JP2000213390A - Control apparatus for engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To lower torque shock according to shift transmission, by controlling at least one of ignition timing and fuel injection based on target torque when a torque control signal to lower out put torque is input. SOLUTION: A torque control signal 1 and a torque control signal 2 output from a torque signal input means is read (S401), and the control signals 1, 2 are determined whether they are High or Low (S402, S403, S420). For example, when the torque control signal 1 is Low and the torque control signal 2 is High, an ignition timing retard correction amount at a time of up-shift is calculated (S410-S412). Further, when the torque control signals 1, 2 are High (S402, S420), whether or not flag set under execution of ignition timing retard control at the time of the up-shift is carried out. When the flag is set, a retard correction amount for ignition timing restoration is calculated for restoring retard- corrected ignition timing at the time of the up-shift.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a vehicle engine equipped with a transmission, and more particularly to control of an engine during a shift of the transmission.

[0002]

2. Description of the Related Art Conventionally, as a control of an engine having an automatic transmission as a transmission, the output torque of the engine is temporarily reduced during a shift in which the automatic transmission changes a reduction ratio (hereinafter simply referred to as a shift). There is a torque reduction control for reducing the torque shock caused by the shift by reducing the torque shock.

As a method of reducing the output torque in the torque reduction control, a method of retarding the ignition timing at the time of gear shifting from a normal ignition timing, or stopping the fuel supply to at least one of the plurality of cylinders. There is a method of performing a fuel cut.

The determination of the timing for performing the torque reduction control and the calculation of the control values such as the retard amount of the ignition timing and the number of cylinders for performing the fuel cut are performed in accordance with the operating state during gear shifting. The throttle opening has been used as a parameter indicating the operating state during gear shifting.

That is, a signal instructing the engine to temporarily reduce the output torque at the time of shifting is output from the shift control device of the automatic transmission to the control device of the engine. Has been determined based on the throttle opening input from the engine control device.

In the case of the torque reduction method by retarding the ignition timing, the retard amount and the advance angle at the time of return, and in the case of the torque reduction method by fuel cut, the number of fuel cut cylinders and the fuel cut duration are preset. It has been determined by referring to a table value using the throttle opening as a grid.

[0007] The reason why the throttle opening is used as a parameter is that the intake air amount and the output torque of the engine have a correlation in a normal engine operation with a substantially stoichiometric air-fuel ratio (hereinafter referred to as "normal operation"). It is because there is.

[0008]

However, in recent years,
Various engines that can be used in combination with lean burn operation have been developed for the purpose of reducing fuel consumption and are also used in ordinary vehicles.In this case, during lean burn operation, the output torque of the engine depends on the fuel injection amount, There is no correlation between the amount of air and the output torque. This is because, in the lean state, the air in the air-fuel mixture exceeds the stoichiometric air-fuel ratio, and the fuel in the air-fuel mixture contributes to 100% combustion.

In addition, since the throttle opening greatly differs between the lean burn operation and the normal operation even with the same engine output due to a difference in air-fuel ratio, the throttle opening itself is simply used as a parameter. Can not. Therefore, in order to correct the throttle opening and perform an operation using the same, a lean burn control signal indicating that the lean burn operation is being performed is newly provided.
A calculation means for inputting a lean burn control signal must also be provided.

As described above, in order to perform the torque reduction control at the time of shifting during the lean burn operation, a new arithmetic processing unit, a plurality of data maps, control signals, and the like are separately required.
There have been problems such as complicated settings and poor response to control.

Further, the shift control device of the automatic transmission inputs the state of the engine output as an engine load signal in order to perform shift control, and calculates an engine addition amount estimated based on the engine speed and the throttle opening. The engine output state is calculated in consideration of the engine load signal, and shift control is performed based on the calculated output state. However, during lean burn operation, there is no correlation between the intake air amount and the engine output torque. Therefore, it has been difficult to perform optimal shift control.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-described problem, and an object of the present invention is to appropriately reduce output torque at the time of shifting and reduce torque shock associated with shifting without being affected by the combustion mode of the engine. An object of the present invention is to provide an engine control device capable of reducing the number of engine components.

[0013]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, the invention according to the first aspect of the present invention is directed to a control of an engine for reducing an output torque of an engine during a shift operation of a transmission and reducing a shift shock. The apparatus includes a target torque calculation unit that calculates an output torque required for the engine as a target torque based on an amount of depression of an accelerator pedal and an engine speed, and when a torque control signal for reducing the output torque is input, The output torque is reduced by controlling at least one of the ignition timing and the fuel injection based on the target torque.

According to this, the target torque calculation section calculates the target torque based on the accelerator pedal depression amount and the engine speed, and controls at least one of the ignition timing and the fuel injection based on the target torque. Torque reduction control can be performed according to the control state of the engine. In particular, even in an engine in which there is no correlation between the intake air amount and the engine output or an engine capable of realizing a plurality of different combustion modes, it is possible to appropriately reduce the output torque at the time of shifting, and to control the shifting by controlling the engine. Shock can be reduced.

According to a second aspect of the present invention, there is provided an engine control apparatus for reducing an output torque of an engine during a shift operation of a transmission to reduce a shift shock, based on an accelerator pedal depression amount and an engine speed. Target torque calculation unit that calculates an output torque required for the target torque as a target torque, and a predicted torque that calculates an output torque that is actually predicted to be output from the engine due to an intake delay or a control delay with respect to the target torque. A calculating unit configured to control at least one of the ignition timing and the fuel injection based on the predicted torque to reduce the output torque when a torque control signal for reducing the output torque is input.

According to this, the predicted torque calculating section calculates the predicted torque from the target torque and controls at least one of the ignition timing and the fuel injection based on the predicted torque.
Torque reduction control can be performed according to the control state of the engine. In particular, even in an engine in which there is no correlation between the intake air amount and the engine output or an engine capable of realizing a plurality of different combustion modes, it is possible to appropriately reduce the output torque at the time of shifting, and to control the shifting by controlling the engine. Shock can be reduced.

Here, the predicted torque is an output torque which is realized with a delay from a control command of a throttle valve or the like during a transient operation with respect to a target torque, based on a change in intake air amount and a control amount of the throttle valve. It is a prediction. Thus, since the torque reduction control is performed using the value obtained by predicting the output torque that is actually realized, the output torque at the time of shifting can be more appropriately reduced.

According to a third aspect of the present invention, there is provided an ignition timing retard correction amount calculating means for calculating an ignition timing retard correction amount based on either the target torque or the predicted torque, and when a torque control signal is input. Is characterized in that the ignition timing is corrected by the ignition timing retard correction amount.

According to this, the ignition timing retard correction amount calculating means calculates the ignition timing retard correction amount which is the ignition timing correction amount according to the target torque or the predicted torque. Here, the ignition timing retard correction amount corrects the optimal ignition timing (MBT) obtained from either the target torque or the predicted torque and the engine speed by the ignition timing setting unit in order to reduce the output torque. This is the correction amount. The ignition timing setting unit sets an ignition timing obtained by correcting a normal ignition timing based on the ignition timing retard correction amount, and performs ignition control based on the ignition timing.

As described above, by calculating the ignition timing retard correction amount based on the target torque or the predicted torque, an appropriate retarded ignition timing capable of reducing the output torque by the actually intended torque reduction amount is obtained. be able to.

According to a fourth aspect of the present invention, the ignition timing retard correction amount calculating means includes a total retard correction amount that is a final retard correction amount based on either the target torque or the predicted torque; And a unit retard correction amount for correcting the ignition timing up to the amount every predetermined number of ignitions.

According to this, the ignition timing is corrected every predetermined number of ignitions by the unit retard correction amount set based on the target torque or the predicted torque up to the ignition timing retard correction amount set based on the target torque or the predicted torque. For,
Torque reduction control according to the control state of the engine is realized,
Good driving feeling is obtained.

According to a fifth aspect of the present invention, there is provided an ignition timing return correction amount calculating means for calculating an ignition timing return correction amount based on either the target torque or the predicted torque. The ignition timing corrected by the calculating means is corrected by an ignition timing return correction amount every predetermined number of ignitions.

According to this, since the ignition timing is corrected every predetermined number of times of ignition by the ignition timing return correction amount set based on the target torque or the predicted torque, torque reduction control according to the control state of the engine is realized. , Good driving feeling is obtained.

According to a sixth aspect of the present invention, a one-cylinder fuel cut signal for stopping fuel injection from the injector of one cylinder and a multi-cylinder fuel cut signal for stopping injection to the injectors of a plurality of cylinders are output. It is possible to output a one-cylinder fuel cut signal when a torque control signal is input, and to output a multi-cylinder fuel cut signal when the elapsed time after the output of the one-cylinder fuel cut signal exceeds the multi-cylinder fuel cut determination reference time. And a fuel cut control means for setting a plurality of cylinder fuel cut determination reference times based on either the target torque or the predicted torque.

According to this, when the torque cut-off signal is input, the fuel cut control means stops the fuel injection from one cylinder, and sets a reference time for judging the fuel cut of a plurality of cylinders from the start of the fuel cut of one cylinder. After the elapse, the fuel injection of the plurality of cylinders is stopped. Then, the fuel cut control means calculates the multiple cylinder fuel cut determination reference time based on the target torque or the predicted torque.

As described above, since the number of cylinders at which fuel cut is performed is determined using the fuel cut reference time calculated based on the target torque or the predicted torque, the output torque is appropriately adjusted by the actual intended torque reduction amount. The timing can be easily reduced at an appropriate timing. The fuel cut is
Since the output torque can be greatly reduced without raising the exhaust gas temperature compared to the ignition timing control, heat damage to the catalyst can be prevented and a greater torque reduction effect can be obtained quickly, and the torque can be reduced reliably. Can be achieved.

According to a seventh aspect of the present invention, in the fuel cut control means, a one-cylinder fuel cut release signal for stopping one cylinder fuel cut and a plurality of cylinders for stopping fuel cut of a plurality of cylinders during fuel cut control. A fuel cut release signal can be output, and when a torque return signal for releasing output torque reduction by a torque control signal is input, a one-cylinder fuel cut release signal is output, and the elapsed time after outputting the one-cylinder fuel cut release signal is output. A function to output a multi-cylinder fuel cut release determination signal when the multi-cylinder fuel cut release determination reference time has elapsed is provided, and the multi-cylinder fuel cut release determination reference time is set based on either the target torque or the predicted torque. Features.

According to this, the fuel cut control means calculates the fuel cut release time based on the target torque or the predicted torque, and determines whether or not to release the fuel cut using the fuel cut release reference time. . Therefore, the reduction of the output torque due to the fuel cut can be increased at an appropriate timing, and the output torque reduced at the time of shifting can be returned at a more appropriate timing.

[0030] The invention according to claim 8 is provided with a shift control device for performing shift control of the transmission based on the engine load,
In a control device for an engine that outputs an engine load to a shift control device, a target torque calculation unit that calculates, as a target torque, an output torque required for the engine based on an accelerator pedal depression amount and an engine speed; Engine load output means for outputting to the shift control device, wherein the engine load output means outputs a target torque as an engine load.

According to this, in the engine control device, the engine load signal output means outputs the target torque to the shift control device of the automatic transmission as an engine load signal. The shift control device that receives the engine load signal can calculate an accurate engine output state without being affected by the combustion state (throttle valve opening position) of the engine. It can be performed.

According to a ninth aspect of the present invention, there is provided a shift control device for performing a shift control of a transmission based on an engine load.
A target torque calculation unit configured to calculate an output torque required of the engine as a target torque based on an accelerator pedal depression amount and an engine speed; A predicted torque calculating unit that calculates an output torque that is predicted to be actually realized as predicted torque, and an engine load output unit that outputs an engine load to the shift control device. It is characterized in that torque is output as an engine load.

According to this, in the engine control device, the engine load signal output means outputs the predicted torque to the shift control device of the automatic transmission as an engine load signal. The shift control device that receives the engine load signal can calculate an accurate engine output state without being affected by the combustion state (throttle valve opening position) of the engine. It can be performed.

[0034]

Embodiments of the present invention will be described below with reference to the drawings. 1 to 10 are for explaining a first embodiment of the present invention, and FIG.
FIG. 2 is an overall block diagram of an engine control system, FIG. 3 is a block diagram of a fuel / intake / EGR control unit, FIG. 4 is an explanatory diagram of an intake system model, FIG.
6 is a flowchart of an initialization routine, FIG. 6 is a flowchart of a routine processing routine, FIG. 7 is a flowchart of a fuel / intake / EGR control processing routine, FIGS. 8 and 9 are flowcharts of a torque reduction control processing routine, and FIG. It is a flowchart of an interruption routine.

As shown in FIG. 1, the engine system according to the present embodiment includes a multi-cylinder engine 1 for a vehicle capable of lean burn operation and an automatic transmission 15, and the engine 1 performs the entire operation control thereof. Engine control unit (hereinafter “ECU”)
The automatic transmission 15 is connected to a speed change control unit 16 that performs control for automatically changing the speed reduction ratio according to various conditions.

ECU 20 and transmission control unit 1
Numerals 6 are electrically connected, and control signals are input / output to each other. As a result, at the time of shifting, a control signal is output from the shift control unit 16 to the ECU 20, and E
The CU 20 performs engine output control to reduce a shift shock generated during a shift.

FIG. 2 shows an engine control system for comprehensively performing fuel injection control, intake control, EGR control, and ignition timing control of the engine 1. Various sensors for detecting an engine operating state are connected to the ECU 20. In addition, various actuators for controlling the engine are connected.

As sensors connected to the ECU 20,
Crank angle sensor 2, cylinder discrimination sensor 3, accelerator opening sensor 4, suction pipe pressure sensor 5, suction pipe temperature sensor 6,
There are an air-fuel ratio sensor 7, an intake air amount sensor 8, and the like. The crank angle sensor 2 detects the rotation of the crankshaft of the engine and outputs a pulse signal at every predetermined crank angle. The cylinder discriminating sensor 3 discriminates a cylinder generated between the pulse signals output from the crank angle sensor 2. Output a pulse signal for

The accelerator opening sensor 4 detects the amount of depression of an accelerator pedal (not shown) and outputs a voltage signal corresponding to the depression amount. The suction pipe pressure sensor 5 detects the pressure in the intake pipe of the engine. , And the suction pipe temperature sensor 6 detects the temperature of the gas passing through the suction pipe and outputs a voltage signal corresponding to the detected temperature.

The air-fuel ratio sensor 7 is provided in the exhaust passage of the engine (not shown) and detects the air-fuel ratio in the combustion chamber.
The intake air amount sensor 8 measures a flow rate of air passing through a throttle passing through a throttle valve provided in the intake passage.

The actuators connected to the ECU 20 include an injector 10 provided for each cylinder for injecting fuel by a drive pulse signal, an ignition coil 11 connected to a spark plug 12 for each cylinder, and the like. A throttle actuator 13 for varying the throttle opening of the throttle valve and an EGR valve 14 for varying the EGR amount are connected.

The ECU 20 is connected to the shift control unit 16 so that a control signal output from the shift control unit 16 can be input. ECU2
Numeral 0 has a function of processing signals from the sensors and calculating various parameters representing the engine operating state.

The cylinder discriminating section 21 performs cylinder discrimination based on the input pattern of the output pulse signal (crank pulse) from the crank angle sensor 2 and the output pulse signal (cylinder discrimination pulse) from the cylinder discrimination sensor 3, and discriminates the cylinder. Using a predetermined crank angle position of a specific cylinder as a reference crank position,
The crank angle determination unit 22 determines the crank angle position corresponding to the sequentially input crank pulse.

Crank angle pulse generation interval time calculation unit 2
3 calculates the elapsed time between the predetermined crank angles by measuring the input interval time of the crank pulse, and calculates the engine speed N from the elapsed time of 180 ° CA by the engine speed calculation unit 24.
e is calculated.

The accelerator opening calculating section 25 calculates the accelerator opening (accelerator depression amount) S based on the output voltage value of the accelerator opening sensor 4, and calculates the manifold total pressure calculating section 26.
Calculates an intake pipe pressure (hereinafter, referred to as “manifold total pressure”) Pm based on the output voltage of the intake pipe pressure sensor 5.

Further, the intake pipe gas temperature calculating section 27 calculates the intake pipe gas temperature Tm based on the output voltage of the intake pipe temperature sensor 6, and the air-fuel ratio calculating section 28 calculates the gas temperature Tm based on the output voltage of the air-fuel ratio sensor 7. The air-fuel ratio λ is calculated, and the throttle-passing air flow rate calculation unit 29 calculates the throttle-passing air flow rate measurement value Qave based on the output from the intake air amount sensor 8.

The ECU 20 also includes a fuel / intake / EGR control unit 30 for performing various calculations for controlling the engine using the calculated parameters, and an injection pulse time calculation unit 40 as a function related to the control amount output. An injection timing setting unit 41, an injection pulse generation unit 42, an ignition timing setting unit 50,
An ignition signal generator 51 is provided. And, as a function to temporarily reduce the output torque of the engine during shifting,
Torque-down signal input means 9, upshift ignition timing retard amount calculating means 52, upshift ignition timing return correction amount calculating means 53, downshift ignition timing retard calculating means 54, downshift ignition timing recovery The correction amount calculating means 55 is provided.

As shown in FIG. 3, the fuel / intake / EGR control unit 30 includes a target torque setting unit 31, an initial set value calculation unit 32, a control target value calculation unit 33, an estimated value calculation unit 34, and a feedback control amount. It comprises a calculating means 35, a predicted value calculating means 36, an intake system coefficient calculating means 37, a control system coefficient calculating means 38, a basic fuel injection amount calculating means 60, an ETC instructing means 61, and an EGR instructing means 62.

The details of the fuel / intake / EGR control section 30 are disclosed in Japanese Patent Application No. 9-247316 filed by the present applicant.

The target torque setting means 31 calculates the target torque Tei based on the engine speed Ne and the accelerator opening S.
Set. The target torque Tei can be regarded as an output torque required by the driver for the engine. The initial setting value calculating means 32 refers to the data maps set in advance using the target torque and the engine speed, thereby obtaining the initial setting values of the fuel injection amount, the EGR amount, and the equivalent ratio in the cylinder. Basic fuel injection amount initial set value Gf
i, a basic EGR amount initial set value (EGR rate) EGRi, and an in-cylinder equivalent ratio initial set value FAIi are calculated. Here, each of the calculated initial setting values is a value required when the engine outputs the target torque Tei.

The control target value calculating means 33 calculates the basic fuel injection amount initial setting value G calculated by the initial setting value calculating means 32.
Based on fi and the basic EGR amount initial setting value EGRi,
The target value of the pressure response in the intake pipe at the time of achieving the target torque Tei is calculated by dividing the effective pressure into an effective air component and an effective EGR gas component, and each is set as a control target value. The air effective component partial pressure control target value Pmosi and EG set here
The R gas effective component partial pressure control target value Pmeesi is the air effective component partial pressure in the intake pipe and the EGR gas effective component partial pressure required when the engine achieves the target torque Tei.

The estimated value calculating section 34 calculates an effective air component partial pressure and an effective EGR gas effective component partial pressure, which are pressure response values in the intake pipe, based on the sensor value of the intake air amount sensor. The estimated value Pmo and the EGR gas effective component partial pressure estimated value Pmee are set.

The feedback control amount calculating means 35 calculates E
An EGR valve passing gas flow rate set value Qe which is an EGR amount passing through the EGR valve is calculated by feeding back a difference between the GR gas effective component partial pressure estimated value Pmee and the EGR gas effective component partial pressure control target value Pmeesi,
The effective air component Qea included in the EGR valve passage gas flow rate set value Qe and the estimated effective air component partial pressure P
The throttle valve passing air flow rate set value Qa, which is the passing air flow rate passing through the throttle valve, is calculated by feeding back the difference between mo and the control target value Pmosi of the effective air component partial pressure.

Here, the effective component and the excess / deficiency component will be described. First, the effective component indicates a component corresponding to a target value (initial setting value). The EGR gas effective component is a non-air component in the EGR gas when the control air-fuel ratio is equivalent (stoichiometric air-fuel ratio). Is the same as the inert component (the component corresponding to burned gas at the stoichiometric air-fuel ratio; consisting of H2O, CO2, N2, etc.), but when the control air-fuel ratio is lean, the air equivalent to the equivalent ratio is It is a value obtained by adding an inert component to the air component in the EGR gas.

The excess or deficiency indicates the excess or deficiency with respect to the effective component. In the steady state, since the target equivalent ratio and the exhaust equivalent ratio are the same, there is no excess or deficiency. In many cases, the target equivalent ratio to be controlled does not match the exhaust equivalent ratio of the currently recirculated EGR gas,
When the target equivalent ratio> the exhaust equivalent ratio, the recirculated E
Excess air is generated in the GR gas, and when the target equivalent ratio <the exhaust equivalent ratio, insufficient air is generated in the recirculated EGR gas. Therefore, the excess / insufficient air is controlled to the target state by the throttle valve / EGR valve control.

FIG. 4 shows an intake system model employed in the present embodiment. As shown in the drawing, the intake system model includes a flow rate Qa of fresh air (throttle passing air flow rate) Qa passing through a throttle valve 1b provided upstream of an intake pipe 1a of the engine, and an intake pipe 1a from an exhaust pipe 1c.
EGR gas flow rate (EGR valve passing gas flow rate) Q passing through the EGR valve 14 interposed in the exhaust gas recirculation pipe 1d
e is supplied into the intake pipe 1a and flows into the cylinder of the engine 1 (cylinder inflow gas amount Qs).
The target torque Tei set from the accelerator operation amount S and the engine speed Ne can be realized without a transient delay by estimating the amount of air for filling the intake pipe volume with the valve passing gas flow rate Qe.

The effective air component in the intake pipe 1a is calculated from the sum of the fresh air passing through the throttle valve 1b and the excess or deficient air component in the EGR gas passing through the EGR valve 14, from the effective air component flowing into the cylinder. Except for
Throttle passing air flow Qa, EGR valve passing flow Qea of air excess / deficiency component in EGR gas, cylinder inflow Qso of effective air component in intake pipe 1a, intake pipe volume V
m, gas temperature Tm in the intake pipe, gas constant R of the effective air component
When the equation of state of gas is applied using a, the intake pipe 1a
Time change dPmo / d of the partial pressure Pmo of the effective air component in the chamber
t can be represented by the following equation (1).

DPmo / dt = (Qa + Qea-Qso) · Ra · Tm / Vm (1) Further, the effective component of the EGR gas in the intake pipe 1a is calculated from the effective component of the EGR gas passing through the EGR valve 14 in the cylinder. Similarly, the time variation dPmee / dt of the partial pressure of the EGR gas effective component in the intake pipe 1a is equal to the EGR gas effective component flowing into the intake pipe 1a.
Valve passing flow rate Qee, cylinder inflow flow rate Qsee of the EGR gas active component, gas constant Re of the EGR gas active component
Can be expressed by the following equation (2).

DPmee / dt = (Qee-Qsee) · Re · Tm / Vm (2) EG of air excess / deficiency component of EGR gas in the above equation (1)
The R valve passing flow rate Qea and the EGR valve passing flow rate Qee of the EGR gas effective component in the above equation (2) are the initial settings of the EGR valve passing gas flow rate Qe and the equivalent ratio of the EGR gas at the inlet of the EGR valve 14 and the equivalent ratio in the cylinder. By applying the ratio to the target equivalent ratio Φi, which is a value, the following equations (3) and (4) can be expressed respectively.

Qea = (1−Φ / Φi) · Qe (3) Qee = (Φ / Φi) · Qe (4) Also, the cylinder inflow rate Qso of the effective air component in the above equation (1) The cylinder inflow rate Qsee of the EGR gas effective component in the equation (2) is expressed by the following equations (5) and (6) using the stroke volume Vs per cylinder, volume efficiency ηv, and the number of cylinders L of the engine, respectively. be able to.

Qso = ((Pmo · Vs) / (Ra · Tm)) · ηv · (Ne · L / 120)… (5) Qsee = ((Pmee · Vs) / (Re · Tm)) · ηv · (Ne · L / 120)… (6) Therefore, by applying the above equations (3) to (6) to the above equations (1) and (2), a part of the equations is changed to the following equations (7) to (9) ) Coefficient a,
If the above expressions (1) and (2) are described in a matrix format by replacing them with ba and be, they can be represented by the following expression (10).

A = (Vs / Vm) · ηv · (Ne · L / 120) (7) ba = Ra · Tm / Vm (8) be = Re · Tm / Vm (9)

[0063]

(Equation 1) The feedback control amount calculating means 35 uses the above-described intake system model to calculate the estimated value Pmo of the effective air component and the estimated value PEG of the EGR gas effective component in the intake pipe 1a.
Based on the time variation of mee, a throttle passing air flow rate Qa and an EGR valve passing gas flow rate Qe are calculated.

The predicted value calculating means 36 calculates the theoretical pressure response values of the EGR gas effective component partial pressure and the air effective component partial pressure, and calculates the air effective component partial pressure predicted value Pmos and EGR, respectively.
It is set as the gas effective component partial pressure prediction value Pmees.

The predicted air effective component partial pressure Pmos and the estimated EGR gas effective component partial pressure Pmees are set here.
Is calculated on the basis of the throttle passage air flow and the EGR valve passage gas flow predicted from the control values of the throttle valve 1b and the EGR valve 14.

The calculated effective air component partial pressure Pmos and the estimated EGR gas effective component partial pressure Pmees are calculated here.
Is used as a correction value for the throttle passing air flow rate Qa and the EGR valve passing gas flow rate Qe by the feedback control amount calculating means 35, and is used for calculating the fuel injection amount Gf by the basic fuel injection amount calculating means 60 described later. Can be

The ETC instruction means 61 calculates an ETC opening instruction value Sa as an operation amount for the throttle actuator 13 based on the manifold total pressure Pm of the intake pipe 1a and the throttle passing air flow rate Qa, and outputs the same to the throttle actuator 13. I do. The EGR instruction means 62 calculates an EGR valve opening instruction value Se as an operation amount of the EGR valve 14 based on the manifold total pressure Pm and the EGR valve passing gas flow rate Qe, and outputs the EGR valve opening instruction value Se to the EGR valve 14.

The basic fuel injection amount calculation means 60 calculates the estimated effective component air pressure Pmo and the estimated effective component pressure Pmo.
s and the cylinder equivalence ratio initial set value FAI
Based on i, the final basic fuel injection amount Gfs is calculated and output to the injection pulse time calculation unit 40.

To calculate the final basic fuel injection amount Gfs, the estimated effective air component partial pressure Pmo, which is obtained from the sensor detection value,
Alternatively, the predicted value Pmos of the effective air component pressure theoretically obtained from the control value is appropriately selected and used according to the engine operating state. As a result, the fuel injection amount matches the intake air amount actually flowing into the cylinder, and the air-fuel ratio can be accurately maintained at the target air-fuel ratio. The intake system coefficient calculation unit 37 calculates an intake system model coefficient, and the control coefficient calculation unit 38 calculates a feedback control coefficient.

Also, as shown in FIG. 2, the injection pulse time calculation section 40 determines the injector 10 based on the basic fuel injection amount Gfs set by the fuel / intake / EGR control section 30.
The injection timing setting unit 41 calculates and sets an injection timing Tinj for injecting fuel from the injector 10 based on the target torque Tei and the engine speed Ne. The injection pulse generation unit 42 determines the injection pulse time Tout and the injection timing Ti
The injection pulse generation timer is set at a predetermined specific crank angle based on nj and the injection pulse is output to each injector 10 at a predetermined timing.

The ignition timing setting section 50 calculates and sets the ignition timing Tig based on the target torque Tei and the engine speed Ne set by the fuel / intake / EGR control section 30, as shown in FIG. The ignition signal generation unit 51 sets an ignition pulse generation timer at a predetermined specific crank angle using the ignition timing Tig, outputs an ignition signal to the ignition coil 11 at a predetermined timing, and discharges the ignition plug 12.

When a control signal is output from the transmission control unit 16 to the ECU 20, the torque signal input means 9 generates a torque control signal 1 and a torque control signal 2 based on the control signal.

The torque control signal 1 and the torque control signal 2
Consists of two kinds of signals, High and Low, respectively. Normally, High is output. When the shift control unit 16 detects a change in the reduction ratio based on the engine speed Ne and the vehicle speed V, the signal is Low. Is output. After a lapse of a predetermined time from the start of the shift control by the shift control unit 16, the state is switched from Low to High.

For example, when the engine speed Ne is in the middle / low speed rotation range and the throttle opening is equal to or more than the predetermined opening and the upshift is performed, the output of the torque control control signal 1 is changed from High to Low. , And the output of the torque control signal 2 is maintained at High. Similarly, when the downshift is performed, the output of the torque control signal 2 is switched from High to Low, and the output of the torque control signal 1 is maintained at High.

When a predetermined time has elapsed since the start of the upshift or downshift shift control,
The outputs of the torque control signal 1 and the torque control signal 2 are switched to High.

Further, when the engine speed Ne is within the high-speed rotation range and the throttle opening is equal to or more than the predetermined opening and the upshift or downshift is performed, the output of the torque control signal 1 and the torque control signal 2 becomes Hi together
Switch from gh to Low.

The upshift-point ignition timing retard amount calculating means 52 sets the upshift-point ignition timing retard correction amount for correcting the ignition timing to the retard side during an upshift when the reduction ratio of the automatic transmission is changed to a small reduction ratio. It is calculated based on the torque.

The ignition timing retard correction amount at the time of the upshift includes an overall retard correction amount and a unit retard correction amount. The overall retard correction amount refers to the ignition timing retard amount from the normal ignition timing to the ignition timing that is finally retarded according to the target torque (hereinafter, referred to as “final retard ignition timing”). The correction amount refers to an ignition timing retard amount for gradually retarding the ignition timing every predetermined number of ignitions from a normal ignition timing to a final retard ignition timing.

The ignition timing retard amount calculating means 52 at the time of the upshift has a data map for calculating the total retardation correction amount and the unit retardation correction amount, and refers to these data maps based on the target torque to perform the upshift. The ignition timing retard correction amount is calculated.

The upshift-point ignition timing return correction amount calculating means 53 performs retard correction to the retard side by the upshift-point ignition timing retard correction amount during an upshift when the reduction ratio of the automatic transmission is changed to a small reduction ratio. Ignition timing (hereinafter, retarded ignition timing)
Is calculated on the basis of the target torque for correcting the ignition timing at the upshift for correcting the ignition timing to the advanced side and returning to the original ignition timing.

The ignition timing return correction amount at the time of the upshift refers to an ignition timing advance amount for gradually advancing the retarded ignition timing every predetermined number of ignitions and returning to the original ignition timing. The upshift-point ignition timing return correction amount calculation means 53 includes a data map for calculating the return correction amount, and calculates the upshift-point ignition timing return correction amount by referring to this based on the target torque. .

When the upshift-point ignition timing retard correction amount or the upshift-point ignition timing return correction amount is input to the ignition timing setting unit 50, the ignition timing setting unit 50 normally determines the ignition timing based on these values. The retarded ignition timing is set by retard-correcting the ignition timing of.

The downshift-point ignition timing retard amount calculation means 54 sets a downshift-point ignition timing retard correction amount for correcting the ignition timing to the retard side at the time of the downshift when the reduction ratio of the automatic transmission is changed to a large reduction ratio. It is calculated based on the torque.

The ignition timing retard correction amount at the time of the downshift includes an overall retard correction amount and a unit retard correction amount. The overall retard correction amount refers to the ignition timing retard amount from the normal ignition timing to the ignition timing that is finally retarded according to the target torque (hereinafter, referred to as “final retard ignition timing”). The correction amount refers to an ignition timing retard amount for gradually retarding the ignition timing every predetermined number of ignitions from a normal ignition timing to a final retard ignition timing.

The ignition timing retard amount calculating means 54 at the time of the downshift has a data map for calculating the total retardation correction amount and the unit retardation correction amount, and the downshift is performed by referring to these data maps based on the target torque. The ignition timing retard correction amount is calculated.

The downshift instantaneous ignition timing return correction amount calculating means 55 is already retarded to the retard side by the downshift instantaneous ignition timing retard correction amount at the time of the downshift when the reduction ratio of the automatic transmission is changed to the large reduction ratio. Ignition timing (hereinafter, retarded ignition timing)
Is calculated on the basis of the target torque at the time of the downshift to correct the ignition timing on the advance side and return to the original ignition timing.

The ignition timing return correction amount at the time of the downshift is an ignition timing advance amount for gradually advancing the retarded ignition timing every predetermined number of times of ignition and returning to the original ignition timing. The downshift-point ignition timing return correction amount calculating means 55 has a data map for calculating the return correction amount, and calculates the downshift-point ignition timing return correction amount by referring to this based on the target torque. .

When the downshift-point ignition timing retard correction amount or the downshift-point ignition timing return correction amount is input to the ignition timing setting unit 50, the ignition timing setting unit 50 performs a normal operation based on these values. The retarded ignition timing is set by retard-correcting the ignition timing of.

Next, the shift-time torque-down control process executed by the ECU 20 will be described with reference to the flowcharts of FIGS.

FIG. 5 shows an initialization routine that is executed when an ignition switch (not shown) is turned on, the power is supplied to the ECU 20, and the system is reset. First, when the CPU is initialized in step (hereinafter simply referred to as "S") 10, control data is initialized in S20, and in S30, the intake pipe volume Vm, the stroke volume per cylinder Vs, the number of cylinders L of the engine are set. Then, the intake system constants such as the gas constant Ra of the effective air component and the gas constant Re of the EGR gas effective component are set, and the routine exits.

After the system initialization, FIG.
The periodic processing routine shown in FIG.
s) and the crank angle interrupt routine shown in FIG. 10 is interrupted every time a crank pulse is input.

In the periodic processing routine shown in FIG.
0, an accelerator opening degree S is calculated by A / D conversion of the output of the accelerator opening degree sensor 4 as a processing of the accelerator opening degree calculating section 25, and a processing of the intake pipe as an operation of the manifold total pressure calculating section 26 is performed at S60. The output of the pressure sensor 5 is A / D converted to calculate the total manifold pressure Pm. Further, in S70, as a process of the intake pipe gas temperature calculating section 27, the output of the intake pipe temperature sensor 6 is A / D converted to calculate the gas temperature Tm in the intake pipe 1a.

Then, the process proceeds to S80, in which the output of the intake air amount sensor 8 is A / D converted as a process of the throttle passing air flow rate calculation unit 29, and the throttle passing air flow rate measurement value Qa
When the ve is calculated, in S90, the output of the air-fuel ratio sensor 7 is A / D converted to calculate the air-fuel ratio λ as a process of the air-fuel ratio calculating unit 28, and in S100, the process of the engine speed calculating unit 24 is performed. The engine speed Ne is calculated from the elapsed time of 180 ° CA calculated in the crank angle interrupt routine of FIG. 10 described later, and the process proceeds to S110.

In S110, the fuel / intake / EGR control processing routine of FIG. 7 is executed as a process of the fuel / intake / EGR control unit 30, and the basic fuel injection amount Gfs and the throttle actuator instruction value Sa are set based on the target torque Tei. , The EGR valve instruction value Se is calculated.

In S120, the torque reduction control processing routine of FIGS. 8 and 9 is executed. In the present embodiment, when a predetermined condition is satisfied, an ignition timing retard correction amount for retard-correcting the ignition timing is calculated.

In step S130, as the processing of the fuel injection pulse time calculation section 40, the basic fuel injection amount Gfs calculated in step S100 is converted into an injection pulse time Tout by adding various correction terms and invalid components. The engine speed Ne and the target torque Te are processed by the timing setting unit 41.
Injection timing Tin with reference to a data map having i as a grid
Set j.

In S140, the normal ignition timing is set by referring to a data map in which the engine speed Ne and the target torque Tei are used as a grid as the processing of the ignition timing setting section 50. Here, when the ignition timing retard correction amount has been calculated by the process of S120, the retarded ignition timing obtained by correcting the normal ignition timing by the ignition timing retard correction amount is calculated and set. Then, the process exits from this routine (return).

In the crank angle interrupt routine shown in FIG. 10, the cylinder discriminating unit 21 performs the processing of the cylinder discriminating unit 21 in step S800. The current cylinder is determined according to the number of determination pulses. Furthermore,
Processing for determining the subsequent cylinders is performed according to the number of continuously generated crank pulses. In S810, a crank angle determination process is performed by the crank angle determination unit 22.

In the following S820, the crank angle pulse generation interval time calculation section performs processing from the previous crank pulse input to the current crank pulse input, which is the elapsed time from the previous crank interrupt generation to the current crank interrupt generation. The elapsed time is measured and stored in the memory. The elapsed time of 180 ° CA based on each stored elapsed time is used for calculating the engine speed Ne.

In S830, the processing of the injection timing setting unit 41 and the ignition timing setting unit 50 is performed to determine the injection timing and the ignition timing. That is, the injection timing Tinj set in S130 of the periodic processing routine is converted into an injection timing from a predetermined specific crank angle, and the final ignition timing Ti also set in S140 of the periodic processing routine.
g is converted to an ignition timing from a predetermined specific crank angle.

Then, in S840, the injection pulse generator 4
As the process 2, when the current crank angle interrupt is an interrupt at a predetermined specific crank angle, an injection pulse generation timer is set, and in S850,
Similarly, as the processing of the ignition signal generation unit 51, when the current crank angle interrupt is an interrupt at a predetermined specific crank angle, the ignition pulse generation timer is set, and the routine exits.

As a result, the injection pulse is output from the injection pulse generation timer to the injector 10 at the injection timing determined in S830 to inject fuel, and the ignition pulse is output from the ignition pulse generation timer to the ignition coil at the ignition timing determined in S830. 11 to the spark plug 12
Ignition is performed.

Next, S110 of the periodic processing routine of FIG.
Will be described with reference to FIG. In the following, (-k) attached to each parameter is a value before the k control period (for example, 1 with a subscript (-1)).
(Value before the control cycle).

In this process, first, in S150, the target torque Tei is set as a process of the target torque setting means 31 with reference to a data map having the engine speed Ne and the accelerator opening S as a grid, and in S160. The processing of the intake system coefficient calculator 37 is performed.

In the intake system coefficient calculation process, first, the volume efficiency ηv is set based on the engine speed Ne and the manifold total pressure Pm, and the engine speed Ne and the intake pipe 1a are set.
Gas temperature Tm, volumetric efficiency ηv, intake system constants Vm, V
Based on s, L, Ra, and Re, the intake system coefficients a, ba, and be based on the above-described equations (7) to (9), and the intake system coefficients Ca, Ce, and d based on the following equations (11) to (13). Is calculated.

Ca = a / ba = (Vs / (Ra · Tm)) · ηv · (Ne · L / 120)… (11) Ce = a / be = (Vs / (Re · Tm)) · ηv · (Ne · L / 120) ··· (12) d = (Vs / (Ra · Tm)) · ηv ··· (13) In S170, the initial set values of the basic fuel injection amount, the basic EGR amount, and the cylinder equivalent ratio are calculated. Is performed. Here, the initial set value calculating means 32 refers to the respective data maps using the engine speed Ne and the target torque Tei as parameters, thereby obtaining the basic fuel injection amount initial set value Gfi and the basic EGR amount initial set value EGRi. , The cylinder equivalent ratio initial setting value FAIi is calculated.

In step S180, the partial pressure of the active air component and the EGR
A control target value or the like of the gas effective component partial pressure is calculated. Here, the control target value setting means 33 obtains an equivalent ratio estimated value fai that estimates the equivalent ratio of the EGR gas at the inlet of the EGR valve 14 from the in-cylinder equivalent ratio initial setting value FAIi set in S170.

Then, based on the equivalence ratio estimated value fai, the cylinder equivalence ratio initial set value FAIi, the basic fuel injection amount initial set value Gfi, the EGR amount set value EGRSi, the intake system coefficient d, and the stoichiometric air-fuel ratio ABFt, the following (14) ) To (16), the air effective component partial pressure target value initial set value Pmosi, the EGR gas active component partial pressure target value initial set value Pmeesi, the manifold total pressure target value initial set value Pmsi, and
The ratio between the equivalent ratio estimated value fai and the equivalent ratio set value FAIi according to the following equation (17) is calculated as an equivalent ratio coefficient rfai.

Pmosi = (1 / d) · Gfi · ABFt / FAIi (14) Pmeesi = EGRSi / (1-EGRSi) · (Re / Ra) · Pmosi (15) Pmsi = Pmosi + Pmeesi (16) rfai = fai / FAIi (17) In S190, the estimated values of the air effective component partial pressure and the EGR gas effective component partial pressure based on the sensor detection value are calculated.
Here, the feedback control amount calculation means 35 first estimates the time change amounts of the air effective component partial pressure and the EGR gas effective component partial pressure according to the intake system model.
An EGR gas excess / deficiency component partial pressure model value Pfea and an EGR gas effective component partial pressure model value Pfee are calculated based on the in-cylinder equivalence ratio estimated value rfai. The air pressure model value Pfa is calculated.

Then, the sum of the EGR gas excess / deficiency component partial pressure model value Pfea and the new air partial pressure model value Pfa is calculated as the air effective component partial pressure estimation value Pmo, and the EGR gas air excess / deficiency component partial pressure model is calculated. Value Pfea, EGR gas effective component partial pressure model value Pfee, new air partial pressure model value Pfa
Is calculated as the EGR gas effective component partial pressure estimated value Pmee in order to make the sum of the EGR gas effective component partial pressure estimated value Pmo from the manifold total pressure Pm equal to the manifold total pressure Pm which is the measured value of the intake pipe pressure. .

Here, by using the equivalence ratio rfai, the estimation accuracy of the EGR gas effective component partial pressure can be improved, and at the same time, without correcting the fresh air partial pressure model value Pfa obtained from the actual intake air amount. Correcting the EGR model error by matching the sum of the partial pressures with the manifold total pressure Pm, eliminating the influence of intake air temperature, atmospheric pressure, valve clearance, etc., and improving the accuracy of estimating the effective air component partial pressure. Can be.

More specifically, the model value Pfea of the partial pressure of air excess / deficiency of the EGR gas and the model value Pfeee of the effective component of the EGR gas are obtained by setting the intake system coefficients a, ba, be, the equivalence ratio coefficient rfai, and one control cycle before. EGR valve passing gas flow rate set value Qe _(-1) , Pfea of EGR gas one control cycle before
_(-1) , using Pfeed _(-1) one control cycle before, the following ₍₁₎
8), calculated by equation (19).

Pfea = (1-a · dt) · Pfea ₍₋₁₎ + (ba · dt) · (1-rfai) · Qe _(-1) … (18) Pfee = (1-a · dt) · Pfee _(-1) + (be · dt) · (1-rfai) · Qe _(-1) (19) The new air partial pressure model value Pfa of the intake air is actually measured by the intake air amount sensor 8. It is calculated by the following equation (20) using the measured value Qave of the air passing through the throttle.

Pfa = (1-a · dt) · Pfa ₍₋₁₎ + (ba · dt) · Qave (20) Then, the estimated value Pmo of the effective air component and the estimated value Pmee of the EGR gas effective component. Is calculated by the following equations (21) and (22).

Pmo = Pfa + Pfea (21) Pmee = Pm-Pmo (22) In S200, the estimated value Pmo of the effective air component and the EGR
The throttle-passing air flow rate set value Qa and the EGR valve-passing gas flow rate set value Qe are calculated based on the gas effective component partial pressure estimated value Pmee. Here, first, the feedback control coefficient is calculated by the processing of the control coefficient calculating means 38. Specifically, the intake system coefficients ba, be,
Using ca, ce and the equivalent ratio coefficient rfai, the following (23)
The feedback coefficients f1, f2, h1,
h2, g1, and g2 are calculated.

F1 = (1 / (ba · dt)) · n (23) f2 = (1 / (rfai · be · dt)) · n (24) h1 = ca (25) h2 = ce / rfai (26) g1 = m / Ne (27) g2 = m / Ne (28) where dt: control cycle n: weight coefficient (0 <n <1) m: integral control coefficient (m ≧ 0) Then, the EGR valve passing gas flow rate initial setting value Qei and the throttle passing air flow rate initial setting value Qai are calculated by the processing of the feedback control amount calculating means 35 according to the above-described intake system model.

Here, the initial setting value Qei of the EGR valve passing gas flow rate is determined by the EGR value calculated by the estimated value calculating means 34.
The gas effective component partial pressure estimated value Pmee, the EGR gas effective component partial pressure target value initial set value Pmeesi, and the time integrated value Imee of the EGR gas active component partial pressure error calculated in S210 described later one control cycle before _{( -1)} and is calculated by the following equation (29).

Qei = h2 · Pmeesi-f2 · Pmee + g2 · Imee _(-1) (29) The initial setting value Qei of the EGR valve passing gas flow rate calculated by the above equation (29) is not always a feasible value. In some cases, the range of the following equation (30) (0 or more and the maximum flow rate (Qe)
(The range below _MAX ) to obtain a controllable (realizable) flow rate, and this flow rate is used as the EGR gas effective component partial pressure estimated value P
Let me be the EGR valve passing gas flow rate Qe using mee.

0 ≦ Qe ≦ (Qe) _MAX (30) The maximum EGR valve passage gas flow rate (Qe) _MAX is set by referring to a map or the like based on the manifold total pressure Pm.

The throttle-passing air flow initial value Qai is calculated by the EGR valve passing gas flow Qe and the Pmo calculated by the control target value calculating means 53 described above.
The following equation (31 ₎ is obtained by using the si and the air effective component partial pressure estimated value Pmo, and the time integral value Imo _{(-1) of} the air effective component partial pressure error calculated in S80 described later one control cycle before. ) Formula is calculated.

Qai = h1, Pmosi-f1, Pmo- (1-rfai), Qe + g1, Imo (31) Then, the calculated throttle-passing air flow initial setting value Q
ai is in the range of the following equation (32) (0 or more, maximum flow rate (Qa)
₍ The range below _MAX ) to determine the air flow Qa passing through the throttle.

0 ≦ Qa ≦ (Qa) _MAX (32) Also in this case, a value set by referring to a map or the like based on the total manifold pressure Pm in consideration of a controllable flow rate is used.

In S210, the air effective component partial pressure predicted value P
mos and EGR gas effective component partial pressure prediction value Pmees
Is calculated. Here, the air effective component partial pressure prediction value Pm
os is calculated by the predicted value calculating means 36 using the air effective component partial pressure predicted value Pmos _(-1) one control cycle ago and the air effective component partial pressure target correction value Pmohs according to the following equation (33). .

Pmos = (1-n) · Pmos ₍₋₁₎ + n · Pmohs (33) Similarly, the EGR gas effective component partial pressure predicted value Pmee
s is the EGR gas effective component partial pressure prediction value P one control cycle before.
mees _(-1) and EGR gas effective component partial pressure target correction value Pm
It is calculated by the following equation (34) using eehs.

Pmees = (1-n) · Pmees ₍₋₁₎ + n · Pmeehs (34) The target correction value Pmohs of the effective air component partial pressure in the above equations (33) and (34) is the throttle passing air flow rate Qa. The EGR gas effective component partial pressure target correction value Pmeehs is a pressure target value corresponding to the EGR valve passing gas flow rate Qe, and is calculated by the following equations (35) and (36). .

Pmohs = (1 / h1) · (Qa + (1-rfai) · Qe + f1 · Pmo-g1 · Imo)… (35) Pmeehs = (1 / h2) · (Qe + f2 · Pmee-g2 · (36) The time integrated value Imo of the air effective component partial pressure error and the time integrated value Ime of the EGR gas active component partial pressure error in the above equations (35) and (36) are expressed by the following (37), It is calculated by equation (38).

Imo = Imo _(-1) + (Pmos (-k) -Pmo) .dt ... (37) Imee = Imee _(-1) + (Pmees _(-k) -Pmee) .dt ... (38) S220 Now, the calculation of the ETC instruction value Sa to the ETC 13 by the ETC instruction means 61 and the EGR instruction means 62
Of the valve opening instruction value Se to the EGR valve 14 is calculated. Here, the ETC instruction means 61 determines in S20
The ETC opening instruction value Sa is calculated using the throttle passing air flow rate Qa obtained at 0 and the manifold total pressure Pm.

The EGR valve instructing means 62 determines whether S2
Using the EGR valve passage gas flow rate Qe and the manifold total pressure Pm obtained at 00, the EGR valve opening degree instruction value Se is used.
Is calculated. As a result, the throttle valve and the EGR valve can be controlled to the opening position where the intake air amount and the EGR gas amount necessary for realizing the target torque can be obtained.

Next, in S230, the final basic fuel injection amount Gfs is calculated. Here, the calculation of the fuel injection amount corresponding to the actual intake air amount flowing into the cylinder is performed. That is, the throttle actuator 13 and the EGR valve 14 are controlled to the opening position for obtaining the intake air amount and the EGR amount for realizing the target torque in S110. For example, the opening position of the throttle valve changes stepwise. In such cases, the actual response of the intake pipe pressure does not change stepwise due to the separation distance between the throttle valve and the combustion chamber, the shape of the intake passage, the response of the actuator, etc., and is delayed with respect to the control target value. May occur. Therefore, in S230, the calculation of the fuel injection amount according to the amount of air actually sucked into the cylinder is performed.

Here, the basic fuel injection amount calculating means 60
Two types of fuel injection amounts are calculated based on the two types of intake pipe pressure response values calculated in S190 and S210 described above. Then, one of the two fuel injection amounts is adopted as the final fuel injection amount in accordance with the fuel injection control method determined according to the engine operating state.

First, the estimated value of the effective air component partial pressure Pm
An L / JETRO type fuel injection amount Gfs_L based on o and an A / F priority type fuel injection amount Gfs_A based on the air effective component partial pressure predicted value Pmos are calculated by the following equations (39) and (40).

Gfs_L = d · Pmo · FAIi / ABFt (39) (ABFt: stoichiometric air-fuel ratio, d: intake system coefficient) Gfs_A = d · Pmos · FAIi / ABFt (40) (ABFt: stoichiometric air-fuel ratio, d When the engine operating state is in the middle / low load operation range, the basic fuel injection amount calculating means 60 calculates the A / F priority type fuel injection amount Gfs_A obtained by the A / F priority type fuel injection system.
And the basic fuel injection amount calculating means 60 calculates the final fuel injection amount Gfs_L obtained by the L jetro type fuel injection method when the engine operating state is in the high load operation range. Gfs
And

Next, S120 of the periodic processing routine of FIG.
Will be described with reference to FIGS. 8 and 9. 8 and 9 are flowcharts showing a torque reduction control processing routine.

In the present embodiment, retard control of the ignition timing is temporarily performed at the time of upshift and downshift as torque reduction control processing. In S401, the torque control signal 1 and the torque control signal 2 output from the torque signal input means 9 are read. And S40
At S403 and S420, it is determined whether the torque control signal 1 and the torque control signal 2 are High or Low, respectively.

Here, when the torque control signal 1 is Low and the torque control signal 2 is High, it is determined that an upshift is being performed, and the process proceeds to S410. From S410 to S412, the ignition timing retard correction amount during the upshift is reduced. Is calculated.

In S410, a flag indicating that the ignition timing retard control at the time of the upshift is being executed is set. In S411, the total retard correction amount ATADVB and the unit retard correction amount ATDADR are calculated. Here, the total retard correction amount ATADVB and the unit retard correction amount ATDADR
Is the total retard correction amount ATADVB and the unit retard correction amount AT
It is calculated by referring to the DADR calculation data map using the target torque Tei.

In step S412, the ignition timing retard correction amount is calculated. Here, up to the total retard correction amount, the unit retard correction amount ATDADR is added to the current ignition timing retard correction amount for each preset number of ignitions. As a result, the ignition timing retard correction amount is gradually increased until the overall retard correction amount is reached, and the ignition timing setting unit 50 is set so that the ignition timing Tig is retarded at a predetermined speed until the final retard ignition timing. You. As a result, the output torque is reduced at the predetermined speed during the upshift.

In this embodiment, S402 and S4
At 03, the torque control signal 1 and the torque control signal 2 are both
If Low, the routine exits without performing the torque reduction control (return).

In S402, the torque control signal 1 becomes Hi.
If the torque control signal 2 is high in S420 at gh, the process proceeds to S430. In S430, it is determined whether or not a flag indicating that the ignition timing retard control at the time of the upshift is being performed is set. If the flag is set (set), the retard is corrected at the time of the upshift. In order to calculate a retard correction amount for returning the ignition timing for returning the ignition timing to the original ignition timing, the step S431 is performed.
Move to.

In S431, a retard correction amount ATDADF for returning the ignition timing is calculated. Here, the ignition timing return retard correction amount ATDADF is calculated by referring to the data map for calculating the ignition timing return retard correction amount ATDADF using the target torque Tei.

At S432, the ignition timing retard correction amount is calculated. Here, the ignition timing retard correction amount is calculated from the current ignition timing retard correction amount for each preset number of ignitions by the ignition timing return retard correction amount ATDA.
It is obtained by subtracting DF.

In S433, it is determined whether or not the ignition timing retard correction amount is 0, and it is determined whether or not the return to the normal ignition timing has been completed. Here, when the ignition timing retard correction amount is 0 (= 0), it is determined that the ignition timing has been returned to the normal ignition timing, and the process proceeds to S434. In S434, the flag indicating that the ignition timing retard correction is being performed at the upshift is cleared. Exit the routine. If the retard correction amount is not 0 (# 0), the routine exits this routine (return), and the return of the ignition timing is continued.

As a result, the ignition timing retard correction amount is gradually reduced, and the ignition timing setting section 50 sets the ignition timing Tig
Is set to advance at a predetermined speed from the retarded ignition timing to the normal ignition timing. As a result, the output torque reduced during the upshift is returned to the original output torque at a predetermined speed.

In S402, the torque control signal 1 becomes Hi.
If the torque control signal 2 is low in S420 at gh, it is determined that a downshift is being performed, and the process proceeds to S421.
In S423, the ignition timing retard correction amount at the time of the downshift is calculated.

In S421, a flag indicating that the ignition timing retard control at the time of the downshift is being performed is set, and in S422, the total retard correction amount ATADVB and the unit retard correction amount ATDADR are calculated. Here, the total retard correction amount ATADVB and the unit retard correction amount ATDADR
Is the total retard correction amount ATADVB and the unit retard correction amount AT
It is calculated by referring to the DADR calculation data map using the target torque Tei.

In step S423, the ignition timing retard correction amount is calculated. Here, up to the total retard correction amount, the unit retard correction amount ATDADR is added to the current ignition timing retard correction amount for each preset number of ignitions. As a result, the ignition timing retard correction amount is gradually increased until the overall retard correction amount is reached, and the ignition timing setting unit 50 is set so that the ignition timing Tig is retarded at a predetermined speed until the final retard ignition timing. You. As a result, the output torque is reduced at the predetermined speed during the downshift.

Also, in S402 and S420, the torque control signal 1 and the torque control signal 2 are both High,
If the flag indicating that the ignition timing retard control at the time of the upshift is being executed is clear in S430, the process proceeds to S440. If the flag indicating that the ignition timing retard control at the time of the downshift is being executed is set at S440, the ignition timing for returning the retarded corrected ignition timing to the original ignition timing at the time of the downshift is set. The flow shifts to S441, in order to calculate a return correction amount for return.

In S441, the retard correction amount ATDADF for returning the ignition timing at the time of the downshift is calculated. Here, the ignition timing return retard correction amount ATDADF is calculated by referring to the data map for calculating the ignition timing return retard correction amount ATDADF using the target torque Tei.

Then, in S442, the ignition timing retard correction amount is calculated. Here, the ignition timing retard correction amount is calculated from the current ignition timing retard correction amount for each preset number of ignitions by the ignition timing return retard correction amount ATDA.
It is obtained by subtracting DF.

In S443, it is determined whether or not the ignition timing retard correction amount is 0, and it is determined whether or not the return to the normal ignition timing has been completed. Here, when the ignition timing retard correction amount is 0 (= 0), it is determined that the ignition timing has been returned to the normal ignition timing, and the process proceeds to S444. In S444, the flag indicating that the ignition timing retard correction is being performed at the time of the downshift is cleared. Exit the routine. If the retard correction amount is not 0 (# 0), the routine exits this routine (return), and the return of the ignition timing is continued.

As a result, the ignition timing retard correction amount is gradually reduced, and the ignition timing setting section 50 sets the ignition timing Tig
Is set to advance at a predetermined speed from the retarded ignition timing to the normal ignition timing. As a result, the output torque reduced during the downshift is returned to the original output torque at a predetermined speed.

According to the above-described torque reduction control process, the overall retard correction amount ATADVB, the unit retard correction amount ATDADR, and the ignition timing return retard correction amount ATDADF are calculated based on the target torque serving as a reference for engine control. Based on these, the ignition timing retard correction amount at the time of an upshift and at the time of a downshift is obtained.

Then, the overall retard correction amount ATADVB, the unit retard correction amount ATDADR, and the retard correction amount for ignition timing return ATDADF are calculated based on the target torque serving as the reference for engine control, so that an appropriate The ignition timing retard correction amount can be calculated.

Therefore, in the entire system according to the present embodiment, the fuel injection control, the intake control, and the EGR control are comprehensively performed based on the target torque, and the torque reduction control based on the target torque is realized during gear shifting. .

Thus, it is possible to realize appropriate torque reduction control according to the control state of the engine at the time of an upshift and a downshift. Even in an engine device capable of realizing a plurality of different combustion modes, it is possible to quickly and easily realize the torque reduction control according to the control state without performing complicated arithmetic processing. As a result, the shift shock generated during the upshift and the downshift can be appropriately reduced by controlling the engine, and a good driving feeling can be obtained.

In this embodiment, the torque reduction control is performed at the time of the upshift and the downshift. However, the present invention is not limited to this, and it is possible to perform only one of them.

Next, a second embodiment of the present invention will be described below with reference to FIGS. What is characteristic in the present embodiment is that the first embodiment performs the torque reduction control process at the time of gear shifting by ignition timing control, whereas the first embodiment performs control on some of the plurality of cylinders. This is to be performed by fuel cut control for stopping fuel supply.

FIG. 11 is an overall block diagram of an engine control system according to the present embodiment. The same components as those in the above-described embodiment are denoted by the same reference numerals, and detailed description thereof will be omitted. The difference from the first embodiment is
The ECU 20 has a fuel cut control means 43 and a fuel cut delay timer 1 arithmetic means 4 as a torque reduction control processing function for temporarily reducing the output torque of the engine during gear shifting.
4. It has a fuel cut delay timer 2 calculation means 45.

The fuel cut control means 43 is connected to the output side of the torque signal input means 9 so that the torque control signal 1 and the torque control signal 2 output from the torque signal input means 9 can be input. The cut delay timer 1 calculation means 44 and the fuel cut delay timer 2 calculation means 45 are connected to each other so that data can be input and output therebetween. The output side of the fuel cut control means 43 is connected to the injection pulse generator 42.

The fuel cut control means 43 receives the torque control signal 1 and the torque control signal 2 from the torque signal input means 9.
To stop supplying fuel to one cylinder based on
It is determined whether to perform a cylinder fuel cut, a two-cylinder fuel cut in which fuel supply to two cylinders is stopped, or a normal fuel supply in which fuel cut is stopped. Is output to the injection pulse generator 42. Then, a reference value serving as a criterion for the determination is input from the fuel cut delay timer 1 calculation means and the fuel cut delay timer 2 calculation means.

Fuel cut delay timer 1 calculation means 44
Is used to select whether the fuel cut signal output from the fuel cut control means 43 to the injection pulse generator 42 to reduce the torque should be a one-cylinder fuel cut signal or a two-cylinder fuel cut signal. The cylinder fuel cut determination reference time is calculated. The two-cylinder fuel cut determination reference time is calculated by referring to a preset data table using the target torque Tei, and is compared by the fuel cut control means 43 with the duration of the one-cylinder fuel cut signal. .

Fuel cut delay timer 2 calculation means 45
Stops the fuel cut signal output to the injection pulse generating section 42 to reduce the torque and cancels the fuel cut, or outputs the one-cylinder fuel cut signal to
This is for calculating a fuel cut release reference time for selecting whether to continue the cylinder fuel cut. This fuel cut release reference time is calculated by referring to a preset data table using the target torque Tei, and the output torque reduced by the fuel cut by the fuel cut control means 43 is used as the original output torque. Is compared with the continuous time after the input of the torque control signal for returning to.

When the fuel cut signal from the fuel cut control means 43 is input to the injection pulse generator 42, the injection pulse generator 42 sends the signal to the injector 10 provided in a predetermined cylinder in accordance with the fuel cut signal. The output of the injection pulse signal is stopped, and the fuel is cut for the cylinder.

Next, the torque reduction control process executed by the ECU 20 will be described with reference to the flowchart of FIG. FIG. 12 is a flowchart illustrating a torque reduction control processing routine according to the present embodiment that is performed in S120 of the periodic processing routine of FIG.

In the present embodiment, fuel cut control is performed during gear shifting as torque reduction control processing. The fuel cut control is performed first when the ECU 20 receives a torque control signal for reducing the output torque during a gear shift.
A cylinder fuel cut is performed, and a two-cylinder fuel cut is performed a predetermined time after the start of the one-cylinder fuel cut.

Then, when a torque control signal for returning the reduced output torque is input, the fuel cut is changed from the two-cylinder fuel cut to the one-cylinder fuel cut, and after a lapse of a predetermined time after the change, the fuel for all the cylinders is changed. Stop cutting. Thus, torque reduction control for temporarily reducing the output torque during gear shifting is performed.

Hereinafter, the control will be described in detail with reference to FIG. In S601, the torque control signal 1 and the torque control signal 2 output from the torque signal
Is read. Then, S602, S603,
In S620, it is determined whether the torque control signal 1 and the torque control signal 2 are High or Low, respectively.

In S602, when the torque control signal 1 is Low,
If the torque control signal 2 is low in S603, S is executed to perform control to reduce the output torque by fuel cut.
Shift to 604 or later. If one of the torque control signal 1 and the torque control signal 2 is high and the other is low, the routine is exited by not performing the torque reduction control by fuel cut (return).

In S604, a fuel cut delay timer 1 (T1DWN) which is a reference time for judging fuel cut of two cylinders and a fuel cut delay timer 2 (T2DWN) which is a reference time for canceling fuel cut are calculated. Here, the fuel cut delay timer 1 (T1DWN) uses the fuel cut delay timer 1 data table (TT1DWN) preset in the fuel cut delay timer 1 calculation means 44 as the target torque Te.
It is calculated by reference using i.

At the same time, the fuel cut delay timer 2
(T2DWN) is a fuel cut delay timer 2 calculating means 4
The calculation is performed by referring to the preset fuel cut delay timer 2 (TT2DWN) in step 5 using the target torque Tei.

At S605, a comparison is made between the fuel cut delay timer 1 (T1DWN) and the fuel cut delay timer 1 (T1DWN), which is the continuation time from the start of fuel cut for one cylinder (TDOWN1). Here, one cylinder cut duration (TDOWN
If 1) is less than or equal to the fuel cut delay timer 1 (T1DWN) (YES), the flow shifts to S606 to maintain the reduction amount of the output torque due to the current fuel cut, and the one-cylinder cut duration (TDOWN1) is changed to the fuel cut. Delay timer 1 (T1DW
If N) is exceeded (NO), the flow shifts to S608 to further increase the output torque reduction amount.

In S606, the fuel cut control unit 43 outputs a one-cylinder fuel cut signal to the injection pulse generating unit. Thereby, the injector 10 provided in one predetermined cylinder from a plurality of cylinders
The output of the injection pulse signal to the cylinder is stopped, the fuel cut for one cylinder (one cylinder fuel cut) is performed, and the output torque is reduced by one cylinder fuel cut.

Then, the flow shifts to S607, where the duration of one cylinder fuel cut (TDOWN1) is counted at S607. The one-cylinder fuel cut duration (TDOWN1) is set to S
Until it is cleared at 661, it is accumulated for each program cycle. Then, the process exits from this routine (return).

In S608, a two-cylinder cut signal is output from the fuel cut control unit 43 to the injection pulse generating unit. As a result, the output of the injection pulse signal from the plurality of cylinders to each of the injectors 10 provided in the two predetermined cylinders is stopped, and the fuel cut (two-cylinder fuel cut) is performed on the two cylinders. As a result, the output torque is reduced by the amount corresponding to the two-cylinder fuel cut. Then, the process exits from this routine (return).

In S602, the torque control signal 1 becomes Hi.
If it is determined in S620 that the torque control signal 2 is High at gh, S6 is performed to perform control to return the output torque reduced by the fuel cut to the original output torque.
Move to 50 or later.

In S650, the continuation time (TDOW) from the start of the returning one-cylinder fuel cut in S651 to be described later.
N2) is compared with the fuel cut delay timer 2 (T2DWN) calculated in S604.

Here, the return one-cylinder fuel cut continuation time
If (TDOWN2) is equal to or shorter than the fuel cut delay timer 2 (T2DWN) (YES), the flow shifts to S651 to maintain the output torque reduction amount due to the one-cylinder fuel cut, and the returning one-cylinder fuel cut duration (TDOWN2). ) Exceeds fuel cut delay timer 2 (T2DWN) (N
In step O), the flow shifts to S660 to return the output torque reduced by the fuel cut to the original output torque.

In step S651, a one-cylinder fuel cut signal is output from the fuel cut control unit 43 to the injection pulse generator 42, and a one-cylinder fuel cut is performed. As a result, a preset one of the two-cylinder fuel cuts is set.
The fuel cut of the cylinder is stopped, and the fuel cut by the remaining one cylinder (return one-cylinder fuel cut) is continued.

Then, the flow shifts to S652, where the duration (TDOWN2) of the return one-cylinder fuel cut is counted. The return one-cylinder fuel cut continuation time (TDOWN2) is integrated for each program cycle until cleared in S661 described later. Then, the process exits from this routine (return).

In S660, the output of the fuel cut signal from the fuel cut control means 43 to the injection pulse generating section 42 is stopped, and fuel injection is performed at normal timing by all cylinders. As a result, the output torque is returned from the output torque reduced by the fuel cut to the original output torque before the fuel cut. Then, the flow shifts to S661, and in S661, the one-cylinder fuel cut duration (TDOWN)
1) and one cylinder fuel cut duration for return (TDOWN2)
After each is cleared, the routine exits (return).

According to the above control, the one-cylinder fuel cut continuation time (TDOWN1) and the one-cylinder fuel cut continuation time for return (TDOWN2) used for judging the number of fuel cut cylinders and their timing are controlled by the engine control. By performing calculation on the basis of the target torque serving as a reference, it is possible to obtain an appropriate criterion for determining a fuel cut during gear shifting.

Therefore, in the entire system according to the present embodiment, the fuel injection control, the intake control, and the EGR control are comprehensively performed based on the target torque, and the torque reduction control based on the target torque is realized during gear shifting. . In addition, since the fuel cut can obtain a greater torque reduction effect than the retard control of the ignition timing, the output torque can be reduced more reliably.

Next, a third embodiment of the present invention will be described with reference to FIGS. A characteristic of this embodiment is that the first embodiment and the second embodiment are all combined to perform retard control of ignition timing and fuel cut control.

FIG. 13 is an overall block diagram of an engine control system according to the third embodiment. The same reference numerals are given to the same components as those in the above-described embodiments, and the detailed description thereof will be omitted.

Next, the shift-time torque-down control process executed by the ECU 20 will be described with reference to the flowcharts of FIGS. 14 and 15
7 is a flowchart of a torque reduction control processing routine according to the present embodiment, which is performed in S120 of the periodic processing routine of FIG.

First, in S701, the torque control signal 1 and the torque control signal 2 output from the torque signal input means 9 are read. If the torque control signal 1 is low in S702, the flow shifts to S703. If it is High, the flow shifts to S720.

In S703, it is determined whether the torque control signal 2 is high or low. If it is determined that the torque control signal 2 is low, the output torque is reduced by the fuel cut control. To S704,
If it is determined that this is the case, it is determined that this is the initial stage of the torque reduction control, and the flow shifts to S710 to reduce the output torque by retard control of the ignition timing.

Steps S704 to S708 are the same as steps S604 to S608 in the second embodiment.
Steps S710 to S712 are the same as steps S410 to S412 in the first embodiment, and steps S720 to S723 are the same as steps S420 to S423 in the first embodiment, and a detailed description thereof will be omitted.

At S730, it is determined whether or not a flag indicating that the ignition timing retard control at the time of the upshift is being executed is set. If the flag is set (set), it is determined at the time of the upshift. The flow shifts to S731 to calculate the retard correction amount for returning the ignition timing. If the flag set is cleared (cleared), the flow shifts to S740.

In S740, it is determined whether or not a flag indicating that the ignition timing retard control at the time of the downshift is being executed is set. If the flag is set (set), it is determined at the time of the downshift. The flow shifts to S741 to calculate the retard correction amount for returning the ignition timing. If the flag set is cleared (cleared), the flow shifts to S750.

Steps S731 to S734 are the same as steps S431 to S434 in the first embodiment.
Steps S741 to S744 are the same as steps S441 to S444 in the first embodiment, and a detailed description thereof will be omitted. Steps S750 to S761 are the same as steps S650 to S661 in the second embodiment, and a detailed description thereof will be omitted.

According to the above control, the engine speed is set
When the engine is in the low engine speed range and the throttle opening is equal to or more than the predetermined opening, the torque reduction process is performed by the retard control of the ignition timing. Is switched to. The control values used for the retard control and the fuel cut control are calculated based on the target torque.

Therefore, the output torque can be reduced more precisely and broadly according to the control situation, and the shift shock generated at the time of shifting can be appropriately reduced by control of the engine side, and a good driving feeling can be obtained. it can.

Next, a fourth embodiment of the present invention will be described with reference to FIGS. A characteristic of the present embodiment is that a predicted torque is used instead of a target torque in calculating a control value.

FIG. 16 is an overall block diagram of the engine control system in the present embodiment. The same reference numerals are given to the same components as those in the above-described embodiments, and the detailed description thereof will be omitted. What is different from the third embodiment is that the ignition timing retard amount calculating means 52 at the time of the upshift.
Upshift time ignition timing return correction amount calculation means 53, downshift time ignition timing retard amount calculation means 54, downshift time ignition timing return correction amount calculation means 55, fuel cut delay timer 1 calculation means 44, fuel cut delay timer 2 calculation Means 45 is that predictive torque Tes is input instead of target torque Tei, respectively.

The injection timing setting section 41 calculates and sets an injection timing Tinj for injecting fuel from the injector 10 based on the predicted torque Tes and the engine speed Ne, and the ignition timing setting section 50 sets the predicted torque Tes. The ignition timing Tig is calculated and set based on the engine speed Ne. Except for this point, the third embodiment is the same as the third embodiment, and a detailed description thereof will be omitted.

FIG. 17 is a block diagram for explaining the predicted torque calculating function. As shown, the predictive torque calculating function includes a target torque setting unit 31, a control target value calculating unit 33, an estimated value calculating unit 34, and a predicted value calculating unit 3.
6 and a predicted torque calculating unit 39.

The predicted torque calculating section 39 calculates one of the estimated effective air component pressure Pmo or the estimated effective air component pressure Pmos selected according to the engine operating state, the target torque Tei and the effective air component component Pmo. The predicted torque Tes is calculated using the pressure control target value Pmosi. Here, the calculated predicted torque Tes is equal to the target torque Tei.
Is a value obtained by predicting the output torque actually realized.

FIG. 18 is a flowchart of a fuel / intake / EGR control processing routine. The difference from the above-described embodiment is that S225 for calculating the predicted torque Tes is added between S220 and S230. In S225, the predicted torque Tes is calculated by the processing of the predicted torque calculator 39. Here, the predicted torque Tes is obtained by calculating the target torque Tei using the ratio of the actual pressure response value in the intake pipe 1a to the pressure response value that is the final control target set to achieve the target torque. It is calculated by correcting.

The fuel injection control method is the L-JETRO type in order to calculate the predicted torque with high accuracy in the same manner as the calculation of the final fuel injection amount Gfs. In this case, the estimated value Pmo of the effective air component is used. In the case of the A / F priority type, the estimated value Pmos of the effective air component is used. Specifically, it is calculated by the following equations (41) and (42).

Tes = Tei × (Pmo / Pmosi) (41) Tes = Tei × (Pmos / Pmosi) (42) As shown in the above equations (41) and (42), the predicted torque Tes
Calculates the target torque Tei as the estimated effective air component partial pressure Pmo.
Alternatively, it is calculated by correcting with a ratio between the predicted value of the effective air component pressure Pmos and the target value of the effective air component pressure control Pmosi. This makes it possible to obtain a more accurate predicted torque Tes.

Thus, instead of the target torque Tei,
By using the predicted torque Tes taking into account the suction delay and the actuator response delay (control delay), it is possible to realize an optimal torque reduction control that precisely corresponds to the control state.

Next, a fifth embodiment of the present invention will be described with reference to FIGS. A characteristic feature of the present embodiment is that each of the above embodiments controls the engine (torque reduction control) for the purpose of reducing the shift shock generated at the time of shifting and obtaining a good driving feeling.
However, the present embodiment achieves this object by using the predicted torque in the control of the transmission 15 by the shift control unit 16.

FIG. 19 is an overall block diagram of the engine control system according to the present embodiment. The same reference numerals are given to the same components as those in the above-described embodiments, and the detailed description thereof will be omitted.

The ECU 20 has a D / A converter circuit 56 therein. D / A converter circuit 56
Is the predicted torque T output from the predicted torque calculator 39.
es is converted to an analog voltage and output to the shift control unit 16 as an engine load signal.

The shift control unit 16 calculates the output state of the engine in consideration of the engine load signal, and controls the shift of the automatic transmission 15. Conventionally, the intake air amount and the intake pipe pressure are used as the engine load signal, but in the present embodiment, the predicted torque Tes is used.

FIG. 20 is a flowchart of a periodic processing routine executed every predetermined program cycle.
Steps similar to those in the above-described embodiments are denoted by the same reference numerals as in FIG. 6, and detailed description thereof will be omitted. This flow differs from the above-described embodiments in that the torque reduction control process in S120 in FIG. 6 is not performed, and S145 that outputs an engine load signal to the shift control unit 16 is provided after S140. is there.

At S145, an engine load signal is output. Here, the D / A converter circuit 56
The predicted torque Tes, which is a digital signal output from the predicted torque calculation unit 39, is converted into an analog signal and output to the shift control unit 16 as an engine load signal.

The shift control unit 16 calculates an engine output state in consideration of an engine load signal, which is a predicted torque, and performs shift control of the automatic transmission 15 based on the calculated engine output state.

Therefore, for example, in an engine capable of realizing a lean burn combustion mode, an engine load signal can be obtained without requiring a complicated calculation even during the lean burn, and a more accurate engine output state can be obtained. Can be calculated.

[0211] Thus, even in a lean burn combustion mode in which there is no correlation between the intake air amount and the engine output, it is possible to perform optimal shift control of the automatic transmission 15. As a result, the control of the shift control unit side can reduce the shift shock generated at the time of shifting, and obtain a good driving feeling. In the fifth embodiment, the predicted torque Tes is used, but the target torque Tei may be used instead of the predicted torque Tes.

The present invention is not limited to the above embodiments, and various changes or combinations are possible within the gist of the present invention. For example, it is possible to perform control in which the fourth embodiment and the fifth embodiment are combined, and in the embodiment in which fuel cut is performed, the maximum number of cylinders in which fuel cut is performed is set to two cylinders. However, the present invention is not limited to this, and may be further increased.

[0213]

As described above, according to the engine control apparatus of the present invention, by performing the torque reduction control using the control value calculated based on the target torque or the predicted torque, the intake air amount can be reduced. Even in a combustion state such as lean burn where there is no correlation with the output torque, it is possible to reduce shift shock during shifting without requiring a new control signal or complicated arithmetic processing, thereby achieving a good driving feeling. You can get a ring.

[Brief description of the drawings]

FIG. 1 is a conceptual diagram of a system according to an embodiment.

FIG. 2 is an overall block diagram of an engine control system.

FIG. 3 is a block diagram of a fuel / intake / EGR control unit.

FIG. 4 is an explanatory diagram of an intake system model.

FIG. 5 is a flowchart of an initialization routine.

FIG. 6 is a flowchart of a periodic processing routine executed every predetermined program cycle.

FIG. 7 is a flowchart of a fuel / intake / EGR control processing routine;

FIG. 8 is a flowchart of a torque reduction control processing routine.

FIG. 9 is a flowchart of a torque reduction control processing routine.

FIG. 10 is a flowchart of a crank angle interrupt routine.

FIG. 11 is an overall block diagram of an engine control system according to a second embodiment.

FIG. 12 is a flowchart of a torque reduction control processing routine according to the second embodiment.

FIG. 13 is an overall block diagram of an engine control system according to a third embodiment.

FIG. 14 is a flowchart of a torque reduction control processing routine according to a third embodiment.

FIG. 15 is a flowchart of a torque reduction control processing routine according to a third embodiment.

FIG. 16 is an overall block diagram of an engine control system according to a fourth embodiment.

FIG. 17 is a block diagram for explaining a predicted torque calculating function.

FIG. 18 shows fuel, intake air, and EG according to a fourth embodiment.
It is a flowchart of an R control processing routine.

FIG. 19 is an overall block diagram of an engine control system according to a fifth embodiment.

FIG. 20 is a flowchart of a periodic processing routine executed every predetermined program cycle in the fifth embodiment.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Engine 9 Torque signal input means 15 Automatic transmission 16 Shift control unit 20 Engine control unit (ECU) 31 Target torque calculation unit 39 Predicted torque calculation unit 40 Injection pulse time calculation unit 41 Injection timing setting unit 42 Injection pulse generation unit 43 Fuel cut Control means 44 Fuel cut delay timer 1 calculation means 45 Fuel cut delay timer 2 calculation means 50 Ignition timing setting unit 51 Ignition signal generation unit 52 Upshift time ignition timing retard amount calculation means 53 Upshift time ignition timing return correction amount calculation means 54 Downshift ignition timing retard amount calculating means 55 Downshift ignition timing return correction amount calculating means (5
2-55: ignition timing retard correction amount calculating means) 56 D / A converter circuit (engine load signal output means) Tei target torque Tes predicted torque T1DWN fuel cut delay timer (two-cylinder fuel cut determination reference time) T2DWN fuel cut delay timer (Fuel cut release reference time)

Continued on front page F term (reference) 3G022 AA03 AA10 CA00 CA04 CA05 CA09 DA02 DA04 EA07 FA03 FA06 FA08 GA00 GA01 GA05 GA06 GA08 GA11 GA20 3G092 AA01 AA13 AA17 BA09 BB01 CB05 DC09 DE01S EA02 EA04 EA08 EA14 EA04 FA08 FA38 GA05 GA12 GA13 GB09 HA01Z HA04Z HA05Z HA06Z HA11Z HE03Z HE05Z HE06X HF08Z HF11Z 3G301 HA01 HA06 HA13 HA15 JA04 JA12 JA32 KA08 KA11 KB10 LA00 LB02 MA11 MA24 MA25 NA04 NA08 NB02 NB11 PA02 PE01 PE02 PA03 PF03Z PF07Z

Claims (9)

[Claims] 1. An engine control device for reducing an output torque of an engine during a shift operation of a transmission to reduce a shift shock, wherein an output torque required of the engine is determined based on an accelerator pedal depression amount and an engine speed. A target torque calculating unit that calculates the target torque, and when a torque control signal for reducing the output torque is input, at least one of ignition timing and fuel injection is controlled based on the target torque to reduce the output torque. A control device for an engine, wherein 2. An engine control device for reducing an output torque of an engine during a shift of a transmission and reducing a shift shock, wherein an output torque required of the engine based on an amount of depression of an accelerator pedal and an engine speed. A target torque calculation unit that calculates as a target torque, and a prediction torque calculation unit that calculates, as a prediction torque, an output torque that is predicted to be actually output from the engine due to an intake delay or a control delay with respect to the target torque, An engine control device, characterized in that, when a torque control signal for decreasing the output torque is input, at least one of ignition timing and fuel injection is controlled based on the predicted torque to reduce the output torque. 3. An ignition timing retard correction amount calculating means for calculating an ignition timing retard correction amount based on one of the target torque and the predicted torque, wherein when a torque control signal is inputted, the ignition timing retard correction is performed. 3. The engine control device according to claim 1, wherein the ignition timing is corrected by an amount. 4. An ignition timing retard correction amount calculating means, comprising: an overall retard correction amount that is a final retard correction amount based on one of the target torque and the predicted torque; and an ignition timing up to the overall retard correction amount. The engine control device according to claim 3, wherein a unit retard correction amount that corrects the ignition timing for each predetermined number of ignitions is calculated. 5. An ignition timing return correction amount calculating means for calculating an ignition timing return correction amount based on one of the target torque and the predicted torque, wherein the ignition timing retard correction amount is corrected by the ignition timing retard correction amount calculating means. 5. The engine control device according to claim 3, wherein the ignition timing is corrected by the ignition timing return correction amount every predetermined number of times of ignition. 6. A one-cylinder fuel cut signal for stopping fuel injection from an injector of one cylinder and a multi-cylinder fuel cut signal for stopping injection to injectors of a plurality of cylinders, and the torque control signal is output. The fuel cut signal is output when the fuel cut signal is input, and the fuel cut signal is output when the elapsed time after the output of the one cylinder fuel cut signal exceeds the multiple cylinder fuel cut determination reference time. The engine control device according to any one of claims 2 to 5, further comprising control means, wherein the multiple cylinder fuel cut determination reference time is set based on one of the target torque and the predicted torque. 7. The fuel cut control means for stopping the one-cylinder fuel cut during fuel cut control.
It is possible to output a cylinder fuel cut release signal and a multi-cylinder fuel cut release signal for canceling fuel cut of a plurality of cylinders, and when the torque return signal for releasing output torque reduction by the torque control signal is inputted, the one cylinder is released. A function to output a fuel cut release signal, and to output the multiple cylinder fuel cut release signal when an elapsed time after the output of the one cylinder fuel cut release signal exceeds a multiple cylinder fuel cut release determination reference time; 7. The engine control device according to claim 6, wherein the cylinder fuel cut release determination reference time is set based on one of the target torque and the predicted torque. 8. A control device for an engine, comprising: a shift control device for performing a shift control of a transmission based on an engine load; and outputting the engine load to the shift control device. A target torque calculating unit that calculates an output torque required of the engine based on the target torque, and an engine load output unit that outputs an engine load to the shift control device. Is output as the engine load. 9. A control device for an engine, comprising: a shift control device for performing a shift control of a transmission based on an engine load; and outputting the engine load to the shift control device. A target torque calculation unit that calculates an output torque required for the engine based on the target torque, and a prediction torque calculation unit that calculates an output torque predicted to be actually realized with respect to the target torque as a prediction torque. An engine load output unit that outputs an engine load to the shift control device, wherein the engine load output unit outputs the predicted torque as the engine load.