JP5120273B2 - Control device for internal combustion engine - Google Patents

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 capable of controlling torque by a throttle and ignition timing.

  Conventionally, in a spark ignition type internal combustion engine, adjustment of ignition timing is used together with adjustment of air amount as means for controlling the torque. For example, in the technique described in Japanese Patent Application Laid-Open No. 2005-113877, the required torque is corrected by the ignition timing efficiency determined according to the difference between the base ignition timing and the MBT, and the required throttle is based on the efficiency-corrected required torque. The opening is calculated. Further, an estimated torque in MBT estimated from the actual air amount and the engine speed is obtained, and an ignition delay amount with respect to MBT is calculated based on a ratio between the estimated torque and the required torque before correction.

JP 2005-113877 A

  According to the technique described in the above publication, the throttle opening changes in accordance with a change in required torque, and the air amount changes in accordance with a change in throttle opening. Then, the estimated torque changes according to the change in the air amount. That is, the estimated torque changes following the required torque. In the process until the required torque is reflected in the estimated torque, various response delays such as a delay in arithmetic processing and signal transmission in the control device, a delay in the operation of the throttle, or a delay in the output of the sensor occur. For this reason, there is always a time lag between the estimated torque and the required torque.

  The above time lag causes a problem when the required torque is changing transiently, particularly when the required torque is decreasing. For example, when the required torque changes in vibration, the estimated torque also changes in vibration following it. At this time, the time lag accompanying the various response delays described above appears as a phase lag between the estimated torque and the required torque. As a result, a period in which the estimated torque is larger than the required torque is periodically generated. In the technique described in the above publication, since the ignition delay amount is determined according to the ratio between the estimated torque and the required torque, the ignition timing is retarded from the MBT during the period in which the estimated torque is larger than the required torque. Will be. Such ignition retardation is automatically performed even when the ignition timing efficiency is set to the maximum efficiency, that is, when the operation at MBT is required. That is, the technique described in the above publication may unnecessarily deteriorate the fuel consumption due to the unintended delay of the ignition timing.

  The present invention has been made to solve the above-described problems, and is an internal combustion engine that can prevent an ignition timing from being unintentionally retarded due to a response delay of an intake air amount with respect to a required torque. An object is to provide a control device.

In order to achieve the above object, a first invention provides a control device for an internal combustion engine capable of controlling torque by a throttle and ignition timing.
An opening command value calculating means for calculating an opening command value of the throttle based on torque required for the internal combustion engine;
Delay means for delaying the timing for outputting the opening command value to the throttle by a predetermined delay time;
When the required torque is lower than the torque achieved by operating the throttle according to the opening command value, ignition is performed according to the deviation so that the torque deviation is compensated by adjusting the torque according to the ignition timing. Ignition retarding means for retarding timing,
The amount of change in the required torque generated during the delay time is compared with the amount of change in the torque that can be responded by operating the throttle during the delay time. Determining means for determining whether the quantity can be achieved;
Ignition retarding prohibiting means for prohibiting retarding of the ignition timing by the ignition retarding means until a negative determination result that the amount of change in the required torque cannot be achieved only by operating the throttle is output;
It is characterized by having.

According to a second invention, in the first invention,
If the amount of change in the required torque exceeds the amount of change in the responseable torque before the delay time elapses, the determination means immediately determines the negative determination result without waiting for the delay time to elapse. Is output.

According to a third invention, in the first or second invention,
Torque realization error calculating means for calculating a torque realization error between the realization torque realized only by operating the throttle and the required torque;
When retarding the ignition timing by the ignition retarding means is permitted, requested torque correcting means for correcting the value of the requested torque used for calculation by the torque realization error;
Is further provided.

  According to the first aspect, even if there is a deviation between the torque achieved by operating the throttle and the required torque, the amount of change in the required torque that occurs during the delay time in the delay control is calculated. When it can be achieved only by operating the throttle, retarding the ignition timing is prohibited. As a result, it is possible to prevent deterioration in fuel consumption caused by the ignition timing being retarded unintentionally. On the other hand, when the amount of change in the required torque cannot be achieved only by operating the throttle, the ignition timing is retarded in accordance with the difference between the torque achieved by operating the throttle and the required torque, so that the throttle operation and ignition timing are The required amount of change in torque can be achieved in cooperation with

  According to the second invention, when the required torque is sharply reduced, the ignition timing is allowed to be retarded immediately without waiting for the delay time to elapse. Can be made to respond.

  According to the third aspect of the invention, when the ignition timing is retarded, torque adjustment is performed with a target value obtained by adding a torque realization error to the required torque, so torque overcorrection due to the ignition delay is canceled, The occurrence of a torque step before and after the ignition retard is activated is prevented.

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 flowchart which shows the determination flow of permission / prohibition of ignition retard according to Embodiment 1 of the present invention. It is a figure which shows the example of the map for determining the torque variation | change_quantity (dtrqok) which can respond from an engine speed and the present torque. It is a figure which shows the example of the map for determining the integrated torque change amount (dtrqsumok) which can respond from an engine speed and the present torque. It is a time chart which shows the execution result of the flowchart of FIG. It is a time chart which shows the execution result of the flowchart of FIG. It is a flowchart which shows the determination flow of permission / prohibition of ignition retard according to Embodiment 2 of the present invention. It is a time chart which shows the execution result of the flowchart of FIG. It is a flowchart for demonstrating the subject which concerns on Embodiment 3 of this invention. It is a flowchart which shows the correction flow of the request torque which concerns on Embodiment 3 of this invention. It is a time chart which shows the execution result of the flowchart of FIG.

Embodiment 1 FIG.
Embodiment 1 of the present invention will be described with reference to FIGS. 1 to 6.

  FIG. 1 is a block diagram showing a configuration of a control device for an internal combustion engine as the first embodiment of the present invention. The control device 2 of the present embodiment is applied to a spark ignition type internal combustion engine (hereinafter simply referred to as an engine), and operates an electronically controlled throttle (hereinafter simply referred to as a throttle) 4 and an ignition device 6 as actuators thereof. Thus, it is configured as a torque demand type control device that controls the torque of the engine.

  First, the operation of the throttle 4 for realizing the required torque will be described. The required torque is supplied to the control device 2 from a power train manager (not shown) located above the control device 2. The throttle opening calculation unit 8 of the control device 2 converts the required torque into an air amount using a map. In this map, the torque and the air amount under the optimal ignition timing (MBT or the ignition timing on the retarded side of the trace knock ignition timing) are associated with the operating conditions such as the engine speed as parameters. .

  Next, the throttle opening calculation unit 8 converts the air amount converted from the required torque into the throttle opening. An inverse model of the intake system air model is used for this conversion process. The air model is a physical model of the intake system, and the response of the air amount to the operation of the throttle 4 is modeled based on fluid dynamics or the like. In the inverse air model, which is the inverse model, operating conditions that affect the relationship between the air amount and the throttle opening, such as valve timing and intake air temperature, can be set as parameters. Values obtained from the current operating state information are input to these parameters. The throttle opening calculation unit 8 sets the throttle opening calculated from the air amount as an opening command value for the throttle 4.

  The opening command value calculated by the throttle opening calculation unit 8 is output to the throttle 4 via the delay unit 10. The delay unit 10 delays and outputs the input opening command value signal by a predetermined delay time. The throttle 4 is operated in accordance with an opening command value output from the delay unit 10. By providing a delay time between the calculation timing of the opening command value and the output timing to the throttle 4, the actual throttle opening changes with a delay time from the calculated throttle opening. By performing such delay control of the throttle 4, it becomes possible to predict the future throttle opening from the throttle opening before the delay process by the delay time. The delay control of the throttle 4 is effective in improving the exhaust gas performance by improving the controllability of the air-fuel ratio. The delay time can be set arbitrarily. In the present embodiment, the delay time is fixed and is set to 4 periods (32 msec) of the calculation period of the opening command value (for example, 8 msec).

  Next, the operation of the ignition device 6 for realizing the required torque will be described. In the present embodiment, the main signal used for operating the ignition device 6 is torque efficiency. The torque efficiency is defined as the ratio of the required torque to the estimated torque of the engine (hereinafter referred to as torque efficiency) and is calculated by the torque efficiency calculation unit 14 of the control device 2. The estimated torque here means the torque obtained when the ignition timing is set to the optimum ignition timing at the current throttle opening, that is, the maximum torque that can be achieved with the current intake air amount. The estimated torque calculation unit 12 of the control device 2 first calculates the amount of air estimated to be realized at the current throttle opening using the air model described above. Next, the estimated air amount is converted into torque using a map representing the relationship between torque and air amount at the optimal ignition timing. The torque thus calculated is the estimated torque. Between the estimated torque and the required torque, there is a time lag due to various response delays such as delay in computation processing and signal transmission, delay by delay control, delay in throttle operation, or sensor output delay, That is, there is a phase shift.

  The torque efficiency calculated by the torque efficiency calculation unit 14 is input to the ignition timing calculation unit 18 via the upper / lower limit guard 16. The upper / lower limit guard 16 is a means for guarding the magnitude (low) of torque efficiency. The control device 2 does not directly use the torque efficiency calculated by the torque efficiency calculation unit 14 for calculation of the ignition timing, but calculates the ignition timing based on what is processed by the upper / lower limit guard 16. The upper and lower limit guard 16 is operated by a signal from the retard permission / prohibition determination unit 20. The contents of the upper / lower limit guard 16 and the retard permission / prohibition determination unit 20 will be described in detail later.

  The ignition timing calculation unit 18 converts torque efficiency into ignition timing using a map. In this map, the retard amount with respect to the optimal ignition timing and the torque efficiency are associated with each other using the operating condition such as the engine speed as a parameter. According to this map, the optimal ignition timing is calculated as the ignition timing when the torque efficiency is 1, which is the maximum value, and the retard amount of the ignition timing with respect to the optimal ignition timing is increased as the torque efficiency is smaller than 1. The ignition timing calculation unit 18 outputs the ignition timing calculated from the torque efficiency as a command value for the ignition device 6. The ignition device 6 performs an ignition operation according to the input command value.

  This completes the description of the basic configuration of the control device 2 of the present embodiment. Next, the contents of the upper / lower limit guard 16 and the retard permission / prohibition determination unit 20 which are the main parts for the control device 2 of the present embodiment will be described.

  The upper / lower limit guard 16 performs a guard process on the input torque efficiency with the upper limit guard value and the lower limit guard value. The upper guard value is fixed at 1 which is the maximum value. On the other hand, the lower limit guard value is normally set to an invalid value, and is set to a maximum value of 1 which is an effective value only when the flag signal of the retarding permission / prohibition determination unit 20 is on. Therefore, when the lower limit guard value of the upper and lower limit guard 16 functions effectively, the torque efficiency is fixed to 1 regardless of the magnitude relationship between the estimated torque and the required torque.

  The retard angle permission / prohibition determination unit 20 calculates the change amount of the required torque input to the control device 2, more specifically, the change amount of the required torque that occurs during the delay time related to the delay control. Then, the amount of change in torque that can be responded by operating the throttle 4 during the delay time, that is, the amount of torque change that can be achieved by fully closing the throttle 4 is compared with the required amount of change in torque. The amount of torque change when the throttle 4 is fully closed is calculated based on the engine speed, the previous throttle opening, and the like. For the calculation, a map based on actual measurement data or a physical model such as the air model described above can be used.

  As a result of the comparison, if the torque change amount that can be responded by operating the throttle 4 is larger than the change amount of the required torque, it is determined that the required torque change amount generated during the delay time can be achieved only by operating the throttle 4. Can do. However, since there is a phase shift between the estimated torque and the required torque, the required torque becomes transiently smaller than the estimated torque when the required torque decreases. For this reason, if the torque efficiency calculated by the torque efficiency calculation unit 14 is used as it is for the calculation of the ignition timing, the ignition timing is arbitrarily determined although the required torque change amount can be achieved only by operating the throttle 4. It will be delayed.

  Therefore, if the retard permission / prohibition determination unit 20 determines that the required torque change amount can be achieved only by operating the throttle 4, the retard retard is prohibited. The determination result by the retard permission / prohibition determination unit 20 is output to the upper / lower limit guard 16 by turning on / off the flag. This flag is normally turned on and is switched off only when the ignition timing is retarded. When the flag output from the retard permission / prohibition determination unit 20 is ON, the upper / lower limit guard 16 sets the lower limit guard value to 1. As a result, even if the estimated torque becomes transiently larger than the required torque due to a time lag between the estimated torque and the required torque, the ignition delay is unintentionally retarded due to this. Is prevented. Therefore, it is possible to prevent deterioration of fuel consumption due to unintended ignition delay.

  On the other hand, if the change amount of the required torque is larger than the torque change amount that can be responded by the operation of the throttle 4, it can be determined that the change amount of the required torque that occurs during the delay time cannot be achieved only by the operation of the throttle 4. . In this case, in order to actually achieve the amount of change in the required torque, it is necessary to use torque reduction due to retarding the ignition timing in addition to torque reduction by reducing the intake air amount. That is, it is necessary to allow the ignition timing retarding by the ignition timing calculation unit 18.

  When it is determined that the required torque change amount cannot be achieved only by operating the throttle 4, the retard permission / prohibition determination unit 20 permits the retard of the ignition timing and switches the flag off. When the flag output by the retard permission / prohibition determination unit 20 is switched off, the upper / lower limit guard 16 sets the lower limit guard value to an invalid value. As a result, the torque efficiency calculated by the torque efficiency calculation unit 14 is used as it is for the calculation of the ignition timing, and the ignition timing is retarded according to the difference between the estimated torque and the required torque. As a result, the change rate of the required torque is achieved by the cooperation of the operation of the throttle 4 and the ignition delay angle.

  FIG. 2 to FIG. 6 show the details of processing performed by the retard permission / prohibition determination unit 20 described above in more detail. FIG. 2 is a flowchart showing a flow of determination of permission / prohibition of ignition retard by the retard permission / prohibition determination unit 20. Hereinafter, the determination flow shown in this flowchart will be described.

  In the first step S2 of the determination flow shown in FIG. 2, the torque change amount dtrqok that can be responded by operating the throttle 4 during the current one calculation cycle and the change in the required torque that occurred during the current one calculation cycle. A quantity dtrqrq is calculated respectively. A map as shown in FIG. 3 is used to calculate the torque change amount dtrqok that can be responded. In this map, the value of the torque change amount dtrqok that can be responded is associated with the engine speed and the current torque.

  In the next step S4, it is determined whether the current required torque and the current actual torque under the optimal ignition timing are substantially the same value, that is, whether the difference between the required torque and the actual torque is within an allowable range. . The current actual torque under the optimal ignition timing is an estimated torque calculated by the estimated torque calculation unit 12. If the determination result of step S4 is affirmative, the process of the next step S6 is performed, and if the determination result is negative, the process of the next step S6 is skipped.

  In step S6, a temporary flag xdtrqokpre indicating that the throttle 4 can respond and a flag xdtrqok indicating that the throttle 4 can respond are set to ON. Among these flags, the flag xdtrqok is a flag output from the retard permission / prohibition determination unit 20 to the upper / lower limit guard 16. Further, the value of the accumulated change amount dtrqrqsum of the required torque is reset to zero.

  In the next step S8, it is determined whether the required torque change amount dtrqrq is smaller than the responsive torque change amount dtrqok. If the determination result of step S8 is negative, the process of the next step S10 is performed, and if the determination result is affirmative, the process of the next step S10 is skipped.

  In step S10, the temporary flag xdtrqokpre is switched off.

  In the next step S12, it is determined whether or not the temporary flag xdtrqokpre is off. If the determination result of step S12 is affirmative, the process of the next step S14 is performed, and if the determination result is negative, the process of the next step S14 is skipped.

  In step S14, the current time time is input to the time initial value timeo only in the first calculation step in which the temporary flag xdtrqokpre is switched off. Also, the current change amount dtrqrqsum is updated by adding the current required torque change amount dtrqrq to the required change amount dtrqrqsum of the required torque.

  In the next step S16, it is determined whether or not the elapsed time from the time initial value timeo to the current time time exceeds the delay time delaytime of the delay control, and the temporary flag xdtrqokpre is turned off. If the determination result of step S16 is affirmative, the process of the next step S18 is performed, and if the determination result is negative, the processes of the subsequent steps S18, S20, and S22 are skipped.

  In step S18, it is determined whether the accumulated change amount dtrqrqsum of the required torque is smaller than the responsive accumulated torque change amount dtrqsumok. A map as shown in FIG. 4 is used for calculating the responsive accumulated torque change amount dtrqsumok. In this map, the value of the accumulated torque change amount dtrqsumok that can be responded is associated with the engine speed and the current torque. If the determination result of step S18 is affirmative, the process of step S20 is performed, and if the determination result is negative, the process of step S22 is performed.

  In step S20, the temporary flag xdtrqokpre is switched on. The flag xdtrqok is switched on or remains on. That is, retarding the ignition timing is prohibited. Further, the value of the accumulated change amount dtrqrqsum of the required torque is reset to zero.

  On the other hand, in step S20, the flag xdtrqok is switched off. That is, retarding of the ignition timing is permitted.

  5 and 6 are time charts showing the execution results of the flowchart of FIG. In each figure, the solid line shows the change in the required torque. The dotted line indicates the change in throttle opening. The broken line indicates the change in the actual torque under the optimal ignition timing. The alternate long and short dash line indicates a change in torque that can be responded by operating the throttle 4.

  The time chart of FIG. 5 shows a case where the amount of change in torque that can be responded by operating the throttle 4 during the delay time is larger than the amount of change in required torque that occurs during the delay time. xdtrqok is kept on. The time chart of FIG. 6 shows a case where the amount of change in the required torque that occurs during the delay time is larger than the amount of change in torque that can be responded by operating the throttle 4 during the delay time, and the delay is the execution result. The flag xdtrqok is switched off after a lapse of time.

  As described above, according to the present embodiment, even if there is a deviation between the torque achieved by operating the throttle 4 and the required torque, it occurs during the delay time in the delay control. When the change amount of the required torque can be achieved only by operating the throttle 4, the retard of the ignition timing is prohibited. As a result, it is possible to prevent deterioration in fuel consumption caused by the ignition timing being retarded unintentionally. On the other hand, when the amount of change in the required torque cannot be achieved only by operating the throttle, the ignition timing is retarded according to the difference between the torque achieved by operating the throttle 4 and the required torque, so that the operation of the throttle 4 The amount of change in the required torque can be achieved by cooperating with the ignition timing.

Embodiment 2. FIG.
Next, a second embodiment of the present invention will be described with reference to FIGS.

  A feature of the present embodiment lies in a determination flow for permitting / prohibiting ignition retard. The configuration of the control device is the same as that of the first embodiment, as shown in the block diagram of FIG. FIG. 7 is a flowchart showing a determination flow for permitting / prohibiting ignition retard according to the present embodiment. In FIG. 7, the same step numbers are assigned to the processes common to the determination flow according to the first embodiment. Further, since the processing from step S2 to step S12 is the same as that of the first embodiment, it is not shown in the middle.

  The determination flow shown in FIG. 7 is different from that of the first embodiment in the processing after step S14. In step S30 performed after step S14, it is determined whether or not the temporary flag xdtrqokpre is off. If the determination result of step S30 is affirmative, the process of the next step S32 is performed. If the determination result is negative, the subsequent processes of steps S30, S32, S34, S36, and S38 are all skipped.

  In step S32, it is determined whether the accumulated change amount dtrqrqsum of the required torque is smaller than the responsive accumulated torque change amount dtrqsumok. If the determination result of step S32 is affirmative, the process of step S34 is performed, and if the determination result is negative, the process of step S38 is performed.

  In step S38, the flag xdtrqok is switched off. That is, the ignition timing is retarded immediately without waiting for the delay time delaytime to elapse.

  On the other hand, in step S34, it is determined whether or not the elapsed time from the time initial value timeo to the current time time has exceeded the delay time delaytime of the delay control. If the determination result of step S34 is affirmative, the process of the next step S36 is performed, and if the determination result is negative, the process of the next step S36 is skipped.

  In step S36, the temporary flag xdtrqokpre is switched on. The flag xdtrqok is switched on or remains on. That is, retarding the ignition timing is prohibited. Further, the value of the accumulated change amount dtrqrqsum of the required torque is reset to zero.

  FIG. 8 is a time chart showing the execution result of the flowchart of FIG. The time chart of FIG. 8 shows the case where the required torque is sharply reduced, that is, the case where there is a steep torque reduction request. The flag xdtrqok is switched off immediately without waiting for progress. That is, according to this embodiment, it is possible to quickly respond to a steep torque-down request and to further improve drivability.

  According to the determination flow shown in the flowchart of FIG. 7, when the amount of change in torque that can be responded by operating the throttle 4 during the delay time is greater than the amount of change in required torque that occurs during the delay time. As in the first embodiment, the execution result is as shown in the time chart of FIG. The amount of change in the required torque that occurs during the delay time is larger than the amount of change in torque that can be responded by operating the throttle 4 during the delay time, but the rate of change in the required torque is not so rapid. As in the first embodiment, the execution result is as shown in the time chart of FIG.

Embodiment 3 FIG.
Next, Embodiment 3 of the present invention will be described with reference to FIGS. 9 to 11.

  In the first and second embodiments, when the change amount of the required torque can be achieved only by adjusting the intake air amount by the throttle, an error is generated between the required torque and the estimated torque (realized torque under the optimal ignition timing). Even if there is, only the intake air amount is adjusted without adjusting the ignition timing. For this reason, when the engine is operated at the optimal ignition timing, there is a possibility that a torque realization error has occurred between the realization torque and the required torque.

  If the rate of decrease in the required torque becomes large and it is not enough to adjust the intake air amount alone, the ignition timing is retarded so as to achieve the rate of change in the required torque. However, the ignition timing is retarded so that the actual torque matches the required torque. For this reason, as shown in FIG. 9, when there is a torque realization error between the actual torque and the required torque at the optimal ignition timing, the torque correction including the torque realization error is included due to the ignition delay. Therefore, a torque step occurs before and after the ignition retardation.

  Therefore, in the present embodiment, a torque realization error between the realization torque that is realized only by operating the throttle and the required torque is calculated in advance, and when the retard of the ignition timing is permitted, The required torque value used to calculate the ignition timing was corrected by the torque realization error. FIG. 10 shows a flow chart for correcting the required torque according to the present embodiment. The basic configuration of the control device is the same as that of the first embodiment, as shown in the block diagram of FIG.

  In the first step S102 of the correction flow shown in FIG. 10, it is determined whether the flag xdtrqok is on. If the determination result of step S102 is affirmative, the process of step S104 is performed, and if the determination result is negative, the process of step S106 is performed.

  In step S104, the difference between the required torque (base required torque) and the current actual torque is calculated as the torque actual error trqerr. Further, the base request torque is used as it is as the correction request torque. When the flag xdtrqok is on, that is, when the required torque change amount can be achieved only by operating the throttle 4, the base required torque is used as it is for the calculation of the throttle opening and the ignition timing.

  In step S106, a value obtained by subtracting the torque realization error trqerr from the base request torque is calculated as the correction request torque. When the flag xdtrqok is off, that is, when the ignition delay is used together because the required torque change amount cannot be achieved only by operating the throttle 4, the corrected required torque corrected by the torque realization error trqerr is the throttle opening. And used to calculate ignition timing.

  FIG. 11 is a time chart showing the execution result of the flowchart of FIG. In FIG. 11, the alternate long and short dash line indicates the change in the base required torque. The solid line indicates the change in the required correction torque. A broken line indicates a change in the actual torque. As shown in this figure, according to the present embodiment, when the ignition timing is retarded, torque adjustment is performed with the target torque (base required torque) plus a torque realization error as a target. Torque overcorrection due to the angle is cancelled, and as a result, the occurrence of a torque step before and after the ignition delay works is prevented.

Others.
Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention.

2 Control Device 4 Throttle 6 Ignition Device 8 Throttle Opening Calculation Unit 10 Delay Unit 12 Estimated Torque Calculation Unit 14 Torque Efficiency Calculation Unit 16 Upper / Lower Limit Guard 18 Ignition Timing Calculation Unit 20 Delay Allowance / Prohibition Determination Unit

Claims (3)

In a control device for an internal combustion engine capable of controlling torque by throttle and ignition timing,
An opening command value calculating means for calculating an opening command value of the throttle based on torque required for the internal combustion engine;
Delay means for delaying the timing for outputting the opening command value to the throttle by a predetermined delay time;
When the required torque is lower than the torque achieved by operating the throttle according to the opening command value, ignition is performed according to the deviation so that the torque deviation is compensated by adjusting the torque according to the ignition timing. Ignition retarding means for retarding timing,
The amount of change in the required torque generated during the delay time is compared with the amount of change in torque that can be responded by operating the throttle during the delay time, and the change in the required torque only by operating the throttle. Determining means for determining whether the quantity can be achieved;
Ignition retarding prohibiting means for prohibiting retarding of the ignition timing by the ignition retarding means until a negative determination result that the amount of change in the required torque cannot be achieved only by operating the throttle is output;
A control device for an internal combustion engine, comprising:   If the amount of change in the required torque exceeds the amount of change in the responseable torque before the delay time elapses, the determination means immediately determines the negative determination result without waiting for the delay time to elapse. The control apparatus for an internal combustion engine according to claim 1, wherein Torque realization error calculating means for calculating a torque realization error between the realization torque realized only by operating the throttle and the required torque;
When retarding the ignition timing by the ignition retarding means is permitted, requested torque correcting means for correcting the value of the requested torque used for calculation by the torque realization error;
The control device for an internal combustion engine according to claim 1, further comprising:

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