JPS60162066A - 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 in torque generating patterns 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:Shaft torque T causes a primary response lag to variations in an engine speed N due to the response lag of a cylinder suction air quantity Qa, while its generating pattern differs according to a difference in setting base air- fuel ratios. Hereat, on the basis of a weighted average value of the engine speed, a deviation value (compensation torque value) commensurate to a difference between the 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 torque value whereby the difference is made so as to be eliminated so that no response lag of generating torque due to variations in the engine speed occurs there. With this constitution, in time of idling, there is no engine stall when being ungeared from high revolution.

Description

TECHNICAL FIELD This 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, "ECC5L series engine technology commentary published by Nissan Motor Co., Ltd., June 1971. There are some such as those described in "Book No. 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), ROM (Storage Only Memory)12. It is composed of a microcomputer consisting of a RAM (random access memory) 13 and an I10 (input/output 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 values corresponding to the engine speed as shown in FIG. 2, and a table Ignition timing value take table Y
It stores and.

The control unit 1 also calculates the engine speed by counting an angle signal P1 from a crank angle sensor 2 that detects the crank angle, and from 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.

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 P is not input, table Y
is selected to read the ignition timing value data corresponding to the engine speed and intake air intake amount, and based on the reference position signal P4 from the crank angle sensor 2, the power transistor is set at the timing corresponding to the read ignition timing value take. 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 the secondary winding m
A high voltage is generated at 7b, and this high voltage is distributed by the distributor 8 and is sequentially supplied to the ignition plaques SΔ to 9D 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 Gasoline Engine No. 201
There are some such as those 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 the fuel is suctioned and pressure-fed from the fuel tank 21 to the fuel pump 22, pulsation is suppressed by the fuel damper 26, and dust and moisture are removed by the 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 an air filter 31 and then passes through an air flow meter 32 and a throttle valve 33 to the engine 2 from an intake manifold 34.
5 cylinders. Note that the air regulator 35 introduces auxiliary air into the intake manifold 34 at the time of startup or warm-up operation to increase the amount of intake air.

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

The starter signal from the starter switch that detects the operation of the starter motor is inputted to the angle signal, etc. from the crank angle sensor that detects the crank angle, and based on these input results, the fuel injector 26 of each cylinder is
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. of.

It is calculated by calculating -Q/N on Tp=. In addition, Q is the intake air amount in the intake pipe,
N is the engine speed.

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

Increased correction after starting (RAS): This is a correction to obtain smooth starting characteristics and to smoothly transition from starting to idle link.The correction coefficient KAS is the initial value shown in Fig. 5 when the starter motor is turned on. The value becomes "0" as time passes.

After-idle increase correction (KAI): This is a correction to make starting smoother 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 refers to Figure 7, and TS=a+b (14-VB
) Demeru. Note that a and b are each constants, and VB 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 the engine, Tl1z = TpX (1+KAS)Xl, 3+TST
Perform the calculation p2 = TSTXKNSTXKTST and obtain T
The larger value of either P+ or T P 2 is determined as the fuel injection amount. Note that TST is the basic injection amount at startup (Figure 9)
, KNST is the rotational speed correction coefficient (Fig. 10) and i(T
ST is the time correction coefficient (FIG. 11).

In addition, in the following explanation of -1-, the ignition timing control device and the fuel supply control device that constitute the control device of the internal combustion engine are individually described, or when controlling the same engine, the ignition timing control device and the fuel supply control device are both controlled by the same control unit. Control fuel supply.

In this way, conventional internal combustion engine control devices control the fuel supply amount according to the current engine speed and the current intake air intake amount, and also control the ignition timing according to the engine speed during idling. At other times, the engine rotational speed and the amount of air taken into the intake pipe are uniquely determined and controlled, respectively.

However, especially when the throttle opening is fully closed 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). ), 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 depends on changes in engine speed due to the influence of intake pipe volume, etc. Since the air-fuel ratio changes with a substantially -second lag response, the air-fuel ratio becomes unstable.

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 possibility 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.

7. This invention has been made in view of the point in 1. It suppresses the difference in torque generation pattern due to the difference in the set base air-fuel ratio caused by the response delay of the cylinder intake air amount when the engine speed fluctuates. Moreover, by correcting the response delay of the generated torque, the purpose is to prevent the engine from stalling even when a gear is removed from a high rotational speed or when a load such as clutch engagement is applied.

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

The ignition timing is calculated 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 engine rotation speed and the average value of the engine rotation. The ignition timing correcting means E corrects the ignition timing according to the operating state of the engine calculated by the calculating means.

Embodiments of the present invention will now be described with reference to FIGS. 1'5 and subsequent figures of the accompanying drawings. 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 is a circuit that also functions as the cylinder intake air amount calculation means A, the fuel supply amount control means B, the deviation value calculation means C2, the ignition timing calculation means and the ignition timing correction means E shown in FIG. (Central processing unit)52. ROM
(Read-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.

Then, this control circuit 51 calculates the actual cylinder intake air amount that is actually drawn into the cylinder based on the block diagram stored in the ROM 53, and calculates the difference between the torque actually generated by the engine and the ideal generated torque of the engine. Calculation calculation of deviation value corresponding to the difference, fuel supply amount control 2 Calculation calculation of ignition timing 2
Corrects ignition timing and controls ignition timing.

It OM 5 B also stores takes and tables necessary for calculating the actual cylinder intake air amount, calculating the deviation value, calculating the fuel supply amount, calculating the ignition timing, and correcting the ignition timing.

In addition, the part related to the control of the power transistor 5 in ■/○55 is 1 ignition timing theta ADD as shown in FIG.
, the ADV (advanced angle value) register 551 which is set, the counter 552 which is reset by the reset pulse R3 and counts the angle (1 degree pulse) signal P2 from the crank angle sensor 2, and the counter 552 are reset. When the power transistor 5 is turned on, the ignition timing data ADD is set in the ADV register 551.

and a comparator 553 that turns off the power transistor 5 when the count values of the counter 552 match.

Furthermore, the portion related to the control of the power transistor 56 for driving the fuel injector (fuel injection valve) 26 of the l1055 is as shown in FIG.

An EGT (fuel injection) register 555 to which fuel injection amount data ADD2 is set, and a counter 55 which is reset by a reset pulse R82 and counts clock pulses.
6, when the counter 556 is reset, the power transistor 5B is turned on, and the EGI register 555 is turned on.
Fuel injection amount data ADD2 and counter 5 set in
and a comparator 557 that turns off the power transistor 56 when the count values of 56 and 56 match.

The starter switch 57 is a switch that is turned on when the engine is in a starting state, and inputs a starter signal P5 corresponding 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 the idle link state, and transmits the idle signal P6 corresponding to the state to the T105 of the control circuit 51.
Enter 5.

Note that in place of the idle switch 58, a throttle close switch that detects that the throttle valve is fully open may be used.

The reference pulse generator 60 generates a reference signal P8 every time the engine rotates once, and inputs it to l1055 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.

Although not shown in the control circuits 510■/○55,
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.

With reference to FIG. 16, the so-called L
In the Jetro type control device, when the engine throttle valve is fully opened and closed and the engine speed N is changed stepwise from 700 rpm to 50 rpm as shown in the same figure (a), the intake air per medium time is Pipe intake air amount Q
, cylinder intake air amount Qa per cylinder per cycle,
The fuel injection amount T P +air-fuel ratio Y and shaft torque T per cylinder 1 cycle 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, Tp= is expressed as -Q/N, and 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 fuel injection amount Tp or the engine speed N, it becomes unstable when the engine speed N suddenly changes, and becomes rich (Ric) when the engine speed N suddenly changes.
h) and gradually return to the base air-fuel ratio.

The shaft 1-lux T has a first-order delay in response to changes in the engine speed N due to a response delay in the cylinder intake air amount Qa, and also changes due to changes in the air-fuel ratio Y, that is, due to differences in the set base air-fuel ratio. The response behavior (occurrence pattern) is different as shown by the solid line, broken line, and 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 is lean. show.

Therefore, first, the fuel injection amount Tp is determined by the cylinder intake air Jf
Suppose that it is controlled to be proportional to Qa.

The generation pattern (behavior) of ``shaft torque'' is approximately the same for each set base air-fuel ratio, as shown in Figure 17 (E) (the meaning of each line is the same as in Figure 16 (E)). 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 response delay in the cylinder intake air amount Qa with respect to fluctuations 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 difference between the ideal torque of the engine (ideal torque) shown by the dashed-dotted line in FIG. If the ignition timing is corrected by the amount T obtained from the corrected torque amount shown in (v), the ideal torque can be obtained as the actual torque.

In this way, the 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 this, 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, the actual cylinder intake air amount (actual cylinder intake air amount) Qa2 drawn into the cylinders of the engine is the engine rotational speed when one engine is in an idle link state, that is, in a fully open throttle state (a state where sonic flow is realized). N and intake pipe intake air amount Q per medium time, Qa2 = (l a)・Qa2 ' + α・2Q/CN
It has been confirmed that it can be approximately expressed as In addition, Qa
2' is ■Actual cylinder intake air amount before cycle, C
is the number of cylinders, α is the constant, and η is the volumetric efficiency.

When the cylinder stroke volume is V and the intake pipe volume is V, α=η
- Expressed as v/V.

Therefore, the engine speed N and intake pipe intake air amount Q are measured, the actual cylinder intake air JitQa2 is set to the slave side, and the fuel injection amount T p is proportional to this actual cylinder intake air amount Qa2.
, it is possible to keep the air-fuel ratio substantially constant when the engine speed changes, and the generation pattern (behavior) of shaft torque becomes substantially the same regardless of the set base air-fuel ratio.

In addition, the ideal cylinder intake air amount (ideal cylinder intake air amount) Qa+ with no response delay due to fluctuations in engine speed
can be expressed as Qa+=2Q/CN using engine speed N and intake pipe intake air amount Q.

Here, when the air-fuel ratio is kept approximately constant through fuel injection control as described above, the torque generated by one engine is considered to be proportional to the cylinder intake air amount Qa, so the ideal torque T1 and the actual torque T2 The difference (torque correction amount ΔT) is considered to be proportional to the difference between the ideal cylinder intake air amount Q a 1 and the actual cylinder intake air JiQa2. In other words, the relationship ΔT-Q a + Q a 2 holds true.

Here, only when the throttle is fully open, the sonic flow is realized in the throttle section as described above, so the amount of intake air Q in the intake pipe is approximately constant.

Therefore, assuming that Q=constant and using the intake pipe intake air amount Q near the idle setting condition and setting the constant K+=2Q/C, the above-mentioned ideal cylinder intake air amount Q a
+ and the actual cylinder intake air amount Qa2 can be expressed as Qa+=+·l/N Qa2=(1a)·Qa2′ +α·K1 1/N.

Therefore, the ideal torque T1 and the actual torque T2 are T,=2·1. /NT2=(]-α)·T2′+α·T1. Note that K2 is a constant and T2' is 1
This is the value of T2 before the cycle.

Now, if we consider the reciprocal of ideal torque T1 (1, /T+) and the reciprocal of actual torque T2 (]/T2), from the above results, 1, /T, = 3・N■N 1/ T2=(+-β)・(1,/T2)'+β・(1/
T+)” group.

Let length=(1-β)・dan′+β・N. Also, (1/T2)' and N' are each l
(1/-r2), the value of u before the citral.

In other words, in order to match the ideal torque TI and the actual 1-herk torque T2, it is sufficient to perform control so that the current engine speed N and the weighted average group of engine speeds match).

Here, the pattern of the engine speed N and the weighted average scale of the engine speed N in the example of FIG. 16 is shown in FIG. 1S.

In this case, the engine speed N and the engine speed N
The pattern of the difference (deviation value) ΔN=(n-N) from the weighted average value group is shown in FIG. 1S (c).

As can be seen from FIGS. 19(c) and 17(f), the pattern of deviation value ΔN=71−N is based on the corrected torque amount Δ
It is almost the same as the pattern of T. ■ The relationship ΔT=group-N=ΔN holds true.

Therefore, this deviation value ΔN=N-N, that is, a value proportional to T to the correction torque amount, is calculated, and this calculation result is converted to the correction amount of ignition timing using a predetermined function or table theta, and this correction amount is By correcting the divided ignition timing and controlling the ignition timing, it is possible to correct the torque response delay due to the response delay of the cylinder intake air amount.

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 FIG. 20 and subsequent figures.

The flow of the control circuit 51 is not shown.

The starter signal P5 from the starter switch 57 is
The idle signal P6 from the idle switch 58 is stored at a predetermined address in the RAM 54 (hereinafter referred to as address D T 2 J).

Further, the angle (1° pulse) signal P from the crank angle sensor 2 is counted for a certain period of time, for example, 12.5 m5ec, and the counted value is set as the engine speed N and stored in the RAM 5.
4 (hereinafter referred to as "address DNJ").

Furthermore, the result of A-D conversion of the intake pipe intake air amount signal P2 from the air flow meter 3 by the A/D converter T1055 is stored as the intake pipe intake air amount Q at a predetermined address in the RAM 54 (hereinafter referred to as address DQJ). ).

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 ADr)+ is set in the ADv register 551 in FIG. Update the weighted average value R.

Further, the updated fuel injection amount T P r and the value of the weighted average value & from one cycle ago are held as Tp' and scale', respectively.

Next, the fuel injection amount calculation process executed by the control circuit 51 in the background job will be described with reference to FIG. 21 as well.

First, the data on the engine speed N stored at the address DN of the RAM 54 and the data on the intake pipe intake air amount Q stored at the address DQ are read, respectively.

Then, the data at address D2 of the RAM 54 is read to determine whether the idle switch 58 is on or not, that is, whether or not the engine is in an idling state.

As a result of this determination, if the idle switch 58 is not in the ON state, the normal fuel injection amount Tp is calculated as Tp=K - Q/N based on the engine speed N and the intake pipe intake air amount Q. calculate.

On the other hand, if the idle switch 58 is in the ON state, the engine speed N and the intake air amount in the intake pipe.

and the fuel injection amount Tp during idle link based on the fuel injection amount Tp one cycle (one ignition) before.

Calculate by calculating TP=(1-α)・Tp' 10・K −Q/N.

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 Tp.
' becomes.

Then, as in the past, the corrected fuel injection amount TI, 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+KAI, l+TS.

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

Thereby, with reference also to FIGS. 15 and 22, the counter 556 outputs the reference signal Pa (reset pulse R82) generated from the reference pulse generator 60 every revolution of the engine.
At time T a 1, the comparator 55
7 turns on the power transistor 56 and turns on the fuel injector 26, so fuel injection is started.

Then, at time Tb2 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 5 and turns off the fuel injector 26, so that fuel injection ends.

In this way, the amount of air that actually flows into the cylinder (actual cylinder intake air Jt) is determined based on the engine speed N and the intake pipe intake air 11Q, and the fuel injection amount is calculated according to the calculated actual cylinder intake air amount. Therefore, it is possible to suppress differences in the generation pattern (behavior) of shaft torque depending on the set base air-fuel ratio.

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 address DI in the RAM 54 is read to determine whether the starter switch 57 is on or not, that is, whether or not the engine is started.

As a result of this determination, if the 5 starter switch 57 is in the on state, the ignition timing during cranking is calculated and the RAM 5 is
4 predetermined address (hereinafter referred to as “Address A D V L
J).

On the other hand, if the starter switch 57 is not in the on state, then the data at address D2 of the RAM 54 is read to determine whether the idle switch 58 is in the on state, that is, whether or not the engine is in the idling state. .

As a result of this determination, if the idle switch 58 is in the ON state, the engine speed N data stored in the address DN of the RAM 54 is read out, and the ignition timing value data corresponding to the engine speed N is stored in the ROM 53. After reading from the table and calculating the set ignition timing A during idling, an ignition timing correction calculation is performed to correct this ignition timing A according to the above-mentioned correction torque amount ΔT, and the ignition timing AD calculated by this correction calculation is It is stored in address ADVL of RAM54.

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 RAM 54 and the intake pipe intake air amount Q data stored in the address DQ are read out, and the engine speed is read out. The ignition timing value data corresponding to the rotational speed N and intake pipe intake air amount Q is RO
The ignition timing AD is read from the table stored in M53 and stored in address ADVL of RAM54.

The ignition timing AD set in this address ADVL is subjected to a predetermined conversion process in the interrupt routine for each ignition as described above, and is stored as ignition timing data ADD in the ADV register 551 in FIG. Sera 1- is done.

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

First, the engine speed N stored in the address DN of the RA-M 54 and the weighted average value g of the engine speed one cycle before.
' (previous n) is read, and the current weighted average price scale is calculated by calculating R=(1-β)・R′+β・N.

Then, based on the engine speed N and the weighted average scale of the engine speed N, the corrected torque amount T is calculated as follows: 8T=scale-N.

Thereafter, the ignition timing correction amount ΔA is determined according to a preset function F by calculating ΔA=F(8T) or by reading it out from a table.

Note that the function F is, for example, when 8T≧ΔT1, F(8T)≧0, and when ΔTl>ΔT>ΔT2, F(8T)=0ΔT≦Δ
When T2, it is a function that satisfies F(ΔT)≦0. Note that ΔT1. 8T2 is a constant, and ΔT, ≧0. ΔT2≦0.

Next, the corrected ignition timing AD is determined using the ignition timing correction amount ΔA calculated in this manner and the already calculated set ignition timing A.

AD=ΔA0A As shown in FIG. 23.

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

Note that the corrected torque amount ΔT is ΔT=group/N It can also be calculated by calculating

In this case, the constant in the function F is T1゜8T2
8 T Blindness ≧1.0. O≦8 T2≦1.0.

Also, the corrected ignition timing AD.

It can also be calculated by calculating AD-ΔA-A. In this case, the function F is changed to: When T≧T1, F(ΔT)≧1.0ΔT1>ΔT
〉8T2, F(ΔT)=1.0 When 8T≦ΔT2, the function satisfies 0≦F(ΔT)≦1.0. Note that TI and T2 are constants, and ΔT1≧1.0,
O≦ΔT2≦1.0.

In this way, the deviation value (corrected 1
~ torque amount) is calculated and the ignition timing is corrected according to the calculated corrected torque amount to eliminate the difference, so there is no response delay in 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 one engine is as follows: (1) When the engine throttle valve is fully open or close to fully open.

■ When the above (■) is satisfied and the engine speed is below the predetermined engine speed, ■ When the above (D) is satisfied and the gear is in neutral, ■ ``1. ■'' is satisfied, and It means when the intake air flow rate, fuel injection amount TP, or intake pipe pressure is below a set value, or when any of the following conditions or some combination of these conditions are satisfied.

In this embodiment, the fuel injection amount Tp (or the actual cylinder intake air amount) is calculated by using a weighted average value or by using a moving average value.

That is, the normal fuel injection amount Tp is T p S (T
It is calculated by calculating p S = K'Q/N). Note that in this formula.

T p S i means TPS one cycle ago. In this case, it is necessary to store in the RAM 54 the take of 'r ps from the past (n-1) cycles ago.

Furthermore, when the throttle is fully open, as mentioned above, the amount of air taken into the intake pipe Q is approximately constant, so the fuel injection amount ``rp'' uses the weighted average value N of the engine speed for ignition timing correction. Then, it may be calculated by calculating, for example, Tp2Q/shaku.

&=(1-β)・R′1β・N It is.

Furthermore, the average value scale used when calculating the fuel injection amount Tp using the 1 ignition timing correction or the negative formula is replaced with the weighted average value.
It may be a moving average value. The second moving average price scale can be calculated as follows. Note that (N)i is the value of the engine rotation speed N j cycles ago.

In addition, Fig. 25 shows the pattern of the moving average value K of the engine rotation speed N1 and the engine rotation speed N and the difference ΔN (N-N) between the engine rotation speed N and the moving average scale when the engine rotation speed fluctuates. be.

FIGS. 26 and 27 are flowcharts showing an example of the fuel injection amount calculation process and the ignition timing calculation process executed by the control circuit in another embodiment of the present invention.

In this embodiment, while the above embodiment corrected the fuel injection amount and ignition timing only during idling, the fuel injection amount and ignition timing are always corrected in the operating range other than during cranking. It is something.

In this case, the constants α and β in the calculation of the fuel injection amount TP and the correction calculation of the ignition timing are switched by turning the idle switch 58 on and off.

1g+　It is a function of engine speed N.

■ It is a function of intake pipe intake air amount Q.

(0) Some of the above q) to (3') are combined.

In this way, in addition to the effects of the above-described embodiments, for example, when running at a constant speed, load fluctuations such as turning on and off the air conditioner, and feedback control of the air-fuel ratio are performed.
It can soften the shock caused by Herc fluctuations.

FIG. 28 is a block diagram showing still another embodiment of the invention. Note that only the points different from the embodiment shown in FIG. 13 will be explained below.

In this embodiment, instead of the air flow meter 3 shown in FIG. 13, an intake pipe pressure sensor 5 for detecting the pressure inside the intake pipe is used.
9 is provided, and the intake pipe pressure signal P7 corresponding to the intake pipe pressure from the intake pipe pressure sensor 59 is sent to l105 of the control circuit 54.
Enter 5.

That is, in general, the cylinder intake air amount Qa taken into the cylinders of the two engines can be expressed as a function of the intake pipe pressure P and the engine speed N.

In this case, since the influence tIJ due to the engine speed N is mainly due to the intake efficiency, it does not make much difference even if it is expressed as a function of the intake pipe pressure P, especially in a relatively narrow speed range such as during idling (2nd S (see figure).

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

Therefore, the control circuit 51 first controls the intake pipe pressure sensor 59.
The result of A-D conversion of the intake pipe pressure signal P7 by the A/D converter of l1055 is stored in RAM5 as the intake pipe pressure P.
4 (hereinafter referred to as "address DPJ").

The control circuit 51 then controls the RA as shown in FIG.
Child of engine speed N stored in address DN of M54-
The intake pipe pressure P stored in the address DP is read out, and from these engine speed N and intake pipe pressure P, the cylinder intake air amount Qa (actual cylinder intake air Calculate the quantity Qa2).

After that, fuel X-1 injection proportional to the obtained actual cylinder intake air amount Qa2! ! 4"17p is calculated, the corrected fuel injection Jl'tTT is calculated, and this corrected fuel injection plate T
[ is stored in the EG register 555.

Also, although illustration of ignition timing control is omitted,
The normal ignition timing parameters in the above example are as follows:
Engine speed N and intake pipe intake air amount Q (see 2nd self-diagram)
From engine speed N and intake pipe pressure P, or engine speed N
It is better to change the cylinder intake air to mQa.

If an intake pipe pressure sensor is used instead of the air flow meter as in this embodiment, the cost will be reduced.

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 reduced. Since the torque response delay can be corrected, engine stalling will not occur when a gear is removed from a high rotational speed or when a load such as clutch engagement is applied.

[Brief explanation of drawings]

FIG. 1 is a block diagram showing an example of a conventional ignition timing control device for an internal combustion engine. FIGS. 2 and 3 are engine rotational speeds for explaining ignition timing data stored in the ROM in FIG. - A diagram showing an example of advance angle value characteristics and engine speed/intake air amount - Advance angle value characteristics; Fig. 4 is a configuration diagram showing an example of a conventional fuel supply control device for an internal combustion engine; Figs. 5 to 5; Fig. 11 shows the fuel injection immediately after the fuel injection takes place. 14 is a block diagram showing an embodiment of the present invention. FIGS. 14 and 15 are block diagrams of main parts of Ilo in FIG. 13, respectively. FIG. Figure 17 is a graph showing an example of changes in intake pipe intake air volume, cylinder intake air volume, fuel injection volume, air-fuel ratio, and shaft torque. FIG. 3 is a diagram showing an example of changes in the amount, shaft torque, and correction torque amount. FIG. 18 is a diagram showing an example of the relationship between ignition timing and torque, and FIG. 1S is a diagram showing the engine speed N in the example of FIG. 16. A line diagram showing an example of changes in the weighted average value & of the engine speed and deviation value ΔN. FIG. 20 is a flowchart of main parts showing an example of the fuel injection control and ignition control operations executed by the control circuit in FIG. 13. , 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. FIG. 24 is a flow diagram showing an example of the ignition timing correction calculation process of FIG. 23. FIG. 25 is the engine rotation speed N in the example of FIG. 26 and 27 are diagrams showing an example of changes in the moving average value R and the deviation value ΔN of the engine speed, and FIG. 26 and FIG. FIG. 28 is a flow diagram showing an example of timing calculation processing; FIG. 28 is a block diagram showing still another embodiment of the present invention; FIG. A diagram showing an example of a change in pipe pressure. FIG. 30 is a flow diagram showing an example of a fuel injection amount calculation process executed by the control circuit of FIG. 28. 2. Crank angle sensor 3. Air flow meter 5.56
・・Power transistor 6・・Battery 7・・Ignition coil 8・・Distributor day A to 9D・・Spark plug 51・・Control circuit 57・・Starter switch 58・・Idle switch 59・・Intake pipe Pressure sensor 60...Reference pulse generator Fig. 1 Fig. 2 Engine rotation speed ep→- Fig. 3 i 5 ta Water temperature (°C) Shin 4 6 pso! Water temperature uC) Fig. 7 Water temperature (C) 1, A1r2'1 258 101 no 1 Fig. 14 16P4 f゛\, ='171'I Ii) Pa' + Kube 191 1 second? 1λ20I ',+!i 21st tWri 241st bacterium 4A25 figure It figure 29 30th figure

Claims (1)

[Scope of Claims] 1. A control device for controlling ignition timing and fuel supply of an internal combustion engine, comprising a cylinder intake air amount calculation means for calculating the amount of cylinder intake air taken into the cylinders of the engine, and an engine speed and the engine speed. 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 average value of the rotation speed, and the calculation result of the cylinder intake air amount calculation means. a fuel supply amount control means that controls the fuel supply amount based on the fuel supply amount, an ignition 1 timing calculation means that calculates the ignition timing according to the operating state of the engine, and the ignition timing calculated by the ignition timing calculation means is calculated by the deviation value 1. A control device for an internal combustion engine, comprising: ignition timing correction means for correcting the ignition timing based on the deviation value calculated by the means. 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 intake air amount of the engine and the engine rotational speed. 3. The control device for an internal combustion engine according to claim 1, wherein the cylinder intake air amount calculation means calculates the cylinder air amount based on the intake pipe pressure of the engine.