JP2002130032A - Rotation speed control device for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a rotation speed control device for an internal combustion engine favorably controlling the rotation speed, even if performing a feedback control of the rotation speed of the internal combustion engine in a condition directly connected to a driving wheel. SOLUTION: In a driving system of a hybrid vehicle, a crankshaft 10a of the internal combustion engine 10 is directly connected to the driving wheel 15 via a power division mechanism 13. An ECU 16 performs the feedback control of the rotation speed by regulating the throttle opening using a feedback correction term eqi calculated according to a deviation between the actual rotation speed ene and the target rotation speed entcal of the internal combustion engine 10. Wherein the ECU 16 finds feedback correction terms eqi1-eqi3 for every three operation regions divided according to the car speed so as to control the rotation speed using the feedback correction term in the operation region corresponding to the car speed at that time.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a rotational speed control device for an internal combustion engine.

[0002]

2. Description of the Related Art Conventionally, a vehicle-mounted internal combustion engine is provided, for example, in a bypass passage bypassing a throttle valve so as to obtain an appropriate engine output during idling as disclosed in Japanese Patent Application Laid-Open No. 5-263688. ISC
An idle speed control (ISC control) for automatically adjusting an intake air amount through control of a valve opening and the like is performed. In the ISC control, the opening degree of the ISC valve is feedback-corrected by a feedback correction term calculated based on the difference between the actual rotation speed and the target idle rotation speed, so that the intake air amount is appropriately adjusted and the internal combustion engine is controlled. The rotation speed is set to the target idle rotation speed.

[0003] In a hybrid vehicle or the like, it is required to control the internal combustion engine to a predetermined rotational speed in a state where the internal combustion engine and the drive wheels are directly connected at the time of vehicle deceleration, braking, or the like. Sometimes. In such a case, the IS
By applying the same logic as that of the C control, high-precision rotation speed control can be performed.

[0004]

However, when the internal combustion engine and the drive wheels are directly connected, power is applied to the output shaft of the internal combustion engine by power transmission from the drive wheels. The load state changes, and the amount of intake air required to maintain the target rotation speed changes. Therefore, the change is corrected by the feedback correction term,
The intake air amount is adjusted.

At the time of deceleration at a high vehicle speed, the power for rotating the output shaft from the drive wheels acts on the internal combustion engine to put the internal combustion engine in a low load state.
It is set to a value that reduces the intake air amount. If the feedback correction term set at this time is reflected in rotation speed control in a high-load, low-vehicle driving speed range, the intake air amount becomes insufficient, and the rotation speed of the internal combustion engine drops,
Eventually, an engine stall may occur.

The present invention has been made in view of such circumstances, and has as its object to perform feedback control of the rotational speed of an internal combustion engine in a state where the internal combustion engine and drive wheels are directly connected. It is an object of the present invention to provide a rotation speed control device for an internal combustion engine that can suitably control the rotation speed.

[0007]

In order to achieve the above object, an invention according to claim 1 is provided in which an actual value of a rotational speed of an internal combustion engine is directly connected to a drive wheel. And a target value, wherein the feedback control section performs feedback correction of a predetermined engine control amount using a feedback correction term calculated according to a deviation between the engine speed and the target value. The feedback control of the rotation speed is performed by using a feedback correction term specifically obtained for each of a plurality of operation regions classified according to the state.

[0008] In the above configuration, the rotational speed control is performed for a plurality of operating regions classified according to the load state of the internal combustion engine using the feedback correction terms calculated specifically. Therefore, the result of the rotation speed control in another operation region having a different load state is prevented from being reflected in the feedback correction term, and the rotation speed control is appropriately performed regardless of the change in the load state. It can be carried out. As a result, a decrease in the rotational speed of the internal combustion engine in a high-load operation region is avoided, and the occurrence of engine stall is appropriately avoided.

According to a second aspect of the present invention, in the rotation speed control device for an internal combustion engine according to the first aspect, the value of the feedback correction term in each of the operating regions is stored even after the feedback control in the corresponding operating region is completed. The stored value is used as the initial value of the feedback correction term when the feedback control is started next time in the corresponding operation region.

In this configuration, the responsiveness of the rotational speed control is improved by reflecting the result of the previous rotational speed control, but the rotational speed is not affected by the change in the load state of the internal combustion engine due to the transmission of power from the drive wheels. Speed can be suitably controlled.

According to a third aspect of the present invention, in the rotational speed control device for an internal combustion engine according to the first or second aspect, the load state of the internal combustion engine is determined according to a vehicle speed.

When the driving wheels are directly connected to the internal combustion engine, the power transmitted from the driving wheels to the internal combustion engine changes according to the vehicle speed. For this reason, based on the vehicle speed, the load state of the internal combustion engine can be easily and appropriately determined, and more suitable rotation speed control can be performed.

According to a fourth aspect of the present invention, in the rotational speed control device for an internal combustion engine according to the first aspect, an operation range in which the load of the internal combustion engine is the lowest among the respective operation ranges is determined. The value of the feedback correction term is stored and held even after the end of the feedback control in the corresponding operation area, and the stored value is used as the initial value of the feedback correction term at the next start of feedback control in the corresponding operation area. It is something to do.

In the driving range on the high vehicle speed side, load fluctuation due to power transmission from the drive wheels is large, and the value of the feedback correction term tends to be unstable. In addition, such a driving range on the high vehicle speed side is a range in which motive power for rotating the output shaft of the internal combustion engine is applied from the driving wheels, and there is little risk of engine stall. In this configuration, the feedback correction term stored at the end of the previous control is reflected in the next rotation speed control, limited to the operation region of the lowest vehicle speed where disturbance of the feedback correction term is small and where there is a high possibility of engine stall. Like that. Therefore, high responsiveness can be ensured in the rotation speed control in such a low vehicle speed operation region, and it is possible to more suitably avoid a decrease in the rotation speed of the internal combustion engine and the occurrence of engine stall.

According to a fifth aspect of the present invention, when the internal combustion engine and the drive wheels are directly connected to each other, the estimated amount calculated according to the target value of the rotational speed of the internal combustion engine and the same A feedback correction term calculated according to a deviation between the actual value of the engine rotation speed and the target value is obtained, and a predetermined engine control amount is set using the estimated amount and the feedback correction term, thereby obtaining the rotation speed. In the rotational speed control device for an internal combustion engine that performs the control of the above, the expected amount is variably set according to the load state of the internal combustion engine, and if the target value of the rotational speed is the same, the load state of the internal combustion engine is low. The more the state is, the more the expected amount is set to a value that decreases the output of the internal combustion engine.

In this configuration, since the estimated amount is set according to the target rotational speed and the load state of the internal combustion engine, a feedback correction term corresponding to a change in the load state can be included in the estimated amount in advance. Therefore, an inappropriate change in the value of the feedback correction term due to a change in the load state of the internal combustion engine is avoided. Therefore, the rotation speed control can be suitably performed.

According to a sixth aspect of the present invention, in the rotational speed control device for an internal combustion engine according to the fifth aspect, the load state is determined in accordance with a vehicle speed, and the estimated amount is determined to be the same as the target value of the rotational speed. However, the output of the internal combustion engine is set to a value that decreases as the vehicle speed increases.

In this configuration, the load condition of the internal combustion engine can be easily and appropriately determined based on the vehicle speed, and more suitable rotation speed control can be performed. According to a seventh aspect of the present invention, there is provided a feedback correction term calculated in accordance with a deviation between an actual value and a target value of the rotational speed of the internal combustion engine in a state where the internal combustion engine and the drive wheels are directly drivingly connected. In a rotational speed control device for an internal combustion engine that controls the rotational speed by feedback-correcting a predetermined engine control amount using the target speed, the target value is variably set according to the vehicle speed, and the stopped vehicle speed is The target value is set at a higher rotation speed than at a higher vehicle speed side.

With this configuration, when the internal combustion engine and the drive wheels are directly connected, the vehicle is stopped when the internal combustion engine has a high load, that is, when the vehicle speed is "0" and the vehicle speed is extremely low such as when driving slowly. Sometimes, the target value of the rotation speed is increased.
For this reason, even if the feedback correction term is inappropriately set to a small value and the rotation speed of the internal combustion engine falls below the target value, the rotation speed that does not cause engine stall is maintained. Therefore, the occurrence of engine stall can be suitably avoided.

The invention according to claim 8 calculates the rotational speed of the internal combustion engine in accordance with the deviation between the actual value and the target value of the rotational speed in a state where the internal combustion engine and the drive wheels are directly connected to each other. In a rotation speed control device for an internal combustion engine that controls the rotation speed by performing feedback correction of a predetermined engine control amount using a feedback correction term, an operation in which the internal combustion engine has a lower load than a predetermined load In the region, the feedback correction by the feedback correction term is prohibited.

In this configuration, in a low-load operation region in which the value of the feedback correction term is a value on the side that decreases the rotational speed, the feedback correction is prohibited. Is suppressed. Therefore, a decrease in the rotational speed of the internal combustion engine in a high-load operation region is avoided, and the occurrence of engine stall is appropriately avoided.

According to a ninth aspect of the present invention, in a state in which the internal combustion engine and the driving wheels are directly drivingly connected, the calculated value is calculated according to the deviation between the actual value and the target value of the rotational speed of the internal combustion engine. In a rotation speed control device for an internal combustion engine that controls the rotation speed by performing feedback correction of a predetermined engine control amount using a feedback correction term, in an operation region where the vehicle speed is higher than a predetermined vehicle speed, a feedback control is performed. The feedback correction by the correction term is prohibited.

In this configuration, a force for rotating the engine output shaft is applied from the drive wheels, and the feedback correction is prohibited in a high vehicle speed operation region in which the value of the feedback correction term becomes a value on the side of decreasing the rotation speed. Therefore, an extreme change in the feedback correction term corresponding to the load state that changes with the vehicle speed is suppressed. Therefore, a decrease in the rotation speed of the internal combustion engine in a low vehicle speed operation region where a high load is applied is avoided, and the occurrence of engine stall can be appropriately avoided.

According to a tenth aspect of the present invention, in a state where the internal combustion engine and the driving wheels are directly connected to each other, the calculation is performed in accordance with the deviation between the actual value and the target value of the rotational speed of the internal combustion engine. In a rotational speed control device for an internal combustion engine that controls the rotational speed by feedback-correcting a predetermined engine control amount using a feedback correction term, the target value is variably set according to the vehicle speed, and the target value is When the value is equal to or more than a predetermined value, the feedback correction by the feedback correction term is prohibited.

In this configuration, in an operating region in which the target value of the rotational speed is set to a high value, feedback correction is prohibited, so that an extreme change in the feedback correction term is suppressed, and low-speed driving at a high load is performed. In this case, a decrease in the rotational speed of the internal combustion engine in the region is avoided, and the occurrence of engine stall can be suitably avoided.

[0026] In the eleventh aspect of the present invention, in a state in which the internal combustion engine and the drive wheels are directly drivingly connected, the calculated value is calculated according to the deviation between the actual value and the target value of the rotational speed of the internal combustion engine. In a rotation speed control device for an internal combustion engine that controls the rotation speed by performing a feedback correction of a predetermined engine control amount using a feedback correction term, a lower limit value is provided in a settable range of the feedback correction term, The lower limit is variably set according to the load state of the internal combustion engine.

In this configuration, since the lower limit value is variably set according to the load condition of the internal combustion engine, the feedback correction term corresponding to the load condition of the internal combustion engine is set so as to prevent an extreme decrease. Possible range can be limited. Therefore, a decrease in the rotation speed of the internal combustion engine in a low vehicle speed operation region where a high load is applied is avoided, and the occurrence of engine stall can be appropriately avoided.

The invention according to claim 12 provides the invention according to claim 11
In the rotation speed control device for an internal combustion engine described above, the lower limit value is variably set so as to become larger as the internal combustion engine is in a low load state.

In this configuration, in the operating range where the internal combustion engine is in a low load state and the feedback correction term may be extremely reduced, the lower limit is set to a large value, so that the low vehicle speed at which the load becomes high In this case, a decrease in the rotational speed of the internal combustion engine in the operating region is avoided, and the occurrence of engine stall can be suitably avoided.

The invention according to claim 13 provides the invention according to claim 11
Alternatively, in the rotation speed control device for an internal combustion engine according to claim 12, the load state is determined according to a vehicle speed.

In this configuration, the load condition of the internal combustion engine can be easily and appropriately determined based on the vehicle speed, and more suitable rotation speed control can be performed.

[0032]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS (First Embodiment) Hereinafter, a first embodiment of the present invention will be described in detail with reference to FIGS.

FIG. 1 is a schematic diagram showing a configuration of a drive system of a hybrid vehicle to which the present invention is applied. As shown in FIG. 1, an internal combustion engine 10 mounted on a hybrid vehicle
The crankshaft 10a, which is the output shaft of the two motor-generators (M
/ G) 11 and 12, and the M / G 12 is further connected to a drive wheel 15 via a speed reduction mechanism 14.

The crankshaft 10 of the internal combustion engine 10
a is also drivingly connected to various accessories such as a compressor 10c for an air conditioner, and the accessories are operated according to the rotation of the crankshaft 10a.

The functions of the two M / Gs 11 and 12 are switched between a generator and a motor according to the situation. However, during normal driving, M
The / G11 mainly plays a role as a generator for generating power by transmitting the power of the internal combustion engine 10, and the M / G12 mainly plays a role as an electric motor for generating auxiliary power for the internal combustion engine 10. Therefore, in the following description, the M / G 11 is called a “generator” and the M / G 12 is called a “motor” to
/ G.

The power split mechanism 13 is, as shown in FIG.
The sun gear 20, the ring gear 21, and the planetary carrier 22 are configured as planetary gears having the same axis and connected rotatably. Sun gear 20 is generator 11
In addition, the ring gear 21 is connected to the electric motor 12, and the planetary carrier 22 is connected to the internal combustion engine 10. A plurality (four in FIG. 2) of planetary gears 23 is rotatably supported by the planetary carrier 22. Each planetary gear 20 is interposed between the sun gear 20 and the ring gear 21 and meshed with both gears 20 and 21. Thus, the power split mechanism 13 can appropriately transmit the power generated by the internal combustion engine 10 to the generator 11 and the drive wheels 15 (the electric motor 12).

Next, the configuration of the control system of the drive system of the hybrid vehicle will be described with reference to FIG. As shown in FIG. 1, this control system is mainly configured with an electronic control unit (ECU) 16.

In the intake passage 30 of the internal combustion engine 10, an air cleaner 31, an air flow meter 3
2. A throttle valve 33 is provided. The throttle valve 33 is opened and closed by a throttle motor 34 to adjust the amount of air taken into the internal combustion engine 10 through the intake passage 30. The ECU 16 controls the drive of the throttle motor 34 and detects the amount of intake air adjusted thereby by the air flow meter 32.

In the internal combustion engine 10, the control of the rotational speed during idle operation, that is, the ISC control is performed by adjusting the opening of the throttle valve 33 (throttle opening). That is, the ECU 16
The rotational speed of the internal combustion engine 10 is controlled by feedback-correcting the target throttle opening with the feedback correction term eqi calculated according to the deviation between the target rotational speed during the idling operation of the internal combustion engine 10 and the actual rotational speed ene. I am trying to do it.

The ECU 16 also controls the driving of an injector 36 for injecting fuel into the air taken into the internal combustion engine 10 and an igniter 37 for adjusting the ignition timing of a mixture of the injected fuel and air. .

Further, the crankshaft 1 of the internal combustion engine 10
At 0a, a timing rotor 10b is provided so as to be integrally rotatable, and a crank angle sensor 38 composed of an electromagnetic pickup is provided near the timing rotor 10b. ECU16
Detects the crank position and the rotation speed of the internal combustion engine 10a based on an electric signal generated by the crank position sensor 38 in response to the passage of unevenness provided on the outer periphery of the timing rotor 10b.

On the other hand, the generator 11 and the motor 12
Is connected to the battery 4 via the inverters 40 and 41, respectively.
2 are connected. The ECU 16 controls a current flowing between the generator 11 and the battery 42 under the control of the inverter 40 to control the power generation amount and the rotation speed of the generator 11. On the other hand, the ECU 16 controls the output and the rotation speed of the electric motor 12 by adjusting the current flowing between the electric motor 12 and the battery 42 under the control of the inverter 41.

The generator 11 and the motor 12 each have
Rotation sensors (resolvers) 43 and 44 are provided.
The ECU 16 detects the rotation speeds of the generator 11 and the electric motor 12 from the output signals of the rotation sensor 43. The ECU 16 also determines the drive wheel 1 directly connected to the electric motor 12 based on the rotational speed of the electric motor 12.
5 and, consequently, the vehicle speed SPD.

Here, the operation of the drive system in the hybrid vehicle described above will be described for each traveling condition of the vehicle with reference to FIG. FIG. 4 shows a sun gear 20, a ring gear 21,
FIG. 7 is an alignment chart visually showing a balance between a rotation direction, a rotation speed, and a force, which are three elements of the planetary carrier 22 showing an operation mode thereof. In this alignment chart,
Three vertical axes respectively corresponding to the sun gear 20, the ring gear 21, and the planetary carrier 22 are shown.
The interval between these three vertical axes indicates the gear ratio of each of the gears 20 to 22. In addition, the height of the vertical axis corresponds to each gear 20-2.
2, the generator 11, the internal combustion engine 12,
The rotation speed of the drive wheel 15 (motor 12) is shown. In addition, on such a collinear diagram, the rotational speeds of the three gears 20 to 22 that constitute the planetary gear always have a relationship of being linearly connected.

<At the time of stop> When the vehicle is stopped, the internal combustion engine 10 is automatically stopped unless there is a special request as described later. At this time, the generator 11 and the electric motor 12 are also stopped, and the operation of the drive system is performed in the manner illustrated by the straight line (A) in FIG. 4 on the alignment chart.

<Starting of the Engine> When the internal combustion engine 10 is started with the vehicle stopped, the driving wheels 15 are stopped, so that the ring gear 22 (the electric motor 12 and the driving wheels 15) is stopped. Here, if the sun gear 20 is rotated by supplying the current stored in the battery 42 to the generator 11, the internal combustion engine 10 is rotated. Thus, in this hybrid vehicle, the generator 11 is used as a starter motor. At this time, the operation of the drive system is performed on the alignment chart in a manner exemplified by a straight line (B) in FIG.

The battery 4 for storing the generated electric power
2, when the compressor of the air conditioner is driven, or when the internal combustion engine 10 needs to be warmed up, for example, immediately after a cold start, at the time of starting, at the time of high-speed running, and at the time of stopping the vehicle. Even at times, the internal combustion engine 10 is operated.

<During Start and Low Speed Running> In a region where the driving efficiency of the internal combustion engine 10 is reduced due to the low speed and high load of the rotation of the drive wheels 15 such as when starting and running at low speed, The operation is stopped, and the drive wheels 15 are driven only by the power of the electric motor 12. At this time, the generator 11 is idling, and the operation of the drive system is performed on the alignment chart in a manner exemplified by a straight line (C) in FIG.

<During Normal Running> During normal running, the internal combustion engine 10 is operated, and its power is transmitted to the drive wheels 15 via the power split mechanism 13. The power of the internal combustion engine 10 is
The power is also transmitted to the generator 11 via the power split device 13, and the generator 11 generates power. Then, the electric power generated by the generator 11 is supplied to the electric motor 12, and the electric motor 12 is used as auxiliary power of the internal combustion engine 10. Therefore,
At this time, the motive power generated by the internal combustion engine 10 is transmitted to the drive wheels 15 through one of a path directly transmitted mechanically and a path transmitted by driving the motor 12 after being converted into electric power by the generator 11. Is done.

Here, the ECU 16 adjusts the rotation speed of the internal combustion engine 10 by adjusting the power generation amount and the rotation speed of the generator 11 so that the operating efficiency of the engine 10 is maximized. Control the rate of power transmission between the two. For example,
In an area where power assist by the motor 12 is not so necessary, such as when traveling at a constant speed on flat ground, power generation by the generator 11 for operating the motor 12 is almost unnecessary. Therefore, at this time, the ECU 16 lowers the power generation amount (rotational speed) of the generator 11. On the other hand, in an area where power assist by the motor 12 is required, such as during acceleration running or uphill running,
The power generation amount (rotation speed) of the generator 11 is increased, and the internal combustion engine 1
The engine speed is increased by increasing the rotation speed of 0, and the motor 12 is operated using the generated power.

Incidentally, two examples of the operation mode of the drive system during the normal running are shown by a straight line (D) and a straight line (E) in FIG.
As shown on the alignment chart. Here, the straight line (D) is the generator 11
And the straight line (E) shows an operation example when the power generation amount (rotational speed) of the generator 11 is increased at the same vehicle speed. . As is clear from the comparison between the two examples, in this hybrid vehicle, the rotation speed of the internal combustion engine 10 can be changed by adjusting the power generation amount and the rotation speed of the generator 11. That is, the speed ratio between the internal combustion engine 10 and the drive wheels 15 is changed by controlling the power generation amount and the rotation speed of the generator 11, so that the drive system can have a function as a continuously variable transmission. It has become.

As described above, in this hybrid vehicle, by appropriately controlling the sharing of the two power sources of the internal combustion engine 10 and the electric motor 12 according to the situation, the internal combustion engine 10 is always operated in an efficient operating range. I try to drive.

In this hybrid vehicle, when the vehicle is decelerated or braked, the motor 12 is driven by the rotation of the drive wheel 15, and the motor 12 functions as a generator to generate regenerative power, thereby reducing the deceleration energy of the vehicle. I am trying to collect it. At this time, the operation of the internal combustion engine 10 is stopped by performing fuel cut as much as possible. At this time, the rotation speeds of the sun gear 20 and the planetary carrier 22 of the power split device 13 are appropriately adjusted through the control of the rotation speed of the generator 11.

At this time, if the function of adjusting the rotational speed of the generator 12 is impaired due to an abnormality in the inverter 40, the sun gear 20 and the planetary carrier 22 may be rotated at an inappropriate rotational speed. Therefore, in such a case, it is necessary to adjust the rotational speeds of the gears 20 and 22 by controlling the rotational speed of the internal combustion engine 10. In addition, even when the vehicle is decelerating or braking, the rotation speed of the crankshaft 10a may need to be maintained at an appropriate speed for the operation of the auxiliary equipment such as the air conditioner compressor 10c.

In this embodiment, even in such a case, the rotational speed of the internal combustion engine 10 is controlled using the same processing routine as in the idling operation. However, at the time of deceleration or braking of the vehicle, power for rotating the crankshaft 10a acts from the drive wheel 15 side, and the load on the internal combustion engine 10 during the rotation speed control becomes lower as the vehicle speed becomes higher.

For this reason, when the above-described rotational speed control is performed in the low vehicle speed (high load) region including the time of the idling operation, the internal combustion engine 10 is rotated at a predetermined rotation speed in comparison with the case of the high vehicle speed (low load) region. To maintain speed, a larger intake air volume is required. Therefore, the value of the feedback correction term eqi in the rotation speed control is also affected by the vehicle speed SPD, and becomes a value on the side where the intake air amount is further reduced as the vehicle speed increases. As a result, if the feedback correction term eqi set in a certain operation region is reflected in the rotation speed control in another operation region having a different load state, the response of the rotation speed control is deteriorated. Become. In particular, if the value of the feedback correction term eqi set in the low-load, high-vehicle-speed operation region is reflected in the rotation speed control in the high-load, low-vehicle-speed operation region, the rotation of the internal combustion engine 10 may be reduced. The speed may drop, which may lead to engine stall.

Therefore, in the present embodiment, the load state of the internal combustion engine 10 is controlled by performing the rotation speed control using the feedback correction term eqi obtained particularly for each of a plurality of operation regions classified according to the vehicle speed SPD. Is to prevent the result of the rotational speed control in the operation region different from being reflected in the value of the feedback correction term eqi.

Hereinafter, details of the rotation speed control of the internal combustion engine 10 in the present embodiment will be described with reference to FIGS. FIG. 5 is a flowchart illustrating a process of a final intake air amount calculation routine related to the rotation speed control of the internal combustion engine 10. The process of this routine is executed by the ECU 16 as an interrupt process at predetermined time intervals during a period in which the request for the rotation speed control is made. In the present embodiment, whether the vehicle is stopped or slowing down, or an abnormality in the rotation adjustment function of the generator 12 is detected, and the depression amount of the accelerator pedal is “0” At times, the rotation speed control of the internal combustion engine 10 is required.

Now, it is requested that the rotation speed be controlled.
When proceeding to the processing of this routine, the ECU 16 first determines in step 10 that the target rotation speed en of the internal combustion engine 10 has been increased.
Calculate tcal. In the present embodiment, the target rotation speed entcal is, as illustrated in FIG.
The calculation is performed according to the PD. The target rotation speed entcal calculated here is set so that the sun gear 20 and the planetary carrier 22 are not rotated at an inappropriate rotation speed with respect to a change in the rotation speed of the ring gear 21 according to the vehicle speed SPD.

In the following step 20, the estimated intake air amount eq is calculated according to the calculated target rotational speed entcal.
dlnt is calculated in a manner as exemplified in FIG.
As the estimated amount eqdlnt, a value previously obtained by an experiment or the like is set as an intake air amount of the internal combustion engine 10 necessary for setting the rotation speed of the internal combustion engine 10 during the no-load operation to the target rotation speed entcal. .

In the following step 30, it is determined whether or not the condition for executing the feedback correction of the throttle opening under the rotation speed control is satisfied. Here, the following conditions (a1) to
It is assumed that the execution condition is satisfied when all of (a3) is satisfied. (A1) A predetermined time has elapsed since the execution request for the rotation speed control was made. (A2) The value of the target rotation speed entcal is stable. (A3) Target rotational speed entcal and actual internal combustion engine 1
0 is equal to a predetermined value (for example, 50 rpm).
m).

Here, when the execution condition is not satisfied (NO), the feedback correction term eqi is calculated in the process of step 40, and when the execution condition is satisfied (YES), the following steps 50 to 70 are performed. , The feedback correction term eqi is calculated.

In this embodiment, the vehicle speed SPD is 0 to 5
A feedback correction term eqi (1)-is provided for each of three operation regions: an operation region R1 of 0 km / h, an operation region R2 of 51 to 90 km / h, and an operation region R3 of 91 to 160 km / h.
eqi (3) is particularly required. Note that each operation region R
Feedback correction terms eqi (1) to eqi for 1 to R3
The value of (3) is stored in the memory 16a of the ECU 16 even after the end of the rotation speed control. For this reason, at the start of the rotation speed control or when the operation region is switched during the execution of the control, the feedback correction term eqi (i) of each operation region is increased or decreased from the value previously calculated in the rotation speed control. It is getting started.

In step 50, an increase / decrease Δeqi of the feedback correction term eqi is calculated according to the difference between the target rotation speed entcal of the internal combustion engine 10 and the actual rotation speed ene. As illustrated in FIG. 8, the value of the increase / decrease amount Δeqi is such that the actual rotation speed ene is equal to the target rotation speed entc.
If the rotation speed is smaller than al, the intake air amount is increased, and if the actual rotation speed ene is higher than the target rotation speed entcal, the intake air amount is reduced.

In the following step 60, the vehicle speed S at that time is
Feedback correction term eqi for operation area according to PD
(I) is updated by adding the increase / decrease amount Δeqi (here, “i” in parentheses in “eqi (i)” is “1”).
"2" or "3"). When the operating regions R1 to R3 shift in the processing of this routine this time, the one of the operating regions before and after the shift that has the larger value of the feedback correction term eqi (i) is used. Thus, the occurrence of engine stall due to the shortage of the intake air amount is suppressed.

Each area R1 to R3 updated here
Is guarded so that the value of the feedback correction term eqi (i) falls within a predetermined range from an upper guard value to a lower guard value.

Then, in step 70, the feedback correction term eqi (i) of the operating region updated here is set as the feedback correction term eqi used for calculating the target throttle opening TA at this time, and step 80
Move to the processing of.

On the other hand, when it is determined in step 30 that the execution condition is not satisfied (NO), the value of the feedback correction term eqi is set to “0” or the previously calculated operating range of the corresponding operating region. Feedback correction term eq
Set the value of i (i) whichever is more preferable. For example, when the operating region shifts in the processing of this routine this time, and there is a large difference in the value of the feedback correction term eqi (i) in the operating region before and after the shift (eg, eqi
For (i-1) << eqi (i)) and the like, the value of the feedback correction term eqi is set to “0” in order to prevent the occurrence of a torque step. In any case, at this time, the value of the feedback correction term eqi (i) in each operation region is not updated, and the process proceeds to step 80.

In step 80, the final air amount eqcal is calculated based on the following (Equation 1). eqcal = eqg + eqi + eqdlnt (Equation 1) Here, “eqg” is an intake air amount (final air amount eqcal) required to maintain the internal combustion engine 10 at a predetermined basic rotation speed when there is no influence of disturbance. ) Is a learning value obtained from the result of the previous rotation speed control. Based on the learning value eqg, the internal combustion engine 10
The effects of individual differences and changes over time are absorbed.
Therefore, in the present embodiment, the estimated amount eqdln
The sum of t and the learning value eqg corresponds to the expected amount of the control amount before taking the above-mentioned feedback correction term into account.

In this embodiment, the following condition (b1) is satisfied.
When all of (b4) are satisfied, the final air amount eqc
The value of al is set as a learning value eqg, and is stored and updated. (B1) After complete warm-up, there is no influence of an increase in friction of the internal combustion engine 10 caused by an increase in the viscosity of the lubricating oil at a low temperature. (B2) The target rotation speed entcal is a predetermined basic rotation speed (here, 1000 rpm). (B3) Actual rotation speed ene and target rotation speed entc
The deviation from al is less than a predetermined value (for example, 50 rpm). (B4) The value of the feedback correction term eqi is less than a predetermined value (for example, 0.2 L / sec).

After finishing the processing of this routine, the ECU 16 obtains the target throttle opening TA in accordance with the calculated final air amount eqcal, and completes the processing of this routine. By controlling the opening of the throttle valve 33 based on the target throttle opening TA, the rotation speed of the internal combustion engine 10 is controlled.

According to the embodiment described above, the following effects can be obtained. (1) In the present embodiment, the rotational speed control is performed on the three driving regions classified according to the vehicle speed SPD by using the feedback correction terms eqi calculated specifically. For this reason, the result of the rotation speed control in another operation region is prevented from being reflected in the feedback correction term eqi, and the result is appropriately determined regardless of the change in the load state of the internal combustion engine 10 according to the vehicle speed SPD. Speed control can be performed. As a result, a decrease in the rotation speed of the internal combustion engine 10 is avoided in a low vehicle speed operation region where the load becomes higher, and accordingly, the occurrence of engine stall is appropriately avoided.

(2) In the present embodiment, the operating regions R1 to R3 are divided according to the vehicle speed SPD. For this reason, the rotation speed control according to the load state of the internal combustion engine 10 can be easily and appropriately performed.

(3) In the present embodiment, each of the operating regions R
The values of the feedback correction terms eqi of 1 to R3 are stored and held in the memory 16a in the ECU 16 even after the end of the rotation speed control in the corresponding operation region, and are stored and held next time the rotation speed control in the operation region is started. Is set in the feedback correction term eqi (i). Therefore, the responsiveness of the rotation speed control can be improved by reflecting the result of the previous rotation speed control.

The present embodiment can be implemented with the following modifications. -Each numerical value in the above embodiment, the condition for executing the rotation speed control, the condition for executing the feedback correction, the condition for executing the learning value update, and the like may be arbitrarily changed.

In the above-described embodiment, the three driving regions divided according to the vehicle speed SPD are set. However, the setting of such driving regions may be arbitrarily changed. Further, the driving area may be divided using parameters other than the vehicle speed SPD. In short, the internal combustion engine 10
A plurality of operating regions divided by using parameters corresponding to the load state of the internal combustion engine 10 in a state where the driving wheel 15 and the driving wheel 15 are connected are set, and a special feedback correction term eqi is used for each of the operating regions. If the rotational speed control is performed by using the above, the effect described in the above (1) can be obtained.

As described above, the target rotation speed en
tcal is set in a manner as illustrated in FIG. 6 to prevent inappropriate rotation of each of the gears 20 to 22 constituting the planetary gear. However, it is desirable to set the target rotational speed entcal so as to have some allowance in consideration of fluctuations in the load of the internal combustion engine 10 due to power transmission from the drive wheels 15 and the like. Therefore, the target rotation speed entcal may be set in a manner as illustrated in FIG. In the example of the setting mode shown in FIG. 9, in consideration of the fact that the load variation is likely to increase as the vehicle speed increases, the value of the target rotation speed entcal is given a margin as the vehicle speed increases.

(Second Embodiment) Next, a second embodiment of the present invention will be described. In addition, in the description of each embodiment after this embodiment, the points different from the above-described embodiment will be mainly described.

In the first embodiment, the value of the feedback correction term eqi (i) of each of the operating regions R1 to R3 divided according to the vehicle speed SPD is stored and held in the memory 16a of the ECU 16, and The increase / decrease of the feedback correction term eqi (i) in the corresponding area is started. Thus, the result of the previous rotation speed control is reflected, and the rotation speed ene of the internal combustion engine 10 is made to converge more quickly to the target rotation speed entcal.

On the other hand, in the driving range where the vehicle speed is high, the driving wheels 15
The load fluctuation of the crankshaft 10a inputted from the side is large, and the feedback correction term eq stored and stored
It may be difficult to increase the reliability of the value of i (i). In such a high vehicle speed operation region, rotation of the crankshaft 10a is maintained at a certain high speed by rotation of the drive wheels 15, and there is little possibility of engine stall.
This is also an operation region in which a very high response is not required for the rotation speed control.

Therefore, in this embodiment, the vehicle speed SPD
Two driving regions R2 and R3 on the high vehicle speed side excluding the driving region R1 with the lowest vehicle speed among the driving regions R1 to R3 corresponding to
Thus, the intention is not to reflect the previous control result. That is, the two driving regions R2 and R2 on the high vehicle speed side
3, when the rotation speed control is started, the feedback correction term eqi (2) in the corresponding operating region.
Alternatively, the value of eqi (3) is cleared. Then, from the state where the value of the feedback correction term is set to “0”, the feedback correction relating to the rotation speed control in the corresponding operation region is started.

On the other hand, for the operating region R1, as in the first embodiment, the feedback correction term eq stored and held at the end of the previous rotation speed control in the same region R1.
From the value of i (1), feedback correction for the next rotation speed control in the same region R1 is started.

According to the present embodiment described above, the following effects can be obtained in addition to the effects described in the above (1) and (2). (4) In the present embodiment, only in the low vehicle speed operation region R1, the feedback correction term eqi is obtained from the value stored and held at the end of the previous rotation speed control in the corresponding operation region.
The rotation speed control is performed by starting the increase / decrease of (1). For this reason, in the driving ranges R2 and R3 on the high vehicle speed side where the load fluctuation is large, the inappropriately set values of the feedback correction terms eqi (2) and eqi (3) are controlled by the rotation speed control in the next corresponding driving range. Can be prevented from being carried over. In the low vehicle speed operation region R1 in which the feedback correction term eqi (1) is less disturbed, the feedback responsiveness eqi (1) stored at the end of the previous control is reflected in the next rotation speed control, so that the responsiveness of the control is improved. , And a reduction in rotation speed can be suitably avoided.

(Third Embodiment) As described above, the value of the feedback correction term eqi tends to be set to a smaller value as the vehicle speed (lower load) increases, that is, a value on the side where the final air amount eqcal is reduced. is there. Therefore, in the present embodiment, the estimated amount eqdlnt is variably set as a value including in advance the amount corresponding to the change in the feedback correction term eqi according to the vehicle speed SPD.

More specifically, in the present embodiment, as shown in FIG. 10, the expected amount eqdlnt is calculated based on the target rotation speed entcal and the vehicle speed SPD. And the same target rotation speed entcal
However, the value of the expected amount eqdlnt is set to be smaller as the vehicle speed becomes higher. The change in the estimated amount eqdlnt according to the vehicle speed SPD is set to correspond to the change in the feedback correction term eqi according to the vehicle speed SPD.

FIG. 5 shows the present embodiment, except that the estimated amount eqdlnt thus obtained is used and the feedback correction is performed using a single feedback correction term eqi regardless of the driving range. The rotation speed control is performed through the same processing as the routine.

In this embodiment, in the high vehicle speed operation region where the load is low, the value of the final air amount eqcal is small, but the expected amount eqdlnt is set to a small value in advance. The value does not decrease. For this reason, the value of the feedback correction term eqi is kept substantially constant regardless of the change in the load state of the internal combustion engine 10 according to the vehicle speed SPD.

In the present embodiment described above, the estimated amount e
qdlnt is the vehicle speed SPD and the target rotation speed entcal
And the value of the expected amount eqdlnt at the same target rotation speed entcal is set to decrease as the vehicle speed increases. As a result, the value of the feedback correction term eqi is prevented from being reduced even at a high vehicle speed with a low load. Therefore, a drop in the rotation speed of the internal combustion engine 10 in a low vehicle speed operation region where the load becomes higher is avoided, and the occurrence of engine stall is prevented.

Here, the expected amount eqdlnt is variably set in accordance with the vehicle speed SPD, but the point is that the change in the load state of the internal combustion engine 10 according to the change in the power transmitted from the drive wheels 15 is important. If the estimated amount eqdlnt is appropriately variably set in accordance with the parameter to be represented, it is possible to prevent the influence of the change in the load state from being reflected in the feedback correction term eqi.

(Fourth Embodiment) The decrease in the rotation speed in the high-load operation region as described above is caused by the target rotation speed ent
This can also be avoided by setting cal.

In this embodiment, as shown in FIG. 11, in a state where the drive wheels 15 and the internal combustion engine 10 are directly connected to each other, the internal combustion engine 10 becomes particularly high load when the vehicle is stopped and immediately before it stops. Target rotation speed e in an operation region such as time (here, an operation region in which the vehicle speed SPD is 10 km / h)
ntcal is set to be appropriately large. Thus, in such a particularly high-load operation region, the expected amount eqdlnt is appropriately increased. Therefore, as a result of the rotation speed control in the low-load operation region, the feedback correction term e in the high-load operation region.
Even if qi is inappropriately set to a small value, the value of the final air amount eqcal is prevented from being extremely reduced so as to cause engine stall.

In this embodiment, except that the target rotation speed entcal obtained in this way is used and that the feedback correction is performed using a single feedback correction term eqi regardless of the operation range, FIG. The rotation speed control is performed through the same processing as the routine.

In the embodiment described above, the internal combustion engine 1
The target rotation speed in an operation region where 0 is a particularly high load is appropriately increased as compared with the target rotation speed in an operation region on the higher vehicle speed side. Therefore, even if the feedback correction term eqi is improperly set to a small value, the value of the final air amount eqcal is maintained at a certain level and does not extremely decrease. Therefore, the occurrence of engine stall can be suitably avoided.

(Fifth Embodiment) In order to completely avoid a decrease in the value of the feedback correction term eqi, it is sufficient to prohibit the feedback correction in a low-load operation region that causes such a decrease.

In this embodiment, the target rotation speed entcal calculated in the manner shown in FIG.
m, that is, the vehicle speed SPD is 90 km /
The feedback correction is prohibited in the driving range on the higher vehicle speed side than h. That is, in the present embodiment, the following condition (a4) is further added to the above-described conditions (a1) to (a3) as the execution condition of the feedback correction. Condition (a4): target rotation speed entcal is 100
0 rpm or less.

For this reason, in the present embodiment, even if all of the above conditions (a) to (c) are satisfied, the value of the feedback correction term eqi is set to “0” in the operation region where the target rotational speed entcal exceeds 1000 rpm. Is set (step 40 in FIG. 5), and the sum of the estimated amount eqdlnt and the learning value eqg is set as the value of the final air amount eqcal. That is, at this time, the rotational speed control is performed by the open control without performing the feedback correction.

In the present embodiment, except that the execution of the feedback correction is restricted as described above and that the feedback correction is performed using a single feedback correction term eqi regardless of the operation range, FIG. The rotation speed control is performed through the same processing as the routine shown in FIG.

In this embodiment, since the feedback correction is not performed in the low load operation range, the feedback correction term eqi can be reliably prevented from decreasing. Therefore, the decrease in the rotation speed in the high-load operation region as described above is avoided, and the occurrence of engine stall is prevented.

In the above embodiment, the target rotation speed e
On the condition that ntcal exceeds 1000 rpm, feedback correction in a low-load operation region that causes a decrease in the feedback correction term eqi is prohibited. However, the rotation speed (1000 rpm) serving as a criterion for the correction is arbitrarily changed. Is also good. Alternatively, the presence or absence of the execution of the feedback correction may be determined using another parameter indicating the load state of the internal combustion engine 10, such as the vehicle speed SPD. Even in such a case, if the feedback correction in a low-load operation region that causes a decrease in the feedback correction term eqi is prohibited,
As described above, the decrease in the rotation speed in the high-load operation region is avoided, and the occurrence of engine stall is avoided.

(Sixth Embodiment) In the fifth embodiment,
The feedback correction in the low-load operation region is completely prohibited. However, as long as the inappropriate reduction of the feedback correction term eqi in such an operation region can be limited, the feedback correction is not prohibited as described above. It is possible to avoid the occurrence of a complicated engine stall.

Therefore, in the present embodiment, as shown in FIG. 12, the feedback correction term eq increases as the vehicle speed increases.
The lower limit guard value of i is set according to the vehicle speed SPD so as to increase the lower limit guard value of i. That is, the value of the correction term eqi is limited so that the possible range of the feedback correction term eqi to decrease the final air amount eqcal (the range indicated by hatching in FIG. 12) decreases as the vehicle speed increases. Like that. This prevents the correction term eqi from being inappropriately reduced in a high vehicle speed operation region where the load is low.

In the present embodiment, the value range of the feedback correction term eqi is changed according to the vehicle speed SPD as described above, and the feedback correction is performed using the single feedback correction term eqi regardless of the driving range. Except for this, the rotation speed control is performed through the same processing as the routine shown in FIG.

In this embodiment, since the value of the feedback correction term eqi does not inappropriately decrease even in the low-load operation region, the decrease in the rotation speed in the high-load operation region as described above is avoided. The occurrence of engine stall is prevented.

Here, the lower limit guard value is set to the vehicle speed SPD.
Variably according to the internal combustion engine 10
If the lower limit guard value is variably set by an arbitrary parameter indicating the load state of the above, it is possible to prevent the feedback correction term eqi from being inappropriately reduced in the low load operation region.

(Seventh Embodiment) As a hybrid vehicle, a hybrid vehicle as shown in FIG. 13 has also been proposed.

As shown in FIG. 13, this hybrid vehicle has two power sources, an internal combustion engine 110 and a motor generator (M / G) 111. The internal combustion engine 110 and the M / G 111 have a planetary gear 113
Respectively. Further, a crankshaft 110a, which is an output shaft of the internal combustion engine 110, is also drivingly connected to a starter M / G112 which plays a role as a starter and a generator.

The planetary gear 113 has a sun gear 120, a ring gear 121,
It is configured with a carrier 122. Carrier 12
2, a plurality of sets of double pinions 123 are rotatably supported. Each set of double pinions 123 is interposed between the sun gear 120 and the ring gear 121 and meshed with both gears 20 and 21. In addition, a brake mechanism 126 that regulates the rotation of the ring gear 121 is provided on the outer periphery.

In such a planetary gear 113, the crankshaft 110a of the internal combustion engine 110 is
The rotor of the M / G 111 is connected to the carrier 122. The carrier 122 and the ring gear 1
21 is a first and second clutch mechanism 124, respectively.
It is connected to an input shaft 127a of a continuously variable transmission (CVT) 127 through a connection 125 so as to be connectable and disconnectable. CVT127
Are connected to the drive wheels 129 via a counter gear, a differential gear, and the like.

In such a hybrid vehicle, the power generated by the internal combustion engine 110 or the M / G 111 is transmitted to the CVT 127 by connecting one or both of the clutch mechanisms 124 and 125 to the CVT 127, and further to the drive wheels 129. To be transmitted.

For example, when only the second clutch 125 is connected, the rotation of the crankshaft 110a is transmitted to the CVT 127 through the pinion gear 123, the ring gear 121 and the second clutch 125. At this time, M / G111
Is rotated in the opposite direction to the crankshaft 110a,
Functions as a generator. This allows the crankshaft 1
The driving reaction force is applied to 10a, and the output torque of the internal combustion engine 110 is amplified and transmitted to the CVT 127. Therefore, at this time, the M / G 111 and the planetary gear 1
Reference numeral 13 functions as a so-called electric torque converter.

On the other hand, when only the first clutch 124 is connected, since the connection between the ring gear 121 and the CVT input shaft 127a is released, the rotation of the rotor of the M / G 111 is performed by the CVT via the carrier 122. Input shaft 127
a. Therefore, by making the M / G 111 function as an electric motor, the vehicle can run using the M / G 111 as a power source.

Further, the first and second clutches 124, 125
Are connected, the crankshaft 110a and the rotor of the M / G 111 are directly connected to the CVT input shaft 127a and rotate integrally. At this time, the power generated by the internal combustion engine 110 is directly transmitted to the CVT 127. Further, the M / G 111 can generate electric power as needed by the rotation of the rotor.

In such a hybrid vehicle, the first and second clutches 1 are usually used when the vehicle is decelerated or braked.
24, 125 are connected, and the crankshaft 11
0a and the rotors of the M / G 111 are directly connected to the drive wheels 129. Then, a load (engine brake) required for rotation of the crankshaft 110a of the internal combustion engine 110, which has been stopped by the fuel cut, is applied to the drive wheels 129. In addition, the rotor is rotated by the power from the driving wheels 129 to cause the M / G 111 to perform regenerative power generation.

When the internal combustion engine 10 is operated at an appropriate rotation speed during such vehicle deceleration or braking, and the load required for rotation of the crankshaft 110a is substantially set to "0", more power is supplied to the M / M. It can be used for regenerative power generation of G111. Thus, the amount of power generated by the M / G 111 can be increased.

In this embodiment, even in such a case, the internal combustion engine 110 is operated by using the same processing routine as in the idling operation.
The rotation speed is controlled. However, also in this case, the motive power for rotating the crankshaft 110a acts from the drive wheels 129, and the internal combustion engine 1 during the rotation speed control is operated.
The load state 10 changes according to the vehicle speed SPD. Therefore, as described above, the internal combustion engine 110 is operated in a high-load operation region.
The rotation speed of the engine may drop, causing engine stall. Therefore, also in this case, such a decrease in the rotation speed can be prevented by performing the rotation speed control in a manner similar to or similar to the above embodiments.

In the hybrid vehicle of the present embodiment, as described above, the power transmission path can be switched by connecting and disconnecting the two clutch mechanisms 124 and 125. For this reason, in the present embodiment, the occurrence of the above problem can be avoided by controlling the switching of the power transmission path by the two clutch mechanisms 124 and 125.

That is, in the present embodiment, when the request for controlling the rotational speed of the internal combustion engine 110 is made at the time of deceleration or braking of the vehicle as described above, the two clutch mechanisms which are both connected at this time. Of the 124 and 125, the connection of the second clutch mechanism 125 is released. Thus, the connection between the M / G 111 and the drive wheel 129 is maintained, but the connection between the internal combustion engine 110 and the drive wheel 129 is released.

Therefore, even when the rotational speed control is being performed during deceleration or braking of the vehicle, the load state of the internal combustion engine 110 is prevented from being changed by the action of the power from the drive wheels 129 on the crankshaft 110a. become. Therefore, a change in the value of the feedback correction term eqi according to a change in the load state of the internal combustion engine 110 is prevented,
The rotation speed of the internal combustion engine 110 falls in the low vehicle speed operation region as described above, and the occurrence of engine stall is preferably avoided. On the other hand, since the connection between the M / G 111 and the drive wheel 129 is maintained, the regenerative power generation using the deceleration energy of the vehicle is continued.

The internal combustion engine 110 and the driving wheels 1
When the connection with the second clutch mechanism 125 is disconnected, the internal combustion engine 110 needs to be kept in a standby state while maintaining an appropriate rotation speed according to the vehicle speed SPD in preparation for reconnection of the second clutch mechanism 125. Therefore, even in this case, the internal combustion engine 110 is similar to or similar to the above-described embodiments.
It is desirable to perform the rotation speed control of.

Each of the embodiments described above may be modified as follows. In the above embodiments, the case where the rotational speed control is performed through the adjustment of the intake air amount to the internal combustion engine based on the electronically controlled opening control of the throttle valve has been described, but the point is that the output of the internal combustion engine can be changed. The present invention can be applied in a manner similar to or similar to each of the above embodiments as long as the rotational speed is controlled by adjusting an arbitrary engine control amount. For example, when the rotation speed is controlled by adjusting the intake air amount based on the opening degree control of an ISC valve provided in a passage that bypasses the throttle valve, the ISC valve is controlled according to the final air amount eqcal in each of the above embodiments. By controlling the opening degree, the same rotation speed control can be performed.

In each of the above embodiments, the case where the present invention is applied to the hybrid vehicle illustrated in FIG. 1 to FIG. 3 or FIG. 13 has been described. The present invention can be applied as a rotational speed control device for an internal combustion engine mounted on any vehicle. For example, even in a general vehicle in which an internal combustion engine and driving wheels are connected via an automatic transmission or a manual transmission, a state in which the internal combustion engine and the driving wheels are directly drivingly connected by a clutch mechanism such as lock-up. May be. Under these circumstances, when the rotational speed of the internal combustion engine is feedback-controlled by correcting with the feedback correction term calculated according to the deviation between the target value and the actual value, the rotational speed is the same as or similar to the above embodiments. By applying the control, it is possible to suitably avoid a decrease in the rotation speed and an engine stall caused by a change in the load state.

The rotation speed control in each of the above-described embodiments relates to the rotation of the compressor for the air conditioner, the operation state of the variable valve mechanism for varying the intake and exhaust timings of the internal combustion engine, or the shift range of the automatic transmission. The change of the load state of the internal combustion engine due to factors other than the power transmission from the drive wheels, such as the setting of the driving wheel, may be taken into account. That is, the target rotation speed, the estimated amount, and the lower limit value of the feedback correction term may be set in consideration of such factors, or the operating region may be classified in consideration of such factors.

[Brief description of the drawings]

FIG. 1 is a schematic diagram illustrating a schematic configuration of a drive system according to a first embodiment.

FIG. 2 is a schematic diagram showing a schematic configuration of a power split device of the embodiment.

FIG. 3 is a schematic diagram schematically showing the entire configuration of the embodiment.

FIG. 4 is a schematic diagram showing a relationship between rotational speeds of respective gears in the power split device.

FIG. 5 is a flowchart showing a processing procedure of a final air amount calculation routine of the embodiment.

FIG. 6 is an exemplary diagram showing a relationship between a vehicle speed and a target rotation speed according to the embodiment;

FIG. 7 is an exemplary diagram showing a relationship between a target rotation speed and an estimated amount according to the embodiment;

FIG. 8 is a schematic diagram showing a relationship between a deviation of a rotation speed and an increase / decrease amount of an F / B correction amount in the embodiment.

FIG. 9 is a schematic diagram illustrating a relationship between a vehicle speed and a target rotation speed according to another embodiment.

FIG. 10 is a schematic diagram illustrating a relationship between a target rotation speed and an estimated amount according to the third embodiment.

FIG. 11 is a schematic diagram illustrating a relationship between a vehicle speed and a target rotation speed according to a fourth embodiment.

FIG. 12 is a schematic diagram illustrating a relationship between a vehicle speed and a setting range of an F / B correction term according to a sixth embodiment.

FIG. 13 is a schematic diagram illustrating a schematic configuration of a drive system according to a seventh embodiment.

[Explanation of symbols]

10, 110 ... internal combustion engine, 11 ... generator (M / G), 1
2: Electric motor (M / G), 13: Power split mechanism, 15, 1
29: drive wheels, 16: electronic control unit (ECU), 16a
... Memory, 30 ... Intake passage, 32 ... Air flow meter, 3
3 Throttle valve, 34 Throttle motor, 38
... Crank angle sensor, 39 ... Accelerator sensor, 41,4
2. Inverter, 43 ... Rotation sensor (for generator), 44
... Rotation sensor (for electric motor), 111 ... M / G, 113 ...
Planetary gears, 124, 125 ... clutch mechanism.

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F02D 29/00 F02D 29/00 Z 41/14 320 41/14 320A 41/16 41/16 EF (72 Inventor Yukio Kobayashi 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation (72) Inventor Osamu Harada 1 Toyota Town Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Kiyoue Ueoka Toyota, Aichi Prefecture Toyota Motor Co., Ltd. 1 Toyota Motor Corporation (72) Inventor Takahiro Nishigaki 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Co., Ltd. (72) Takeshi Kawabata 1-1 1-1 Showacho Kariya City, Aichi Prefecture Stock (72) Inventor Kenji Yamamoto 1-1-1, Showa-cho, Kariya-shi, Aichi F-term (reference) 3G084 AA03 BA03 BA04 BA05 BA13 BA17 CA03 CA04 CA06 CA09 DA04 DA05 DA08 DA34 EB12 EB13 EB16 EB20 EC03 FA05 FA07 FA10 FA38 3G093 AA07 AA16 BA02 BA05 BA14 BA15 CA04 CA05 CA06 CA07 CA10 CA11 CB02 CB03 DB05 EA05 EA09 EA13 EB09 EC02 FA05 FA06 FA07 FA09 FA11 3G301 HA01 HA06 JA04 JA06 JA07 JA31 KA07 KA08 KA09 KA17 KA24 KA25 KA28 KB03 KB04 LA03 LB03 LC04 MA01 MA12 NA06 NA07 NC01 ND03 ND12 ND12 ND11 NE01 NE01 NE01 NE03 PF03Z PF12A PF12Z

Claims (13)

[Claims] In a state in which an internal combustion engine and a drive wheel are directly connected to each other, a predetermined value is determined using a feedback correction term calculated according to a deviation between an actual value of a rotation speed of the internal combustion engine and a target value. A rotational speed control device for the internal combustion engine that controls the rotational speed by performing feedback correction on the engine control amount of the internal combustion engine, wherein a feedback that is specifically obtained for each of a plurality of operating regions that are classified according to a load state of the internal combustion engine. A rotation speed control device for an internal combustion engine that performs feedback control of the rotation speed using a correction term. 2. The rotational speed control device for an internal combustion engine according to claim 1, wherein the value of the feedback correction term in each operation region is stored and held even after the end of the feedback control in the corresponding operation region. A rotation speed control device for an internal combustion engine that uses a value stored and held as an initial value of a feedback correction term at the start of feedback control in an operation region. 3. The apparatus according to claim 1, wherein the load state of the internal combustion engine is determined according to a vehicle speed. 4. The rotational speed control device for an internal combustion engine according to claim 1, wherein a load state of the internal combustion engine is determined according to a vehicle speed. The value of the feedback correction term in the operation area is stored and held even after the end of the feedback control in the corresponding operation area, and the value stored and held at the next start of feedback control in the corresponding operation area is changed to the feedback correction term. A rotation speed control device for an internal combustion engine used as an initial value of the engine speed. 5. An estimated value calculated in accordance with a target value of the rotational speed of the internal combustion engine and a real value of the rotational speed of the internal combustion engine in a state in which the internal combustion engine and the drive wheels are directly drivingly connected. And a feedback correction term calculated according to the deviation between the target value and the target value, and setting the predetermined engine control amount using the estimated amount and the feedback correction term to control the rotational speed of the internal combustion engine. In the rotation speed control device, the expected amount is variably set according to the load state of the internal combustion engine, and the target value of the rotation speed is the same, and the lower the load state of the internal combustion engine is, the lower the estimated value becomes. A rotational speed control device for an internal combustion engine, wherein the amount is set to a value on the side that reduces the output of the internal combustion engine. 6. The load state is determined according to a vehicle speed, and the estimated amount decreases the output of the internal combustion engine as the vehicle speed increases, even if the target value of the rotation speed is the same. 6. The rotational speed control device for an internal combustion engine according to claim 5, wherein the value is set to a value on the side of the internal combustion engine. 7. In a state where the internal combustion engine and the drive wheels are directly drivingly connected, a predetermined value is determined using a feedback correction term calculated according to a deviation between the actual value and the target value of the rotational speed of the internal combustion engine. In the rotational speed control device for an internal combustion engine that controls the rotational speed by feedback-correcting the engine control amount of the internal combustion engine, the target value is variably set according to the vehicle speed, and at a stopped vehicle speed, the vehicle speed is higher than the stopped vehicle speed. A rotational speed control device for an internal combustion engine, wherein the target value is set to a higher rotational speed than the rotational speed of the internal combustion engine. 8. In a state in which the internal combustion engine and the drive wheels are directly drivingly connected, a predetermined value is determined using a feedback correction term calculated according to a deviation between the actual value and the target value of the rotational speed of the internal combustion engine. A rotational speed control device for controlling the rotational speed by feedback-correcting the engine control amount of the engine control amount. In an operation region where the internal-combustion engine has a load lower than a predetermined load, the feedback correction term A rotational speed control device for an internal combustion engine, wherein the feedback correction by the ECU is prohibited. 9. In a state in which the internal combustion engine and the drive wheels are directly drivingly connected, a predetermined value is determined using a feedback correction term calculated according to a deviation between the actual value and the target value of the rotation speed of the internal combustion engine. In the rotation speed control device of the internal combustion engine that controls the rotation speed by feedback-correcting the engine control amount of the engine control amount, in an operation region where the vehicle speed is higher than a predetermined vehicle speed,
A rotation speed control device for an internal combustion engine, wherein the feedback correction by the feedback correction term is prohibited. 10. In a state in which the internal combustion engine and the driving wheels are directly drivingly connected, a predetermined value is determined using a feedback correction term calculated according to a deviation between the actual value and the target value of the rotational speed of the internal combustion engine. In a rotational speed control device for an internal combustion engine that controls the rotational speed by feedback-correcting the engine control amount, the target value is variably set according to the vehicle speed, and when the target value is equal to or greater than a predetermined value, A rotation speed control device for an internal combustion engine, wherein the feedback correction by the feedback correction term is prohibited. 11. In a state in which the internal combustion engine and the drive wheels are directly drivingly connected, a predetermined value is determined using a feedback correction term calculated according to a deviation between the actual value of the rotational speed of the internal combustion engine and a target value. In a rotational speed control device for an internal combustion engine that controls the rotational speed by performing feedback correction of the engine control amount, a lower limit value is set in a settable range of the feedback correction term, and the lower limit value is set to A rotational speed control device for an internal combustion engine, which is variable according to a load state. 12. The rotation speed control device for an internal combustion engine according to claim 11, wherein said lower limit value is variably set to be larger as said internal combustion engine is in a low load state. 13. The apparatus according to claim 11, wherein the load state is determined according to a vehicle speed.