JPS60162064A - Control device for internal-combustion engine - Google Patents

Abstract

PURPOSE:To prevent an engine from stalling in time of being ungeared from high revolution, by checking a difference between generating patterns of torque due to a disparity in setting base air-fuel ratios caused by a response lag of a cylinder suction air quantity in time of variations in an engine speed, while compensating the response lag of generating torque. CONSTITUTION:Torque T of a shaft causes a response lag to the variation of an engine speed N according to the response lag of a cylinder suction air quantity Qa, while its generating pattern differs according to the variation of an air-fuel ratio Y, namelt, a disparity in setting base air-fuel ratios. On the basis of the cylinder suction air quantity, a difference (compensation torque value) between actual torque generated out of an engine at a control part 51 in time of idling and ideal torque is calculated and ignition timing is compensated according to this compensated value, thus the difference is made so as to be eliminated so that there is no response lag of the generating torque due to variations in the engine speed. With this constitution, in times of idling and being ungeared from high revolution, no engine stall will happen when load of clutch meet or the like is added.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a control device for controlling ignition timing and fuel supply of an internal combustion engine.

Conventionally, among the control devices that control the ignition timing and fuel supply of internal combustion engines, the ignition timing control device that controls the ignition timing is, for example, [June 1978, published by Nissan Motor Co., Ltd. There is something like the one described in "Explanatory Manual, pages 46-54".

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

The control unit 1 of this ignition timing control device includes C
PU (Central Processing Unit) 11. ROM (IJ-de-
Only Memory)12. It is composed of a microcomputer consisting of a RAM (Random Access Memory) 13, an input/output device (I/O device) 14, etc., and controls the ignition timing based on a program stored in its ROM 12.

The ROM 12 of the control unit 1 contains a table X of ignition timing value data corresponding to the engine speed as shown in FIG. 2, and a table X of ignition timing value data corresponding to the engine speed and intake pipe intake air amount as shown in FIG. Ignition timing value data table Y
It stores and.

The control unit 1 also calculates the engine speed by counting an angle signal p from a crank angle sensor 2 that detects the crank angle, and an air flow meter 3 that detects the amount of air taken into the intake pipe of the engine. The intake air amount is calculated based on the intake pipe intake air amount signal P2 from the intake pipe intake air amount signal P2.

When the throttle close signal P3 is input from the throttle close switch 4 that detects that the throttle valve is fully open, table When the close signal P3 is not input, table Y
is selected to read the ignition timing value data corresponding to the engine speed and intake pipe intake air amount, and based on the reference position signal P4 from the crank angle sensor 2, the power transistor is activated at the timing corresponding to the read ignition timing value data. 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, and a high voltage is generated in the secondary winding 7b, and this high voltage is distributed by the taste distributor 8. Power is sequentially supplied to the ignition plaques 9A-90 to generate spark discharge and ignite.

Next, as a fuel supply control device that controls fuel supply,
For example, [Published by Sankaido Co., Ltd., July 20, 1980]
Automotive Engineering Complete Book Volume 4 Kallin Engine No. 201
There is something like the one described on page 204.

Such a fuel supply control device will be explained with reference to FIG. 4.

In this fuel supply control device, after fuel is sucked and pressure-fed from a 5-fuel tank 21 to a fuel pump 22, pulsation is suppressed by a fuel damper 23, and dust and moisture are removed by a fuel filter 24.
The fuel is supplied to a fuel injector 26 attached to the engine 25. Note that the pressure regulator 27 keeps the fuel pressure supplied to the fuel injector 26 constant.

On the other hand, air is taken into the engine via the air filter 61 and then flows from the intake manifold 34 to the engine 2 via the air flow meter 32 and the throttle valve 66.
5 cylinders. Note that the air regulator 35 introduces auxiliary air into the intake manifold 34 at the time of startup or warm-up to increase the amount of intake air.

The control unit 41 is composed of a microcomputer, similar to the control unit 1 in FIG. A throttle close signal from the water temperature sensor 42, a water temperature signal from the water temperature sensor 2, and a battery voltage detection signal (not shown).

The starter signal from the starter switch that detects the operation of the starter motor, the angle signal from the crank angle sensor that detects the crank angle, etc. are input, and based on these input results, the fuel injector 26 of each cylinder
At the same time, the fuel supply amount is controlled by controlling the drive once per engine revolution.

That is, the control unit 41 generates an injection amount (basic injection amount) Tp proportional to the intake air amount per rotation based on the intake air amount signal from the air flow meter 32 and the angle signal from the crank angle sensor. is calculated by applying -Q/N to Tp=. Note that Q is the amount of intake air.

N is the engine speed.

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

Increased amount correction after starting (RAS): This is a correction to obtain smooth starting characteristics and a smooth transition from starting to idling.The correction coefficient KAS takes the initial value shown in Figure 5 when the starter motor is turned on. After 3 hours, it becomes rOJ.

Post-idle increase correction (KA:r): This is a correction for smooth starting when there is not enough warm air.

The correction coefficient kAI reaches the initial value shown in Fig. 6 immediately after the idle switch is turned off, and decreases to "0" as time passes.
become.

Battery voltage correction (TS): Correction of changes in the effective valve opening time of the fuel injector due to fluctuations in the driving voltage (battery voltage) of the fuel injector, and the correction value T
S also refer to Figure 7.

TS=a+b (14-VB). Note that a and b are each constants, and yn is the battery voltage.

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

Also, when starting one engine, TPI = Tp × (1 + KAS) Xl, 3 + TSTp
2=TSTXKNSTXKTST is calculated, and the larger value of either TPI or Te3 is set as the fuel injection amount. In addition, TST is the basic injection amount at startup (Figure 9), and KNST is the rotation speed correction coefficient (Figure 10).
and KTST are time correction coefficients (FIG. 11).

In addition, in the above explanation, the ignition timing control device and the fuel supply control device which constitute the control device of the internal combustion engine were individually described, but when controlling the same engine, the ignition timing and fuel supply control device are controlled by the same control unit. Control supply.

This J: Uni, in conventional internal combustion engine control devices,
The amount of fuel supplied is controlled according to the engine speed and the amount of air taken into the intake pipe, and the ignition timing is uniquely controlled depending on the engine speed during idle link, and depending on the engine speed and the amount of air taken into the intake pipe at other times. determined and controlled.

However, especially when the throttle opening is fully open or close to fully open, in other words, a sonic state is realized in the throttle section, and the amount of air sucked into the intake pipe through the throttle is constant (determined only by the throttle opening area). (2), fuel is supplied in accordance with the reciprocal of the engine speed due to fluctuations in the engine speed, but the actual amount of intake air flowing into the cylinder varies depending on the engine speed due to the influence of the intake pipe volume, etc. The air-fuel ratio becomes unstable because the air-fuel ratio changes with a substantially -second lag response to the change.

Therefore, especially when the engine speed is suddenly reduced due to clutch engagement or the like, the air-fuel ratio becomes excessively rich, and there is a risk that the engine stalls easily.

Furthermore, since the air-fuel ratio is unstable, there is a possibility that the generation pattern of torque generated by the engine may differ depending on the base air-fuel ratio (set base air-fuel ratio).

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

Therefore, even if the engine speed is reduced due to clutch engagement or the like, the increase in generated torque is delayed, and there is a possibility that engine stalling may occur more easily.

This invention has been made in view of the above points, and suppresses differences in torque generation patterns due to differences in the set base air-fuel ratio caused by a delay in response of the cylinder intake air amount when the engine speed fluctuates. By correcting the response delay of the generated torque, the purpose is to prevent engine stall even when a gear is removed from a high rotational speed or when a load such as clutch engagement is applied.

Therefore, the control device for an internal combustion engine according to the present invention has the following advantages:
As shown in FIG. 2, the fuel supply amount control means B controls the fuel supply amount based on the amount of cylinder intake air actually taken into the cylinders of the engine calculated by the cylinder intake air amount calculation means A.

Calculated by the ignition timing calculation means based on the deviation value corresponding to the difference between the torque actually generated by the engine and the ideal torque generated by the engine calculated by the deviation value calculation means C based on the cylinder intake air amount. Embodiments of the present invention will be described below with reference to FIG. 13 and subsequent figures of the accompanying drawings. do. Note that the same parts as in FIG. 1 or FIG. 4 are given the same reference numerals, and explanations of those parts will be omitted.

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

The control circuit 51 includes cylinder intake air amount calculation means A, fuel supply amount control means B, and deviation value calculation means C shown in FIG.
9 This is a circuit that also serves as an ignition timing calculation means and an ignition timing correction means E, and is operated by a CPU (central processing unit) 52. ROM
(Leat Only Memory) 53. It consists of a microcomputer consisting of a RAM (random access memory) 54 and an I10 (input/output device) 55 having a built-in A/D converter.

This control circuit 51 calculates the amount of cylinder intake air taken into the cylinders of the engine based on a program stored in the ROM 53, and calculates a deviation corresponding to the difference between the actually generated torque (actual torque) and the ideal torque. Value calculation operations, fuel supply amount control.

Calculation of ignition timing Calculation 1 Correct the ignition timing and control the ignition timing.

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

In addition, as shown in FIG.
ADV (advanced angle value) register 551 set to +
And reset pulse R8! When the counter 552 is reset and counts the angle (1° pulse) signal P2 from the crank angle sensor 2, the power transistor 5 is turned on when the counter 552 is reset, and the ADV
Ignition timing data ADD set in register 551.

A comparator 553 that turns off power 1 to transistor 5 when the count value of the counter 552 and the count value of the counter 552 match.
It consists of

Furthermore, as shown in FIG.
EGI (fuel injection) register 55 where DD2 is set
5, a counter 556 that is reset by the reset pulse R32 and counts clock pulses, and a counter 55.
A comparator 557 turns on the power transistor 56 when EGI register 555 is reset, and turns off the power transistor 56 when the fuel injection amount data ADD2 set in the EGI register 555 matches the count value of the counter 556. Become.

The starter switch 57 is a switch that is turned on when the engine is in a starting state, and inputs starter signals P and s according to the state to the l1055 of the control circuit 51.

The idle switch 58 is a switch that is turned on when the engine is in an idling state, and sends an idle signal P6 corresponding to the state to the y105 of the control circuit 51.
Enter 5.

Note that in place of this idle switch on the 5th day, a throttle close switch that detects that the throttle valve is fully closed may be used.

The intake pipe pressure sensor 59 inputs an intake pipe pressure signal P7 corresponding to the pressure inside the intake pipe to l1055 of the control circuit 51.

The reference pulse generator 60 generates a reference signal P8 every time the engine rotates once, and inputs it to T1055 of the control circuit 51. Note that this reference signal P8 is applied to the counter 556 in FIG.
This becomes the reset pulse R82.

Note that although not shown in the diagram, the l1055 of the control circuit 51 includes the following:
A water temperature detection signal from a water temperature sensor and a voltage detection signal from the battery 6 are also input.

Next, the 16th section will discuss the operation of the embodiment configured as described above.
The explanation will be given with reference to the following figures.

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

Referring to FIG. 16, the so-called T-
In the Jetro type control device, when the engine throttle valve is fully open and the engine speed N is changed stepwise from 70 Orpm to 600 rpm+m as shown in the same figure (a), the amount of air taken into the intake pipe per unit time Q ,1
The cylinder intake air amount Qa per cylinder I cycle, the fuel injection amount T P r per cylinder I cycle, the air-fuel ratio Y, and the shaft torque T are respectively shown by solid lines in FIGS.

In other words, the intake pipe intake air amount Q remains approximately constant regardless of changes in the engine speed N since a sonic state is achieved when the throttle is fully opened.

The cylinder intake air amount Qa changes in a first-order delayed response to changes in the engine speed N due to the influence of the intake pipe volume, cylinder stroke volume, and the like.

The fuel injection amount Tp is determined by the engine speed N and the intake pipe intake air amount Q.
Therefore, it is expressed as -Q/N in rpm.

When the intake pipe intake air amount Q is constant, the amount is proportional to the reciprocal of the engine speed N.

Since the air-fuel ratio Y is proportional to the reciprocal of the engine speed N, the fuel injection JLTp becomes unstable when the engine speed N suddenly changes, and becomes rich (Ri) when the engine speed N suddenly changes.
Ch) 5 Gradually, the base air-fuel ratio shaft torque T has a response delay to changes in engine speed N due to a response delay in the cylinder intake air amount Qa, and due to changes in the air-fuel ratio Y, that is, the base air-fuel ratio shaft torque T changes to the set base air-fuel ratio. Solid lines in the diagram by differences.

The response behavior (occurrence pattern) is different as shown by the broken line and the dashed-dotted line.

In addition, the solid line in FIG. 16 (v) shows the behavior when the air-fuel ratio Y is rich, the broken line shows the behavior when the excess air ratio λ is λ=1, and the one-dot phantom line shows the behavior when the air-fuel ratio Y or lean (L ean ). shows.

Therefore, first, the fuel injection amount TP is changed to the cylinder intake air amount Q.
If it is controlled to be proportional to a, the generation pattern (behavior) of the shaft torque T will be as shown in Fig. 17 (E).
The values are approximately 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 has an ideal response with no response delay to fluctuations in the engine speed N is as shown by the dashed line in Fig. 17 (e), and the engine There is a response delay due to a delay in the response of the cylinder intake air amount Qa to variations in the rotational speed N.

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

Therefore, the ideal torque (ideal torque) T+ of the engine shown by the dashed line in FIG. 17(e) and the solid line.

If the ignition timing is corrected by the difference between the torque (actual torque) T2 shown by the broken line and the dashed-dotted line, that is, the corrected torque amount ΔT shown in the figure (f), then the actual torque becomes the ideal torque. can be obtained.

In this way, one ignition timing is adjusted after supplying the fuel injection amount Tp commensurate with the cylinder intake air amount Qa (actual cylinder intake air amount) and suppressing the difference in the generation pattern of the generated shaft torque T due to the set base air-fuel ratio. By correcting the actual torque, the actual torque is brought closer to the ideal torque.

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

First, in general, the cylinder intake air amount Qa taken into the cylinder of one 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 on the intake efficiency, there is no significant difference even if it is expressed as a function of the intake pipe pressure P in a relatively narrow rotation speed range such as during idling.

Therefore, the cylinder intake air amount Qa is Qa=F (
P, N) or Qa=G (P).

Therefore, the actual cylinder intake air amount (actual cylinder intake air amount )Qa, and supplies a fuel injection amount TP proportional to this actual cylinder intake air amount Qa.

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

In addition, as shown in Fig. 19, the engine speed N is set to 700 r.
When changing from ps+ to 60 Orpm, the cylinder intake air amount Qa and the intake pipe pressure P change approximately proportionally, as shown in FIGS. 7B and 6C, respectively.

Here, the amount of change ΔQ in actual cylinder intake air ff1Qa+
If a + is taken as the amount of change for each ignition, for example, it becomes as shown in Fig. 19 (d), and as can be seen from Fig. 17 (f), the amount of change in the actual cylinder intake air amount Qal ΔQa
The + change substantially matches the change in the corrected torque amount ΔT.

In other words, the difference (corrected torque amount) ΔT between the ideal torque T and the actual torque T2 is the amount of change ΔQ in the actual cylinder intake air amount Q.
It is proportional to a 1, and the relationship Tso ΔQ a + holds true.

Therefore, the amount of change ΔQ in the actual cylinder intake air amount QaI
a1. In other words, a value proportional to the corrected torque amount ΔT is calculated, this calculation result is converted into a correction amount for the ignition timing according to a predetermined function, and the ignition timing is corrected by this correction amount to control the ignition timing. This makes it 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 in FIG. 13 will be described with reference to FIGS. 20 and subsequent figures.

First, although the flow is not shown, the control circuit 51 transfers the starter signal P5 from the starter switch 57 to the RAM 54.
(hereinafter referred to as "address DT+J")
The idle signal P6 from the idle switch 58 is stored in a predetermined 71-res (hereinafter referred to as "address DT2J") of the RAM 54.

In addition, the angle (1° pulse) signal P from the crank angle sensor 2 is rotated for a certain period of time, for example, 12.5 m5ec, and the count value is stored in the RAM as the engine rotation speed N.
54 predetermined addresses (hereinafter referred to as [address DNJ)]
Store in.

Furthermore, the intake pipe pressure signal P from the intake pipe pressure sensor 59
7 is A-D converted by a T1055 A/D converter, and the result is stored as the intake pipe pressure P at a predetermined address (hereinafter referred to as address DPJ) in the RAM 54.

Based on these input data, the control circuit 51 performs calculation processing of the fuel injection amount Tp and ignition timing in a background job as described later, and also calculates the fuel injection amount Tp and ignition timing from the crank angle sensor 2 as shown in FIG. By inputting the reference position signal P4, the ignition timing data ADD is set in the Ar)V register 551 in FIG. 14 every cycle, that is, every ignition, and the fuel injection amount Tp is updated.

Also, the value of the updated fuel injection amount Tp one cycle ago is:
It is saved as TP'.

In the following, the fuel injection amount TP is assumed to be a value proportional to the actual cylinder intake air amount Qal, and the actual cylinder intake air amount Q
a The explanation will be made using the fuel injection amount "rp" instead of I.

That is, it is assumed that Tp=-F (N, P)=' (Qa+).

Next, the fuel injection amount calculation process executed by the control circuit 51 in the background job will be explained with reference to FIG. Read out the intake pipe pressure P data stored in each.

From these engine speed N and intake pipe pressure P, the fuel injection amount Tp is calculated by calculating Tp='·(Qa+) using function F or table data.

Note that this fuel injection amount Tp is updated every cycle as described above, and the value one cycle before is the fuel injection amount T.
p′.

After that, as in the past, the corrected fuel injection amount TT, which is the fuel injection amount Tp corrected based on the detection signals from various sensors, is
For example, it is calculated by calculating Tr=Tp-(FT+KAS+KA-T)+TS.

Then, the calculated corrected fuel injection amount TI is set as fuel injection amount data ADD2 in the EGI register 555 in FIG.
Set to .

Thereby, referring also to FIGS. 15 and 22, the counter 556 detects the reference signal Pa (reset pulse Rs, . . .
)] ゛a.

Then, the comparator 557 or the power transistor 56 is turned on and the fuel injector 26 is turned on, so that fuel injection is started.

Then, at time T b 2 when the count value of the counter 556 matches the set value of the EGI register 555, the comparator 557 turns off the power transistor 56 and turns off the fuel injector 26.
Fuel injection ends.

In this way, the cylinder intake air amount is calculated based on the engine speed N and the intake pipe pressure P, and the fuel injection amount commensurate with the calculated cylinder intake air amount is supplied, so the shaft torque based on the set base air-fuel ratio is reduced. Differences in occurrence patterns (behaviors) can be suppressed.

Next, the ignition timing calculation process executed by the control circuit 51 in the background job will be described with reference to FIG. 23.

First, the data at the address D11 of the R, AM 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.

As a result of this determination, if the starter switch 57 is in the ON state, the ignition timing during cranking is calculated and the RAM
54 predetermined addresses (hereinafter referred to as [Address ADV
(referred to as LJ).

On the other hand, if the starter switch 57 is not in the on state, then the data at the address D2 of the R, A M 54 is read out to determine whether the idle switch 58 is in the on state or not.
That is, it is determined whether or not the engine is in an idle link state.

As a result of this determination, if the idle switch 58 is in the ON state, the engine speed N data stored at the address DN of the S RAM 54 is read out, and the ignition timing value data corresponding to the engine speed N is stored in the ROM 5B. After reading from the table and calculating the set ignition timing at idling, the ignition timing correction calculation is performed to correct this ignition timing A to the above-mentioned correction torque amount according to T, and the ignition timing AD calculated by this correction calculation is performed. Address ADV of RAM54
Store in L.

On the other hand, if the idle switch 58 is not in the ON state, the engine speed N data stored in the address DN of the RA, M 54 and the intake pipe pressure P data stored in the address DP are read out. The ignition timing value data corresponding to the engine speed N and intake pipe pressure P is stored in the ROM53.
The ignition timings A and D are read from the table stored in
is stored in the address ADVL of the RAM 54.

The ignition timing AD set in 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 is set as 0D in the ADV register 551 in FIG. 14.

Next, the ignition timing correction calculation process will be explained with reference to FIG. 24.

2) The fuel injection amount Tp (actual cylinder intake air amount Q a 1 proportional value) calculated by the above-mentioned fuel injection amount calculation process,
The fuel injection amount TP' before the I cycle is read, and the corrected torque amount is calculated by calculating ΔT=Tp-"rp'.

Thereafter, the ignition timing correction amount ΔA is calculated according to the preset numerical value F as follows: ΔA=F (8T).

Note that Seki@F is 1. For example, when 8T≧ΔT, F(8T)≧0 ΔT, )AT>AT2 (7), when F(AT)=Cl
When ΔT≦ΔT2, this is a function that satisfies F(8T)≦0. Note that 8Tl and ΔT2 are constants, and ΔTl ≧0. ΔT2≦0.

Next, using the ignition timing correction amount ΔA calculated in this way and the already calculated set ignition timing A, the corrected ignition timing AD is calculated as AD=ΔA+A, as shown in FIG. Like.

This corrected ignition timing AD is stored at address ADVL of RAM54.
Store in.

In addition, T to the correction torque amount is ΔT = Tp / Tp' It can also be calculated by calculating

In this case, the constant ΔTl+8T2 in the function F
of.

ΔTI≧1.0. O≦8 and 2≦1.0.

Further, the corrected ignition timing AD can also be calculated by calculating AD=ΔA−A. In this case, the function F is defined as, when ΔT≧ΔT1, F(8T)≧1.0ΔT+>8T
〉8T2, F(ΔT)=1.0 When 8T≦ΔT2, it is a function that satisfies 0≦F(ΔT)≦1,0. Note that ΔTIT ΔT2 is a constant, and ΔT1≧1°0.
0≦ΔT2≦1.0.

In this way, the difference (corrected torque t) between the actual 1-lux generated by the engine during idling and the ideal torque (corrected torque t) is calculated based on the cylinder intake air amount, and the ignition is controlled according to the calculated corrected torque amount. Since the timing is corrected to eliminate the difference, there is no delay in the response of the generated torque due to fluctuations in engine speed.

This prevents the engine from stalling when the engine is idle, when a gear is removed from a high rotational speed, or when a load such as clutch engagement is applied.

The idle link state of the engine is defined as (i) When the engine throttle valve is fully open or near full open, (fang) - When the conditions in the description are satisfied and the engine speed is less than or equal to the predetermined engine speed, (41 above q) is satisfied and the gear is in neutral.

(or when the above q1 is satisfied and the intake pipe pressure or fuel injection amount TP'/J'N is below the set value, etc., or when all of the conditions in some combination of these are satisfied) means.

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

In this embodiment, while the previous embodiments corrected the ignition timing only during idling, the ignition timing is always corrected in the operating range other than during cranking.

By doing this, in addition to the effects of each of the embodiments described above, it is possible to soften the shock caused by torque fluctuations that occur when performing air-fuel ratio feedback control or load fluctuations such as turning on and off the air conditioner while driving at a constant speed. can be done.

Effects As explained above, according to the present invention, differences in torque response behavior (generation pattern) due to differences in the set base air-fuel ratio caused by a delay in the response of the cylinder intake air amount when the engine speed fluctuates can be suppressed. In addition, since the delay in torque response can be corrected, the engine will not stall even when a gear is removed from a high rotational speed or when a load such as clutch engagement is applied.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing an example of a conventional ignition timing control device for an internal combustion engine. FIGS. FIG. 4 is a diagram showing an example of advance angle value characteristics and engine speed/intake air amount-advance value characteristics; FIG. 4 is a configuration diagram showing an example of a conventional fuel supply control device for an internal combustion engine; FIGS. FIG. 11 is a characteristic diagram of correction coefficients used to correct the fuel injection amount. FIG. 12 is a functional block diagram showing the configuration of the present invention. FIG. 16 is a block diagram showing an embodiment of the present invention, and FIGS. 14 and 15 are block diagrams of main parts of T/○ in FIG. 13, respectively. 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 shaft torque with respect to changes in engine speed. Fig. 17 is a diagram showing an example of changes in intake pipe intake air amount, cylinder intake air amount 2m fuel injection amount, shaft torque, and correction torque amount with respect to changes in engine speed, and Fig. 18 is a graph showing one ignition timing and The diagram showing an example of the relationship with torque. FIG. 1S is a diagram showing an example of changes in cylinder intake air amount, intake pipe pressure, and cylinder intake air amount with respect to changes in engine speed. FIG. 20 is a flowchart of a main part showing an example of the fuel injection control and ignition control operations executed by the control circuit of FIG. 13, and FIG. 21 is a flowchart showing an example of the fuel injection amount calculation process. FIG. 22 is a timing chart diagram of each part of FIG. 15, which is also provided for explanation. FIG. 23 is a flowchart showing an example of the ignition timing calculation process. FIG. 24 is a flow diagram showing an example of the ignition timing correction calculation process of FIG. 26. FIG. 25 is a flow diagram showing an example of the ignition timing calculation process executed by the control circuit in another embodiment of the present invention. 2... Crank angle sensor 6... Air flow meter 5.
56... Power transistor 6... Battery 7.
・・Ignition coil 8・・Distributor 9A-9o
... Spark plug 51 ... Control circuit 57 ... Starter switch 58 ... Idle switch 59 ... Intake pipe pressure sensor 60 ... Reference pulse generator Fig. 1 Fig. 2 Fig. 3 Water temperature (°C) ) Water temperature (°C) Fig. 7 Water temperature (°C) Fig. 1o Starting l\1Ii1 hour (, Sec) Fig. 14 Fig. 15 Fig. 16 ε Layer, LO Fig. 19 Fig. 20 Fig. 21 Fig. ℃ 1 -〆 1 Figure 23 Figure 24 Figure 25

Claims (1)

[Scope of Claims] 1. Cylinder intake air amount calculation means for calculating the amount of cylinder intake air taken into a cylinder of one engine in a control device that controls ignition timing and fuel supply of an internal combustion engine; a deviation value calculation means for calculating a deviation value corresponding to the difference between the torque actually generated by the engine and the ideal torque generated by the engine based on the calculation result of the means; and the calculation result of the cylinder intake air amount calculation means. a fuel supply amount control means for controlling the fuel supply amount based on the fuel supply amount; an ignition timing calculation means for calculating the ignition timing according to the operating state of one engine; and a deviation value calculation means for calculating the ignition timing calculated by the ignition timing calculation means. 1. A control device for an internal combustion engine, comprising: ignition timing correction means for correcting based on the calculated deviation value. 2. The 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.