Control device

Abstract

To provide a control device for an internal combustion engine capable of suppressing occurrence of starting failure in the internal combustion engine and suppressing occurrence of overrunning caused by sudden starting of a vehicle.SOLUTION: A control device is for a vehicle including an automatic transmission, an internal combustion engine and an electronic throttle. The control device executes ignition timing control for advancing or delaying ignition timing of the internal combustion engine in order to cause speed of the internal combustion engine to come close to target speed immediately after start of the internal combustion engine. A state where power is transmitted from the internal combustion engine to the automatic transmission is defined as a drive range. When the drive range is selected before the ignition timing control, the control device calculates an upper limit value of an intake amount of the internal combustion engine or an upper limit value of an opening of the electronic throttle, on the basis of a speed difference obtained by subtracting the speed of the internal combustion engine from the target speed and a differential value of the speed of the internal combustion engine.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a control device for an internal combustion engine.

Background Art

[0002] As an invention related to a conventional control device for an internal combustion engine, for example, a throttle control device described in Patent Document 1 is known. This throttle control device aims to suppress a sudden change in acceleration during idling stop.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, when starting an internal combustion engine of a vehicle equipped with an automatic transmission, there is a desire to suppress the occurrence of a start failure in the internal combustion engine and also suppress the occurrence of an overrun in which the vehicle suddenly accelerates. However, Patent Document 1 does not mention such a desire, nor does it mention a solution means.

[0005] Therefore, an object of the present invention is to provide a control device for an internal combustion engine that can suppress the internal combustion engine from stopping and can suppress the occurrence of an overrun in which the vehicle suddenly accelerates.

Means for Solving the Problems

[0006] A first aspect of the present invention is a control device for a vehicle including an automatic transmission, an internal combustion engine, and an electronic throttle, The control device executes ignition timing control to advance or retard the ignition timing of the internal combustion engine in order to bring the rotational speed of the internal combustion engine closer to the target rotational speed immediately after the internal combustion engine starts. A state in which power is transmitted from the internal combustion engine to the automatic transmission is defined as a drive range. When the drive range is selected before the ignition timing control, the control device calculates an upper limit value of the intake air amount of the internal combustion engine or an upper limit value of the opening degree of the electronic throttle based on a rotational speed difference obtained by subtracting the rotational speed of the internal combustion engine from the target rotational speed and a differential value of the rotational speed of the internal combustion engine. It is a control device.

[0007] A second aspect of the present invention is The control device calculates so that the upper limit value increases as the rotational speed difference increases, and calculates so that the upper limit value decreases as the differential value increases. It is the control device according to the first aspect.

[0008] A third aspect of the present invention is The vehicle further includes an acceleration acquisition unit that acquires the acceleration of the vehicle. When the acceleration acquired by the acceleration acquisition unit is less than a predetermined value, the control device sets the upper limit value and controls the electronic throttle. It is the control device according to the first aspect or the second aspect.

[0009] A fourth aspect of the present invention is A control device for a vehicle including an automatic transmission, an internal combustion engine, and an electronic throttle, The control device executes ignition timing control to advance or retard the ignition timing of the internal combustion engine in order to bring the rotational speed of the internal combustion engine closer to the target rotational speed immediately after the internal combustion engine starts. A state in which power is transmitted from the internal combustion engine to the automatic transmission is defined as a drive range. A state in which power is not transmitted from the internal combustion engine to the automatic transmission is defined as a non-driving range. When the driver fully opens the accelerator pedal in a state where the driving range is selected before the ignition timing control, the control device controls the electronic throttle so that the opening degree of the electronic throttle is smaller than the opening degree of the electronic throttle when the driver fully opens the accelerator pedal in a state where the non-driving range is selected before the ignition timing control. It is a control device.

Advantages of the Invention

[0010] According to the present invention, it is possible to suppress the occurrence of a starting failure in the internal combustion engine and to suppress the occurrence of an overrun in which the vehicle suddenly accelerates.

Brief Description of the Drawings

[0011]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Embodiments for Carrying Out the Invention

[0012] (Embodiment) [Structure of Vehicle] The structure of the vehicle 10 according to the position embodiment of the present invention will be described below with reference to the drawings. FIG. 1 is a schematic diagram of the vehicle 10.

[0013] The vehicle 10 is, for example, a four-wheel automobile. It includes an internal combustion engine 11, an automatic transmission 12, an electronic throttle 32, an acceleration acquisition unit 36, a rotational speed sensor 38, a control device 100, a storage device 102, an intake passage R1, and an exhaust passage R2.

[0014] The internal combustion engine 11 is used, for example, as a power source of the vehicle 10. The internal combustion engine 11 is, for example, a four-cycle gasoline engine. Therefore, the fuel is gasoline.

[0015] The intake passage R1 is a path through which air passes. An injector is provided in the intake passage R1. The injector injects fuel. Thereby, an air-fuel mixture is formed in the intake passage R1. The intake passage R1 is connected to the intake port of the internal combustion engine 11. Therefore, the air-fuel mixture flows from the intake passage R1 into the combustion chamber of the internal combustion engine 11 through the intake port.

[0016] In the internal combustion engine 11, the piston moves up and down by burning the air-fuel mixture. Then, the up-and-down movement of the piston is converted into the rotation of the crankshaft. Thereby, the internal combustion engine 11 generates power. At this time, the internal combustion engine 11 generates exhaust.

[0017] The exhaust passage R2 is connected to the exhaust port of the internal combustion engine 11. The exhaust passage R2 is a path through which the exhaust flowing out from the internal combustion engine 11 passes.

[0018] The electronic throttle 32 is a valve that adjusts the amount of air passing through the intake passage R1 (hereinafter referred to as the intake air amount). The electronic throttle 32 is provided in the intake passage R1. The electronic throttle 32 opens and closes the intake passage R1 under the control of the control device 100 described later.

[0019] The acceleration acquisition unit 36 acquires the acceleration of the vehicle 10. In the present embodiment, the acceleration acquisition unit 36 is an acceleration sensor that generates an acceleration signal indicating the acceleration. The acceleration signal is output to the control device 100.

[0020] The rotational speed sensor 38 generates a rotational speed signal indicating the rotational speed of the crankshaft of the internal combustion engine 11 (hereinafter referred to as the rotational speed of the internal combustion engine 11). The rotational speed signal is output to the control device 100.

[0021] The automatic transmission 12 is a transmission of the vehicle 10. The automatic transmission 12 may be a hydraulically controlled stepped automatic transmission or a continuously variable transmission. The automatic transmission 12 decelerates the rotation of the crankshaft of the internal combustion engine 11 and transmits it to the wheels. Hereinafter, a state in which power is transmitted from the internal combustion engine 11 to the automatic transmission 12 is defined as a drive range Ra. In the drive range Ra, in a gear selector (not shown), drive or reverse is selected by the driver. Also, a state in which power is not transmitted from the internal combustion engine 11 to the automatic transmission 12 is defined as a non-drive range Rb. In the non-drive range Rb, parking or neutral is selected by the driver in the gear selector.

[0022] The control device 100 is an ECU (Engine Control Unit). The control device 100 controls the internal combustion engine 11 and the electronic throttle 32. The storage device 102 is a combination of a ROM (Read Only Memory) and a RAM (Random Access Memory). The storage device 102 stores programs executed by the control device 100.

[0023] [Operation of Control Device 100] Next, the operation of the control device 100 will be described with reference to the drawings. FIGS. 2 to 5 are graphs showing the relationships between the rotational speed of the internal combustion engine 11, the opening degree of the electronic throttle 32, the ignition timing of the internal combustion engine 11, and the shift range of the automatic transmission 12 and time. FIG. 2 is a graph during normal operation. FIG. 3 is a graph when A / F abnormality, poor compression, etc. occur (during abnormal operation). FIG. 4 is a graph when early shifting is performed in the control device according to the comparative example. FIG. 5 is a graph when early shifting is performed in the control device 100. Early shifting will be described later.

[0024] First, the normal operation will be described with reference to FIG. 2. In normal operation, the starting period, the post-starting period, the overshoot period, and the first idle period are arranged in this order. In normal operation, the non-driving range Rb is selected during the starting period, the post-starting period, the overshoot period, and the first idle period.

[0025] During the starting period, the control device 100 starts the internal combustion engine 11. Specifically, the control device 100 performs the following operations (1) to (4). (1) The control device 100 increases the opening degree of the electronic throttle 32. As a result, the intake air amount of the internal combustion engine 11 increases. (2) The control device 100 injects fuel into the injector. As a result, an air-fuel mixture is formed in the intake passage R1. (3) The control device 100 drives a starter (not shown). As a result, the crankshaft of the internal combustion engine 11 is rotated by the starter. (4) The control device 100 generates a spark at the spark plug and advances the ignition timing. As a result, the air-fuel mixture burns. By performing the operations (1) to (4), the rotational speed of the internal combustion engine 11 increases.

[0026] During the late starting period, since the internal combustion engine 11 has started, the control device 100 stops the operation of the starter. During the late starting period, the rotational speed of the internal combustion engine 11 continues to increase. Then, the rotational speed of the internal combustion engine 11 exceeds the target rotational speed. The target rotational speed is the idle rotational speed during the first idle period. The idle rotational speed is the rotational speed when the operation of the internal combustion engine 11 is stable in a state where the driver is not stepping on the accelerator pedal during the first idle period. The target rotational speed in the drive range Ra is slower than the target rotational speed in the non-drive range Rb. Therefore, the control device 100 closes the opening degree of the electronic throttle 32 and retards the ignition timing. As a result, the late starting period ends.

[0027] During the overshoot period, the rotational speed of the internal combustion engine 11 greatly exceeds the target rotational speed. However, the control device 100 closes the opening degree of the electronic throttle 32 and retards the ignition timing. Therefore, the rotational speed of the internal combustion engine 11 approaches the target rotational speed over time. After that, it shifts to the first idle period.

[0028] Next, the abnormal operation will be described with reference to FIG. 3. In the abnormal operation, the starting period, the late starting period, and the first idle period are arranged in this order. In the abnormal operation, the non-drive range Rb is selected during the starting period, the late starting period, and the first idle period.

[0029] During the starting period, the control device 100 starts the internal combustion engine 11. Specifically, the control device 100 performs the operations (1) to (4) described above. However, abnormalities such as A / F abnormality and compression failure have occurred. The A / F abnormality is caused by residual fuel in the intake manifold. The compression failure occurs when deposits adhere to the intake valve and the intake valve does not close completely. Since these abnormalities have occurred, the increase in the rotational speed of the internal combustion engine 11 is slow.

[0030] During the start-up later period, the rotational speed of the internal combustion engine 11 gradually increases without exceeding the target rotational speed. Thereafter, the control device 100 closes the opening degree of the electronic throttle 32 and changes the ignition timing to top dead center of the piston. However, since abnormalities such as A / F abnormalities and poor compression have occurred, the rotational speed of the internal combustion engine 11 does not reach the target rotational speed. Therefore, the control device 100 slightly increases the opening degree of the electronic throttle 32 and decreases the opening degree of the electronic throttle 32 over time. As a result, the rotational speed of the internal combustion engine 11 gradually approaches the target rotational speed.

[0031] During the first idle period, since the rotational speed of the internal combustion engine 11 has not reached the target rotational speed, the control device 100 advances the ignition timing and decreases the amount of ignition timing advance over time. Thereby, the rotational speed of the internal combustion engine 11 reaches the target rotational speed.

[0032] As shown in FIGS. 2 and 3, in both normal operation and abnormal operation, the control device 100 executes ignition timing control to advance or retard the ignition timing of the internal combustion engine 11 in order to bring the rotational speed of the internal combustion engine 11 closer to the target rotational speed immediately after the internal combustion engine 11 starts (overshoot period and first idle period). Specifically, when the rotational speed of the internal combustion engine 11 is greater than the target rotational speed, the control device 100 retards the ignition timing. When the rotational speed of the internal combustion engine 11 is less than the target rotational speed, the control device 100 advances the ignition timing.

[0033] Next, the operation when an early shift is performed in the control device according to the comparative example will be described with reference to FIG. 4. In this specification, it is defined that an early shift is that the drive range Ra is selected before the ignition timing control. That is, in the early shift, the driver changes the shift range from the non-drive range Rb to the drive range Ra during the start-up period. Note that in the graph of FIG. 4, abnormalities such as A / F abnormalities and poor compression have occurred.

[0034] During the starting period, the control device starts the internal combustion engine. Specifically, the control device performs the operations (1) to (4) described above. However, abnormalities such as A / F abnormalities and poor compression have occurred. Therefore, the increase in the rotational speed of the internal combustion engine is gradual. Then, the driver changes the shift range from the non-driving range Rb to the driving range Ra. At this time, the control device closes the opening degree of the electronic throttle to prevent the vehicle from making a sudden start. Also, when the driving range Ra is selected, the target rotational speed decreases.

[0035] During the late starting period, since the intake air volume of the internal combustion engine is insufficient, the rotational speed of the internal combustion engine decreases. As a result, the internal combustion engine stops.

[0036] As described above, in the control device according to the comparative example, when an early shift occurs, in order to prevent the occurrence of overrunning, the opening degree of the electronic throttle becomes fully closed, so the intake air volume of the internal combustion engine is insufficient. As a result, a starting failure of the internal combustion engine occurs. Thus, it is difficult to achieve both suppression of the starting failure of the internal combustion engine and suppression of the occurrence of overrunning when an early shift occurs.

[0037] Next, the operation when an early shift is performed in the control device 100 will be described with reference to FIG. 5.

[0038] During the starting period, the control device 100 starts the internal combustion engine 11. Specifically, the control device 100 performs the operations (1) to (4) described above. However, abnormalities such as A / F abnormalities and poor compression have occurred. Therefore, the increase in the rotational speed of the internal combustion engine is gradual. Then, the driver changes the shift range from the non-driving range Rb to the driving range Ra. At this time, the control device 100 controls the electronic throttle 32 so that the opening degree of the electronic throttle 32 does not exceed the upper limit value in order to prevent the vehicle from making a sudden start. Also, when the driving range Ra is selected, the target rotational speed decreases.

[0039] During the late starting period, since there is no shortage of the intake air amount of the internal combustion engine 11, the rotational speed of the internal combustion engine 11 gradually increases. As a result, the rotational speed of the internal combustion engine 11 approaches the target rotational speed. As described above, the control device 100 controls the electronic throttle 32 so that the opening degree of the electronic throttle 32 does not exceed the upper limit value. Thereby, it is suppressed that an overrun occurs due to the rotational speed of the internal combustion engine 11 rising too much, and it is suppressed that a starting failure occurs in the internal combustion engine 11 due to a shortage of the intake air amount of the internal combustion engine 11.

[0040] Hereinafter, the details of the operation of the control device 100 will be described with reference to the drawings. FIG. 6 is a flowchart executed by the control device 100. The control device 100 executes the flowchart of FIG. 6 by reading out the program stored in the storage device 102.

[0041] Further, FIG. 7 is a table stored in the storage device 102. The table in FIG. 7 shows the relationship among the rotational speed difference Δv, the differential value v', and the intake air amount x. The rotational speed difference Δv is a value obtained by subtracting the rotational speed of the internal combustion engine 11 from the target rotational speed. The differential value v' is the differential value of the rotational speed of the internal combustion engine 11. In the table of FIG. 7, the following formulas (a) to (d) are established.

[0042] Δvm+1>Δvm ··· (a) v’n+1>v’n ··· (b) xm+1n>xmn ··· (c) xmn+1<xmn ··· (d) m and n are natural numbers.

[0043] This process is started when the driver presses the start button of the vehicle 10. Thereby, the control device 100 starts the starter (step S1). In step S1, the control device 100 injects fuel into the injector. Further, in step S1, the control device 100 generates a spark in the spark plug and advances the ignition timing.

[0044] Next, the control device 100 calculates the intake air amount x required for the combustion of the air-fuel mixture in the internal combustion engine 11 (step S2). More specifically, the control device 100 calculates the intake air amount x using a table based on the fuel injection amount by the injector, the output signal from the A / F sensor, etc. Such a table for the intake air amount x is obtained through experiments or simulations. Note that since the processing in step S2 is a common process, further explanation is omitted.

[0045] Next, the control device 100 determines whether the drive range Ra has been selected (step S3). In step S3, the control device 100 determines whether the drive range Ra has been selected before the ignition timing control. That is, the control device 100 determines whether an early shift has occurred. If the drive range Ra has not been selected (if the non-drive range Rb has been selected), no early shift occurs, and this process proceeds to step S4. If the drive range Ra has been selected, an early shift occurs, and this process proceeds to step S5.

[0046] If the drive range Ra has not been selected, the control device 100 calculates the opening degree of the electronic throttle 32 based on the intake air amount x calculated in step S2 (step S4). Note that the opening degree of the electronic throttle 32 has the property of increasing as the intake air amount increases. After this, this process proceeds to step S12.

[0047] If the drive range Ra has been selected, the control device 100 acquires the target rotational speed stored in the storage device 102 and the rotational speed signal generated by the rotational speed sensor 38 (step S5). Thereby, the control device 100 acquires the target rotational speed and the rotational speed. Note that the target rotational speed may be a constant value or may change according to the state of the vehicle 10 or the state around the vehicle 10.

[0048] Next, the control device 100 calculates the upper limit value xmn of the intake air amount of the internal combustion engine 11 (step S6). More specifically, when the drive range Ra is selected before the ignition timing control, the control device 100 calculates the upper limit value xmn of the intake air amount of the internal combustion engine 11 based on the rotational speed difference Δv obtained by subtracting the rotational speed of the internal combustion engine 11 from the target rotational speed, and the differential value v' of the rotational speed of the internal combustion engine 11. In the present embodiment, the control device 100 specifies the upper limit value xmn corresponding to the rotational speed difference Δv and the differential value v' using the table in FIG. 7. In the table of FIG. 7, the equations (a) to (d) hold. Therefore, the control device 100 calculates so that the upper limit value xmn increases as the rotational speed difference Δv increases, and calculates so that the upper limit value xmn decreases as the differential value v' increases. Note that the upper limit value xmn is set to a value that can suppress the occurrence of starting failure in the internal combustion engine 11 and can suppress the occurrence of overrun. The table in FIG. 7 is obtained through experiments and simulations.

[0049] Next, the control device 100 determines whether or not the intake air amount x is greater than the upper limit value xmn (step S7). In step S7, the control device 100 determines the possibility of the occurrence of overrun. More specifically, when the intake air amount x is greater than the upper limit value xmn, there is a possibility of overrun when the air with the intake air amount x is supplied to the internal combustion engine 11. On the other hand, when the intake air amount x is not greater than the upper limit value xmn, even if the air with the intake air amount x is supplied to the internal combustion engine 11, the possibility of overrun is low. When the intake air amount x is not greater than the upper limit value xmn, this process proceeds to step S8. When the intake air amount x is greater than the upper limit value xmn, this process proceeds to step S9.

[0050] When the intake air amount x is not greater than the upper limit value xmn, the control device 100 determines that there is a low possibility of overrun even if the air with the intake air amount x is supplied to the internal combustion engine 11. Therefore, the control device 100 calculates the opening degree of the electronic throttle 32 based on the intake air amount x calculated in step S2 (step S8). Note that the opening degree of the electronic throttle 32 has the property of increasing as the intake air amount increases. After that, this process proceeds to step S10.

[0051] When the intake air amount x is greater than the upper limit value xmn, the control device 100 determines that there is a possibility of overrun when the air with the intake air amount x is supplied to the internal combustion engine 11. Therefore, the control device 100 calculates the opening degree of the electronic throttle 32 based on the upper limit value xmn (step S9). Note that if the upper limit value xmn increases, the opening degree of the electronic throttle 32 increases. After this, this process proceeds to step S10.

[0052] In step S10, the control device 100 determines whether the acceleration indicated by the acceleration signal is less than a predetermined value (step S10). In step S10, the control device 100 determines whether the vehicle 10 is making a sudden start. The predetermined value is, for example, 2 km / s 2 is. When the acceleration is not less than the predetermined value, this process proceeds to step S11. When the acceleration is less than the predetermined value, this process proceeds to step S12.

[0053] When the acceleration is not less than the predetermined value, the control device 100 determines that there is a possibility of overrun and stops the internal combustion engine 11 (step S11). After this, this process ends.

[0054] In step S12, the control device 100 determines whether to start ignition timing control (step S12). In step S12, the control device 100 determines whether the internal combustion engine 11 has started. Note that the control device 100 may determine whether to start ignition timing control by determining whether a predetermined time has elapsed since step S1. The predetermined time is set to a time sufficient for the internal combustion engine 11 to start. When starting ignition timing control, this process proceeds to step S13. When not starting ignition timing control, this process proceeds to step S14.

[0055] When starting ignition timing control, the control device 100 executes ignition timing control (step S13). Specifically, when the rotational speed of the internal combustion engine 11 is greater than the target rotational speed, the control device 100 retards the ignition timing. When the rotational speed of the internal combustion engine 11 is less than the target rotational speed, the control device 100 advances the ignition timing. Thereby, the rotational speed of the internal combustion engine 11 approaches the target rotational speed. That is, the operation of the internal combustion engine 11 shifts to the operation during the first idle period. After this, this process ends.

[0056] When not starting ignition timing control, the control device 100 controls the electronic throttle 32 (step S14). More specifically, the control device 100 controls the electronic throttle 32 so that the opening degree of the electronic throttle 32 becomes the opening degree calculated in step S4, step S8, or step S9. After this, this process returns to step S2.

[0057] [Effect] According to the control device 100, when an early shift occurs, it is possible to suppress the occurrence of a starting failure in the internal combustion engine 11 and to suppress the occurrence of an overrun in which the vehicle 10 makes a sudden forward acceleration. More specifically, when the drive range Ra is selected before the ignition timing control, the control device 100 calculates the upper limit value xmn of the intake air amount of the internal combustion engine 11 based on the rotational speed difference Δv obtained by subtracting the rotational speed of the internal combustion engine from the target rotational speed, and the differential value v' of the rotational speed of the internal combustion engine. Thereby, the intake air amount of the internal combustion engine 11 does not exceed the upper limit value xmn. The upper limit value xmn is set to a value that can suppress the occurrence of a starting failure in the internal combustion engine 11 and can suppress the occurrence of an overrun. Therefore, an increase in the intake air amount of the internal combustion engine 11 and an excessive increase in the rotational speed of the internal combustion engine 11 are suppressed. That is, the occurrence of an overrun is suppressed. Also, a shortage of the intake air amount of the internal combustion engine 11 and the occurrence of a starting failure in the internal combustion engine 11 are suppressed.

[0058] Incidentally, when the control device 100 executes the flowchart of FIG. 6, when an early shift is performed, the electronic throttle 32 is controlled using the upper limit value xmn, and when an early shift is not performed, the electronic throttle 32 is controlled without using the upper limit value xmn. In such a vehicle 10, when the driver fully opens the accelerator pedal in a state where the drive range Ra is selected before ignition timing control (a state where an early shift is executed), the opening degree of the electronic throttle 32 is larger than fully closed, and when the non-drive range Rb is selected before ignition timing control (a state where an early shift is not executed), the opening degree of the electronic throttle 32 is smaller than the opening degree when the driver fully opens the accelerator pedal. Thus, the electronic throttle 32 is controlled. As a result, when an early shift occurs, it is suppressed that the intake air amount of the internal combustion engine 11 increases too much and the rotational speed of the internal combustion engine 11 increases too much. That is, it is suppressed that an overrun occurs. Further, it is suppressed that the intake air amount of the internal combustion engine 11 is insufficient and a starting failure occurs in the internal combustion engine 11.

[0059] Further, in the control device 100, by calculating the upper limit value xmn by the control device 100, it is suppressed that a starting failure occurs in the internal combustion engine 11 and an overrun in which the vehicle 10 suddenly accelerates occurs. Therefore, in the control device 100, it is not necessary to add a new sensor.

[0060] The control device 100 calculates so that the upper limit value xmn increases as the rotational speed difference Δv increases. Thereby, since the intake air amount of the internal combustion engine 11 increases, the rotational speed of the internal combustion engine 11 approaches the target rotational speed in a short time. As a result, it is suppressed that a starting failure occurs in the internal combustion engine 11. Further, the control device 100 calculates so that the upper limit value xmn decreases as the differential value v' increases. Thereby, since the intake air amount of the internal combustion engine 11 decreases, it is suppressed that the rotational speed of the internal combustion engine 11 increases rapidly. That is, it is suppressed that the rotational speed of the internal combustion engine 11 greatly exceeds the target rotational speed. As a result, it is suppressed that an overrun in which the vehicle 10 suddenly accelerates occurs.

[0061] When the acceleration of the vehicle 10 is greater than a predetermined value, there is a possibility that an overrun occurs in which the vehicle 10 suddenly accelerates. Therefore, as shown in steps S10 and S14, when the acceleration acquired by the acceleration acquisition unit 36 is less than or equal to the predetermined value, the control device 100 sets the upper limit value xmn and controls the electronic throttle 32. In other words, when the acceleration acquired by the acceleration acquisition unit 36 is not less than or equal to the predetermined value, the control device 100 stops the internal combustion engine 11. Thereby, the occurrence of an overrun in which the vehicle 10 suddenly accelerates is suppressed.

[0062] Further, when the acceleration acquired by the acceleration acquisition unit 36 is less than or equal to the predetermined value, the control device 100 sets the upper limit value xmn and controls the electronic throttle 32. Thereby, air is appropriately supplied to the internal combustion engine 11. As a result, since the internal combustion engine 11 can be appropriately driven, the drivability of the vehicle 10 is improved.

[0063] (Other embodiments) The control device according to the present invention is not limited to the control device 100 and can be changed within the scope of the gist thereof.

[0064] Note that the fuel may be other than gasoline. The fuel may be a hydrocarbon fuel other than gasoline, or may be an alcohol fuel such as bioethanol fuel.

[0065] Note that the automobile may be a three-wheeled vehicle or a two-wheeled vehicle. The two-wheeled vehicle is a lean vehicle in which the vehicle body tilts in the same direction as the traveling direction of the corner. The three-wheeled vehicle may be a lean vehicle or a vehicle that rolls in the direction opposite to the traveling direction of the corner.

[0066] Incidentally, when the drive range Ra is selected before the ignition timing control, the control device 100 may calculate the upper limit value of the opening degree of the electronic throttle 32 based on the rotational speed difference Δv obtained by subtracting the rotational speed of the internal combustion engine from the target rotational speed, and the differential value v' of the rotational speed of the internal combustion engine. In this case, in step S2, the control device 100 calculates the opening degree of the electronic throttle 32 based on the intake air amount x. Further, in step S6, the control device 100 calculates the upper limit value of the opening degree of the electronic throttle 32 based on the upper limit value xmn of the intake air amount. Then, the control device 100 compares the opening degree of the electronic throttle 32 calculated in step S2 with the upper limit value of the opening degree of the electronic throttle 32 calculated in step S6.

[0067] Incidentally, the acceleration acquisition unit 36 is not limited to the acceleration sensor. For example, when the vehicle 10 is equipped with a GPS (Global Positioning System) receiver, the control device 100 may calculate the acceleration based on the GPS signal. In this case, the control device 100 also serves as the acceleration acquisition unit 36.

[0068] Incidentally, in step S10, the control device 100 may determine whether the acceleration indicated by the acceleration signal is less than or equal to a predetermined value.

[0069] Incidentally, in step S11, instead of stopping the internal combustion engine 11, the control device 100 may control the opening degree of the electronic throttle 32 to be fully closed. That is, the control device 100 may reduce the intake air amount. In this case, after the completion of step S11, this process returns to step S2.

Explanation of Signs

[0070] 10: Vehicle 11: Internal combustion engine 12: Automatic transmission 32: Electronic throttle 36: Acceleration acquisition unit 38: Rotational speed sensor 100: Control device 102: Storage device R1: Intake path R2: Exhaust path

Claims

1. A control device for a vehicle including an automatic transmission, an internal combustion engine, and an electronic throttle, wherein the control device executes ignition timing control for advancing or retarding the ignition timing of the internal combustion engine in order to bring the rotational speed of the internal combustion engine closer to a target rotational speed immediately after the internal combustion engine starts, a state in which power is transmitted from the internal combustion engine to the automatic transmission is defined as a drive range, when the drive range is selected before the ignition timing control, the control device calculates an upper limit value of the intake air amount of the internal combustion engine or an upper limit value of the opening degree of the electronic throttle based on a rotational speed difference obtained by subtracting the rotational speed of the internal combustion engine from the target rotational speed and a differential value of the rotational speed of the internal combustion engine, Control device.

2. The control device calculates so that the upper limit value increases as the rotational speed difference increases, and calculates so that the upper limit value decreases as the differential value increases, The control device according to claim 1.

3. The vehicle further includes an acceleration acquisition unit that acquires the acceleration of the vehicle, when the acceleration acquired by the acceleration acquisition unit is less than a predetermined value, the control device sets the upper limit value and controls the electronic throttle, The control device according to claim 1 or claim 2.

4. A control device for a vehicle including an automatic transmission, an internal combustion engine, and an electronic throttle, wherein the control device executes ignition timing control for advancing or retarding the ignition timing of the internal combustion engine in order to bring the rotational speed of the internal combustion engine closer to a target rotational speed immediately after the internal combustion engine starts, a state in which power is transmitted from the internal combustion engine to the automatic transmission is defined as a drive range, a state in which power is not transmitted from the internal combustion engine to the automatic transmission is defined as a non-drive range, the control device controls the electronic throttle so that an opening degree of the electronic throttle when the driver fully opens the accelerator pedal in a state where the drive range is selected before the ignition timing control is smaller than an opening degree of the electronic throttle when the driver fully opens the accelerator pedal in a state where the non-drive range is selected before the ignition timing control, Control device.

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