JPS6181556A - Method of controlling working quantity of output controlling device for internal-combustion engine - Google Patents

Abstract

PURPOSE:To relieve a shock by engine by compensating the working quantity of an output controlling device which is controlled in accordance with at least one engine operating parameter. CONSTITUTION:At the step 1, the present position Xn of an engine is read and stored in a RAM. And, the displacement speed DELTAXn of the engine is obtained (step 2). At the step 11, the value of a compensated variable Tx on accelerating the engine is set to a value obtained by multiplying the displacement speed DELTAXn with a value beta1 of defined factor. At the step 15, the value of the compensated variable Tx on decelerating the engine is set to a value obtained by multiplying the displacement speed DELTAXn with a value beta2 of defined factor. Thereby, displacement to the limit position of an engine can be smoothly carried out even when the engine is suddenly accelerated, relieving a shock by acceleration.

Description

DETAILED DESCRIPTION OF THE INVENTION (Technical Field) The present invention relates to a method for controlling the operating amount of an output control device for an internal combustion engine, and in particular to a method for controlling the operating amount of an output control device that is intended to alleviate engine shock when the engine suddenly accelerates or decelerates. Regarding control method.

(Technical background of the invention and its problems) Fuel supplied to the engine according to at least one engine operating parameter, such as the amount of change in the valve opening of an intake throttle valve, during acceleration or deceleration of an internal combustion engine mounted on a vehicle. If the amount changes suddenly, the output generated by the engine will also change suddenly, causing the engine to rotate around its crankshaft, causing a large impact (engine shock) to the engine mount on the chassis side, causing discomfort to the driver and other passengers. may be given. In particular, in the case of a front-engine, front-wheel drive vehicle where the engine is mounted horizontally on the chassis, the engine shock described above occurs mainly in the longitudinal direction of the vehicle, compared to when the engine is mounted longitudinally on the chassis. This causes greater discomfort to passengers.

(Summary of the Invention) The present invention has been made to solve the above-mentioned problems, and the purpose of the present invention is to alleviate engine shock during sudden acceleration and deceleration of an internal combustion engine, and to improve engine operating performance. An object of the present invention is to provide a method for controlling the operating amount of an output control device for an internal combustion engine.

According to the present invention, in the operating amount control method for controlling the operating amount of an output control device that controls the output of an internal combustion engine according to at least one engine operating parameter value, a displacement speed of the engine is detected; A method for controlling an operating amount of an output control device for an internal combustion engine is provided, which comprises correcting the operating amount in accordance with the magnitude of a displacement speed.

(Example of the invention) Embodiments of the present invention will be described below with reference to the drawings.

FIG. 2 is a block diagram showing the overall configuration of a fuel supply control device and an ignition timing control device as an output control device to which the method of the present invention is applied. The engine 1 has mounting members 1a and lb provided at the lower part of both side walls of the engine body.
(Fig. 3) A shock absorbing elastic member 3 such as a mount rubber equipped with an engaging member that mechanically prevents movement at a predetermined stroke
The mounting member 1c, which is mounted on the chassis mounts 32 and 33 via the 0° 31 and provided on the upper part of one side wall of the engine body, and the chassis side mount 34 are connected by a tie loft 35, as will be described in detail later. The engine 1 is supported at three points, the above-mentioned vehicle chassis side mounts 32, 33 and 34 (Fig. 3).

An intake pipe 2 is connected to the engine 1, and a throttle valve 3 is provided in the middle of the intake pipe 2. A throttle valve opening (θTH) sensor 4 is connected to the throttle valve 3 and converts the valve opening of the throttle valve into an electrical signal, which is sent to the electronic stove.
It is designed to be sent to Unit 5 (hereinafter referred to as "ECUJ").

A fuel injection valve 6 is provided in the intake pipe 2 between the engine 1 and the throttle valve 3. This fuel injection valve 6 is provided for each cylinder slightly upstream of an intake valve (not shown) in the intake pipe 2, and each injection valve is connected to a fuel pump (not shown) and electrically connected to the ECU 3. , the valve opening time of fuel injection is controlled by signals from the ECU 3.

On the other hand, the absolute pressure (
PBA) sensor 8 is provided, and the absolute pressure signal converted into an electrical signal by this absolute pressure sensor 8 is
Sent to CU3. In addition, the downstream temperature is the intake air temperature (TA).
A sensor 9 is attached, and this intake air temperature sensor 9 also converts the intake air temperature into an electrical signal and sends it to the ECU 3.

The engine body 1 is provided with an engine water temperature (TW) sensor 10, which is made of a thermistor, etc., and is inserted into the circumferential wall of the engine cylinder filled with cooling water, and supplies a detected water temperature signal to the ECU 3.

Engine rotation (Ne) sensor 11 and cylinder discrimination (CY)
L) A sensor 12 is installed around the camshaft or crankshaft (not shown) of the engine, and the former 11 is a TDC
The latter 12 outputs one pulse each at a predetermined crank angle position of a specific cylinder, and these pulses are sent to the ECU 3. .

A three-way catalyst 14 is disposed in the exhaust pipe 13 of the engine 1 to purify HC, Co, and NOx components in the exhaust gas.

An 02 sensor I5 is inserted into the exhaust pipe I3 upstream of the three-way catalyst 14, and this sensor I5 detects the oxygen concentration in the exhaust gas and supplies the detected value signal to the ECU 3.

Furthermore, the ECU 3 is connected to a (PA) sensor 16 that detects atmospheric pressure, an ignition switch 17, and an engine starter switch 18. Each on/off state signal is supplied respectively.

Reference numeral 19 indicates an ignition device, and the ignition device 19 is a known distributor that sequentially distributes ignition secondary high voltage to the ignition plugs disposed in each cylinder of the engine 1 in a predetermined order to the ignition plugs of each cylinder. The input side of the ignition coil of the ignition device 19 is electrically connected to the ECU 3 and receives the above-mentioned ignition-second high voltage from the ECU 3 at the required ignition timing.

Reference numeral 20 indicates an engine position sensor that detects the displacement of the engine with respect to the vehicle body.
Connect electrically to CU3 and EC the engine position detection signal.
Supply to U3.

FIG. 4 is a diagram for explaining in more detail the tie rod 35 of FIG. 3 and the engine position sensor 20 attached thereto, and shows both ends 35a of the tie rod 35.

35b is a bolt 38 that is connected to the mounting member 1c of the engine body 1 and the chassis side mount 34 via buffer elastic members 36 and 37.
．． 39, respectively.

The tie rod 35 has a bar 35c extending to the opposite end of the engine mounting member end 35a, fj, lI at the undercarriage mount measuring end 35b.
is provided protrudingly, and the engine position sensor 20 is attached to this bar 35c. Now, assuming that the engine 1 is rotationally displaced around its crankshaft 1d in the direction A in the figure when the engine accelerates, the tie rod 35 is within the elastic limit of the buffer elastic members 36, 37 as the engine is displaced, and It is displaced to the right in the figure until the movement blocking member is engaged. When the engine decelerates, the engine rotates in the opposite direction to crankshaft 1.
d! ! The tie rod 35 is then rotated in the direction B in the figure, and the tie rod 35 is accordingly displaced in the left direction in the figure. The engine position sensor 20 detects the amount of displacement of this tie rod 35, that is, the amount of displacement of the engine.

The ECU 3 determines the accelerating operating state of the engine based on the various engine parameter signals described above each time the TDC signal is generated.
The operating state such as the deceleration operating state is determined, and the fuel injection time Tout of the fuel injection valve 6 given by the following equation (1) is calculated depending on the engine operating state.

Tout=TiXK1 +TACCXK2-Tx...
(1) Here, Ti indicates the basic fuel injection time, and this basic fuel injection time Ti is determined by the intake pipe absolute pressure PBA and the engine rotation speed N.
It is calculated according to e. TACC is a correction variable applied when the engine suddenly accelerates or decelerates, and this TA
The CC value is, for example, JP-A No. 58-200043, JP-A No. 5
It is set according to the magnitude of the valve opening speed Δθn of the throttle valve 3 using a known method such as that disclosed in Japanese Patent No. 8-222926.

Tx is a correction variable according to the present invention that is set according to the displacement speed of the engine detected by the engine position sensor 20, and its details will be described later.

Coefficients 1 and 2 are the various sensors mentioned above, namely the throttle valve opening sensor 4, the intake pipe absolute pressure sensor 8, the intake air temperature sensor 9, the engine water temperature sensor 10, the Ne sensor 11,
Cylinder discrimination sensor 12.02 sensor 15, atmospheric pressure sensor 1
6. A correction coefficient calculated according to the engine parameter signals from the ignition switch 17 and the starter switch 18, which adjusts the starting characteristics according to the engine operating state.
Calculations are performed based on predetermined calculation formulas so that exhaust gas characteristics, fuel efficiency characteristics, engine acceleration characteristics, and other performance characteristics are optimized.

ECU3 calculates the fuel injection time TOu as described above.
A drive signal for opening the fuel injector 6 based on L is supplied to the fuel injector 6.

The ECU 3 further calculates the ignition angle θig of the ignition device 19 given by the following equation (2) according to the engine operating state based on the various engine parameter signals described above.

θig - θMAp + θp - θX (2) Here, the calculated value θig is the ignition advance angle based on a predetermined crank angle position, for example top dead center (TDC) at the end of the compression stroke, and θMAp is the basic ignition angle. Similarly to the above-mentioned Ti value, it is calculated according to the intake pipe absolute pressure PBA and the engine rotation speed Ne. Is θp engine water? A correction coefficient or correction variable that corrects the ignition angle θig according to engine operating parameter values such as A T W , intake air temperature TA, and atmospheric pressure PA, and is a correction coefficient or correction variable that corrects the ignition angle θig according to engine operating parameter values such as A T W , intake air temperature TA, and atmospheric pressure PA. It is calculated based on a predetermined engine formula to ensure that the

As will be described in detail later, θX in the above equation (2) is determined by the ignition timing control device instead of the above-mentioned fuel supply control device controlling the engine output according to the engine position and displacement speed during sudden acceleration and deceleration. This is a correction variable that is applied when performing.

Calculation method and calculated value θig of the ignition angle θig obtained as described above except for correction by the above-mentioned correction variable θX
The ignition timing control of the ECU is based on
Since it is publicly known from, for example, No.-38642, a detailed explanation will be omitted.

FIG. 5 is a block diagram showing the circuit structure inside the ECU 3 shown in FIG.
1 is a random access memory (hereinafter referred to as rRAMJ') that temporarily stores the calculation results etc. of the CPU 501.
502, a control program executed by the CPU 301, a basic fuel injection time Ti map of the fuel injection valve 6, and an initial value γ01 of the engine limit position determination value, which will be described later. Te3
etc., one-domain memory (hereinafter referred to as rROM)
J) 503, and an input counter 504, which will be described later.
A/D converter 505, input port 515, and output counters 506 and 507 each have a data bus 508,
They are connected by an address bus 509 and a control bus 510, and the CP
Human output data is exchanged between the U50t and the RAM 502 and the like.

The TDC signal from the Ne sensor 11 in FIG.
Simultaneously with the input of the DC signal, a single pulse signal is supplied to the CPU 501 as a TDC synchronization signal via the data bus 508, and the time interval Me from the previous input of the TDC signal to the current input of the TDC signal is counted. This count value M
e is a value proportional to the reciprocal of the engine rotation speed Ne, and this count value Me is transmitted to C1'1J5 via the data bus 50B.
01.

Parameter signals from various sensors such as the throttle valve opening θTH sensor 4, intake pipe absolute pressure PBA sensor 8, engine water temperature Tw sensor 10, and engine position sensor 20 shown in FIG. After being corrected, it is sequentially supplied to the A/D converter 505,
The A/D converter 505 sequentially converts the parameter signals from each sensor described above into digital signals and supplies the digital signals to the CPU 501.

Each on/off signal of the ignition switch (SW) 17h and starter switch (SW) 18 is corrected to a predetermined voltage level by a level correction circuit 512, and then supplied to the CPU 501 via an input port 515.

The CPU 501 calculates the fuel injection time Tout of the fuel injection valve 6 and the ignition angle θig of the ignition device 19 according to the various engine parameter signals described above according to the control program stored in the ROM 503, and sends each calculated value to the data bus 508. via the output counters 507 and 506, respectively. The output counter 507 outputs a control signal to the drive circuit 514 for a period of time corresponding to the calculated value Tout, and the drive circuit 514 energizes the solenoid (not shown) of the injection valve 6 while this control signal is being supplied. A drive signal is supplied to the injection valve 6.

On the other hand, the output counter 506 is set for a predetermined energization time prior to the calculated value θig, and supplies an ignition control signal to the drive circuit 513 from the center point up to the ignition angle position corresponding to the calculated value θig. The drive circuit 513 receives the ignition control signal and supplies an ignition-order high voltage to the ignition coil of the ignition device 19 in FIG.

Figures 1 (A) and (B) and Figure 6 are CF' of Figure 5.
f, ' 501 is a flowchart showing a procedure for calculating the valve opening time T out of the fuel injection valve 6 according to the method of the present invention.

First, the flowchart shown in FIG. 6 is executed only when the ignition switch 17 is turned on (on), and when the ignition switch 17 is turned on (step 61), the engine position sensor 20 indicates that the engine is Read the position detection value XO (step 6
2). This detected value XO is used as the neutral position (reference position) of the engine until the ignition switch 17 is turned off, and is used for calculations, etc., which will be described later. Next, the initial M values of the engine limit position determination values γ1 and γ2 during acceleration and deceleration are set to the initial values To+ and 70 stored in the ROM 503, respectively.
2 (step 63).

The limit position discrimination values T1 and γ2 refer to the limit values at which the engine can be displaced against the elastic force of the buffer elastic member installed in the engine mount when the engine accelerates and decelerates, respectively. The value TO+ and the value T2 set as the initial values of T1 and γ2 are based on the engine position/
It is set to an appropriate value in consideration of assembly errors of the spring 20 and changes in characteristics of the shock absorbing elastic member over time.

Next, the flowcharts shown in FIGS. 1(A) and 1(B) are performed in synchronization with a predetermined sampling signal, for example, a clock pulse generated at regular time intervals from a timer (not shown) built in the CPU 501. Executed every time a pulse occurs.

First, in step 1, the current position Xn of the engine at the time of the current clock pulse generation is read from the engine position sensor 20 and stored in the RAM 502 shown in FIG. Then, the deviation ΔXn (=Xn−Xn−+) of the engine position detected when the current clock pulse and the previous clock pulse occurred
(Step 2) This deviation ΔXn is calculated from the engine positions Xn and Xn-+ detected at regular time intervals, so the AXn value represents the displacement speed of the engine.
There is 1. Next, it is determined whether the current engine position The value Xn of the engine position obtained is set as the new discrimination value γ1 (
Step 4). If the determination result in step 3 is negative (No), the engine limit position determination value γ1 is not reversed and the process proceeds to step 5. In step 5, it is determined whether the current position Xn of the engine is smaller than the engine limit position judgment value γ2 during deceleration. If the Set the position value Xn as a new discrimination value T2 (Step 6
). If the determination result in step 5 is negative (No), the process proceeds to step 7 without updating the engine limit position determination value T2.

FIG. 7 is a timing chart illustrating how the engine limit position determination values T1 and γ2 are updated in steps 3 to 6 described above.

Discrimination values T1 and γ when the ignition switch 17 is on (time t1 in FIG. 7), engine acceleration and deceleration
2 are set to the initial values r(1, γo2, respectively) as explained in FIG.
Between time points t2 and t3 and between time points t4 and 5 in the figure), the discrimination value γ1 is updated to a larger detection value Xn. Further, when the engine position detection value Xn shows a value less than or equal to the discrimination value γ2 (between time t6 and time t7 and between time L8 and t9 in FIG. 7), the discrimination value γ2 is updated to a smaller detection value Xn.

Ennon limit position discrimination value γ1 during acceleration and deceleration. γ
2 is updated as described above, these discriminant values γ
1 and T2 can always be set to correct values regardless of mounting errors of the position sensor, deterioration of the buffer elastic member, etc.

Returning to FIG. 1(A), in step 7, it is determined whether the detected engine position value Xn is larger than the neutral position value XO read in step 62 of FIG. If the result of this determination is affirmative (Yes), it is determined that the engine position is in the acceleration example, and it is determined whether or not the displacement speed ΔXn of the engine is greater than a positive predetermined value α1 (step 8). If this determination result is affirmative (Yes), it is determined that the engine is in a predetermined rapid acceleration state and that there is a possibility that the engine will collide with the chassis side mount and cause a large engine shock. Proceed to step 11 of B).

If the determination result in either step 7 or 8 is negative (No), the process proceeds to step 9, where it is determined whether or not the detected value Xn of the engine position is smaller than the value Xo of the neutral position. If the result of this determination is affirmative (Yes), it is determined that the engine position is on the deceleration side, and it is determined whether the engine displacement speed ΔXn is smaller than a predetermined negative value α2 (
Step 10). If this determination result is affirmative (Yes), it is determined that the engine is in a predetermined rapid deceleration state and that there is a possibility that the engine will cause a large engine shock to the chassis side mount. Proceed to step 15.

If one of the determination results in steps 9 and 10 is negative (No), it is determined that no engine shock will occur, and the process proceeds to step 19 in FIG. 1(B).

In step 11 of FIG. 1(B), the value of the correction variable Tx during engine acceleration is set to a value obtained by multiplying the displacement speed value ΔXn obtained in step 2 by a positive predetermined coefficient value β1. Next, predict the engine position Xn inside +' when the next pulse of the clock signal occurs (step 12).
. Various methods can be considered for the prediction method of this Xn+1° value, but in the present embodiment (Dia I), the predicted value Xn++' is set to the value obtained by adding ψ1 × Δ/< n value to the current position Xn. is a positive predetermined coefficient value.Step 1 determines whether the predicted value Xn11° obtained in this way is larger than the engine limit position determination value γ1.
3) If the engine position A value obtained by adding a predetermined value TLI to the correction variable value Tx set in step 11 is set as a new correction variable value Tx (step 14). Predicted value Xn
++ is smaller than the discrimination value γ1, there is no risk that the aforementioned engine shock will occur at least the next time a pulse is generated, so the program is terminated without making any changes to the correction variable value Tx.

In step 15, the value of the correction variable Tx during engine deceleration is set to a value obtained by multiplying the displacement speed value ΔXn obtained by the step knob 2 by a positive predetermined coefficient value β2. Since the ΔXn value during engine deceleration has a negative value, the correction variable value Tx is also set to a negative value. Then, step 12
Similarly, the engine position Xn+I° at the next generation of the clock signal pulse is predicted (step 16).

Then, it is determined whether the predicted value Xn+1' is smaller than the engine limit position determination value γ2 (Step 17)
, if it is smaller, the value obtained by adding the positive predetermined value TL2 to the correction variable value Tx set in step 15 is set as a new correction variable value Tx (step 18). Predicted value Xn++ “
is larger than the determination value γ2, the program is ended without making any changes to the correction variable value Tx.

In step 19, the correction variable value Tx is set to zero. That is, when the engine is not in either of the predetermined rapid acceleration or sudden deceleration states determined in steps 7 to 10, there is no risk of the aforementioned engine shock occurring, so the correction is performed using the fuel supply amount correction variable value Tx. Not done.

The correction variable Tx set as described above is expressed by the above formula (1
) is applied to calculate the valve opening time Tout of the fuel injection valve 6. If the amount of fuel corresponding to the valve opening time T out corrected by the correction variable value Tx is supplied to the engine in this way, the engine 1 can be operated even during rapid acceleration, as shown by the solid line in FIG. 8, for example. It can be smoothly displaced to the limit position, and acceleration shock can be alleviated.

Note that the method of setting the correction variable value Tx according to the method of the present invention is not limited to the above-described embodiment, and various modifications can be applied. For example, in steps 11 and 15 of FIG. 1(B), the correction variable value Tx is obtained by multiplying the ΔXn value by a predetermined coefficient value β1 or β2, but multiple correction variable values Tx corresponding to the ΔXn value are It is also possible to store the value in advance and read out the Tx value corresponding to the output value ΔXn from the storage device.

Furthermore, in steps 13 and 17, the predicted value of the engine position Discriminant values T1 and T
2 by appropriate coefficients β3 and β4 (for example, β3-β1=0.95), each smaller than 1, to obtain the estimated value Xn+1.
° may be compared with these multiplied values β3×T1 or β4×T2. Further, in steps 14 and 18, the correction variable value Tx was corrected by adding the predetermined value TLI or TL2, but it may be corrected by multiplying it by a predetermined coefficient. Furthermore, the programs shown in FIGS. 1A and 1B are executed every time a clock pulse is generated at a fixed time interval, but the programs shown in FIG. 2 are executed every time a TDC signal pulse from the Ne sensor 11 is generated. You may also do so. At this time, the displacement speed of the engine can be determined by dividing the ΔXn value determined in step 2 of FIG. 1(A) by the Me value. Furthermore, the above formula (1)
, the valve opening time Tout is the value (TixK+ +T
ACCXK2) was corrected by subtracting the correction variable value Tx from the TiXK1 value and/or TA.
The correction may be performed by multiplying the CCXK binary value.

The above method controls the engine output by correcting the amount of fuel supplied to the engine when the engine suddenly accelerates or decelerates, thereby alleviating engine shock. Alternatively, the same effect can be obtained by advancing or retarding the ignition timing.

More specifically, instead of applying the correction variable value Tx in the above equation (1), in the above equation (2), the correction variable value θ is applied as described above.
X is applied. The procedure for setting the correction variable θX in this case can be explained with reference to the flowcharts shown in FIG. 1(A) and FIG. 9.

That is, FIG. 1 (A
) are also applied to the θχ value setting procedure, and it is determined whether or not the engine is in the predetermined rapid acceleration or rapid deceleration state.

When the engine is in the predetermined rapid acceleration state, step 90 of FIG. 9 is executed. In step 90, the value of the correction variable θX during engine acceleration is set to a predetermined positive coefficient value β1' to the displacement speed value ΔXn obtained in step 2 of FIG. 1(A).
Set to the value multiplied by .

Next, in steps 91 and 92, similarly to steps 12 and 13 in FIG. 1(B), it is determined whether the predicted engine position value Xn++' at the time of the next pulse generation of the clock signal is larger than the limit position determination value γ1. , is larger, the correction variable value θX is set to a value obtained by further adding a predetermined value θL1 (step 93).

When the engine is in the predetermined rapid deceleration state, step 9
4 is executed. In this step 94, the value of the correction variable θX during engine deceleration is set to a value obtained by multiplying the displacement speed value ΔXn by a positive predetermined coefficient value β2°. Here, since the ΔXn value during engine deceleration has a negative value, the correction variable value θX
is also set to a negative value. Then steps 95 and 96
Similarly to steps 16 and 17 in FIG. 1(B), the engine position amount 'I at the next pulse generation of the clock signal is calculated.
(It is determined whether the 1 value Xn-+ is smaller than the limit position determination value γ2, and if it is smaller, the correction variable value θX is set to a value obtained by further adding a predetermined value θL2 (step 97)
.

When the engine is not in either the predetermined rapid acceleration or sudden deceleration state, step 98 is executed and the correction variable value θX is
is set to zero.

The correction variable value θX set as described above is calculated using the above formula (
2) is applied to calculate the ignition advance angle 01g. This correction variable value θX retards the ignition advance angle θig if the engine is in a rapid acceleration state, and advances the ignition advance angle θig if the engine is in a sudden deceleration state. The engine output is controlled by correction based on the θχ value of the angle θig.

Furthermore, regarding the setting method of the correction variable value θX, the correction variable value T
Various modifications may be applied in the same way as the method for setting x, but since these modifications can be easily deduced from the explanation given in the case of the correction variable value Tx, the explanation thereof will be omitted below. In addition, in the above formula (2), the ignition advance angle θig is the value (θMAp+θp
) was corrected by subtracting the correction variable value θX from You can also do this.

Furthermore, in the above embodiment, the detection of the engine position is performed by the third
Although the engine position sensor 20 attached to the tie rod 35 shown in FIG. 4 and FIG. 4 has been described, the present invention is not limited to this engine position sensor 20. For example, the engine position sensor 20' shown in FIG. 10 may be used. 1st
The engine position sensor 20'' in Figure 0 includes a mounting member 1e provided at a position where the displacement of the engine 1 is to be detected, and this mounting member 1.
The lever 20' is rotatably suspended between a mounting member 34' provided at a position on the chassis side opposite to the lever 20' and connected to each other.
a and 20'b, and the lever 20°a and lever 20'b
and an angle detecting means 20C, for example, a potentiometer, for detecting the intersection angle θ. When the mounting member 1e of the engine 1 moves toward (or away from) the mounting member 34° on the chassis side, the crossing angle θ changes according to this displacement, so if the crossing angle θ is detected, Engine position and displacement speed can be detected.

Further, the output control device is not limited to the fuel supply control device and the ignition timing control device described as examples, but the method of the present invention can be applied to any device that can control the output of the engine.

(Effects of the Invention) As detailed above, according to the method for controlling the operating amount of an output control device for an internal combustion engine of the present invention, the operating amount of the output control device is controlled according to at least one engine operating parameter value. Since this is corrected according to the displacement speed of the engine, it is possible to alleviate the engine shock that the engine applies to the chassis side mount when the engine suddenly accelerates or decelerates, and eliminates the discomfort caused by the engine shock for the passengers. .

[Brief explanation of drawings]

FIG. 1 is a flowchart showing the procedure for setting the value of the correction variable Tx for correcting the fuel injection time of the fuel injection valve according to the displacement speed of the engine, according to the method of the present invention. (B) is a flowchart including a step of calculating the Tx value according to the carrot operating state, and FIG. 2 is a flowchart showing the fuel supply to which the method of the present invention is applied A block diagram showing the overall configuration of the control device and the ignition timing control device, FIG. 3 is a block diagram showing the state in which the engine is mounted on the chassis, and FIG. Partial configuration diagram showing the engine position sensor, No. 5
The figure is a block diagram showing the internal configuration of the electronic control unit (ECU) in Figure 2, and Figure 6 is a part of the program executed in the ECU, which shows various initial value settings when the ignition switch is turned on. Flowchart of the subroutine, FIG. 7 is a timing chart showing how the engine limit position discrimination values γ1 and T2 are updated, FIG. 8 is a graph showing how the engine is displaced, and FIG. 9 is similar to FIG.
A) A flowchart showing the procedure for setting the value of the correction variable θX for correcting the ignition angle of the spark plug in accordance with the engine displacement speed in combination with the flowchart in (A). FIG. 3 is a block diagram showing another aspect. DESCRIPTION OF SYMBOLS 1... Internal combustion engine, 5... Electronic control unit I-(ECU), 6... Fuel injection valve, I7...
Ignition switch, 19...Ignition gW, 20.
20゛...Engine position sensor, 501...CPU
, 503...ROM. Applicant Honda Motor Co., Ltd. Agent Patent Attorney Satoshi Watanabe Production Volume Kanji Nagato Figure 1 (A) Figure 1 (B)

Claims (11)

[Claims] 1. In the operation amount control method of controlling the operation amount of an output control device that controls the output of an internal combustion engine according to at least one engine operating parameter value, the displacement speed of the engine is detected, and the displacement speed is determined according to the magnitude of the detected displacement speed. 1. A method for controlling an operating amount of an output control device for an internal combustion engine, the method comprising: correcting the operating amount based on the output control device for an internal combustion engine. 2. 2. The operating amount control method for an output control device for an internal combustion engine according to claim 1, wherein the operating amount is corrected when the absolute value of the detected displacement speed is equal to or greater than a predetermined speed value. 3. The position of the engine is detected every time a pulse of the predetermined sampling signal occurs, and the position of the engine is detected at the time of the next pulse of the predetermined sampling signal based on the engine position value detected at the time of the current pulse of the predetermined sampling signal and before the current pulse is generated. When the engine position is predicted and the predicted engine position is a value that has changed across a predetermined discrimination value with respect to the position detected at the time of the current pulse generation of the predetermined sampling signal, the operation is corrected according to the magnitude of the displacement speed. 2. A method for controlling an operating amount of an output control device for an internal combustion engine according to claim 1, further comprising correcting the amount by a predetermined amount. 4. The predicted value of the engine position is the product of the detected engine position value at the time of the current pulse generation of the predetermined sampling signal multiplied by the deviation of the engine position detection value detected at the current and previous pulse generation of the predetermined sampling signal by a predetermined coefficient value. 4. The operating amount control method for an output control device for an internal combustion engine according to claim 3, wherein the value is the sum of the values. 5. 4. The operating amount control method for an output control device for an internal combustion engine according to claim 3, wherein the predetermined discrimination value is a displacement limit value of the engine. 6. 4. The operating amount control method for an output control device for an internal combustion engine according to claim 3, wherein the predetermined discrimination value is a product value obtained by multiplying the displacement limit value of the engine by a predetermined value. 7. When the engine position detection value at the time of the current pulse generation of the predetermined sampling signal is a value that has changed across the engine displacement limit value, the engine displacement limit value is set as the engine position detection value at the time of the current pulse generation of the predetermined sampling signal. Claim 5 is characterized in that it is updated to
7. A method for controlling an operating amount of an output control device for an internal combustion engine according to item 6. 8. The output control device for an internal combustion engine according to any one of claims 1 to 7, wherein the output control device is a fuel supply control device that controls the amount of fuel supplied to the engine. A method for controlling the operating amount of the device. 9. Furthermore, an engine neutral position before starting the engine is detected in advance, and a current position of the engine is detected;
When the detected current position of the engine is on the acceleration side of the engine with respect to the neutral position, the fuel supply amount is reduced and corrected, and when the detected current position of the engine is on the deceleration side of the engine with respect to the neutral position, the fuel supply is corrected. 9. A method for controlling an operating amount of an output control device for an internal combustion engine according to claim 8, wherein the amount is corrected by increasing the amount. 10. The output control device for an internal combustion engine according to any one of claims 1 to 7, wherein the output control device is an ignition timing control device that controls ignition timing of the engine. Actuation amount control method. 11. Furthermore, an engine neutral position is detected in advance before the engine is started, a current position of the engine is detected, and the ignition timing is adjusted when the detected current position of the engine is on the acceleration side of the engine with respect to the neutral position. The output of the internal combustion engine according to claim 10, characterized in that the ignition timing is retarded and the ignition timing is advanced when the detected current position of the engine is on the deceleration side of the engine with respect to the neutral position. A method for controlling the operating amount of a control device.