DE602004007966T2 - Power control device for internal combustion engine - Google Patents

Description

BACKGROUND OF THE INVENTION

1. Field of the invention

The The invention relates to an output control device of an internal combustion engine according to the generic term of claim 1.

2. Description of the related state of the technique

For example, the Japanese Patent Laid-Open Publication No. 2001-73842 a control apparatus of an internal combustion engine which determines an amount of increase of an output (hereinafter referred to as "output increase amount") based on an accelerator opening and a rotational speed of an internal combustion engine (hereinafter referred to as "engine speed") to start the vehicle and performing a starting assist correction for an output from the internal combustion engine based on the output increase amount in a vehicle including the internal combustion engine serving as a drive source. This apparatus increases the output to deal with an abrupt increase in a load applied to the engine during vehicle startup, thereby preventing stalling of the engine and enabling a smooth vehicle start.

however are in the aforementioned technology in an engine operating region for vehicle start used target torque value and a in an engine operating range for others Time points as the vehicle start used target torque value completely different from each other. In particular, the starting assist correction is in the engine operating range for the Vehicle start and the start assist correction in the engine operating range for times, which differ from the vehicle start, independently of each other set.

Therefore becomes when the engine operating range changes, in particular during the Vehicle starts or immediately after the vehicle starts, the calculation the target torque value restarted without the friction of the internal combustion engine to reflect in the operating area immediately before the change of the operating area is used. Accordingly, the Decrease engine speed and vehicle speed or increase, giving the driver an uncomfortable feeling.

The publication US-A-56 134 74 discloses a controller that performs processing of correcting an increase of an output from an internal combustion engine for driving a vehicle by performing a start assist correction while the vehicle starts from a standstill. The known apparatus has an output correcting means for dividing an engine operating region into a plurality of regions, providing a region output correction amount subjected to calculation in each of the plurality of engine operating regions, and performing the starting assist correction based on a total of the region output correction amounts and changing an increase for the engine Calculating the range output amount so that the gain corresponds to each of the engine operating ranges.

SUMMARY OF THE INVENTION

It is an object of the invention, then perceived by a driver unpleasant feeling too minimize when in an output controller of an internal combustion engine, the one start assist correction performs, an engine operating range during the vehicle start or immediately changed after the vehicle started becomes.

These Task is solved by an output control device according to claim 1.

According to one Aspect of the invention is an output control of a Internal combustion engine is provided, which is a processing of a correction an increase of an output from an internal combustion engine for driving of a vehicle (hereinafter referred to as "output increase correction processing") by: a correction of the vehicle startup assistance (hereinafter referred to as "startup assistance correction") is performed, while the vehicle starts or starts from a standstill (im Further than "during the Vehicle starts "). The output controller an internal combustion engine has an output correction means for Dividing an engine operating range into a plurality of areas, for providing an output correction amount, associated with a region (hereinafter referred to as a "region output correction amount") in each of the engine operating ranges Is subjected to calculation, and to perform a start assist correction based on the total amount of the area output correction amounts, and to change an increase for the calculation of the area output correction amount so that the Increase corresponds to each of the engine operating ranges.

In In this case, the output correcting means does not calculate respectively the output correction amounts for the Internal combustion engine operation ranges. The output correction device provides the area output correction amount that occurs at each the engine operating ranges subjected to a calculation becomes. However, leads the output correcting means carries out the startup assist correction itself Basis of the total amount of all area output correction amounts by.

Accordingly even if the engine operating range during the Vehicle starts or changed immediately after the vehicle is started, the area output correction amounts always related to each other and reflected at the start assist correction, since the area output correction amounts are accumulated.

There the output corrector also adds the calculation of the area output correction amount so that the increment is one corresponds to each of the engine operating ranges, the Operating condition of the internal combustion engine at the range output correction amount with the response reflected for each of the engine operating ranges suitable is. Accordingly, the start assist correction even if the engine operating range changes, immediately with the response performed be that for the new engine operating range is suitable.

Consequently Is it possible, a variation in engine speed and vehicle speed to prevent when the engine operating area during the Vehicle starts or changed immediately after the vehicle is started, and it is possible minimize the unpleasant sensation perceived by the driver.

It It is also to be preferred that the increment is the increment that is used when the area output correction amount is set according to a Equation is obtained or the increment is then used becomes when the area output correction amount using a Map, or that the increment is the increment, which is used when the area output correction amount by Combination of the equation and the map is obtained.

As mentioned above the increment may be the increment used when the range output correction amount is obtained according to the equation or the increment used when the range output correction amount is obtained using the map, or it may be the increment which is used when the area output correction amount by Combination of the equation or the map is obtained.

According to the present The invention divides the output correcting means into the engine operating range in a first area in which the vehicle is idling There is a second area where the vehicle is at a standstill starts, and a third range for times other than differentiate the idling stop and the vehicle start, and it sets the increase for the calculation of the area output correction amount of the second area compared with the gains for the Calculation of the area output correction amount of the first area and the area output correction amount of the third area a big Value.

Of the Engine operating range can be divided into three areas and the area output correction amount for the calculation may be for each the three areas are provided. In this case, the output correction device sets the increase for the calculation of the output correction amount of the second area compared with the gains for the Calculation of the area output correction amount of the first area and the area output correction amount of the third area a big Value. In the second area in which the vehicle is at a standstill starts, abruptly decreases the load applied to the internal combustion engine to. Therefore, it is by setting the increment for the calculation of the area output correction amount of the second range compared to the gains for the calculation of the others Range output correction amounts to a great value possible, the area output correction amount of the second area with a to increase good response, to handle the increase in load when the engine operating range change to the area, in which the vehicle starts from a standstill. As a result, changes the total amount of all area output correction amounts with the good response and the start assist correction can be on appropriate Be carried out on the basis of the total amount.

If the engine operating range from the second range changed to another area becomes, then the increase for the Calculation of the area output correction amount smaller. Therefore, be Problems, such as lagging the output, reduced.

Thus, it is possible to prevent variations in engine speed and vehicle speed when the engine is running It is possible to minimize the unpleasant feeling during vehicle startup or immediately after vehicle startup.

It In addition, it is preferable that the output correction means the Internal combustion engine operating range in a first area in which a clutch engaged is and the vehicle is at a standstill, a second Area where the clutch is disengaged, and a third Area in which the clutch is engaged and the vehicle is driving, divided is, and the increase for the calculation of the area output correction amount of the second area compared with the gains for the Calculation of the area output correction amount of the first area and the area output correction amount of the third area a big Value to set.

Of the Engine operating range is divided into three areas. More specifically, the engine operating range is in the first area where the clutch is engaged and the vehicle at a standstill, the second area where the clutch disengaged is, and the third area in which the clutch is engaged and the vehicle is driving, divided.

Consequently It is by setting the increment for the calculation of the area output correction amount of the second area in which the clutch is disengaged compared to the growth for the calculation the area output correction amounts of other two areas where the clutch is engaged, on a big one Value, possible, the area output correction amount of the second area with a to increase good response, around the increase in load when changing of the engine operating range to the second range, in which the vehicle starts from a standstill to cope. As a result, changes the total amount of the area output correction amounts with a good responsiveness and the start assist correction can be done in a suitable way based on the total amount.

If the engine operating range from the second range changed to another area becomes, then the increase for the Calculation of the area output correction amount smaller. Therefore, be Problems, such as the lagging of the output reduced.

Consequently Is it possible, a variation in engine speed and vehicle speed when changing the engine operating range during the vehicle start or immediately after the vehicle start to prevent, and by to minimize the driver's feeling of discomfort.

It In addition, it is preferable to increase the calculation for the range output correction amount of the third area compared to the increment for the calculation of the area output correction amount of the first area small value to put.

In the third area is driving the vehicle is normal and the engine speed is not easy from. Therefore, the vehicle must run stably when no acceleration operation is carried out. Accordingly, it is desirable set the increment to a small value.

Consequently is possible, the variation of engine speed and vehicle speed to further prevent and minimize the effect of the To improve the driver's feeling of unpleasant feeling.

It In addition, it is preferable that the output correction means the Internal combustion engine operating range in a first area in which the clutch engaged is and the vehicle is at a standstill, in a second Area where the clutch is disengaged and the vehicle is in the Stall is in a third area where the clutch is disengaged and the vehicle is driving, and divided into a fourth area in which the clutch is engaged and the vehicle is driving, and the increase for the calculation of the area output correction amount of the second area compared with the gains for the Calculating the area output correction amount of the first area, Area output correction amount of the third area and the area output correction amount of fourth area on a large Value to set.

Of the Engine operating range may be in the first range, in the clutch is engaged is and the vehicle is at a standstill, the second area, in which the clutch disengaged is and the vehicle is at a standstill, the third area, in which the clutch disengaged is and the vehicle is driving, and the fourth area where the clutch is engaged and the vehicle is driving, be divided.

In this case, by setting the increment for the calculation of the range output correction amount of the second range in which the clutch is disengaged and the vehicle is at a standstill, it is possible to large-value compared to the gains for the calculation of the range output correction amounts of the other three ranges , the area output correction amount of second range with a good response, so as to cope with the increase of the load when the engine operating range is changed to the second range in which the vehicle starts from a standstill. As a result, the total amount of all the range output correction amounts changes with a good response, and the start assist correction can be appropriately performed based on the total amount.

If the engine operating range from the second range changed to another area becomes, then the increase for the Calculation of the area output correction amount smaller. Therefore, be Problems, slightly lagging the output, reduced.

Consequently Is it possible, a variation in engine speed and vehicle speed when changing the engine operating range during the vehicle start or Immediately after the vehicle start to prevent and by the To minimize driver's perceived uncomfortable feeling.

It In addition, it is preferable that the gains are set for the calculation of the area output correction amounts be that they are smaller, with the increment for the calculation the range output correction amount of the third region is the largest, the increase for the calculation of the area output correction amount of the first area smaller than the growth for the calculation of the area output correction amount of the third area is, and the increase for the calculation of the area output correction amount of the fourth area smaller than the growth for the calculation of the area output correction amount of the first area is.

It In addition, it is preferable that the gains are set for the calculation of the area output correction amounts are that they are getting smaller, with the increment for the calculation the range output correction amount of the first range is the largest, the increase for the calculation of the area output correction amount for the third Area smaller than the increment for the calculation of the area output correction amount of the first area, and the increment for the calculation of the area output correction amount of the fourth area is smaller than the increment for the calculation of the area output correction amount of the third area.

It there is a possibility the condition is present immediately after the vehicle is started and the applied to the internal combustion engine during vehicle start Last still in one or both of the first area and the third area remains. Therefore, among the three areas are the gains for the calculation the range output correction amounts the first area and the third area relatively large. By doing fourth area, the clutch is engaged and the vehicle is driving. Therefore is the growth for the calculation of the area output correction amount of the fourth area, compared with the gains for the Calculating the range output correction amounts of the first range and of the third range set to a small value to one prevent abrupt acceleration. Thus, it is possible to anyone the range output correction amounts with a suitable response and a start assist correction to be carried out in a suitable manner.

It is also preferable, an output correction amount attenuator to mitigate the output correction amount, which in the operating state, in which no demand is made for acceleration, or in the engine operating condition in which the starting assist correction not done is for the vehicle startup assistance unnecessary has been.

In in the case where the area output correction amount is set to a large value is set, the engine speed may increase rapidly when the start assist correction carried out again becomes. Therefore, by prematurely weakening the vehicle startup support, it has become unnecessary Output correction amount possible, to minimize the unpleasant feeling felt by the driver. However, you can the driver the unpleasant feeling in the acceleration performance during of acceleration operation, if the output correction amount is decreased when a demand to accelerate is made. Furthermore, the rotation of the internal combustion engine may become unstable, if the output correction amount in the engine operating region is reduced, in which the start assist correction is performed.

There the output correction amount attenuator attenuates the output correction amount used for the vehicle startup assistance in the Operating condition in which no demand for acceleration is made, or in the engine operating region in which the starting assist correction not done is for the vehicle startup assistance unnecessary it is therefore possible to minimize the unpleasant feeling felt by the driver more effectively.

It is also preferable that the internal combustion engine is a diesel engine and that the output increase correction processing is the engine Correction of an increase in the fuel injection amount is.

If the internal combustion engine is a diesel engine, then it is by using the correction of increasing the fuel injection amount as the output increase correction processing the start assist correction possible, the start assist correction as the fuel amount increase processing perform.

BRIEF DESCRIPTION OF THE DRAWINGS

The aforementioned and other objects, features, advantages and technical and industrial significance of this invention will be apparent through study of following detailed Description of the preferred embodiments of the invention considering better understood in the attached drawings, in which:

1 FIG. 11 is a view showing a configuration of a pressure-accumulation-type diesel engine, a fuel injection system and its control system according to a first embodiment of the invention; FIG.

2 Fig. 10 is a flowchart for fuel injection amount control processing performed by an ECU according to the first embodiment;

3 Fig. 10 is a flowchart for a calculation processing of the fuel injection correction amounts QiscON, QiscOFF1 and QiscOFF2 according to the first embodiment;

4 Fig. 10 is a flowchart for startup assistance correction amount attenuation processing according to the first embodiment;

5 Fig. 10 is a flowchart for start assist correction amount attenuation processing according to the first embodiment;

6 Fig. 10 is a graph showing a control pattern used in the fuel injection amount control processing;

7 FIG. 10 is a graph showing a configuration of a map for determining a second clutch OFF-time fuel injection correction amount QiscOFF2 according to the first embodiment; FIG.

8th FIG. 12 is a graph showing a configuration of a map for determining a first clutch OFF-time fuel injection correction amount QiscOFF1 according to the first embodiment; FIG.

9 FIG. 12 is a graph showing a configuration of a map for determining a clutch ON fuel injection correction amount QiscON according to the first embodiment; FIG.

10 Fig. 10 is a timing chart showing an example of the processing according to the first embodiment;

11 Fig. 10 is a timing chart showing the example of the processing according to the first embodiment;

12 Fig. 10 is a flowchart of fuel injection amount control processing according to a second embodiment of the invention;

13 FIG. 10 is a flowchart for calculation processing of fuel injection correction amounts QiscON1, QiscON2, QiscOFF1 and QiscOFF2 according to the second embodiment.

14 Fig. 10 is a flowchart for start assist correction amount reduction processing according to the second embodiment;

15 Fig. 10 is a flowchart for the start assist correction amount attenuation processing according to the second embodiment;

16 Fig. 10 is a timing chart showing an example of the processing according to the second embodiment; and

17 Fig. 10 is a timing chart showing the processing according to the second embodiment.

DETAILED DESCRIPTION OF THE EXEMPLARY EMBODIMENTS EMBODIMENTS

In the following description and the accompanying drawings the present invention by exemplary embodiments in more detail described.

1 FIG. 12 is a view showing a configuration of a pressure-accumulation type diesel engine (a common-rail type diesel engine). FIG. 2 Fig. 12 schematically shows a fuel injection system and its control system according to a first embodiment of the invention. The diesel engine of accumulator construction way 2 is mounted on a vehicle as a vehicle engine.

The diesel engine 2 is provided with a plurality of cylinders # 1, # 2, # 3 and # 4 (although four cylinders are provided in the embodiment see is in 1 only one cylinder shown). On a combustion chamber of each cylinder # 1, # 2, # 3 and # 4 is an injector 4 intended. The fuel injection from the injector 4 to each of the cylinders # 1, # 2, # 3 and # 4 of the diesel engine 2 becomes in accordance with an ON / OFF state of an electromagnetic valve 4a controlled for fuel injection control.

The injector 4 is on a common rail 6 connected, which serves as a jointly provided for the cylinder accumulator tube. When the electromagnetic valve 4a is open for the fuel injection control, then the fuel in the common rail 6 through the injector 4 injected to each of the cylinders # 1, # 2, # 3 and # 4. A relatively high pressure corresponding to a fuel injection pressure becomes in the common rail 6 saved. To realize the pressure storage, the Commonrail 6 via feed tube 8th at an outlet opening 10a a feed pump 10 connected. In addition, on the feed tube 8th a check valve 8a intended. Because of the check valve 8a is the fuel supply from the feed pump 10 to the commonrail 6 admitted and a return of fuel from the commonrail 6 to the feed pump 10 will be prevented.

The feed pump 10 is via an inlet opening 10b on a fuel tank 12 connected and between the fuel tank 12 and the feed pump 10 is a filter 14 intended. The feed pump 10 sucks the fuel from the fuel tank 12 through the filter 14 at. In addition, the feed pump leaves 10 a plunger using one in synchronization with the rotation of the diesel engine 2 Reciprocating the current cam increases the fuel pressure to a required pressure and leads the high pressure fuel to the common rail 6 to.

Further, near the outlet opening 10a the feed pump 10 a pressure control valve 10c intended. The pressure control valve 10c is used to control the pressure of the outlet opening 10a to the commonrail 6 used to be omitted fuel. When the pressure control valve 10c is open, then excess fuel coming from the exhaust port 10a is not left out, from one to the feed pump 10 provided return opening 10d through a return pipe 16 to the fuel tank 12 recycled.

At the combustion chamber of each of the cylinders # 1, # 2, # 3 and # 4 of the diesel engine 2 are an inlet passage 18 and an exhaust passage 20 connected. A throttle valve is at the intake passage 18 intended. By adjusting the opening of the throttle valve according to the operating state of the diesel engine 2 the amount of air to be admitted into the combustion chamber is set.

In addition, in the combustion chamber, each of the cylinders # 1, # 2, # 3 and # 4 of the diesel engine 2 a glow plug 22 intended. The glow plug 22 is an engine start assist device that becomes red hot when passing through a glow relay 22a immediately before the start of the diesel engine 2 is supplied with electric power, and that promotes the ignition / combustion when it is sprayed with a part of the fuel.

The diesel engine 2 is provided with the following different sensors and switches that indicate the operating condition of the diesel engine 2 to capture. As in 1 is shown is an accelerator pedal 24 with an accelerator opening sensor 26 for detecting an accelerator opening ACCP. The diesel engine 2 is with a starter 30 for starting the diesel engine 2 Mistake. The ignition 30 is with a starter condition detection switch 30a for detecting an operating condition of the starter 30 Mistake. A coolant temperature sensor 32 for detecting a temperature of a coolant (a coolant temperature THW) is at a cylinder block of the diesel engine 2 intended. A fuel temperature sensor 36 for detecting a fuel temperature THF is at the return pipe 16 intended. A fuel pressure sensor 38 for sensing a pressure of the fuel in the common rail 6 is at the Commonrail 6 intended.

An engine speed sensor 40 For detecting a crank angle and an engine speed based on the rotation of the crankshaft is on a crankshaft of the diesel engine 2 intended. The rotation of the crankshaft is transmitted via a timing belt or the like to the camshafts for opening / closing an intake valve 18a and an exhaust valve 20a transfer. The camshafts are set to rotate at the speed that is half the speed of the crankshaft. A pulser with a tooth is provided on an intake camshaft, which is the intake valve 18a up and down, and a pickup is provided near the pulser, whereby a cylinder determination sensor 42 is formed. In the first embodiment, an engine speed NE and a crank angle CA are determined according to those of the sensors 40 and 42 calculated pulse signals. There is also a clutch switch 44 provided to detect whether a clutch pedal is depressed. On the output shaft side of the transmission is a vehicle speed sensor 46 for detecting a vehicle speed SPD based on the rotational speed of the output shaft.

In the first embodiment, an electronic control unit (ECU) is provided. 52 provided to various controllers of the diesel engine 2 perform. The ECU 52 performs various processes for controlling the diesel engine 2 , such as the fuel injection amount control and the glow plug turn-on control. The ECU 52 is mainly provided with a microcomputer including a CPU; a ROM storing various programs, maps and the like; a RAM which temporarily stores the result of the calculation etc. performed by the CPU; a backup RAM that stores the calculation result, the data being stored in advance, etc.; a time counter; an input interface; an output interface, and the like. The ECU 52 reads signals from the accelerator opening sensor 26 , the starter condition detection switch 30a , the coolant sensor 32 , the fuel temperature sensor 36 , the fuel pressure sensor 38 , the engine speed sensor 40 , the cylinder determination sensor 42 , the clutch switch 44 , the vehicle speed sensor 46 and the same. Each of the electromagnetic valve 4a , the pressure control valve 10c , the glow relay 22a and the like is via a driver circuit on the ECU 52 connected. Thus, the ECU performs 52 a control calculation based on the above-mentioned signal data and controls the driving of the electromagnetic valve 4a , the pressure control valve 10c , the glitter relay 22a and the same.

Next will be the ECU 52 performed fuel injection amount control processing described. The processing will be carried out in accordance with 2 to 5 shown flow charts performed. The processing is performed as an interrupt at crank angle intervals, more specifically, every 180 ° CA rotation since the diesel engine 2 in this case is provided with four cylinders.

When the processing is started, the accelerator opening ACCP, the engine speed NE, the clutch switching state CLSW, the vehicle speed SPD, and the like, which are obtained based on the signals from the aforementioned sensors and switches, initially become a working area of the RAM of the ECU 52 read in (S102).

Next, a fuel injection amount Qbase1 at a low rotational speed and a fuel injection amount Qbase2 at a medium / high rotational speed are calculated according to the in 6 calculated rule pattern calculated. These fuel injection amounts Qbase1 and Qbase2 are calculated according to an equation using as parameters the engine speed NE and the accelerator opening ACCP.

As in 6 12, the fuel injection amount Qbase1 at low speed is inclined for each accelerator opening ACCP so as to decrease with an increase in the engine speed NE. The coefficient of the equation is set so that the inclination of the low-speed fuel injection amount Qbase1 is steep for each accelerator opening ACCP. Therefore, the value of the fuel injection amount Qbase1 increases rapidly at low engine speed as the engine speed NE decreases. The medium / high-speed fuel injection amount Qbase1 is inclined to decrease with an increase in the engine speed NE. The coefficient of the equation is set so that the inclination of the medium-high speed fuel injection amount Qbase2 is moderate compared to that of the low-speed fuel injection amount Qbase1. Therefore, the value of the medium-high speed fuel injection amount Qbase2 increases with the decrease of the engine speed NE. However, the increase of the medium-high speed fuel injection amount Qbase2 is moderate compared to that of the low-speed fuel injection amount Qbase1. As will be described later, the larger of the values "Qbase1 + QiscON + QiscOFF" and "Qbase2" is used. Thus, on the low speed side, the value of "Qbase1 + QiscON + QiscOFF" is used, and on the middle / high speed side, "Qbase2" is used.

If these fuel injection amounts Qbase1 and Qbase2 are calculated, then an engine target speed NEcis is set (S106). The engine target speed NEisc is based on the friction of the diesel engine 2 , the vehicle running resistance, the electric load and the like or the estimation of their occurrence.

For example, if the clutch is for connecting diesel engine 2 With the transmission side disengaged (including a partial clutch engagement) (CLSW = "ON") and the vehicle also at a stall (vehicle speed SPD ≤ SPDstop), the engine target speed NEisc is 850 RPM (NEisc = "850 rpm") Assume that the vehicle with the partially engaged clutch starts or starts from a standstill. When the clutch is engaged (CLSW = "OFF") and the vehicle is also running (vehicle speed SPD> SPDstop), the target speed NEisc is set to 850 rpm (NEisc = "850 rpm") taking into account the running resistance. When the clutch is engaged (CLSW = "OFF") and the vehicle is at a standstill (Vehicle speed SPD ≦ SPDstop), then the engine target rotational speed NEisc is set to 800 rpm (NEisc = "800 rpm"). The vehicle stop determination speed SPDstop is set to a value between "0 km / h" to "3 km / h". In this case, the vehicle stop determination speed SPDstop is set to "0 km / h" (SPDstop = "0 km / h"). The value "0 km / h" includes the inaccuracy of the vehicle speed sensor 46 a state in which the vehicle is running at the speed of "3 km / h" or less.

Next, the three fuel injection correction amounts QiscON, QiscOFF1, and QiscOFF2 are calculated and updated in accordance with the circumstances (S108). 3 FIG. 12 is a flowchart for the calculation processing of these fuel injection correction amounts QisxON, QisxOFF1 and QiscOFF2.

In this processing, it is initially determined whether the clutch switching state CLSW is the "OFF (engaged)" state (S202). When it is determined that the clutch switching state CLSW is the "off (engaged)" state ("YES" in S202), it is then determined whether the vehicle is running, ie, whether the vehicle speed SPD is higher than the vehicle stop determination speed SPDstop (SPD> SPDstop) (S204) In this case, as the detection value of the vehicle speed sensor 46 the vehicle stop determination speed SPDstop is set to 0 km / h.

When the vehicle is at a standstill or running rather slowly, that is, when the vehicle speed SPD is equal to the vehicle stop determination speed (SPD = SPDstop) ("NO" in S204), then the second clutch fuel injection correction correction amount calculation processing QiscOFF2 is performed (S206). , In the calculation processing of the second fuel injection correction amount with the clutch QiscOFF2 off, using the map a2 in FIG 7 based on ΔNE (ΔNE = NEisc - NE), a proportional correction amount Qa2 is obtained. If ΔNE is less than "0" (ΔNE <"0"), then Qa2 is set to "0" (Qa2 = "0"). That is, the proportional correction amount Qa2 is set in accordance with a decreasing degree of the engine speed NE with respect to the engine target speed NEisc.

Then, using a map b2 in FIG 7 obtained on the basis of .DELTA.NE an integral value Sqb2. Then, when the clutch is off, the second fuel injection correction amount QiscOFF2 is calculated according to the following equation (1). QiscOFF2 ← Qa + Σqb2 (Equation 1)

Here is the integral corrector Σqb2 a value which is obtained by the integral value Sqb2 on the previous integral correction value Σqb2 is then added each time if the calculation according to equation 1 performed becomes.

The Processing leaves thus, the calculation processing of the fuel injection correction amounts QiscON, QiscOFF1 and QiscOFF2 (S108). Accordingly, if in step S206, the second fuel injection correction amount QiscOFF2 is calculated when the clutch is off, the calculation processes the other two fuel injection correction amounts QissON and QissOFF1 not performed. Therefore, the two fuel injection correction amounts become QiscON and QiscOFF1 not tracked and the values that preceded the calculation of the second fuel injection correction amount When clutch QiscOFF2 is off, it will be continuous used.

If it is determined that the vehicle speed SPD is higher than the vehicle stop determination speed SPDstop (SPD> SPDstop) ("YES" in S204), then the calculation processing of the first clutch OFF time fuel injection correction amount QiscOFF1 is performed (S208). In the calculation processing of the first injection correction amount with the clutch QiscOFF1 off, using a map a1 in FIG 8th based on ΔNE (ΔNE = NEisc - NE) a proportional correction amount Qa1 determined. If ΔNE is less than "0" (ΔNE <"0"), then Qa1 is set to "0" (Qa1 = "0"). That is, the proportional correction amount Qa1 is set in accordance with the decrease amount of the engine speed NE with respect to the engine target speed NEIsc.

Then, using a map b1 in FIG 8th based on ΔNE an integral value Sqb1 determined. The increment of the proportional correction amount Qa1 with respect to ΔNE in the map a1 in FIG 8th is set to be smaller than the increment of the proportional correction amount Qa2 with respect to ΔNE in the map a1 of FIG 7 is. Similarly, the increment of the integral value Sqb1 with respect to ΔNE in the map is b1 in FIG 8th is set to be smaller than the increment of the integral value Sqb2 with respect to ΔNE in the map b1 of FIG 7 is.

Then, the clutch-off first fuel injection correction amount QiscOFF1 is calculated in accordance with the following Equation 2. QiscOFF ← Qa1 + ΣSqb1 (Equation 2)

Here is the integral correction amount ΣSqb1 Value obtained by adding the integral value Sqb1 to the previous one Integral correction amount ΣSqb1 each time is added, if the calculation according to equation 2 performed becomes (ΣSqb1 ← ΣSqb1 + Squb1).

Consequently the processing exists in the calculation processing of the fuel injection correction amounts QiscON, QiscOFF1 and QiscOFF2 (S108). Therefore, if the first Injection correction amount with clutch QiscOFF1 in Step S208 is calculated, the calculation processes of the others Fuel injection correction amounts QiscON and QiscOFF2 not performed. Accordingly, become the fuel injection correction amounts QiscON and QiscOFF2 are not tracked and the values that preceded the calculation of the first fuel injection correction amount When clutch QiscOFF1 has been calculated, it will be continuous used.

If it is determined in step S202 that the clutch switching state CLSW is the "ON" state (CLSW = "ON" (disengaged) ("NO" in S202), then the calculation processing of the clutch ON time fuel injection correction amount QiscON is performed (S210). In the calculation processing of the clutch ON fuel injection correction amount QiscON, using a map as shown in FIG 9 based on ΔNE (ΔNE = NEisc - NE) a proportional correction amount Qas determined. If ΔNE is less than "0" (ΔNE <"0"), Qas is set to "0" (Qas = "0"). That is, the proportional correction amount Qas is set according to the decreasing degree in the engine speed NE with respect to the engine target speed NEIsc.

Then, using a map bs in 9 based on ΔNE an integral value Sqbs determined. In addition, using a map cs in 9 based on the time change .DELTA.NE / dt of .DELTA.NE a differential correction amount Qcs determined. If the time change ΔNE / dt is less than "0" (ΔNE / dt <"0"), then the differential correction amount Qcs is set to "0" (Qcs = "0"). That is, the differential correction amount Qcs is set in accordance with the decreasing degree in the engine speed NE with respect to the engine target speed NEIsc.

The increment of the proportional correction amount Qas with respect to ΔNE in the map 9 is set to be larger than the increment of the proportional correction amount Qa2 with respect to ΔNE in the map a2 7 is. Similarly, the increment of the integral value Sqbs with respect to ΔNE in the map bs in FIG 9 set to be greater than the increment of the integral value Sqbs with respect to ΔNE in the map b2 7 is. Thus, the decrease in the engine speed NE with respect to the engine target speed NEIsc is strongly reflected at the proportional correction amount Qas and the integral value Sqbs.

Then, the clutch ON time fuel injection correction amount QiscON is calculated according to the following Equation 3. QiscON ← Qas + ΣSqbs + Qcs (Equation 3)

there is the integral correction value ΣSqbs a value that is obtained by the integral value Sqbs every time then added to the previous integral correction value ΣSqbs if the calculation is according to equation 3 performed becomes (ΣSqbs ← ΣSqbs + Sqbs). As mentioned above is in the calculation of the fuel injection correction amount with the clutch engaged, QiscON ΔNE at the proportional correction amount Qas and the integral value Sqbs compared with the calculation of the others both fuel injection correction amounts QiscOFF1 and QiscOFF2 strong reflected. This is the change in ΔNE in the fuel injection correction amount with QiscON turned on strongly reflected.

The Processing then ends the calculation processing of the fuel injection correction amounts QiscON, QiscOFF1 and QiscOFF2 (S108). Accordingly, if in step S210, the fuel injection correction amount is turned on Clutch QiscON is calculated, the calculation processes of other two fuel injection correction amounts QiscOFF1 and QiscOFF2 not carried out. Therefore, the two fuel injection correction amounts QiscOFF1 and QiscOFF2 not tracked and the values that preceded the calculation of the fuel injection correction amount When the clutch QiscON has been switched on, it will be continuous used.

Consequently at step S108, each of the fuel injection correction amounts QiscON, QiscOFF1 and QiscOFF2 calculated and tracked. That is, if the clutch engaged is and the vehicle is also at a standstill or quite driving slowly, then the second fuel injection correction amount becomes on Clutch QiscOFF2 tracked. When the clutch is engaged and the vehicle also runs at a speed that equal or higher is a predetermined speed, then the fuel injection correction amount becomes with the clutch QiscOFF1 switched off. When the clutch is disengaged, then the fuel injection correction amount becomes on Clutch QiscON tracked.

Everyone the fuel injection correction amounts QiscON, QiscOFF1 and QiscOFF2 and each of the integral correction amounts ΣSqb1, ΣSqb2, and ΣSqb3 becomes the initial one Adjust when the ignition is in the "ON" state, set to "0".

When the calculation processing of the fuel injection correction amounts QiscON, QiscOFF1, and QiscOFF2 (S108) is thus completed, the startup assistance correction amount reduction processing is performed (S110). The start assist correction amount reduction processing is shown in the flowcharts of FIG 4 and 5 shown. When the processing is started, it is initially determined whether the clutch switching state CLSW is the "OFF" state (CLSW = "OFF") (S302). For example, the vehicle is at a standstill when waiting at a traffic light at an intersection while the transmission is in the neutral state and the clutch is engaged. In this case, since the clutch switching state CLSW is the "OFF" state (CLSW = "OFF" (engaged)) ("YES" in S302), it is then determined whether the accelerator opening ACCP is "0" (%) means if the driver is the accelerator pedal 24 did not depressed (S304). When it is determined that the accelerator opening ACCP is "0"("YES" in S304), it is then determined whether the engine speed NE is equal to or higher than the engine target speed NEisc set in the state where the clutch switching state CLSW the "OFF" state is (CLSW = "OFF") (S306). If it is determined that the engine speed NE is equal to or higher than the engine target speed NEIsc (NE ≥ NEisc) ("YES" in S306), then it is determined whether the clutch OFF fuel injection correction amount QiscOFF is greater than "0" (mm ³ ) (QiscOFF>"0" (mm ³ )), that is, whether the increase amount correction has been performed by the clutch-OFF fuel injection correction amount QiscOFF (S308).

When the clutch OFF-set fuel injection correction amount QiscOFF is "0" (QiscOFF = "0") ("NO" in S308), it is then determined whether the clutch ON clutch fuel injection correction amount QiscON is greater than "0" (mm ³ ) (QiscON>"0" (mm ³ )), that is, whether the increase amount correction has been performed by the clutch ON time fuel injection correction amount QiscON (S312). Even if it is determined that the engine speed NE is lower than the engine target speed NEIsc (NE <NEisc) ("NO" in S308), then the determination is made in step S312.

When it is determined that the clutch on fuel injection correction amount QiscON is equal to "0" (QiscON = "0") ("NO" in S312), then the processing terminates the startup assistance correction amount reduction processing, returns to the processing in FIG 2 and the clutch OFF-set fuel injection correction amount QiscOFF is calculated based on the two fuel injection correction amounts QiscOFF1 and QiscOFF2 according to the following equation 4. QiscOFF ← QiscOFF1 + QiscOFF2 (Equation 4)

Next, based on the clutch off-fuel injection correction amount QiscOFF and the clutch-on fuel injection correction amount QiscON, a final fuel injection amount Qfin is calculated according to the following equation 5 (S114). Qfin ← MAX (Qbase1 + QiscON + QiscOFF, Qbase2) Equation 5)

Where MAX () is the operator for extracting the larger of the values in parentheses. The value of "Qbase1 + QiscON + QiscOFF" is indicated by the dashed line in 6 shown.

Thus, the processing ends temporarily. In an idling state, such as when waiting for the switching of the traffic light (CLSW = "OFF", ACCP = "0", SPD = "0"), the fuel injection amount adjustment is performed when the engine speed NE becomes lower than the engine target speed NEisc by calculating the second clutch OFF time fuel injection correction amount QiscOFF2 (S206 in FIG 3 ). As mentioned above, the increment for the calculation of the second clutch OFF-time fuel injection correction amount QiscOFF2 corresponding to .DELTA.NE is smaller than the increment for the clutch-ON-injection fuel injection correction amount calculation QiscON. Accordingly, the lag of the idle speed control can be prevented. However, the increment for calculating the second fuel injection control amount with the clutch QiscOFF2 off is greater than the increment for the calculation of the first fuel injection correction amount with the clutch QiscOFF1 off. Accordingly, the decrease of the engine speed NE when the vehicle is at a standstill in the idling state can be prevented with a quick response as compared with the case where the vehicle is traveling, and the stalling of the engine can be prevented more effectively.

In the above-mentioned state, the driver depresses the clutch pedal to ei to perform the idling start of the vehicle and the clutch switching state CLSW becomes the "ON" state (CLSW = "ON" (disengaged)) ("NO" in S302). In this case, when it is determined that the accelerator opening ACCP is equal to "0" (ACCP = "0") ("YES" in S318) and the load is not applied to the diesel engine during vehicle startup 2 and the engine speed NE is equal to or higher than the engine target speed NEisc (NE ≥ NEisc) ("NO" in S320), then a negative determination is made in step S312. Accordingly, the calculation of the clutch-off fuel injection correction amount QiscOFF is performed according to Equation 4 (S112) and the calculation of the final fuel injection amount Qfin according to Equation 5 (S114). In addition, the calculation processing of the clutch ON fuel injection correction amount QiscON (S210 in FIG 3 ) carried out. However, since the engine speed NE is not lower than the engine target speed NEIsc, the value is actually not increased.

Then, the transmission is changed to the first gear while the clutch switching state CLSW remains at "ON" (CLSW = "ON" (engaged)), the clutch is partially engaged, and during vehicle startup, a load is applied to the diesel engine 2 applied. Therefore, the engine speed NE is lower than the engine target speed NEIsc (NE <NEisc) ("YES") in S320). Thus, the calculation of the clutch OFF-set fuel injection correction amount QiscOFF is performed according to Equation 4 (S112) and the calculation of the final fuel injection amount Qfin according to Equation 5 (S114).

In the vehicle starting state where the clutch switch CLSW is in the "ON" state (CLSW = "ON" (disengaged)), the fuel injection amount adjustment that serves to make the engine speed NE substantially equal to the engine target speed NEisc becomes equal Value of the clutch ON time fuel injection correction amount QiscON performed by performing step S210 (FIG. 3 ). As mentioned above, the increment for calculating the clutch ON fuel injection correction amount QiscON with respect to .DELTA.NE is greater than the increases for the first clutch OFFup injection correction amount calculation QiscOFF1 and the second clutch extended fuel injection correction amount QiscOFF2. In addition, since the differential correction amount Qcs is added, the clutch ON time fuel injection correction amount QiscON rapidly increases and decreases from the diesel engine 2 For example, the satisfactory output can be generated to cope with the load during vehicle startup. Even if the increment for calculating the clutch-on fuel injection correction amount QiscON is large, the output control is hard to lag because the clutch-ON fuel injection correction amount QiscON is used to cope with the load during vehicle startup.

If the clutch by the clutch pedal operation performed by the driver from the partially engaged Condition to the complete state changed is, then the clutch switching state CLSW is changed to the "OFF" state (CLSW = "OFF") ("YES" in S302). Then it will be determines whether the accelerator opening ACCP is "0", d. h., Whether the driver is the acceleration mode performs (S304).

There in this case, the idling start is performed, d. h., the driver does not perform the acceleration operation (ACCP = "0") ("YES" in S304), then becomes the determination in step S306 is performed. If it is determined that the engine speed NE is equal to or higher than the engine target speed NEisc is (NE ≥ NEisc) ("YES" in S306) and further the fuel injection correction amount when the clutch is off QiscOFF is "0" (QiscOFF = "0") ("NO" in S308), or if it is determined that the engine speed NE is lower than the engine target speed NEisc is (NE <NEisc) ("NO" in FIG S306), it is then determined whether the fuel injection correction amount when clutch QiscON is greater than "0" (QiscON> "0") (S312). In this case, the fuel injection correction amount has with the clutch QiscON switched on during the last vehicle start rapidly increased. Accordingly, the fuel injection correction amount when clutch QiscON is higher than "0" ("YES" in S312), the attenuation process the fuel injection correction amount with the clutch engaged QiscON performed (S314).

The attenuation processing of the clutch ON fuel injection correction amount QiscON is performed to gradually decrease the clutch ON fuel injection correction amount QiscON from a value larger than "0" to "0". More specifically, the processing for subtracting a predetermined amount from the clutch ON time fuel injection correction amount QiscON is performed every control cycle of the fuel injection amount control processing until QiscON becomes "0". The processing for subtracting the predetermined amount from the clutch ON time fuel injection correction amount QiscON may be performed periodically until QiscON becomes "0". In addition, instead of subtracting the predetermined amount from the clutch ON fuel injection correction amount Qis The following processing can be performed. In this processing, the attenuation coefficient smaller than "1" is multiplied by the clutch ON time fuel injection correction amount QiscON, and when the clutch ON time fuel injection correction amount QiscON comes close to "0" to a certain degree, then the attenuation processing becomes less than Assuming that QiscON is equal to "0" (QiscON = "0").

Then become the calculation of the fuel injection correction amount deactivated clutch QiscOFF according to equation 4 (S112) and the calculation of the final Fuel injection amount Qfin performed according to equation 5 (S114) and the processing ends temporarily. When the accelerator opening ACCP is continuously "0" (ACCP = "0") ("YES" in S304), then drive attenuation process the fuel injection correction amount with the clutch engaged QiscON (S304) continues while QiscON is greater than "0" (QISCON> "0") ("YES" in S312).

When the clutch ON time fuel injection correction amount QiscON has been attenuated after the vehicle start, the second clutch OFF fuel injection correction amount QiscOFF2 is tracked (S206) as long as an affirmative determination in step S202 of FIG 3 is made and the vehicle speed SPD is "0"("NO" in S204). If the vehicle speed SPD is higher than "0"("YES" in S204), then the clutch ON time fuel injection correction amount QiscOFF1 is updated (S208). Accordingly, when the engine speed NE is lower than the engine target speed NEisc, the clutch off-set fuel injection correction amount QiscOFF is increased in place of the on-gear correction amount clutch QiscON, and stalling of the engine can be prevented.

Meanwhile, the driver depresses the clutch pedal to make the clutch switching state CLSW to the "ON" state (CLSW = "ON") ("NO" in S302), and then presses the accelerator pedal 24 down to start or start the vehicle. In this case ("NO" in S318), it is then determined whether the value of "Qbase1 + QiscON + QiscOFF1 + QiscOFF2" is greater than Qbase2 (S322). That is, it is determined whether the value of "Qbase1 + QiscON + QiscOFF" is extracted in step S114 when the current fuel injection amounts Qbase1 and Qbase2 and the fuel injection correction amounts QiscOFF, QiscOFF1 and QiscOFF2 are used.

If it is determined that the value of "Qbase1 + QiscON + QiscOFF1 + QiscOFF2" is greater than Qbase2 is ("YES" in S322), then you have to the value of "Qbase1 + QiscON + QiscOFF "as the final one Fuel injection amount Qfin are used. In this case become the calculation of the fuel injection correction amount deactivated clutch QiscOFF according to equation 4 (S112) and the calculation of the final Fuel injection amount Qfin according to equation 5 (S114) performed, and the Processing ends temporarily. Thus, the value of "Qbase1 + QiscON + QiscOFF "as the final one Fuel injection amount Qfin used.

Since the clutch switching state CLSW at this time is the "ON" state "CLSW =" ON ") (" NO "in S202 in FIG 3 ), the clutch ON time fuel injection correction amount QiscON increases particularly due to a large increase during the time of the partial clutch engagement.

When the clutch is fully engaged and the clutch switching state CLSW is changed to the "OFF" state (CLSW = "OFF") ("YES" in S302), it is determined whether or not the value of "Qbase1 + QiscON + QiscOFF1 + QiscOFF2" is greater than Qbase2 (S316) because the accelerator opening ACCP is greater than "0"(ACCP>"0")("NO" in S304). The determination is the same as that in step S322 ( 5 ). If it is determined that the value of "Qbase1 + QiscON + QiscOFF1 + QiscOFF2" is larger than Qbase2 ("YES" in S318), then the calculation according to Equation 4 (S112) and the calculation according to Equation 5 (S114) are performed and the processing ends more temporarily. Thus, the value of "Qbase1 + QiscON + QiscOFF" is used as the final fuel injection amount Qfin.

When the clutch switching state CLSW is the "OFF" state (CLSW = "OFF") ("YES" in S202 of FIG 3 ) and the vehicle travels at a fairly low speed and the vehicle speed SPD when detected by the vehicle speed sensor 46 is equal to "0" (SPD = "0") ("NO" in S204), then the second fuel injection correction amount when the clutch QiscOFF2 is off is calculated (S206). However, the second fuel injection correction amount when the clutch QiscOFF2 is off is not actually increased because the clutch ON time fuel injection correction amount QiscON is sufficiently large. Then, when the vehicle speed becomes greater than "0"("YES" in S204), the first clutch OFF time fuel injection correction amount QiscOFF1 is calculated (S208), the increment of which is the smallest. However, even in this case, since the clutch ON time fuel injection correction amount QiscON is sufficiently large, the first fuel injection correction amount becomes Off clutch QiscOFF1 actually not increased.

The driver presses the accelerator pedal 24 the engine speed NE increases, and the value of "Qbase1 + QiscON + QiscOFF1 + QiscOFF2" is equal to or less than Qbase2 ("NO" in S316). At this time, the engine speed NE is higher than the engine target speed NEisc ("YES" in S306). Therefore, when the clutch-off fuel injection correction amount QiscOFF is greater than "0"("YES" in S308), the attenuation processing of the clutch-off fuel injection correction amount QiscOFF is performed (S310). The attenuation processing is the same as the attenuation processing of the clutch ON time fuel injection correction amount QiscON (S314).

There the fuel injection correction amount with clutch on QiscON is greater than "0" ("YES" in S312), the attenuation processing of the Fuel injection correction amount with the clutch engaged QiscON performed (S314). Then, the calculation according to Equation 4 (S112) and the Calculation according to equation 5 (S114) and the process ends temporarily.

If the fuel injection correction amount when the clutch is off QiscOFF equals "0" (QiscOFF = "0") ("NO" in S308), then becomes the attenuation processing of the injection correction amount when the clutch QiscOFF is OFF stopped (S310). On similar Way becomes when the fuel injection correction amount at clutch QiscON is equal to "0" (QiscON = "0") ("NO" in S312), the attenuation processing of Fuel injection correction amount with the clutch engaged QiscON (S314) stopped.

If the accelerator opening ACCP is changed from a value greater than "0" to "0" ("YES" in S304) as long as the engine speed NE is equal to or greater than the engine target speed NEisc is (NE ≥ NEisc) ("YES" in S306) and the Fuel injection correction amount when the clutch is off QiscOFF is greater than "0" (QiscOFF> "0") ("YES" in S308), then the attenuation process of the fuel injection correction amount with the clutch QiscOFF OFF (S310) performed continuously. Likewise, the attenuation processing becomes the fuel injection correction amount with the clutch engaged QiscON (S314) is continuously performed as long as the fuel injection correction amount when clutch QiscON is greater than "0" (QiscON> "0") ("YES" in S312).

An example of the processing by the above-described fuel injection amount control processing (FIG. 2 to 5 ) is in the time chart of 10 and 11 shown. 10 shows the case of the idling start. 11 shows the case in which the vehicle starts from a standstill while the driver the accelerator pedal 24 depresses.

In the case of 10 At time t1, the vehicle is at a standstill waiting for the traffic light to switch while the transmission is in the neutral state and the clutch is engaged. Therefore, until time t1, the calculation of the second fuel injection correction amount QiscOFF2 with the clutch OFF (S206) is performed, and the calculation processes of the other fuel injection correction amounts QiscON and QiscOFF1 are stopped. Then, the clutch is disengaged at time t1 to let the vehicle start from a standstill and the transmission is shifted to the first gear. From time t1, the calculation of the clutch ON time fuel injection correction amount QiscON is performed (S210) whose amplification factor is large, and the calculation processes of the other fuel injection correction amounts QiscOFF1 and QiscOFF2 are stopped. Therefore, the clutch ON time fuel injection correction amount QiscON is increased with an increase in the engine target speed NEisc, and the actual engine speed NE becomes substantially equal to the engine target speed NEisc at a quick response.

Since the operation for engaging the clutch is started at the time t2, the on the diesel engine 2 increasing rotational load increases and the engine speed NE decreases from the time t2 of the engine target speed NEisc. However, since the clutch ON time fuel injection correction amount QiscON is increased with a quick response, the starting assist correction amount "QiscON + QiscOFF" is rapidly increased, and the engine speed NE comes close to the engine target speed NEisc. As a result of such an increase in the starting assistance correction amount, stalling of the engine during startup of the vehicle is prevented, and the vehicle can easily start from a standstill.

Then, the vehicle starts to run, the clutch is fully engaged at time t3, and the clutch switching state CLSW is changed to the "OFF" state, at which time, the vehicle speed sensor 46 recorded vehicle speed SPD is still equal to "0". Therefore, the calculation of the Fuel injection correction amount with clutch ON QiscON stopped (S210 in 3 and processing proceeds to the calculation of the second clutch OFF fuel injection correction amount QisOFF2 (S206). Further, because the accelerator pedal 24 is not depressed at time t3 (ACCP = "0"), the attenuation of the clutch ON fuel injection correction amount QiscON is immediately started (S314 in FIG 4 ). Then, the vehicle speed SPD becomes higher than "0"(SPD>"0") at time t4. Therefore, the calculation of the second clutch OFF-time fuel injection correction amount QiscOFF2 (S206) is stopped, and the calculation of the first clutch-OFF fuel injection correction amount QiscOFF1 (S208) is started.

Then, the attenuation of the clutch ON time fuel injection correction amount QiscON (S314) is stopped because the clutch ON time fuel injection correction amount QiscON becomes "0" at time t5 ("NO" in S312 of FIG 4 ).

Then, at time t6, the accelerator pedal becomes 24 depressed ("NO" in S304), the engine speed NE continues to increase, and the vehicle speed SPD increases with the increase of the engine speed NE. However, as long as it is determined that the engine rotation speed is in the low rotation speed region ("YES" in S316), the weakening process of the clutch OFFup fuel injection correction amount QiscOFF (S310) is not performed (time t6 to time t7). When the engine speed due to the increase in the engine speed NE enters the middle / high speed range ("NO" in S316), the engine speed NE is equal to or higher than the engine target speed NEisc (NE ≥ NEisc) ("YES" in S306) and the fuel injection correction amount when clutch is off QiscOFF is greater than "0"(QiscOFF>"0")("YES" in S308). Therefore, the attenuation of the clutch cutoff fuel injection correction amount QiscOFF (S310) is performed (time t7 to time t8).

In the case of 11 is the state until the engagement of the clutch is started (time t12), the same as that until time t2 in FIG 10 , In 11 Therefore, even if the clutch switching state CLSW is at the "OFF" state (t13) at time t14, the accelerator pedal is depressed before the clutch switching state CLSW is changed to the "OFF" state (CLSW = "OFF"). CLSW = "OFF") is changed ("YES" in S302 of FIG 4 ), the accelerator opening ACCP is greater than "0"(ACCP>"0")("NO" in S304), and the engine speed is still in the low speed range ("YES" in S316). Therefore, the attenuation of the clutch ON fuel injection correction amount QiscON (S314) is not started. Accordingly, the value of the clutch ON time fuel injection correction amount QiscON is continuously used, and also the clutch ON time fuel injection correction amount QiscOFF is continuously used.

When the engine speed enters the middle / high speed range ("NO" in S316) or when the accelerator pedal 24 is fully released ("YES" in S304), the attenuation of the clutch ON time fuel injection correction amount QiscON and the clutch OFF fuel injection correction amount QiscOFF is performed (time t15 to time t16). Therefore, in this case, a high acceleration performance can be obtained as compared with the case where the attenuation of the clutch ON fuel injection correction amount QiscON is promptly started after the vehicle is started, as shown by a dotted line.

In the above-mentioned configuration, the engine operating range is divided into three areas. That is, the operating range in which the clutch state CLSW is the "OFF" state (CLSW = "OFF") and the vehicle speed SPD is "0" (SPD = "0") corresponds to a first range in which the vehicle The operating range in which the clutch state CLSW is in the "ON" state (CLSW = "ON") corresponds to a second range in which the vehicle starts from a standstill. The operating range in which the clutch switching state CLSW is in the "OFF" state (CLSW = "OFF") and the vehicle speed SPD is higher than "0"(SPD>"0") corresponds to a third range other than that of Each of the first clutch OFF-period fuel injection correction amount QiscOFF1, the second clutch OFF-set fuel injection correction amount QiscOFF2 and the clutch ON-time fuel injection correction amount QiscON correspond to the range output correction amount The value of "QiscON + QiscOFF" corresponds to the total amount Steps S108, S112 and S114 in the fuel injection amount control processing (FIGS. 2 to 5 ) corresponds to the processing as the output correcting means, and step S110 corresponds to the processing as the output correcting amount attenuating means.

• (a) Die Kraftstoffeinspritzkorrekturbeträge QiscON, QiscOFF1 und QiscOFF2 sind jeweils den entsprechenden Brennkraftmaschinenbetriebsbereichen zugeordnet, sie sind Gegenstand der Berechnung und sie werden jeweils nachgeführt. Jedoch wird die Startunterstützungskorrektur selbst in allen Bereichen unter Verwendung des Gesamtbetrags aller Kraftstoffeinspritzkorrekturbeträge QiscON, QiscOFF1 und QiscOFF2 durchgeführt.

According to the first embodiment, the following effects can be obtained.

• (a) The fuel injection correction amounts QiscON, QiscOFF1, and QiscOFF2 are respectively assigned to the respective engine operating ranges, they are subject to the calculation, and they are updated each time. However, the start assist correction is performed even in all areas by using the total of all the fuel injection correction amounts QiscON, QiscOFF1, and QiscOFF2.

Therefore even if the engine operating range during the Starting the vehicle or immediately after starting the vehicle changed by adding up the injection correction amounts QiscON, QiscOFF1 and QiscOFF2 always relate and reflect on each other the start assist correction.

Further, the gain for calculating each of the fuel injection correction amounts QiscON, QiscOFF1, and QiscOFF2 is changed to appropriate values to correspond to each of the engine operating ranges. Thus, the operating state of the diesel engine becomes 2 is reflected at the fuel injection correction amounts QiscON, QiscOFF1 and QiscOFF2 with a responsiveness suitable for each of the engine operating ranges. Accordingly, even if the engine operating region is changed, the starting assist correction can be performed immediately with a response suitable for the new engine operating state region.

• (b) Der Zuwachs zum Berechnen des Kraftstoffeinspritzkorrekturbetrags bei eingeschalteter Kupplung QiscON wird unter den Zuwächsen zum Berechnen der Kraftstoffeinspritzkorrekturbeträge auf den größten Wert festgelegt. Während des Startens des Fahrzeugs findet eine plötzliche Zunahme der an der Dieselkraftmaschine 2 anliegenden Last statt. Daher kann durch Festlegen des Zuwachses zur Berechnung des Kraftstoffeinspritzkorrekturbetrags bei eingeschalteter Kupplung QiscON verglichen mit den Zuwächsen zum Berechnen der anderen Kraftstoffeinspritzkorrekturbeträge QiscOFF1 und QiscOFF2 auf einen großen Wert der Kraftstoffeinspritzkorrekturbetrag bei eingeschalteter Kupplung QiscON mit einem guten Ansprechverhalten erhöht werden, um mit der Lastzunahme beim Starten des Fahrzeugs von einem Stillstand fertig zu werden. Im Ergebnis ändert sich der Gesamtbetrag der Kraftstoffeinspritzkorrekturbeträge QiscON, QiscOFF1 und QiscOFF2 mit einem guten Ansprechverhalten und eine geeignete Startunterstützungskorrektur kann auf Grundlage des Gesamtbetrags durchgeführt werden.

Thus, it is possible to prevent fluctuations in the engine speed NE and the vehicle speed SPD from changing the engine operating range during starting of the vehicle or immediately after starting the vehicle, and to minimize the driver's perceived discomfort.

• (b) The increment for calculating the clutch ON fuel injection correction amount QiscON is set to the largest value among the gains for calculating the fuel injection correction amounts. During the starting of the vehicle finds a sudden increase in the diesel engine 2 applied load instead. Therefore, by setting the increment to calculate the clutch ON fuel injection correction amount QiscON compared with the gains for calculating the other fuel injection correction amounts QiscOFF1 and QiscOFF2 to a large value, the clutch ON time fuel injection correction amount QiscON can be increased with a good response to cope with the load increase at the start of the clutch Vehicle to cope from a standstill. As a result, the total amount of the fuel injection correction amounts QiscON, QiscOFF1, and QiscOFF2 changes with a good response, and a suitable starting assistance correction can be performed based on the total amount.

Further take the gains for calculating the fuel injection correction amounts when turned off Clutch QiscOFF1 and QiscOFF2 off when the engine operating range from the area where the vehicle starts from a standstill, changed to another area. Therefore, you can Problems, such as the lagging of the output, can be prevented and the engine speed NE and the vehicle speed SPD are stabilized.

• (c) Ferner ist der Zuwachs für den Betriebsbereich, in dem sich der Kupplungsschalter CLSW im ausgeschalteten Zustand befindet (CLSW = "AUS") und die Fahrzeuggeschwindigkeit SPD höher als "0" ist (SPD > "0") kleiner als der Zuwachs für den Betriebsbereich, in dem sich der Kupplungsschalter CLSW in dem „AUS"-Zustand befindet (CLSW = "AUS") und die Fahrzeuggeschwindigkeit SPD gleich "0" ist (SPD = "0"). In dem Bereich, in dem der Kupplungsschalter CLSW sich in dem „AUS"-Zustand befindet (CLSW = "AUS") und die Fahrzeuggeschwindigkeit SPD höher als "0" ist (SPD > "0"), fährt das Fahrzeug normal und die Kraftmaschinendrehzahl NE nimmt nicht einfach ab. Wenn der Beschleunigungsbetrieb nicht durchgeführt wird, ist es erforderlich, das Fahrzeug stabil laufen zu lassen. Daher ist es möglich, eine Schwankung in der Kraftmaschinendrehzahl NE und der Fahrzeuggeschwindigkeit SPD zu verhindern, indem der Zuwachs des Betriebsbereichs, in dem sich der Kupplungsschaltzustand CLSW in dem „AUS"-Zustand befindet (CLSW = "AUS") und die Fahrzeuggeschwindigkeit SPD höher als "0" ist (SPD > "0") größer als der Zuwachs für den Betriebsbereich gemacht wird, in dem sich der Kupplungsschaltzustand CLSW in dem „AUS"-Zustand (CLSW = "AUS") befindet und die Fahrzeuggeschwindigkeit SPD gleich "0" ist (SPD = "0").
• (d) In dem Fall, in dem die Kraftstoffeinspritzkorrekturbeträge QiscON, QiscOFF1 und QiscOFF2 auf große Werte festgelegt sind, wenn die Startunterstützungskorrektur nochmals durchgeführt wird, kann die Kraftmaschinendrehzahl NE schnell zunehmen. Daher ist es wünschenswert, die Kraftstoffeinspritzkorrekturbeträge QiscON, QiscOFF1 und QiscOFF2, die als Startunterstützung unnötig geworden sind, im Vorfeld abzuschwächen, um das durch den Fahrer wahrgenommene unangenehme Gefühl zu minimieren. Falls die Kraftstoffeinspritzkorrekturbeträge QiscON, QiscOFF1 und QiscOFF2 jedoch verringert sind, wenn eine Nachfrage zur Beschleunigung besteht, kann der Fahrer während des Beschleunigungsbetriebs eine Unzulänglichkeit in der Beschleunigungsleistung verspüren. Falls zudem in dem Brennkraftmaschinenbetriebsbereich, in dem die Startunterstützungskorrektur durchgeführt wird, die Kraftstoffeinspritzkorrekturbeträge QiscON, QiscOFF1 und QiscOFF2 verringert sind, können die Kraftmaschinendrehzahl NE und die Fahrzeuggeschwindigkeit SPD instabil werden.

Thus, it is possible to prevent a fluctuation in the engine speed NE and the vehicle speed SPD from changing the engine operating range during starting of the vehicle or immediately after starting the vehicle, and to minimize the driver's perceived discomfort.

• (c) Further, the increase for the operating region where the clutch switch CLSW is in the off state (CLSW = "OFF") and the vehicle speed SPD is higher than "0"(SPD>"0") is smaller than the increase for the operating range in which the clutch switch CLSW is in the "OFF" state (CLSW = "OFF") and the vehicle speed SPD is "0" (SPD = "0") In the area where the clutch switch CLSW is in the "OFF" state (CLSW = "OFF") and the vehicle speed SPD is higher than "0"(SPD>"0"), the vehicle is running normally and the engine speed NE does not simply decrease. When the acceleration operation is not performed, it is necessary to make the vehicle run stably. Therefore, it is possible to prevent a fluctuation in the engine speed NE and the vehicle speed SPD by increasing the operating range in which the clutch switching state CLSW is in the "OFF" state (CLSW = "OFF") and the vehicle speed SPD as "0", (SPD>"0") is made larger than the increase for the operating range in which the clutch switching state CLSW is in the "OFF" state (CLSW = "OFF") and the vehicle speed SPD is equal to "0 "is (SPD =" 0 ").
• (d) In the case where the fuel injection correction amounts QiscON, QiscOFF1 and QiscOFF2 are set to large values when the start support correction is performed again, the engine speed NE can increase rapidly. Therefore, it is desirable to pre-attenuate the fuel injection correction amounts QiscON, QiscOFF1, and QiscOFF2, which have become unnecessary as starting assistance, in order to minimize the driver's perceived unpleasant feeling. However, if the fuel injection correction amounts QiscON, QiscOFF1, and QiscOFF2 are decreased, if there is a demand for acceleration, the driver may feel an insufficiency in the acceleration performance during the acceleration operation. In addition, in the internal combustion engine operating region where the starting assist correction is performed, if the fuel injection correction amounts QiscON, QiscOFF1, and QiscOFF2 are decreased, the engine speed NE and the vehicle speed SPD may become unstable.

In the state in which no acceleration request is made ("YES" in S304, "YES" in S318) or in the engine operating region in which the starting assist correction not done becomes ("NO" in S316, "NO" in S322), the Processing to mitigate the fuel injection correction amounts QiscON and QiscOFF, the as the startup support unnecessary have been performed become. Thus, the perceived by the driver unpleasant feeling effectively minimized.

In the second embodiment, instead of the fuel injection amount correction processing according to the first embodiment (FIG. 2 to 5 ) the processing in 12 to 15 carried out. In the in 12 to 15 In the processing shown, the operation range in which the clutch switching state CLSW is the "ON" state becomes "0" depending on whether the vehicle speed SPD is greater than "0"(SPD>"0") or the vehicle speed SPD (" SPD = "0") divided into two areas. Thus, the clutch ON fuel injection correction amount becomes the first clutch ON time fuel injection correction amount QiscON1 calculated when the clutch switching state CLSW is the "ON" state (CLSW = "ON") and the vehicle speed SPD is greater than "0" (FIG. SPD>"0"), and the second clutch ON time fuel injection correction amount QiscON2 is calculated, which is calculated when the clutch switching state CLSW is the "ON" state (CLSW = "ON") and the vehicle speed SPD is "0" ( SPD = "0").

In 12 For example, steps S402 to S406, S412 and S414 each have the same processings as steps S102 to S106, S112 and S114 in FIG 2 , Steps S408 to S411 are from steps S108 to S110 in FIG 2 differently.

The calculation processing of the fuel injection correction amounts QiscON1, QiscON2, QiscOFF1 and QiscOFF2 (S408) will be described. The details of the processing are shown in the flowchart of FIG 13 shown. Steps S502 to S508 are the same processings as steps S202 to S208 in FIG 3 , In 13 Then, when the clutch switching state CLSW is the "ON" state ("NO" in S520) and the vehicle is running ("YES" in S510), the first clutch ON time fuel injection correction amount QiscON1 is calculated (S514). When the vehicle is at a standstill ("NO" in S510), the second clutch ON time fuel injection correction amount QiscON2 is calculated (S512).

Now, the startup assistance correction amount reduction processing (S410) will be described. The details of the processing are shown in the flowcharts of 14 and 15 shown. Steps S602 to S614, S618 and S620 are the same processings as in steps S302 to S314, S318 and S320 in FIG 4 and 5 , In 14 and 15 is determined in steps S616 and S622 based on whether the value of "Qbase1 + QiscON1 + QiscON2 + QiscOFF1 + QiscOFF2" is greater than Qbase2, determines whether the engine speed is in the low speed range.

In step S411 of FIG 12 For example, the clutch ON time fuel injection correction amount QiscON is calculated based on the two fuel injection correction amounts QiscON1 and QiscON2 according to the following equation 6. QiscON ← QiscON1 + QiscON2 (Equation 6)

The first clutch OFF fuel injection correction amount QiscOFF1 is calculated using the map which is the same as that in FIG 8th The map shown in the first embodiment is. The second clutch OFF fuel injection correction amount QiscOFF2 is calculated using the map which is the same as that in FIG 7 The map shown in the first embodiment is. The map for calculating the first clutch ON time fuel injection correction amount QiscON1 is the same as that in FIG 9 The map shown in the first embodiment. As in 9 3, three maps are used to calculate the second clutch ON time fuel injection correction amount QiscON2. The maps corresponding to the maps as and bs are set so that increases that can be obtained larger than those of 9 are.

The is called, the gain for ΔNE of the second fuel injection correction amount with the clutch engaged QiscON2 is the largest. The gains for ΔNE are so set to become smaller, with the increment of the second Fuel injection correction amount with clutch QiscON2 switched on the biggest one is, the first fuel injection correction amount when turned on Clutch QiscON1 less than the increment of the second fuel injection correction amount with clutch ON, QiscON2 is that of the second fuel injection correction amount with the clutch QiscOFF2 off, less than the fuel injection correction amount with clutch ON QiscON1 and that of the first fuel injection correction amount when the clutch is off, QiscOFF1 is smaller than the second one Fuel injection correction amount with clutch off QiscOFF2 is.

An example of the processing by the above-mentioned fuel injection amount control processes ( 12 to 15 ) is in the time chart of 16 and 17 shown. 16 shows the case of the idling start. 17 shows the case in which the vehicle starts from a standstill while the driver is the accelerator pedal 24 depresses.

In the case of 16 At time t31, the clutch switching state CLSW is the "OFF" state (CLSW = "OFF") ("YES" in S502 in FIG 13 ) and the vehicle speed SPD is equal to "0" (SPD = "0") ("NO" in S504). Accordingly, the calculation of the second fuel injection correction amount when the clutch QiscOFF2 is turned off is performed (S506). The calculation processes of the other fuel injection correction amounts QiscON1, QiscON2 and QiscOFF1 are stopped. Then, the clutch for disengaging is disengaged at time t31. From the time t31, the calculation of the second clutch ON time fuel injection correction amount QiscON2 whose increase is the largest is performed, and the computation processings of the other fuel injection correction amounts QiscON1, QiscOFF1, and QiscOFF2 are stopped.

By starting the operation for engaging the clutch to perform the idling start, starting from the time t32, that on the diesel engine increases 2 applied load rapidly and the engine speed NE decreases from the engine target speed NEisc. However, since the second clutch ON time fuel injection correction amount QiscON2 increases with good responsiveness, the boost assistance correction amount "QiscON + QiscOFF" increases rapidly, and the engine speed NE comes close to the engine target speed NEisc. As a result of such a rapid increase in the start assist correction amount "QiscON + QiscOFF", stalling of the engine is prevented and the vehicle can easily start from a standstill.

As a result, by the vehicle speed sensor 46 After the detection is made, the vehicle speed SPD is higher than the vehicle stop determination speed SPDstop at time t33 ("YES" in S510) 13 ), then instead of the second clutch ON time fuel injection correction amount QiscON2, the first clutch ON time fuel injection correction amount QiscON1 is calculated. In the calculation of the first clutch ON time fuel injection correction amount QiscON1, a gain having a relatively good response is used. However, the increment for the calculation of QiscON1 is smaller than the increment for the calculation of the second clutch ON time fuel injection correction amount QiscON2. Accordingly, the increase of the start assist correction amount slows down to a certain degree.

When the clutch is fully engaged and the clutch switching state CLSW is changed to the "off" state at time t34, then the first clutch injection amount correction value QiscON1 is stopped and the processing proceeds to calculate the first clutch cutoff fuel injection correction amount QiscOFF1 (S508 out 13 ). Because the accelerator pedal 24 is not depressed at time t34 (ACCP = "0"), the attenuation of the clutch ON fuel injection correction amount QiscON (S614 is off 14 ) started immediately. Then, the first clutch ON time fuel injection correction amount QiscON becomes "0" at time t36. At the time t35, a decrease in the engine speed NE due to the increase of the first clutch ON time fuel injection correction amount QiscOFF is prevented.

At time t37, the accelerator pedal becomes 24 depressed, the engine speed NE continues to increase, and the vehicle speed SPD increases with the increase in the engine speed NE. When the engine speed reaches the middle / high speed range ("ON" in S616: t38), then the engine speed NE is equal to or higher than the engine target speed NEisc (NE ≥ NEisc) ("YES" in S606). Therefore, as long as the clutch off-set fuel injection correction amount QiscOFF is greater than "0"("YES" in S608), the attenuation of the fuel injection correction amount is turned off clutch QiscOFF (S610) (t38 to t39).

In the case of 17 is the state until the engagement of the clutch is started (time t42), the same as until the time t32 in FIG 16 , In 17 becomes the accelerator pedal 24 depressed before the clutch switching state CLSW is changed to the "OFF" state (time t43). Therefore, even if the clutch switching state CLSW is changed to the "OFF" state (CLSW = "OFF") at time t45 ("YES" in S602 in FIG 14 ) the accelerator opening ACCP is greater than "0"(ACCP>"0")("NO" in S604). Since the engine speed is still in the low speed range ("YES" in S616), the attenuation of the clutch ON time fuel injection correction amount QiscON (S614) is not started. Accordingly, the value of the clutch ON time fuel injection correction amount QiscON is continuously changed, and the value of the clutch OFF fuel injection correction amount QiscOFF is also used continuously.

When the engine speed enters the middle / high speed range ("NO" in S616) or when the accelerator pedal 24 is fully released ("YES" in S604), then the attenuation of the clutch ON time fuel injection correction amount QiscON and the clutch OFF fuel injection correction amount QiscOFF is performed (t47 to t48). Therefore, in this case, the acceleration performance is improved as compared with the case where the attenuation of QiscON is started immediately after engagement of the clutch, as shown by a broken line.

at the aforementioned Configuration is the engine operating range in four ranges divided. The operating range in which the clutch switching state CLSW is the "OFF" state (CLSW = "OFF") and the vehicle speed SPD equals "0" (SPD = "0") corresponds to the first range. Of the Operating range in which the clutch switching state CLSW is the "ON" state (CLSW = "ON") and the vehicle speed SPD equal to "0" (SPD = "0") corresponds to the second range. Of the Operating range in which the clutch switching state CLSW is the "ON" state (CLSW = "ON") and the vehicle speed SPD is higher than "0" (SPD> "0") is the same third area. The operating range in which the clutch switching state CLSW is the "OFF" state (CLSW = "OFF") and the vehicle speed SPD higher is "0" (SPD> "0") corresponds to the fourth area.

Everyone from the first fuel injection correction amount when turned off Clutch QiscOFF1, second fuel injection correction amount deactivated clutch QiscOFF2, the first fuel injection correction amount with the clutch QiscON1 and the second fuel injection correction amount when clutch QiscON2 is on corresponds to the range output correction amount. The value of "QiscON + QisOFF "corresponds to the Total amount of the area output correction amounts.

Steps S408, S411, S412 and S414 in the fuel injection amount control processing of " 12 to 15 The step S410 corresponds to the processing as the output correction amount attenuator.

• (a) Die Wirkungen (a) bis (d) gemäß dem ersten Ausführungsbeispiel können erhalten werden.
• (b) Zu Beginn des Startens des Fahrzeugs wird die Kraftmaschinenausgabe abrupt mit dem größten Zuwachs für den zweiten Kraftstoffeinspritzkorrekturbetrag bei eingeschalteter Kupplung QiscON2 erhöht, um die abrupte Zunahme der Last während des Startens des Fahrzeugs zu bewältigen. Dann wird die abrupte Zunahme in der Kraftmaschinenausgabe durch Verringern des Zuwachses verlangsamt. Dementsprechend kann eine unnötige Zunahme in der Fahrzeuggeschwindigkeit nach dem Starten des Fahrzeugs verhindert werden und das durch den Fahrer empfundene unangenehme Gefühl kann ebenso nach dem Starten des Fahrzeugs minimiert werden.

According to the second embodiment, the following effects can be obtained.

• (a) The effects (a) to (d) according to the first embodiment can be obtained.
• (b) At the start of the starting of the vehicle, the engine output is abruptly increased with the largest increase for the second clutch ON time fuel injection correction amount QiscON2 to cope with the abrupt increase of the load during the starting of the vehicle. Then, the abrupt increase in engine output is slowed down by decreasing the gain. Accordingly, an unnecessary increase in the vehicle speed after starting the vehicle can be prevented, and the unpleasant feeling felt by the driver can also be minimized after starting the vehicle.

• (a) Die Kraftstoffeinspritzkorrekturbeträge QiscOFF1, QiscOFF2 und QiscON des ersten Ausführungsbeispiels und die Kraftstoffeinspritzkorrekturbeträge QiscOFF1, QiscOFF2, QiscON1 und QiscON2 des zweiten Ausführungsbeispiels werden unter Verwendung des Kennfelds erhalten. Jedoch können anstelle der Verwendung des Kennfelds die Kraftstoffeinspritzkorrekturbeträge gemäß der Gleichung erhalten werden, die durch die Zuwächse aufgestellt wird, von denen jeder dem Brennkraftmaschinenbetriebsbereich entspricht. Zudem können die Kraftstoffeinspritzkorrekturbeträge unter Verwendung sowohl des Kennfelds als auch der Gleichung errechnet werden.
• (b) In den vorstehend erwähnten Ausführungsbeispielen wird die Kupplung durch den Fahrer betätigt. Jedoch kann die Erfindung auf den Fall einer Automatikkupplung angewendet werden, bei der die Kupplung während des Startens des Fahrzeugs oder des Schaltens automatisch ein-/ausgerückt wird.
• (c) In den vorgenannten Ausführungsbeispielen wird als die Brennkraftmaschine die Dieselkraftmaschine verwendet. Jedoch kann die Erfindung auf den Fall angewendet werden, in dem ein Ottomotor verwendet wird. Wenn in dem Fall des Ottomotors eine gleichmäßige Verbrennung bei einem stöchiometrischen Luft-Kraftstoff-Verhältnis durchgeführt wird, dann wird die Ausgabe der Kraftmaschine eingestellt, indem die Öffnung eines elektronischen Drosselventils eingestellt wird. In dem Fall einer Kraftmaschine mit Benzindirekteinspritzung, bei der eine geschichtete Verbrennung durchgeführt wird, wird die Ausgabe der Kraftmaschine eingestellt, indem die Kraftstoffeinspritzmenge eingestellt wird, wie dies der Fall der Dieselkraftmaschine ist.
• (d) In den vorstehend erwähnten Ausführungsbeispielen kann zusätzlich zu der Verarbeitung zum Erhöhen der Kraftstoffeinspritzmenge für die Startunterstützung die Verarbeitung zum Erhöhen der Kraftstoffeinspritzmenge für die Beschleunigungsunterstützung hinzugefügt werden.
• (e) In dem zweiten Ausführungsbeispiel sind die Zuwächse für die Berechnung so eingestellt, dass sie kleiner werden, wobei der Zuwachs für QiscON2 der größte ist, der Zuwachs für QiscON1 kleiner als der Zuwachs für QiscON2 ist, der Zuwachs für QiscOFF2 kleiner als der Zuwachs für QiscON1 ist und der Zuwachs für QiscOFF1 kleiner als der Zuwachs für QiscOFF2 ist. Jedoch können in Abhängigkeit der Bauweise der Kraftmaschine die Zuwächse für die Berechnung so eingestellt sein, dass sie kleiner werden, wobei der Zuwachs für QiscON2 der größte ist, der Zuwachs für QiscOFF2 kleiner als der Zuwachs für QiscON2 ist, der Zuwachs für QiscON1 kleiner als der Zuwachs für QiscOFF2 ist und der Zuwachs für QiscOFF1 kleiner als der Zuwachs für QiscON1 ist.

In the following, further embodiments will be described.

• (a) The fuel injection correction amounts QiscOFF1, QiscOFF2 and QiscON of the first embodiment and the fuel injection correction amounts QiscOFF1, QiscOFF2, QiscON1 and QiscON2 of the second embodiment are obtained by using the map. However, instead of using the map, the fuel injection correction amounts may be obtained according to the equation established by the gains each corresponding to the engine operating region. In addition, the fuel injection correction amounts may be calculated using both the map and the equation.
• (b) In the above-mentioned embodiments, the clutch is operated by the driver. However, the invention can be applied to the case of an automatic clutch in which the clutch is automatically turned on / off during the starting of the vehicle or the shifting is moved.
• (c) In the aforementioned embodiments, as the internal combustion engine, the diesel engine is used. However, the invention can be applied to the case where a gasoline engine is used. In the case of the gasoline engine, if uniform combustion is performed at a stoichiometric air-fuel ratio, then the output of the engine is adjusted by adjusting the opening of an electronic throttle valve. In the case of a gasoline direct injection engine in which stratified combustion is performed, the output of the engine is adjusted by adjusting the fuel injection amount, as is the case of the diesel engine.
• (d) In the above-mentioned embodiments, in addition to the processing for increasing the fuel injection amount for the starting assistance, the processing for increasing the fuel injection amount for the acceleration assistance may be added.
• (e) In the second embodiment, the increments for the computation are set to become smaller, with the gain for QiscON2 being the largest, the gain for QiscON1 being smaller than the gain for QiscON2, the gain for QiscOFF2 being smaller than the gain for QiscON1 and the growth for QiscOFF1 is smaller than the growth for QiscOFF2. However, depending on the engine design, the gains for the calculation may be set to be smaller, with the gain for QiscON2 being the largest, the gain for QiscOFF2 being less than the gain for QiscON2, the gain for QiscON1 being less than that Growth for QiscOFF2 is and the growth for QiscOFF1 is smaller than the growth for QiscON1.

The Fuel injection correction amounts QiscON, QiscOFF1 and QiscOFF2 are each dependent the operating ranges (S206, S208, S210). However, the Off assist correction even performed based on the total amount of all fuel injection correction amounts. Therefore even if the operating area during the starting of the vehicle from a standstill or immediately after starting the vehicle changed always, all fuel injection correction amounts in the Off assist correction reflected. Furthermore will the increase for the calculation of the fuel injection correction amount is changed so that the increase corresponds to the operating area. Accordingly, will the engine operating condition with a response to the Fuel injection correction amount reflects that for each Operating range is suitable. Therefore, it is possible to have a fluctuation in one To prevent engine speed and vehicle speed and to minimize the unpleasant feeling felt by a driver.

Fuel injection correction amounts QiscON, QiscOFF1 and QiscOFF2 are each dependent on the operating areas calculated (S206, S208, S210). However, the start assist correction becomes itself due to the total amount of all fuel injection correction amounts. Therefore even if the operating area during the Starting the vehicle from a standstill or immediately after changing the starting of the vehicle, always all fuel injection correction amounts in the start assist correction played. Furthermore will the increase for the calculation of the fuel injection correction amount is changed so that the Increase corresponds to the operating range. Accordingly, the engine operating state becomes one for each operating range has appropriate response to the fuel injection correction amount played. Therefore, it is possible a variation in engine speed and vehicle speed to prevent and minimize the perceived by a driver unpleasant feeling.

Claims (9)

An output control apparatus of an internal combustion engine, which has processing for correcting an increase of an output from an internal combustion engine ( 2 ) for driving a vehicle by performing a start assist correction while the vehicle starts from a standstill having an output correcting means (S108, S112, S114, S408, S411, S412, S414) for dividing an engine operating range into a plurality of ranges, which provides a range output correction amount (QiscON, QiscOFF) which is subjected to calculation at each of the plurality of engine operating ranges and which performs a start assist correction based on a total amount (QiscON + QiscOFF) of the range output correction amounts (QiscON, QiscOFF), and for changing an increment for calculating the range output correction amount (QiscON, QiscOFF) so that the gain corresponds to each of the engine operating ranges, characterized in that the output correcting means (S108, S112, S114) controls the engine operating range in a first range in which a vehicle is in idle stop, a second range in which the vehicle starts from a stop, and divided into a third range for times other than idle stop and vehicle start, and the increment for the calculation of the Area output correction amount of the second Be set rich (QiscON) to a large value compared with the gain for the calculation of the range output correction amount of the first range (QiscOFF2) and the gain for the calculation of the range output correction amount of the third range (QiscOFF1). Output control device an internal combustion engine according to claim 1, characterized in that the increment of any of a Increment, which is used when the area output correction amount (QiscON, QiscOFF) according to an equation and an increment that is used when the Range output correction amount obtained using a map and an increment which is obtained when the area output correction amount (QiscON, QiscIFF) by combining the equation and the map is obtained. Output control device an internal combustion engine according to claim 1 or 2, characterized in that the output correcting means (S108, S112, S114) the engine operating range in the first area where a clutch is engaged and a vehicle located at a standstill, the second area where the clutch disengaged is divided, and the third area in which the clutch is engaged and the vehicle is driving. Output control device an internal combustion engine according to claim 1 or 3, characterized in that the increment for the calculation the area output correction amount of the third area (QiscOFF1) compared with the increase for the calculation of the area output correction amount of the first area (QiscOFF2) is set to a small value. Output control device an internal combustion engine according to claim 1 or 2, characterized in that the output correcting means (S408, S411, S412, S414) the engine operating range in the first area where a clutch is engaged and one vehicle is at a standstill, the second Area where the clutch is disengaged and the vehicle located at a standstill, the third area where the clutch disengaged is and the vehicle is driving, and divided into a fourth area in which the clutch is engaged and the vehicle is driving, and the increase for the calculation of the area output correction amount of the fourth area (QiscOFF1) established. Output control device an internal combustion engine according to claim 5, characterized in that the gains are set for the calculation of the range output correction amounts are that they are getting smaller, with the increment for the calculation the range output correction amount of the third range (QiscON1) the biggest one is, the increase for the calculation of the area output correction amount of the first area (QiscOFF2) is smaller than the increment for the calculation of the area output correction amount of the third area (QiscON1), and the increment for the calculation of the Range Output Correction Amount of the Fourth Region (QiscOFF1) smaller than the growth for the calculation of the area output correction amount of the first area (QiscOFF2) is. Output control device for one Internal combustion engine according to claim 5, characterized in that the gains are set for the calculation of the range output correction amounts are that they are getting smaller, with the increment for the calculation the area output correction amount of the first area (QiscOFF2) the biggest one is, the increase for the calculation of the area output correction amount of the third area (QiscON1) is smaller than the increment for the calculation of the area output correction amount of the first area (QiscOFF2), and the increment for the calculation of the Range Output Correction Amount of the Fourth Region (QiscOFF1) smaller than the growth for the calculation of the area output correction amount of the third area (QiscON1) is. Output control device an internal combustion engine according to a the claims 1 to 7, characterized in that it further comprises a correction amount attenuation means (S110, S41) for mitigating an output correction amount indicative of the vehicle starting assistance in one of an operating condition in which there is no demand for acceleration and an engine operating condition, in the startup support correction not done became unnecessary has been. Output control device of an internal combustion engine according to one of claims 1 to 8, characterized in that the internal combustion engine is a diesel engine ( 2 ), and the processing for correcting an increase in an output from the internal combustion engine is a correction of an increase in a fuel injection amount.