JP2007154832A - Control device for engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for an engine capable of improving gear change response further. <P>SOLUTION: An electronic control device 51 executes torque control at a time of gear change in which engine torque during gear change is dropped by adjustment of suction air quantity based on control of opening of a throttle and lift of a suction valve 19 and the dropped engine torque is increased when gear change is completed. In execution of the torque control at a time of gear change, the electronic control device 51 temporally makes opening of the throttle after completion of gear change greater than a control target value corresponding to accelerator operation quantity. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an engine control device that performs engine torque control at the time of shifting based on adjustment of an intake air amount.

  In recent years, vehicles in which the accelerator operation at the time of shifting is automated have been put into practical use. In such a vehicle, the clutch is disengaged at the time of shifting, and when the power transmission between the engine and the transmission is cut off, the throttle is automatically throttled and the engine torque is reduced. After the shift is completed, the throttled throttle is automatically opened to the target opening after the shift determined by the accelerator operation amount and the required engine torque, and the engine speed and torque are increased again. Yes. In a vehicle that performs such torque control during shifting, it is possible to appropriately control the accelerator operation during shifting without depending on the skill of the driver. Therefore, it is possible to smooth the shifting operation and improve the shifting response.

In addition, as a prior art document concerning this invention, the patent document 1 shown below is mentioned.
JP-A-5-209545

  However, even if the throttle opening is increased immediately after the gear change of the transmission is completed, there is a certain distance from the throttle valve to the combustion chamber, so the actual amount of air sucked into the combustion chamber is increased. There is a certain delay until As long as there is such an intake response delay, even if the timing of each operation at the time of shifting as described above is optimized, it is inevitable that a delay will occur in the increase of the engine rotation speed and torque after the shifting. For this reason, there is a limit to further improvement of the shift response, and there is still room for improvement.

  The present invention has been made in view of such a situation, and a problem to be solved is to provide an engine control apparatus capable of further improving the shift response.

In the following, means for achieving the above object and its effects are described.
According to the first aspect of the present invention, the throttle opening is made smaller than the opening corresponding to the accelerator operation amount during the shift to reduce the engine torque, and the reduced engine torque is increased when the shift is completed. The gist of an engine control apparatus that performs torque control is to temporarily increase the throttle opening after the completion of gear shifting, rather than the opening corresponding to the accelerator operation amount.

  According to this configuration, the throttle opening after completion of the shift is temporarily increased more than the opening according to the accelerator operation amount. For this reason, the amount of intake air introduced into the combustion chamber is increased more quickly than in the case where the throttle opening degree after completion of the shift is set to an opening degree corresponding to the accelerator operation amount. As a result, the engine rotational speed and engine torque after the completion of the shift are increased more quickly, and the shift response can be further improved.

  According to the second aspect of the present invention, the engine torque during the shift is decreased by adjusting the intake air amount based on the control of the throttle opening and the lift amount of the intake valve, and the decreased engine torque is increased with the completion of the shift. The gist of an engine control apparatus that performs torque control during gear shifting is to temporarily increase at least one of the throttle opening and the lift amount from a control target value corresponding to an accelerator operation amount after completion of gear shifting. .

  According to this configuration, at least one of the throttle opening degree after completion of the shift and the lift amount of the intake valve is temporarily increased from the control target value corresponding to the accelerator operation amount. For this reason, the amount of intake air introduced into the combustion chamber is rapidly increased as compared with the case where the control target values after completion of the shift are set to those corresponding to the accelerator operation amount. As a result, the engine rotational speed and engine torque after the completion of the shift are increased more quickly, and the shift response can be further improved.

  Since the distance from the intake valve to the combustion chamber is shorter than the distance from the throttle valve to the combustion chamber, adjusting the intake air amount by such lift amount is more effective than adjusting the intake air amount by throttle opening. The response delay becomes shorter. Therefore, when the lift amount is temporarily increased beyond the control target value corresponding to the accelerator operation amount after the shift is completed, the intake air amount is made faster than when the throttle opening is temporarily increased. Can be increased.

  According to the third aspect of the present invention, the engine torque during the shift is reduced by adjusting the intake air amount based on the control of the throttle opening and the lift amount of the intake valve, and the reduced engine torque is increased with the completion of the shift. The gist of an engine control apparatus that performs torque control during shift is to set the throttle opening larger and the lift amount smaller than before the shift when the engine torque during the shift is decreased.

  According to this configuration, the reduction in engine torque during a shift is basically performed by setting the lift amount of the intake valve to be small. After the shift is completed, the lift amount that is set to a small value is increased to increase the amount of intake air that is introduced into the combustion chamber after the shift is completed. As a result, the engine torque increases with the completion of the shift. It becomes.

  Here, as described above, in the adjustment of the intake air amount by the lift amount, the response delay of the intake air becomes shorter than the adjustment of the intake air amount by the throttle opening. Therefore, according to the above-described configuration in which the lift amount is increased after completion of the shift, the intake air amount introduced into the combustion chamber is quickly increased. Further, in this configuration, when the engine torque is reduced during the shift, the throttle opening is made larger than before the shift. Therefore, when the lift amount of the intake valve is increased after the shift is completed, air corresponding to the lift amount is quickly introduced into the combustion chamber. Therefore, according to this configuration, the amount of intake air introduced into the combustion chamber can be increased more rapidly, and the engine rotation speed and engine torque after the completion of the shift can be increased more quickly. It becomes possible to further improve the shift response.

  According to a fourth aspect of the present invention, in the engine control apparatus according to the third aspect, the throttle opening is set to be larger than the opening corresponding to the accelerator operation amount when the engine torque is reduced during the shift. This is the gist.

  According to this configuration, the degree of increase in the intake air amount accompanying the increase in the lift amount of the intake valve after completion of the shift is smaller than when the throttle opening during the shift is set to an opening corresponding to the accelerator operation amount. As a result, the speed change response can be further improved.

  According to a fifth aspect of the present invention, in the engine control device according to any one of the first to fourth aspects, when the amount of intake air introduced into the engine suddenly increases, the ignition timing is retarded and the speed change is performed. When the intake air amount is increased during the hour torque control, the gist is to prohibit the retardation control.

  When the throttle opening or the lift amount increases rapidly, the engine torque or the like may increase rapidly due to the sudden increase of the intake air amount. Such a rapid increase in engine torque or the like can be suppressed by performing a retard control of the ignition timing when the intake air amount suddenly increases. Here, in the above configuration, when the intake air amount is increased during the shift time torque control in which the engine torque is decreased during the shift and the decreased engine torque is increased when the shift is completed, such retard control is performed. I try to ban it. For this reason, an increase in engine torque or the like due to an increase in the intake air amount during the torque control at the time of shift is suitably achieved without being hindered by the retard control of the ignition timing.

(First embodiment)
Hereinafter, a first embodiment of an engine control device according to the present invention will be described with reference to FIGS.

  FIG. 1 shows the configuration of the engine 11 in this embodiment. In the present embodiment, a port injection type engine that supplies fuel to the intake port is assumed. However, the present invention applies to a direct injection type engine that directly injects fuel into the combustion chamber. Can be applied.

  As shown in FIG. 1, air is sucked into the combustion chamber 12 of the engine 11 through the intake passage 13 and fuel corresponding to the intake air amount is injected from the fuel injection valve 14 provided in the intake passage 13. Supplied. When the air-fuel mixture is ignited by the spark plug 15, the air-fuel mixture burns, the piston 16 reciprocates, and the crankshaft 17 that is the engine output shaft rotates. The air-fuel mixture after combustion is sent out from the combustion chamber 12 to the exhaust passage 18 as exhaust.

A throttle valve 27 for adjusting the intake air amount is provided in the intake passage 13, and the opening degree of the throttle valve 27 is adjusted through drive control of the motor 28.
The combustion chamber 12 and the intake passage 13 are connected and cut off by the opening / closing operation of the intake valve 19, and the combustion chamber 12 and the exhaust passage 18 are connected and cut off by the opening / closing operation of the exhaust valve 20. The intake valve 19 and the exhaust valve 20 are opened and closed in accordance with the rotation of the intake camshaft 21 and the exhaust camshaft 22 to which the rotation of the crankshaft 17 is transmitted.

  A lift amount variable between the intake camshaft 21 and the intake valve 19 so that the lift amount of the intake valve 19, more specifically, the maximum lift amount and the operating angle of the intake cam 21a for opening and closing the intake valve 19 can be varied. A mechanism 31 is provided. These maximum lift amount and working angle are variably controlled through driving of the lift amount variable mechanism 31 by the electric motor 41, and set to the control target value. Note that the actual maximum lift amount VL of the intake valve 19 is grasped based on the detection signal of the drive amount detection sensor 42 that detects the drive amount of the electric motor 41.

  FIG. 2 shows how the maximum lift amount and the operating angle are changed by driving the lift amount variable mechanism 31. As can be seen from the characteristic curve shown in the figure, the maximum lift amount and the working angle change in synchronization with each other. For example, the smaller the working angle, the smaller the maximum lift amount. When the operating angle is reduced, the opening timing and closing timing of the intake valve 19 are close to each other, and the opening period of the intake valve 19 is shortened. In the present embodiment, the maximum lift amount and the operating angle can be continuously changed between the characteristic curves shown in the figure by driving the variable lift amount mechanism 31 by the electric motor 41. The intake air amount is adjusted according to the engine operating state through variable control of the maximum lift amount of the intake valve 19 and opening degree control of the throttle valve 27.

  Incidentally, when the amount of air sucked into the combustion chamber 12 is reduced by reducing the maximum lift amount, the pumping loss is reduced as compared with the case where the amount of intake air is reduced by restricting the throttle valve 27. Can be small. Therefore, it becomes possible to suppress the output loss of the engine 11 and improve the fuel consumption.

Next, a drive system of a vehicle on which the engine 11 is mounted will be described with reference to FIG.
A flywheel 60 is attached to the crankshaft 17 of the engine 11 so as to be integrally rotatable. The flywheel 60 is connected to a transmission 64 via a clutch 62 that is a power transmission mechanism. The clutch 62 is used to transmit or disconnect the rotational torque of the crankshaft 17 to the transmission 64, and the transmitted torque changes according to the degree of engagement of the clutch 62. Further, the clutch 62 is provided with a clutch actuator for adjusting the degree of coupling, and the clutch 62 is a so-called automatic clutch.

  The transmission 64 has the same configuration as a manual transmission such as a 5-speed forward and 1-reverse parallel gear type, and the input shaft 63 of the transmission 64 is connected to the clutch disk 61 of the clutch 62. . The rotation of the output shaft of the transmission 64 is transmitted to the drive wheels 68 through the drive shaft 65, the differential gear 66, the axle 67, and the like. The transmission 64 is provided with a gear shift actuator for switching the gear position.

  A shift device 24 is assembled in the driver's seat of the vehicle. The shift device 24 is provided with a shift lever 25 that can be displaced. When the shift lever 25 is operated by the driver, the speed change actuator of the transmission 64 is driven to switch to an arbitrary speed selected by the driver. Further, at the time of this shifting, the clutch actuator of the clutch 62 is driven so that the clutch 62 is automatically disconnected and engaged.

  Incidentally, in this embodiment, it is also possible to automatically perform a shift operation according to the driving state of the vehicle, the depression amount of the accelerator pedal 26, etc., regardless of the operation of the shift lever 25 by the driver. The transmission 64 functions as a so-called automatic transmission.

  On the other hand, the vehicle is provided with various sensors for detecting the driving state and the driving state of the engine 11. For example, the shift device 24 is provided with a shift position sensor 32 that detects the position of the shift lever 25. The transmission 64 is provided with a stroke sensor that detects the gear shift direction and the select direction, respectively. These stroke sensors detect the gear position of the selected transmission 64. Further, a vehicle speed sensor 34 for detecting the traveling speed of the vehicle (vehicle speed V) and a rotational speed sensor 35 for detecting the rotational speed of the crankshaft 17 (engine rotational speed NE) are provided. In addition, an accelerator sensor 36 for detecting the amount of depression (accelerator operation amount ACCP) is provided in the vicinity of the accelerator pedal 26. In addition, a throttle sensor 37 for detecting the opening degree of the throttle valve 27 (throttle opening degree TA), an intake air amount sensor 38 for detecting the intake air amount introduced into the combustion chamber 12, and an input of the transmission 64 A rotation speed sensor for detecting the rotation speed of the shaft 63 is also provided.

  Various controls of the vehicle and the engine 11 are performed by the electronic control unit 51. The electronic control unit 51 is mainly configured by a microcomputer, and the detection signals of the respective sensors as described above are taken in. Based on these signals, the central processing unit (CPU) of the electronic control unit 51 performs arithmetic processing according to the control program, initial data, control map, etc. stored in the read-only memory (ROM), and the calculation result Various controls are executed based on the above. That is, the opening control of the throttle valve 27 performed through the ignition timing control of the spark plug 15, the fuel injection amount control of the fuel injection valve 14, and the control of the motor 28 is executed. In addition, the lift amount control of the intake valve 19 performed through the control of the electric motor 41, the control of the clutch 62 performed through the control of the clutch actuator, the switching control of the shift stage of the transmission 64 performed through the control of the shift actuator, etc. Execute.

In the present embodiment, the clutch 62 is automatically operated at the time of shifting, but the shifting mode at that time is performed according to the following procedure.
First, at the time when the clutch 62 is disconnected at the time of shifting and the power transmission between the engine 11 and the transmission 64 is disconnected, the intake air amount is decreased and the engine torque is decreased. After the shift of the transmission 64 is completed, the reduced intake air amount is increased to the required intake air amount after the shift determined by the accelerator operation amount and the required engine torque, and the engine rotational speed NE and the engine torque are increased again. At the same time, the clutch 62 is engaged again. For vehicles that perform gear shifting acceleration control, that is, gear shifting torque control that automatically adjusts engine torque, the accelerator operation during gear shifting (engine torque adjustment) is appropriate without depending on the skill of the driver. Therefore, the speed change operation can be smoothed and the speed change response can be improved.

  By the way, even after the speed change is completed, that is, after the gear change of the transmission 64 is completed, even if the opening degree of the throttle valve 27 is increased immediately in order to increase the intake air amount, there is a certain amount between the throttle valve 27 and the combustion chamber 12. Therefore, a certain delay occurs until the actual amount of air taken into the combustion chamber 12 is increased. As long as there is such an intake response delay, even if the timing of each operation at the time of shifting as described above is optimized, it is inevitable that a delay will occur in the increase of the engine rotation speed and torque after the shifting. For this reason, there is a limit to further improvement of the shift response, and there is still room for improvement. Therefore, in this embodiment, the shift control is further improved by performing the following torque control at the time of shifting by the electronic control unit 51.

FIG. 4 shows a processing procedure for engine torque control at the time of shifting in the present embodiment.
When this process is started, it is first determined whether or not there is a shift request (S100). Here, regardless of whether the shift lever 25 is operated by the driver or the operation of the shift lever 25 by the driver, the shift operation is automatically performed according to the driving state of the vehicle, the depression amount of the accelerator pedal 26, and the like. When there is a shift down or upshift request, as in the case of When there is no shift request (NO in S100), this process is temporarily terminated.

  On the other hand, when there is a shift request (S100: YES), the target throttle opening TAp, which is the control target value for the opening of the throttle valve 27 after the shift, and the maximum lift amount of the intake valve 19 after the shift are The target lift amount VLp, which is a control target value, is calculated based on the accelerator operation amount ACCP and the requested engine torque TR after the shift (S110).

The requested engine torque TR after the shift refers to an engine torque that matches the degree of engagement of the clutch 62.
Next, it is determined whether or not the power transmission is disconnected by the operation of the clutch 62 (S120). When the clutch 62 is in the engaged state and power transmission is not disconnected (S120: NO), the throttle opening degree TA and the maximum lift amount VL are controlled under the conditions before the shift request (S170). ). That is, the throttle opening degree TA and the maximum lift amount VL are controlled to the target throttle opening degree TAp and the target lift amount VLp calculated based on the accelerator operation amount ACCP and the required engine torque TR before the shift request is issued. The process is temporarily terminated.

  On the other hand, when the power transmission is disconnected (S120: YES), the throttle opening TA is made smaller than the throttle opening before the power transmission is cut, and the maximum lift amount is larger than the lift amount before the power transmission is cut. The VL is reduced (S130). As a result, the amount of intake air during clutch disengagement is reduced and the engine torque during gear shifting is reduced as compared to before power transmission disconnection.

  Next, it is determined whether or not the shift has been completed, that is, whether or not the gear switching in the transmission 64 has been completed (S140). If the gear shift is not yet completed (S140: NO), the throttle opening TA is made smaller than the throttle opening before the power transmission is cut off and the maximum lift amount VL is set until the gear shift is completed. The state where it is made smaller than the lift amount before the power transmission cut is continued.

  When the shift is completed (S140: YES), the throttle opening degree TA is made larger than the target throttle opening degree TAp obtained in step S110, and the maximum lift amount VL is obtained in step S110. The lift amount VLp is set (S150). As a result, the intake air amount after completion of the shift is increased, and the engine speed NE and the engine torque are increased again. Here, since the throttle opening degree TA is set to be larger than the target throttle opening degree TAp, compared with the case where the throttle opening degree TA is set to the target throttle opening degree TA, the intake air amount is increased. Rises more.

  Here, when the throttle opening degree TA or the maximum lift amount VL increases rapidly, the engine torque or the like may increase rapidly due to the rapid increase of the intake air amount. Such a rapid increase in engine torque or the like can be suppressed by performing a retard angle control of the ignition timing when the intake air amount suddenly increases. Therefore, in this embodiment, such a retard angle control is also performed. However, in step S150, the execution of this retardation control is prohibited. Therefore, an increase in engine torque or the like due to an increase in the intake air amount during the torque control at the time of shifting is suitably performed without being hindered by the retard control of the ignition timing.

  Next, the throttle opening degree TA is gradually brought closer to the target throttle opening degree TAp as the intake air amount increases (S160). When the throttle opening degree TA becomes the target throttle opening degree TAp in this way, this process is once ended.

FIG. 5 shows an example of an aspect when the engine torque control is performed.
As shown in FIG. 5, when the accelerator operation amount ACCP is increased and a shift request is made (time t1), the clutch 62 is disengaged, and both the throttle opening TA and the maximum lift amount VL are disengaged from the power transmission. It is made smaller than the previous opening and the maximum lift amount. As a result, the intake air amount is reduced and the engine torque is reduced. Then, when the clutch 62 is completely disconnected, the gear change in the transmission 64 is performed.

  Next, when the gear change is completed and the shift is completed (time t2), the maximum lift amount VL of the intake valve 19 is set to the target lift amount VLp calculated based on the accelerator operation amount ACCP and the required engine torque TR. Is done. Further, the throttle opening degree TA is made larger than the target throttle opening degree TAp calculated based on the accelerator operation amount ACCP and the required engine torque TR. Further, the retard control of the ignition timing is prohibited. As the throttle opening degree TA and the maximum lift amount VL are increased, the intake air amount is increased, and the engine speed NE and the engine torque are increased. In addition, a reduction in engine torque or the like is suppressed by prohibiting the retard control of the ignition timing. The clutch 62 is gradually engaged as the engine torque increases. Thereafter, as the intake air amount increases, the throttle opening degree TA gradually approaches the target throttle opening degree TAp.

  As described above, in this embodiment, overshoot is temporarily performed so that the throttle opening degree TA immediately after the completion of the shift (time t2) becomes larger than the target throttle opening degree TAp (illustrated by a one-dot chain line). Therefore, compared with the increase in intake air amount when the throttle opening TA after the shift is completed is set to the opening corresponding to the accelerator operation amount ACCP, that is, the target throttle opening TAp (illustrated by a two-dot chain line). Thus, the amount of intake air introduced into the combustion chamber 12 is quickly increased. Accordingly, the engine rotational speed NE and the engine torque after the completion of the shift are increased more rapidly, and the clutch 62 that is engaged in accordance with the increase in the engine torque can be completed earlier. . Accordingly, the shift response can be further improved.

  Further, the retard control of the ignition timing is prohibited when the throttle opening is increased (intake air amount is increased) during the shift torque control. For this reason, an increase in engine torque or the like due to an increase in the intake air amount during the torque control at the time of shift is preferably made without being hindered by the retard control of the ignition timing, and this can further improve the shift response. It becomes like this.

  Further, since the throttle opening TA once overshooted is gradually brought closer to the target throttle opening TAp in accordance with the increase of the intake air amount, the excessive engine speed NE caused by the overshoot is increased. It is also possible to suppress the rising of the wind.

As described above, according to the present embodiment, the following effects can be obtained.
(1) Shift-time torque control for reducing the engine torque during the shift by adjusting the intake air amount based on the control of the throttle opening TA and the lift amount of the intake valve 19 and increasing the decreased engine torque upon completion of the shift. Is performed, the throttle opening degree TA after completion of the shift is temporarily increased from the target throttle opening degree TAp. That is, the throttle opening degree TA after completion of the shift is temporarily increased from a control target value corresponding to the accelerator operation amount ACCP. Therefore, the amount of intake air introduced into the combustion chamber 12 can be increased more quickly than when the control target value after completion of the shift is set to a value corresponding to the accelerator operation amount. Accordingly, the engine rotation speed NE and the engine torque after the completion of the shift can be increased more quickly, so that the shift response can be further improved.

(2) When the intake air amount is increased during the shift torque control, the retard control of the ignition timing is prohibited. For this reason, an increase in engine torque or the like due to an increase in the intake air amount during the torque control at the time of shift is suitably achieved without being hindered by the retard control of the ignition timing.
(Second Embodiment)
Next, a second embodiment of the engine control device according to the present invention will be described with reference to FIGS.

  In the present embodiment, the shift torque control is performed in a manner different from the shift torque control described in the first embodiment, and the other points are basically the same. Therefore, in the following, this embodiment will be described focusing on the differences.

6 and 7 show a processing procedure for engine torque control at the time of shifting in the present embodiment.
When this process is started, it is first determined whether or not there is a shift request (S200). The determination here is the same as the determination mode in step S100 shown in FIG. If there is no shift request (NO in S200), this process is temporarily terminated.

  On the other hand, when there is a shift request (S200: YES), the target rotation speed NEp, which is the target value of the engine rotation speed NE corresponding to the gear ratio after the shift, and the load factor KL corresponding to the gear ratio after the shift. A target load factor KLp, which is a target value of (the ratio of the required intake air amount after shifting to the intake air amount at the time of full load (WOT)), is calculated (S210). The target rotational speed NEp and the target load factor KLp are appropriately set to values that can suppress a shift shock when the clutch 62 is engaged after the shift is completed.

  Next, a target throttle opening degree TAp, which is a control target value for the opening degree of the throttle valve 27 after the shift, and a target lift amount VLp, which is a control target value for the maximum lift amount of the intake valve 19 after the shift, It is calculated based on the accelerator operation amount ACCP and the requested engine torque TR after the shift (S220).

  Next, it is determined whether or not the power transmission is disconnected by the operation of the clutch 62 (S230). When the clutch 62 is in the engaged state and the power transmission is not disconnected (S230: NO), the throttle opening degree TA and the maximum lift amount VL are controlled under the conditions before the shift request (S300). ). That is, the throttle opening degree TA and the maximum lift amount VL are controlled to the target throttle opening degree TAp and the target lift amount VLp calculated based on the accelerator operation amount ACCP and the required engine torque TR before the shift request is issued. The process is temporarily terminated.

  On the other hand, when the power transmission is cut off (S230: YES), the throttle opening degree TA is made larger than the throttle opening degree corresponding to the accelerator operation amount ACCP, that is, the target throttle opening degree TAp obtained in step S220. At the same time, the maximum lift amount VL is made smaller than the lift amount before the power transmission is cut (S240). As described above, the throttle opening TA is set larger than before the shift and the maximum lift amount VL is set to be smaller, so that the intake air amount during the clutch disengagement is reduced compared to before the power transmission is cut off, and the gear change is performed. The engine torque inside is reduced.

  Next, it is determined whether or not the shift has been completed, that is, whether or not the gear switching in the transmission 64 has been completed (S250). If the speed change is not yet completed (S250: NO), the state in which the throttle opening degree TA is larger than the target throttle opening degree TAp and the maximum lift amount VL are disconnected until the speed change is completed. The state made smaller than the previous lift amount is continued.

  Then, when the shift is completed (S250: YES), the maximum lift amount VL is set to the target lift amount VLp obtained in step S220, and inhalation is performed as in step S150 shown in FIG. The retard control of the ignition timing performed when the air amount increases is prohibited (S260). As a result, the intake air amount after completion of the shift is increased, and the engine speed NE and the engine torque are increased again.

Next, it is determined whether at least one of the following conditions (a) or (b) is satisfied (S270).
(A) The current engine speed NE exceeds the target speed NEp.

(B) The current load factor KL exceeds the target load factor KLp.
If a negative determination is made in step S270 (S270: NO), a determination is made repeatedly in step S270. If an affirmative determination is made in step S270 (S270: YES), the amount of intake air being increased is increased. In order to suppress overshoot, the maximum lift amount VL set to the target lift amount VLp is temporarily reduced (S280).

  Next, the throttle opening degree TA set larger than the target throttle opening degree TAp is gradually decreased so as to approach the target throttle opening degree TAp, and is temporarily reduced in accordance with the change in the throttle opening degree TA. The maximum lift amount VL is made closer to the target lift amount VLp (S290). In this way, when the throttle opening degree TA and the maximum lift amount VL are set to the target throttle opening degree TAp and the target lift amount VLp, respectively, this processing is once ended.

FIG. 8 shows an example of an aspect when the engine torque control is performed.
As shown in FIG. 8, when the accelerator operation amount ACCP is increased and a shift request is made (time t1), the clutch 62 is disengaged, and the throttle opening degree TA is set to the target throttle opening degree TAp (indicated by a one-dot chain line). The maximum lift amount VL is made smaller than the lift amount before the power transmission is cut off. As a result, the intake air amount is reduced and the engine torque is reduced. Here, in the present embodiment, the reduction of the engine torque during the shift is basically performed by setting the maximum lift amount of the intake valve 19 to be small. Then, when the clutch 62 is completely disconnected, the gear change in the transmission 64 is performed.

  Next, when the gear change is completed and the shift is completed (time t2), the maximum lift amount VL of the intake valve 19 is a target lift amount VLp (one point) calculated based on the accelerator operation amount ACCP and the required engine torque TR. It is set to a dotted line). In addition, the retard control of the ignition timing is prohibited. By increasing the maximum lift amount VL, the intake air amount is increased and the engine speed NE and the engine torque are increased. In addition, a reduction in engine torque or the like is suppressed by prohibiting the retard control of the ignition timing. The clutch 62 is gradually engaged as the engine torque increases.

  Here, since the distance from the intake valve 19 to the combustion chamber 12 is shorter than the distance from the throttle valve 27 to the combustion chamber 12, in the adjustment of the intake air amount by such lift amount, the intake air by the throttle opening TA is used. The response delay of intake is shorter than the amount adjustment. Therefore, according to the present embodiment in which the maximum lift amount VL is increased after the shift is completed, the amount of intake air introduced into the combustion chamber 12 can be increased more quickly than in the first embodiment. become.

  In the present embodiment, when the engine torque is reduced during the shift, the throttle opening TA is made larger than before the shift. Therefore, when the maximum lift amount VL of the intake valve 19 is increased after the shift is completed, air corresponding to the lift amount is quickly introduced into the combustion chamber 12. Therefore, the amount of intake air introduced into the combustion chamber 12 is increased more rapidly. Therefore, the engine rotational speed NE and the engine torque after the completion of the shift are increased more quickly, and the clutch 62 that is engaged in accordance with the increase in the engine torque can be completed earlier. it can. Accordingly, the shift response can be further improved.

  Further, when the engine torque is reduced during the shift, the throttle opening degree TA is set larger than the opening degree corresponding to the accelerator operation amount ACCP, that is, the target throttle opening degree TAp. Therefore, compared with the case where the throttle opening degree TA during the shift is set to the target throttle opening degree TAp, the degree of increase in the intake air amount accompanying the increase in the lift amount of the intake valve 19 after the completion of the shift is further increased. Thus, the shift response can be further improved.

  Even in the present embodiment, the retard control of the ignition timing is prohibited when the intake air amount is increased during the shift torque control. For this reason, an increase in engine torque or the like due to an increase in the intake air amount during the torque control at the time of shift is preferably made without being hindered by the retard control of the ignition timing, and this can further improve the shift response. It becomes like this.

  When the intake air amount is increasing (after time t2) and the current engine speed NE exceeds the target rotation speed NEp, or the current load factor KL exceeds the target load factor KLp (time t3). It can be determined that the engine speed NE and the engine torque are sufficiently increased. Therefore, the maximum lift amount VL set to the target lift amount VLp is temporarily reduced in order to suppress an overshoot of the intake air amount that is being increased (illustrated by a two-dot chain line). As a result, the degree of increase in the intake air amount is reduced, and an excessive increase in the engine speed NE caused by the overshoot of the intake air amount can be suppressed.

  Thereafter, the throttle opening degree TA set larger than the target throttle opening degree TAp is gradually decreased so as to approach the target throttle opening degree TAp, and once decreased in accordance with the change in the throttle opening degree TA. The maximum lift amount VL is brought close to the target lift amount VLp, and the intake air amount is adjusted to an amount corresponding to the engine load after the shift.

As described above, according to the present embodiment, the following effects can be obtained.
(1) Shift-time torque control for reducing the engine torque during the shift by adjusting the intake air amount based on the control of the throttle opening TA and the lift amount of the intake valve 19 and increasing the decreased engine torque upon completion of the shift. Like to do. Here, when the engine torque is reduced during the shift, the throttle opening TA is set larger and the maximum lift amount VL is set smaller than before the shift. Therefore, a decrease in engine torque during a shift is basically performed by setting the maximum lift amount VL of the intake valve 19 small, and after the shift is completed, by increasing the small maximum lift amount VL. The intake air amount introduced into the combustion chamber 12 after the shift is completed is increased, whereby the engine torque is increased with the completion of the shift.

  Here, as described above, in the adjustment of the intake air amount by the lift amount, the response delay of the intake air becomes shorter than the adjustment of the intake air amount by the throttle opening. Therefore, according to the present embodiment in which the maximum lift amount VL is increased after the shift is completed, the intake air amount introduced into the combustion chamber 12 is quickly increased.

  Further, when the engine torque is reduced during the shift, the throttle opening TA is made larger than that before the shift. Therefore, if the maximum lift amount VL of the intake valve 19 is increased after the shift is completed, the throttle amount TA depends on the lift amount. The air thus quickly comes into the combustion chamber 12. Accordingly, the amount of intake air introduced into the combustion chamber 12 can be increased more rapidly, and the engine rotational speed NE and engine torque after the completion of the shift can be increased more quickly, thereby further increasing the shift response. Can be improved.

  (2) When the engine torque is reduced during the shift, the throttle opening degree TA is set to be larger than the opening degree (target throttle opening degree TAp) corresponding to the accelerator operation amount ACCP. Therefore, the degree of increase in the intake air amount accompanying the increase in the lift amount of the intake valve 19 after completion of the shift can be further increased, and the shift response can be further improved.

  (3) When the intake air amount is increased during the shift torque control, the retard control of the ignition timing is prohibited. For this reason, an increase in engine torque or the like due to an increase in the intake air amount during the torque control at the time of shift is suitably achieved without being hindered by the retard control of the ignition timing.

In addition, the said embodiment can also be changed and implemented as follows.
As described above, in the adjustment of the intake air amount by the lift amount of the intake valve 19, the response delay of the intake air becomes shorter than the adjustment of the intake air amount by the throttle opening. Therefore, in the first embodiment, the throttle opening degree TA is temporarily increased from the control target value corresponding to the accelerator operation amount ACCP after the shift is completed, but the maximum lift amount VL of the intake valve 19 is temporarily increased. However, it may be increased. In this case, the intake air amount can be increased more quickly than in the case where the throttle opening is temporarily increased. Further, both the throttle opening degree TA and the maximum lift amount VL may be temporarily increased.

  In the second embodiment, when the maximum lift amount VL is increased when the gear change is completed and the shift is completed, the lift amount is temporarily increased to a lift amount larger than the target lift amount VLp. Also good.

  In the first embodiment, engine torque control at the time of shifting is basically performed through control of the throttle opening degree TA. Therefore, by applying a modification in which the processing related to the valve lift amount in the series of processing steps shown in FIG. 4 is omitted as torque control during shifting of an engine that does not have a lift amount variable mechanism. The same operational effects as those of the first embodiment can be obtained.

  That is, engine control for performing torque control during shift that reduces the engine torque by making the throttle opening smaller than the opening corresponding to the accelerator operation amount during the shift, and increases the decreased engine torque as the shift is completed In the device, after the shift is completed, the throttle opening is temporarily increased more than the opening corresponding to the accelerator operation amount. Also in this case, the throttle opening after the completion of the shift is temporarily increased more than the opening corresponding to the accelerator operation amount. For this reason, the amount of intake air introduced into the combustion chamber is increased more quickly than in the case where the throttle opening degree after completion of the shift is set to an opening degree corresponding to the accelerator operation amount. Therefore, the engine rotation speed and the engine torque after the completion of the shift can be increased more quickly, and the shift response can be further improved.

  In the first embodiment, the throttle opening TA, which is temporarily increased after the completion of the shift, is gradually brought closer to the target throttle opening TAp as the intake air amount increases. . In addition, the target rotational speed NEp and the target load factor KLp corresponding to the gear ratio after the shift are calculated in the same manner as the processing in step S210 in the second embodiment. Then, the same comparative determination as in step S270 in the second embodiment is performed, and when the engine rotational speed NE exceeds the target rotational speed NEp and the load factor KL exceeds the target load factor KLp, it temporarily increases. The throttle opening degree TA thus made may be gradually brought closer to the target throttle opening degree TAp.

  In the second embodiment, whether or not to execute step S280 and step S290 is determined based on the engine speed NE and the load factor KL. However, the intake air amount increased after the completion of the shift is set to a predetermined value. When it has been reached, the processing of step S280 and step S290 may be executed.

  In the second embodiment, the throttle opening degree TA when the power is cut is made larger than the target throttle opening degree TAp, but the throttle opening degree TA is set to be larger than at least before the shift. You can do it.

  In each of the above embodiments, the retard control of the ignition timing is prohibited when the intake air amount increases during the torque control at the time of shifting, but this process can be omitted. Further, the ignition timing retarding control itself performed when the intake air amount is rapidly increased can be omitted.

  In each of the above embodiments, the variable lift amount mechanism 31 that continuously varies the maximum lift amount and the working angle is employed. Instead, for example, the maximum lift amount and the working angle are variable only in stages. A variable lift amount mechanism may be employed.

In each of the above embodiments, both the maximum lift amount and the operating angle are variably controlled. However, a lift amount variable mechanism in which only the maximum lift amount is variable may be employed.
In each of the above embodiments, the case where the present invention is applied to engine control of a vehicle having a so-called automatic clutch that automatically operates the clutch 62 has been described. However, the engine of the vehicle in which the operation of the clutch is performed by the driver. Even in the case of control, the present invention can be similarly applied. In short, the present invention can be similarly applied to an engine mounted on a vehicle in which an accelerator operation at the time of shifting is automated, in other words, an engine that performs the above-described shifting torque control.

BRIEF DESCRIPTION OF THE DRAWINGS Schematic which shows the engine structure about 1st Embodiment which actualized the control apparatus of the engine concerning this invention. The graph which shows the change aspect of the maximum lift amount and working angle of an intake valve based on the drive of a lift amount variable mechanism. Schematic which shows the structure about the drive system of the vehicle in the embodiment. The flowchart which shows the process sequence about the engine torque control at the time of the speed change in the embodiment. The schematic diagram which shows the example about the change aspect of intake air amount when engine torque control in 1st Embodiment is implemented. The flowchart which shows the process sequence about the engine torque control at the time of the speed change in 2nd Embodiment. The flowchart which shows the process sequence about the engine torque control at the time of the speed change in the embodiment. The schematic diagram which shows the example about the change aspect of the amount of intake air when engine torque control in 2nd Embodiment is implemented.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 11 ... Engine, 12 ... Combustion chamber, 13 ... Intake passage, 14 ... Fuel injection valve, 15 ... Spark plug, 16 ... Piston, 17 ... Crankshaft, 18 ... Exhaust passage, 19 ... Intake valve, 20 ... Exhaust valve, 21 ... intake camshaft, 21a ... intake cam, 22 ... exhaust camshaft, 24 ... shift device, 25 ... shift lever, 26 ... accelerator pedal, 27 ... throttle valve, 28 ... motor, 31 ... variable amount of lift, 32 ... shift Position sensor 34 ... Vehicle speed sensor 35 ... Rotational speed sensor 36 ... Accelerator sensor 37 ... Throttle sensor 38 ... Intake air amount sensor 41 ... Electric motor 42 ... Drive amount detection sensor 51 ... Electronic control unit 60 ... flywheel, 61 ... clutch disc, 62 ... clutch, 63 ... input shaft, 64 ... transmission, 65 ... drive shaft Doo, 66 ... differential gear, 67 ... axle, 68 ... drive wheels.

Claims (5)

In a control device for an engine that performs torque control at the time of shifting to reduce the engine torque by making the throttle opening smaller than the opening corresponding to the accelerator operation amount during a shift, and to increase the decreased engine torque with the completion of the shift ,
An engine control device characterized in that the throttle opening is temporarily increased after the completion of gear shifting, more than the opening corresponding to the accelerator operation amount. Control of the engine that performs torque control during shifting by adjusting the intake air amount based on the control of the throttle opening and the intake valve lift amount, thereby reducing the engine torque during the shift and increasing the reduced engine torque upon completion of the shift In the device
An engine control device characterized by temporarily increasing at least one of the throttle opening and the lift amount after a shift is completed, to a control target value corresponding to an accelerator operation amount. Control of the engine that performs torque control during shifting by adjusting the intake air amount based on the control of the throttle opening and the intake valve lift amount, thereby reducing the engine torque during the shift and increasing the reduced engine torque upon completion of the shift In the device
When the engine torque is reduced during the shift, the throttle opening is set larger than before the shift, and the lift amount is set smaller. The engine control device according to claim 3, wherein the throttle opening is set to be larger than the opening according to an accelerator operation amount when the engine torque is reduced during the shift. The ignition timing is retarded when the intake air amount introduced into the engine is suddenly increased, and the retard control is prohibited when the intake air amount is increased during the shift torque control. The engine control device according to claim 1.

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