JP2005188335A - Control device for on-vehicle engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for an on-vehicle engine capable of improving also emission of a vehicle as the vibration of the vehicle is suppressed through control of an engine loaded on the vehicle. <P>SOLUTION: A correction logic part 103 calculates with the lapse of time a correction throttle valve opening and a correction ignition timing based on the operation state (a load, a rotation speed, and air fuel ratio etc.) of an engine, and a correction value calculated with the lapse of time is inputted to a filter logic part (low pass filter). Thereafter, a correction computing part 104 performs substraction processing (correction) on each of a throttle valve opening and an ignition timing based on each of correction values outputted from the filter logic part. A combustion control logic part 102 controls drive of an electronic valve and an ignition plug based on the corrected throttle valve opening and ignition timing. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to an in-vehicle engine control device that suppresses vibration of a vehicle through control of an engine mounted on the vehicle.

  The fundamental cause of vehicle vibration, particularly pitching vibration which is vertical vibration in front and rear of the vehicle, is caused by a sudden change in driving torque (axle torque) of the axle. Based on FIG. 15 and FIG. 16, the generation mechanism of such pitching vibration will be further described.

  FIG. 15 schematically shows a schematic configuration of a general vehicle-mounted engine control system. As shown in FIG. 15, the control system includes a power train ECU (electronic control unit) 200 that controls driving of various actuators based on various sensor signals such as an accelerator sensor 16 a that detects an accelerator opening, for example. The engine 30 and the transmission / torque converter 32 are provided to be capable of bidirectional communication. The engine 30 and the transmission / torque converter 32 are connected via a connecting shaft 31. The transmission / torque converter 32 is connected to a differential gear 34 c through a connecting shaft 33. The axle 34a having the drive wheels 34b at both ends and the connecting shaft 33 are mechanically connected through the differential gear 34c. Further, a driven shaft 35a that is provided with both ends of a driven wheel 35b and that rotates as the vehicle travels is disposed at the front of the vehicle (left side in the figure).

  In such a configuration, torque (engine torque) generated in the engine 30 is first output to the connecting shaft 31. This engine torque corresponds to the accelerator opening corresponding to the amount of depression of the accelerator pedal 16, and changes according to the driver's accelerator operation. Then, this engine torque is converted into a required torque (axle torque) through a transmission / torque converter 32 that makes the rotation speed ratio (speed ratio) between the connecting shaft 31 and the connecting shaft 33 variable, and then the connecting shaft 33. Is transmitted to the axle 34a through the differential gear 34c. That is, the torque (axle torque) output to the axle 34a is changed not only by the accelerator operation but also by the speed ratio operation of the driver. The drive wheel 34b is rotationally driven according to such axle torque.

  For this reason, in such a control system, if the amount of depression of the accelerator pedal 16 may change suddenly, the above-described pitching vibration of the vehicle may occur. Specifically, for example, when the amount of depression of the accelerator pedal 16 suddenly changes when the accelerator is on (on) or the accelerator is off (off), the engine torque changes first. Along with this, the axle torque also changes suddenly, and pitching vibration is generated in the vehicle.

  FIG. 16 is a graph showing the relationship between the pitch angle and time with respect to the state of the pitching vibration of the vehicle accompanying, for example, a rapid OFF operation of the accelerator pedal 16. Incidentally, this graph shows the transition of the pitch angle when the accelerator pedal 16 is suddenly turned off immediately before time (timing) t6. Here, the pitch angle is an angle that the traveling vehicle floor has with respect to the stationary vehicle floor.

  As shown in FIG. 16, the pitch angle is substantially constant before the accelerator operation is performed, that is, before the time (timing) t5. However, immediately after the accelerator operation, the pitch angle suddenly changes to the minus side, and vibration occurs in the region after time (timing) t6. That is, the front portion of the vehicle vibrates up and down.

Therefore, conventionally, like an onboard engine control device described in Patent Document 1, for example, an electronic throttle valve is used to change torque in a direction to prevent vehicle hunting (vibration) according to operating variables such as engine speed and wheel speed. An apparatus for suppressing the vibration of the vehicle by driving the vehicle has also been proposed.
Japanese Patent Laid-Open No. 3-78542

  Thus, by driving the electronic throttle valve so as to change the torque in a direction that prevents hunting (vibration) of the vehicle, the vibration of the vehicle can surely be suppressed. However, in the above-described conventional onboard engine control device, when suppressing the vibration of the vehicle, no consideration is given to the purification of exhaust gas discharged from the vehicle, in other words, the emission, and only the above control is actively promoted. If this happens, there is a concern that the emission will be worsened.

  The present invention has been made in view of the above circumstances, and is an on-vehicle engine control device capable of suppressing vehicle vibration through control of an engine mounted on a vehicle and improving the vehicle emission. The purpose is to provide.

  In order to achieve such an object, in the on-vehicle engine control apparatus according to claim 1, correction value calculation means for calculating a correction value for correcting a parameter correlated with a combustion mode over time based on an operating state of the engine; The gradual change processing means for inputting the correction values calculated by the correction value calculating means and performing gradual change processing on the correction values, and the combustion mode using the correction value output from the gradual change processing means And a parameter changing means for changing a parameter correlated with each other.

  Torque (axle torque) output from the in-vehicle engine varies depending on the combustion mode of the engine. In the above-described conventional control device, the torque is changed by changing the throttle valve opening, which is a parameter correlated with the combustion mode, to suppress hunting (vibration) of the vehicle. However, if an attempt is made to correct the throttle valve opening only by suppressing the vibration of the vehicle, the correction value (correction term) of the throttle valve opening calculated over time is a component with a large fluctuation over time. Will be included. If the throttle valve opening is controlled based on the correction values calculated over time, the combustion mode (combustion state) will fluctuate and the exhaust emission from the vehicle will be purified. There are concerns about adverse effects. In this regard, according to the above-described configuration, by applying the gradual change processing, so-called smoothing processing, to the correction values calculated over time, components with large temporal variation included in the correction values are removed, and Severe fluctuations in the combustion mode (combustion state) are suppressed. Therefore, it is possible to improve the emission of the vehicle while suppressing the vibration of the vehicle.

  Further, in the on-vehicle engine control apparatus according to claim 2, the gradual change processing means is a low-pass filter, and the cutoff frequency of the low-pass filter is based on a parameter that affects the purification of exhaust gas discharged from the vehicle. The frequency changing means is further provided.

  In general, the low-pass filter selectively attenuates a frequency component higher than the cutoff frequency of the filter. Therefore, according to the above configuration, among the frequency components included in the correction values calculated over time, the high frequency components that cause severe fluctuations in the combustion state can be selectively attenuated through the low-pass filter. . In addition, when the deterioration of the emission of the vehicle is predicted from the parameters that affect the purification of exhaust gas discharged from the vehicle, the cutoff frequency of the low-pass filter is lowered through the frequency changing means, thereby reducing the emission. Deterioration can be suppressed. That is, this makes it possible to achieve both suppression of vehicle vibration and suppression of emission deterioration.

  In the on-vehicle engine control apparatus according to claim 3, at least one of the level of the correction value input to the gradual change processing unit and the level of the correction value output from the gradual change processing unit is discharged from the vehicle. Further, a level changing means for changing the exhaust gas based on a parameter affecting the purifying property of the exhaust gas is provided.

  According to the above configuration, when the deterioration of the emission of the vehicle is predicted from the parameter that affects the purification performance of the exhaust gas exhausted from the vehicle, the level of the correction value calculated with time is passed through the level changing means. By making it low, it becomes possible to suitably suppress the deterioration of emissions. That is, this also makes it possible to achieve both suppression of vehicle vibration and suppression of emission deterioration. Note that the level of the correction value is changed, for example, by changing the gain (amplification factor) of the correction value.

  According to a fourth aspect of the present invention, the on-vehicle engine control device further includes injection cut prohibiting means for prohibiting the injection cut control, which is a fuel injection pause process, based on a parameter correlated with the vibration of the vehicle.

  In general, in a vehicle equipped with an engine, injection cut control, which is a fuel injection pause process, is performed for the purpose of improving fuel efficiency, for example, when the accelerator is fully closed. When this injection cut control is performed, even if a large vibration occurs in the vehicle, it becomes impossible to suppress the vibration of the vehicle by changing the parameter correlated with the combustion mode. In this regard, according to the above configuration, the injection cut control is performed by prohibiting the injection cut control through the injection cut prohibiting means when the vehicle is predicted to generate vibration from the parameter correlated with the vibration of the vehicle. Also in the vehicle, the vibration of the vehicle is suitably suppressed.

In the on-vehicle engine control apparatus according to claim 5, the correction value input to the gradual change processing means is used as a parameter correlated with the vibration of the vehicle.
According to the correction value of the parameter correlated with the combustion mode input to the low-pass filter, it is possible to predict the vibration before the vibration occurs in the vehicle. Therefore, according to the above configuration, the injection cut control prohibiting process is performed before the vehicle is vibrated, so that the vibration of the vehicle can be prevented or suppressed in advance.

In the on-vehicle engine control apparatus according to claim 6, the ignition timing and the throttle valve opening are used as parameters correlated with the combustion mode.
There is a sudden change in torque (axle torque) at the root of vehicle pitching vibration (vertical vibration in the longitudinal direction of the vehicle). On the other hand, in the conventional control device described above, the target opening of the throttle valve is corrected to suppress vehicle vibration. However, in order to control the torque with high response in order to remove (or suppress) vehicle vibration, it is effective to control (control) not only the throttle valve but also the ignition timing.

  In the on-vehicle engine control apparatus according to claim 7, a ratio of a correction value level for correcting the ignition timing and a correction value level for correcting the throttle valve opening is discharged from the vehicle. The apparatus further includes level ratio changing means for changing based on a parameter that affects the purification of exhaust gas.

  When suppressing the vehicle vibration by changing the torque by changing the throttle valve opening and the ignition timing, in order to reduce the emission deterioration, by changing the throttle valve opening rather than changing the ignition timing It is preferable to change the torque. On the other hand, in order to suppress vehicle vibration with good responsiveness, it is preferable to change the torque by changing the ignition timing rather than changing the throttle valve opening. In this regard, according to the above configuration, when the deterioration of the emission of the vehicle is predicted from the parameter that affects the purification performance of the exhaust discharged from the vehicle, the throttle valve opening degree is set with respect to the correction value level of the ignition timing. By increasing the ratio of the correction value level, the effect of improving the emission can be enhanced. On the other hand, when the emission of the vehicle is predicted to be sufficiently suppressed from the parameters that affect the purification of exhaust gas exhausted from the vehicle, the ignition timing correction value level with respect to the throttle valve opening correction value level Thus, the vehicle vibration can be suppressed with higher response. That is, it is possible to suitably suppress the deterioration of the emission while suppressing the vehicle vibration with a good response. The correction value level ratio is changed, for example, by changing the ratio of each gain (amplification factor) between the ignition timing correction value and the throttle valve opening correction value.

  In the on-vehicle engine control apparatus according to claim 8, the active state of the air-fuel ratio sensor, the active state of the catalyst, the engine load, and the engine rotational speed are parameters that affect the purification of exhaust gas discharged from the vehicle. And at least one of the air-fuel ratio, the vehicle speed, the transmission gear position, and the gradient of the road surface on which the vehicle travels.

  In order to achieve both suppression of vehicle vibration and suppression of emission deterioration, it is particularly effective to use each of the above parameters as a parameter that affects the purification of exhaust gas discharged from the vehicle.

(First embodiment)
Hereinafter, a first embodiment of an in-vehicle engine control apparatus according to the present invention will be described. The control device according to this embodiment is also in a vehicle such as an automobile equipped with the engine as a prime mover, as in the conventional on-vehicle engine control device described above, and changes its torque (axle torque) to change the vibration of the vehicle. It suppresses. However, this control apparatus improves the emission of the vehicle by performing the control described below. Also in this embodiment, the control device is applied to a system having a configuration substantially similar to the control system illustrated in FIG. However, in this embodiment, instead of the power train ECU 200 and the engine 30 shown in FIG. 15, the system includes the ECU (electronic control unit) 100 and the engine 10 shown in FIGS. 1 to 3. .

Hereinafter, the configurations and operations of the engine 10 and the ECU 100 will be described with reference to FIGS.
First, a schematic configuration of the engine 10 to be controlled by the control device will be described with reference to FIG. The engine 10 includes, for example, four cylinders (cylinders), but FIG. 1 shows only one cylinder as a representative for convenience of explanation.

  As shown in FIG. 1, the engine 10 is a four-cycle reciprocating gasoline engine, and roughly includes a cylinder 1 including a cylinder block 1a and a cylinder head 1b connected to the upper portion of the cylinder block 1a. The piston 2 is configured to reciprocate in the cylinder 1. In the cylinder 1, a combustion chamber 5 for combusting the air-fuel mixture is defined by the inner walls of the cylinder block 1 a and the cylinder head 1 b and the top surface of the piston 2.

  The cylinder head 1b is provided with an ignition plug 6 for igniting the air-fuel mixture in a manner protruding into the combustion chamber 5, and the ignition plug 6 is provided with an igniter (not shown) for controlling ignition. Yes. Further, the cylinder head 1b has an intake port 7 for taking air, fuel or the like into the combustion chamber 5, and an exhaust port 8 for discharging exhaust gas generated by combustion of the air-fuel mixture from the combustion chamber 5 to the outside. Are provided with an intake valve 7a and an exhaust valve 8a for opening and closing these ports, respectively. Here, the intake port 7 is provided with a fuel injection valve 9 that injects and supplies fuel to the intake port 7.

  The intake port 7 is connected to an intake pipe 11 on the upstream side. The intake pipe 11 has a surge tank 12, an electronic throttle valve 13 that opens and closes according to the amount of depression of the accelerator pedal 16 to adjust the intake air amount, and an intake air amount from the downstream side to the upstream side. An air flow meter 14 for detecting the air and an air cleaner 15 for filtering the intake air are respectively provided. Here, the surge tank 12 is provided with an intake pressure sensor 12a for detecting the pressure in the surge tank 12. The electronic throttle valve 13 is provided with a throttle position sensor 13a for detecting the opening degree (or closing degree) of the electronic throttle valve 13. Further, the accelerator pedal 16 is provided with an accelerator sensor 16a for detecting an accelerator opening corresponding to the depression amount of the accelerator pedal 16.

  On the other hand, the exhaust port 8 is connected to the exhaust pipe 21 on the downstream side. In the middle of the exhaust pipe 21, there is a catalytic converter 22 for removing air pollutants such as CO (carbon monoxide), HC (hydrocarbon) and NOx (nitrogen oxide) contained in the exhaust gas. It is arranged. Further, upstream of the catalytic converter 22, it is detected whether the air-fuel ratio (the mass of air / the mass of fuel) is rich (dense state) or lean (thin state) with respect to the theoretical air-fuel ratio (≈14.7). An air-fuel ratio sensor 23 is provided for this purpose.

  Further, the cylinder block 1a and the cylinder head 1b are provided with a water jacket 1c serving as a cooling water passage for cooling both of them (for convenience, only the water jacket on the cylinder block 1a side is shown). The cylinder block 1a is provided with a water temperature sensor 1d for detecting the temperature of the cooling water flowing through the water jacket 1c.

  A crankshaft 3 serving as an output shaft of the engine 10 is connected to the lower end of the piston 2 via a connecting rod (connecting rod) 4, and the crankshaft 3 rotates following the reciprocation of the piston 2. It is like that. Further, a crank angle sensor 3 a for detecting the rotation angle of the crankshaft 3 is disposed in the vicinity of the crankshaft 3.

  In order to control the engine 10 having the above-described configuration, the ECU 100 controls the crank angle sensor 3a, the water temperature sensor 1d, the intake pressure sensor 12a, the throttle position sensor 13a, the air flow meter 14, the accelerator sensor 16a, the air-fuel ratio sensor 23, and so on. It arrange | positions in the aspect which takes in the output signal from these various sensors. The ECU 100 controls driving of various actuators such as the spark plug 6, the fuel injection valve 9, the electronic throttle valve 13, and the like based on signals from these sensors.

Next, the configuration of the ECU 100 and the vibration suppression control performed through the ECU 100 will be described in detail with reference to FIGS.
First, the outline will be described with reference to FIG. FIG. 2 is a block diagram schematically showing the configuration of the ECU 100. Further, the ECU 100 temporarily stores, for example, a CPU (central processing unit) that performs arithmetic processing, a ROM (read only memory) that stores various control programs, data obtained from arithmetic operations, various sensors, and the like. And a random access memory (RAM) for storing the data.

  As shown in FIG. 2, the ECU 100 includes a combustion parameter calculation logic unit 101, a combustion control logic unit 102, a correction logic unit 103, a correction calculation unit 104, an injection amount calculation logic unit 111, and an injection control logic. It has the part 112 and the injection cut control logic part 113, and is comprised.

  In the steady state, first, the combustion parameter calculation logic unit 101 detects the throttle of the electronic throttle valve 13 according to the operating state of the engine 10 based on engine signals such as a load signal, a rotation speed signal, and an air-fuel ratio signal. The valve opening and the ignition timing of the spark plug 6 are calculated. In this embodiment, the throttle valve opening and ignition timing correspond to parameters that correlate with the combustion mode.

  Next, the combustion control logic unit 102 controls the driving of the electronic throttle valve 13 and the ignition plug 6 based on the throttle valve opening and ignition timing calculated by the combustion parameter calculation logic unit 101.

  The injection amount calculation logic unit 111 calculates a fuel injection amount corresponding to the operating state of the engine 10 based on engine signals such as a load signal, a rotation speed signal, and an air-fuel ratio signal.

Next, the injection control logic unit 112 controls the drive of the fuel injection valve 9 based on the fuel injection amount calculated by the injection amount calculation logic unit 111.
In addition, the injection cut control logic unit 113 is a part that performs injection cut control that is a fuel injection pause process in order to improve fuel efficiency when the electronic throttle valve 13 is fully closed, for example.

  On the other hand, if a sudden accelerator operation or the like is performed by the driver in this steady state, for example, it is predicted that vibration (pitching vibration) is generated in the vehicle as described above. At this time, the ECU 100 changes (corrects) the throttle valve opening and the ignition timing in order to suppress such vehicle vibration. Specifically, first, the correction logic unit 103 sets correction values (corrected throttle valve opening and corrected ignition timing) so as to compensate (suppress) the vibration of the vehicle, respectively, for the throttle valve opening and the ignition timing. Is calculated. Next, the correction calculation unit 104 (parameter changing means) performs subtraction processing (correction) on each of the throttle valve opening and the ignition timing calculated by the combustion parameter calculation logic unit 101 using these correction values. . The combustion control logic unit 102 controls the driving of the electronic throttle valve 13 and the spark plug 6 based on the final throttle valve opening and ignition timing corrected by the correction calculation unit 104. Become. Through this series of processing, the torque output from the engine 10 can be corrected (changed) to suppress the vibration of the vehicle. The calculation of the correction value by the correction logic unit 103 and the subtraction process (correction) by the correction calculation unit 104 are performed, for example, at predetermined time intervals (over time).

  Next, the correction value calculation process by the correction logic unit 103 will be described in more detail with reference to FIG. FIG. 3 is a block diagram schematically showing the configuration of the correction logic unit 103.

  As shown in detail in FIG. 3, the correction logic unit 103 is configured to include logic units 103 a to 103 e in order to calculate a correction value for suppressing vehicle vibration. In calculating the correction value, first, the torque estimation logic unit 103a, for example, a throttle valve opening signal from the accelerator sensor 16a, an engine signal such as a load signal and a rotational speed signal, and an air-fuel ratio signal, for example, And the engine torque is estimated based on these signals. Next, the torque estimation logic unit 103a takes in, for example, a gear position signal from the transmission / torque converter 32 (see FIG. 15), and estimates the axle torque based on this signal and the estimated engine torque.

  Thereafter, the vehicle vibration estimation logic unit 103b estimates the vibration of the vehicle based on the axle torque estimated by the torque estimation logic unit 103a, and corrects the axle torque of the vehicle based on the estimated vibration of the vehicle. A correction value (corrected axle torque) is calculated.

  Then, the correction torque calculation logic unit 103c calculates a correction value (correction engine torque) for correcting the engine torque of the vehicle based on the correction axle torque calculated by the vehicle vibration estimation logic unit 103b.

  Further, the corrected combustion parameter calculation logic unit (correction value calculation means) 103d is based on the corrected engine torque calculated by the correction torque calculation logic unit 103c, and the correction value (correction) for each of the throttle valve opening and the ignition timing. The throttle valve opening and the corrected ignition timing are calculated, for example, every predetermined time (over time).

  Then, a filtering process is performed on the correction values (correction terms) calculated over time through the filter logic unit (gradual change processing means) 103e. Specifically, the filter logic unit 103e functions as a so-called low-pass filter, and among the frequency components included in the correction values calculated over time, only frequency components higher than the cutoff frequency of the filter are included. Selectively attenuate. In this embodiment, a filter having a different attenuation factor depending on the frequency to be filtered is used as the filter. More specifically, the filter attenuates it with a larger attenuation factor as the filtering target has a higher frequency component.

  The correction values thus subjected to appropriate filtering processing are output from the correction logic unit 103 (see FIG. 2). After that, as described above, these correction values are used to correct the throttle valve opening and ignition timing calculated by the combustion parameter calculation logic unit 101 (see FIG. 2).

  Next, the filtering process by the filter logic unit 103e will be described with reference to FIGS. Each of the graphs shown in FIGS. 4A to 4C and FIGS. 5A to 5C shows the “engine speed” for each of the configuration without the filter and the configuration with the filter. (Rotational speed) -time "," corrected throttle valve opening-time ", and" corrected ignition timing-time "are shown. Here, it is assumed that the accelerator pedal 16 is suddenly depressed by the driver at the timing T1 shown in the graphs of FIGS. 4 (a) and 5 (a).

  As shown in FIGS. 4B and 4C, when vehicle vibration occurs in the configuration without the filter logic unit 103e, the corrected throttle valve opening and the corrected ignition timing calculated over time are the same as the vehicle. It is calculated in a manner that includes a high-frequency component in order to suppress the vibration of the. Therefore, if control of the throttle valve opening and ignition timing (high-frequency control) is performed using these correction values, the combustion mode (combustion state) will fluctuate and the exhaust emission from the vehicle will be purified. There are concerns about adverse effects on On the other hand, when vehicle vibration occurs in the configuration having the filter, as shown in FIGS. 5B and 5C, out of the frequency components included in the correction values, the cut-off frequency of the filter is exceeded. High frequency components, that is, high frequency components that cause severe fluctuations in the combustion state, are selectively attenuated through the filtering process of the filter. Therefore, it is possible to improve the purification of exhaust gas discharged from the vehicle, that is, the emission, while suppressing the vehicle vibration. At this time, if the cut-off frequency of the filter logic unit 103e is set in consideration of the limit (highest) frequency at which the driver (human) can experience vibration, the emission of the vehicle deteriorates. This can be more easily ensured for the vibration suppression of the vehicle.

  As described above, by applying the filtering process to each correction value, both suppression of vibration of the vehicle and suppression of emission deterioration can be achieved. However, in this embodiment, by making the cut-off frequency of the filter logic unit 103e variable based on the active state of the air-fuel ratio sensor 23 (a parameter that affects the purification of exhaust gas discharged from the vehicle), We are trying to achieve this balance in a more favorable way.

With reference to FIG.6 and FIG.7 in detail, the change aspect of the cutoff frequency of the said filter logic part 103e performed through the control apparatus concerning this embodiment is explained in full detail.
By the way, the air-fuel ratio sensor 23 (see FIG. 1) is used for detecting the air-fuel ratio in an in-vehicle engine. And this sensor will be in this active state, for example by being heated by a heater, exhaust gas, etc. FIG. Here, a predetermined time is required until the sensor enters the active state. In general, the air-fuel ratio sensor 23 is less responsive when the temperature is in an inactive state than in the active state. When the responsiveness deteriorates, the air-fuel ratio feedback control performed through the sensor does not function sufficiently. That is, when the air-fuel ratio sensor 23 is in an inactive state, the emission of the vehicle is worse than when the sensor is in a fully active state. In this regard, in the control device according to this embodiment, as shown in FIGS. 6 and 7, the cutoff frequency of the filter logic unit (low-pass filter) 103e is changed based on the active state of the air-fuel ratio sensor 23. Therefore, the deterioration of the emission is suppressed. In this embodiment, the part that changes the cutoff frequency of the filter based on the active state of the air-fuel ratio sensor 23 corresponds to the frequency changing means.

FIGS. 6A and 6B are maps used when changing the cutoff frequency of the filter logic unit 103e.
As shown in FIG. 6, in the control device according to this embodiment, in the region where the temperature of the air-fuel ratio sensor 23 is low and inactive, for example, in the region where the temperature of the air-fuel ratio sensor 23 is “900 ° C.” or less. The cut-off frequency is set to “ω1 (Hz)”, which is smaller than other regions. Further, in a region where the temperature of the air-fuel ratio sensor 23 becomes higher than the inactive state and becomes a semi-active state, for example, a region where the temperature of the air-fuel ratio sensor 23 is “900 ° C. to 1300 ° C.”, the cutoff frequency is set to “ω1. “Ω2 (Hz)”, which is larger than (Hz) ”. Further, in a region where the temperature of the air-fuel ratio sensor 23 becomes higher and becomes the active state, for example, in a region where the temperature of the air-fuel ratio sensor 23 is higher than “1300 ° C.”, the cutoff frequency is set to be higher than “ω2 (Hz)”. A large “ω3 (Hz)” is set.

  FIG. 7 is a flowchart showing a processing procedure for changing the cutoff frequency of the filter logic unit 103e based on the map shown in FIG. Note that the process shown in FIG. 7 is performed by the ECU 100 at predetermined time intervals, for example.

  In the series of processes shown in FIG. 7, first, in step S100, it is determined whether or not the air-fuel ratio sensor 23 is in the active state. Specifically, it is determined whether or not the temperature of the air-fuel ratio sensor 23 is higher than “1300 ° C.”. When it is determined in step S100 that the air-fuel ratio sensor 23 is in the active state, “ω3” is set to the cutoff frequency ωc of the filter logic unit 103e (step S113).

  On the other hand, if it is determined in step S100 that the air-fuel ratio sensor 23 is not in the active state, then in step S110, it is determined whether or not the air-fuel ratio sensor 23 is in the inactive state. Specifically, it is determined whether the temperature of the air-fuel ratio sensor 23 is “900 ° C.” or less. When it is determined in step S110 that the air-fuel ratio sensor 23 is in an inactive state, “ω1” is set to the cutoff frequency ωc (step S111). On the other hand, if it is determined in step S110 that the air-fuel ratio sensor 23 is not in the inactive state, “ω2” is set to the cutoff frequency ωc (step S112).

  When the cutoff frequency ωc is set in steps S111 to S113 in this way, in step S120, based on the set cutoff frequency ωc, the corrected throttle valve opening and the corrected ignition timing are set through the filter logic unit 103e. A filtering process is performed on each of them.

  As described above, in the present embodiment, when the deterioration of the emission of the vehicle is predicted from the active state of the air-fuel ratio sensor 23, the emission frequency is reduced by lowering the cutoff frequency of the filter logic unit 103e. I try to suppress it. Thereby, both suppression of the vibration of the vehicle and suppression of emission deterioration are realized in a more preferable form.

  Furthermore, in this embodiment, the corrected throttle valve opening level and the corrected ignition timing level are respectively set based on the engine load factor (a parameter that affects the purification of exhaust gas discharged from the vehicle). Variable. This also optimizes both the suppression of the vibration of the vehicle and the suppression of deterioration of emissions.

With reference to FIGS. 8 to 10 in detail, the mode of changing the level of each correction value performed through the control device according to this embodiment will be described in detail.
In general, the greater the engine load, the worse the purification of exhaust discharged from the vehicle, in other words, the emission. In this regard, in the control device according to this embodiment, as shown in FIGS. 8 to 10, the gain (amplification factor) of the corrected throttle valve opening and the corrected ignition timing is mounted on the vehicle. By changing based on the load factor, the level of these correction values is changed to suppress the deterioration of the emission. In this embodiment, the part for changing the gain of each correction value based on the engine load factor corresponds to the level changing means.

  FIG. 8 is a map used when changing the gain (correction gain) of each correction value. The engine load factor here is “(engine load) / (maximum engine load)”. The engine load is detected as an intake air amount by the air flow meter 14, for example.

  As shown in FIG. 8, in the control device according to this embodiment, in a region where the engine 10 is in a low load state, for example, a region where the engine load factor is “10%” or less, the correction gain is set higher than that in other regions. Is set to a larger “G3”. In a region where the engine 10 is in a medium load state, for example, a region where the engine load factor is “10% to 50%”, the correction gain is set to “G2” which is smaller than “G3”. Further, in a region where the engine 10 is in a high load state, for example, a region where the engine load factor is larger than “50%”, the correction gain is set to “G1” which is smaller than “G2”.

  FIG. 9 is a flowchart showing a processing procedure when the correction gain is changed based on the map shown in FIG. The process shown in FIG. 9 is performed after the series of processes shown in FIG. That is, in step S120, the filtering process is performed based on the cutoff frequency ωc set according to the activation state of the air-fuel ratio sensor 23. This process is also performed by the ECU 100 at predetermined time intervals, for example.

  In the series of processes shown in FIG. 8, first, in step S200, it is determined whether or not the engine 10 is in a high load state. Specifically, it is determined whether or not the engine load factor is larger than “50%”. When it is determined in step S200 that the engine 10 is in a high load state, “G1” is set to the correction gain G (step S211).

  On the other hand, if it is determined in step S200 that the engine 10 is not in a high load state, then in step S210, it is determined whether or not the engine 10 is in a low load state. Specifically, it is determined whether or not the engine load factor is “10%” or less. When it is determined in step S210 that the engine 10 is in a low load state, “G3” is set to the correction gain G (step S213). On the other hand, if it is determined in step S210 that the engine 10 is not in the low load state, “G2” is set to the correction gain G (step S212).

  When the correction gain G is set in steps S211 to S213, the correction throttle valve opening and the correction ignition timing are each multiplied by "correction gain G (%)" in step S220.

  FIG. 10 is a graph showing an example when the correction gain is changed based on the processing procedure shown in FIG. 10A is a graph showing the relationship of “corrected ignition timing-time” when the engine 10 is in a low load state, and FIG. 10B is a “corrected ignition timing− when the engine 10 is in a high load state. It is a graph which shows the relationship of "time." Here, “G3 / G1” (see FIGS. 8 and 9) is set to “2.0”.

  As shown in FIG. 10, the corrected ignition timing when the engine 10 is in a low load state is a gain (amplification factor) that is “double” compared to the corrected ignition timing when the engine 10 is in a high load state. ).

  Thus, in the present embodiment, when the deterioration of the emission of the vehicle is predicted from the engine load factor, the emission deterioration is reduced by lowering the level of each correction value calculated over time. I try to suppress it. As a result, it is possible to optimize both the suppression of the vibration of the vehicle and the suppression of the deterioration of the emission.

  Further, in general, in a vehicle equipped with an engine, injection cut control, which is a fuel injection pause process, is performed. Also in this embodiment, the injection cut control logic unit 113 (see FIG. 2) performs the injection cut control so as to improve fuel consumption when the electronic throttle valve 13 is fully closed, for example. However, when this injection cut control is performed, even if a large vibration occurs in the vehicle, the throttle valve opening and ignition timing (parameters correlated with the combustion mode) are changed to suppress the vibration of the vehicle. It becomes impossible to do. In this regard, in the control device according to this embodiment, the injection cut control is prohibited based on the vibration state of the vehicle. In this embodiment, the portion that prohibits the injection cut control corresponds to the injection cut prohibiting means.

  FIG. 11 is a flowchart showing the procedure of this injection cut inhibition control. Here, the corrected throttle valve opening and the corrected ignition timing used for detecting the vibration state of the vehicle are those before being input to the filter logic unit 103e. Further, the processing shown in FIG. 11 is also performed by the ECU 100 at predetermined time intervals, for example.

  In the series of processing shown in FIG. 11, first, in step S300, it is determined whether or not the corrected throttle valve opening is in a range in which vehicle vibration is sufficiently suppressed. Specifically, it is determined whether or not the corrected throttle valve opening is not less than the minimum value “TL” and not more than the maximum value “TH”. Here, the minimum value “TL” and the maximum value “TH” are set based on the generation mode of the vehicle vibration, and the range of the corrected throttle valve opening that sufficiently suppresses the vehicle vibration is set as the above range. .

  If it is determined in step S300 that the corrected throttle valve opening is in the above range, then in step S310, it is determined whether or not the corrected ignition timing is in a range in which vehicle vibration is sufficiently suppressed. . Specifically, it is determined whether or not the corrected ignition timing is not less than the minimum value “SL” and not more than the maximum value “SH”. Here, the minimum value “SL” and the maximum value “SH” are set based on the generation mode of the vehicle vibration, and the range of the corrected ignition timing at which the vehicle vibration is sufficiently suppressed is set as the above range.

  If it is determined in step S310 that the corrected ignition timing is within the above range, “OFF” is set in the injection cut prohibition request flag in step S311. Specifically, the correction logic unit 103 sends an injection cut permission request to the injection cut control logic unit 113 to allow the above-described injection cut control (see FIG. 2).

  On the other hand, if it is determined in step S300 or step S310 that the corrected throttle valve opening or the corrected ignition timing is not within the above ranges, “ON” is set in the injection cut prohibition request flag in step S312. Is done. Specifically, the correction logic unit 103 sends an injection cut prohibition request to the injection cut control logic unit 113 to prohibit the above-described injection cut control (see FIG. 2).

  As described above, the control device according to the present embodiment performs the injection cut control when the vehicle is predicted to generate a predetermined vibration or more from the corrected ignition timing and the corrected throttle valve opening (a parameter correlated with the vehicle vibration). Is prohibited. As a result, the control device can more appropriately suppress the vibration of the vehicle while being mounted on the vehicle that performs the injection cut control. In addition, by predicting the occurrence of vehicle vibration in advance from the corrected ignition timing and the corrected throttle valve opening before being input to the filter logic unit 103e, the injection cut control prohibiting process is performed before the vehicle generates vibration. The vibration can be prevented or suppressed in advance.

As described above, according to the on-vehicle engine control apparatus according to this embodiment, the following excellent effects can be obtained.
(1) The corrected throttle valve opening and the corrected ignition timing are calculated over time based on the operating state (load, rotational speed, air-fuel ratio, etc.) of the engine 10. Then, the correction values calculated over time are input to a filter logic unit (low-pass filter) 103e, and subtraction processing is performed for the throttle valve opening and ignition timing using the correction values output from the filter logic unit 103e. Apply (correction). This makes it possible to improve the emission of the vehicle while suppressing the vibration of the vehicle.

  (2) The cut-off frequency of the filter logic unit 103e is changed based on the active state of the air-fuel ratio sensor 23. As a result, it is possible to realize both the suppression of the vibration of the vehicle and the suppression of the deterioration of the emission in a more preferable manner.

  (3) After the filtering process by the filter logic unit 103e, the corrected throttle valve opening level and the corrected ignition timing level are changed based on the engine load factor. As a result, it is possible to optimize both the suppression of the vibration of the vehicle and the suppression of the deterioration of the emission.

  (4) When the occurrence of vibration in the vehicle is predicted from the corrected throttle valve opening and the corrected ignition timing, the injection cut control that is a fuel injection stop process is prohibited. Thereby, also in the vehicle which performs injection cut control, the vibration of the vehicle is suitably suppressed.

  (5) Further, the occurrence of vehicle vibration is predicted in advance from the corrected ignition timing and the corrected throttle valve opening before being input to the filter logic unit 103e, thereby preventing or suppressing the vehicle vibration in advance. Will be able to.

(Second Embodiment)
Next, a second embodiment of the on-vehicle engine control apparatus according to the present invention will be described. In this embodiment, instead of the processes shown in FIGS. 8 to 10, the processes shown in FIGS. 12 to 14 are performed.

Hereinafter, with reference to FIG. 12 to FIG. 14, an in-vehicle engine control apparatus according to this embodiment will be described with a focus on differences from the first embodiment.
By the way, when the torque is changed by changing the throttle valve opening and the ignition timing to suppress vehicle vibration, the throttle valve opening is changed rather than changing the ignition timing in order to reduce emission deterioration. It is preferable to change the torque. On the other hand, in order to suppress vehicle vibration with good responsiveness, it is preferable to change the torque by changing the ignition timing rather than changing the throttle valve opening. In this regard, in the control device according to this embodiment, as shown in FIGS. 12 to 14, the ratio between the gain of the corrected throttle valve opening and the gain of the corrected ignition timing is changed based on the engine load factor. The ratio of the levels of these correction values is changed. In this embodiment, the portion for changing the gain ratio of each correction value corresponds to the level ratio changing means.

FIG. 12 is a map used when changing the gain ratio of each correction value.
As shown in FIG. 12, in the control device according to this embodiment, the ratio between the corrected ignition timing gain G4 and the corrected throttle valve opening gain G5 in the region where the engine load factor is approximately “0% to 40%”. Is substantially constant. Then, for example, at the engine load factor “20%”, the ratio of the corrected ignition timing gain G4 and the corrected throttle valve opening gain G5 is set to “G4: G5 = 50: 50 (1: 1)”. In a region where the engine load factor is approximately “40%” or more, the ratio of the corrected throttle valve opening gain G5 to the corrected ignition timing gain G4 is increased as the engine load factor increases. For example, the ratio of the corrected ignition timing gain G4 and the corrected throttle valve opening gain G5 is set to “G4: G5 = 20: 80 (1: 4)” with the engine load factor “60%”.

  FIG. 13 is a flowchart showing a processing procedure when changing the gain distribution (correction gain distribution) of each correction value based on the map shown in FIG. The process shown in FIG. 13 is performed after the series of processes shown in FIG. That is, in step S120, the filtering process is performed based on the cutoff frequency ωc set according to the activation state of the air-fuel ratio sensor 23. This process is also performed by the ECU 100 at predetermined time intervals, for example.

  In the series of processing shown in FIG. 13, first, in step S400, for example, the load of the engine 10 (engine load factor) detected as the intake air amount by the air flow meter 14 is used based on the map shown in FIG. The corrected ignition timing gain G4 and the corrected throttle valve opening gain G5 are each changed.

  Next, in step S410, the corrected throttle valve opening is multiplied by “corrected ignition timing gain G4 (%)” on the basis of the changed corrected gains, and the corrected ignition timing is set to “corrected throttle valve opening gain G5 (% ) "Double.

  FIG. 14 is a graph showing an example when the correction gain distribution is changed based on the processing procedure shown in FIG. 14A is a graph showing the relationship between “corrected throttle valve opening-time” and “corrected ignition timing-time” when the engine load factor is “20%”, and FIG. 14B is the engine load. It is a graph which shows the relationship between "corrected throttle valve opening-time" and "corrected ignition timing-time" when the rate is "60%".

  As shown in FIGS. 14A and 14B, the corrected throttle valve opening gain G5 when the engine load factor is “60%” is the corrected throttle valve opening gain when the engine load factor is “20%”. The degree gain G5 is “80/50 = 1.6” times. Further, the corrected ignition timing gain G4 when the engine load factor is “60%” is “20/50 = 0.4” times the corrected ignition timing gain G4 when the engine load factor is “20%”. Yes. This is a result based on the map shown in FIG.

  As described above, in the present embodiment, when the deterioration of the emission of the vehicle is predicted from the engine load factor (a parameter that affects the purification of exhaust gas discharged from the vehicle), the ignition timing correction value level is set. On the other hand, the ratio of the correction value level of the throttle valve opening is increased to enhance the emission improvement effect. On the other hand, when it is predicted from the engine load factor that the emission of the vehicle is sufficiently suppressed, the ratio of the correction value level of the ignition timing to the correction value level of the throttle valve opening is increased, and the vehicle has a higher response. The vibration is suppressed. That is, according to the on-vehicle engine control apparatus according to the present embodiment, it is possible to suppress the deterioration of the emission while suppressing the vehicle vibration with good responsiveness.

  As described above, according to the control apparatus for an in-vehicle engine according to the second embodiment, the same effects as the effects (1) to (5) of the previous first embodiment or an effect similar thereto. In addition, the following effects can be newly obtained.

  (6) Based on the engine load factor, the ratio between the gain of the corrected throttle valve opening and the gain of the corrected ignition timing is changed, and the ratio of the levels of the respective correction values is changed. As a result, it is possible to suitably suppress the deterioration of the emission while suppressing the vehicle vibration with high responsiveness.

(Other embodiments)
In addition, the said embodiment can also be implemented with the following forms.
In the first embodiment, the correction gain of each correction value is changed to one of the three gains “G1 to G3” based on the engine load factor, but the correction gain change mode is arbitrary. It is. For example, if the correction gain of each correction value is changed continuously or intermittently according to the engine load factor using a map or the like, more precise control is possible.

  In the first embodiment, after the filtering process is performed through the filter logic unit 103e, the level of each correction value is changed. However, the present invention is not limited to this, and the level change of the correction value may be performed at least one of before the correction value is input to the filter logic unit 103e and after the correction value is output from the filter logic unit 103e.

  In the first embodiment, the level of each correction value is changed by changing the gain (amplification factor) of each correction value. However, the correction value level can be changed by any method. For example, the level of each correction value may be changed by changing the offset level of each correction value.

  In the second embodiment, the ratio of the levels of the respective correction values is changed by changing the ratio of the gain (amplification factor) of each correction value. However, the correction value level ratio can be changed by any method. For example, by changing the offset level ratio of each correction value, the ratio of each correction value level may be changed.

  In each of the above embodiments, the cutoff frequency of the filter logic unit 103e is changed to one of the three frequencies “ω1 to ω3” based on the active state of the air-fuel ratio sensor 23. The change mode of the off frequency is arbitrary. For example, if the cut-off frequency of the filter logic unit 103e is changed continuously or intermittently according to the active state of the air-fuel ratio sensor using a map or the like, finer control can be performed.

In each of the above embodiments, the injection cut prohibition control is performed. However, the present invention can be similarly applied to a configuration in which the shot cut prohibition control is not performed.
In each of the above embodiments, the corrected ignition timing and the corrected throttle valve opening are used to detect vehicle vibration during the injection cut inhibition control. However, the parameters are not limited to the corrected ignition timing and the corrected throttle valve opening, and can be similarly adopted as long as they are parameters correlated with vehicle vibration. For example, the amount of suspension deflection may be used.

  In the above embodiments, the cutoff frequency (FIG. 7), the correction gain (FIG. 9), or the correction gain distribution (FIG. 13) is changed based on the active state of the air-fuel ratio sensor and the engine load. However, not only the active state of the air-fuel ratio sensor and the engine load, but also any of the above changing processes can be performed in the same manner as long as it is a parameter that affects the purification of exhaust gas discharged from the vehicle. For example, at least one of an active state of a catalyst (catalytic converter), a temperature of a cylinder included in the engine, an engine rotation speed, an air-fuel ratio, a vehicle speed, a transmission gear position, and a gradient of a road surface on which the vehicle travels is used. Also good.

  In the above embodiments, the throttle valve opening and the ignition timing are changed when the torque (axle torque) is changed. However, the present invention is not limited to the throttle valve opening and the ignition timing, and any parameter that correlates with the combustion mode can be similarly employed. For example, only one of the ignition timing and the throttle valve opening may be used. Further, for example, at least one of the fuel injection amount, the valve timing, the EGR control valve opening, and the supercharging pressure control valve opening may be used. Further, for example, a fuel injection amount in a diesel engine and a fuel injection timing, a fuel pressure, and the like can be appropriately adopted in a cylinder injection gasoline engine.

  In each of the above embodiments, the correction gain changing process (FIG. 9) and the correction gain distribution changing process (FIG. 13) are performed after the cutoff frequency changing process (FIG. 7) of the filter logic unit 103e is performed. I tried to do it. However, each of these change processes can be performed in any combination and in any order, and can be performed independently. For example, after executing the correction gain changing process (FIG. 9) based on the engine load factor, the correction gain distribution changing process (FIG. 13) may be executed based on another parameter.

  In each of the above embodiments, the filter logic unit 103e is used whose attenuation factor changes according to the frequency to be filtered. However, the filter logic unit 103e is not limited to this. For example, among the frequency components included in the correction value, the frequency component larger than the cutoff frequency is attenuated (removed) with an attenuation factor of “100%”. ) Can be used as appropriate. In short, it is sufficient if it has a function as a low-pass filter.

  In each of the above embodiments, the gradual change process (smoothing process) is performed through the filter logic unit 103e (low-pass filter). However, the present invention is not limited to this, and a gradual change process may be performed by, for example, a moving average, a weighted average (weighted average), or other various weighting processes. In short, any configuration that can perform gradual change processing on the correction value may be used.

  In each of the above embodiments, the correction calculation unit 104 performs the correction by performing the subtraction process, but the correction method is arbitrary. For example, correction may be performed by addition processing, division processing, or multiplication processing.

  In each of the above embodiments, the rear wheel drive vehicle has been described. However, the present invention can be similarly applied to other vehicles such as front wheel drive and four wheel drive.

The block diagram which shows typically schematic structure of the engine used as the control object about 1st Embodiment of the control apparatus of the vehicle-mounted engine concerning this invention. The block diagram which shows typically the schematic structure about the control apparatus of the vehicle-mounted engine concerning the embodiment. The block diagram which shows typically schematic structure of a correction | amendment logic part about the control apparatus of the vehicle-mounted engine concerning the embodiment. (A) is a graph showing a relationship of “engine speed (rotation speed) −time”, (b) is a graph showing a relationship of “corrected throttle valve opening-time”, for a conventional on-vehicle engine control device; c) is a graph showing a relationship of “corrected ignition timing−time”. Regarding the on-vehicle engine control apparatus according to the first embodiment, (a) is a graph showing a relationship of “engine speed (rotation speed) −time”, and (b) is “corrected throttle valve opening-time”. (C) is a graph showing the relationship "corrected ignition timing-time". (A) And (b) is a map used when changing the cutoff frequency of a filter logic part about the control apparatus of the vehicle-mounted engine concerning the embodiment. The flowchart which shows the process sequence when changing the cutoff frequency of a filter logic part based on the map. (A) And (b) is a map used when changing a correction | amendment gain about the control apparatus of the vehicle-mounted engine concerning the embodiment. The flowchart which shows the process sequence when changing a correction gain based on the map. (A) And (b) is a graph which shows an example when a correction gain is changed based on the flowchart. The flowchart which shows the process sequence of injection cut prohibition control about the control apparatus of the vehicle-mounted engine concerning the embodiment. The map used when changing correction gain distribution about 2nd Embodiment of the control apparatus of the vehicle-mounted engine concerning this invention. The flowchart which shows the process sequence when changing correction | amendment gain distribution based on the map. (A) And (b) is a graph which shows an example when correction gain distribution is changed based on the flowchart. The block diagram which shows typically an example of the schematic structure about the control system of a common vehicle-mounted engine. The graph which shows the vehicle vibration characteristic about the control apparatus of the conventional vehicle-mounted engine.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Cylinder, 1d ... Water temperature sensor, 1e ... Knock sensor, 2 ... Piston, 3 ... Crankshaft, 3a ... Crank angle sensor, 4 ... Connecting rod, 5 ... Combustion chamber, 6 ... Spark plug, 7 ... Intake port, 7a DESCRIPTION OF SYMBOLS ... Intake valve, 8 ... Exhaust port, 8a ... Exhaust valve, 9 ... Fuel injection valve, 10 ... Engine, 11 ... Intake pipe, 13 ... Electronic throttle valve, 13a ... Throttle position sensor, 14 ... Air flow meter, 16 ... Accelerator pedal , 16a ... accelerator sensor, 21 ... exhaust pipe, 22 ... catalytic converter, 23 ... air-fuel ratio sensor, 31, 33 ... connecting shaft, 32 ... transmission / torque converter, 34a ... axle, 34b ... drive wheel, 34c ... differential gear , 35a ... driven shaft, 35b ... driven wheel, 100 ... ECU (electronic control unit), 101 ... combustion parameters Calculation logic unit 102 ... Combustion control logic unit 103 ... Correction logic unit 103a ... Torque estimation logic unit 103b ... Vehicle vibration estimation logic unit 103c ... Correction torque calculation logic unit 103d ... Correction combustion parameter calculation logic unit 103e DESCRIPTION OF SYMBOLS ... Filter logic part, 104 ... Correction calculation part, 111 ... Injection amount calculation logic part, 112 ... Injection control logic part, 113 ... Injection cut control logic part.

Claims (8)

In a vehicle-mounted engine control device that suppresses vibration of a vehicle by changing torque by changing a parameter correlated with one or more combustion modes during fuel injection,
Correction value calculation means for calculating a correction value for correcting a parameter correlated with the combustion mode over time based on an operating state of the engine;
Gradual change processing means for inputting the correction values calculated by the correction value calculating means and performing gradual change processing on the correction values;
An in-vehicle engine control device comprising: parameter changing means for changing a parameter correlated with the combustion mode using a correction value output from the gradual change processing means. In the on-vehicle engine control device according to claim 1,
The gradual change processing means is a low-pass filter, and further includes a frequency changing means for changing a cutoff frequency of the low-pass filter based on a parameter that affects a purification property of exhaust gas discharged from the vehicle. Engine control device. In the vehicle-mounted engine control apparatus according to claim 1 or 2,
At least one of the level of the correction value input to the gradual change processing means and the level of the correction value output from the gradual change processing means is changed based on a parameter that affects the purification of exhaust gas discharged from the vehicle. An on-vehicle engine control apparatus further comprising level changing means. In the vehicle-mounted engine control apparatus according to any one of claims 1 to 3,
An in-vehicle engine control apparatus, further comprising: an injection cut prohibiting unit that prohibits an injection cut control, which is a fuel injection pause process, based on a parameter correlated with vehicle vibration. The on-vehicle engine control device according to claim 4, wherein the parameter correlated with the vibration of the vehicle is a correction value input to the gradual change processing means. The in-vehicle engine control device according to any one of claims 1 to 5, wherein the parameters correlated with the combustion mode are an ignition timing and a throttle valve opening. The on-vehicle engine control device according to claim 6,
The ratio between the level of the correction value for correcting the ignition timing and the level of the correction value for correcting the throttle valve opening is changed based on a parameter that affects the purification of exhaust discharged from the vehicle. An on-vehicle engine control device further comprising level ratio changing means. The parameters that affect the purification of exhaust gas discharged from the vehicle include the active state of the air-fuel ratio sensor, the active state of the catalyst, the engine load, the engine speed, the air-fuel ratio, the vehicle speed, the transmission gear position, and the vehicle running. The on-vehicle engine control device according to claim 2, wherein the control device is an at least one of road surface gradients.

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