JP2001182584A - Control device for internal combustion engine - Google Patents

Abstract

(57) [Problem] To reduce a torque down shock generated when a fuel cut is started and to reduce a torque up shock generated when a fuel cut is ended. SOLUTION: An alternator 1 for generating electric power and an electronic throttle 4 capable of controlling the opening degree independently of an accelerator pedal 11 are provided, and after a control command to start a fuel cut during traveling is provided. Therefore, before the fuel cut actually starts, the power generation amount of the alternator 1 is reduced and corrected.
The opening of the electronic throttle 4 is increased. Further, after the control command for terminating the fuel cut is issued and before the fuel cut is actually terminated, the power generation amount of the alternator 1 is increased and corrected, and the opening of the electronic throttle 4 is decreased.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a control device for an internal combustion engine.

[0002]

2. Description of the Related Art Conventionally, there has been known a control device for an internal combustion engine which is provided with an alternator for generating power and in which the amount of power generated by the alternator is changed when a fuel cut during running is started. An example of this type of control apparatus for an internal combustion engine is disclosed in, for example, Japanese Patent Application Laid-Open No. 11-107805. In the control device for an internal combustion engine described in JP-A-11-107805, the power generation amount of the alternator is ensured by increasing the power generation amount of the alternator during the fuel cut period.

[0003]

SUMMARY OF THE INVENTION However, Japanese Patent Application Laid-Open
In the control device for an internal combustion engine described in JP-A-107805, the power generation amount of the alternator cannot be reduced after the control command to start the fuel cut and before the fuel cut is actually started. , Is maintained at a constant value. Therefore, when the fuel cut is actually started, a torque down shock occurs.

Conventionally, there is provided a control device for an internal combustion engine which is provided with an electronic throttle which can control the opening thereof independently of an accelerator pedal, and which changes the opening of the electronic throttle when a fuel cut during running is started. Are known. An example of this type of control device for an internal combustion engine is disclosed in, for example,
There is one described in JP-A-107805. JP 1
In the control apparatus for an internal combustion engine described in JP-A-107805, the feeling of excessive deceleration is avoided by increasing the opening of the electronic throttle during the fuel cut period.

[0005] However, in the control device for an internal combustion engine described in Japanese Patent Application Laid-Open No. H11-107805, electronic control is performed after a control command to start a fuel cut is issued and before a fuel cut is actually started. The throttle opening has not been increased. Therefore, when the fuel cut is actually started, a torque down shock occurs.

[0006] Conventionally, there has been known a control device for an internal combustion engine that includes an alternator for generating electric power and changes the amount of power generated by the alternator when the fuel cut during traveling is completed. Examples of such an internal combustion engine control device include:
For example, there is one described in JP-A-11-107805.

However, in the control device for an internal combustion engine described in Japanese Patent Application Laid-Open No. H11-107805, the alternator is provided after a control command for terminating the fuel cut and before the fuel cut is actually terminated. The amount of power generation has not been increased and has been maintained at a constant value. Therefore, when the fuel cut is actually ended, a torque up shock occurs.

Conventionally, there is provided a control device for an internal combustion engine which is provided with an electronic throttle which can control the opening thereof independently of an accelerator pedal, and which changes the opening of the electronic throttle when fuel cut during running is completed. Are known. An example of this type of control device for an internal combustion engine is disclosed in, for example,
There is one described in JP-A-107805.

However, in the control device for an internal combustion engine described in Japanese Patent Application Laid-Open No. H11-107805, electronic control is performed after a control command for ending the fuel cut and before the fuel cut is actually ended. The opening of the throttle is not reduced and is maintained at a constant value. Therefore, when the fuel cut is actually ended, a torque up shock occurs.

In view of the above problems, an object of the present invention is to provide a control device for an internal combustion engine that can reduce a torque down shock that occurs when a fuel cut is actually started.

A further object of the present invention is to provide a control device for an internal combustion engine which can reduce a torque up shock generated when a fuel cut is actually ended.

[0012]

According to the first aspect of the present invention, there is provided an internal combustion engine having an alternator for generating electric power, wherein the power generation amount of the alternator is changed when a fuel cut during running is started. In the control device, there is provided a control device for an internal combustion engine in which a power generation amount of an alternator is reduced and corrected after a control command to start a fuel cut and before a fuel cut is actually started. You.

In the control apparatus for an internal combustion engine according to the first aspect, the power generation amount of the alternator is corrected to be reduced after the control command to start the fuel cut is issued and before the fuel cut is actually started. You. Therefore, the torque reduction that occurs with the start of the fuel cut and the torque increase that occurs with the correction of the decrease in the power generation amount of the alternator are offset. As a result, the power generation amount of the alternator is not reduced after the control command to start the fuel cut but before the fuel cut is actually started, and unlike the case where the power generation amount is maintained at a constant value, Thus, the torque down shock generated when the fuel cut is started can be reduced.

According to a second aspect of the present invention, there is provided a control apparatus for an internal combustion engine, comprising an alternator for generating power, wherein the power generation amount of the alternator is changed when a fuel cut during running is started. A control device for an internal combustion engine is provided which corrects the amount of power generated by an alternator at the same time as the start of fuel cut.

In the control device for an internal combustion engine according to the second aspect, the power generation amount of the alternator is corrected to decrease at the same time as the fuel cut is actually started. Therefore, the torque reduction that occurs with the start of the fuel cut and the torque increase that occurs with the correction of the decrease in the power generation amount of the alternator are offset. As a result, unlike the case where the power generation amount of the alternator cannot be reduced at the same time that the fuel cut is actually started, the torque down shock generated when the fuel cut is actually started can be reduced.

According to the third aspect of the present invention, there is provided the control apparatus for an internal combustion engine according to the first or second aspect, wherein the power generation amount of the alternator is gradually increased and corrected after the fuel cut is started. Is done.

In the control device for an internal combustion engine according to the third aspect, the power generation amount of the alternator is gradually increased and corrected after the fuel cut is started. Therefore, the power generation amount of the alternator can be secured while reducing the torque down shock generated when the fuel cut is actually started.

According to the fourth aspect of the present invention, an electronic throttle is provided which can control the opening thereof independently of the accelerator pedal, and the opening of the electronic throttle changes when the fuel cut during running is started. Control of an internal combustion engine in which the opening degree of an electronic throttle is increased after a control command to start a fuel cut and before a fuel cut is actually started. An apparatus is provided.

In the control device for an internal combustion engine according to the present invention, the opening of the electronic throttle is increased after a control command to start the fuel cut is made and before the fuel cut is actually started. You. Therefore, the torque reduction that occurs with the start of the fuel cut and the torque increase that occurs with the increase in the opening of the electronic throttle are offset. As a result, the opening of the electronic throttle is not increased after the control command to start the fuel cut but before the fuel cut is actually started, and unlike the case where the opening is maintained at a constant value, It is possible to reduce the torque down shock generated when the fuel cut is actually started.

According to a fifth aspect of the present invention, there is provided the control apparatus for an internal combustion engine according to the fourth aspect, wherein the opening of the electronic throttle is gradually reduced after the fuel cut is started. .

In the control device for an internal combustion engine according to the fifth aspect, the opening of the electronic throttle is gradually reduced after the fuel cut is started. Therefore, the engine brake can be made effective while reducing the torque down shock generated when the fuel cut is actually started.

According to the sixth aspect of the present invention, there is provided an idle speed control valve capable of controlling the opening of the idle speed control valve independently of the accelerator pedal. A control device for an internal combustion engine whose opening is changed, wherein the opening of an idle speed control valve is increased after a control command to start a fuel cut and before a fuel cut is actually started. A control device for an internal combustion engine is provided.

In the control device for an internal combustion engine according to the present invention, the opening degree of the idle speed control valve is adjusted after the control command to start the fuel cut and before the fuel cut is actually started. Will be increased. for that reason,
The torque reduction that occurs with the start of the fuel cut and the torque increase that occurs with the increase in the opening of the idle speed control valve are offset. As a result, the case where the opening of the idle speed control valve is not increased and maintained at a constant value after the control command to start the fuel cut but before the fuel cut is actually started. In contrast, it is possible to reduce the torque down shock generated when the fuel cut is actually started.

According to a seventh aspect of the present invention, there is provided the control apparatus for an internal combustion engine according to the sixth aspect, wherein the opening of the idle speed control valve is gradually reduced after the fuel cut is started. Is done.

In the control device for the internal combustion engine according to the seventh aspect, the opening of the idle speed control valve is gradually reduced after the fuel cut is started. for that reason,
The engine brake can be applied while reducing the torque down shock generated when the fuel cut is actually started.

According to an eighth aspect of the present invention, there is provided a control apparatus for an internal combustion engine, further comprising an alternator for generating electric power, wherein a power generation amount of the alternator is changed when a fuel cut during traveling is completed. There is provided a control device for an internal combustion engine in which a power generation amount of an alternator is increased and corrected after a control command for terminating a cut and before a fuel cut is actually terminated.

In the control apparatus for an internal combustion engine according to the present invention, the power generation amount of the alternator is increased and corrected after a control command for ending the fuel cut and before the fuel cut is actually ended. You. Therefore, the torque increase that occurs with the end of the fuel cut and the torque decrease that occurs with the increase correction of the power generation amount of the alternator are canceled. As a result, unlike the case where the power generation amount of the alternator does not increase and is maintained at a constant value after the control command to end the fuel cut and before the fuel cut is actually ended, Thus, the torque up shock generated when the fuel cut is completed can be reduced.

According to the ninth aspect of the present invention, there is provided a control apparatus for an internal combustion engine, comprising an alternator for generating power, wherein the power generation amount of the alternator is changed when the fuel cut during running is completed. A control device for an internal combustion engine is provided which corrects the amount of power generated by the alternator at the same time that the fuel cut is completed.

In the control device for an internal combustion engine according to the ninth aspect, the power generation amount of the alternator is increased and corrected at the same time as the fuel cut is actually ended. Therefore, the torque increase that occurs with the end of the fuel cut and the torque decrease that occurs with the increase correction of the power generation amount of the alternator are canceled. As a result, unlike the case where the power generation amount of the alternator cannot be increased at the same time when the fuel cut is actually ended, the torque up shock generated when the fuel cut is actually ended can be reduced.

According to the tenth aspect of the present invention, there is provided an electronic throttle capable of controlling the opening thereof independently of the accelerator pedal, and the opening of the electronic throttle changes when the fuel cut during running is completed. Control of an internal combustion engine in which the opening degree of an electronic throttle is reduced after a control command to end a fuel cut and before a fuel cut is actually ended is provided. An apparatus is provided.

In the control device for an internal combustion engine according to the tenth aspect, the opening of the electronic throttle is reduced after a control command for ending the fuel cut and before the fuel cut is actually ended. You. Therefore, the torque increase that occurs with the end of the fuel cut and the torque decrease that occurs with the decrease in the opening of the electronic throttle are offset. As a result, unlike the case where the opening of the electronic throttle is not reduced and maintained at a constant value after the control command to end the fuel cut and before the fuel cut is actually ended, It is possible to reduce the torque up shock generated when the fuel cut is actually ended.

According to the eleventh aspect of the present invention, there is provided an idle speed control valve capable of controlling the opening thereof independently of the accelerator pedal, and the idle speed control valve is provided when the fuel cut during running is completed. A control device for an internal combustion engine whose opening is changed, wherein the opening of an idle speed control valve is reduced after a control command for ending the fuel cut and before the fuel cut is actually ended. A control device for an internal combustion engine is provided.

In the control device for an internal combustion engine according to the eleventh aspect, the opening of the idle speed control valve is adjusted after the control command to end the fuel cut and before the fuel cut is actually ended. Is reduced. for that reason,
The torque increase that occurs with the end of the fuel cut and the torque decrease that occurs with the decrease in the opening of the idle speed control valve are offset. As a result, the case where the opening degree of the idle speed control valve is not reduced and maintained at a constant value after the control command to end the fuel cut but before the fuel cut is actually ended. In contrast, it is possible to reduce the torque up shock that occurs when the fuel cut is actually ended.

According to the twelfth aspect of the present invention, in a control system for an internal combustion engine having an electronic throttle capable of controlling the opening thereof independently of the accelerator pedal, the racing for increasing the engine speed without load is provided. Is performed and before the engine speed returns to the idle speed, the opening of the electronic throttle is increased from the opening of the electronic throttle during the engine idle operation, and the fuel cut of the internal combustion engine is performed. A control device is provided.

In the control device for an internal combustion engine according to the twelfth aspect, after the racing is performed and before the engine speed returns to the idle speed, the opening degree of the electronic throttle is set to the value obtained during the engine idle operation. Since the opening degree of the throttle is increased, the rate of decrease in the engine speed can be reduced, and therefore, the time required for the engine speed to return to the idle speed can be increased. Further, since the fuel cut is performed after the racing is performed and before the engine speed returns to the idle speed, the time during which the fuel cut is performed can be lengthened, and therefore, the fuel efficiency can be improved. be able to.

According to the thirteenth aspect of the present invention, in the control device of the internal combustion engine having the idle speed control valve capable of controlling the opening degree independently of the accelerator pedal, the engine speed is increased without load. After the racing is performed and before the engine speed returns to the idle speed, the opening of the idle speed control valve is increased from the opening of the idle speed control valve during the engine idle operation, and the fuel cut is performed. A control device for an internal combustion engine in which the control is performed is provided.

In the control device for an internal combustion engine according to the thirteenth aspect, the opening of the idle speed control valve is adjusted during the engine idling operation after the racing and before the engine speed returns to the idle speed. The idle speed control valve opening is increased.
The rate of decrease in the engine speed can be reduced, and the time required for the engine speed to return to the idle speed can be increased. Further, since the fuel cut is performed after the racing is performed and before the engine speed returns to the idle speed, the time during which the fuel cut is performed can be lengthened, and therefore, the fuel efficiency can be improved. be able to.

According to the fourteenth aspect of the present invention, there is provided an alternator for generating electric power, wherein during the period in which the engine speed has returned to the idle speed after the racing, the engine speed has been reduced. The control device for an internal combustion engine according to claim 12 or 13, wherein when the overshoot is predicted, the power generation amount of the alternator is corrected to decrease.

In the control apparatus for an internal combustion engine according to the present invention, when an overshoot of the engine speed is predicted while the engine speed is returning to the idle speed after the racing is performed. Then, the power generation amount of the alternator is corrected to decrease. Therefore, the load on the internal combustion engine is reduced, and it is possible to prevent the overshoot of the engine speed from dropping.

[0040]

Embodiments of the present invention will be described below with reference to the accompanying drawings.

FIG. 1 is a configuration diagram of a first embodiment of a control device for an internal combustion engine according to the present invention. In FIG. 1, 1 is an alternator for generating electricity, 2 is an internal combustion engine main body, 3 is an intake passage, 4 is an electronic throttle whose opening can be controlled independently of an accelerator pedal, and 5 is electrically connected to the alternator 1. The battery 6 is a voltmeter for detecting the battery voltage. 7 is an air flow meter, 8 is an engine speed sensor, 9 is an exhaust passage, 10 is a catalyst disposed in the exhaust passage 9, 11 is an accelerator pedal, 12 is a load sensor for detecting a required load, and 13 is an ECU ( Electronic control unit).

FIGS. 2 to 4 are flowcharts showing a control method of the internal combustion engine according to the present embodiment. As shown in FIGS. 2 to 4, when this routine is started, first, step 1 is executed.
At 00, it is determined whether or not the accelerator pedal 11 is fully closed. If the determination is YES, the process proceeds to step 101; if the determination is NO, the process proceeds to step 114. In step 101, it is determined whether or not the engine speed NE detected by the engine speed sensor 8 is higher than a threshold value NEFC. If YES, the process proceeds to step 102, and if NO, the process proceeds to step 114. In step 102, the counter TIDL is incremented. Next, at step 103, it is determined whether or not the counter TIDL has become larger than the threshold value KDRY. If YES, the process proceeds to step 104, and if NO, the process proceeds to step 109.

In step 104, it is determined whether or not the counter TIDL has become equal to the threshold value KTIDLFC1. If YES, the process proceeds to step 105, and if NO, the process proceeds to step 107. In step 105, a throttle opening correction amount TAFC1 accompanying the start of fuel cut is set.
Is changed to a predetermined value KTAFC11 (TAFC1 ← T
AFC11). Next, at step 106, the correction amount KFFC1 of the power generation control duty of the alternator 1 at the start of the fuel cut is changed to a predetermined value KFFC11 (KFFC1 ← KFFC11). In step 107, the counter TIDL reaches the threshold value KTIDLFC2 (> KT
IDLFC1) is determined.
If the determination is YES, the process proceeds to step 108; if the determination is NO, the process proceeds to step 109. In step 108, a flag for executing the fuel cut is set (XFC ← 1).

In step 109, the counter TIDLF
C is cleared (TIDLFC ← 0). Next, at step 110, the throttle opening TA is corrected (increased), and is made the sum of the throttle opening TAIDL and the correction amount TAFC1 during engine idling operation (TA ← TAIDL +
TAFC1). Next, at step 111, the correction amount TAFC1 is reduced by a predetermined value TAFC12 while being guarded at zero for control in the next routine (T
AFC1 ← TAFC1 + TAFC12> 0). Next, at step 112, the control duty F DUTY is corrected and reduced by the correction amount KFFC1 (FD
UTY ← F DUTY-KF FC1). Next, at step 113, the correction amount KFFC1 is controlled to a predetermined value KFFC while being guarded at zero for control in the next routine.
12 (KFFC1 ← KF FC1
-KF FC12> 0).

On the other hand, at step 114, the counter TI
DLFC is incremented. Then step 11
At 5, the counter TIDLFC is equal to the threshold KTIDLFC3.
It is determined whether it has become larger. If YES, proceed to step 116, if NO, proceed to step 11
Proceed to 8. In step 116, the throttle opening correction amount TAFC2 accompanying the end of the fuel cut is set to a predetermined value KTAFC.
21 (TAFC2 ← TAFC21). Next, at step 117, the correction amount KFFC2 of the power generation control duty of the alternator 1 at the end of the fuel cut is changed to a predetermined value KFFC21 (KFFC2 ← KF
FC21). At step 118, the counter TIDL
It is determined whether FC has become larger than threshold value KTIDLFC4 (> KTIDLFC3). If YES, proceed to step 119; if NO, proceed to step 120.
Proceed to. In step 119, a flag for ending the fuel cut is set (XFC ← 0).

In step 120, the counter TIDL is cleared (TIDL ← 0). Then step 121
Then, the throttle opening TA is corrected (decreased), and the throttle opening TA and the correction amount TAFC2 (<
0) (TA ← TA + TAFC2). Next, at step 122, the correction amount TAFC2 is controlled to a predetermined value TA while being guarded at zero for control in the next routine.
FC22 (> 0) is changed (TAFC2 ←
TAFC2 + TAFC22 <0). Then step 12
At 3, the control duty F DUTY is corrected and increased by the correction amount KF FC2 (F DUTY ←
F DUTY + KF FC2). Then step 124
Then, for the control in the next routine, the correction amount KF F
C2 is reduced by a predetermined value KF FC12 while being guarded by zero (KF FC2 ← KF FC2-KF
FC22> 0).

FIG. 5 is a time chart of the torque TQ, the power generation amount, the flag XFC, the intake air amount GA, the throttle opening TA, and the accelerator opening AC at the start of fuel cut based on the control method of the internal combustion engine of the present embodiment. . As shown in FIG. 5, the counter TI is set at a time T1 when the accelerator pedal 11 is fully closed and the engine speed NE becomes larger than the threshold value NEFC.
The DL increment is started. Next, when the counter TIDL becomes equal to the threshold value KTIDLFC1 at time T2, the throttle opening TA is increased in step 111 based on the correction amount TAFC1 calculated in step 105. Further, based on the correction amount KFFC1 calculated in step 106, the control duty FDUT of the power generation amount of the alternator 1 is determined in step 112.
Y is reduced and the power generation amount of the alternator 1 is reduced. Next, at time T3, the counter TIDL reaches the threshold value K.
If it becomes larger than TIDLFC2, a flag for starting fuel cut is set in step 108, and fuel cut is started. From time T2 to time T4, the correction amount TAFC1 is decreased in step 111, and the throttle opening TA is gradually decreased. Further, in step 113, the correction amount KFFC1 is decreased, and the power generation amount of the alternator 1 is gradually increased and corrected.

FIG. 6 shows the time of the torque TQ, the power generation amount, the flag XFC, the intake air amount GA, the throttle opening TA, the accelerator opening AC, and the vehicle speed SPD at the end of the fuel cut based on the control method of the internal combustion engine of this embodiment. It is a chart. In FIG. 6, when the engine speed NE becomes equal to or less than the threshold value NEFC (not shown), the increment of the counter TIDLFC is started. Then, at time T5, the counter TIDL
When FC becomes larger than the threshold value KTIDLFC3, the throttle opening TA is reduced in step 121 based on the correction amount TAFC2 calculated in step 116. Further, the correction amount K calculated in step 117
Based on the FFC2, the control duty FDUTY of the power generation amount of the alternator 1 is increased and corrected in step 123, and the power generation amount of the alternator 1 is increased.
Next, at time T6, the counter TIDLFC reaches the threshold value KTID.
If LFC4 is exceeded, a flag for ending the fuel cut is set in step 119, and the fuel cut is ended. In time T5 to time T7, step 12
At 2, the correction amount TAFC2 is changed, and the throttle opening TA is gradually increased. Further, in the period from time T5 to time T8, the correction amount KF F
C2 is reduced, and the power generation amount of the alternator 1 is gradually reduced.

According to the present embodiment, the fuel cut is actually started after the control command to start the fuel cut is issued (time T1), that is, after the determination in step 100 is YES. Before (time T3), that is, before step 108 is executed, the power generation amount of the alternator 1 is reduced and corrected in step 112 (time T2). Therefore, the torque reduction that occurs with the start of the fuel cut and the torque increase that occurs with the correction for reducing the power generation amount of the alternator 1 are offset. As a result, the power generation amount of the alternator is not reduced after the control command to start the fuel cut but before the fuel cut is actually started, and unlike the case where the power generation amount is maintained at a constant value, The torque down shock generated when the fuel cut is started (time T3) can be reduced.

Further, according to this embodiment, after the fuel cut is started (after time T3), step 113 is executed, and the power generation amount of the alternator 1 is gradually increased and corrected.
Therefore, when the fuel cut is actually started (time T
The amount of power generated by the alternator 1 can be secured while reducing the torque down shock generated in 3).

Further, according to the present embodiment, the fuel cut is actually started after the control command to start the fuel cut is issued (time T1), that is, after YES is determined in step 100. Before (time T3), that is, before step 108 is executed, the opening degree TA of the electronic throttle 4 is increased in step 110 (time T3).
2). Therefore, the torque reduction that occurs with the start of the fuel cut and the torque increase that occurs with the increase in the opening degree TA of the electronic throttle 4 are offset. as a result,
After the control command to start the fuel cut is issued and before the fuel cut is actually started, the opening of the electronic throttle is not increased and unlike the case where the opening of the electronic throttle is maintained at a constant value, It is possible to reduce the torque down shock generated when the cut is started (time T3).

Further, according to the present embodiment, after the fuel cut is started (after time T3), step 111 is executed, and the opening degree TA of the electronic throttle 4 is gradually reduced.
Therefore, when the fuel cut is actually started (time T
The engine brake can be applied while reducing the torque down shock generated in 3).

Further, according to the present embodiment, after there is a control command to end the fuel cut, that is, at step 101
Is determined to be NO and before the fuel cut is actually ended (time T6), that is, before step 119 is executed, the alternator 1
Is increased (time T5). For this reason, the torque increase that occurs with the end of the fuel cut and the torque decrease that occurs with the increase in the power generation amount of the alternator 1 are offset. As a result, unlike the case where the power generation amount of the alternator does not increase and is maintained at a constant value after the control command to end the fuel cut and before the fuel cut is actually ended, The torque up shock that occurs when the fuel cut is finished (time T6) can be reduced.

Further, according to the present embodiment, after there is a control command to end the fuel cut, that is, step 101
Is determined to be NO and before the fuel cut is actually ended (time T6), that is, before step 119 is executed, the opening degree TA of the electronic throttle 4 is reduced in step 121. (Time T5). Therefore, the torque increase that occurs with the end of the fuel cut and the torque decrease that occurs with the decrease in the opening degree TA of the electronic throttle 4 are offset. As a result, unlike the case where the opening of the electronic throttle is not reduced and maintained at a constant value after the control command to end the fuel cut and before the fuel cut is actually ended, It is possible to reduce the torque up shock generated when the fuel cut is actually ended (time T6).

Hereinafter, a second embodiment of the control device for an internal combustion engine of the present invention will be described. The configuration of this embodiment is shown in FIG.
Is substantially the same as the configuration of the first embodiment shown in FIG. Therefore, substantially the same effects as in the first embodiment can be obtained. However, in the present embodiment, the power generation amount of the alternator is reduced and corrected after the control command to start the fuel cut and before the fuel cut is actually started as in the first embodiment. Rather, the amount of power generated by the alternator 1 is corrected to decrease at the same time that the fuel cut is actually started. Further, in the present embodiment, the power generation amount of the alternator is increased and corrected after the control command for ending the fuel cut and before the fuel cut is actually ended as in the first embodiment. Rather, the power generation amount of the alternator 1 is increased and corrected at the same time that the fuel cut is actually ended.

According to the present embodiment, since the power generation amount of the alternator is corrected to be reduced at the same time as the fuel cut is actually started, the torque reduction generated at the start of the fuel cut and the power generation amount of the alternator 1 are reduced. The torque increase generated with the weight reduction correction is offset. As a result, unlike the case where the power generation amount of the alternator cannot be reduced at the same time that the fuel cut is actually started, the torque down shock generated when the fuel cut is actually started can be reduced.

Further, according to this embodiment, since the power generation amount of the alternator 1 is increased and corrected at the same time when the fuel cut is actually completed, the torque increase generated at the end of the fuel cut and the power generation amount of the alternator 1 And the torque reduction that occurs with the increase correction of. As a result, unlike the case where the power generation amount of the alternator cannot be increased at the same time when the fuel cut is actually ended, the torque up shock generated when the fuel cut is actually ended can be reduced.

Hereinafter, a third embodiment of the control device for an internal combustion engine of the present invention will be described. FIG. 7 is a configuration diagram of a third embodiment of the control device for an internal combustion engine of the present invention. In FIG. 7, the same reference numerals as those shown in FIG.
2 shows the same parts or parts as those shown in FIG. 1. Reference numeral 14 denotes a throttle capable of controlling the opening thereof in relation to an accelerator pedal, and 15 denotes an idle speed control valve. Since the configuration of the present embodiment is substantially the same as the configuration of the first embodiment shown in FIG. 1, substantially the same effects as those of the first embodiment can be obtained.

Further, according to the present embodiment, after the control command to start the fuel cut is issued and before the fuel cut is actually started, the opening degree of the electronic throttle 4 in the first embodiment is reduced. Instead, the opening of the idle speed control valve 14 is increased. Therefore, the torque reduction that occurs with the start of the fuel cut and the torque increase that occurs with the increase in the opening of the idle speed control valve 14 are offset. As a result, the case where the opening of the idle speed control valve is not increased and maintained at a constant value after the control command to start the fuel cut but before the fuel cut is actually started. In contrast, it is possible to reduce the torque down shock generated when the fuel cut is actually started.

Further, according to the present embodiment, after the fuel cut is started, instead of the opening of the electronic throttle 4 being gradually reduced in the first embodiment, the opening of the idle speed control valve 14 is gradually reduced. Is reduced to
Therefore, the engine brake can be made effective while reducing the torque down shock generated when the fuel cut is actually started.

Further, according to the present embodiment, after the control command for terminating the fuel cut is issued and before the fuel cut is actually terminated, the opening degree of the electronic throttle 4 in the first embodiment is reduced. Instead, the opening of the idle speed control valve 14 is reduced. Therefore, the torque increase that occurs with the end of the fuel cut and the torque decrease that occurs with the decrease in the opening of the idle speed control valve are offset. As a result, the case where the opening degree of the idle speed control valve is not reduced and maintained at a constant value after the control command to end the fuel cut but before the fuel cut is actually ended. In contrast, it is possible to reduce the torque up shock that occurs when the fuel cut is actually ended.

Hereinafter, a fourth embodiment of the control device for an internal combustion engine of the present invention will be described. The configuration of this embodiment is shown in FIG.
Is substantially the same as the configuration of the first embodiment shown in FIG.

FIGS. 8 and 9 are flowcharts showing a control method of the internal combustion engine according to the present embodiment. As shown in FIGS. 8 and 9, when this routine is started, first, in step 200, it is determined whether or not the shift lever is in the N range or the P range. If the answer is YES, the process proceeds to step 201;
Go to T. In step 201, it is determined whether or not the accelerator pedal 11 is fully closed. If YES, proceed to step 202, if NO, START in FIG.
Proceed to. In step 202, it is determined whether or not the engine speed NE detected by the engine speed sensor 8 is higher than a threshold value NEFCN1. If YES, step 20
Then, if NO, the process proceeds to step 211. In step 203, the engine speed NE is set to the threshold value NEFCN2.
It is determined whether it is lower than (> NEFCN1). YE
In the case of S, the process proceeds to step 204, and in the case of NO, the process proceeds to step 205. In step 204, it is determined whether or not the decrease rate ΔNE of the engine speed is larger than a threshold value ΔNEFCN. If YES, the process proceeds to step 211, where N
In the case of O, the process proceeds to step 205.

In step 205, the counter TIDL is incremented. Next, at step 206, it is determined whether or not the counter TIDL has become larger than the threshold value KDRY. If YES, proceed to step 207,
If the result is O, this routine ends. Step 207
Then, the flag for executing the fuel cut is set (XFC ← 1). Next, at step 208, the counter TIDLFC is cleared (TIDLFC ← 0). Next, at step 209, the throttle opening TA is corrected (increased), and the throttle opening T during engine idling is set.
It is the sum of AIDL and the correction amount TAFCN (TA ← T
AIDL + TAFCN). Then, in step 210,
Correction amount KF of control duty of power generation amount of alternator 1
FC3 is changed (KF FC3 ← FC3).

On the other hand, at step 211, the counter TI
DLFC is incremented. Then step 21
At 2, the counter TIDL is cleared (TIDL ←
0). Next, at step 213, the throttle opening TA
Is changed to the throttle opening TAIDL during the engine idling operation (TA ← TAIDL). Then step 214
Then, the control duty FD of the power generation amount of the alternator 1
The UTY is corrected and reduced by the correction amount KFFC3 (FDUTY ← FDUTY−KFFC3).
Next, at step 215, the correction amount KFFC3 is reduced by a predetermined value KFFC33 while being guarded at zero for control in the next routine (KFFC3).
← KF FC3-KF FC33> 0).

FIG. 10 is a time chart of the engine speed NE, the power generation amount, the flag XFC, the throttle opening TA, and the accelerator opening AC during racing based on the control method of the internal combustion engine of the present embodiment. As shown in FIG.
When the racing is performed at time T10 and the accelerator pedal 11 is fully closed at time T10, the increment of the counter TIDL is started. Next, when the counter TIDL becomes larger than the threshold value KDRY at time T11, a flag for executing the fuel cut is set in step 207 (XFC ← 1), and the fuel cut is performed. Further, in step 209, the throttle opening TA is corrected (increased) (TA ← TAIDL + TAFCN). Then time T12
If the engine speed NE becomes equal to or less than the threshold value NEFCN1 and NO is determined in step 202, that is, the engine speed NE
When the overshoot of E is predicted, in step 214 the control duty FDUT of the power generation amount of the alternator 1
Y is reduced.

According to the present embodiment, after the racing is performed and before the engine speed returns to the idle speed (time T11 to time T12), the opening of the electronic throttle 4 is increased in step 209. Since the opening degree TAIDL of the electronic throttle 4 during the engine idle operation is increased, the decrease rate ΔNE of the engine speed NE can be reduced, and therefore, until the engine speed NE returns to the idle speed NEIDL. Time required (time T10 to time T13)
Can be lengthened. Further, after the racing is performed and before the engine speed returns to the idle speed (time T11 to time T12), a flag for executing the fuel cut is set in step 207 (XFC ←).
1) Since the fuel cut is performed, the time during which the fuel cut is performed (time T11 to time T12) can be lengthened, and therefore, the fuel efficiency can be improved.

Further, according to this embodiment, after the racing is performed, the engine speed NE becomes the idle speed NEIDL.
(Time T10 to time T13) and an overshoot of the engine speed NE is predicted (time T12), that is, when the engine speed NE is equal to the threshold value NEF.
CN1 or below, or the decrease rate of the engine speed Δ
When the NE becomes larger than the threshold value ΔNEFCN, the power generation amount of the alternator 1 is reduced in the control duty F DUTY in step 214, and the power generation amount of the alternator 1 is corrected in a reduced amount. Therefore, the load on the internal combustion engine is reduced, and therefore, it is possible to prevent the overshoot of the engine speed NE from dropping.

Hereinafter, a fifth embodiment of the control device for an internal combustion engine according to the present invention will be described. The configuration of the present embodiment is shown in FIG.
Is almost the same as the configuration of the third embodiment shown in FIG.

According to the present embodiment, after the racing is performed and before the engine speed returns to the idle speed, in the fourth embodiment, the opening of the electronic throttle 4 is set at the time of the engine idle operation. Instead of increasing the opening of the electronic throttle 4, the opening of the idle speed control valve 14 is increased than the opening of the idle speed control valve 14 during the engine idle operation. Therefore, as in the case of the fourth embodiment, the rate of decrease in the engine speed can be reduced, and the time required for the engine speed to return to the idle speed can be increased. Further, as in the case of the fourth embodiment,
Since the fuel cut is performed after the racing has been performed and before the engine speed returns to the idle speed, the time during which the fuel cut is performed can be lengthened, and therefore the fuel efficiency can be improved. it can.

Further, according to the present embodiment, as in the case of the fourth embodiment, during the period in which the engine speed is returning to the idle speed after the racing, the engine speed is When a shoot is predicted, the power generation amount of the alternator is reduced. Therefore, the load on the internal combustion engine is reduced, and it is possible to prevent the overshoot of the engine speed from dropping.

[0072]

According to the first aspect of the present invention, the torque reduction that occurs when the fuel cut is started and the torque increase that occurs when the alternator power generation amount is reduced are offset. As a result, the power generation amount of the alternator is not reduced after the control command to start the fuel cut but before the fuel cut is actually started, and unlike the case where the power generation amount is maintained at a constant value, Thus, the torque down shock generated when the fuel cut is started can be reduced.

According to the second aspect of the present invention, the torque reduction generated at the start of the fuel cut and the torque increase generated at the alternator power generation amount reduction correction are canceled. As a result, unlike the case where the power generation amount of the alternator cannot be reduced at the same time that the fuel cut is actually started, the torque down shock generated when the fuel cut is actually started can be reduced.

According to the third aspect of the invention, the power generation amount of the alternator can be secured while reducing the torque down shock generated when the fuel cut is actually started.

According to the fourth aspect of the present invention, the torque reduction caused by the start of the fuel cut and the torque increase caused by the increase in the opening of the electronic throttle are offset. As a result, the opening of the electronic throttle is not increased after the control command to start the fuel cut but before the fuel cut is actually started, and unlike the case where the opening is maintained at a constant value, It is possible to reduce the torque down shock generated when the fuel cut is actually started.

According to the fifth aspect of the invention, the engine brake can be made effective while reducing the torque down shock generated when the fuel cut is actually started.

According to the sixth aspect of the present invention, the torque reduction caused by the start of the fuel cut and the torque increase caused by the increase in the opening of the idle speed control valve are canceled. As a result, the case where the opening of the idle speed control valve is not increased and maintained at a constant value after the control command to start the fuel cut but before the fuel cut is actually started. In contrast, it is possible to reduce the torque down shock generated when the fuel cut is actually started.

According to the seventh aspect of the present invention, the engine brake can be made effective while reducing the torque down shock generated when the fuel cut is actually started.

According to the eighth aspect of the present invention, the torque increase that occurs with the end of the fuel cut and the torque decrease that occurs with the correction of the increase in the power generation amount of the alternator are canceled. As a result, unlike the case where the power generation amount of the alternator does not increase and is maintained at a constant value after the control command to end the fuel cut and before the fuel cut is actually ended, Thus, the torque up shock generated when the fuel cut is completed can be reduced.

According to the ninth aspect of the present invention, the torque increase that occurs with the end of the fuel cut and the torque decrease that occurs with the increase correction of the alternator power generation amount are canceled. As a result, unlike the case where the power generation amount of the alternator cannot be increased at the same time when the fuel cut is actually ended, the torque up shock generated when the fuel cut is actually ended can be reduced.

According to the tenth aspect of the present invention, the torque increase that occurs with the end of the fuel cut and the torque decrease that occurs with the decrease in the opening of the electronic throttle are offset. As a result, unlike the case where the opening of the electronic throttle is not reduced and maintained at a constant value after the control command to end the fuel cut and before the fuel cut is actually ended, It is possible to reduce the torque up shock generated when the fuel cut is actually ended.

According to the eleventh aspect of the present invention, the torque increase that occurs with the end of the fuel cut and the torque decrease that occurs with the decrease in the opening of the idle speed control valve are canceled. As a result, the case where the opening degree of the idle speed control valve is not reduced and maintained at a constant value after the control command to end the fuel cut but before the fuel cut is actually ended. In contrast, it is possible to reduce the torque up shock that occurs when the fuel cut is actually ended.

According to the twelfth aspect, the rate of decrease of the engine speed can be reduced, and the time required for the engine speed to return to the idle speed can be increased. . Further, the time during which the fuel cut is performed can be prolonged, and therefore, fuel efficiency can be improved.

According to the thirteenth aspect, the rate of decrease in the engine speed can be reduced, and the time required for the engine speed to return to the idle speed can be increased. . Further, the time during which the fuel cut is performed can be prolonged, and therefore, fuel efficiency can be improved.

According to the fourteenth aspect, the load on the internal combustion engine is reduced, and therefore, it is possible to prevent the overshoot of the engine speed from dropping.

[Brief description of the drawings]

FIG. 1 is a configuration diagram of a first embodiment of a control device for an internal combustion engine of the present invention.

FIG. 2 is a flowchart illustrating a control method of the internal combustion engine according to the first embodiment.

FIG. 3 is a flowchart illustrating a control method of the internal combustion engine according to the first embodiment.

FIG. 4 is a flowchart illustrating a control method of the internal combustion engine according to the first embodiment.

FIG. 5 is a diagram illustrating a torque TQ, a power generation amount, and a flag XF at the start of fuel cut based on the control method of the internal combustion engine according to the first embodiment;
5 is a time chart of C, intake air amount GA, throttle opening TA, and accelerator opening AC.

FIG. 6 shows a torque TQ, a power generation amount, and a flag XF at the end of a fuel cut based on the control method for an internal combustion engine according to the first embodiment.
5 is a time chart of C, intake air amount GA, throttle opening TA, accelerator opening AC, and vehicle speed SPD.

FIG. 7 is a configuration diagram of a third embodiment of the control device for an internal combustion engine of the present invention.

FIG. 8 is a flowchart illustrating a control method for an internal combustion engine according to a fourth embodiment.

FIG. 9 is a flowchart illustrating a method for controlling an internal combustion engine according to a fourth embodiment.

FIG. 10 shows an engine speed NE, a power generation amount, and a flag XF at the time of racing based on the control method for an internal combustion engine according to the fourth embodiment.
It is a time chart of C, throttle opening TA, and accelerator opening AC.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Alternator 2 ... Internal combustion engine main body 4 ... Electronic throttle 5 ... Battery 6 ... Voltmeter 8 ... Engine speed sensor 11 ... Accelerator pedal 13 ... ECU

Continued on the front page (72) Inventor Satoshi Watanabe 1 Toyota Town, Toyota City, Aichi Prefecture F-term in Toyota Motor Corporation 3G093 AA05 BA02 CA04 DA01 DB23 EA05 EA07 EA09 EB09 EC02 FA11 FB01 FB02 3G301 JA04 KA07 KA07 KA22 KA26 LA03 LA04 LC03 MA24 MA25 NA08 ND41 NE23 PE01Z

Claims (14)

[Claims] In a control device for an internal combustion engine, comprising an alternator for generating electric power, wherein a power generation amount of the alternator is changed when a fuel cut during traveling is started, there is a control command for starting a fuel cut. Control device for the internal combustion engine, in which the power generation amount of the alternator is reduced and corrected after the fuel cut is actually started after the start of the fuel cut. 2. A control device for an internal combustion engine, comprising an alternator for generating electric power, wherein a power generation amount of the alternator is changed when a fuel cut during traveling is started. And a control device for an internal combustion engine adapted to reduce the power generation amount of the alternator. 3. The power generation amount of the alternator is gradually increased and corrected after the fuel cut is started.
Or the control device for an internal combustion engine according to 2. 4. A control device for an internal combustion engine, comprising: an electronic throttle capable of controlling the opening thereof independently of an accelerator pedal, wherein the opening of the electronic throttle is changed when a fuel cut during traveling is started. An internal combustion engine control device configured to increase an opening of an electronic throttle after a control command to start a fuel cut is issued and before a fuel cut is actually started. 5. The control device for an internal combustion engine according to claim 4, wherein the opening of the electronic throttle is gradually reduced after the fuel cut is started. 6. An internal combustion engine having an idle speed control valve capable of controlling the opening thereof independently of an accelerator pedal, wherein the opening of the idle speed control valve is changed when a fuel cut during running is started. The control device, after there is a control command to start the fuel cut, and before the actual fuel cut is started,
A control device for an internal combustion engine that increases the opening of an idle speed control valve. 7. The control device for an internal combustion engine according to claim 6, wherein the opening of the idle speed control valve is gradually reduced after the fuel cut is started. 8. A control device for an internal combustion engine, comprising: an alternator for generating electric power, wherein the power generation amount of the alternator is changed when the fuel cut during traveling is ended, wherein a control command for terminating the fuel cut is issued. Control device for the internal combustion engine, in which the power generation amount of the alternator is increased and corrected after the fuel cut is actually finished. 9. A control device for an internal combustion engine, comprising an alternator for generating electric power, wherein the power generation amount of the alternator is changed when the fuel cut during traveling is ended, at the same time as the fuel cut is actually ended. And a control device for an internal combustion engine adapted to increase and correct the power generation amount of the alternator. 10. A control device for an internal combustion engine, comprising: an electronic throttle capable of controlling an opening thereof independently of an accelerator pedal, wherein the opening of the electronic throttle is changed when a fuel cut during traveling is completed. A control device for an internal combustion engine configured to reduce an opening of an electronic throttle after a control command to end a fuel cut is issued and before a fuel cut is actually ended. 11. An internal combustion engine, comprising: an idle speed control valve capable of controlling the opening thereof independently of an accelerator pedal, wherein the opening of the idle speed control valve is changed when fuel cut during driving is completed. A control device for an internal combustion engine, wherein an opening degree of an idle speed control valve is reduced after a control command to end a fuel cut and before an actual fuel cut is ended. . 12. A control system for an internal combustion engine having an electronic throttle capable of controlling the opening thereof independently of an accelerator pedal, wherein the engine is subjected to racing after the engine speed is increased without load. A control device for an internal combustion engine in which an opening of an electronic throttle is increased from an opening of an electronic throttle during idle operation of the engine before a rotation speed returns to an idle rotation speed, and a fuel cut is performed. 13. A control system for an internal combustion engine having an idle speed control valve capable of controlling the opening degree independently of an accelerator pedal, after performing racing for increasing the engine speed under no load condition. A control device for an internal combustion engine in which an opening of an idle speed control valve is increased more than an opening of an idle speed control valve during idle operation of the engine before the engine speed returns to an idle speed. 14. An alternator for generating electric power, wherein when an overshoot of the engine speed is predicted during a period in which the engine speed is returning to the idle speed after the racing is performed. 14. The control device for an internal combustion engine according to claim 12, wherein the power generation amount of the alternator is corrected to decrease.