JP2007107406A - Drive control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a drive control device for a vehicle, capable of quickly accelerating the vehicle on acceleration request by controlling the drive of the vehicle before the acceleration request. <P>SOLUTION: When determining such a non-driving condition that an internal combustion engine does not drive an automatic transmission from a speed difference between the rotation speed of the input shaft of the automatic transmission and the rotation speed of the output shaft of the internal combustion engine, the device sets the operating angle of an intake valve of the internal combustion engine to be smaller than the operating angle during idling. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle drive control device, and more particularly to a vehicle drive control device in which a torque converter type automatic transmission is connected to an internal combustion engine.

  In so-called AT cars, an automatic transmission is provided between the internal combustion engine and the drive wheels, which automatically changes the ratio between the rotational speed of the internal combustion engine (the rotational speed per unit time) and the rotational speed of the drive wheels. In the case of a torque converter type automatic transmission, since the output shaft of the internal combustion engine and the input shaft of the automatic transmission are not directly connected, a rotational speed difference is generated between them. For example, in the “driving state” in which the automatic transmission is driven by the internal combustion engine during acceleration or steady running, the rotational speed of the internal combustion engine is higher than the rotational speed of the automatic transmission. On the other hand, in the “non-drive state” in which the automatic transmission is not driven by the internal combustion engine as during traveling by inertia, the rotational speed of the internal combustion engine is lower than the rotational speed of the automatic transmission.

  In automobiles including AT cars as described above, the vehicle can be accelerated by increasing the output torque of the internal combustion engine. However, if the vehicle is in a non-driving state before starting acceleration, the internal combustion engine speed increases to the rotational speed of the automatic transmission, and acceleration actually starts after the vehicle switches from the non-driving state to the driving state. Will be.

Patent Document 1 describes torque control of an internal combustion engine that is performed when a vehicle changes from a non-driving state to a driving state during acceleration. In the technique described in Patent Document 1, the timing at which the vehicle changes from the non-driving state to the driving state is detected, the torque is reduced according to the timing, and the torque is increased again after the change to the driving state. I am going to do that. According to the description of Patent Document 1, it is said that by performing the torque control during acceleration, acceleration shock can be reduced without reducing the feeling of acceleration.
JP-A-5-162571 JP-A-3-279636 Japanese Patent Laid-Open No. 2-40081

  By the way, in the acceleration from the non-driving state, there is not only the acceleration shock which is a problem in Patent Document 1, but also the problem that the response delay from the acceleration request to the acceleration start is larger than the acceleration from the driving state. . This is because the torque is not transmitted to the driving wheels until the rotational speed of the internal combustion engine increases to the rotational speed of the automatic transmission and the vehicle changes from the non-driving state to the driving state. In order to reduce the driver's feeling of sluggishness due to a response delay and improve drivability, it is desirable to enable quick acceleration even from a non-driving state.

  As a method for enabling quick acceleration from the non-driving state, it is conceivable to rapidly increase the rotational speed of the internal combustion engine by torque control of the internal combustion engine or the like when acceleration is required. However, in order to achieve better acceleration responsiveness, some kind of drive control is performed before acceleration is required, and the speed difference between the internal combustion engine and the automatic transmission can be quickly resolved. It is desirable to condition the vehicle.

  The present invention has been made to solve the above-described problems. By performing vehicle drive control before acceleration is required, the vehicle can be quickly accelerated in response to the acceleration request. An object of the present invention is to provide a vehicle drive control device.

In order to achieve the above object, a first invention provides a drive control apparatus for a vehicle in which a torque converter type automatic transmission is connected to an internal combustion engine.
From the rotational speed difference between the rotational speed of the input shaft of the automatic transmission and the rotational speed of the output shaft of the internal combustion engine, the internal combustion engine is in a driving state in which the automatic transmission is driven, or the internal combustion engine is Determining means for determining whether or not the automatic transmission is not driven;
An intake working angle control means for making the working angle of the intake valve of the internal combustion engine smaller than the working angle during idling when the non-driving state is determined;
It is characterized by having.

According to a second invention, in the first invention,
When it is determined that the engine is in the non-driving state, valve overlap control means for eliminating valve overlap between the intake valve and the exhaust valve of the internal combustion engine is further provided.

According to a third invention, in the first or second invention,
When the non-driving state is determined, fuel injection control means for performing intake synchronous injection by a port injector is further provided.

According to a fourth aspect of the present invention, there is provided a vehicle drive control apparatus in which a torque converter type automatic transmission is connected to an internal combustion engine in order to achieve the above object.
From the rotational speed difference between the rotational speed of the input shaft of the automatic transmission and the rotational speed of the output shaft of the internal combustion engine, the internal combustion engine is in a driving state in which the automatic transmission is driven, or the internal combustion engine is Determining means for determining whether or not the automatic transmission is not driven;
A gear ratio control means for increasing a gear ratio of the automatic transmission when it is determined that the non-driving state;
It is characterized by having.

According to a fifth aspect of the present invention, there is provided a drive control apparatus for a vehicle in which a torque converter type automatic transmission is connected to an internal combustion engine in order to achieve the above object.
From the rotational speed difference between the rotational speed of the input shaft of the automatic transmission and the rotational speed of the output shaft of the internal combustion engine, the internal combustion engine is in a driving state in which the automatic transmission is driven, or the internal combustion engine is Determining means for determining whether or not the automatic transmission is not driven;
An intake air amount control means for correcting the intake air amount sucked into the combustion chamber of the internal combustion engine to an increase side when it is determined that the non-driving state;
It is characterized by having.

  According to the first aspect of the invention, when the internal combustion engine is not driving the automatic transmission, the operating angle of the intake valve is made smaller than the operating angle during idling, so that the intake port can enter the combustion chamber. The amount of air taken in decreases, and the air density in the surge tank is kept high accordingly. For this reason, when the throttle is opened in response to the acceleration request, air quickly flows into the combustion chamber from the intake port, and the rotational speed of the internal combustion engine quickly increases. As a result, the time lag until the vehicle changes from the non-driving state to the driving state is shortened, and the vehicle can be quickly accelerated according to the acceleration request.

  According to the second aspect of the invention, the internal EGR can be eliminated by eliminating the valve overlap, so that the deterioration of the combustion state accompanying the reduction of the intake air amount can be prevented.

  By reducing the operating angle of the intake valve, a strong suction force acts on the intake port from the combustion chamber when the intake valve is opened. According to the third aspect of the invention, fuel is injected toward the intake port where a strong suction force acts by the intake synchronous injection by the port injector, so that the atomization of the fuel can be promoted and the intake air amount is reduced. It is possible to prevent the deterioration of the combustion state associated with.

  According to the fourth aspect of the invention, when the internal combustion engine is in a non-driving state where the automatic transmission is not driven, the gear ratio of the automatic transmission is increased, so that the internal The engine speed is also kept high. Thus, when the vehicle shifts from the non-driving state to the driving state, a large driving force can be input from the internal combustion engine to the automatic transmission, and the vehicle can be accelerated quickly.

  Further, according to the fifth invention, when the internal combustion engine is in a non-driving state where the automatic transmission is not driven, the intake air amount is corrected to the increase side, so that the rotational speed of the internal combustion engine is kept high, The difference in rotational speed between the automatic transmission and the internal combustion engine is kept small. As a result, when the rotational speed of the internal combustion engine is increased in response to the acceleration request, the time lag until the vehicle changes from the non-driving state to the driving state is shortened, and the vehicle can be accelerated quickly.

Embodiment 1 FIG.
Hereinafter, Embodiment 1 of the present invention will be described with reference to FIGS.
FIG. 1 is a diagram showing a schematic configuration of a vehicle drive system to which a drive control apparatus according to Embodiment 1 of the present invention is applied. First, the configuration of the drive system according to the present embodiment will be described with reference to FIG.

  The drive system according to the present embodiment includes an internal combustion engine (hereinafter, engine) 2 as a drive device. An automatic transmission 4 is provided between the engine 2 and a drive shaft 6 that transmits engine torque to drive wheels (not shown). The automatic transmission 4 includes a stepped or continuously variable transmission mechanism 4b and an input shaft 4c that inputs rotation to the transmission mechanism 4b. The automatic transmission 4 includes a torque converter 4 a that connects the input shaft 4 c and the output shaft 10 of the engine 2. The rotation of the engine 2 is transmitted from the output shaft 10 to the input shaft 4c via the torque converter 4a, and is transmitted to the drive shaft 6 after being shifted to a desired speed by the speed change mechanism 4b.

  The drive system according to the present embodiment includes an engine speed sensor 42 that outputs a signal corresponding to the engine speed (the speed of the output shaft 10 of the engine 2), and the turbine speed (automatic transmission) of the torque converter 4a. And a turbine rotational speed sensor 44 that outputs a signal corresponding to the rotational speed of the four input shafts 4c). Moreover, the accelerator opening sensor 46 which outputs the signal according to the accelerator opening is provided. The signals of these sensors 42, 44, 46 are input to an ECU (Electronic Control Unit) 40 that comprehensively controls the entire drive system. The ECU 40 controls the operation of the engine 2 and the automatic transmission 4 based on information obtained from signals from the sensors 42, 44, 46 and other information.

  Next, a specific configuration of the engine 2 according to the present embodiment will be described with reference to FIG. The engine 2 according to the present embodiment has a plurality of cylinders (only one cylinder is shown in FIG. 2), and a combustion chamber 12 that repeats expansion and contraction by the vertical movement of the piston 14 is provided inside each cylinder. Is formed. The combustion chamber 12 is connected to an intake passage 16 for supplying air into the combustion chamber 12 and an exhaust passage 18 for discharging combustion gas from the inside. A surge tank 16a is formed in the intake passage 16, and an electronically controlled throttle valve 34 is disposed upstream thereof.

  An intake valve 20 for controlling the communication state is provided at a connection portion between the intake passage 16 and the combustion chamber 12, and an exhaust valve 22 for controlling the communication state is provided at a connection portion between the exhaust passage 18 and the combustion chamber 12. Is provided. The intake valve 20 is provided with a variable valve mechanism 30 capable of changing its operating angle and valve timing. The exhaust valve 22 is provided with a variable valve mechanism 32 that can change the valve timing. The engine 2 according to the present embodiment can adjust the amount of air taken into the combustion chamber 10 by cooperatively controlling the throttle opening of the throttle valve 34 and the operating angle of the intake valve 20.

  The engine 2 according to the present embodiment is configured as a dual injector system including two injectors 26 and 28 for each cylinder. One injector 26 is a port injector provided in the intake passage 16, and injects fuel into the intake passage 16, specifically, the intake port. The other injector 26 is an in-cylinder injector provided so that the inside of the combustion chamber 12 faces the cylinder head, and the fuel is directly injected into the combustion chamber 12. A spark plug 24 that ignites the mixed gas in the combustion chamber 12 is attached to the cylinder head of the engine 2.

  As described above, the engine 2 controls the operation of the engine 2 such as the port injector 26, the in-cylinder injector 28, the intake side variable valve mechanism 30, the exhaust side variable valve mechanism 32, the throttle valve 34, the spark plug 24, and the like. Various devices are provided. The ECU 40 operates these devices in accordance with a predetermined control program based on information obtained from the signals of the sensors 42, 44, and 46 described above and other information.

  By the way, in an automobile having a drive system like this embodiment, that is, an AT car, a response delay at the time of acceleration from a non-driving state becomes a problem. This response delay is caused by a time lag until the torque is transmitted from the engine 2 to the automatic transmission 4. Therefore, if this time lag can be shortened, the vehicle is accelerated promptly according to the acceleration request. It becomes possible to make it. As a method for shortening the above time lag, the engine 2 is controlled so as to quickly increase the engine speed ne after the acceleration request, and the engine speed ne is easily increased prior to the acceleration request. 2 can be controlled. Here, the former engine control is called post-acceleration request control, and the latter engine control is called pre-acceleration request control. The ECU 40 performs both the post-acceleration request control and the pre-acceleration request control.

  Hereinafter, first, the post-acceleration control performed by the ECU 40 in the present embodiment will be described.

  The ECU 40 operates the throttle valve 34 based on the accelerator opening measured by the accelerator opening sensor 46. At that time, the ECU 40 predicts the load factor of the engine 2 realized by changing the throttle opening, and controls the fuel injection amount based on the predicted value of the load factor. This predicted load factor is referred to as a prefetch load factor.

  There are the following two types of logic for calculating the prefetch load factor. The first calculation logic is based on precise control. In the first calculation logic, when the accelerator opening changes, the throttle opening is also changed in accordance with the change. Then, while changing the throttle opening, a change in the previous throttle opening is predicted based on the history, and the intake air amount is sequentially predicted from the predicted throttle opening. The prefetch load factor is calculated from the predicted value of the intake air amount.

  The second calculation logic uses an air model. In the second calculation logic, when the accelerator opening changes, a target change in the throttle opening is set according to the change amount and change speed. Then, assuming that the throttle opening is changed according to the set target change, the change in the intake air amount realized at that time is calculated using the air model of the engine 2. The prefetch load factor is calculated from the predicted change in the intake air amount. After calculating the prefetch load factor, the throttle opening is changed according to the set target change.

  When the first calculation logic is compared with the second calculation logic, the second calculation logic using the air model can predict the intake air amount with higher accuracy. Therefore, the second calculation logic is more suitable for improving the accuracy of air-fuel ratio control.

  However, the first calculation logic is superior in terms of the response of the throttle valve 34 to the accelerator operation. FIG. 4 is a diagram showing a change in the throttle opening (target value) with respect to a change in the accelerator opening by comparing the first calculation logic and the second calculation logic. As shown in this figure, in the second calculation logic using the air model, since the throttle opening is changed after the calculation of the pre-reading load factor is completed, a delay time (throttle time from the change in the accelerator opening to the change in the throttle opening is determined). Delay) occurs. On the other hand, the first calculation logic using precise control calculates the look-ahead load factor while changing the throttle opening, so that there is little delay time.

  In the post-acceleration request control according to the present embodiment, the above two calculation logics are selectively used according to the acceleration state. The flowchart of FIG. 3 shows a selection routine of a prefetch load factor calculation logic executed in the post-acceleration request control according to the present embodiment. The ECU 40 executes the routine shown in FIG. 3 at a constant cycle.

  In the first step 100 of this routine, it is determined whether or not the difference edlctne (edlctne = nt-ne) between the turbine speed nt and the engine speed ne is greater than 0, that is, the vehicle is not driven (edlctne> 0). ) Or driving state (edlctne ≦ 0). When the vehicle is in a driving state, the process proceeds to step 106, and the prefetch load rate is calculated by the second calculation logic using the air model.

  If the vehicle is not driven, the determination at step 102 is further performed. In step 102, it is determined whether or not the change rate edlpa1 of the accelerator opening exceeds a predetermined reference value A. When the accelerator opening change rate edlpa1 exceeds the reference value A, it can be determined that there is an acceleration request. If the accelerator opening change rate edlpa1 is equal to or less than the reference value A as a result of the determination, that is, if there is no acceleration request, the routine proceeds to step 106, where the prefetch load factor is calculated by the second calculation logic using the air model. The

  In this routine, only when the vehicle is in a non-driving state and there is an acceleration request, the routine proceeds to step 104, where the prefetch load factor is calculated by the first calculation logic based on precise control. According to precise control, there is no throttle delay as in the case of using an air model, so the throttle valve 34 can be opened quickly in response to an acceleration request, and the rotational speed difference edlctne is quickly increased by increasing the rotational speed of the engine 2. Can be resolved. Note that when the vehicle is in a driving state or when there is no acceleration request, the look-ahead load factor is calculated using an air model, so that fuel injection control can be performed based on the intake air amount predicted with high accuracy.

  Next, the control before acceleration request performed by the ECU 40 in the present embodiment will be described.

  When the acceleration request is detected, the ECU 40 selects the first calculation logic based on the precise control, and changes the throttle opening according to the selected logic. Further, the operating angle of the intake valve 20 is expanded by the intake side variable valve mechanism 30 according to the change in the throttle opening. At this time, the higher the density of the air sucked into the combustion chamber 10, the larger the engine 2 can output torque, and the faster the engine speed ne increases. Therefore, the engine 2 may be controlled in a state where high-density air can be supplied in order to allow the engine speed ne to rapidly increase.

  In order to obtain a high-density intake air, the pressure in the surge tank 16a may be kept high, preferably close to atmospheric pressure, in a non-driving state before the acceleration request is entered. The surge tank internal pressure is determined by the amount of air flowing into the surge tank 16a and the amount of air flowing out of the surge tank 16a. The inflow air amount is determined by the throttle opening, and the outflow air amount is determined by the operating angle of the intake valve 20. Therefore, in order to suppress the decrease in the surge tank internal pressure and maintain the state close to the atmospheric pressure, the throttle opening is opened more than the opening during idling (ISC opening), or the inflow air amount is increased, or The outflow air amount may be increased by making the intake operation angle smaller than the idle operation angle. In the control before acceleration request according to the present embodiment, the latter method is adopted. The intake working angle can be adjusted to an arbitrary angle by the intake side variable valve mechanism 30.

  Note that if the intake operating angle is reduced, the amount of intake air is reduced accordingly, and combustion of the air-fuel mixture in the combustion chamber 12 may become unstable. Thus, in the pre-acceleration request control according to the present embodiment, when the intake operation angle is made smaller than the idle operation angle, the valve overlap between the intake valve 20 and the exhaust valve 22 is simultaneously made zero. By eliminating the valve overlap, the internal EGR in the combustion chamber 10 can be eliminated, so that it is possible to prevent the deterioration of the combustion state accompanying the decrease in the intake air amount. In the valve overlap, the valve timing of the exhaust valve 22 is changed by the exhaust side variable valve mechanism 32, the valve timing of the intake valve 20 is changed by the intake side variable valve mechanism 30, or the exhaust valve timing is changed. It can be adjusted by changing both the intake valve timing and the intake valve timing.

  In addition, by reducing the intake working angle and maintaining the surge tank internal pressure high, fuel atomization may deteriorate. Therefore, in the pre-acceleration request control according to the present embodiment, when the intake operating angle is made smaller than the idling operating angle, intake synchronous injection by the port injector 26 is selected as the fuel injection pattern. By reducing the intake operating angle, a strong suction force acts from the inside of the combustion chamber 10 on the intake port when the intake valve 20 is opened. According to the intake synchronous injection by the port injector 26, the fuel can be injected toward the intake port where a strong suction force acts, so that the atomization of the fuel can be promoted and the combustion accompanying the reduction of the intake air amount The deterioration of the state can be prevented.

  A specific processing procedure of the pre-acceleration request control according to the present embodiment can be described using the flowcharts of FIGS. First, the flowchart of FIG. 5 shows a routine for calculating the target operating angle of the intake valve 20 that is performed in the pre-acceleration request control according to the present embodiment. The ECU 40 executes the routine shown in FIG. 5 at a constant cycle.

  In the first step 200 of the routine shown in FIG. 5, it is determined whether or not the difference in speed edlctne (edlctne = nt-ne) between the turbine speed nt and the engine speed ne is greater than 0, that is, the vehicle is in a non-driven state ( It is determined whether the state is edlctne> 0) or the driving state (edlctne ≦ 0). When the vehicle is in a driving state, the process proceeds to step 206, and the target operating angle of the intake valve 20 is calculated by a normal calculation process. Specifically, the target operating angle is calculated based on the accelerator opening and the like.

  If the vehicle is not driven, the determination in step 202 is further performed. In step 202, it is determined whether or not the vehicle speed espd exceeds a predetermined reference value B. Even when the vehicle is not driven, when the traveling speed is low, the intake operating angle is not reduced beyond the idling operating angle. Therefore, when the vehicle speed espd is equal to or less than the reference value B, the process proceeds to step 206, and the target operating angle of the intake valve 20 is calculated by a normal calculation process.

  In this routine, only when the vehicle is in a non-driving state and the vehicle speed exceeds the reference value B, the routine proceeds to step 204, and the target operating angle of the intake valve 20 is calculated by the non-driving process. The flowchart of FIG. 6 shows a routine of non-driving processing that is performed in step 204. Hereinafter, the procedure of the non-driving process will be described with reference to the flowchart of FIG.

  In the first step 300 of the routine shown in FIG. 6, the target operating angle of the intake valve 20 is calculated. In this step 300, the ECU 40 reads the operating angle during idling according to the operating state of the engine 2 (for example, the engine speed, the pre-read load factor) from the map. Then, a predetermined value α is subtracted from the read idle operating angle, and the resulting operating angle is determined as the target operating angle. The ECU 40 operates the intake side variable valve mechanism 30 based on the target operating angle to change the operating angle of the intake valve 20.

  In the next step 302, a flag for requesting a valve timing (VVT) change process is set. The valve timings of the intake valve 20 and the exhaust valve 22 are controlled by a routine different from this routine. When the processing request flag is set at step 302, the above-mentioned another routine is interrupted, and the intake side variable valve mechanism 30 or the exhaust side variable valve mechanism 32 is controlled so that the valve overlap is zero.

  In the next step 304, a flag for requesting the injection pattern change process is set. The injection patterns of the port injector 26 and the in-cylinder injector 28 are controlled by a routine different from this routine. When the processing request flag is set at step 304, the above-mentioned another routine is interrupted, and the intake synchronous injection by the port injector 26 is selected as the injection pattern.

  According to the pre-acceleration request control according to the present embodiment described above, when the vehicle is in a non-driving state, the operating angle of the intake valve 20 is made smaller than the operating angle during idling, so that the intake chamber 16 and the combustion chamber 12 are controlled. The amount of air sucked into the inside decreases, and the air density in the surge tank 16a is kept high accordingly. For this reason, when the throttle valve 34 is opened in response to an acceleration request, air quickly flows into the combustion chamber 12 from the intake passage 16 and the engine speed ne quickly increases. As a result, the time lag until the vehicle changes from the non-driving state to the driving state is shortened, and the vehicle can be quickly accelerated according to the acceleration request.

  In the present embodiment, the “determination means” according to the first aspect of the present invention is implemented by the ECU 40 executing the process of step 200 described above. Further, the processing of step 300 is executed by the ECU 40, thereby realizing the “intake operation angle control means” of the first invention. Further, the processing of step 302 is executed by the ECU 40 to realize the “valve overlap control means” of the second invention, and the processing of step 304 is executed to execute the “fuel injection” of the third invention. "Control means" is realized.

Embodiment 2. FIG.
Next, a second embodiment of the present invention will be described with reference to FIG.

  As in the first embodiment, the drive control device of the present embodiment is applied to the vehicle drive system having the configuration shown in FIG. 1 and the engine having the configuration shown in FIG. In the first embodiment, the air density in the surge tank 16a is kept high to improve the acceleration response when accelerating from the non-driving state. However, in the present embodiment, a different method is used. Is used to improve acceleration response. Hereinafter, the pre-acceleration request control according to the present embodiment will be described.

  As a method for improving the acceleration response, the time lag until the vehicle shifts from the non-driving state to the driving state is reduced, and the driving force input from the engine 2 to the automatic transmission 4 at the time of shifting to the driving state is increased. It is possible. Since the driving force output from the engine 2 increases in accordance with the engine speed ne, if the engine speed ne is kept high in advance when the vehicle is in a non-driving state, a large driving force is generated when shifting to the driving state. Can be supplied to the automatic transmission 4. In the pre-acceleration request control according to the present embodiment, the shift control of the automatic transmission 4 is used as means for maintaining the engine speed ne at a high speed.

  The flowchart of FIG. 7 shows a routine that is executed in the pre-acceleration request control according to the present embodiment. In the present embodiment, the engine speed ne is increased by performing shift control (shift down control) of the automatic transmission 4 by the routine shown in FIG. The ECU 40 executes the routine shown in FIG. 7 at a constant cycle.

  In the first step 400 of the routine shown in FIG. 7, it is determined whether the rotational speed difference edlctne is greater than 0, that is, the vehicle is in a non-driving state (edlctne> 0) or a driving state (edlctne ≦ 0). Is determined. If the result of determination is that the vehicle is in a non-driven state, the routine proceeds to step 402 where the counter value is incremented. The value of the counter indicates the duration after the vehicle is in a non-driving state. On the other hand, when the vehicle is in a driving state, the process proceeds to step 408, and the value of the counter is cleared.

  If the counter is incremented in step 402, it is determined in the next step 404 whether or not the counter value exceeds a predetermined reference value C. When the counter value exceeds the reference value C after a certain period of time has elapsed since the vehicle became non-driven, the process proceeds to step 406. In step 406, a signal requesting a downshift is sent from the ECU 40 to the automatic transmission 4. As the gear ratio of the automatic transmission 4 is increased by downshifting, the turbine speed nt increases, and the engine speed ne also increases due to the action of the torque converter 4a.

  According to the pre-acceleration request control according to the present embodiment described above, the automatic transmission 4 is shifted down when the vehicle is not driven, so that the engine speed ne is kept high as the turbine speed nt increases. It is. Thereby, when the vehicle shifts from the non-driving state to the driving state, it becomes possible to input a large driving force from the engine 2 to the automatic transmission 4, and it is possible to accelerate the vehicle promptly according to the acceleration request. become.

  In the present embodiment, the “determination means” according to the fourth aspect of the present invention is implemented by the ECU 40 executing the process of step 400 described above. Further, the processing of step 406 is executed by the ECU 40, thereby realizing the “transmission ratio control means” of the fourth invention.

Embodiment 3 FIG.
Next, a third embodiment of the present invention will be described with reference to FIG.

  The drive control device of the present embodiment is applied to the vehicle drive system having the configuration shown in FIG. 1 and the engine having the configuration shown in FIG. 2, as in the first and second embodiments. In this embodiment, acceleration response is improved by control before acceleration request by a method different from that in the first and second embodiments. Hereinafter, the pre-acceleration request control according to the present embodiment will be described.

  The time lag until the vehicle shifts from the non-driving state to the driving state depends on the rotational speed difference edlctne between the turbine rotational speed nt and the engine rotational speed ne. Therefore, it is considered that when the vehicle is in a non-driven state, if the rotational speed difference edlctne is reduced in advance, the lime lag can be reduced to improve acceleration response. In the pre-acceleration request control according to this embodiment, the rotational speed difference edlctne in the non-driven state is reduced by the intake air amount control of the engine 2.

  The flowchart of FIG. 8 shows a routine that is executed in the pre-acceleration request control according to the present embodiment. In the present embodiment, the rotation speed difference edlctne is reduced by controlling the intake air amount when the vehicle is in the non-driven state by the routine shown in FIG. The ECU 40 executes the routine shown in FIG. 8 at a constant cycle.

  In the first step 500 of the routine shown in FIG. 8, it is determined whether the rotational speed difference edlctne is larger than 0, that is, the vehicle is in a non-driving state (edlctne> 0) or a driving state (edlctne ≦ 0). Is determined. If the result of determination is that the vehicle is in a non-driven state, the routine proceeds to step 502 where the counter value is incremented. The value of the counter indicates the duration after the vehicle is in a non-driving state. On the other hand, if the vehicle is in a driving state, the process proceeds to step 506 and the counter value is cleared.

  When the counter is incremented in step 502, in the next step 504, the target value of the ISC flow rate (idle intake air amount) is calculated from the map based on the rotation speed difference edlctne and the value of the counter. In the map, the larger the rotational speed difference edlctne is, and the larger the value of the counter is, the larger the target value of the ISC flow rate is set. The ECU 40 controls the throttle opening and the intake working angle according to the calculated target value of the ISC flow rate.

  According to the pre-acceleration request control according to the present embodiment described above, the engine speed ne is kept high by correcting the ISC flow rate to the increase side when the vehicle is in a non-driving state, and the turbine speed nt and the engine The rotational speed difference edlctne from the rotational speed ne is kept small. As a result, when the engine speed ne is increased in response to the acceleration request, the time lag until the vehicle changes from the non-driving state to the driving state is shortened, and the vehicle can be accelerated quickly.

  In the present embodiment, the “determination means” according to the fifth aspect of the present invention is implemented by the ECU 40 executing the process of step 500 described above. Further, the “intake air amount control means” of the fifth aspect of the present invention is realized by the ECU 40 executing the process of step 504.

Others.
Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention. For example, the following modifications may be made.

  The engine shown in FIG. 2 employs a dual injection system having a port injector and an in-cylinder injector, but the present invention can also be applied to an engine having only a port injector.

  Further, in the present invention, there is no limitation to the drive control (control after acceleration request) method for improving acceleration response performed after detection of the acceleration request. Control after acceleration request other than the method described in the first embodiment may be used. Further, it is not always necessary to perform the control after the acceleration request. As described in each embodiment, according to the drive control (pre-acceleration request control) according to the present invention, there is an effect of improving the acceleration responsiveness by implementing it alone without combining with post-acceleration request control. It is.

It is a figure which shows schematic structure of the drive system of the vehicle to which the fuel-injection control apparatus as Embodiment 1 of this invention is applied. It is a figure which shows the specific structure of the engine to which the fuel-injection control apparatus as Embodiment 1 of this invention was applied. It is a flowchart of the selection routine of the prefetch load factor calculation logic performed in Embodiment 1 of this invention. It is a figure which compares and shows the responsiveness of the throttle opening change with respect to the accelerator opening change by the calculation logic using an air model, and the calculation logic by precision control. It is a flowchart of the target operating angle calculation routine performed in Embodiment 1 of the present invention. It is a flowchart of the process routine at the time of non-drive performed in Embodiment 1 of this invention. It is a flowchart of the shift control routine performed in Embodiment 2 of this invention. It is a flowchart of the intake air amount control routine executed in the third embodiment of the present invention.

Explanation of symbols

2 Engine 4 Automatic transmission 4a Torque converter 4b Transmission mechanism 4c Automatic transmission input shaft 6 Drive shaft 10 Engine output shaft 12 Combustion chamber 16 Intake passage 16a Surge tank 20 Intake valve 22 Exhaust valve 26 Port injector 28 In-cylinder injector 30 Intake side Variable valve mechanism 32 Exhaust side variable valve mechanism 34 Throttle valve 40 ECU
42 Engine speed sensor 44 Turbine speed sensor 46 Accelerator opening sensor

Claims (5)

In a vehicle drive control device in which a torque converter type automatic transmission is connected to an internal combustion engine,
From the rotational speed difference between the rotational speed of the input shaft of the automatic transmission and the rotational speed of the output shaft of the internal combustion engine, the internal combustion engine is in a driving state in which the automatic transmission is driven, or the internal combustion engine is Determining means for determining whether or not the automatic transmission is not driven;
An intake working angle control means for making the working angle of the intake valve of the internal combustion engine smaller than the working angle during idling when the non-driving state is determined;
A vehicle drive control device comprising:   2. The vehicle drive control device according to claim 1, further comprising valve overlap control means for eliminating valve overlap between the intake valve and the exhaust valve of the internal combustion engine when the non-drive state is determined.   3. The vehicle drive control device according to claim 1, further comprising: a fuel injection control unit that performs intake-synchronized injection by a port injector when the non-drive state is determined. In a vehicle drive control device in which a torque converter type automatic transmission is connected to an internal combustion engine,
From the rotational speed difference between the rotational speed of the input shaft of the automatic transmission and the rotational speed of the output shaft of the internal combustion engine, the internal combustion engine is in a driving state in which the automatic transmission is driven, or the internal combustion engine is Determining means for determining whether or not the automatic transmission is not driven;
A gear ratio control means for increasing a gear ratio of the automatic transmission when it is determined that the non-driving state;
A vehicle drive control device comprising: In a vehicle drive control device in which a torque converter type automatic transmission is connected to an internal combustion engine,
From the rotational speed difference between the rotational speed of the input shaft of the automatic transmission and the rotational speed of the output shaft of the internal combustion engine, the internal combustion engine is in a driving state in which the automatic transmission is driven, or the internal combustion engine is Determining means for determining whether or not the automatic transmission is not driven;
An intake air amount control means for correcting the intake air amount sucked into the combustion chamber of the internal combustion engine to an increase side when it is determined that the non-driving state;
A vehicle drive control device comprising:

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