JP2006299813A - Controller of running gear for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller suppressing degradation in exhaust gas in a running gear for a vehicle equipped with an engine and an auxiliary machine driven by the engine. <P>SOLUTION: The load of the auxiliary machine is reduced by an auxiliary machine control means 114 so that an EGR rate by an EGR device 64 is set to an EGR rate threshold (an EGR rate determination value) or more set based on the operating condition of the engine 8. Thereby, the EGR rate reduced according as the operation condition of the engine 8 becomes in a high load operating condition is made in the low load operating condition of the engine 8 which is set to the EGR rate threshold or more. In other words, an area where the engine 8 is made in the low load operating condition so as to secure the EGR rate threshold or more is widened, and degradation in exhaust gas is suppressed. The load of the auxiliary machine is reduced by the auxiliary machine control means 114, thereby output required for traveling a vehicle is secured. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a control device for a vehicle drive device including an engine and an auxiliary machine driven by the engine, and more particularly to a technique for controlling the operating state of the engine in order to suppress the deterioration of exhaust gas.

In order to reduce NO _x (nitrogen oxide) emissions of diesel engines, etc., an exhaust gas recirculation device, that is, a so-called EGR device that recirculates part of the exhaust gas of the engine to the intake system, that is, recirculates to the intake system is provided. The vehicle is well known. For example, this is the vehicle described in Patent Document 1. In such a vehicle, an EGR valve is provided in an EGR passage that connects an exhaust passage and an intake passage of the engine, and the amount of opening and closing of the EGR valve is controlled according to the operating state of the engine, so that the engine is recirculated. Exhaust gas recirculation amount (exhaust gas recirculation amount, EGR amount), which is the amount of exhaust gas, and exhaust gas recirculation rate (exhaust gas recirculation rate, EGR rate) representing the exhaust gas recirculation amount with respect to the inflowing air (= exhaust gas return) (Flow rate / inflow air) is adjusted.

JP-A-9-151804 JP 2001-116457 A JP 2001-37008 A JP-A-8-14378

However, if the intake negative pressure decreases as the engine enters a high-load operation state, the EGR rate may decrease, making it impossible to reduce NO _X (nitrogen oxide) emissions. Or, from another point of view, if exhaust gas recirculation (EGR) is forced in the high engine load range, PM (Particulate Matter) in the exhaust gas may increase. There was a possibility that EGR could not be performed substantially.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to suppress the deterioration of exhaust gas in a vehicle drive device including an engine and an auxiliary machine driven by the engine. It is to provide a control device.

  That is, the gist of the invention according to claim 1 is that (a) an engine as a driving force source, an auxiliary machine driven by the output of the engine, and a part of the exhaust gas of the engine to the intake system A control device for a vehicle drive device comprising a recirculating exhaust gas recirculation device, wherein (b) an exhaust gas recirculation amount by the exhaust gas recirculation device is determined based on an operating state of the engine An auxiliary machine control means for reducing the load of the auxiliary machine is included so as to be equal to or higher than the exhaust gas recirculation amount determination value.

  In this way, the auxiliary equipment control means causes the auxiliary control means so that the exhaust gas recirculation amount by the exhaust gas recirculation device is equal to or greater than the exhaust gas recirculation amount determination value determined based on the operating state of the engine. Since the load on the machine is reduced, the exhaust gas recirculation amount that decreases as the engine enters a high load operation state can be set to a low load operation state of the engine that is equal to or greater than the exhaust gas recirculation amount determination value. In other words, the region in which the engine can be kept in a low load operation state and the exhaust gas recirculation amount determination value or more can be secured, and the deterioration of exhaust gas is suppressed. Further, since the load on the auxiliary machine is reduced by the auxiliary machine control means, an output necessary for traveling of the vehicle is ensured.

  Preferably, the gist of the invention according to claim 2 is that: (a) an engine as a driving force source, an auxiliary machine driven by the output of the engine, and an exhaust gas of the engine An exhaust gas recirculation device that recirculates the exhaust gas to the intake system, and (b) the exhaust gas recirculation rate by the exhaust gas recirculation device, the operating state of the engine And an auxiliary equipment control means for reducing the load on the auxiliary equipment so that the exhaust gas recirculation rate is determined to be equal to or higher than a determination value determined based on the above.

  In this case, the auxiliary equipment control means causes the auxiliary control means so that the exhaust gas recirculation rate by the exhaust gas recirculation device is equal to or higher than the exhaust gas recirculation rate determination value determined based on the operating state of the engine. Since the load on the machine is reduced, the exhaust gas recirculation rate, which decreases as the engine enters a high load operation state, can be changed to a low load operation state of the engine that is equal to or higher than the exhaust gas recirculation rate judgment value. In other words, the region in which the engine can be operated at a low load and the exhaust gas recirculation rate determination value or more can be secured is widened, and deterioration of exhaust gas is suppressed. Further, since the load on the auxiliary machine is reduced by the auxiliary machine control means, an output necessary for traveling of the vehicle is ensured.

  Preferably, the gist of the invention according to claim 3 is that: (a) Control of a vehicle drive device including an engine as a driving force source and an auxiliary machine driven by the output of the engine (B) Auxiliary equipment control means for reducing the load on the auxiliary equipment so that the exhaust gas quantity of the engine is less than or equal to a predetermined exhaust gas quantity determined based on the operating state of the engine, There is to include.

  In this way, the load on the auxiliary machine is reduced by the auxiliary machine control means so that the exhaust gas quantity of the engine is less than or equal to a predetermined exhaust gas quantity determined based on the operating state of the engine. The amount of exhaust gas that increases as the engine enters a high-load operation state can be set to a low-load operation state of the engine that is equal to or less than a predetermined exhaust gas amount. The area where the following can be secured is expanded, and the deterioration of exhaust gas is suppressed. Further, since the load on the auxiliary machine is reduced by the auxiliary machine control means, an output necessary for traveling of the vehicle is ensured.

  Preferably, the invention according to claim 4 further includes a power transmission device for transmitting the output of the engine to the drive wheels, and when the load on the auxiliary machine cannot be reduced by the auxiliary machine control means, the engine The power transmission state control means for controlling the power transmission state of the power transmission device is further included so that the decrease in the driving torque at the driving wheel is suppressed even if the output of the power transmission is reduced. In this way, the exhaust gas recirculation amount (or exhaust gas recirculation rate) can be ensured or the exhaust gas amount can be reduced by reducing the engine output, that is, reducing the engine load. . In addition, by controlling the power transmission state of the power transmission device, it is possible to prevent a decrease in traveling performance due to a decrease in engine output, thereby ensuring traveling performance.

  Here, preferably, an engine that is an internal combustion engine such as a gasoline engine or a diesel engine is widely used as the driving force source.

  Preferably, the power transmission device is a lock-up clutch provided in a transmission or a torque converter. An exhaust gas recirculation amount (or exhaust gas recirculation rate) by the exhaust gas recirculation device is determined based on an operating state of the engine, or an exhaust gas recirculation amount determination value (or exhaust gas recirculation rate determination value). When the load on the auxiliary machine cannot be reduced by the auxiliary machine control means in order to achieve the above or to make the exhaust gas quantity of the engine below a predetermined exhaust gas quantity determined based on the operating state of the engine The transmission is switched to a low-speed gear stage (low gear) or locked up by the power transmission state control means so that the reduction of the driving torque at the driving wheel is suppressed even if the engine output is reduced. The power transmission state of the power transmission device is controlled by releasing the clutch or reducing the slip amount.

  Preferably, in the transmission, the plurality of gear stages are alternatively achieved by selectively connecting the rotating elements of the plurality of planetary gear units by a friction engagement device. Various planetary gear type multi-stage transmissions having a stage, 5 forward stages, 6 forward stages, and more, and a pair of variable pulleys whose effective diameters are variable. A belt type continuously variable transmission of a type that is wound and continuously changing its transmission ratio steplessly, a pair of cone members that are rotated around a common axis, and a plurality of rotation centers that can rotate around the axis A toroidal-type continuously variable transmission of a type in which a plurality of rollers are clamped between the pair of cone members, and the gear ratio is continuously changed by changing the intersection angle between the rotation center of the rollers and the shaft center. Always mesh Synchronous meshing parallel two-shaft manual transmission having several pairs of transmission gears between two shafts, in which one of the multiple pairs of transmission gears is selectively transmitted by a synchronizer, and its synchronous meshing parallel Although it is a two-shaft transmission, a synchronous mesh type parallel two-shaft automatic transmission whose gear stage can be automatically switched by a synchronizer driven by a hydraulic actuator, or power from an engine is supplied to a first electric motor and A differential mechanism configured with, for example, a planetary gear device that distributes to the output shaft, and a second electric motor provided on the output shaft of the differential mechanism, and the main power of the power from the engine by the differential action of the differential mechanism Automatic transmission in which the gear ratio is electrically changed by mechanically transmitting the portion to the drive wheels and electrically transmitting the remaining power from the engine using the electric path from the first motor to the second motor For example, electric Constructed by such continuously variable transmission as a function hybrid vehicle drive device is brought is alone or in combination.

  Further, preferably, the mounting posture of the transmission with respect to the vehicle is a horizontal type such as an FF (front engine / front drive) vehicle in which the transmission axis is in the width direction of the vehicle. It may be a vertical installation type such as an FR (front engine / rear drive) vehicle in the front-rear direction.

  Preferably, as the friction engagement device, a hydraulic friction engagement device such as a multi-plate type, single plate type clutch or brake engaged with a hydraulic actuator, or a belt type brake is widely used. An oil pump that supplies hydraulic oil for engaging the hydraulic friction engagement device may be driven by a traveling power source to discharge the hydraulic oil, for example, but is arranged separately from the traveling power source. It may be driven by a dedicated electric motor provided. Further, the clutch or brake may be an electromagnetic engagement device such as an electromagnetic clutch or a magnetic powder clutch in addition to the hydraulic friction engagement device.

  Preferably, the driving force source and the transmission may be operatively connected. For example, a pulsation absorbing damper (vibration damping device), between the driving force source and the input shaft of the transmission, A direct coupling clutch, a direct coupling clutch with a damper, or a fluid transmission device may be interposed, but a driving force source and an input shaft of the transmission may be always connected. As the fluid transmission device, a torque converter with a lock-up clutch, a fluid coupling, or the like is used.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a skeleton diagram illustrating the configuration of a vehicle drive device (hereinafter referred to as drive device) 6 provided in a vehicle to which the present invention is applied. A drive device 6 includes a torque converter (hereinafter referred to as a torque converter) 14 with a lock-up clutch 13 as a power transmission device and a power transmission device on a common shaft center in a transmission case 12 as a non-rotating member attached to a vehicle body. A stepped automatic transmission (hereinafter referred to as an automatic transmission) 10 is sequentially arranged. Since the drive device 6 is configured symmetrically with respect to its axis, the lower side is omitted in the skeleton diagram of FIG.

  The automatic transmission 10 is mainly configured by an input shaft 16 and a first planetary gear device 18 operatively connected to a crankshaft 9 of a diesel engine (hereinafter referred to as an engine) 8 as a driving force source via a torque converter 14. The first transmission unit 20, the second planetary gear unit 22, the second planetary gear unit 22, and the second planetary gear unit 24, which are mainly composed of the second transmission unit 26, and the output shaft 28 are sequentially arranged, and the input shaft 16 rotates. Are shifted and output from the output shaft 28. The input shaft 16 corresponds to an input rotating member of the automatic transmission 10 and is a turbine shaft of the torque converter 14 that is rotationally driven by the engine 8 in this embodiment. Further, the output shaft 28 corresponds to an output rotating member of the automatic transmission 10, and, for example, as shown in FIG. 6, the left and right drives are sequentially passed through a differential gear device (final reduction gear) 30 and a pair of axles. The wheel 32 is rotationally driven.

  The first planetary gear unit 18 is a double pinion type planetary gear unit, and includes a sun gear S1, a plurality of pairs of pinion gears P1 that mesh with each other, a carrier CA1 that supports the pinion gears P1 so as to rotate and revolve, and a sun gear S1 via the pinion gears P1. A meshing ring gear R1 is provided. The carrier CA1 is coupled to the input shaft 16 and driven to rotate, and the sun gear S1 is fixed to the transmission case 12 so as not to rotate. The ring gear R <b> 1 functions as an intermediate output member, is rotated at a reduced speed with respect to the input shaft 16, and transmits the rotation to the second transmission unit 26. In the present embodiment, the path for transmitting the rotation of the input shaft 16 to the second transmission unit 26 at the same speed is the first intermediate output path for transmitting the rotation at a predetermined constant speed ratio (= 1.0). The first intermediate output path PA1 includes a direct connection path PA1a that transmits rotation from the input shaft 16 to the second transmission unit 26 without passing through the first planetary gear unit 18, and a first planetary gear from the input shaft 16. There is an indirect path PA1b that transmits the rotation to the second transmission unit 26 via the carrier CA1 of the device 18. Further, the transmission ratio from the input shaft 16 to the second transmission 26 via the carrier CA1, the pinion gear P1 disposed on the carrier CA1, and the ring gear R1 is larger than the first intermediate output path PA1 (> 1). .0) is a second intermediate output path PA2 that transmits the rotation of the input shaft 16 at a reduced speed (deceleration).

  The second planetary gear unit 22 is a single pinion type planetary gear unit, and includes a sun gear S2, a pinion gear P2, a carrier CA2 that supports the pinion gear P2 so as to be capable of rotating and revolving, and a ring gear R2 that meshes with the sun gear S2 via the pinion gear P2. ing. The third planetary gear unit 24 is a double-pinion type planetary gear unit, and includes a sun gear S3, a plurality of pairs of pinion gears P2 and P3 that mesh with each other, a carrier CA3 that supports the pinion gears P2 and P3 so as to rotate and revolve, and pinion gears P2 and P3. Is provided with a ring gear R3 that meshes with the sun gear S3.

  In the second planetary gear device 22 and the third planetary gear device 24, the carriers CA2 and CA3 that rotatably support the pinion gear P2 and the ring gears R2 and R3 are shared with each other, thereby forming four rotating elements RM1 to RM4. ing. That is, the first rotating element RM1 is constituted by the sun gear S2 of the second planetary gear device 22, and the carrier CA2 of the second planetary gear device 22 and the carrier CA3 of the third planetary gear device 22 are integrally connected to each other to perform the second rotation. The element RM2 is configured, and the ring gear R2 of the second planetary gear unit 22 and the ring gear R3 of the third planetary gear unit 24 are integrally connected to each other to configure the third rotating element RM3, and the sun gear of the third planetary gear unit 24 The fourth rotation element RM4 is configured by S3.

  The first rotating element RM1 (sun gear S2) is selectively connected to the transmission case 12 via the first brake B1 and stopped, and the first planetary gear unit 18 which is an intermediate output member via the third clutch C3. Ring gear R1 (that is, the second intermediate output path PA2) is selectively coupled to the carrier CA1 of the first planetary gear unit 18 (that is, the indirect path PA1b of the first intermediate output path PA1) via the fourth clutch C4. Is selectively linked. The second rotation element RM2 (carriers CA2 and CA3) is selectively connected to the transmission case 12 via the second brake B2 and stopped, and the input shaft 16 (that is, the first shaft 16 via the second clutch C2). It is selectively connected to the direct connection path PA1a) of the intermediate output path PA1. The third rotation element RM3 (ring gears R2 and R3) is integrally connected to the output shaft 28 to output rotation. The fourth rotation element RM4 (sun gear S3) is connected to the ring gear R1 via the first clutch C1. Note that the clutches C1 to C4 and the brakes B1 and B2 (hereinafter simply referred to as the clutch C and the brake B unless otherwise distinguished) are hydraulic frictions such as a multi-plate type that are frictionally engaged by a hydraulic actuator (hydraulic cylinder). It is an engagement device.

  FIG. 2 is a collinear chart in which the rotational speeds of the rotating elements of the first transmission unit 20 and the second transmission unit 26 can be represented by straight lines. The lower horizontal line indicates the rotational speed “0”. The horizontal line indicates the rotational speed “1.0”, that is, the same rotational speed as the input shaft 16. Further, each vertical line of the first transmission unit 20 represents the sun gear S1, the ring gear R1, and the carrier CA1 in order from the left side, and these intervals are the gear ratio ρ1 (= sun gear S1 of the first planetary gear unit 18). The number of teeth / the number of teeth of the ring gear R1). FIG. 2 shows a case where the gear ratio ρ1 = 0.463, for example. The four vertical lines of the second transmission unit 26 indicate, in order from the left side, the first rotating element RM1 (sun gear S2), the second rotating element RM2 (carrier CA2 and carrier CA3), and the third rotating element RM3 (ring gear R2 and ring gear). R3), the fourth rotation element RM4 (sun gear S3), and their intervals are determined according to the gear ratio ρ2 of the second planetary gear unit 22 and the gear ratio ρ3 of the third planetary gear unit 24. FIG. 2 shows a case where the gear ratio ρ2 = 0.463 and ρ3 = 0.415, for example.

  As is clear from this nomograph, the first clutch C1 and the second brake B2 are engaged, and the fourth rotating element RM4 rotates at a reduced speed with respect to the input shaft 16 via the first transmission 20. When the rotation of the second rotation element RM2 is stopped, the third rotation element RM3 connected to the output shaft 28 is rotated at the rotation speed indicated by “1st”, and the largest transmission ratio (= input shaft 16). ) / (Rotational speed of the output shaft 28)) is established.

  The first clutch C1 and the first brake B1 are engaged, and the fourth rotating element RM4 is decelerated and rotated with respect to the input shaft 16 via the first transmission unit 20, and the first rotating element RM1 stops rotating. Then, the third rotation element RM3 is rotated at the rotation speed indicated by “2nd”, and the second speed “2nd” having a smaller gear ratio than the first speed “1st” is established.

  The first clutch C1 and the third clutch C3 are engaged, and the fourth rotation element RM4 and the first rotation element RM1 are decelerated and rotated with respect to the input shaft 16 via the first transmission unit 20 to perform the second shift. When the part 26 is rotated integrally, the third rotation element RM3 is rotated at the rotation speed indicated by “3rd”, and the third shift stage “3rd” having a smaller speed ratio than the second shift stage “2nd” is established. It is done.

  The first clutch C1 and the fourth clutch C4 are engaged, the fourth rotating element RM4 is decelerated and rotated with respect to the input shaft 16 via the first transmission unit 20, and the first rotating element RM1 is input to the input shaft. When it is rotated integrally with 16, the third rotation element RM3 is rotated at the rotational speed indicated by “4th”, and the fourth shift stage “4th” having a smaller speed ratio than the third shift stage “3rd” is established. .

  When the first clutch C1 and the second clutch C2 are engaged, the fourth rotation element RM4 is rotated at a reduced speed with respect to the input shaft 16 via the first transmission unit 20, and the second rotation element RM2 is input to the input shaft 16. The third rotation element RM3 is rotated at the rotation speed indicated by “5th”, and the fifth shift stage “5th” having a smaller gear ratio than the fourth shift stage “4th” is established.

  When the second clutch C2 and the fourth clutch C4 are engaged and the second transmission unit 26 is rotated integrally with the input shaft 16, the third rotational element RM3 is rotated at the rotational speed indicated by "6th", that is, with the input shaft 16. The sixth shift stage “6th”, which is rotated at the same rotational speed and has a smaller gear ratio than the fifth shift stage “5th”, is established. The gear ratio of the sixth gear stage “6th” is 1.

  The second clutch C2 and the third clutch C3 are engaged, and the first rotating element RM1 is decelerated and rotated with respect to the input shaft 16 via the first transmission unit 20, and the second rotating element RM2 is input to the input shaft. When it is rotated integrally with 16, the third rotation element RM3 is rotated at the rotational speed indicated by “7th”, and the seventh shift stage “7th” having a smaller gear ratio than the sixth shift stage “6th” is established. .

  When the second clutch C2 and the first brake B1 are engaged, the second rotating element RM2 is rotated integrally with the input shaft 16, and when the first rotating element RM1 is stopped, the third rotating element RM3 is The eighth speed “8th” is established at a rotational speed indicated by “8th” and has a smaller gear ratio than the seventh speed “7th”.

  When the third clutch C3 and the second brake B2 are engaged, the first rotating element RM1 is rotated at a reduced speed via the first transmission unit 20, and the second rotating element RM2 is stopped from rotating. The third rotation element RM3 is reversely rotated at the rotation speed indicated by “Rev1”, and the first reverse shift stage “Rev1” having the largest speed ratio in the reverse rotation direction is established. When the fourth clutch C4 and the second brake B2 are engaged, the first rotation element RM1 is rotated integrally with the input shaft 16, the second rotation element RM2 is stopped, and the third rotation element RM3 is “ The second reverse shift speed “Rev2”, which is reversely rotated at the rotation speed indicated by “Rev2” and has a smaller gear ratio than the first reverse shift speed “Rev1”, is established. The first reverse speed “Rev1” and the second reverse speed “Rev2” correspond to the first speed and the second speed in the reverse rotation direction, respectively.

  FIG. 3 is an operation table for explaining the engagement elements and the gear ratio γ when the gears are established, where “◯” represents the engaged state, and the blank is released. The gear ratio of each gear stage is appropriately determined by the gear ratios ρ1 to ρ3 of the first planetary gear device 18, the second planetary gear device 22, and the third planetary gear device 24, for example, ρ1 = 0.463, ρ2 = 0. .463, ρ3 = 0.415, the value of the gear ratio step (the gear ratio between the gears) is substantially appropriate and the total gear ratio width (= 4.532 / 0.667) is also obtained. The gear ratio of the reverse gears “Rev1” and “Rev2” is also appropriate, and an appropriate gear ratio characteristic is obtained as a whole.

  As described above, the automatic transmission 10 according to this embodiment includes the first transmission unit 20 having the two intermediate output paths PA1 and PA2 having different transmission ratios γ and the second transmission unit 26 having the two planetary gear units 22 and 24. As a result, an eight-speed forward gear is achieved by switching the engagement of the four clutches C1 to C4 and the two brakes B1 and B2, so that the size is reduced and the mountability to the vehicle is improved. Further, as shown in FIG. 3, the automatic transmission 10 according to the present embodiment can have a large speed ratio width and an appropriate speed ratio step. In addition, as is apparent from FIG. 3, since it is possible to perform shifts at each shift stage by simply grasping any one of the clutches C1 to C4 and the brakes B1 and B2, shift control is easy and shift shock is generated. Is suppressed.

  FIG. 4 is a diagram for explaining a schematic configuration of the drive device 6 and the like shown in FIG. 1 and a block diagram for explaining a main part of a control system provided in the vehicle for controlling the drive device 6 and the like. It is. The electronic control unit 40 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing in accordance with a program stored in advance in the ROM while using a temporary storage function of the RAM. Basically, for example, output control of the engine 8 and shift control for automatically switching the gear stage of the automatic transmission 10 are executed. It is configured separately for use.

  As shown in FIG. 4, accessories such as an air conditioner compressor 46 and an alternator 48 (hereinafter referred to as “auxiliary machine A”) are operatively connected to the engine 8, and are driven by the output of the engine 8.

The intake pipe 50 and the exhaust pipe 52 of the engine 8 are provided with an exhaust turbine supercharger (hereinafter referred to as a supercharger) 54. The supercharger 54 is provided in the intake pipe 50 for compressing the intake air to the engine 8 and the turbine impeller 53 that is rotationally driven by the flow of exhaust gas in the exhaust pipe 52. The pump impeller 51 is connected, and the pump impeller 51 is rotationally driven by a turbine impeller 53. The exhaust pipe 52 is provided with a bypass passage 58 provided with a waste gate valve 56 and bypassing the turbine impeller 53 in parallel. The exhaust gas amount passing through the turbine impeller 53 and the exhaust gas passing through the bypass passage 58 are provided. by the ratio between the amount is changed, the supercharging pressure P _a in the intake pipe 50 is adapted to be adjusted. In addition, instead of such an exhaust turbine supercharger, a mechanical pump supercharger that is rotationally driven by an engine or an electric motor may be provided alone or in combination with the exhaust turbine supercharger.

  The intake pipe 50 is provided with an intake throttle mechanism 60. The intake throttling mechanism 60 includes a throttle valve 62 for throttling the intake passage and a stepping motor 61 for opening and closing the throttle valve 62. For example, when the engine is started, the throttle valve 62 is fully opened to generate white smoke and black smoke. In order to reduce vibration and noise, the throttle valve 62 is fully closed when the engine is stopped.

Furthermore, between the exhaust pipe 52 and the intake pipe 50, an exhaust gas recirculation device (hereinafter referred to as “NO _X” ) that recirculates a part of the exhaust gas to the intake system to reduce the combustion temperature in the cylinder. EGR device) 64 is provided. The EGR device 64 includes an EGR pipe 65 that connects an exhaust pipe 52 (for example, an exhaust manifold) and an intake pipe 50 (for example, an intake manifold), and an EGR valve 66 in the middle of the EGR pipe 65. exhaust gas recirculation amount by the opening and closing amount is controlled in the intake negative pressure P _b EGR valve 66 according to the according to the state for example the engine 8 (hereinafter EGR amount) and exhaust gas recirculation rate (hereinafter EGR rate) Adjusted. Optimum example, the intake negative pressure P _b of the engine 8, the negative pressure in the vicinity of the throttle valve 62 may be one that acts directly on the EGR valve 66, based on operating conditions such as rotational speed and the output torque of the engine 8 It may be controlled by a solenoid valve or the like so as to be an opening / closing amount of the EGR valve 66 with which the EGR amount or the optimum EGR rate can be obtained.

  Since the EGR rate (= EGR amount / inflow air amount) is an EGR amount with respect to the inflow air amount, the EGR amount is uniquely determined from the EGR rate using the inflow air amount as a parameter. Therefore, hereinafter, the EGR rate handled in this embodiment can be replaced with the EGR amount using the inflow air amount as a parameter.

5, the engine 8 of this embodiment, obtained in advance experimentally based on the operating state of the engine 8 as represented by the output torque (hereinafter engine torque) T _E of the engine rotational speed N _E and the engine 8 It is an example of a map (relationship; hereinafter referred to as EGR rate map) of stored EGR rate. As shown in FIG. 5, the larger the engine rotational speed N _E is increased also higher the engine torque T _E is higher, i.e. enough EGR rate the engine 8 is a high load operating condition is reduced.

Returning to FIG. 4, an accelerator opening sensor 68 for detecting an accelerator opening Acc that is an operation amount of an accelerator pedal 67 as an accelerator operating member that is depressed according to a driver's output request amount. rotational speed of the engine rotational speed N _E engine rotational speed sensor 70 for detecting a vehicle speed sensor 72 for detecting a vehicle speed V (corresponding to the rotational speed N _OUT of the output shaft 28), the input shaft 16 of the automatic transmission 10 An input shaft rotation speed sensor 74 for detecting N _IN , a brake switch 76 for detecting whether or not a foot brake as a service brake is operated, and a lever position (operation position) P _SH for the shift lever 77 engine coolant temperature sensor 80 for detecting the cooling water temperature I _W of the lever position sensor 78, the engine 8, action of the automatic transmission 10 Oil temperature sensor 82 for detecting the _dynamic oil temperature T _OIL , catalyst temperature sensor 84 for detecting the temperature T _RE of the catalyst for purifying exhaust gas, acceleration sensor 86 for detecting the acceleration G of the vehicle, EGR valve An EGR valve lift sensor 90 for detecting the lift amount (open / close amount) 66, an exhaust gas amount sensor 92 for detecting the exhaust gas amount such as CO ₂ and NO _X , and a fuel consumption sensor for detecting the fuel consumption rate 94. An air conditioner switch (not shown) for detecting whether or not an air conditioner on switch for operating the air conditioner is operated is provided. The accelerator opening Acc, the engine speed N _E , the vehicle speed V are detected from these sensors and switches. , Input shaft rotational speed N _IN , presence / absence of brake operation, lever position P _SH of shift lever 77, cooling water temperature I _W , oil temperature T _OIL , Signals indicating the catalyst temperature T _RE , vehicle acceleration G, EGR valve lift amount, exhaust gas amount, fuel consumption, air conditioner ON / OFF, and the like are supplied to the electronic control unit 40.

  The electronic control unit 40 also receives a control signal for controlling the engine output, for example, a fuel supply amount signal for controlling the fuel supply amount to the engine 8 by the fuel injection device 96, and a supercharging for adjusting the supercharging pressure. Pressure control signal, air conditioner drive signal for operating the air conditioner, AT shift solenoid 99 in the hydraulic control circuit 98 for operating the hydraulic actuators of the clutches C1 to C4 and the brakes B1 and B2 of the automatic transmission 10, such as a linear solenoid valve Valve command signal for controlling excitation and de-excitation of SL1 to SL6, valve command signal for controlling the lockup clutch control valve 100 in the hydraulic control circuit 98 for operating the lockup clutch 13, and shift Shift position (operation position) display signal for operating the indicator, braking ABS actuation signal for operating an ABS actuator for preventing wheel slippage, a signal for driving an electric heater, a control signal to the signal applied to a cruise-control control computer are output.

FIG. 6 is a functional block diagram for explaining a main part of the control function provided in the electronic control unit 40. 6, the engine output control means 110, such as by controlling the fuel injection amount F _I by the fuel injector 96 for fuel injection amount control executes the output control of the engine 8. For example, the engine output control means 110, a predetermined stored relationship fuel injection amount F _I is determined and the engine rotational speed N _E and the accelerator opening Acc as variables, with the engine rotational speed N _E and the accelerator opening Acc based on determining the fuel injection amount F _I, it executes the fuel injection amount control such that the fuel injection amount F _I.

  The shift control means 112 should switch the automatic transmission 10 based on the actual vehicle speed V and the accelerator opening Acc from the relationship (shift map, shift diagram) stored in advance using the vehicle speed V and the accelerator opening Acc as parameters, for example. The shift stage (gear stage) is determined, and a shift command (shift output) is output to the hydraulic control circuit 98 based on, for example, the engagement operation table shown in FIG. 3 so that the determined shift stage is obtained. The shift control for automatically switching the shift speed is executed.

  The hydraulic control circuit 98 executes excitation, de-excitation, and current control of the linear solenoid valves SL1 to SL6 in accordance with the shift command from the shift control means 112, and determines whether the clutches C1 to C4 and the brakes B1 and B2 are engaged and released. By switching, the forward shift speed of any of the first shift speed “1st” to the eighth shift speed “8th” or the reverse gear speed of “Rev1” or “Rev2” is established, and the transient hydraulic pressure during the shift process Control etc. For example, in the upshift from the 4th speed to the 5th speed, as shown in the engagement operation table of FIG. 3, the clutch C4 is disengaged and the clutch C2 is engaged with the clutch C2 so that the clutch C4 is engaged and the clutch C2 is engaged. The combined transient hydraulic pressure is controlled. It should be noted that various modes are possible, such as performing shift control based on the accelerator opening Acc, the road surface gradient, and the like.

The auxiliary machine control means 114 controls the auxiliary machine A according to the traveling state of the vehicle. For example, the auxiliary machine control means 114 operates (ON) the air conditioner compressor 46 based on the air conditioner ON signal in the control of the air conditioner compressor 46, and at the time of a predetermined vehicle acceleration, for example, a vehicle speed of 35 km / h or less. When the accelerator is fully opened, the air conditioner compressor 46 is temporarily deactivated (OFF) to reduce the load on the auxiliary machine (hereinafter referred to as auxiliary machine load), thereby reducing (reducing) the engine load and improving the acceleration performance. Further, auxiliary control means 114, a defined engine at low rotation advance, for example, when the engine rotational speed N _E is less than 400rpm, by reducing the auxiliary load the air conditioner compressor 46 as a non-working (OFF), Reduces (reduces) engine load and stabilizes engine speed. Alternatively, for example, when the air conditioner compressor 46 is a so-called variable capacity compressor whose operating capacity can be varied, the auxiliary machine control means 114 temporarily sets the air conditioner compressor 46 from the start of acceleration during vehicle acceleration. By reducing the operating capacity and gradually increasing the operating capacity as time elapses from the start of acceleration, the load on the auxiliary machinery is reduced to reduce (reduce) the engine load and improve the acceleration performance. Further, the auxiliary machine control means 114 reduces the operating load of the air-conditioner compressor 46 when the engine is running at a low speed, thereby reducing the load on the auxiliary machine to reduce (reduce) the engine load and stabilize the engine speed.

  Further, for example, the auxiliary machine control means 114 controls the alternator 48 by decreasing the power generation voltage when the engine 8 is idling or when the vehicle is traveling at a constant speed and increasing the power generation voltage when the engine 8 is decelerating. Reduce the load to reduce (reduce) the engine load. In addition, during acceleration, auxiliary machine control means 114 adjusts the generated voltage so that a current integrated value, which is a value obtained by integrating input / output currents to a power storage device (not shown), approaches a predetermined target value. However, when the remaining capacity SOC of the power storage device is a predetermined low capacity, the power storage device is protected and a decrease in the remaining capacity SOC is prevented, or when a specific electric load such as a wiper is operating, the voltage fluctuation In order to prevent a sense of incongruity in the electric load operation due to the above, the auxiliary machine control means 114 stops the adjustment to raise or lower the power generation voltage of the alternator 48 and sets the power generation voltage to a predetermined constant voltage.

As described above (see FIG. 5), as the engine 8 enters a high-load operation state, the EGR rate decreases, and NO _X (nitrogen oxide) emission cannot be reduced. Therefore, in this embodiment, the operating amount of the auxiliary machine A driven by the output of the engine 8 is reduced, so that the engine output is reduced by the reduction of the operating quantity, that is, the auxiliary machine load is reduced. The load is reduced (reduced) and the engine 8 is put into a low-load operation state to suppress a decrease in the EGR rate.

  Specifically, in addition to the above-described function, the auxiliary machine control means 114 uses the EGR rate by the EGR device 64 as the first EGR rate as a predetermined EGR rate that is an EGR rate determination value determined based on the operating state of the engine 8. The operating amount of the auxiliary machine A is reduced to reduce the auxiliary machine load so that the ratio, that is, the EGR rate threshold value or more. For example, the auxiliary machine control means 114 disables the air conditioner compressor 46 to reduce the operating capacity of the air conditioner compressor 46 so that the EGR rate by the EGR device 64 is equal to or greater than the EGR rate threshold value, In addition, the power generation voltage of the alternator 48 is lowered to temporarily reduce the auxiliary load.

  The EGR threshold value setting means 116 sets an EGR rate threshold value for executing reduction of the auxiliary machine load (hereinafter referred to as auxiliary machine load reduction) by the auxiliary machine control means 114. Hereinafter, an example of setting the EGR rate threshold by the EGR threshold setting unit 116 will be described.

  FIG. 7 is a diagram exemplifying setting of the EGR rate threshold value on the EGR rate map of FIG. 5 indicated by a broken line. In FIG. 7, for example, in an engine operation state where the EGR rate is sufficiently high as 30% or more as in a region “1” surrounded by a solid line, the EGR rate is originally high and the auxiliary load reduction is not required. The EGR threshold value setting means 116 does not set an EGR rate threshold value for executing auxiliary machine load reduction.

  For example, in the engine operation region where the EGR rate is as high as 15% or more as in the region “2” surrounded by the solid line, the EGR rate is originally high to some extent, and a certain amount of EGR rate can be secured by reducing the load on the auxiliary equipment. Therefore, the EGR threshold value setting means 116 sets the EGR rate threshold value to a high value, for example, about 20% in order to perform more auxiliary machine load reduction.

  Further, for example, in an engine operation region where the EGR rate is medium and 5 to 15% as in a region “3” surrounded by a solid line, there is a certain degree of EGR rate, which is lower than the region “2”. Since this is an area in which a certain amount of EGR rate can be secured by reducing the load, the EGR threshold value setting unit 116 sets the EGR rate threshold value to a medium level, for example, about 10% in order to reduce the auxiliary machine load.

  For example, in the engine operation region where the EGR rate is as low as 5% or less as in the region “4” surrounded by the solid line, the EGR rate is originally low and the EGR rate cannot be significantly improved even if the auxiliary load is reduced. Therefore, the EGR threshold value setting means 116 sets the EGR rate threshold value to a low value, for example, about 3% in order to reduce the auxiliary load reduction.

  Further, for example, in an engine operation region where the EGR rate is extremely low from 0 to several percent as in the region “5” surrounded by a solid line, the EGR rate is originally very low and there is almost no influence (effect) of auxiliary load reduction. Since there is no auxiliary machine load reduction, the EGR threshold value setting means 116 does not set an EGR rate threshold value for executing auxiliary machine load reduction.

  As described above, the region “2”, the region “3”, or the region “4” is used in order to reduce the engine load by reducing the load on the auxiliary machine and suppress the decrease in the EGR rate by setting the engine 8 to the low load operation state. An EGR rate threshold is determined based on the operating state of the engine 8.

  In the region where the EGR rate is high and the auxiliary load reduction is not required as in the region “1”, a second EGR rate larger than the EGR rate threshold value (first EGR rate) is set and is equal to or higher than the second EGR rate. The auxiliary machine load reduction may not be executed. Specifically, in addition to the functions described above, the auxiliary machine control means 114 determines the operating amount of the auxiliary machine A when the EGR rate by the EGR device 64 is equal to or higher than the second EGR rate that is set to be larger than the first EGR rate. Do not reduce the load on auxiliary equipment. For example, the EGR threshold value setting unit 116 sets the second EGR rate to about 30% larger than the EGR rate threshold value set in the region “2”.

The EGR threshold value determination unit 118 determines whether or not the actual EGR rate is equal to or less than the EGR rate threshold value (first EGR rate) set by the EGR threshold value setting unit 116. Further, the EGR rate reading unit 120, for example, reads the EGR rate map shown in FIG. 5, as the actual EGR rate, on the basis of its actual engine rotational speed _{N E} from the EGR rate map and the engine torque _{T E} Read the EGR rate. The actual engine torque T _E, for example, a fuel injection amount F _I from previously experimentally sought stored relationship between the engine rotational speed N _E as parameters estimated engine torque T _{E ',} the actual fuel injection amount It is calculated by the EGR rate reading unit 120 based on the F _I and the engine rotational speed _{N E.}

  When the EGR threshold determining unit 118 determines that the actual EGR rate is equal to or less than the EGR rate threshold, the auxiliary load reduction amount determining unit 122 is configured so that the actual EGR rate is equal to or greater than the EGR rate threshold. A reduction amount of the operation amount of the auxiliary machine A when the auxiliary machine load is reduced by the auxiliary machine control means 114, ie, an auxiliary machine load reduction amount is set.

  FIG. 8 is a setting example of the auxiliary load reduction amount when the auxiliary load is reduced by the auxiliary control means 114. For example, a region “2”, a region “3”, and a region “4” surrounded by a solid line in FIG. 8 respectively correspond to the region “2”, the region “3”, and the region “4” in FIG. Then, the auxiliary machine load reduction amount determining means 122 is configured so that the actual EGR rate becomes equal to or greater than the EGR rate threshold value (first EGR rate) set in the region “2” to the region “4” in FIG. Auxiliary machinery load reduction amounts in the areas “2” to “4” are set. For example, in the region “2” in FIG. 7 where the EGR rate threshold is high, the auxiliary load reduction amount is set large as shown in the region “2” in FIG. 8, and in the region “4” in FIG. 7 where the EGR rate threshold is low. As shown in the area “4” in FIG. 8, the auxiliary load reduction amount is set small.

  Further, the region “1” and the region “5” surrounded by the solid line in FIG. 8 respectively correspond to the region “1” and the region “5” in FIG. 7, and none of the auxiliary machine load reduction is performed. Since this is an area, the auxiliary machine load reduction amount determining means 122 does not set the auxiliary machine load reduction amount or sets it to zero.

  The auxiliary machine control means 114 executes the auxiliary machine load reduction by reducing the operation amount of the auxiliary machine A so that the auxiliary machine load reduction quantity set by the auxiliary machine load reduction quantity determining means 122 is obtained. For example, the auxiliary machine control means 114 increases the auxiliary load reduction amount that increases as the time during which the air conditioner compressor 46 is inactive (OFF) increases, and increases as the operating capacity of the air conditioner compressor 46 decreases or decreases. The auxiliary load reduction amount is a total of the auxiliary load reduction amount that increases as the power generation voltage of the alternator 48 decreases or as the power generation voltage decreases. So that the air conditioner compressor 46 is not operated (OFF), the operating capacity of the air conditioner compressor 46, the time of the operating capacity, the power generation voltage of the alternator 48, and the like. Auxiliary load reduction is executed by setting the time at the generated voltage alone or in combination.

9, the engine 8 of the present embodiment, one of the exhaust gas that is stored on the basis of the operating state of the engine 8 as represented by the engine speed N _E and engine torque T _E is obtained in advance experimentally it is an example of; (hereinafter NO _X emission map related) emissions of NO _X [g / sec] of the map is. As shown in FIG. 9, the larger extent engine rotational speed N _E is increased also the engine torque T _E is higher, that is, many emissions enough NO _X where the engine 8 has a higher load operation state.

Further, FIG. 10, the engine 8 of the present embodiment, the engine rotation speed N _E and the exhaust gas that is stored previously obtained experimentally based on the operating state of the engine 8 as represented by the engine torque T _E it is an example of; (hereinafter CO ₂ emission map related) emissions is one CO ₂ [g / sec] of the map. As shown in FIG. 10, the larger the engine rotational speed N _E is increased also higher the engine torque T _E is higher, that is, many emissions CO ₂ enough to the engine 8 is high-load operation state.

Thus, according to the engine 8 is in a high load operating state, becomes large emissions of exhaust gases such as NO _X and CO _2. Therefore, in this embodiment, the operating amount of the auxiliary machine A driven by the output of the engine 8 is reduced, so that the engine output is reduced by the reduction of the operating quantity, that is, the auxiliary machine load is reduced. The amount of exhaust gas is reduced by reducing (reducing) the load and setting the engine 8 in a low-load operation state.

  Specifically, the auxiliary machine control means 114 replaces or adds to the above-described function, and uses the exhaust gas amount of the engine 8 as a first exhaust gas amount as a predetermined exhaust gas amount determined based on the operating state of the engine 8. The auxiliary machine load is reduced by reducing the operating amount of the auxiliary machine A so that the gas quantity, that is, the exhaust gas quantity threshold value or less.

  The exhaust gas amount threshold value setting means 124 sets an exhaust gas amount threshold value for executing auxiliary machine load reduction by the auxiliary machine control means 114. Hereinafter, an example of setting the exhaust gas amount threshold by the exhaust gas amount threshold setting means 124 will be described.

Figure 11 is a diagram illustrating a first 1NO _X emissions i.e. NO _X set emissions threshold as a predetermined NO _X emissions the NO _X emission map on Figure 9 indicated by a broken line. The NO _X emissions less engine operating conditions such as, for example a region delimited by the solid line "1", the exhaust gas amount threshold value setting means 124 may be a region NO _X emissions is small executes reduce accessory load in order to set a low NO _X emissions threshold. Then, in the engine operating state where the NO _X emission amount increases as in the areas “2” and “3” separated by the solid line, the exhaust gas amount threshold setting means 124 determines whether the auxiliary load is in accordance with the NO _X emission amount. to perform the reduction, set high NO _X emissions threshold extent made many NO _X emissions compared to the area "1". In the very small consisting engine operating condition is also NO _X emission in the region "1", since originally NO _X emissions is an area that does not require extremely small auxiliary load reduction, exhaust gas amount threshold value setting means 124 it may not be a set of the NO _X emission threshold for performing the reduction accessory load. Also, the very many becomes the engine operating condition is also NO _X emission in the region "3", is because the auxiliary load reduction almost no area effect (effect) of very many accessory load reduction originally NO _X emissions Since it is not performed, the exhaust gas amount threshold setting means 124 does not have to set the NO _X emission amount threshold for executing the auxiliary load reduction.

Thus, the engine 8 to reduce the engine load by reducing accessory load in order to reduce NO _X emissions as low-load operation state, the region "1", the area "2", or area "3" A NO _X emission threshold value is determined based on the operating state of the engine 8.

Further, in a region where NO _X emissions in the region "1" does not require extremely small auxiliary load reduction, NO _X emissions threshold set in the area "1" (first 1NO _X emissions) smaller the The 2NO _X emission amount may be determined, and the auxiliary machine load reduction may not be executed when the 2NO _X emission amount is equal to or less than the second NO _X emission amount. Specifically, the auxiliary device control unit 114, in addition to the functions described above, exhaust gas amount of the engine 8, first 2NO _X emissions defined smaller than the NO _X emission threshold set in the area "1" When it is below, auxiliary machine load reduction which reduces the operating amount of auxiliary machine A is not performed.

Figure 12 is a diagram illustrating a first 1 CO ₂ emissions i.e. CO ₂ setting emissions threshold as a predetermined CO ₂ emissions CO ₂ emissions on map 10 indicated by a broken line. For example, in an engine operating state in which the CO ₂ emission amount is small, such as a region “1” separated by a solid line, the exhaust gas amount threshold setting means 124 executes auxiliary machine load reduction even in a region where the CO ₂ emission amount is small. Therefore, the CO ₂ emission threshold value is set low. Then, in the engine operating state in which the CO ₂ emission amount increases as shown in the region “2” and the region “3” separated by the solid line, the exhaust gas amount threshold setting means 124 determines the load on the auxiliary equipment according to the CO ₂ emission amount. to perform the reduction, it sets high CO ₂ emissions threshold higher the CO ₂ emissions increased as compared to the area "1". In the engine operating condition in which an extremely small amount is also CO ₂ emissions in the region "1", since originally CO ₂ emissions is an area that does not require extremely small auxiliary load reduction, exhaust gas amount threshold value setting means 124 It is not necessary to set the CO ₂ emission threshold value for executing the auxiliary machine load reduction. Also, the very many becomes the engine operating condition is CO ₂ emissions in the region "3", the original effect (effect) auxiliary load reduction for a little region of very many accessory load reduced CO ₂ emissions Since it is not performed, the exhaust gas amount threshold setting means 124 does not need to set the CO ₂ emission amount threshold for executing the auxiliary machine load reduction.

Thus, in order to maintain the engine 8 in the low load operation state by reducing the auxiliary load and reduce the CO ₂ emission amount, the engine 8 that is in the region “1”, the region “2”, or the region “3” is used. A CO ₂ emission threshold value is determined based on the operating state.

Further, in the region “1”, in the region where the CO ₂ emission amount is extremely small and the auxiliary load reduction is not required, a _second value smaller than the CO ₂ emission threshold value (first CO ₂ emission amount) set in the region “1” is set. defines 2CO ₂ emissions, may not perform the reducing auxiliary load when the first 2CO than ₂ emissions. Specifically, the auxiliary device control unit 114, in addition to the functions described above, exhaust gas amount of the engine 8, first 2CO ₂ emissions defined smaller than CO ₂ emission amount threshold value set in the area "1" When it is below, auxiliary machine load reduction which reduces the operating amount of auxiliary machine A is not performed.

The exhaust gas amount threshold determination unit 126 determines whether or not the actual exhaust gas amount is equal to or greater than the exhaust gas amount threshold set by the exhaust gas amount threshold setting unit 124. For example, the exhaust gas amount threshold determination unit 126 determines whether or not the actual NO _X emission amount is equal to or greater than the NO _X emission amount threshold set by the exhaust gas amount threshold setting unit 124. Further, the exhaust gas amount threshold determination means 126 determines whether or not the actual CO ₂ emission amount is equal to or greater than the CO ₂ emission amount threshold set by the exhaust gas amount threshold setting means 124.

Exhaust gas amount reading unit 128, for example, the engine rotational speed N _E and engine torque T _E and represented by based on the operating state of the engine 8 beforehand experimentally sought stored exhaust gas amount map (relationship; hereinafter reads exhaust gas amount map), as the actual exhaust gas amount, read exhaust gas amount based on its actual engine rotational speed N _E from the exhaust gas amount map and the engine torque T _E. For example, exhaust gas amount reading unit 128, for example, reads the NO _X emission map as shown in FIG. 9, as the actual of the NO _X emissions above, and its NO _X emissions the actual engine speed from a map N _E engine read NO _X emissions on the basis of the torque _{T E.} The discharge gas amount reading unit 128, for example, reads the CO ₂ emission amount map as shown in FIG. 10, as the actual CO ₂ emissions above, the actual engine rotational speed N _E from the CO ₂ emission map engine read CO ₂ emissions on the basis of the torque _{T E.} The actual engine torque T _E, for example, a fuel injection amount F _I from previously experimentally sought stored relationship between the engine rotational speed N _E as parameters estimated engine torque T _{E ',} the actual fuel injection amount It is calculated by the exhaust gas amount reading unit 128 based on the F _I and the engine rotational speed N _E.

  If the exhaust gas amount threshold determining unit 126 determines that the actual exhaust gas amount is greater than or equal to the exhaust gas amount threshold, the auxiliary load reduction amount determining unit 122 determines that the actual exhaust gas amount is the exhaust gas amount threshold value. The auxiliary load reduction amount at the time of reducing the auxiliary load that reduces the operation amount of the auxiliary device A by the auxiliary device control means 114 is set as follows.

For example, the auxiliary load reduction amount determining means 122 is set to the area shown in FIG. 11 so that the actual NO _X emission quantity is not more than the NO _X emission quantity threshold value set in the areas “1” to “3” in FIG. Auxiliary load reduction amounts for “1” to “3” are set. In addition, the auxiliary machine load reduction amount determining means 122 is configured so that the actual CO ₂ emission amount is equal to or less than the CO ₂ emission amount threshold value set in the region “1” to the region “3” in FIG. Auxiliary load reduction amounts for “1” to “3” are set.

Further, the auxiliary machine load reduction amount determining means 122 does not set the auxiliary machine load reduction amount when the auxiliary machine load reduction is not executed in the region where the exhaust gas amount is extremely small and the region where the exhaust gas amount is extremely large. Or set to zero. For example, in the region where the NO _X emission is extremely large among regions "1" _the amount of NO _X discharged is extremely small region and the region "3" among the 11, when the auxiliary load reduction is not performed, complement The machine load reduction amount determining means 122 does not set the auxiliary machine load reduction amount or sets it to zero. In addition, in the region where the CO ₂ emission amount is extremely small in the region “1” in FIG. 12 and the region where the CO ₂ emission amount is extremely large in the region “3”, the auxiliary machine load reduction is not executed. The machine load reduction amount determining means 122 does not set the auxiliary machine load reduction amount or sets it to zero.

  In addition to the above-described function, the shift control means 112 controls the auxiliary equipment in order to set the EGR rate by the EGR device 64 to be equal to or higher than the EGR rate threshold value or to set the exhaust gas amount of the engine 8 to be equal to or lower than the exhaust gas amount threshold value. When the operation amount of the auxiliary machine A is not reduced by the means 114 and the auxiliary machine load cannot be reduced, the power transmission is performed so that the reduction of the drive torque at the drive wheels 32 is suppressed even if the output of the engine 8 is reduced. It may function as power transmission state control means for controlling the power transmission state of the apparatus.

  For example, when the auxiliary load cannot be reduced by the auxiliary control means 114, the speed change control means 112 is configured so that a decrease in drive torque at the drive wheels 32 is suppressed even if the output of the engine 8 is reduced. The gear stage of the automatic transmission 10 may be switched to the low speed side gear stage (low gear). In this way, the lower the gear stage of the automatic transmission 10, the lower the load state of the engine 8 at the same vehicle speed, for example during acceleration, so that the reduction in the EGR rate can be suppressed or the exhaust gas can be reduced. The effect of suppressing the amount is obtained.

  Further, for example, when the auxiliary machine load cannot be reduced by the auxiliary machine control means 114, the speed change control means 112 suppresses the reduction of the driving torque at the driving wheels 32 even if the output of the engine 8 is reduced. In addition, a command for releasing the lock-up clutch 13 as a power transmission device or reducing the slip amount (slip rate) may be output to the hydraulic control circuit 98. By doing so, the torque amplification effect of the torque converter 14 can reduce the load state of the engine 8 at the same vehicle speed V, for example, when accelerating, so the gear stage of the automatic transmission 10 is switched to the low speed side gear stage (low gear). Similarly, the effect of suppressing the decrease in the EGR rate or the amount of exhaust gas can be obtained.

  Further, when the auxiliary equipment load cannot be reduced by the auxiliary equipment control means 114, for example, when the air conditioner compressor 46 is originally not in operation (OFF) by the air conditioner OFF signal, or even if the air conditioner ON signal is received, the air conditioner When the air compressor 46 is already inactive (OFF) or when the operating capacity of the air conditioner compressor 46 is already sufficiently small, the air conditioner compressor 46 is deactivated (OFF) It is assumed that the operating capacity cannot be reduced. Further, for example, when the remaining capacity SOC of the power storage device is a predetermined low capacity or when a specific electric load is operating, it is necessary to set the power generation voltage of the alternator 48 to a predetermined constant voltage. Some cases are assumed.

  FIG. 13 is a flowchart for explaining a main part of the control operation of the electronic control unit 40, that is, a control operation for suppressing deterioration of exhaust gas. This flowchart is repeatedly executed at a predetermined cycle.

  FIG. 14 is a time chart for explaining the control operation when the auxiliary machine load reduction that reduces the operation amount of the auxiliary machine A is not performed at the time of the acceleration operation in which the accelerator pedal 67 is depressed and operated. FIG. 15 is an example of the control operation shown in the flowchart of FIG. 13, and auxiliary load reduction that reduces the operation amount of the auxiliary device A is performed at the time of acceleration operation in which the accelerator pedal 67 is stepped on and increased. It is a time chart explaining the control action in the case.

In FIG. 13, in a step (hereinafter, step is omitted) S1 corresponding to the EGR rate reading means 120, for example, an EGR rate map as shown in FIG. 5 is read, and an actual EGR rate is obtained from the EGR rate map. EGR rate is read on the basis of the actual engine rotational speed N _E and engine torque T _E.

14, by the accelerator pedal 67 is further depression operation at time point t _1, it is increased fuel injection amount F _I at that time point t ₁ and later, the engine torque T _E and the engine speed N _E increases That is, the engine 8 is changed to a high load operation state, and the EGR rate is lowered accordingly. Further, in FIG. 15, by the accelerator pedal 67 is further depression operation at time point t _1, is increased fuel injection amount F _I at that time point t ₁ to t ₂ time, the engine torque T _E and the engine rotation speed N _E is increased, i.e., the engine 8 is changed to the high load operating state, with and EGR rate to it is reduced.

Subsequently, in S2 corresponding to the exhaust gas amount reading means 128, for example, an exhaust gas amount map obtained and stored experimentally in advance is read, and an actual exhaust gas amount is read from the exhaust gas amount map as an actual exhaust gas amount. Is read. For example NO _X emission map as shown in FIG. 9 is read, the actual as NO _X emissions, NO _X emissions based on its NO _X emissions the actual engine rotational speed _{N E} map and the engine torque _{T E} The amount is read. Further, for example, CO ₂ emissions map as shown in FIG. 10 is read, based on the actual CO ₂ emissions, the its actual engine rotational speed from the CO ₂ emission map _{N E} and engine torque _{T E} CO ₂ Emissions are read.

  Next, in S3 corresponding to the EGR threshold value determining means 118, is the actual EGR rate read in S1 equal to or less than the EGR rate threshold value set based on the operating state of the engine 8 by the EGR threshold value setting means 116? It is determined whether or not.

When the determination of S3 is negative, in S4 corresponding to the exhaust gas amount threshold determining means 126, the actual exhaust gas amount read in S2 is operated by the exhaust gas amount threshold setting means 124. It is determined whether or not the exhaust gas amount threshold value is set based on the state. For example, it is determined whether or not the actual NO _X emission amount read in S2 is greater than or equal to the NO _X emission amount threshold set based on the operating state of the engine 8 by the exhaust gas amount threshold setting means 124. Further, it is determined whether or not the actual CO ₂ emission amount read in S2 is equal to or greater than the CO ₂ emission amount threshold set based on the operating state of the engine 8 by the exhaust gas amount threshold setting means 124. If the determination at S4 is negative, this routine is terminated.

  If the determination in S3 is affirmative, in S5 corresponding to the auxiliary machine load reduction amount determining means 122, the auxiliary machine A by the auxiliary machine control means 114 is set so that the actual EGR rate becomes equal to or greater than the EGR rate threshold value. The reduction amount of the operation amount of the auxiliary machine A, that is, the reduction amount of the auxiliary machine load is set (determined).

Similarly, when the determination in S4 is affirmative, in S5 corresponding to the auxiliary machine load reduction amount determination means 122, the auxiliary equipment control means 114 is set so that the actual exhaust gas amount becomes equal to or less than the exhaust gas amount threshold value. Thus, the auxiliary load reduction amount at the time of reducing the auxiliary load that reduces the operation amount of the auxiliary device A is set (determined). For example, the auxiliary machine load reduction amount is set so that the actual NO _X emission amount becomes equal to or less than the NO _X emission amount threshold value. Further, the auxiliary load reduction amount is set so that the actual CO ₂ emission amount becomes equal to or less than the CO ₂ emission amount threshold value.

  In S5, the auxiliary load reduction amount A set so that the actual EGR rate is equal to or higher than the EGR rate threshold value, or the actual exhaust gas amount is replaced with the auxiliary load reduction amount A. The auxiliary load reduction amount B set to be equal to or less than the amount threshold value or the auxiliary load reduction amount C obtained by adding the auxiliary load reduction amount B to the auxiliary load reduction amount A is used in the next S6. Is set as an auxiliary load reduction amount.

  Subsequent to S5, in S6 corresponding to the auxiliary machine control means 114, auxiliary machine load reduction is performed to reduce the operation amount of auxiliary machine A so as to be the auxiliary machine load reduction quantity set in S5. .

T ₂ point of FIG. 15 shows that the EGR rate is determined to have fallen below the EGR rate threshold. Then, as shown in the t ₂ time to t ₃ time points, accessory load reduced to reduce the operation amount of the auxiliary machine A is executed. As a result, as shown in t ₂ time, the auxiliary load amount corresponding fuel injection amount F _I is decreased reduction, by the engine torque T _E of the engine load is reduced, EGR rate is increased NO _X emissions are reduced. Further, as shown in t ₂ time to t ₃ time points, accessory only by the engine torque T _E is reduced minute load reduction, as a whole increased reduction in EGR rate is suppressed NO _X emissions suppressed Is done. T ₃ time points in FIG. 15, the fuel injection amount F _I is reduced by the accelerator pedal 67 is returned, the engine 8 is changed to the low load operating state, it indicates that the accessory load reduction is completed ing.

Figure In the embodiment of FIG. 14 with respect to Example 15, as shown in time point t ₁ to t ₂ time Example a different accessory load of 15 even EGR rate falls below the EGR rate threshold reduction is not alleviated engine load because not executed, nO _X emissions EGR rate is reduced with increasing engine load is increased. T ₂ time points 14, fuel injection amount F _I is reduced by the accelerator pedal 67 is returned, the engine 8 is changed to the low load operation state, NO _X emissions EGR rate rises and It shows that it was decreased.

  As described above, according to the present embodiment, the auxiliary machine control means 114 is set so that the EGR rate by the EGR device 64 is equal to or higher than the EGR rate threshold value (EGR rate determination value) determined based on the operating state of the engine 8. As a result, the load on the auxiliary machinery is reduced, so that the EGR rate that decreases as the operating state of the engine 8 becomes a high-load operating state can be changed to the low-load operating state of the engine 8 that is equal to or higher than the EGR rate threshold. In other words, the region in which the engine 8 is in a low load operation state and an EGR rate threshold value or more can be secured is widened, and the deterioration of exhaust gas is suppressed. Further, since the auxiliary equipment load is reduced by the auxiliary equipment control means 114, an output necessary for traveling of the vehicle is ensured.

  Further, in this embodiment, the supercharger 54 is provided, and particularly when supercharging, the engine 8 is operated at a higher load and the EGR rate is lowered, so that the effect becomes more remarkable.

  Further, according to the present embodiment, the auxiliary machine control means 114 does not perform auxiliary machine load reduction when the EGR rate by the EGR device 64 is equal to or higher than the second EGR rate determined to be larger than the first EGR rate. In the low-load operation state of the engine with the EGR rate of 64 originally high, the operation amount of the auxiliary machine A can be ensured.

  Further, according to the present embodiment, the auxiliary machine load is reduced by the auxiliary machine control means 114 so that the exhaust gas quantity of the engine 8 is set to the exhaust gas quantity threshold value or less determined based on the operating state of the engine 8. Therefore, the amount of exhaust gas that increases as the operating state of the engine 8 becomes a high-load operating state can be changed to a low-load operating state of the engine 8 that is equal to or lower than the exhaust gas amount threshold. The range in which the exhaust gas amount threshold value or less can be secured as the load operation state is expanded, and the deterioration of exhaust gas is suppressed. Further, since the auxiliary equipment load is reduced by the auxiliary equipment control means 114, the output necessary for traveling of the vehicle is ensured.

  Further, according to the present embodiment, when the operation amount of the auxiliary machine A is not reduced by the auxiliary machine control means 114 and the auxiliary machine load cannot be reduced, the driving by the drive wheels 32 is performed even if the output of the engine 8 is reduced. Since the gear change control means 112 switches the gear stage of the automatic transmission 10 to the low speed side gear stage (low gear) so that the reduction in torque is suppressed, the load state of the engine 8 is reduced by reducing the output of the engine 8. By reducing the EGR rate, the EGR rate can be secured, or the exhaust gas amount can be reduced. Further, by switching the gear stage of the automatic transmission 10 to the low-speed side gear stage (low gear), it is possible to prevent a reduction in running performance due to a reduction in engine output, thereby ensuring running performance.

  Further, according to the present embodiment, when the operation amount of the auxiliary machine A is not reduced by the auxiliary machine control means 114 and the auxiliary machine load cannot be reduced, the driving by the drive wheels 32 is performed even if the output of the engine 8 is reduced. The shift control means 112 releases the lock-up clutch 13 or reduces the slip amount so that the decrease in torque is suppressed, so that the EGR rate can be ensured by reducing the load state of the engine 8. Alternatively, the amount of exhaust gas can be reduced.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.

  For example, in the above-described embodiment, the auxiliary machine control means 114 reduces the auxiliary load so that the EGR rate by the EGR device 64 is equal to or higher than the EGR rate threshold value or the exhaust gas amount of the engine 8 is equal to or lower than the exhaust gas amount threshold value. When this is not possible, the power transmission state of the power transmission device is controlled by the shift control means 112. Instead of or in addition to this, the second power assisting the engine output to the power transmission path from the engine 8 to the drive wheels 32 is performed. When a driving force source is provided, torque assist that assists the output of the engine with the second driving force source so that a decrease in driving torque at the driving wheels 32 is suppressed even if the output of the engine 8 is reduced. May be executed to reduce the engine load. As a result, since the load state of the engine 8 can be lowered during acceleration at the same vehicle speed, for example, the reduction in the EGR rate can be suppressed in the same manner as switching the gear stage of the automatic transmission 10 to the low speed gear stage (low gear). The effect of suppressing the amount of exhaust gas can be obtained.

  Further, as the second driving force source, for example, at least one electric motor that is in a power running state and generates driving force is provided, and torque assist may be executed. Further, for example, energy (for example, regenerative energy) may be stored in the flywheel, and the energy may be used for torque assist as necessary. Further, for example, hydraulic pressure (for example, regenerative energy) may be stored by an accumulator, and an oil motor may be driven by the hydraulic pressure to be used for torque assist.

In the above-described embodiment, the auxiliary machine control means 114 reduces the auxiliary machine load so that the EGR rate (= EGR amount / inflow air amount) is equal to or higher than the EGR rate judgment value. The EGR amount (= EGR rate × inflow air amount) may be used. For example, the auxiliary machine control means 114 reduces the auxiliary machine load so that the EGR amount is equal to or greater than the EGR amount determination value (= EGR rate determination value × inflow air amount). Further, the EGR threshold value determination unit 118 (S3 in FIG. 13) determines whether or not the EGR rate is equal to or greater than the EGR rate determination value, but the actual EGR amount is determined by the EGR threshold value setting unit 116. It is determined whether or not the value is equal to or greater than the value (EGR amount threshold). The actual EGR amount is obtained by the EGR rate reading means 120, for example, and may be calculated from the EGR rate and the inflow air amount read from the EGR rate map as shown in FIG. An EGR amount map obtained by adding the inflow air amount as a parameter to the EGR rate map may be determined in advance, and may be read from the EGR amount map based on the actual engine speed _NE , engine torque _TE, and inflow air amount. . Alternatively, the EGR amount may be directly read by a sensor such as a flow meter, or may be calculated based on the opening / closing amount of the EGR valve 66 and the engine rotation speed. In this way, the EGR amount that decreases as the operating state of the engine 8 becomes a high-load operating state can be changed to a low-load operating state of the engine 8 that is equal to or greater than the EGR amount threshold. The region where the EGR amount threshold or more can be secured in the low load operation state is widened, and the exhaust gas is prevented from deteriorating. Further, since the auxiliary equipment load is reduced by the auxiliary equipment control means 114, an output necessary for traveling of the vehicle is ensured.

  In the above-described embodiment, the engine 8 is provided with the supercharger 54, but it is not necessarily required. Even if the supercharger 54 is not provided, the present invention can be applied.

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a main configuration of a vehicle drive device to which a control device according to an embodiment of the present invention is applied. FIG. 2 is an alignment chart for explaining the operation of the automatic transmission of FIG. 1. FIG. 2 is an operation table showing a relationship between a gear position of the automatic transmission of FIG. 1 and a combination of operations of a hydraulic friction engagement device necessary for establishing the gear. FIG. 2 is a diagram illustrating a schematic configuration of the drive device of FIG. 1 and a block diagram illustrating a main part of a control system provided in the vehicle for controlling the drive device and the like. It is an example of an EGR rate map that is experimentally obtained and stored in advance based on the engine operating state represented by the engine rotation speed and the engine torque. It is a functional block diagram explaining the principal part of the control function of the electronic control apparatus of FIG. It is the figure which illustrated the setting of the EGR rate threshold value on the EGR rate map as shown in FIG. It is a setting example of the auxiliary machine load reduction amount when auxiliary machine load reduction is performed to reduce the operation amount of the auxiliary machine so that the EGR rate becomes equal to or greater than the EGR rate threshold. Is an example of the NO _X emission maps stored previously obtained experimentally on the basis of the operating state of the engine represented by the engine speed and the engine torque. It is an example of the engine rotational speed and the engine torque and CO ₂ emission amount map stored previously obtained experimentally on the basis of the operating state of the engine represented by. FIG. 10 is a diagram exemplifying setting of a NO _X emission amount threshold on the NO _X emission amount map as shown in FIG. 9. Is a diagram illustrating the configuration of a CO ₂ emission amount threshold value to CO ₂ emission map on as shown in FIG. 10. It is a flowchart explaining the control operation | movement which suppresses the principal part of the control operation | movement of the electronic controller of FIG. 4, ie, the deterioration of exhaust gas. It is a time chart explaining the control action in case the auxiliary machine load reduction which reduces the operating quantity of an auxiliary machine is not performed at the time of the acceleration operation operated by increasing the accelerator pedal. FIG. 14 is an example of the control operation shown in the flowchart of FIG. 13, and is a time for explaining the control operation when auxiliary load reduction is performed to reduce the operation amount of the auxiliary device at the time of acceleration operation in which the accelerator pedal is depressed and operated. It is a chart.

Explanation of symbols

6: Drive device 8: Engine 10: Automatic transmission (power transmission device)
13: Lock-up clutch (power transmission device)
32: Drive wheel 40: Electronic control device (control device)
46: Air conditioner compressor (auxiliary)
48: Alternator (auxiliary machine)
64: EGR device (exhaust gas recirculation device)
112: Shift control means (power transmission state control means)
114: Auxiliary machine control means

Claims (4)

Control of a vehicle drive device comprising an engine as a driving force source, an auxiliary machine driven by the output of the engine, and an exhaust gas recirculation device for recirculating a part of the exhaust gas of the engine to an intake system A device,
Auxiliary equipment control means for reducing the load on the auxiliary equipment so that the exhaust gas recirculation amount by the exhaust gas recirculation device is equal to or greater than an exhaust gas recirculation amount determination value determined based on an operating state of the engine. A control device for a vehicle drive device. Control of a vehicle drive device comprising an engine as a driving force source, an auxiliary machine driven by the output of the engine, and an exhaust gas recirculation device for recirculating a part of the exhaust gas of the engine to an intake system A device,
Auxiliary equipment control means for reducing the load on the auxiliary equipment so that the exhaust gas recirculation rate by the exhaust gas recirculation device is equal to or higher than an exhaust gas recirculation rate determination value determined based on an operating state of the engine. A control device for a vehicle drive device. A control device for a vehicle drive device comprising an engine as a driving force source and an auxiliary machine driven by the output of the engine,
An auxiliary equipment control means for reducing the load of the auxiliary equipment so as to make the exhaust gas quantity of the engine equal to or less than a predetermined exhaust gas quantity determined based on an operating state of the engine. Control device for driving device. A power transmission device for transmitting the output of the engine to drive wheels;
When the load on the auxiliary machine cannot be reduced by the auxiliary machine control means, the power transmission of the power transmission device is controlled so that the decrease in the drive torque at the drive wheel is suppressed even if the engine output is reduced. 4. The vehicle drive device control device according to claim 1, further comprising power transmission state control means for controlling the state.

Images