JP2000303893A - Torque control device for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To sufficiently vehicular accelerating/decelerating shocks of vehicles, even for a transient change-containing accelerator operation, for example. SOLUTION: A torque control device carries out correction treatment, using an injection quantity correction pattern relative to basic injection quantity obtained from accelerating opening and engine rotating speed. A variation ΔQ in the basic injection quantity is observed for every given control intervals. Increased or decreased quantity Δq(n) is provided to each variation ΔQ(n) for a given limit time Tdmp in accordance with the correction pattern. Superimposing the correction on each variation ΔQ(n) yields corrected injection quantity Qdmp as the entire transient change duration of the basic injection quantity. Actual fuel injection quantity is controlled, based on the corrected injection quantity Qdmp.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a torque control technique for an internal combustion engine for a vehicle, and more particularly, to a torque control apparatus for an internal combustion engine which suppresses vibration of a vehicle body caused by increase and decrease of the torque.

[0002]

2. Description of the Related Art It is generally known that when the output of an internal combustion engine is rapidly increased in response to a request for acceleration of a vehicle, longitudinal vibration occurs in the vehicle. Therefore, for example, Patent No. 2
No. 861270 discloses an accelerator pedal depression amount detected at each predetermined detection timing, a required injection amount corresponding to the depression amount is determined, and a basic injection pattern including a preliminary injection and a main injection is determined at each detection timing. Are sequentially superimposed. In the basic injection pattern described above, preliminary injection of an amount obtained by correcting the difference between the required injection amount at the previous detection timing and the current required injection amount is performed at the detection timing interval, and when shifting to the next detection timing, The requested injection amount is injected (main injection). By performing such control, smooth acceleration operation is realized without generating longitudinal vibration of the vehicle.

[0003]

However, according to the technique disclosed in the above publication, the period for performing the preliminary injection is, for example, 140 ms.
ec, which is set to be the same as a somewhat longer detection timing, and since the preliminary injection amount set for each detection timing is calculated based only on the information of the previous required injection amount, the deflection of the engine mount It is not possible to consider the delay of the longitudinal vibration of the vehicle due to the above-mentioned factors, and it may not be possible to accurately suppress the longitudinal vibration of the vehicle.

In view of the above, the present invention provides a torque control device for an internal combustion engine capable of reliably suppressing longitudinal vibration of a vehicle during acceleration in consideration of a delay in vehicle vibration caused by bending of an engine mount or the like. It is.

[0005]

According to a first aspect of the present invention, there is provided a torque control device for an internal combustion engine which expresses an output or a fuel supply amount required for the internal combustion engine as a parameter value, and based on the parameter value, the internal combustion engine. Control the amount of fuel supplied to the engine. In this case, the change amount of the parameter value corresponds to the change amount of the fuel supply amount. In the present invention, the change amount of the fuel supply amount due to such a change of the parameter value is corrected by the correction unit. That is, the correction means has a fixed correction pattern. Specifically, the correction means has a change in the parameter value observed within a certain observation time, and thereafter, increases or decreases the fuel injection amount within a predetermined time limit. It limits the amount. The correction means executes such a correction pattern in the above-described period for each observation time set shorter than the predetermined time limit. Limit the amount of increase or decrease. As a result, the amount of increase or decrease in the fuel supply amount in each cycle is given as a value obtained by integrating the amount of increase or decrease in each correction pattern.

According to the above-described torque control device, for example, when the vehicle is accelerated or decelerated, during a transitional period in which the required output or the required fuel supply amount is changing irregularly, the parameter value changes during this period. The change is treated in discrete time as a step change at every fixed observation time, and the above-described correction pattern is applied to each step change. This correction pattern is sequentially executed in a cycle of each observation time, and when viewed over the entire transition period, the fuel supply amount increases or decreases by an integrated value obtained in each cycle, and during this time, the torque of the internal combustion engine is changed by the corrected fuel. Occurs according to the supply amount.

Preferably, for example, two types of correction patterns can be prepared. In the first correction pattern, the amount of increase or decrease in the step value of the parameter value over a certain time limit is changed. Is kept constant, and the limit is released after a lapse of the time limit. Also, the second
In the correction pattern of (1), the total increase / decrease amount corresponding to the step change amount is given from the start of the limit time, but the increase / decrease amount is temporarily canceled (= 0) and held at 0 until the limit time elapses.

The above-mentioned time limit is set on the basis of the natural period of the vehicle drive system, and the change waveforms of the increase and decrease in the first and second correction patterns described above are respectively torsion from the internal combustion engine to the vehicle body through the drive system. It is given as an input that does not excite the vibration to the one-degree-of-freedom vibration system model of the vibration system. Therefore, in either case of the first and second correction patterns, the increase or decrease in the overall engine torque is given as a result of the superposition of the individual correction patterns. No torsional vibration is excited in the drive train. This suppresses a change in vehicle acceleration caused by an increase or decrease in engine torque during the transition period.

[0009]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention can be applied as an embodiment to a torque control device for a vehicle diesel engine. Referring to FIG. 1, an engine 1 includes an electronically controlled fuel injection pump 2.
Is provided with a linear actuator 4 for changing the position of the control sleeve. Fuel injection pump 2
A fuel injection valve 6 is connected to each cylinder of the engine 1, and a fuel injection amount by these fuel injection valves 6 is varied according to an operation amount of a control sleeve position.

A crankshaft 8 of the engine 1 is connected to a transmission 10 via a clutch, and further from the transmission 10 via a propeller shaft 12 and a differential gear (not shown), the driving wheels of the vehicle, that is, the driving system It is connected to the. The drive of the linear actuator 4 described above is controlled by an electronic control unit (ECU) 14. The ECU 14 outputs an operation signal CSP described later to the linear actuator 4 to adjust the control sleeve position of the fuel injection pump 2. The fuel injection amount from each fuel injection valve 6 can be controlled as desired.

On the other hand, various sensors are connected to the ECU 14. These sensors include a crank angle sensor 16 that outputs a crank angle signal CA synchronized with the rotation of the crank shaft 8, and an output shaft of the transmission 10. There are a vehicle speed sensor 18 that outputs a vehicle speed pulse signal V having a cycle corresponding to the rotation speed, an accelerator opening sensor 22 that detects an opening APS of an accelerator pedal 20 of the vehicle, and the like. The ECU 12 is connected to other sensors and actuators (not shown), and controls, for example, the injection timing of the fuel injection pump 2.

The ECU 14 has a program for controlling the torque of the engine 1 built therein. The torque control device according to the present embodiment operates in accordance with the control program.
Can be specifically executed. Referring to FIG. 2, a torque control routine executed by the ECU 14 as the above-described control program is shown. Hereinafter, the torque control of the engine 1 will be described with reference to this flowchart.

The ECU 14 can execute the control routine shown in FIG. 2 at a predetermined control interval (for example, 10 ms). First, in step S10, sensor signals from the above-described various sensors are read, and then in the next step S1.
In step 2, basic control parameters for the fuel injection amount are calculated based on these sensor signals. This control parameter can be obtained, for example, based on the engine speed Ne and the accelerator opening APS obtained from the sensor signal, and is specifically expressed as a basic fuel injection amount Q. The specific value of the basic injection amount Q is determined by the engine speed N
It can be set from the fuel control map corresponding to e and the accelerator opening APS. In this case, the basic injection amount Q is a parameter value corresponding to the required output or required fuel supply to the engine 1.

The value of the basic injection amount Q as a control parameter can be used as it is for basic fuel injection control by the ECU 14, and the ECU 14 outputs an operation signal CSP to the linear actuator 4 in accordance with the obtained basic injection amount Q. Then, the operation amount of the control sleeve of the fuel injection pump 2, that is, the fuel supply amount is controlled (control means). In this case, the driver operates the accelerator pedal 20
The fuel injection amount is controlled to increase or decrease according to the operation amount (accelerator opening APS).

The above is the basic method of fuel injection control by the ECU 14. In the present embodiment, the amount of increase or decrease of the basic injection amount Q is corrected in the torque control routine.
Referring to FIG. 3, the concept of the correction process of the basic injection amount Q in the ECU 14 is shown. Specifically, the correction of the basic injection amount Q is executed in the following procedure. After obtaining the basic injection amount Q in step S12, the ECU 14 observes a change amount ΔQ of the basic injection amount in step S14. Here, for example, when a change in the operation amount of the accelerator pedal 20 is observed as a parameter value corresponding to the output required by the driver, the change is indicated by a broken line in FIG.
Expressed as a continuous time change.

On the other hand, the value of the basic injection amount Q (n) calculated at fixed control intervals in the ECU 14 is held in the memory of the ECU 14 during the control interval. The change in the injection amount Q is observed in discrete time as a step-like change for each control interval, as shown by the solid line in FIG. In this case, the change amount ΔQ (n) is determined by comparing the previous value Q (n−1) of the basic injection amount and the current value Q
It can be easily observed from the difference between (n). In the present embodiment, the control interval of the ECU 14 corresponds to a fixed observation time.

In the next step S16, it is determined whether or not the correction processing of the basic injection amount Q is to be started. For example, by previously setting a start determination threshold value for the change amount ΔQ described above, the start determination can be made from a magnitude comparison between the threshold value and the observed change amount ΔQ (n). Specifically, for example, a threshold value ΔQAcc during acceleration and a threshold value ΔQdec during deceleration are prepared as the start determination threshold value.
When (n) is equal to or larger than the threshold value ΔQAcc or smaller than the threshold value ΔQdec, it can be determined that the correction process needs to be started to reduce the acceleration / deceleration shock of the vehicle.

In step S16, other determination conditions can be freely set. For example, the basic injection amount Q
Judgment conditions such as that the value of (n) is within a certain region, that the engine rotation speed Ne is within a certain region, and that the transmission is not in a neutral or reverse position may be further taken into account. Further, specific numerical values for setting these conditions can be set for each of acceleration and deceleration.

If the correction start determination is made in step S16 (Yes), then step S18 is executed. On the other hand, if the determination is not made (No), it is assumed that the vehicle is in a steady running state. The torque control routine is returned here without executing S18 and subsequent steps. In the next step S18, a time for limiting an increase or decrease of the actual fuel injection amount, that is, a time limit Tdmp, is set for a change in the basic injection amount Q as a control parameter. The time limit Tdmp can be set as T / 2 + α, where T is a vibration cycle in the front-rear direction of the vehicle (a natural cycle of the drive system) caused by an increase or decrease in the engine torque. That is, as described above, the longitudinal vibration of the vehicle due to the increase or decrease of the engine torque is generated by torsional vibration excited in the drive system. And final reduction ratio). Since the specifications of the vehicle and the final reduction ratio are known in advance, the period T of the longitudinal vibration generated in the vehicle can be easily specified based on the current gear position.

Further, in order to transmit the increase or decrease in the engine torque to the vehicle body, it is necessary to take into account a response delay due to the bending of the engine mount or the reversal of the backlash, and α represents the response delay time. . It is preferable that the specific value of the response delay time α be changed according to, for example, the gear position of the transmission 10 or the current operating state of the engine 1.

For setting the time limit Tdmp in step S18, a map prepared in advance can be used, and the time limit setting map is prepared for, for example, acceleration and deceleration. These maps show different characteristics from each other. Specifically, during acceleration, the lower the speed, the longer the natural period T of the drive system and the longer the time limit Tdmp. Further, if the indicated average effective pressure Pe is taken into account for each gear, the response delay time α is changed to be longer as the value Pe is smaller, and therefore the time limit Tdm
p is set longer.

On the other hand, at the time of deceleration, the natural period T of the drive system is longer as the speed is higher, and the time limit Tdmp is set to a longer value. In addition, the characteristic with respect to the indicated mean effective pressure Pe at each gear position is such that the response delay time α is changed to be shorter as the indicated mean effective pressure Pe increases, and the time limit T
dmp is set shorter. Therefore, step S18
ECU 14 estimates the current gear position of the transmission 10 based on the engine speed Ne obtained from the crank angle signal and the vehicle speed Vs obtained from the vehicle speed pulse signal, and also calculates the change amount ΔQ, the accelerator opening APS, Information on the indicated average effective pressure Pe is obtained, and based on the estimated gear position and various information, the time limit Tdm is obtained from the above-described setting map.
Set p.

Next, in step S20, the number of control intervals included in the above-mentioned time limit Tdmp, that is,
The number of time steps k is calculated. For example, step S1
If the time limit Tdmp set at 8 is 100 ms, the number of time steps k of the control interval (10 ms) included in the time limit is k = 10. This control interval is a time limit Tdmp to accurately reflect the delay of the longitudinal vibration of the vehicle due to the deflection of the engine mount and the like in the torque control.
It is set shorter.

When the processing in steps S18 and S20 is completed, the ECU 14 proceeds to step S22,
Here, the corrected injection amount Qdmp is set as a value obtained by correcting the increase / decrease amount of fuel to be actually injected from the fuel injection valve 6 with respect to the fuel injection amount Q as a control parameter. FIG. 3 is a model diagram conceptually showing a method for setting the correction injection amount Qdmp. Specifically, the setting method is based on the injection amount correction pattern and the model of the correction injection amount shown in FIG. It can be represented graphically.

The illustrated injection amount correction pattern shows a first example. Specifically, the change amount ΔQ (1) is observed at the time point a (step S16 = true) at which the correction start determination is established. At this time, the amount of increase or decrease of the actual fuel injection amount is limited to Δq (1) over the time limit Tdmp from the time point a, and after the time limit Tdmp elapses, the limit is released and the total amount of change ΔQ (1) is reduced. (First correction pattern).

In step S22 executed at the first time (n = 1) of the control interval, the correction injection amount is simply increased or decreased by the basic injection amount Q (0) = Qst at the correction start time point a.
A value Qdmp (1) obtained by adding (1) is set by the following equation (1). Qdmp (1) = Q (0) + Δq (1) (1) Note that the actual increase / decrease Δq (n) is limited to, for example, one-half of the change ΔQ (n). Further, in the example of FIG. 3, the number of time steps k = 3 obtained in step S20.
Is given.

After setting the correction injection amount, the ECU 14 proceeds to the next step S24, and controls the actual fuel injection amount based on the limited injection amount Qdmp (1). The ECU 14 makes a correction end determination in the next step S26, and repeats the above-described steps S22 and S24 until a predetermined end determination condition is satisfied (No).

During this time, the above-described injection amount correction pattern is executed for the change amount ΔQ (n) at each control interval, and as a result, each of the hatched regions is limited within the time limit Tdmp. Increase / decrease Δq (n)
After the time limit Tdmp has elapsed, the total increase / decrease amount ΔQ (n) is provided. Therefore, as shown in FIG. 3, the correction injection amount Qdmp in a certain control interval can be set as a value obtained by integrating all of the increase / decrease amount Δq and the total increase / decrease amount ΔQ in each correction pattern (correction means).

Similarly, the next control interval (n =
In 2), since the increase / decrease amount Δq (2) is given to the change amount ΔQ (2), the corrected injection amount Qdmp (2) is given by the following equation: Given by

Thereafter, by repeating steps S22 to S26, the corrected injection amount Qdmp (n) given in step S22 of a certain control interval can be represented by the following general formula (3). Qdmp (n) = Qdmp (n-1) + Δq (n) + Δq (nk) (3) where Qdmp (0) = Q (0), Δq (nk) when n−k ≦ 0
= 0.

Δq (n) = K · ΔQ (n) where K =
Assuming that it is 1/2, the above general formula (3) can be expressed as follows: Qdmp (n) = Qdmp (n-1) + K [ΔQ (n) + ΔQ (nk)] (4) The general formulas (3) and (4) can be applied to both acceleration and deceleration. In the case of deceleration, the sign of the increase / decrease ΔQ (n) is negative.

In the example of acceleration shown in FIG. 3, as a result of the above-described correction processing being performed during the transient change period (a to z) of the basic injection amount Q, a correction pattern for the change amount ΔQ in each control interval is obtained. By superimposing, it is possible to obtain a correction injection amount Qdmp (broken line) as a whole for a transient change in the basic injection amount Q. As described above, since the correction injection amount Qdmp is obtained by integrating the increase / decrease amount Δq in each correction pattern of the control interval three before, for example, the change of the past parameter value, that is, the change of the response delay such as the bending of the engine mount. Can be reflected,
Accurate torque control can be realized.

Thereafter, if the correction end determination is made in step S26 (Yes), the ECU 14 ends the torque control routine. In step S26, for example, when the state where the change amount ΔQ is equal to or less than the predetermined determination threshold ΔQen has continued for a predetermined time, the end determination is established. Or,
By the elapsed time from the time point a when the correction start determination is established,
The correction end determination is established.

Referring to FIG. 4, there is shown a change in longitudinal acceleration (an example of acceleration) occurring in the vehicle when the above-described torque control routine is executed. Regarding the initial injection amount correction pattern, a response pattern of the vehicle acceleration will be described.
When the basic injection amount Q changes stepwise due to the depression of the engine, the engine torque increases due to the depression,
The acceleration of the vehicle rises with the above-mentioned delay time α.
When the injection amount correction pattern of the present embodiment is not applied, the basic injection amount Q is considered to increase stepwise to the injection amount Q (1) at the start time point a, as shown by the broken line,
Further, it is considered that the response of the acceleration changes with a large amplitude as shown by a broken line.

On the other hand, when the injection amount correction pattern of this embodiment is applied, the injection amount is continuously limited to the correction injection amount Qdmp (1) over the time limit Tdmp, as shown by the solid line in FIG. . Thereafter, at the time point b at which the acceleration G reverses from its peak after the lapse of the time limit Tdmp, the basic injection amount Q (1) at the acceleration start time point a is given. During this time, the engine mount continues to bend in the same direction, so that after the lapse of the time limit Tdmp, the torque between the engine 1 and the drive wheels according to the basic injection amount Q (1) without delay in response. Is transmitted.

In this case, a change in vehicle acceleration caused by an increase in engine torque within the time limit Tdmp (two-dot chain line) and a change in acceleration due to an increase in engine torque after the elapse of the time limit Tdmp (one dot chain line) Act in directions canceling each other, the change in acceleration (solid line) obtained by adding them together indicates a response pattern that converges the change in half (+ α) of the natural period T.

According to the torque control routine of this embodiment,
By sequentially executing the above-described correction pattern at a constant control interval during the transition period of the basic injection amount (steps S22 to S24), the overall acceleration G shown in the drawing is obtained as a result of superimposing the respective acceleration response patterns. Can be. Specifically, the overall acceleration G rises (accelerates) from the acceleration start time point a, and the time point z at which the time limit Tdmp in the last correction pattern of the transition period elapses.
Convergence of the fluctuation. Also, during this period, there is no periodic fluctuation in the overall acceleration G. Therefore, the longitudinal vibration generated in the vehicle due to the acceleration is reliably and promptly suppressed, and the driver may feel uncomfortable. Avoided beforehand.

The above-described torque control routine can be executed by rewriting the injection amount correction pattern, and an example is shown in FIG. Corrected injection amount Q shown in FIG.
The change in dmp represents an example in which the correction process is performed on the same basic injection amount Q as in FIG. 3 using another correction pattern. In this case, Step S10 to Step S1
The processing up to 6 is performed in the same manner, and the variation ΔQ (n) is observed at each control interval.

On the other hand, when the correction pattern of FIG. 5 is executed, two types of time limits Tdmp ₁ and Tdmp ₂ are set in step S18 of the control routine. These time limits T
dmp ₁ and Tdmp ₂ are each theoretically _{1 of} the drive system natural period.
Tdmp ₁ ≧ T / 6, Tdmp _{2 in} consideration of the above-described response delay.
≧ T / 3 is set. In addition, these time limits Tdmp ₁ ,
Similarly, the value of tDmp _2, is preferably modified in accordance with the operating state of the gear position and the engine 1.

Further, in step S20, the time limit Tdm
For each of p ₁ and Tdmp ₂ , two time step numbers k ₁ and k ₂ are calculated. In the case of FIG. 5, k ₁
= 1, k ₂ = 2. In the case of the injection amount correction pattern shown in FIG. 5, the change amount ΔQ (n) of the basic injection amount Q is compared with the total increase / decrease amount Δq (n) = in _one limit time Tdmp1 from the observation time point a.
ΔQ (n) is given, and the amount of increase or decrease is temporarily canceled (Δq (n) = 0) at the time point b when the time limit Tdmp ₁ has elapsed, and the amount of increase or decrease until time point c when the other time limit Tdmp ₂ has elapsed Is not given (second correction pattern).

In this case, the correction injection amount Qdmp (n) is expressed by the general formula
It is represented by (5). In the example of FIG. 5, the number of time steps k ₁ = 1 and k ₂ = 2 are given. Qdmp (n) = Qdmp (n−1) + [ΔQ (n) −ΔQ (n−k ₁ ) + ΔQ (nk− ₂ )] (5) where Qdmp (0) = Q (0), n When −k _1,2 ≦ 0, ΔQ (n−
k _1,2 ) = 0. In the example at the time of acceleration shown in FIG. 5, a correction injection amount Qdmp (broken line) as a whole is obtained for a transient change in the basic injection amount Q.

Further, the change in the longitudinal acceleration generated in the vehicle shows a response pattern that converges in approximately a half cycle for each injection amount correction pattern for the same reason as in the example of the first correction pattern described above. Also in the case of the second correction pattern, an overall acceleration G similar to the example of FIG. 4 can be obtained from the superposition of the individual acceleration response patterns. The above is an example of the case where the torque control routine is executed at the time of acceleration. However, it goes without saying that the torque control routine of the present embodiment functions effectively also in the case of deceleration.

As described above, even in a situation where the driver's accelerator depression / release operation input cannot be obtained in a complete step-like manner when the vehicle is accelerated or decelerated, the fuel injection amount during the transient change period is properly corrected. Thus, the longitudinal acceleration of the vehicle is quickly suppressed. Therefore, regardless of the accelerator operation pattern of the driver, acceleration / deceleration shock can be suppressed at all times, and good drivability can be provided.

As apparent from FIGS. 3 and 5,
The increase / decrease rate of the correction injection amount Qdmp as a whole is almost the same as when the basic injection amount Q is controlled according to the normal accelerator opening APS, and the substantial rise and fall responsiveness of the engine torque is usually The control is not slowed down as compared to the case of the control, and the accelerator response is not impaired.

The torque control routine of the embodiment described above can be variously rewritten. For example, in step S20 of the embodiment, the number of time steps k with respect to the time limit Tdmp is calculated using the control interval of the ECU 14 as the observation time (time step interval) of the change amount ΔQ. Can also be given.

Specifically, first, a map defining the relationship between the engine rotation speed Ne and the observation cycle is prepared in the ECU 14 in advance, and based on the engine rotation speed Ne read in step S10, the map is prepared. The number of time steps k can be obtained. Alternatively, assuming that the observation cycle is a constant crank angle ΔCA (deg) and the engine rotation speed Ne (rpm) at the time of calculation, the number of time steps k is given by the following equation (6): k = Tdmp · 6 · Ne / ΔCA (6), and in step S20, the number of time steps k can be calculated from the above equation (6). In this case, the number of time steps k may be suppressed to a predetermined value or less by appropriately changing ΔCA in a high rotation region of the engine rotation speed Ne.

In the control routine of the embodiment, correction and start determination are performed to correct the fuel injection amount.
In particular, when it is not necessary to perform these determinations, step S1
6 and step S26 can be omitted. In this case, the correction injection amount Qdmp is always given to the basic injection amount Q, and the ECU 14 controls the fuel injection amount based on the correction injection amount Qdmp.

Although the basic injection amount Q is used as a control parameter in the embodiment, the accelerator opening APS, throttle opening, fuel injection A quantity or the like may be used. In addition, the present invention is not only suitable as the above-described torque control device for a diesel engine, but also in other cases, for example, in the case of a diesel engine using a position control type pump, the position of a control sleeve of the pump is controlled. Alternatively, in the case of a diesel engine using a time control type injection system, it can be modified into various suitable embodiments by controlling the injection time.

Further, the present invention provides a diesel engine,
For example, it is also suitable as a torque control device for a gasoline engine described in JP-A-8-313396. In this case, even if the estimated target load correlation value (average effective pressure) correlated with the torque of the internal combustion engine is controlled as a parameter value, the same operation and effect as the above embodiment can be obtained.

[0050]

As described above, according to the torque control device for an internal combustion engine of the present invention (claim 1), the acceleration and deceleration shock of the vehicle can be favorably suppressed in all driving operation situations. it can.

[Brief description of the drawings]

FIG. 1 is a schematic diagram illustrating a configuration of a torque control device according to an embodiment.

FIG. 2 is a flowchart showing a torque control routine.

FIG. 3 is a diagram for explaining the concept of a correction process (first correction pattern) in a torque control routine.

FIG. 4 is a time chart for explaining a change in vehicle body acceleration accompanying execution of torque control.

FIG. 5 is a diagram for explaining the concept of a correction process (second correction pattern).

[Explanation of symbols]

 2 Fuel injection pump 4 Linear actuator 6 Fuel injection valve 14 ECU 22 Accelerator opening sensor

Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat II (Reference) F02D 41/04 330 F02D 41/04 330B 380 380J 380B 41/10 310 41/10 310 330 330 330Z 380 380Z 41/34 41 / 34 N W 45/00 314 45/00 314A F term (reference) 3G084 AA01 BA02 BA13 CA04 DA11 DA39 FA05 FA10 FA33 FA38 3G301 HA02 JA04 JA37 KA12 LB13 LC02 MA14 NA00 NE01 NE06 NE17 NE19 PE01Z PE03Z PF01Z PF03Z

Claims (1)

[Claims] An output unit for obtaining and outputting a parameter value corresponding to at least one of a required output and a required fuel supply amount for an internal combustion engine as a driving source of the vehicle; and a parameter value output from the output unit. A control means for controlling a fuel supply amount to the internal combustion engine; and, after a change in the parameter value is observed within a certain observation time with a change in acceleration / deceleration of the internal combustion engine, a characteristic of torsional vibration in the vehicle drive system. A correction pattern for limiting the amount of change in the fuel supply amount by the control means with respect to the change amount within a time limit determined based on a cycle, wherein the correction pattern is set shorter than the time limit; By executing in the cycle of each observation time, the increase / decrease of the fuel supply amount given in each cycle is corrected as an integrated value of the increase / decrease in each correction pattern. The torque control device for an internal combustion engine, characterized by comprising a positive means.