JP2006275060A - Control device of engine for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device of an engine for a vehicle which can realize the prevention of vibration when a gas pedal is depressed without decreasing gas mileage and also at low cost. <P>SOLUTION: The control device of the engine for the vehicle is provided with an engine torque computing means 205 for computing engine torque, a means 206 of judging the start of acceleration, a means 207 of computing fluctuations in the output of an output shaft, a means 208 of detecting the starting point of twist resonance, and a means 209 of correcting engine torque for correcting engine torque. The means 206 of judging the start of acceleration judges that the acceleration of the engine has started, and the means 207 of computing fluctuations in the output of the output shaft computes fluctuations in the output of a transmission. Then the means 208 of detecting the starting point of twist resonance detects the starting point of twist resonance from the value computed by the means 207 of computing fluctuations in the output of the output shaft. When the value computed by the means 207 of computing fluctuations in the output of the output shaft exceeds a threshold value, it is determined that the starting point of the twist resonance has been detected. Then the correction of the engine torque is performed so that the oscillation of the twist resonance is controlled by the means 209 of correcting engine torque through the detection of the starting point of the twist resonance, thus the engine is controlled. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a control device for an engine for a vehicle such as an automobile.

In a vehicle having a torque converter in an automatic transmission, a direct connection mechanism for the torque converter is provided to improve the efficiency of the automatic transmission. In recent years, in order to further improve fuel efficiency, the vehicle speed in the direct connection region has been reduced, and in order to extend the fuel cut time of the engine, even when coasting with the accelerator fully closed, the torque converter is directly connected for traveling.
When acceleration is started by depressing the accelerator from a directly connected state when coasting with the accelerator fully closed, the torque of the engine changes suddenly and a torsional resonance occurs in the power transmission path from the engine to the drive shaft. The driver was uncomfortable.
As a means for preventing vehicle vibration due to torsional resonance, for example, when the tightening force of the direct coupling clutch during fully closed travel is set to be weak and there is an excessive change in engine torque, the direct coupling clutch slips. This prevents torsional resonance of the power transmission path.

In addition, for example, in the technique described in Japanese Patent Application Laid-Open No. 6-257480, a torsion angle detection means for detecting the torsion angle of the drive shaft is attached to the drive shaft of the vehicle, and the occurrence of torsional vibration is detected from the actual torsion angle, The engine torque is corrected to suppress the twist angle.
Further, in the technique described in, for example, Japanese Patent Laid-Open No. 8-232696, the resonance frequency of torsional resonance changes depending on the gear ratio. Therefore, the G sensor determines the start of acceleration and the time at which torsional resonance occurs according to the gear ratio. Is estimated, and the fuel injection amount is corrected.

JP-A-6-257480 JP-A-8-232696

In the countermeasure against torsional resonance during acceleration performed by a conventional vehicle engine control device, if the coupling force of the direct coupling clutch is set weak, slippage of the direct coupling clutch occurs during acceleration, and the efficiency of the torque converter is reduced. The fuel consumption has deteriorated.
Further, in the technique disclosed in Japanese Patent Laid-Open No. 6-257480, since a twist angle detecting means for detecting the twist angle of the power transmission path is provided, the cost is increased. Furthermore, since the generation of a torsion angle is a condition for executing torque correction, torque correction is performed after the start of torsional resonance, so that the initial torsional resonance could not be avoided.
In the technique disclosed in Japanese Patent Laid-Open No. 8-232696, since the engine torque is corrected after acceleration is started by the G sensor, the torsional resonance has already started and the initial torsional resonance could not be avoided.

  The present invention has been made to solve the above-described problems, and provides a control apparatus for a two-vehicle engine that can prevent vibration when the accelerator is depressed without deteriorating fuel efficiency and at low cost. For the purpose.

  The present invention includes an engine torque calculating means for calculating engine torque of an engine, an acceleration start determining means for determining that engine acceleration has started, an output shaft output fluctuation calculating means for calculating an output fluctuation of a transmission, In a vehicle engine control device comprising: a torsional resonance starting point detecting means for detecting a starting point of torsional resonance based on a calculation value of an output shaft output fluctuation calculating means; and an engine torque correcting means for correcting engine torque. Engine torque correction so that the torsional resonance starting point is detected when the calculated value of the shaft output fluctuation calculation means exceeds the threshold value, and the torsional resonance is suppressed by the engine torque correcting means by detecting the torsional resonance starting point. To control the engine.

  The vehicle engine control apparatus according to the present invention corrects the engine torque so as to suppress the vibration of torsional resonance when the output shaft output fluctuation or the output shaft rotation fluctuation exceeds a threshold value. Torsional resonance can be reduced, vibration can be prevented, and this can be realized at low cost.

Embodiment 1 FIG.
An embodiment of the present invention will be described below with reference to the drawings. FIG. 1 is a system configuration diagram of a control device for a vehicle engine in the first embodiment. In the figure, 101 is an engine, 102 is an electronically controlled throttle as an intake air amount adjusting valve attached to an air intake passage of the engine 101, 103 is a motor for driving the throttle valve of the electronically controlled throttle 102, and 104 is electronically controlled A throttle opening detection sensor that detects the opening of the throttle valve of the throttle 102, 105 is a fuel injection valve, 106 is an ignition means, 107 is a crank angle sensor for detecting the rotation speed of the engine 101, 108 is an accelerator pedal, 109 Is an accelerator opening detection sensor that detects the amount of depression of the accelerator pedal 108, and 110 is an engine control device that performs throttle opening control of the electronic control throttle 102 and fuel injection control of the engine 101.

  111 is an automatic transmission, 112 is a torque converter installed in the automatic transmission 111, 113 is a primary pulley, 114 is a secondary pulley, and the gear ratio is changed by changing the diameters of the primary pulley 113 and the secondary pulley 114 Is realized. Reference numeral 115 denotes an input shaft rotation of the automatic transmission 111, that is, an engine rotation detection sensor that detects the engine rotation speed, 116 denotes a primary rotation detection sensor that detects the rotation speed of the primary pulley 113, and 117 detects a rotation speed of the secondary pulley 114. Secondary rotation detection sensor, 118 is a direct coupling clutch for bringing the torque converter 112 into a direct coupling state, 121 is an output shaft of the automatic transmission 111, 119 is an automatic transmission control device that performs shift control of the automatic transmission 111, direct coupling control, Reference numeral 120 denotes information transmission means for transmitting information between the engine control device 110 and the automatic transmission control device 119.

  Next, the control method in the engine control device 110 and the automatic transmission control device 119 will be described with reference to the drawings. FIG. 2 shows control blocks of the engine control device 110 and the automatic transmission control device 119. 201 denotes a target engine torque from the accelerator opening and the engine speed detected by the accelerator opening sensor 109 and the crank angle sensor 107. Target engine torque calculating means for calculating; 202, target engine torque correcting means for correcting the target engine torque calculated by the target engine torque calculating means 201; 203, electronic control from the target engine torque corrected by the target engine torque correcting means 202 A target throttle opening calculating means for calculating the target throttle opening of the throttle 102, 204 controls the throttle opening of the electronically controlled throttle 102 in accordance with the target throttle opening calculated by the target throttle opening calculating means 203. Throttle opening control means, target throttle opening calculation means 203 and throttle opening control means 2 04 constitutes an intake air amount adjusting means.

  205 is an engine torque calculating means for calculating the engine torque from the engine speed and the fuel injection amount, 206 is an acceleration start determining means for determining the acceleration start based on the calculated value in the engine torque calculating means 205, and 207 Output shaft output fluctuation calculation means for calculating the output shaft output fluctuation of the automatic transmission from the engine torque, secondary rotation speed and gear ratio, 208 is the output fluctuation value calculated by the output shaft output fluctuation calculation means 207, engine speed, gear ratio , Torsional vibration starting point detecting means for detecting the starting point of torsional vibration from the target engine torque, and 209 is engine torque correcting means for correcting the engine torque.

  Next, the operation will be described. FIG. 3 is a chart showing the torque correction operation. In FIG. 3, (a) is the accelerator opening detected by the accelerator opening sensor 109, (b) is the target engine torque calculated by the target engine torque calculating means 201, ( c) is the corrected target engine torque corrected by the target engine torque correcting means 202, (d) is the target throttle opening calculated by the target throttle opening calculating means 203, and (e) is the engine calculated by the engine torque calculating means 205. Torque (f) is the output shaft torque at the output shaft 121.

First, when the driver depresses the accelerator pedal 108, the target engine torque calculation means 201 calculates the target engine from the accelerator opening (a) detected by the accelerator opening detection sensor 109 and the engine speed calculated from the signal of the crank angle sensor 107. Calculate torque (b).
Tte = f1 (APS, Ne) (1-1)
Tte: Target engine torque
APS; accelerator opening degree Ne; engine speed f1 () represents a function.
Torsional resonance is likely to occur when the driving torque changes from negative to positive due to depression of the accelerator. Before the accelerator depression time t0, if the engine torque calculated by the engine torque calculation means 205 is positive, it is not necessary to suppress torsional vibration, and the corrected target engine torque (c) is the target engine torque (b). Make the same.
T'te (n) = Tte (n) (1-2)
T′te (n); the corrected target engine torque n is an integer representing what cycle the calculation is repeatedly performed at a constant time interval.

If the engine torque is negative at time t0, torsional vibration is likely to occur. Therefore, the target engine torque is subjected to primary filter correction so that the rate of change of the target engine torque is reduced, and the corrected target engine torque ( c).
T'te (n) = (1-K1) .T'te (n-1) + K1.Tte (n) (1-3)
T'te (n): Target engine torque after correction (current calculation value)
T'te (n-1); corrected target engine torque (previous calculation value)
Tte (n); target engine torque (current calculation value)
K1: Correction coefficient

Next, the target throttle opening (d) is calculated from the corrected target engine torque (c).
At the target throttle opening (d), the solid line indicates the target throttle opening when the corrected target engine torque (c) is used, and the dotted line indicates the target throttle when the target engine torque (b) before engine torque correction is used. Indicates the opening.
Tθ (n) = f2 (T′te (n), Ne) (1-4)
Tθ (n): The current target throttle opening f2 () represents a function.
The throttle opening degree control means 204 of the engine control device 110 controls the throttle opening degree of the electronic control throttle 102 so as to become the target throttle opening degree.

  If the target engine torque (b) is not corrected, the engine torque (e) changes rapidly due to the depression of the accelerator, causing torsional resonance and the output shaft torque (f) to vibrate as shown by the dotted line. When the corrected target engine torque (c) is used, the rate of change is suppressed, so the change in engine torque (e) becomes gradual and the high frequency component of the input torque to the drive system is cut. Torsional resonance can be reduced, and the output shaft torque (f) changes smoothly as shown by the solid line.

Embodiment 2. FIG.
In the first embodiment, the condition for performing the torque correction of the target engine torque is a case where the engine torque before acceleration is negative, but it may be as follows.
Immediately before the accelerator depression time t0, the engine torque calculation means 205 determines whether or not it is in a fuel cut state, that is, a state in which no fuel is being injected into the engine 101. The engine torque (c) is made equal to the target engine torque (b).
T'te (n) = Tte (n) (2-1)

At time t0, when the fuel is cut, the engine torque is at a minimum, and a torsional resonance occurs when the accelerator is depressed. At this time, primary filter correction is performed on the target engine torque (b) to obtain the corrected target engine torque.
T'te (n) = (1-K1) .T'te (n-1) + K1.Tte (n) (2-2)
Others are the same as those in the first embodiment, and thus the description thereof is omitted.
Also in the present embodiment, the same effect as in the first embodiment can be obtained.

Embodiment 3 FIG.
FIG. 4 is a chart showing the operation of the control device according to the third embodiment. In this embodiment, the conditions for correcting the target engine torque are as follows.
In FIG. 4, when the accelerator is depressed at time t0, the difference between the target engine torque before acceleration (t <t0) and the target engine torque after the accelerator is depressed is calculated. When this difference is smaller than a predetermined value (K 2 · Tte), the corrected target engine torque (c) is made equal to the target engine torque (b).
However, K2 is a constant.
T'te (n) = Tte (n) (3-1)

When the difference is larger than a predetermined value (K 2 · Tte), the change in the input torque of the automatic transmission is large, and torsional vibration is likely to occur. At this time, primary filter correction is performed on the target engine torque (b) to obtain the corrected target engine torque.
T'te (n) = (1-K1) .T'te (n-1) + K1.Tte (n) (3-2)
Others are the same as those in the first embodiment, and thus the description thereof is omitted.
Also in the present embodiment, the same effect as in the first embodiment can be obtained.

Embodiment 4 FIG.
In the first to third embodiments, the target engine torque is corrected by the primary filter to obtain the corrected target engine torque. However, the target engine torque may be as follows.
When the target engine torque correction condition is not satisfied, the corrected target engine torque is made the same as the target engine torque.
T'te (n) = Tte (n) (4-1)

When the target engine torque correction condition is satisfied, the corrected target engine torque is limited to the rate of change as follows.
T′te (n) = min (Tte (n), T′te (n−1) + ΔTte) (4-2)
ΔTte: Correction amount
min (a, b) represents a function that takes the smaller of a and b, and the correction amount ΔTte is the limit of change for one calculation of T′te (n).
Others are the same as those in the first embodiment, and thus the description thereof is omitted.
Also in the present embodiment, the same effect as in the first embodiment can be obtained.

Embodiment 5. FIG.
In the embodiments described so far, the method for reducing the torsional resonance by correcting the target engine torque to moderate the change in the throttle opening and restricting the change in the air amount has been described. In the present embodiment, a method for correcting a torque by detecting a torsional vibration starting point at which torsional vibration starts will be described.
FIG. 5 is a chart showing the torque correction operation. In FIG. 5, (g) is the throttle opening, and the engine control device 110 drives the electronic control throttle 102 based on the accelerator opening as described above. . (h) is a torsional resonance correction control flag indicating that torsional resonance correction control is in progress, (i) is the output shaft output fluctuation of the automatic transmission calculated by the output shaft output fluctuation calculating means 207, and (j) is the output Output shaft output fluctuation threshold for comparison with shaft output fluctuation (i), (k) is a torsional resonance origin detection flag indicating detection of the origin of torsional resonance, and (l) is an ignition timing for suppressing torsional resonance. A retard correction flag indicating that the retard is being corrected, (m) is the ignition timing of the engine. Others are the same as those in the first embodiment, and thus the description thereof is omitted.

Next, the operation will be described. It is assumed that the accelerator is depressed from coasting while the accelerator fully closed engine torque is small.
At time t <t0, the vehicle is coasting with the accelerator fully closed.
Since the driver depresses the accelerator at time t = t0 (see a), the engine control device 110 controls the electronic control throttle 102 so that the throttle opening (g) becomes a value corresponding to the accelerator opening (a). To control.

Since there is a delay time from when the throttle valve is opened until air is drawn into the engine 101 and the engine torque is generated, the engine torque (e) starts increasing at time t0 <t <t1.
At time t = t1, the engine torque (e) changes from negative to positive. Thus, the engine control device 110 sets the torsional resonance correction control in-progress flag (h) and notifies the automatic transmission control device 119 that the torsional resonance correction control will be started from the information transmission means 120. .
The automatic transmission control device 119 that detects that the torsional resonance correction control flag (h) is set changes the output shaft output fluctuation (i) value calculated by the output shaft output fluctuation calculation means 207 and the output shaft output fluctuation. The threshold value (j) is compared.

The output shaft output fluctuation is obtained by calculating the output fluctuation (that is, the differential value of the output) of the output shaft of the automatic transmission 111, and the calculation method will be described below using the chart of FIG.
In FIG. 6, (n) is an engine torque change average value, and its calculation method will be shown later. (o) is the engine speed, and (p) is the secondary speed that is the speed of the secondary pulley of the automatic transmission 111, which is proportional to the speed of the output shaft 121. (q) is a differential value of the secondary rotational speed (p). Others are the same as those in FIGS.
The output shaft output fluctuation (i) is calculated by the following equation in the output shaft output fluctuation calculating means 207 using the engine torque (e), the secondary rotation speed (p), the secondary rotation speed differential value (g), and the gear ratio. Calculate by
dPS (n) = Te (n) .rat (n) .dNS (n) (5-1)
dPS (n): Current output shaft output fluctuation Te (n); Current engine torque
rat (n); current speed ratio dNS (n); current secondary speed differential value dNS (n) = NS (n) −NS (n−1)
NS (n); current secondary rotational speed NS (n-1); previous secondary rotational speed

Since the output shaft output fluctuation (i) has a different value depending on the operating state, the output shaft output fluctuation threshold (j) for determining whether the value is large is preferably changed depending on the operating state. The driving state refers to the driving state before acceleration, the accelerator depression amount during acceleration, the accelerator depression speed, or a combination thereof, and the driving state before acceleration refers to the vehicle speed before acceleration, the engine speed (speed ratio), the accelerator opening. Say degrees etc.
The output shaft output fluctuation characteristics
-The greater the accelerator depression (engine torque), the greater.
・ The higher the accelerator depression speed (engine torque change speed), the greater.
・ The lower the vehicle speed, the larger.
・ The lower the engine speed, the larger.
・ Lower gear ratio is larger.
Therefore, here, as an example, the torsional resonance origin detection means using the target engine torque (b), the engine torque (e), the engine torque change average value (n), the engine speed (o), and the gear ratio In 208, the output shaft output fluctuation threshold value (j) is calculated as follows.
dPS_trg (n) = K3.dTe (n) .Tte (n) .rat (n) / Ne (n) (5-2)
dPS_trg (n); current output shaft output fluctuation threshold K3; correction coefficient Ne (n); current engine speed dTe (n); engine torque change average value

Te (n); current engine torque Te (nk); engine torque before k calculation cycle Tte (n); current target engine torque
rat (n): Current transmission ratio In addition, each variable has the following meaning in the calculation of the threshold value.
Ne increases the threshold value when the engine speed is low.
dTe is for increasing the threshold when the accelerator depression speed is high.
Tte is for increasing the threshold value when the accelerator depression amount is large.
rat is to increase the threshold when the gear ratio is low gear.

  The torsional resonance starting point detection means 208 compares the output shaft output fluctuation (i) calculated by the equation (5-1) with the output shaft output fluctuation threshold (j) calculated by the equation (5-2), and outputs the result. When the shaft output fluctuation (i) exceeds the output shaft output fluctuation threshold (j) (time t2 in FIG. 6), the torsional resonance start point detection flag (k) is set.

  Next, the engine torque correction method after setting the torsional resonance start point detection flag (k) will be described with reference to FIG. In FIG. 5, when the torsional resonance start point detection flag (k) is set at time t2, the engine torque correction means 209 of the engine control device 110 sets the retard correction in-progress flag (l) and sets the ignition timing ( The engine torque (e) is suppressed by retarding m).

  A method of calculating the ignition timing retard amount by the engine torque correcting means 209 will be described with reference to FIG. In FIG. 7, (r) is a crank angle sensor signal which is an output of the crank angle sensor 107, (s) is a retardation correction amount, a retardation correction map value obtained from a map described later, and (t) is a retardation amount. (U) is the retard amount of the ignition timing. Others are the same as those in FIGS.

  Based on FIG. 7, a method of calculating the retardation amount (u) will be described. At time t0, the accelerator is depressed and the accelerator opening (a) starts changing. At time t1, the engine torque (e) starts changing, and at time t2, the torsional resonance starting point detection flag (k) is set. The method for setting the torsional resonance starting point detection flag (k) is as described above. Since engine torque correction means 209 performs delay angle correction processing when the crank angle sensor signal (r) rises, it detects the set of torsional resonance start point detection flag (k) at time t3 and sets the retard angle correction in progress flag (l). To do. The retardation amount set at time t3 is calculated by the following equation.

θig_map = mapθig (NS, ΔTe) (5-3)
NS; secondary rotational speed ΔTe; engine torque difference ΔTe = Te (t3) -Te (t0)
Te (t3); engine torque at time t3 Te (t0); engine torque at time t0 θig_map is the retard correction map value (s), and mapθig (a, b) represents a function of a, b. From the map of FIG. 8, the secondary rotational speed NS and the engine torque difference ΔTe are obtained. The engine torque difference ΔTe is the difference between the current time (t3) and the engine torque at the start of accelerator depression (time t0).
The retardation amount (u) is calculated as follows.
θig ＝ Kn ・ θig_map (5-4)
θig: Delay angle amount Kn: Delay angle correction reflection coefficient Correction is made with the delay angle correction reflection coefficient (t) set in advance as the correction coefficient for each stroke after the start of the delay angle correction in the retardation angle correction map value (s). The amount of retardation is (u).

Similarly, from the time t4 to the time t6, the retardation amount (u) is calculated based on the equations (5-3) and (5-4). However, ΔTe is the difference between the engine torque at the time of calculation and the engine torque at the start of accelerator depression, and ΔTe at each time is as follows.
Time t3; ΔTe = Te (t3) −Te (t0)
Time t4; ΔTe = Te (t4) −Te (t0)
Time t5; ΔTe = Te (t5) −Te (t0)
Time t6; ΔTe = Te (t6) −Te (t0)

Here, the retard is performed for four strokes after the torsional resonance starting point detection flag (k) is established.
At time t7, since the retardation correction for the four strokes has been completed, the engine torque correction means 209 of the engine control device 110 clears the retardation correction flag (l), and the torsional resonance correction control flag shown in FIG. Clear (h) and end the retard correction control.
The torsion resonance starting point detection means 208 of the automatic transmission control device 119 that has detected that the torsion resonance correction controlling flag (h) has been cleared clears the torsion resonance starting point detection flag (k).

  When the engine torque (e) is not corrected, as shown by the dotted line in the output shaft torque (f) in FIG. 5, the vibration continues for a long time until the torsional resonance is attenuated starting from the first vibration. By using the retardation correction described above, the first vibration of the torsional resonance can be suppressed because the torque correction is performed immediately after the timing at which the axial torque immediately after the occurrence of the torsional resonance starts is reliably detected. . Therefore, the vibration of torsional resonance starting from the first vibration is eliminated, and the output shaft torque (f) can be shaped as shown by a solid line.

As described above, in the conventional technology, in order to prevent torsional resonance, the direct coupling fastening force at the time of direct coupling of the torque converter 112 is set to be weak, and the change in the input torque of the automatic transmission 111 during acceleration is large. In this case, slip occurs, but the torsional resonance can be suppressed by using the control described in this embodiment, so that the direct coupling fastening force can be set high. As a result, the efficiency in the torque converter 112 increases, and the fuel efficiency improves.
Further, in the present embodiment, torsional resonance is detected and torque correction is performed on the basis of information owned by the engine control device 110 and the automatic transmission control device 119 in conventional engine control, so that torsional resonance is detected. Therefore, it is not necessary to install a new detection means for this purpose, and an inexpensive system configuration can be obtained.

  In addition, the starting point of torsional resonance is not estimated by time or the like, but the starting point of torsional resonance is detected by calculating the actual output shaft output fluctuation. For example, the point where the torsional resonance starts to occur after the accelerator is depressed is not always a constant point, and varies depending on individual differences between vehicles, road gradients, weather conditions, and secular changes. In this embodiment, since the starting point of torsional resonance is reliably detected in any situation, the vibration of torsional resonance can be reliably suppressed without making a mistake in the point for torque correction.

Embodiment 6 FIG.
In the fifth embodiment, the detection of the torsional resonance starting point is detected by the output shaft output fluctuation, but it may be as follows.
In FIG. 9, reference numeral 901 denotes an output shaft rotation fluctuation calculating means for calculating the output shaft rotation fluctuation of the automatic transmission 111 shown in FIG. Others are the same as in the case of the fifth embodiment, and thus description thereof is omitted.
Next, the operation will be described with reference to FIG. (v) is a secondary rotation speed differential value threshold value. Other parameters are the same as those shown in FIGS.
The accelerator pedal 104 is depressed at time t0, the accelerator opening (a) increases, and the engine torque (e) starts increasing at time t1. At time t2, since the secondary rotational speed differential value (q) exceeds the secondary rotational speed differential value threshold value (v), the torsional resonance start point detection flag (k) is set. The operation after the torsional resonance starting point detection flag (k) is set is the same as in the fifth embodiment.
Also in the present embodiment, the same effect as in the fifth embodiment can be obtained.

Embodiment 7 FIG.
In the fifth embodiment, when the delay angle correction is performed after the detection of the torsional resonance starting point, the delay angle correction amount is determined from the map according to the engine torque for each stroke.
In FIG. 11, each parameter is the same as in FIG. Other parts that are not described below are the same as those in the fifth embodiment.
At time t0, the accelerator pedal 104 is depressed and the accelerator opening (a) starts increasing, and at time t1, the engine torque (e) starts increasing. Since the starting point of torsional resonance is detected at time t2, the torsional resonance starting point detection flag (k) is set.

After the torsional resonance start point detection flag (k) is set, the engine torque correction means 209 of the engine control device 110 corrects the engine torque by the following method.
Since engine torque correction means 209 performs delay angle correction processing when the crank angle sensor signal (r) rises, it detects the set of torsional resonance start point detection flag (k) at time t3 and sets the retard angle correction in progress flag (l). To do. The retardation amount (u) set at time t3 is calculated by the following equation.
θig_map = mapθig (NS, ΔTe) (7-1)
NS; secondary rotational speed ΔTe; engine torque difference ΔTe = Te (t3) -Te (t0)
Te (t3); engine torque at the time of retard correction flag setting (here, time t3) Te (t0); engine torque at time t0

θig_map is a retard correction map value (s), which is obtained from the secondary rotational speed NS and the engine torque difference ΔTe from the map of FIG. The engine torque difference ΔTe is the difference between the engine torque at the time when the retard correction flag is set (t3) and at the start of accelerator depression (time t0).
The retardation amount (u) is calculated as follows.
θig = Kn ・ θig_map (7-2)
θig: retard angle amount Kn: retard angle correction reflection coefficient The retard angle correction map value (s) is corrected with the retard angle correction reflection coefficient (t), which is the correction coefficient for each stroke after the start of the retard angle correction, and the retard amount (u).

Similarly, from the time t4 to t6, the retardation amount (u) is calculated based on the equations (7-1) and (7-2). However, since ΔTe is the difference between the engine torque at the time of setting the retard correction flag and the engine torque at the start of accelerator depression, ΔTe at each time has the same value.
Here, the retard is performed for four strokes after the torsional resonance starting point detection flag (k) is established.
At time t7, since the retardation correction for the four strokes has been completed, the engine torque correction means 209 of the engine control device 110 clears the retardation correction flag (l), and the torsional resonance correction control flag shown in FIG. Clear (h) and end the retard correction control.
The torsion resonance starting point detection means 208 of the automatic transmission control device 119 that has detected that the torsion resonance correction controlling flag (h) has been cleared clears the torsion resonance starting point detection flag (k).
Also in the present embodiment, the same effect as in the fifth embodiment can be obtained.

Embodiment 8 FIG.
In the torque correction method by detecting the torsional resonance starting point described in the fifth to seventh embodiments, the overall output is obtained by detecting the starting point of the vibration generated in the first torsional resonance and suppressing the first vibration. The vibration of the shaft torque was suppressed.
Here, a description will be given of a method for suppressing torsional resonance when the accelerator depression amount at the start of acceleration is large and the gear ratio of the automatic transmission 111 is shifted down to the low gear side by depression of the accelerator. In FIG. 12, the parameters are the same as those in FIGS. 3 to 7, 9, and 10, and thus description thereof is omitted. Other parts that are not described below are the same as those in the fifth embodiment.

Next, the operation will be described.
The figure shows the change in output shaft torque (f) due to torsional resonance when the accelerator depression amount is large and the gear ratio (not shown) shifts down due to accelerator depression. The first vibration is small and the second vibration is large. Here, the case where the second vibration becomes large is illustrated in the figure, but when the shift time due to depression of the accelerator continues to the vicinity of the third vibration, the third vibration is more than the first and second vibrations. It occurs greatly. In the fifth to seventh embodiments, torque correction is performed immediately after detecting the torsional resonance starting point. However, in the case shown in FIG. 12, it occurs after the torque is corrected for the first vibration. Therefore, it is necessary to accurately detect the vibration generated after the first vibration and perform torque correction.

At time t0, since the driver depresses the accelerator pedal 104, the accelerator opening (a) starts increasing.
At time t1, the engine torque (e) starts increasing.
At time t2, the automatic transmission controller 119 sets the torsional resonance start point detection flag (k) because the output shaft output fluctuation (i) exceeds the output shaft output fluctuation threshold (j). By setting the torsional resonance start point detection flag (k), the engine control device 110 performs torque correction by retarding in the same manner as described in the fifth to seventh embodiments.
At time t3, the automatic transmission control device 119 makes the output shaft output fluctuation (i) negative, thereby clearing the torsional resonance start point detection flag (k).

At time t4, since the output shaft output fluctuation (i) again exceeds the output shaft output fluctuation threshold (j), the torsional resonance start point detection flag (k) is set. By setting the torsional resonance start point detection flag (k), the engine control device 110 again performs torque correction by retarding.
At time t5, the automatic transmission control device 112 again clears the torsional resonance start point detection flag (k) because the output shaft output fluctuation (i) becomes negative again.

Here, the case where the second vibration is greatly generated in the output shaft torque (j) is described. However, even when the vibration generated after the second vibration is large, the torsional resonance starting point is detected by the same method. Torque correction can be performed.
In the present embodiment, the starting point of torsional resonance when the accelerator depression is large can be detected, and torsional resonance can be suppressed by torque correction.

Embodiment 9 FIG.
In the eighth embodiment, the detection of the start point of torsional resonance is detected by comparing the output shaft output fluctuation and the output shaft output fluctuation threshold. However, as described in the sixth embodiment, the secondary rotational speed differential value and The starting point of torsional resonance may be detected by comparison with the threshold value, and torque correction may be performed for vibrations after the first vibration.
Also in the present embodiment, the same effect as in the eighth embodiment can be obtained.

Embodiment 10 FIG.
In the fifth to ninth embodiments, the torque correction amount at the time of engine torque correction is calculated and set from the engine torque, but may be calculated and determined from the output shaft torque of the automatic transmission.
Also in this embodiment, the same effect as the above embodiment can be obtained.

Embodiment 11 FIG.
In the fifth to tenth embodiments, the torque correction after detecting the torsional resonance starting point is performed by correcting the retard of the ignition timing of the engine. However, the torque correction may be performed by adjusting the fuel injection amount. In that case, a map for correction is prepared for the fuel injection amount instead of the retard amount.
Also in this embodiment, the same effect as the above embodiment can be obtained.

Embodiment 12 FIG.
The embodiments described so far are not performed individually, but any of the control devices and correction methods of Embodiments 1 to 4 may be combined with any of the control devices and correction methods of Embodiments 5 to 11. Good. Moreover, according to the driving | running state, you may make it use the said combination, any of Embodiment 1-4, and any of Embodiments 5-11 properly, for example. The proper usage can be arbitrarily selected in order to obtain an appropriate correction method according to the driving state.
In the present embodiment, an optimum method can be adopted depending on the combination, and furthermore, the torsional resonance can be suppressed by an optimum method according to the operating state, and the same effect as in the above embodiment can be obtained.

Embodiment 13 FIG.
In the embodiments described so far, torsional resonance suppression by torque correction is performed in a vehicle equipped with an automatic transmission control device, but the above-described method may be applied to a vehicle equipped with a manual transmission.
Also in this embodiment, the same effect as the above embodiment can be obtained.

1 is a system configuration diagram of a control device for a vehicle engine in Embodiment 1 of the present invention. FIG. It is a control block diagram of an engine control device and an automatic transmission control device in Embodiment 1 of the present invention. It is a chart which shows the operation | movement of the torque correction in Embodiment 1 of this invention. It is a chart which shows the operation | movement of the torque correction in Embodiment 3 of this invention. It is a chart which shows the operation | movement of torque correction in Embodiment 5 of this invention. It is a chart which shows the operation | movement of torque correction in Embodiment 5 of this invention. It is a chart which shows the operation | movement of torque correction in Embodiment 5 of this invention. It is a map for using it for the torque correction in Embodiment 5 of this invention. It is a control block diagram of the engine control apparatus and automatic transmission control apparatus in Embodiment 6 of this invention. It is a chart which shows the operation | movement of the torque correction in Embodiment 6 of this invention. It is a chart which shows the torque correction method in Embodiment 7 of this invention. It is a chart which shows the torque correction method by the output shaft output fluctuation | variation detection in Embodiment 8 of this invention.

Explanation of symbols

101 engine, 102 electronic throttle, 109 accelerator opening sensor,
110 engine control device, 111 automatic transmission, 119 automatic transmission control device,
201 target engine torque calculation means, 202 target engine torque correction means,
203 Target throttle opening calculation means, 204 Throttle opening control means,
205 engine torque calculation means, 206 acceleration start determination means,
207 output shaft output fluctuation calculation means, 208 torsional resonance origin detection means,
209 Engine torque correction means, 901 Output shaft rotation fluctuation calculation means.

Claims (12)

Engine torque calculating means for calculating the engine torque of the engine, acceleration start determining means for determining that the engine has started acceleration, output shaft output fluctuation calculating means for calculating the output fluctuation of the transmission, and the output shaft output In a vehicle engine control device comprising: a torsional resonance starting point detecting means for detecting a starting point of torsional resonance based on a calculation value of a fluctuation calculating means; and an engine torque correcting means for correcting the engine torque, the output shaft When the calculated value of the output fluctuation calculation means exceeds the threshold value, the starting point of the torsional resonance is detected, and the engine torque correcting means suppresses the vibration of the torsional resonance by detecting the starting point of the torsional resonance. A control apparatus for a vehicle engine, wherein the engine is controlled by performing correction. Engine torque calculating means for calculating the engine torque of the engine, acceleration start determining means for determining that the acceleration of the engine has started, output shaft rotation fluctuation calculating means for calculating the rotation fluctuation of the transmission, and the output shaft rotation In a vehicle engine control device comprising: a torsional resonance starting point detecting means for detecting a starting point of torsional resonance based on a calculation value of a fluctuation calculating means; and an engine torque correcting means for correcting the engine torque, the output shaft When the calculated value of the rotation fluctuation calculating means exceeds the threshold value, the starting point of torsional resonance is detected, and by detecting the starting point of torsional resonance, the engine torque correcting means suppresses the vibration of torsional resonance. A control apparatus for a vehicle engine, wherein the engine is controlled by performing correction. 3. The vehicle engine control apparatus according to claim 1, wherein a threshold value used for detecting a starting point of torsional resonance is changed according to an operating state of the engine. 4. The vehicle engine control apparatus according to claim 1, wherein the engine torque correction by the engine torque correction means is performed by retarding the ignition timing of the engine. 4. The vehicle engine control apparatus according to claim 1, wherein the engine torque is corrected by the engine torque correcting means by adjusting a fuel injection amount to the engine. 6. The vehicle engine control apparatus according to claim 4 or 5, wherein the engine torque correction amount by the engine torque correction means is determined and set from the engine torque. 7. The vehicle engine control apparatus according to claim 6, wherein the engine torque correction amount by the engine torque correction means is determined and set from the engine torque when the torsional resonance starting point is detected. 7. The vehicle engine control apparatus according to claim 6, wherein the engine torque correction amount by the engine torque correction means is obtained and set from the engine torque for each stroke after detection of the torsional resonance starting point. 6. The vehicle engine control apparatus according to claim 4 or 5, wherein the engine torque correction amount by the engine torque correction means is determined from the output shaft torque of the transmission. 10. The vehicle engine control apparatus according to claim 9, wherein the engine torque correction amount by the engine torque correction means is determined and set from the output shaft torque of the transmission when the torsional resonance starting point is detected. 10. The vehicle engine according to claim 9, wherein the engine torque correction amount by the engine torque correction means is determined from the output shaft torque of the transmission for each stroke after detection of the torsional resonance starting point. Control device. The engine torque correction amount by the engine torque correction means is corrected according to a correction coefficient set for each stroke after detection of the torsional resonance starting point. The vehicle engine control device described.

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