JP2000282919A - Engine control device - Google Patents

Abstract

(57) [Summary] [PROBLEMS] To suppress a decrease in negative pressure of a vacuum booster of a brake by roughness control. SOLUTION: A predetermined time after starting the engine, Br. The execution timer of the negative pressure securing control is held at an initial set value (for example, 20 seconds), and thereafter, a down count is performed. Meanwhile, B
r. The negative pressure securing correction value is set to 0, and when the execution timer reaches 0, the execution timer is clipped to 0 and the Br. The negative pressure securing correction value is gradually increased, and Br. When the negative pressure securing correction value becomes a value that offsets the roughness IG correction value, the execution timer setting flag is set to 1, the execution timer is reset, and the Br. The negative pressure securing correction value is gradually reduced to zero. The execution timer is 0
And then Br. The negative pressure securing flag is set until the negative pressure securing correction value becomes 0, during which the roughness control is stopped.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention provides an exhaust gas purifying catalyst in an exhaust passage, for example, by greatly delaying the ignition timing at a cold start or the like and increasing the exhaust gas temperature due to afterburning to activate the catalyst. The present invention relates to a control device for an engine that promotes gasification, suppresses combustion fluctuations by roughness control, and suppresses a decrease in output by increasing the amount of air.

[0002]

2. Description of the Related Art Generally, an automobile engine is provided with an exhaust gas purifying catalyst in an exhaust passage. When the temperature of the catalyst is low, such as at the time of a cold start, the catalyst has low catalytic activity and cannot sufficiently exhibit exhaust gas purification performance. Therefore, in an engine equipped with an exhaust gas purifying catalyst in the exhaust passage, when the engine is started in a cold state, that is, when the engine is started from a cold state, the ignition timing is greatly retarded, and the exhaust temperature is rapidly increased by afterburning. To promote the activation of the catalyst. However, if the ignition timing is greatly retarded to promote catalyst activation during a cold start, the combustibility of the engine decreases, and depending on the properties of gasoline as fuel, especially when heavy components are large. And the combustion state becomes extremely unstable. Therefore, conventionally, for example, as described in JP-A-8-218995, in a predetermined low output region such as during idling, when the catalyst temperature is low, the ignition timing is retarded to reduce the combustibility. In addition, when the torque fluctuation of the engine exceeds a predetermined range, a control (roughness control) of suppressing the engine combustion fluctuation (roughness) by correcting the correction amount of the retard correction to a small value may be performed. Are known.

[0003] Separately, for example, Japanese Patent Laid-Open No.
As described in Japanese Patent Application Laid-Open No. 9205, when an operation for decelerating the vehicle such as a braking operation is performed in a vehicle using a vacuum booster that uses a negative pressure of an intake air of an engine as a power source for a brake mechanism, It is known that the operation of the idle-up device is interrupted, the amount of air is reduced, and the negative pressure applied to the vacuum booster is increased.

[0004]

As described above, during the cold start, the combustion reduction control such as the ignition timing is greatly retarded in order to promote the activation of the catalyst. When performing roughness control by correcting ignition timing or the like so as to suppress engine combustion fluctuation, retarding the ignition timing lowers the output torque of the engine.
A decrease in engine output is covered by an increase correction of the intake air amount by an ISC (Idle Speed Control) device or the like. For example, when both the combustion reduction control and the roughness control are based on the correction of the ignition timing, in addition to the retardation correction by the combustion reduction control, when the ignition timing is further corrected to the retard side by the roughness control. The air augmentation can be significant.

[0005] Incidentally, a brake device of an automobile is usually provided with a vacuum booster (master bag) using a negative pressure of intake air downstream of the throttle of the engine as a power source. As described above, for example, in addition to the ignition timing retard correction by the combustion reduction control, the ignition timing is further corrected to the retard side by the roughness control, and a large amount of air increase corresponding to such a large retardation of the ignition timing is performed. As a result, the intake negative pressure, which is the power source of the vacuum booster, decreases, and the operability of the brake device deteriorates.

Therefore, it is an object of the present invention to suppress a decrease in intake negative pressure, which is a power source of a vacuum booster, by roughness control, and an object of the present invention is to solve this problem.

[0007]

SUMMARY OF THE INVENTION According to the present invention, the ignition timing is corrected by retarding the ignition timing to promote the activation of the catalyst, and the roughness is controlled by the ignition timing correction. By increasing the amount of air to suppress the decrease in engine output due to the
In a state where the negative pressure of the vacuum booster is reduced, for example, by correcting a control amount such as an ignition timing in a direction in which flammability is improved so as to offset a correction amount in a direction in which flammability is reduced by roughness control, Roughness control is performed to guide the air amount increase correction in the direction of reducing the air increase, and to correct the control amount in the direction in which the flammability decreases in accordance with the improvement in flammability by correcting the control amount in the direction in which the flammability improves. The roughness control is stopped so as not to be performed, thereby solving the above problem.

That is, according to the first aspect of the present invention, an exhaust gas purifying catalyst is provided in an exhaust passage, and when the catalyst is in an inactive state, the combustion is performed so as to promote the activation of the catalyst by afterburning. A combustion control means for controlling a combustion state of the engine, wherein the combustion fluctuation of the engine is controlled by a predetermined value when the control of combustion reduction is performed by the combustion reduction means. A combustion fluctuation suppression correction means for setting a fluctuation suppression correction amount with respect to a control amount of combustion control by the combustion control means so as to be equal to or less than a value. Air amount increasing means for increasing and correcting the intake air amount of the engine to suppress the air amount;
Negative pressure drop detecting means for detecting a state in which the vacuum pressure of the vacuum booster using the negative pressure of the intake air of the engine as a power source is reduced; and a state in which the negative pressure is reduced is detected by the negative pressure drop detecting means. Sometimes, a negative pressure securing correction amount for setting a negative pressure securing correction amount for canceling the correction amount on the combustion reduction side by the control amount correction means with respect to the control amount of the combustion control by the combustion control means so as to suppress the reduction of the negative pressure. And a correction stopping means for stopping correction by the combustion fluctuation suppression correcting means when a state in which the negative pressure decreases is detected. In this case, when the exhaust gas purifying catalyst is in an inactive state, such as during a cold start, the combustion reducing means operates,
The combustibility of the engine is reduced, and the exhaust gas temperature is increased by afterburning, and the activation of the catalyst is promoted. And in the meantime,
Roughness control is performed to set the fluctuation suppression correction amount so that the combustion fluctuation of the engine becomes equal to or less than a predetermined value, thereby correcting the control amount of the combustion control, thereby suppressing the combustion fluctuation (roughness) and reducing the intake air amount. The increase correction suppresses a decrease in engine output. In addition, by adding correction to the combustion lowering side by roughness control to the combustion lowering control, the amount of correction for increasing the intake air amount becomes large, and the negative pressure of a vacuum booster such as a brake device is reduced. At this time, the negative pressure securing corrector is operated, and the control amount of the combustion control is corrected in the direction of improving the flammability so as to cancel the correction amount of the direction in which the flammability is reduced by the roughness control, thereby improving the flammability. Thus, the increase correction amount of the intake air amount is reduced.
Further, at that time, the roughness control is stopped so that the correction in the direction in which the flammability decreases is not performed even if the flammability improves. As a result, the intake negative pressure recovers, and the negative pressure of the vacuum booster is secured.

According to a second aspect of the present invention, in the engine control device according to the first aspect, the negative pressure securing and correcting means detects when a state in which the negative pressure of the vacuum booster decreases is detected. The negative pressure securing correction amount is gradually increased until it becomes equal to a value that cancels the combustion fluctuation suppression correction amount immediately before the detection of the state where the negative pressure decreases. Thus, in addition to the effect of the first aspect, it is possible to reliably recover the intake negative pressure while maintaining control stability.

According to a third aspect of the present invention, in the engine control device according to the second aspect, the negative pressure securing correction means sets the negative pressure securing correction amount to a combustion fluctuation suppression correction amount immediately before the detection. After reaching a value that cancels out, is gradually reduced to zero. Accordingly, in addition to the operation of the invention according to the second aspect, it is possible to perform the correction for recovering the negative pressure for a predetermined period while maintaining the stability of the control.

According to a fourth aspect of the present invention, in the engine control device according to the first, second or third aspect, the correction stopping means detects a state in which the negative pressure of the vacuum booster decreases. Then, the combustion fluctuation suppression correction amount is fixed to a value immediately before the detection of the state where the negative pressure decreases. This makes it possible to maintain the stability of the control after the completion of the negative pressure securing correction, in addition to the operation of the invention according to claim 1, 2, or 3.

According to a fifth aspect of the present invention, in the engine control device according to the first, second, third or fourth aspect, the negative pressure drop detecting means includes the combustion reducing means and the combustion fluctuation suppression correcting means. Is measured, and when the operation time reaches a predetermined value, a state in which the negative pressure of the vacuum booster decreases is detected. The state in which the negative pressure of the vacuum booster decreases, that is, the state in which the negative pressure securing correction is required can be determined based on the execution time of the roughness control. Alternatively, the determination can be made by directly detecting the negative pressure.

According to a sixth aspect of the present invention, in the control apparatus for an engine according to the first, second, third, fourth or fifth aspect, the combustion reducing means and the combustion fluctuation suppression correcting means each include an ignition device. It is at least one of the timing control means and the air-fuel ratio control means. In this way, the control of the decrease in flammability for promoting the activation of the catalyst and the correction for suppressing the combustion fluctuation during the control of the decrease in flammability can be performed by either the ignition timing control or the air-fuel ratio control. Further, the ignition timing control means and the air-fuel ratio control means can be used in combination.

[0014]

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

FIGS. 1 to 18 relate to an example of the embodiment. FIG. 1 is an overall system diagram of an engine, and FIGS.
8 is a flowchart of a roughness control (ignition timing calculation), FIG. 8 is a flowchart of an OBD misfire detection value calculation, FIG. 9 is a flowchart of a roughness correction value reset flag setting related to the roughness control, and FIG. 10 is a shutter valve opening / closing determination related to the roughness control. Flowchart, FIG. 11 is a flowchart of setting a prohibition timer immediately after starting related to roughness control, FIG. 12 is a time chart of master bag negative pressure recovery control related to roughness control, FIG. 13 is a flowchart of setting a brake negative pressure securing flag related to roughness control, FIG.
Is a flowchart for setting a brake negative pressure securing control execution timer related to roughness control, FIG. 15 is a flowchart for setting a brake negative pressure securing control execution timer setting flag for roughness control, and FIG. 16 is a control gain of air-fuel ratio feedback control related to roughness control. Change flowchart, FIG.
FIG. 18 is a map for setting a water temperature correction advance value related to roughness control, and FIG. 18 is a flowchart of ISC flow rate control related to roughness control.

The engine 1 shown in FIG. 1 is an in-line four-cylinder type four-cycle engine using gasoline as fuel. Although not shown in detail, the engine 1 has a cylinder block 3 having four cylinders 2 (only one is shown) and a cylinder head 4 mounted on the upper surface of the cylinder block 3. I have. A piston 5 is inserted into each of the cylinders 2 so as to be able to reciprocate.
And a cylinder head 4 define a combustion chamber 6. In addition, ignition plugs 7 are respectively provided on the ceiling of each fuel chamber 6, and these ignition plugs 7 are connected to an ignition circuit 8 including an igniter capable of electronically controlling the ignition timing.

In order to supply air (intake) to the combustion chamber 6 of each cylinder 2, the engine 1 has a single common intake passage 9 for taking in air from the atmosphere, and a common intake passage 9.
And an independent intake passage 10 for each cylinder 2 that receives air from the cylinder. The upstream end of the common intake passage 9 is connected to an air cleaner 11 that removes dust in the air, and the downstream end is a surge tank 1 that stabilizes the flow of air.
5 is connected. The upstream end of each independent intake passage 10 is connected to a surge tank 15, and the downstream end is connected to the combustion chamber 6 via an intake valve 12.

In the common intake passage 9, a hot wire type for detecting the flow rate of the air (the amount of intake air actually taken into the engine 1) in order from the upstream side (the right end side in FIG. 1) in the air flow direction. , And a throttle valve 14 that opens and closes according to the amount of depression of an accelerator pedal (not shown) and narrows the common intake passage 9. In addition, each independent intake passage 10 is provided with an injector (fuel injection valve) 16 that receives a fuel injection signal (injection pulse) from an ECU (engine control unit) 35 described later and injects fuel. .
Further, the air cleaner 11 is provided with an intake air temperature sensor 17 for detecting an intake air temperature (air temperature).

Each of the independent intake passages 10 branches into a first intake passage (intake port) and a second intake passage 10a (intake port) (not shown) near the respective downstream ends. An opening / closing valve (shutter valve) 18 for enhancing intake air flow, which is opened / closed by an actuator 18a, is disposed upstream of the branch between the intake passage and the second intake passage 10a and immediately upstream of the injector 16. The opening / closing valve 18 is notched at the upper end when the valve is closed so that a gap is formed to allow the intake air to flow toward the injector 16 when the valve is closed. When the on-off valve 18 is closed, the air is substantially supplied to the combustion chamber 6 from this cut-out notch, and a strong tumble is generated in the combustion chamber 6, thereby enhancing the combustibility of the air-fuel mixture.

The portion of the common intake passage 9 upstream and downstream of the throttle valve 14 is an ISC (Idle Speed
Control) connected by a bypass passage 20 and the ISC
An IS that opens and closes the ISC bypass passage 20 by being opened and closed by an actuator 21 a is provided in the bypass passage 20.
A C valve 21 is provided. This ISC valve 21
Controls the opening so that the idle speed of the engine 1 is controlled. An idle switch 22 for detecting the fully closed state of the throttle valve 14 is provided near the throttle valve 14 in the common intake passage 9.
A throttle opening sensor 23 for detecting the opening (throttle opening) is provided.

Further, the engine 1 is provided with an exhaust passage 25 for discharging exhaust gas to the atmosphere.
Reference numeral 5 denotes an upstream end side (right end side in FIG. 1) in the flow direction of the exhaust gas which is branched into four passage portions, and the branched passage portions respectively connect the exhaust valves 24 to the combustion chambers 6 of the corresponding cylinders. Are communicated through. An O2 sensor 26 for detecting the oxygen concentration in the exhaust gas is provided in the exhaust passage 25 downstream of the branch portion in order from the upstream side in the exhaust gas flow direction.
And a catalytic converter 27 for purifying the exhaust gas. The O2 sensor 26 detects the air-fuel ratio in the combustion chamber 6 based on the oxygen concentration in the exhaust gas, and uses a λO2 sensor, a linear O2 sensor, or the like. The λO2 sensor is an O2 sensor that can detect whether the air-fuel ratio is higher or lower than the stoichiometric air-fuel ratio due to a sudden change in output near the stoichiometric air-fuel ratio (λ = 1). , The O2 concentration can be detected linearly, and the detection accuracy of the O2 concentration is increased especially near the stoichiometric air-fuel ratio (that is, O2
(2) The output change is large with respect to the change in density). Further, the catalytic converter 27 controls the hydrocarbon (HC), carbon monoxide (CO) and nitrogen oxide (NO) in the exhaust gas.
x) is used as a catalyst for purifying exhaust gas, and a catalyst having a performance of purifying NOx even in a lean state is used.

Further, the engine 1 is provided with a crank angle sensor 30 composed of an electromagnetic pickup or the like.
The crank angle sensor 30 is disposed at a position corresponding to the outer periphery of a plate to be detected 31 attached to an end of a crankshaft (not shown), and the plate to be detected 31 rotates with the rotation of the crankshaft. Sometimes, a pulse signal is output with the passage of the four protrusions 31a on the outer periphery. Further, the engine 1 is provided with a water temperature sensor 32 for detecting the temperature of the cooling water (engine water temperature) in the water jacket.

The engine 1 is provided with an ECU (engine control unit) 35 composed of a microcomputer or the like for performing various controls.
The ECU 35 receives various output signals from the air flow sensor 13, the intake air temperature sensor 17, the idle switch 22, the throttle opening sensor 23, the O2 sensor 26, the crank angle sensor 30, the water temperature sensor 32, and the like. On the other hand, ECU
35 outputs a signal (pulse signal) for fuel injection control to the injector 16, outputs a signal for ignition timing control to the ignition circuit 8, and outputs an ISC signal to the actuator 21 a of the ISC valve 21. A signal (duty signal) for control is output, and a signal for tumble control is output to the actuator 18a of the shutter valve 18.

The outline of the control performed by the ECU 35 is as follows.

That is, in the tumble control, the shutter valves 18 of the respective cylinders 2 are closed by controlling the respective actuators 18a in a predetermined low output range (low load / low rotation range). When the shutter valve 18 is closed, air is substantially supplied to the combustion chamber 6 through the notch, and a strong tumble is formed in the combustion chamber 6 to enhance the intake air flow, thereby increasing the combustion of the air-fuel mixture. The performance is greatly improved. Further, the high-speed air flowing into the combustion chamber 6 through the cutout portion of the shutter valve 18 promotes vaporization and atomization of the fuel injected from the injector 16, thereby improving the combustibility of the air-fuel mixture. . On the other hand,
When the operating state of the engine 1 is not in the predetermined low output region, the shutter valve 18 is opened, a sufficient amount of air is supplied to the combustion chamber 6, and the intake charging efficiency and, consequently, the engine output are increased.

In the control of the fuel injection, basically,
Based on the intake air amount detected by the air flow sensor 13, the air-fuel ratio of the air-fuel mixture supplied to each combustion chamber 6 becomes a predetermined target air-fuel ratio (for example, λ = 1, A / F = 14.7).
The fuel injection amount injected from the injector 16 is controlled so that Then, in a predetermined operation region, the O2 sensor 2
6, the feedback control of the air-fuel ratio is performed by correcting the fuel injection amount based on the deviation of the O2 concentration in the exhaust gas, that is, the actual air-fuel ratio detected from the target air-fuel ratio. As will be described later, during execution of the roughness control, the control gain of the air-fuel ratio feedback control is reduced.

In the ISC control, a base flow rate is basically set based on the engine coolant temperature detected by the coolant temperature sensor 32 in a predetermined low output region such as at idle, and a target engine speed is set based on the engine coolant temperature. Is set, and the ISC valve 21 is duty-controlled so that the engine speed converges to the target speed by performing feedback correction based on the deviation of the engine speed calculated from the output of the crank angle sensor 30 with respect to the target speed. hand,
The flow rate of bypass air flowing through the ISC bypass passage 20 is controlled.

In the control of the ignition timing, basically, for each cylinder, the MBT, that is, the ignition timing at which the engine 1 outputs the maximum torque (for example, The basic ignition timing is set slightly behind the dead center (10 °). The basic ignition timing is individually set so as to be suitable for each operation state during idling and non-idling (off-idling). At the time of idling, the engine speed (idling speed) converges to the target idling speed.
Feedback control of the ignition timing is performed. That is,
According to the engine water temperature (engine temperature), the target idle speed is set with a characteristic that decreases linearly with an increase in the engine temperature. At idle, the target idle speed depends on the deviation of the engine speed (idle speed) from the target idle speed. Thus, the feedback correction amount in the retard direction or the advance direction is set.

At the time of starting from a cold state, that is, at the time of a cold start, the ignition timing is set so that the combustibility is reduced, the exhaust gas temperature is increased by post-burning, and the activation of the catalyst of the catalytic converter 27 is promoted. Significantly (for example,
A) A correction amount to be retarded (water temperature advance correction amount) is set. At that time, depending on the properties of gasoline, the combustion state becomes unstable, especially when heavy components are large, and the combustion fluctuation ( In other words, smoothness of the engine 1 may be impaired due to the occurrence of roughness, which may impair the smooth operation of the engine 1. Therefore, as a control (roughness control) for suppressing the roughness, the retard amount for promoting the catalyst activation is reduced by the torque variation. Is set, the roughness correction amount corrected in the direction to suppress the roughness. In addition, in the determination of the engine torque fluctuation in this case, as described later,
The OBD misfire detection value (angular acceleration fluctuation value) is used.

Thus, based on the signal from the crank angle sensor 30, it is determined whether or not the ignition timing has been reached for each cylinder, and at the time when the ignition timing has been reached, the ignition circuit 8 is turned on and the ignition plug 7 is energized. The mixture is ignited and burned for each cylinder.

Hereinafter, based on the flowcharts shown in FIGS. 2 to 11, FIGS. 13 to 16 and FIG.
A specific control method of the roughness control will be described with reference to FIG. 17 and FIG.

(Ignition Timing Calculation) The roughness control is based on the ignition timing control.
When started, first, in step S101, a misfire detection value d for intermittent / continuous misfire of the OBD
ac (i) and misfire detection value dac7c for oncoming misfire
Enter (i). These OBD misfire detection values dac
(I) and dac7c (i) are calculated by a known flow shown in FIG. 8 as described later.

If it is determined that the OBD is continuous / intermittent or complete complete misfire, the roughness control is prohibited. To this end, in step S102, a map of Ce (intake charging efficiency) and Ne (engine speed) is obtained from the map. intermittent/
An OBD misfire determination threshold value for continuous misfire is searched, and an OBD misfire determination threshold value for opposing misfire is similarly searched from the map of Ce and Ne in step S103.

Next, regarding the threshold value for roughness determination, in step S104, first, an advanced threshold value (upper limit threshold value) corresponding to a stable combustion limit is searched from a map of Ce and Ne. , Then step S10
At 5 the threshold value on the retard side (lower threshold value) is 0
Insert (zero).

Next, a misfire determination and a roughness determination are performed. For example, for about one second immediately after the start of the engine, a large angular velocity is generated even if the engine is burning normally during the start of the engine. Judgment cannot be made. Therefore, in step S106, it is determined whether or not a predetermined time (for example, one second) has elapsed after the start, based on whether the post-start time timer is 0 (zero). If the predetermined time has elapsed, the process proceeds to step S107, and determines whether the misfire detection value dac (i) for intermittent / continuous misfire exceeds a threshold value, or the misfire detection value dac7 for oncoming misfire.
See if c (i) exceeds the threshold. If any of dac (i) and dac7c (i) exceeds the threshold value, it is determined that the OBD is completely misfired. At this time, the roughness control is prohibited due to the OBD misfire. In step S108, the roughness is prohibited (O
BD) Set F (flag) to 1, and proceed to the next step S109. And dac (i) or dac7c (i)
If the threshold value does not exceed the threshold value, it is not an OBD misfire, and the process proceeds directly to step S109. If it is determined in step S106 that the predetermined time has not elapsed after the start, the process directly proceeds to the next step S109 without doing anything.

In steps S109 to S113, the roughness is determined by comparing the misfire detection value dac (i) for intermittent / continuous misfire with a threshold value.

That is, in step S109, dac
It is checked whether (i) is equal to or greater than the upper limit threshold value searched in step S104, and if it is equal to or greater than the upper limit threshold value, in step S110, the roughness large determination F (flag) is set to 1;
Assuming that the small roughness determination F (flag) is 0, step S1
Proceed to 14. When dac (i) is smaller than the upper threshold value, it is determined in step S111 whether dac (i) is equal to or smaller than the lower threshold value (0). Then, the roughness determination F (flag) is set to 0, and the roughness determination F (flag) is set to 1, and the process proceeds to step S114. When dac (i) is not equal to or smaller than the lower threshold value (0), that is, when dac (i) is smaller than the upper threshold value and larger than the lower threshold value, a large roughness determination F (flag) and a small roughness are determined in step S113. The determination F (flag) is set to 0, and the process proceeds to step S114.

In steps S114 to S119, the retardation by the roughness control is determined at every predetermined time by determining whether or not dac (i) is larger than the upper limit threshold value of the roughness determination by a predetermined amount (for example, three times). A flag (retard prohibition continuation F) for continuing prohibition of correction to the side is set. In other words, if the ignition timing is corrected to the retard side by roughness control while the combustion state is deteriorating due to the smoldering of the ignition plug when left idle, complete misfiring and emission deterioration will occur. Abnormalities caused by smoldering plugs, etc.
Large combustion fluctuation exceeding, for example, three times the roughness determination upper limit threshold value (corresponding to an intermediate value between the threshold value for OBD misfire (for intermittent / continuous misfire) and the threshold value for roughness determination (upper limit threshold value)) (Dac (i)) is detected, and in a later step, retarding of the ignition timing is prohibited for a predetermined time. If abnormality is detected again within a predetermined time, the retard is also prohibited for the next predetermined time. It is.

That is, in step S114, a retard prohibition timer (a timer that counts down in time synchronization)
Is 0 (zero), the retard prohibition timer is set to 0
If so, in step S115, it is checked whether dac (i) exceeds, for example, three times the roughness determination upper limit threshold. If so, in step S116, the retard inhibition timer is set to a predetermined time (for example, 5). Second), and the process proceeds to step S123. If dac (i) does not exceed, for example, three times the roughness determination upper limit threshold value, it is determined in step S117 whether the retard inhibition continuation F is 1; Means that the retard prohibition is continued for a predetermined time of step S11.
At 8, the retard prohibition timer is set to a predetermined time (for example, 5 seconds). Then, in step S119, the retard inhibition continuation F is set to 0, and the process proceeds to step S123. If the retard inhibition continuation F is not 1 in step S117,
Next, since the retard prohibition is no longer continued, the retard prohibition timer is set to 0 in step S120.

If the retard prohibition timer is not 0 (the timer is running) in step S114, dac (i) is set to the upper limit threshold, for example, 3 in step S121.
It is checked whether or not the number has exceeded twice. If the number has exceeded, the retard inhibition continuation F is set to 1 in step S122. Then, the process proceeds to step S123. If dac (i) does not exceed the upper threshold value, for example, three times, do nothing.
Proceed directly to step S123.

In step S123, it is determined whether or not the execution condition of the roughness control by the correction of the ignition timing is satisfied. The roughness correction value reset F (flag), the S / V (shutter valve) close F (flag), the idle F ( Flag), vehicle speed 0 (zero) F (flag), gear-in F (flag), prohibition timer immediately after starting, Br. (Brake) Determined by negative pressure securing F (flag) and roughness inhibition (OBD) F.

The roughness correction value reset F is set based on the engine coolant temperature according to the flow shown in FIG. 9 as described later. The temperature condition for executing the roughness control is that the engine water temperature is 20 ° C. to 60 ° C. At this time, the roughness correction value reset F is 0, and when the engine water temperature exceeds 60 ° C. or 20 ° C. When the value falls below C, the roughness correction value reset F is 1, and at this time, the roughness control is not performed.

The S / V closing F is set according to the flow shown in FIG. 10, as described later. The roughness control is performed when the engine water temperature during idling is equal to or higher than a predetermined value (60 ° C.). At this time, the S / V closing F is 1, and the engine water temperature falls below the predetermined value (60 ° C.). At this time, S / closed F is 0.

The roughness control is executed when the vehicle is idling (idle F = 1), when the vehicle speed is 0 (vehicle speed 0F = 1), and when the gear is off (gear in F = 0).

As will be described later, the immediately after-start prohibition timer is set according to the flow shown in FIG. 11, and immediately after the start, the engine speed becomes a predetermined value (for example, 500 rpm).
m) is set to a predetermined value (for example, 1 second) when it is lower than 5).
If it becomes 00 rpm or more, downcounting is performed. The timer value of 0 is a condition for executing the roughness control.

Further, Br. The negative pressure securing F is set according to the flow shown in FIG. 12, as described later.
Negative pressure securing F is set to 1 when the negative pressure of the master bag for a brake (vacuum booster) is reduced to a state where the negative pressure needs to be secured. Negative pressure securing F
Is a condition for executing the roughness control.

The roughness prohibition (OBD) F is set to 1 in the above-described step S108, and is set to 0
Is the condition of the roughness control.

Then, the roughness correction value reset F = 0,
S / V closed F = 1, idle F = 1, vehicle speed 0F = 1, gear-in F = 0, prohibition timer immediately after starting = 0, Br. When all the conditions of the negative pressure securing F = 0 and the roughness prohibition (OBD) F = 0 are satisfied, the roughness control is executed. In step S124, the roughness execution F (flag) is set to 1 and then the step S124 is performed. In S125, it is determined whether or not the roughness large determination F is 1, and if it is 1, ignition advance processing as roughness control is performed in steps S128 to S133 as described later. That is, the ignition timing fluctuation suppression correction amount (roughness IG correction value) is set to the advance side.
If the roughness determination F is not 1, step S1
At 26, it is determined whether the small roughness determination F is 1 and the retard inhibition timer is 0, and the small roughness determination F is 1 and the retard inhibition timer (steps S114 to S114).
If (set at step S122) is 0, steps S134 to S134 are executed.
At 136, ignition retard processing as roughness control is performed, and the roughness IG correction value is set to the retard side. When the small roughness determination F is not 1 or the retard prohibition timer is not 0, the process proceeds to step S137 described later. Also, in step S123, the roughness correction value reset F = 0, the S / V close F = 1, the idle F = 1, and the vehicle speed 0
F = 1, gear-in F = 0, prohibition timer immediately after starting = 0, B
r. Negative pressure securing F = 0 and roughness inhibition (OBD) F =
If any one of the conditions of 0 is not satisfied, the roughness control is not executed, so that the roughness execution F is set to 0 in step S127, and then steps S138 to S14 described later are performed.
7 is performed.

If the roughness determination F is 1, the process proceeds to step S12.
When the processing of steps 8 to 133 starts, first in step S128,
The basic advance amount ΔIGAD is calculated by multiplying the deviation of the OBD misfire detection value dac (i) from the upper limit threshold value of the roughness determination by the proportionality constant Kp. Then, as a basic advance amount limiter process, in step S129, Δ
It is determined whether or not IGAD exceeds a predetermined value (for example, 1 ° of the crank angle).
The IGAD is clipped to a predetermined value (for example, the crank angle is 1 °), and the process proceeds to step S131. If not, the process directly proceeds to step S131. Then, step S131
To the previous roughness IG correction value (i-1).
Is set, and a new roughness correction value (i) is set. In step S132, it is determined whether the new roughness IG correction value (i) exceeds a predetermined amount (for example, a crank angle of 20 °). In step S133, the roughness IG correction value (i) is clipped to a predetermined value (for example, 20 ° of the crank angle), and the process proceeds to steps S148 to 152 described later.
Proceed to processing.

When the small roughness determination F is 1 and the retard prohibition timer is 0, and the processing of steps S134 to 136 is started, in step S134, the previous roughness IG
From the correction value (i-1), a predetermined value (for example, 0.
1 ゜) to set a new roughness IG correction value (i). In step S135, determine whether the new roughness IG correction value (i) falls below a predetermined value (eg, −20 ° of crank angle). , If it falls below, step S136
Then, the roughness IG correction value (i) is clipped to a predetermined value (for example, −20 ° of the crank angle), and the step S1 is also performed.
The process proceeds to the process of 48 to 152, and if not, the process directly proceeds to the process of steps S148 to 152.

If the small roughness determination F is not 1 in step S126, or if the retard prohibition timer is not 0, in step S137, the roughness IG correction value (i) is set.
Is fixed to the previous roughness IG correction value (i-1).

If the execution conditions of the roughness control are not satisfied and the processing of steps S138 to 147 is started, first,
In step S138, the roughness correction value reset F (FIG. 9)
Is set to 0 based on the engine coolant temperature according to the flow shown in (1), or the roughness is prohibited (OBD)
Checking whether F (set in step S108) is 0, if either the roughness correction value reset F is 0 or the roughness inhibition (OBD) F is 0, step In S139, the roughness IG correction value (i) is fixed to the previous roughness IG correction value (i-1),
The process proceeds to steps S148 to S152.

Then, the determination in step S138 is NO.
To reset the roughness correction value F and the roughness prohibition (O
BD) If none of F is 0, step S140
Then, the previous roughness IG correction value (i-1) becomes a positive value (>
0), and if it is a positive value, step S
At 141, a new roughness IG correction value (i) is set by subtracting a predetermined value (for example, 0.01 ° of the crank angle) from the previous roughness IG correction value (i-1), and step S14 is performed.
In step 2, it is determined whether the new roughness IG correction value (i) falls below 0. If the value falls below 0, the process proceeds to step S143.
Then, the roughness IG correction value (i) is clipped to 0, and the process also proceeds to steps S148 to 152, and if it is not a negative value, the process directly proceeds to steps S148 to 152.

If the previous roughness IG correction value (i-1) is not a positive value (> 0) at step S140, then at step S144, the previous roughness IG correction value (i-
It is checked whether 1) is a negative value (<0). If it is a negative value, in step S145, the previous roughness IG correction value (i−
A new roughness IG correction value (i) is set by adding a predetermined value (for example, 0.01 ° of the crank angle) to 1), and the new roughness IG correction value (i) exceeds 0 in step S146. If it is determined that the value exceeds 0, the roughness IG correction value (i) is clipped to 0 in step S147, and the process also proceeds to steps S148 to S152.
If it is not a negative value, the process directly proceeds to steps S148 to S152.

Further, the previous roughness IG correction value (i−
If 1) is neither a positive value nor a negative value, that is, if it is 0, the process directly proceeds to steps S148 to S152.

In steps S148 to S152, the basic ignition timing at the time of idling is set from the map. The basic ignition timing is determined when the shutter valve (S / V) 18 is open, when the shutter valve 18 is closed, and when the shutter valve 18 is closed when roughness control is performed and when the roughness control is not performed. And the settings are different. Then, first, in step S148, it is determined whether the S / V close F is 1 (the S / V close F is set according to the flow shown in FIG. 10). In step S149,
It is checked whether the roughness correction value reset F due to the engine water temperature (set by the flow shown in FIG. 9) is 1, and if the roughness correction value reset F is 1, the process proceeds to step S15.
0, intake charging efficiency (Ce) and engine speed (Ne)
The basic ignition timing (idle basic advance angle (i)) at the time of idling is set by searching the basic IG map for idling, S / V closing, and roughness non-operation set in the above, and the final ignition timing is set. To step S153. Further, when the roughness correction value reset F is not 1, that is, during the execution of the roughness control, in step S151, the idle / S / S / R setting is constant irrespective of changes in the engine speed (Ne) and the intake charging efficiency (Ce). Using the basic IG map for V-closed / roughness operation, the idle basic advance angle (i) is set to a constant value, and the process proceeds to step S153. If the S / V closing F is not 1 in step S148,
In step S152, the basic IG for idle / S / V opening
The idle basic advance angle (i) is set using the map, and the process proceeds to step S153.

Then, in step S153, the rough basic IG correction value (i) and the Br. The final ignition timing is calculated by adding the negative pressure securing correction value (i), the water temperature advance correction value (i), and other various advance correction values (etc) during normal idling. Is set, and the routine returns. Water temperature advance correction value (i)
Is set by a map shown in FIG. 17 as described later.

(OBD Misfire Detection Value Calculation) FIG. 8 is a flowchart of a known OBD misfire detection value calculation. When started, in S201, the ATDC 80 corresponding to the range of the crank angle 180 ° from the latter half of the expansion stroke to the first half of the exhaust stroke.゜ to ATDC260 ゜ crank angle pulse time measurement value T
Enter (i). Then, in step S202, 18
The angular velocity av (i) is calculated by multiplying a value obtained by dividing 0 ° (360 ° / 2) by T (i) by a tolerance correction coefficient mscf. Then, in step S203, the current angular velocity av is calculated.
The difference between (i) and the previous angular velocity av (i-1) is divided by T (i) to calculate the angular acceleration ca (i).

Then, in the next step S204, the angular accelerations (measured values) ca (i) of the five points before and after in the ignition order including this time
（Ca (i-4) median camd5 (i), and the angular acceleration (measured values) ca (i)） of seven points before and after in the ignition order including this time
A median camd7 (i) of ca (i-6) is calculated, and then, in step S205, the angular acceleration ca of the above five points is calculated.
(I) Calculate the deviation dac (i) of the angular acceleration ca (i-2) at the middle measurement point of ca (i-4) with respect to the median camd5 (i), and calculate it before and after this time including this time. 5
The OBD misfire detection value for the continuous / intermittent fire of the cylinder whose ignition order is the middle among the times, and the angular accelerations ca (i) to ca (i-6) at the middle of the seven measurement points Median camd7 (i) of angular acceleration ca (i-3)
Is calculated as the OBD misfire detection value for the oncoming misfire for the cylinder whose ignition order is the middle of seven times before and after this time including this time. Here, the continuous misfire refers to a case where a specific cylinder continuously misfires, and the intermittent misfire refers to a case where an unspecified cylinder intermittently misfires. On the other hand, opposing misfires refer to misfires in a plurality of cylinders whose energization is controlled by a common ignition coil.

Then, the process returns, and the above-described processing is repeated.
The D misfire detection value dac (i) and the OBD misfire detection value dac7 (i) for oncoming misfire are calculated.

(Setting of Roughness Correction Value Reset Flag) FIG. 9 is a flowchart for setting a roughness correction value reset flag. When started, in S301, it is determined whether the engine coolant temperature is higher than 60 ° C. or lower than 20 ° C. , See if any. If the engine water temperature is higher than 60 ° C. or lower than 20 ° C., the roughness correction value reset F (flag) is set to 1 in step S302. If the engine water temperature is higher than 60 ° C or 20 ° C
If not, step S303
Then, the roughness correction value reset F is set to 0.

(Shutter Valve Open / Close Determination) FIG. 10 is a flowchart of the shutter valve open / close determination. When started, in step S401, the idle F (flag) is set to 1
See if it is. When the idle F is 1 (idle), it is determined in step 402 whether the engine water temperature is lower than a predetermined value (for example, 60 ° C.), and the engine water temperature is lower than a predetermined value (for example, 60 ° C.). Time
The S / V (shutter valve) close flag is set to 1, and when the engine water temperature is equal to or higher than a predetermined value (for example, 60 ° C.), the S / V close flag is set to 0.

When the idle F is not 1 (at the time of off-idle), in step S405, the intake charging efficiency (Ce) is determined.
Map for setting a shutter valve (S / V) closed area based on the engine speed (Ne) and the engine coolant temperature (S / V closed C)
Based on the e-map), Ce (S / V closed Ce) as a threshold value of the S / V closed region (smaller as the engine water temperature increases) according to the engine water temperature is searched, and step S40 is performed.
In step S407, it is determined whether Ce is smaller than S / V closed Ce. If Ce is smaller than S / V closed Ce, the S / V closed flag is set to 1 in step S407. If the value is equal to or higher than the S / V closed Ce, at step S408, the S / V
Set the close flag to 0.

(Setting of Prohibition Timer Immediately after Start) FIG. 11 is a flowchart of setting of the prohibition timer immediately after start. When started, in S501, immediately after the engine is started, it is determined whether or not the engine speed (Ne) is lower than 500 rpm, for example. When Ne is lower than, for example, 500 rpm, the prohibition timer immediately after starting is set to a predetermined value (for example, 1 second), and when Ne becomes, for example, 500 rpm or more, the prohibition timer immediately after starting is down-counted and clipped at 0.

(Master Bag Negative Pressure Recovery Control) FIG. 12 is a time chart of the master bag negative pressure recovery control. The execution timer (Br. Negative pressure securing control execution timer) has a predetermined time (for example, 1 to 1) after the engine is started. 20
) Is kept at an initial set value (for example, 20 seconds), and is counted down after a predetermined time has elapsed. Meanwhile, B
r. The negative pressure securing correction value is 0, and when the execution timer becomes 0,
The execution timer is clipped to 0 and Br. The negative pressure securing correction value is gradually increased. And Br. When the negative pressure securing correction value becomes a value that offsets the roughness IG correction value, the execution timer setting F (flag) becomes 1, the execution timer is set again to the set value (for example, 20 seconds), and the Br. The negative pressure securing correction value is gradually reduced to zero. B for stopping roughness control
r. The negative pressure securing F (flag) becomes 1 when the execution timer becomes 0, and Br. While the negative pressure securing correction value exceeds 0, it remains at 1 and Br. When the negative pressure securing correction value becomes 0,
Return to 0.

FIG. 13 is a flowchart for setting a brake negative pressure securing flag.
In Br. Check whether the negative pressure securing control execution timer is 0 or not. And Br. If the negative pressure securing control execution timer is 0, in step S602, the previous Br. By adding a predetermined amount (for example, 0.3 ° of the crank angle) to the negative pressure securing correction value (i−1), a new Br. A negative pressure securing correction value (i) is set, and in step S603, Br. It is determined whether the negative pressure securing correction value (i) has exceeded 0, and the Br. If the negative pressure securing correction value (i) exceeds 0, at step S604, Br. Negative pressure securing F
(Flag) is set to 1, and Br. Negative pressure securing correction value (i) is 0
Is not exceeded, in step S605, Br. The negative pressure securing F (flag) is set to 0.

In step S601, Br. If the negative pressure securing control execution timer is not 0, step S606
In the previous Br. By subtracting a predetermined amount (for example, 0.3 ° of the crank angle) from the negative pressure securing correction value (i−1), a new B
r. A negative pressure securing correction value (i) is set, and in step S607,
Br. Checking whether the negative pressure securing correction value (i) has fallen below 0, the Br. When the negative pressure securing correction value (i) falls below 0, in step S608, Br. Negative pressure securing correction value (i)
Is clipped to zero. Then, in step S603, B
r. It is determined whether the negative pressure securing correction value (i) exceeds 0, and the Br. If the negative pressure securing correction value (i) exceeds 0, in step S604, Br. Negative pressure securing F (flag)
Is set to 1 and Br. If the negative pressure securing correction value (i) has not exceeded 0, in step S605, Br. Negative pressure securing F
(Flag) to 0.

FIG. 14 is a flowchart of the setting of the brake negative pressure securing control execution timer. When the start is started, Br. The negative pressure securing correction value (i) is the roughness I
The negative pressure securing correction value (i) is determined to be not less than a value obtained by multiplying the G correction value (i) by a constant Kc (for example, -0.8) (a value that substantially cancels the roughness IG correction value), and the negative pressure securing correction value (i) is determined by the roughness IG correction. If the value is equal to or more than the value obtained by multiplying the value (i) by a constant Kc (for example, -0.8), in step S702, Br. The negative pressure securing control execution timer setting F (flag) is set to 1. If the negative pressure securing correction value (i) is not equal to or greater than the value obtained by multiplying the roughness IG correction value (i) by a constant Kc (for example, -0.8), step S7 is performed.
03, Br. It is checked whether or not the negative pressure securing control execution timer (i) is a value exceeding 0, and if it exceeds 0, in step S704, Br. Negative pressure securing control execution timer setting F
Is set to 0, and if it does not exceed 0, the process returns as it is.

FIG. 15 is a flowchart for setting a brake negative pressure securing control execution timer setting flag. When the process is started, Br. The negative pressure securing control execution timer setting F is 1, the prohibition timer after starting is 0 or more, the roughness correction value reset F is 1, the idle F is 0, and the vehicle speed 0F is 1,
It is determined whether any of the above conditions is satisfied when the gear-in F is 1 and any of the above conditions is satisfied. The negative pressure securing control execution timer is set to a predetermined value (for example, 20 seconds). If none of the above conditions are satisfied, at start S803, Br. Down count the negative pressure securing control execution timer and clip it at 0.

(Change in air-fuel ratio feedback control gain)
FIG. 16 is a flowchart of the control gain change of the air-fuel ratio feedback control.
At 1, it is checked whether the idle F is 1. When the idle F is 1 (idle time), in step S902,
Checking whether the roughness execution F is 1 or not, and when the roughness execution F is 1, in step S903, the control gains of the proportional term OKP, the integration term OKI, and the like (differential terms, etc.) are set as control gains exclusive for the roughness control. If the roughness execution F is not 1, the control gain is set to the normal idle control gain in step S904. If the idle F is not 1 (non-idle), in step S905, the control gain is set to the control gain during traveling. The control gain dedicated to the roughness control, the normal control gain at the time of idling, and the control gain at the time of traveling are larger in the order of the control gain dedicated to the roughness control, the normal control gain at the time of idling, and the control gain at the time of traveling. .

(Water temperature advance correction value setting) The water temperature advance correction value is set on the map shown in FIG. 17, and is set to the retard side when the engine water temperature is between 20 ° C. and 40 ° C. When the water temperature falls below 20 ° C., the water temperature is gradually advanced, and when the water temperature exceeds 40 ° C., the water temperature is gradually advanced up to 60 ° C.

(ISC Flow Control) FIG. 18 is a flowchart of the ISC flow control.
At 1001, a base flow rate Ceb is set based on a map of the engine water temperature and the ignition advance angle. In this case, the base flow rate Ceb decreases as the engine coolant temperature increases, and decreases as the advance angle increases.

Next, in step S1002, a target rotation speed No (i) is set using a map of the engine water temperature. In this case, the target rotation speed No (i) is set to a higher value as the engine water temperature is lower.

Then, in step S1003, a deviation ΔNe (i) of the current engine speed Ne (i) from the target engine speed No (i) is calculated, and then, in step S1003.
At 4, the above-mentioned deviation ΔNe (i) is multiplied by an integration constant K1 to obtain
By adding to the previous feedback correction value Cefb (i-1), the current feedback correction value Cefb
(I) is calculated.

In step S1005, the feedback correction value Cefb is added to the current base flow rate Ceb (i).
By adding (i), the total flow rate Cetotal is calculated, and in step S1006, duty conversion is performed and output.

FIG. 19 shows a part of the flow of the ignition timing calculation for the roughness control shown in another example of the embodiment (in steps S114 to S127 of the flow of the ignition timing calculation in the roughness control of the previous embodiment). (Corresponding part). In the ignition timing calculation in the roughness control of the above embodiment, the roughness control after the OBD misfire detection value dac (i) has become a large value exceeding a predetermined amount (for example, three times) from the upper limit threshold value of the roughness determination. Is performed by setting a timer (retard prohibition timer). However, in the flow of FIG. 19, the OBD misfire detection value dac (i) is a predetermined amount (for example, After the roughness control is prohibited and roughness control is prohibited, the operation shifts to a high-load operation, and when the state of the high-load operation continues for a predetermined period, the roughness prohibition is released.

That is, step S1101 in FIG.
Is a process corresponding to step S115 in FIG. 3, and checks whether or not the retard inhibition F (flag) is 1. If the retard prohibition F is not 1, it is checked in step S1102 whether or not dac (i) exceeds, for example, three times the roughness determination upper limit threshold, and if so, in step S1103, retard prohibition is performed. F is set to 1, and the process proceeds to step S1110. If dac (i) does not exceed, for example, three times the roughness determination upper limit threshold value, the process proceeds directly to step S1110.

Next, if the retard inhibition F is 1 in step S1101, it is checked in step S1104 whether the vehicle is in a high-load operation state (high-load use). If the high-load operation is in use, the flow proceeds to step S1105. The high load timer is incremented by one. Then, in step S1106,
It is determined whether or not the high load timer has exceeded a predetermined time. If the predetermined time has passed, the roughness prohibition is released. In step S1107, the retard prohibition F is reset to 0. In step S1108, the high load timer is reset. Reset to zero. Then, the process proceeds to step S1110. Also, in step S1104, when the high load is not being used,
In step S1109, the high load timer is set to 0, and the flow advances to step S1110.

Then, in step S1110, it is determined whether or not the execution condition of the roughness control by the correction of the ignition timing is satisfied. The roughness correction value reset F, the S / V closing F, the idle F, the vehicle speed 0F, the gear in F, Prohibition timer immediately after start, Br. Negative pressure securing F and roughness prohibition (OB
D) Judge by F. That is, the roughness correction value reset F = 0, the S / V closing F = 1, the idle F = 1, the vehicle speed 0F = 1, the gear-in F = 0, the prohibition timer immediately after starting = 0,
Br. Negative pressure securing F = 0 and roughness prohibition (OBD) F
When all the conditions of = 0 are satisfied, the roughness control is executed. In step S1111, the roughness execution F is set to 1, and in step S1112, it is determined whether the roughness large determination F is 1 or not. If so, the process proceeds to step S128 in FIG. Also, the roughness large judgment F is 1
If not, in step S1113, small roughness determination F
Is determined to be 1 and the retard prohibition F is 0. If the small roughness determination F is 1 and the retard prohibition F is not 0, the process proceeds to step S134 in FIG. Also,
When the roughness small determination F is not 1 or when the retard inhibition F is not 0, the process proceeds to step S137 in FIG.
Further, in step S1110, the roughness correction value reset F = 0, the S / V closing F = 1, the idle F = 1, and the vehicle speed 0F =
1, gear-in F = 0, prohibition timer immediately after starting = 0, Br.
If any of the conditions of negative pressure securing F = 0 and roughness prohibition (OBD) F = 0 is not satisfied, the roughness control is not executed, and the roughness execution F is set to 0 in step S1114. The process proceeds to step S138.

[0080]

According to the present invention, the correction for increasing the amount of intake air is greatly increased by adding the correction to the lowering of the flammability by the roughness control to the lowering of the combustion for promoting the activation of the catalyst. Is suppressed, and the negative pressure of the vacuum booster can be secured.

[Brief description of the drawings]

FIG. 1 is an overall system diagram of an engine according to an example of an embodiment of the present invention.

FIG. 2 is a part (part 1) of a flowchart of an ignition timing calculation in the roughness control of the embodiment.

FIG. 3 is a part (part 2) of a flowchart of an ignition timing calculation in the roughness control of the embodiment.

FIG. 4 is a part (part 3) of a flowchart of an ignition timing calculation in the roughness control of the embodiment.

FIG. 5 is a part (part 4) of a flowchart of an ignition timing calculation in the roughness control of the embodiment.

FIG. 6 is a part (part 5) of a flowchart of an ignition timing calculation in the roughness control of the embodiment.

FIG. 7 is a part (part 6) of a flowchart of an ignition timing calculation in the roughness control of the embodiment.

FIG. 8 is a flowchart of an OBD misfire detection value calculation according to the embodiment.

FIG. 9 is a flowchart of setting a roughness correction value reset flag according to the roughness control of the embodiment.

FIG. 10 is a flowchart of shutter valve open / close determination according to the roughness control of the embodiment.

FIG. 11 is a flowchart of setting a prohibition timer immediately after starting according to the roughness control of the embodiment.

FIG. 12 is a time chart of master bag negative pressure recovery control according to the roughness control of the embodiment.

FIG. 13 is a flowchart of setting a brake negative pressure securing flag according to the roughness control of the embodiment.

FIG. 14 is a flowchart for setting a brake negative pressure securing control execution timer according to the roughness control of the embodiment.

FIG. 15 is a flowchart for setting a brake negative pressure securing control execution timer setting flag according to the roughness control of the embodiment.

FIG. 16 is a flowchart of a control gain change of the air-fuel ratio feedback control according to the roughness control of the embodiment.

FIG. 17 is a map for setting a water temperature advance correction value according to the roughness control of the embodiment.

FIG. 18 shows an ISC according to the roughness control of the embodiment.
It is a flowchart of a flow control.

FIG. 19 is a part of a flowchart of an ignition timing calculation showing another example of roughness control according to the embodiment of the present invention.

[Description of Signs] 1 Engine 7 Spark plug 8 Ignition circuit 13 Air flow sensor 16 Injector 18 Open / close valve (shutter valve) 20 ISC bypass passage 21 ISC valve 22 Idle switch 26 O2 sensor 27 Catalytic converter 30 Crank angle sensor 35 ECU

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F02D 43/00 301 F02D 43/00 301E 3G301 301K F02P 5/15 F02P 5/15 EB F term (Reference) 3D049 BB04 CC02 HH08 HH47 HH48 KK09 RR04 3G022 CA01 CA03 DA01 DA02 EA00 EA07 FA04 GA01 GA05 GA06 GA07 GA08 GA09 GA11 GA16 3G065 AA11 CA00 EA01 EA03 FA11 GA01 GA05 GA09 GA10 GA13 GA27 3G084 FA00 BA06 FA24 FA29 FA33 FA38 3G091 AA17 AB03 BA02 CB01 CB05 EA01 EA05 EA06 EA07 EA13 EA14 EA16 EA34 FA01 FA12 HA36 3G301 HA01 JA00 JA04 KA01 LA00 LA04 MA01 ND01 ND05 ND41 NE01 NE23 PA04Z PA07Z PA10Z PA11Z PC09Z PD03A PD03Z PE01Z PE03Z PE08Z

Claims (6)

[Claims] An exhaust gas purifying catalyst is provided in an exhaust passage, and when the catalyst is in an inactive state, combustion reducing means is provided for reducing flammability so as to promote activation of the catalyst by post-burning. A combustion control means for controlling a combustion state of the engine, and wherein the combustion control means controls the combustion state of the engine such that the combustion fluctuation of the engine becomes equal to or less than a predetermined value when the control of the combustion reduction is performed by the combustion reduction means. Combustion fluctuation suppression correction means for setting a fluctuation suppression correction amount with respect to the control amount of combustion control by the control means; and intake air of the engine so as to suppress a decrease in the output of the engine when the control of combustion deterioration by the combustion reduction means is executed. An air amount increasing means for increasing and correcting the amount; and a negative pressure decrease detection for detecting a state in which the negative pressure of the vacuum booster using the intake negative pressure of the engine as a power source is reduced. Means for correcting the control amount of the combustion control by the combustion control means so as to suppress the decrease in the negative pressure when the negative pressure drop detecting means detects a state in which the negative pressure decreases. Negative pressure securing correction means for setting a negative pressure securing correction amount for canceling the correction amount on the combustion reduction side by means, and stopping the correction by the combustion fluctuation suppression correcting means when a state in which the negative pressure decreases is detected. An engine control device comprising: a correction stopping unit. 2. The negative pressure securing correction means, when detecting a state in which the vacuum pressure of the vacuum booster decreases, detects the negative pressure securing correction amount immediately before detecting the state in which the negative pressure decreases. 2. The engine control device according to claim 1, wherein the combustion fluctuation suppression correction amount is gradually increased until it becomes equal to a value that cancels out. 3. The engine control according to claim 2, wherein the negative pressure securing correction means gradually reduces the negative pressure securing correction amount to zero after reaching a value that cancels the combustion fluctuation suppression correction amount immediately before the detection. apparatus. 4. The correction stopping means sets the combustion fluctuation suppression correction amount to a value immediately before the detection of the state in which the vacuum is reduced, when the state in which the vacuum in the vacuum booster is reduced is detected. The engine control device according to claim 1, 2 or 3, which is fixed. 5. The negative pressure drop detecting means measures the operating time of the combustion reducing means and the combustion fluctuation suppressing correcting means, and when the operating time reaches a predetermined value, the negative pressure of the vacuum booster is reduced. 4. The method according to claim 1, wherein a state of decrease is detected.
The control device for an engine according to 3 or 4. 6. The combustion reduction means and the combustion fluctuation suppression correction means are at least one of ignition timing control means and air-fuel ratio control means.
The control device for an engine according to claim 3, 4, or 5.