JP2010216419A - Control device for internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To high-dimensionally achieve both an improvement in torque controllability and an improved fuel economy, in a control device for an internal combustion engine controlling the torque of the internal combustion engine by the valve opening of an intake air volume regulating valve and ignition timing. <P>SOLUTION: In this control device for the internal combustion engine performing so-called torque reserve control, a variation in required torque is acquired, and reserve torque is corrected to a larger value if the variation is larger. When the required torque is remarkably changed by a change in target rotational speed, a change in an auxiliary machine load or gear shift, correction of the reserve torque is prohibited. Preferably, a reserve torque history is learned, and the learned history is reflected to the next correction value of the reserve torque. Preferably, a mode is set with respect to each water temperature of the internal combustion engine, each target rotational speed, each movable state of each auxiliary machine or each shift condition, and learning is performed with respect to each mode. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a control device for an internal combustion engine, and more particularly to a control device for an internal combustion engine that can control the torque of the internal combustion engine by the valve opening degree and the ignition timing of an intake air amount adjusting valve.

  Conventionally, for example, Japanese Laid-Open Patent Publication No. 10-503259 discloses a technique for so-called torque reserve control. More specifically, in this system, a predetermined torque margin based on the ignition angle is provided so that a rapid response can be made to a load change during idling of the internal combustion engine. Furthermore, in the conventional system described above, the torque margin value is set as a function of operating variables such as engine speed and traveling speed in consideration of the relationship between torque margin and fuel consumption.

Japanese National Patent Publication No. 10-503259

  In the above conventional technique, the set value of the torque margin value (reserve torque) changes in accordance with changes in the operating variables (rotation speed, vehicle speed, load, water temperature, etc.). For this reason, for example, when the required torque changes greatly due to a change in engine speed, a change in auxiliary load, a shift change, or the like, the reserve torque is set to a large value in conjunction with these, and the fuel efficiency is reduced. There was a risk of worsening.

  The present invention has been made to solve the above-described problems, and provides a control device for an internal combustion engine capable of achieving both high torque controllability and high fuel efficiency at a high level. With the goal.

In order to achieve the above object, a first invention provides a control device for an internal combustion engine, the operation of which is controlled by the opening and ignition timing of an intake air amount adjustment valve that adjusts the intake air amount.
A target valve opening for realizing a torque obtained by adding a reserve torque to a required torque acquired as an engine request in the internal combustion engine, and a target ignition timing for realizing the required torque by the target valve opening; Target value calculation means for calculating
Change amount acquisition means for acquiring a change amount of the required torque;
Correction means for correcting the reserve torque to a larger value as the amount of change in the target torque is larger;
Limiting means for restricting execution of the correcting means when the change amount of the target torque is a predetermined large change amount;
It is characterized by providing.

According to a second invention, in the first invention,
The predetermined large change amount is a change amount of the required torque caused by a change in target rotational speed, a change in auxiliary machine load, or a shift change.

According to a third invention, in the second invention,
The correction means includes learning means for learning a history of the reserve torque, and the correction amount of the reserve torque is variably set according to a learning value by the learning means.

According to a fourth invention, in the third invention,
The learning means learns a history of the reserve torque for each operation mode of the internal combustion engine.

According to a fifth invention, in the fourth invention,
The operation mode is a mode set for each water temperature of the internal combustion engine, for each target rotational speed, for each movable state of the auxiliary machinery, or for each shift state.

  According to the first invention, the reserve torque is corrected to a larger value as the change amount of the required torque is larger. For this reason, according to the present invention, the required torque can be realized with high responsiveness even when the required torque changes abruptly. Further, according to the first invention, when the change amount of the required torque is a predetermined large change amount, the correction of the reserve torque is limited. For this reason, according to the present invention, the reserve torque is not largely corrected when the required torque changes greatly, so that deterioration of fuel consumption can be effectively suppressed.

  According to the second aspect of the invention, when the required torque changes greatly due to a change in the target rotational speed, a change in the auxiliary machine load, or a shift change, the correction of the reserve torque is limited. For this reason, according to the present invention, since the opportunity to correct the reserve torque to an unnecessarily large value is reduced, fuel consumption deterioration can be effectively suppressed.

  According to the third invention, the history of the past reserve torque is learned as a learned value and reflected in the next reserve torque correction amount. For this reason, according to the present invention, an appropriate reserve torque can be quickly set, so that both improvement in fuel efficiency and improvement in torque controllability can be achieved.

  According to the fourth invention, the reserve torque is learned for each operation mode of the internal combustion engine. For this reason, according to the present invention, the optimum reserve torque can be set for each of the plurality of operation modes.

  According to the fifth invention, the operation mode is set for each water temperature of the internal combustion engine, for each target rotational speed, for each movable state of the auxiliary machinery, or for each shift state. Therefore, according to the present invention, the reserve torque can be optimized for each operation mode.

It is a block diagram which shows the structure of the control apparatus of the internal combustion engine as Embodiment 1 of this invention. It is a figure for demonstrating the relationship between the variation | change_quantity of a request torque, and a reserve torque correction amount. It is a flowchart of the routine performed in Embodiment 1 of the present invention. It is a flowchart of the routine performed in Embodiment 2 of this invention. It is a flowchart of the routine performed in Embodiment 3 of the present invention. It is a flowchart of the routine performed in Embodiment 4 of this invention.

Embodiment 1 FIG.
Embodiment 1 of the present invention will be described with reference to FIGS. 1 to 3.

[Configuration of Embodiment 1]
The internal combustion engine according to the present embodiment is a spark ignition internal combustion engine, and includes a throttle valve, an ignition device, and a fuel injection device as actuators for controlling the operation thereof. The control device of the present embodiment controls the internal combustion engine by so-called torque demand control, and a target value used for controlling each actuator based on various engine requirements including required torque, that is, a target throttle opening, A target ignition timing and a target A / F are calculated. The engine demand here is a demand value of a physical quantity that determines the operation of the internal combustion engine. Since the operation of the internal combustion engine can be determined by three physical quantities of torque, efficiency, and A / F (air / fuel ratio), the required torque, the required efficiency, and the required A / F are input as the engine request.

  The control device of the present embodiment is configured as shown in the block diagram of FIG. In FIG. 1, each element of the control device is indicated by a block, and signal transmission (main) between the blocks is indicated by an arrow. Hereinafter, the overall configuration and characteristics of the control device of the present embodiment will be described with reference to FIG.

  The control apparatus of the present embodiment includes a required torque acquisition unit 2 that acquires torque required for an internal combustion engine, a required efficiency acquisition unit 4 that acquires efficiency required for the internal combustion engine, and A required for the internal combustion engine. A request A / F acquisition unit 6 for acquiring / F. Each request is issued from a host controller that controls the entire drive system of the vehicle.

  The control device according to the present embodiment is configured so that the target throttle opening, the target, the target throttle opening, Ignition timing and target A / F are calculated. The torque realizing unit 10 performs the calculation. The torque realization unit 10 is an inverse model of the internal combustion engine, and includes a plurality of statistical models and physical models represented by maps and functions. The configuration of the inverse model of the internal combustion engine characterizes the control characteristics of the internal combustion engine by the control device. In the present embodiment, the required torque is realized with the highest priority among the required torque, the required efficiency, and the required A / F. It is made into the composition.

  The required torque and the required efficiency that are input to the torque realization unit 10 are directly signals used for calculating the target throttle opening. Further, the request A / F input to the torque realization unit 10 directly becomes a signal used for calculating the target A / F. In order to control the operation of the internal combustion engine, in addition to these signals, a signal used for calculation of the target ignition timing is required, and the torque realization unit 10 is also provided with a function of generating the signal.

  The signal used for calculation of the target ignition timing in the control device of the present embodiment is torque efficiency. Torque efficiency is defined as the ratio of the required torque to the estimated torque of the internal combustion engine. The torque realization unit 10 includes an estimated torque calculation unit 112 and a torque efficiency calculation unit 114 as elements for calculating torque efficiency.

  The estimated torque calculator 112 estimates and calculates the torque of the internal combustion engine from the current throttle opening. More specifically, the amount of intake air that can be realized at the current throttle opening is calculated using an air model that is a physical model of the intake system. Next, the expected intake air amount calculated by the air model is collated with a torque map and converted into torque. The torque map is a statistical model showing the relationship between the torque and the intake air amount, and is a multidimensional map with a plurality of parameters including the intake air amount as axes. A value obtained from the current institution information is input to each parameter. However, the ignition timing is set to the optimal ignition timing (ignition timing more retarded of MBT and trace knock ignition timing). The estimated torque calculation unit 112 calculates the torque converted from the estimated intake air amount as the estimated torque at the optimal ignition timing of the internal combustion engine.

  The torque efficiency calculation unit 114 calculates a ratio between the required torque input to the torque achievement unit 10 and the estimated torque calculated by the estimated torque calculation unit 112 as torque efficiency. As will be described later, the throttle opening is controlled so as to realize a corrected required torque obtained by dividing the required torque by the required efficiency. This is to compensate for the torque that decreases by the required efficiency by increasing the intake air amount. However, since there is a delay in the response of the actual intake air amount to the change in the throttle opening, the actually outputable torque (estimated torque) has a response delay with respect to the change in the required efficiency. The torque efficiency, which is the ratio between the estimated torque and the required torque, is a parameter for reflecting both the required efficiency and the actual change in the intake air amount in the calculation of the target ignition timing. At least in a steady state where the intake air amount is constant, theoretically, the estimated torque matches the required correction torque, and the torque efficiency matches the required efficiency.

  By the way, the required torque, the required efficiency, and the required A / F issued from the host control system of the vehicle drive system to the internal combustion engine are generated independently of each other and can be realized in relation to other engine requirements. Whether or not is considered. For this reason, there is a possibility that the in-cylinder combustion conditions may exceed the combustion limit depending on the relationship between the magnitudes of the engine requirements. Therefore, the torque realizing unit 10 is provided with a correcting unit 20 that corrects the magnitude of a signal used for each control of the internal combustion engine so that the internal combustion engine can be properly operated. More specifically, the correction unit 20 includes a guard unit (not shown) for limiting the values of the required torque, the required efficiency, the required A / F, and the torque efficiency to a predetermined range. The guard value set in each guard part is variable, and an appropriate value is set according to the operating state of the internal combustion engine.

  As a result of the processing by the correction unit 20, the main signals used for calculation of each target value for controlling the actuator are the corrected required torque, the required efficiency, the required A / F, and the torque efficiency. The torque achievement unit 10 calculates the target throttle opening based on the corrected required torque and the required efficiency. Also. The torque achievement unit 10 calculates the target ignition timing based on the corrected torque efficiency. In addition, the torque achievement unit 10 calculates the corrected request A / F as the target A / F.

  The torque realization unit 10 includes a required torque correction unit 102, an intake air amount calculation unit 104, and a throttle opening calculation unit 106 for calculating the target throttle opening. The required torque and the required efficiency after correction are input to the required torque correction unit 102. The required torque correction unit 102 divides the required torque by the required efficiency to correct it, and outputs the required torque after the efficiency correction to the intake air amount calculation unit 104. If the value of the required efficiency after correction is smaller than 1, the required torque is increased by division by the required efficiency, and the increased required torque is supplied to the intake air amount calculation unit 104.

  The intake air amount calculation unit 104 converts the efficiency-corrected required torque into an intake air amount. An air amount map is used to convert the required torque into the intake air amount. The air amount map is a statistical model showing the relationship between torque and intake air amount, and is a multi-dimensional map with a plurality of parameters including torque as axes. A value obtained from the current institution information is input to each parameter. However, the ignition timing is the optimum ignition timing. Further, as the engine speed, a value output from an engine speed acquisition unit 120 described later is used. The intake air amount calculation unit 104 calculates the intake air amount converted from the efficiency-corrected required torque as the target intake air amount.

  The throttle opening calculation unit 106 calculates a throttle opening for realizing the target intake air amount. An inverse model of the air model (hereinafter referred to as “air inverse model”) is used for the calculation. In the calculation using the air model, engine information regarding various operating states that affect the intake air amount such as the engine speed and valve timing is used. The throttle opening calculation unit 106 outputs the throttle opening converted from the target intake air amount as the target throttle opening.

  The torque achievement unit 10 includes an ignition timing calculation unit 116 for calculating the target ignition timing from the corrected torque efficiency. The ignition timing calculation unit 116 calculates a retard amount with respect to the optimal ignition timing from the corrected torque efficiency. A statistical model such as a retard amount map is used for calculating the retard amount. The retard amount map is a multidimensional map with a plurality of parameters including torque efficiency as axes. For each parameter, engine information relating to various operating states that affect ignition timing such as engine speed and valve timing is used. The smaller the torque efficiency, the larger the ignition retard amount. The ignition timing calculation unit 116 calculates the optimal ignition timing based on the operating state of the internal combustion engine. The ignition timing calculation unit 116 adds the ignition retardation amount to the optimal ignition timing, and outputs the obtained final ignition timing as the target ignition timing.

[Operation of Embodiment 1]
(About torque reserve control)
Next, torque reserve control performed by the control device of the present embodiment will be briefly described. When the required efficiency acquired by the required efficiency acquisition unit 4 is smaller than 1, the required torque is increased by the required torque correction unit 102, and the throttle opening (intake air amount) increases accordingly. In this case, the increase in the required torque is an extra torque that is secured in order to quickly perform the torque-up operation, and corresponds to a so-called “reserve torque”.

  More specifically, in the torque reserve control, the reserve torque is added to the required torque in advance in a situation where high responsiveness is required for the torque-up operation. In this state, the torque is increased by the reserve torque. For this reason, when the torque-up operation is unnecessary, the ignition timing is held in a retarded state according to the magnitude of the reserve torque, and the increase in torque is offset by the retarded ignition timing.

  On the other hand, when the reserve torque is secured and the required torque becomes large and the torque-up operation is necessary, the retarded ignition timing is advanced. Thereby, compared with the case where the amount of intake air is increased and the torque is increased, the torque-up operation can be performed quickly. Thus, in the torque reserve control, high responsiveness can be ensured with respect to the torque increase request by retarding the ignition timing in advance.

(Characteristic operation of the first embodiment)
Next, the characteristic operation of the present embodiment will be described in detail with reference to FIG. The required torque is determined including the loads of auxiliary equipment such as an air conditioner and an alternator. For this reason, when the load of the auxiliary machinery fluctuates depending on the outside air temperature and the power generation state, the required torque also fluctuates accordingly.

  Here, if the change in the required torque fluctuates beyond a preset reserve torque increase, the required torque cannot be realized by the advance control of the ignition timing. For this reason, it is preferable to set the reserve torque as large as possible from the viewpoint of improving torque controllability. However, if the reserve torque is always set to a large value, the combustion efficiency decreases. For this reason, it is preferable to set the reserve torque as small as possible from the viewpoint of improving fuel consumption.

  Therefore, in the first embodiment, the reserve torque is corrected according to the amount of change in the required torque during a predetermined period. More specifically, the reserve torque is corrected so as to increase as the fluctuation range of the required torque increases. FIG. 2 is a diagram for explaining the relationship between the change amount of the required torque and the reserve torque correction amount. In this figure, as the amount of change in the required torque, the fluctuation range of the required torque during a predetermined period is used. The predetermined period may be defined by either time or crank angle. Further, the amount of change in the required torque is not limited to the fluctuation range of the required torque, and may be specified based on another statistical method such as an average value or a standard deviation for a predetermined period.

  According to the control as shown in FIG. 2, the reserve torque is corrected to a large value during a period where the fluctuation range of the required torque is large. it can. Further, since the reserve torque is corrected to a small value during a period in which the fluctuation range of the required torque is small, the fuel consumption can be effectively improved without affecting the controllability of the torque. As described above, according to the system of the first embodiment described above, it is possible to achieve both high torque controllability and high fuel efficiency at a high level.

[Specific Processing in Embodiment 1]
Next, with reference to FIG. 3, the specific content of the process performed in this Embodiment is demonstrated. FIG. 3 is a flowchart of a routine executed by the control device of the present embodiment.

  In the routine shown in FIG. 3, first, it is determined whether or not an execution condition for torque reserve control is satisfied (step 100). Here, specifically, conditions such as whether or not the rotation speed control is being executed in the region near the idle are determined. As a result, when it is determined that the execution condition of the torque reserve control is not satisfied, this routine is immediately terminated.

  On the other hand, if it is determined in step 100 that the condition for executing the torque reserve control is satisfied, the process proceeds to the next step and the required torque is acquired (step 102). Here, specifically, the required torque acquired in the required torque acquisition unit 2 is read. Next, the change amount of the required torque is calculated (step 104). Here, specifically, the fluctuation range of the required torque acquired in step 102 is calculated.

  Next, it is determined whether or not a predetermined period has elapsed (step 106). As a result, when it is determined that the predetermined period has not elapsed, the process proceeds to step 102, and the required torque is acquired again. On the other hand, if it is determined in step 106 that the predetermined period has elapsed, the process proceeds to the next step and the reserve torque is corrected (step 108). Here, specifically, the reserve torque is corrected so as to be equal to the fluctuation range of the required torque calculated in step 104.

  As described above, according to the first embodiment, the magnitude of the reserve torque can be corrected in accordance with the fluctuation range of the required torque during a predetermined period, so that the torque controllability and the fuel efficiency can be improved. It is possible to achieve a high level of compatibility.

  By the way, in Embodiment 1 mentioned above, although the fluctuation | variation range of the request torque of a predetermined period is calculated as request torque change amount, this request torque change amount is not restricted to this. In other words, as long as the value represents the required torque change amount, an average value or standard deviation of the target torque in a predetermined period, or a value calculated using another statistical method may be used.

  In Embodiment 1 described above, when the reserve torque is corrected, the reserve torque is corrected so as to be equal to the required torque fluctuation amount, but the value of the corrected reserve torque is corrected. Is not limited to this. In other words, if the reserve torque is corrected so that the reserve torque increases as the required torque change amount increases, the value may be appropriately set to an optimal value.

  The first embodiment of the present invention has been described above. The first embodiment embodies part of the first invention of the present invention. Specifically, when the control device executes the processing of steps 102 to 106, the “change amount acquisition means” of the first invention executes the processing of step 108, whereby the first invention is executed. Each of the “correction means” is realized.

Embodiment 2. FIG.
[Features of Embodiment 2]
A second embodiment of the present invention will be described with reference to FIG. The system of the present embodiment can be realized by causing the control device to execute a routine shown in FIG. 4 to be described later using the hardware configuration shown in FIG.

The second embodiment is characterized in that the reserve torque correction of the first embodiment described above is not performed in a region where the required torque greatly changes. That is, in the case of a change in the target rotational speed, a change in auxiliary equipment load due to switching on an air conditioner or a light, a shift change, etc., the required torque changes greatly. Changes in the required torque due to these can be predicted in advance from operating conditions, information on various switches, and the like. Therefore, in the second embodiment, the reserve torque correction in the first embodiment is not performed during a period in which a large change in the required torque due to the above-described factors is expected. As a result, it is possible to avoid a situation in which the reserve torque is set to be large when the required torque changes greatly, so that deterioration of fuel consumption can be effectively suppressed.

[Specific Processing in Second Embodiment]
Next, with reference to FIG. 4, the specific content of the process performed in this Embodiment is demonstrated. FIG. 4 is a flowchart of a routine executed by the control device of the present embodiment.

  In the routine shown in FIG. 4, first, it is determined whether or not an execution condition for torque reserve control is satisfied (step 200). Here, specifically, the same processing as in step 100 is executed. As a result, when it is determined that the execution condition of the torque reserve control is not satisfied, this routine is immediately terminated.

  On the other hand, if it is determined in step 200 that the condition for executing the torque reserve control is satisfied, the process proceeds to the next step, and the required torque change information is acquired (step 202). Here, specifically, various information related to a change in the required torque, such as target rotation speed information, switch information of auxiliary equipment such as an air conditioner and a headlight, and shift change information are acquired.

  Next, it is determined whether or not the requested torque is within a change region (step 204). Specifically, based on the information acquired in step 202 above, whether or not a predetermined period of time has elapsed since acquisition of the required torque change information resulting from the target rotational speed, auxiliary load, and shift change described above. Is determined. As a result, when it is determined that it is not the change region of the required torque, it is determined that the required torque does not change greatly, the process proceeds to the next step, and reserve torque correction control is executed (step 206). Here, specifically, the same processing as the processing of steps 100 to 108 is executed.

  On the other hand, if it is determined in step 204 that the region is a change region of the required torque, it is determined that the required torque changes significantly, and step 206 is not executed, that is, the reserve torque is not corrected. Then, this routine is finished.

  As described above, according to the second embodiment, the correction of the reserve torque is limited (prohibited) in the change region of the required torque caused by the target rotational speed, the auxiliary machine load, and the shift change. As a result, it is possible to effectively suppress the situation where the reserve torque is corrected to a value larger than necessary and the fuel consumption deteriorates.

  In the first embodiment described above, a predetermined period is specified as the required torque change region from the time when the required torque change information resulting from the target rotational speed, auxiliary load, and shift change is acquired. The method for identifying the change area is not limited to this. In other words, if the region is specified in consideration of the delay until the required load actually changes and the required torque actually increases and stabilizes, the predetermined period may be set for each type of auxiliary device. Alternatively, it may be set as a constant value.

  The second embodiment of the present invention has been described above. The second embodiment embodies the first and second aspects of the present invention. Specifically, the “restricting means” of the first aspect of the present invention is realized by the control device executing the process of step 204.

Embodiment 3 FIG.
[Features of Embodiment 3]
A third embodiment of the present invention will be described with reference to FIG. The system according to the present embodiment can be realized by causing the control device to execute a routine shown in FIG. 5 described later using the hardware configuration shown in FIG.

  The third embodiment is characterized in that the reserve torque amount is learned in the previous torque reserve control, and the learned reserve torque amount is reflected in the next torque reserve control. That is, in Embodiment 1 or 2 described above, the reserve torque is corrected according to the amount of change in the required torque. However, since the reserve torque is corrected after calculating the amount of change in the required torque for a predetermined period, it takes time until the reserve torque converges to the optimum value.

  Therefore, in the third embodiment, the correction amount of the reserve torque calculated at the previous torque reserve control is stored as a learning value and used in the next torque reserve control. As a result, the reserve torque can be immediately corrected to the optimum value, so that further improvement in fuel consumption and torque controllability can be achieved.

[Specific Processing in Embodiment 3]
Next, with reference to FIG. 5, the specific content of the process performed in this Embodiment is demonstrated. FIG. 5 is a flowchart of a routine executed by the control device of the present embodiment.

  In the routine shown in FIG. 5, first, the execution history of torque reserve control is determined (step 300). In the torque reserve control during idling, the torque reserve control ends when the driver exits the idling state by the accelerator operation. Here, specifically, it is determined whether or not the previous torque reserve control has ended. As a result, when it is determined that there is an end history of the torque reserve control, the process proceeds to the next step, and the correction amount of the reserve torque is stored as a learned value (step 302). Specifically, the correction amount of the reserve torque when step 108 is executed in the previous torque reserve control is stored as a learned value.

  Next, the learning value is reflected in the reserve torque (step 304). Specifically, in the next torque reserve control, the learning value stored in step 302 is used as a reserve torque correction value.

  As described above, according to the third embodiment, in the torque reserve control, the correction value calculated in the previous control is used as the correction value for the reserve torque. As a result, the reserve torque can be immediately corrected to the optimum value, so that further improvement in fuel consumption and torque controllability can be achieved.

  In the first embodiment described above, the correction value calculated in the previous torque reserve control is stored as the learned value of the reserve torque. However, the stored learned value is not limited to this. That is, an optimal correction value may be calculated based on the history of the reserve torque correction value and stored as a learning value.

  The third embodiment of the present invention has been described above. The third embodiment of the present invention is embodied in the third embodiment. Specifically, the “learning means” of the third aspect of the present invention is realized by the control device executing the processing of step 302 described above.

Embodiment 4 FIG.
[Features of Embodiment 4]
A fourth embodiment of the present invention will be described with reference to FIG. The system of the present embodiment can be realized by causing the control device to execute a routine shown in FIG. 6 to be described later using the hardware configuration shown in FIG.

  The fourth embodiment is characterized in that the torque reserve control is divided into a plurality of modes and the learning control of the third embodiment described above is performed for each mode. In other words, the optimum value of the reserve torque correction value differs depending on the operation mode, such as the engine speed, the water temperature, the auxiliary load, or the shift position. Therefore, in the fourth embodiment, learning control of the reserve torque correction value of the third embodiment described above is performed for each of these operation modes. As a result, the reserve torque correction value can be further optimized.

[Specific Processing in Embodiment 4]
Next, with reference to FIG. 6, the specific content of the process performed in this Embodiment is demonstrated. FIG. 6 is a flowchart of a routine executed by the control device of the present embodiment.

  In the routine shown in FIG. 6, first, the operation mode is determined (step 400). Here, specifically, it is determined which of a plurality of operation modes classified by target rotational speed, water temperature, energization state of auxiliary machinery, and shift position.

  Next, it is determined whether or not the mode has changed (step 402). As a result, if it is determined that the mode has changed, the process proceeds to the next step, and the reserve torque correction value is stored as a learned value (step 404). Specifically, the reserve torque correction value calculated in this mode is stored as a learning value.

  Thus, the learning value in each mode is preserve | saved by performing the process of the said steps 400-404 in various modes. For this reason, it is possible to further optimize the correction value of the reserve torque by using the learned value of the corresponding mode in the next torque reserve control.

2 Request torque acquisition unit 4 Request efficiency acquisition unit 6 Request A / F acquisition unit 10 Torque realization unit 20 Correction unit 102 Request torque correction unit 104 Intake air amount calculation unit 106 Throttle opening calculation unit 112 Estimated torque calculation unit 114 Torque efficiency calculation Unit 116 ignition timing calculation unit 130 optimum ignition timing calculation unit 132 ignition retard amount calculation unit 134 retard amount determination unit 136 ignition timing correction unit 140 torque arbitration unit 142 target torque acquisition unit 144 torque determination unit 150 efficiency arbitration unit 152 target efficiency Acquisition unit 154 Efficiency determination unit

Claims (5)

In a control device for an internal combustion engine, the operation of which is controlled by the opening and ignition timing of an intake air amount adjustment valve that adjusts the intake air amount.
A target valve opening for realizing a torque obtained by adding a reserve torque to a required torque acquired as an engine request in the internal combustion engine, and a target ignition timing for realizing the required torque by the target valve opening; Target value calculation means for calculating
Change amount acquisition means for acquiring a change amount of the required torque;
Correction means for correcting the reserve torque to a larger value as the amount of change in the required torque is larger;
Limiting means for restricting execution of the correcting means when the change amount of the required torque is a predetermined large change amount;
A control device for an internal combustion engine, comprising:   2. The control apparatus for an internal combustion engine according to claim 1, wherein the predetermined large change amount is a change amount of the required torque caused by a change in a target rotational speed, a change in an auxiliary machine load, or a shift change.   The internal combustion engine according to claim 2, wherein the correction unit includes a learning unit that learns a history of the reserve torque, and the correction amount of the reserve torque is variably set according to a learning value obtained by the learning unit. Engine control device.   The control device for an internal combustion engine according to claim 3, wherein the learning means learns a history of the reserve torque for each operation mode of the internal combustion engine.   5. The control device for an internal combustion engine according to claim 4, wherein the operation mode is a mode set for each water temperature of the internal combustion engine, for each target rotational speed, for each movable state of the auxiliary machinery, or for each shift state. .

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