ignition timing control processing program.

FIG. 10 is a flowchart of a fuel injection control processing program.

FIG. 11 is a flowchart of a retard control delay determination processing program described in another example.

[Explanation of symbols]

10 ... Engine, 14 ... Crank shaft, 15 ... Combustion chamber, 20 ... Intake passage, 21 ... Intake valve, 22 ... Intake port, 23 ... Intake side camshaft, 26 ... Throttle valve, 40 ... Crank angle sensor, 44 ... Cam Corner sensor,
46 ... Intake pressure sensor, 48 ... Shift position sensor, 50 ... VVT, 70 ... ECU, 100 ... Automatic transmission, 110 ... Torque converter,
117 ... Lockup clutch, 118 ... Hydraulic control circuit for lockup clutch, 130 ... Automatic transmission, 131
... input shaft, 140 ... shifting hydraulic control circuit, M2 ...
Crankshaft, M6 ... Intake side camshaft, M8 ...
Variable valve timing mechanism, M9 ... Input shaft, M1
DESCRIPTION OF SYMBOLS 1 ... Automatic transmission mechanism, M12 ... Clutch, M13 ... Fluid type torque conversion means, M15 ... Fuel supply means, M16 ... Ignition means, M20 ... Deceleration state determination means, M21 ... Clutch control means, M22 ... Fuel supply stop means, M23 ... ignition timing retard control means, M24 ... retard control delay means, VC ... control device for internal combustion period.

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification code Internal reference number FI Technical display area F02D 41/12 330 F02D 41/12 330J 43/00 301 43/00 301B 301H 301Z F02P 5/15 F16H 61/14 A F16H 61/14 F02P 5/15 F // F16H 59:34

Claims (2)

[Claims] 1. An intake valve and an exhaust valve, which are driven at a predetermined timing in synchronization with rotation of a crankshaft of an internal combustion engine to open and close an intake passage and an exhaust passage communicating with a combustion chamber, respectively, and the intake valve or the exhaust valve. A variable valve timing mechanism for changing the valve timing of at least one of the above, an automatic transmission mechanism having an input shaft and an output shaft, and an input transmission shaft arranged between the automatic transmission mechanism and the internal combustion engine. Fluid torque converting means having a clutch for mechanically engaging the crankshaft, operating state detecting means for detecting an operating state of the internal combustion engine, and fuel supply for supplying fuel to the combustion chamber Means, ignition means for igniting the air-fuel mixture in the combustion chamber, and the operating state detection means Target valve timing determining means for determining the target valve timing according to the issued operating state of the internal combustion engine, and a valve for detecting the actual valve timing of the valve on the side where the variable valve timing mechanism is arranged. Timing detection means, valve timing convergence control means for controlling the variable valve timing mechanism to converge the actual valve timing to the target valve timing, and the operating state of the internal combustion engine is a deceleration state that does not require fuel supply. And a deceleration state determining means for determining whether the input shaft and the input shaft are in contact with each other when the deceleration state determining means determines that the vehicle is in a deceleration state that does not require fuel supply. Clutch control means for mechanically engaging the crankshaft, and the deceleration state determination hand When it is determined that the vehicle is in a deceleration state that does not require fuel supply, the fuel supply stop means for controlling the fuel supply means to stop the fuel supply to the combustion chamber; After the start of the clutch control for the clutch, but before the start of the fuel supply stop control by the fuel supply stop means, the ignition means is controlled to retard the ignition timing of the air-fuel mixture in the combustion chamber. A control device for an internal combustion engine, comprising: angle control means; and retard control delay means for delaying the ignition timing retard control by the ignition timing retard control means for a predetermined period. 2. The control device for an internal combustion engine according to claim 1, wherein the retard control delay means includes the ignition timing during a period until an actual valve timing detected by the valve timing detection means reaches a predetermined valve timing. A control device for an internal combustion engine, wherein delay control of ignition timing by retard control means is delayed.