JP2007170198A - Torque control device of internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a torque control device of an internal combustion engine having high torque controllability by correcting torque after torque variation due to variation in combustion is suppressed. <P>SOLUTION: When a surge level is higher than a predetermined value A, a drive force control is prohibited (step 110). The variation in combustion of the internal combustion engine is suppressed by correcting the opening timing of an intake valve by a VVT mechanism (step 112). When the surge level is equal to or lower than the predetermined value A, the execution of the drive force control is permitted (step 118). <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a torque control device for an internal combustion engine.

  There is known a device that predicts torque generated by an input command such as an accelerator operation and corrects the predicted torque so as to suppress vehicle vibration using a motion model (see, for example, Patent Document 1).

JP 2004-168148 A JP-A-6-101609 JP 2002-227686 A

  However, when the combustion state of the internal combustion engine is unstable, the predicted torque is different from the actual torque. In this case, since the controllability of torque is reduced, there is a possibility that sufficient vibration suppression control cannot be performed.

  The present invention has been made to solve the above-described problems. An internal combustion engine capable of realizing high torque controllability by executing torque correction after suppressing torque fluctuation due to combustion fluctuation. An object of the present invention is to provide an engine torque control device.

In order to achieve the above object, the first invention provides a combustion fluctuation detecting means for detecting a combustion fluctuation of the internal combustion engine during steady operation,
Combustion fluctuation suppressing means for suppressing combustion fluctuation of the internal combustion engine;
And a torque control means for correcting the torque of the internal combustion engine after the combustion fluctuation is suppressed by the combustion fluctuation suppressing means when the combustion fluctuation of the internal combustion engine is detected by the combustion fluctuation detecting means. It is characterized by.

Further, in a second invention according to the first invention, required torque calculation means for calculating a required torque of the internal combustion engine based on an accelerator opening,
Vehicle behavior detecting means for detecting vehicle behavior,
The torque control means includes required torque correction means for correcting the required torque calculated by the required torque calculation means based on the vehicle behavior detected by the vehicle behavior detection means, and combustion fluctuation suppression by the combustion fluctuation suppression means. The correction of the required torque by the required torque correction means is prohibited until the torque is suppressed.

Further, a third invention further comprises a vibration amount calculating means for calculating the vibration amount of the vehicle based on the rotational fluctuation amount of the drive wheel in the first invention,
The torque control unit includes a vibration suppression unit that suppresses the vibration of the vehicle by correcting the fuel injection amount, and suppresses the vibration of the vehicle by the vibration suppression unit until the combustion variation is suppressed by the combustion variation suppression unit. It is forbidden.

Further, a fourth invention further comprises air-fuel ratio control means for performing feedback control of the air-fuel ratio of the internal combustion engine in the first invention,
The torque control unit executes suppression of combustion fluctuations by suppressing the fuel fluctuations at a temperature higher than a temperature at which feedback control by the air-fuel ratio control unit is possible and lower than a complete warm-up temperature of the internal combustion engine. It is characterized by being.

  According to the first aspect of the invention, after suppressing the combustion fluctuation of the internal combustion engine, the torque of the internal combustion engine is corrected. Therefore, after torque fluctuation due to combustion fluctuation is suppressed, torque correction is executed, so that high torque controllability can be realized.

  According to the second aspect, since the correction of the required torque is prohibited until the combustion fluctuation is suppressed, the required torque is corrected after the influence of the combustion fluctuation is eliminated. Therefore, the required torque can be corrected with high accuracy.

  According to the third aspect of the invention, since suppression of vehicle vibration is prohibited until combustion fluctuation is suppressed, vibration suppression of the vehicle is performed after the influence of combustion fluctuation is eliminated. Therefore, the vibration of the vehicle can be sufficiently suppressed.

  According to the fourth aspect of the invention, the combustion fluctuation is suppressed from the time when the combustion state before the internal combustion engine is completely warmed up is suppressed, so that it is possible to execute torque control at an early stage.

  Embodiments of the present invention will be described below with reference to the drawings. In addition, the same code | symbol is attached | subjected to the element which is common in each figure, and the overlapping description is abbreviate | omitted.

Embodiment 1 FIG.
[System configuration]
FIG. 1 is a diagram for explaining a system configuration according to the first embodiment of the present invention. The system according to the first embodiment includes an internal combustion engine 1. The internal combustion engine 1 has a plurality of cylinders 2. FIG. 1 shows only one cylinder among a plurality of cylinders.

  The internal combustion engine 1 includes a cylinder block 6 having a piston 4 therein. The cylinder block 6 is provided with a cooling water temperature sensor 7 for detecting the cooling water temperature. The piston 4 is connected to the crankshaft 8 via a crank mechanism. A crank angle sensor 9 is provided in the vicinity of the crankshaft 8. The crank angle sensor 9 is configured to detect the rotation angle of the crankshaft 8.

  A cylinder head 10 is assembled to the upper part of the cylinder block 6. A space from the upper surface of the piston 4 to the cylinder head 10 forms a combustion chamber 12. The cylinder head 10 is provided with an in-cylinder pressure sensor 13 for detecting the pressure in the combustion chamber 12 (hereinafter referred to as “in-cylinder pressure”). The cylinder head 10 is provided with an injector 14 that directly injects fuel into the combustion chamber 12. The cylinder head 10 is provided with a spark plug 16 that ignites the air-fuel mixture in the combustion chamber 12.

  The cylinder head 10 includes an intake port 18 that communicates with the combustion chamber 12. An intake valve 20 is provided at a connection portion between the intake port 18 and the combustion chamber 12. The intake valve 20 is driven by a variable valve timing mechanism (hereinafter referred to as “VVT mechanism”) 22. The VVT mechanism 22 is configured to be able to change the valve opening timing of the intake valve 20. More specifically, the VVT mechanism 22 is configured to be able to change the valve opening phase of the intake valve 20 in a range from the most advanced angle to the most retarded angle determined by the structure of the mechanism. An intake passage 24 is connected to the intake port 18. A surge tank 26 is provided in the middle of the intake passage 24.

  A throttle valve 28 is provided upstream of the surge tank 26. The throttle valve 28 is an electronically controlled valve that is driven by a throttle motor 29. The throttle valve 28 is driven based on the accelerator opening AA detected by the accelerator opening sensor 30. A throttle opening sensor 31 is provided in the vicinity of the throttle valve 28. The throttle opening sensor 31 is configured to detect the throttle opening TA. An air flow meter 32 is provided upstream of the throttle valve 28. The air flow meter 32 is configured to detect the intake air amount Ga. An air cleaner 34 is provided upstream of the air flow meter 32.

  Further, the cylinder head 10 includes an exhaust port 36 that communicates with the combustion chamber 12. An exhaust valve 38 is provided at a connection portion between the exhaust port 36 and the combustion chamber 12. An exhaust passage 40 is connected to the exhaust port 36. The exhaust passage 40 is provided with a catalyst 42 that purifies the exhaust gas. An air-fuel ratio sensor 44 that detects the exhaust air-fuel ratio is provided upstream of the catalyst 42.

Further, the system of the present embodiment includes an ECU (Electronic Control Unit) 60 as a control device. An injector 14, a spark plug 16, a VVT mechanism 22, a throttle motor 29, and the like are connected to the output side of the ECU 60. On the input side of the ECU 60, in addition to the coolant temperature sensor 7, the crank angle sensor 9, the in-cylinder pressure sensor 13, the accelerator opening sensor 30, the throttle opening sensor 31, the air flow meter 32, and the air / fuel ratio sensor 44, wheels for driving wheels A speed sensor 50 or the like is connected. The drive wheel wheel speed sensor 50 is configured to detect the rotational speed of the drive wheel. Further, the ECU 60 includes required torque calculation means 62, throttle opening calculation means 64, and required torque correction means 68 described later (see FIG. 2).
The ECU 60 executes overall control of the internal combustion engine such as fuel injection amount control, ignition timing control, or air-fuel ratio feedback control based on the output of each sensor.
Further, the ECU 60 calculates the engine speed NE based on the crank angle. Further, the ECU 60 calculates the load KL based on the intake air amount Ga detected by the air flow meter 32, for example. Further, the ECU 60 refers to a map stored in advance in the ECU 60 to calculate the opening timing of the intake valve 20 according to the engine speed NE and the load KL.

[Features of Embodiment 1]
In the above system, torque control (also referred to as “driving force control”) is performed so that the output torque of the internal combustion engine 1 becomes a desired torque (that is, a required torque from the vehicle driver). The torque control will be briefly described with reference to FIG.

FIG. 2 is a diagram illustrating an example of torque control. More specifically, FIG. 2 is a diagram for explaining torque demand control.
As shown in FIG. 2, when the accelerator opening AA detected by the accelerator opening sensor 30 is input to the required torque calculating means 62, the required torque calculating means 62 uses a mathematical expression or map such as a well-known engine model (not shown). Is used to calculate the required torque based on the accelerator opening AA. The calculated required torque is added to a correction amount calculated by a required torque correcting unit 68 described later, and is input to the throttle opening calculating unit 64.

  The throttle opening calculation means 64 calculates a target value of the throttle opening for realizing the required torque, using an equation such as an inverse model or a map. Then, the throttle motor 29 controls the opening of the throttle valve 28 to the target value calculated by the throttle opening calculation means 64. When the internal combustion engine 1 is operated in this state, the output of the internal combustion engine 1 is transmitted to the vehicle 66 and appears as vehicle behavior. The rotational speed of the drive wheel, which is one of the vehicle behaviors, is detected by a wheel speed sensor as the vehicle behavior detection means 50. Note that vehicle behavior other than the rotational speed of the drive wheels can include the rotational fluctuation amount of the drive wheels, acceleration that can be detected by the G sensor, and the like.

  The rotational speed of the drive wheel detected by the wheel speed sensor 50 is input to the required torque correction means 68. The required torque correction means 68 calculates a correction amount of the required torque based on the rotational speed of the drive wheel. That is, the required torque correction means 68 compares the rotational speed detected by the wheel speed sensor 50 with a predetermined rotational speed obtained by a map or a mathematical formula, and calculates a larger amount of required torque correction as the difference between the two increases. To do.

By the way, in the torque control described above, not the actual output torque but the vehicle behavior is detected. This vehicle behavior can be changed not only by the influence of resonance of the drive system that transmits the output of the internal combustion engine 1 to the drive wheels, but also by the influence of a vehicle surge due to combustion fluctuations of the internal combustion engine 1.
In recent years, operating conditions are often set near the combustion limit in order to improve fuel efficiency. Specifically, by setting the opening timing of the intake valve 20 in the vicinity of the allowable maximum advance angle position (see FIG. 3), a large amount of internal EGR is secured and fuel efficiency is improved. Under such operating conditions, a misfire may occur in a specific cylinder among a plurality of cylinders. Even when a misfire occurs in a specific cylinder, a desired torque cannot be obtained as in the case of the influence of resonance of the drive system. That is, when a vehicle surge occurs due to combustion fluctuations in the internal combustion engine 1, the actual torque is insufficient with respect to the required torque.
In such a case, even if the torque is corrected in consideration of only the influence of the resonance of the drive system, the combustion fluctuation of the internal combustion engine 1 is not necessarily suppressed. When the combustion fluctuation of the internal combustion engine 1 is not suppressed, that is, when the vehicle surge is not suppressed, there is a possibility that a desired torque cannot be obtained even if the torque is corrected. Further, even if a desired torque is obtained, there is a possibility that the fuel efficiency is deteriorated due to excessive correction.

  Therefore, in the first embodiment, before correcting the required torque calculated by the required torque calculating means 62, specifically, before adding the correction amount calculated by the required torque correcting means 68 to the required torque, A combustion fluctuation of the internal combustion engine 1 is detected. When the combustion fluctuation of the internal combustion engine 1 is detected, the combustion fluctuation of the internal combustion engine 1 is first suppressed, and then the required torque is corrected. As a result, the torque fluctuation due to the combustion fluctuation of the internal combustion engine 1 can be eliminated before the torque fluctuation due to the resonance of the drive system is corrected, so that the torque controllability can be improved.

With reference to FIG. 3, suppression of combustion fluctuations of the internal combustion engine 1 will be described. In order to suppress the combustion fluctuation of the internal combustion engine 1, it is necessary to change the control parameters of the internal combustion engine 1. In the first embodiment, among the plurality of control parameters, the valve opening timing of the intake valve 20 having the greatest sensitivity to the improvement of the combustion state of the internal combustion engine 1 is changed by the VVT mechanism 22.
FIG. 3 is a diagram illustrating an example of the relationship between torque and intake valve opening timing in the first embodiment. In the example shown in FIG. 3, in order to obtain the best fuel consumption, the valve opening timing of the intake valve 20 is set at a point A that is near the combustion limit. At point A, good fuel efficiency can be obtained by increasing the valve overlap amount and increasing the internal EGR amount. However, if the combustion state deteriorates in a certain cylinder, torque fluctuation occurs. When a vehicle surge is detected due to combustion fluctuations in the internal combustion engine 1, it is preferable to retard the valve opening timing of the intake valve 20 from point A to point B in order to improve the combustion state. At point B, the amount of valve overlap is reduced compared to point A, the amount of internal EGR is reduced, and fresh air is increased. Therefore, although the fuel efficiency is slightly deteriorated, the combustion state of the internal combustion engine 1 can be improved. . As a result, the torque difference between the cylinders can be suppressed, and the vehicle surge can be sufficiently suppressed.

  As described above, if the valve opening timing of the intake valve 20 is changed from the point A to the point B, the combustion fluctuation of the internal combustion engine 1 can be suppressed, but as shown in FIG. 3, the torque of the internal combustion engine 1 increases as it is. End up. In the first embodiment, in order to suppress this torque increase, the throttle opening degree TA is closed by a necessary amount according to the retard amount of the intake valve opening timing (see FIG. 4).

[Specific Processing in Embodiment 1]
FIG. 5 is a flowchart showing a routine executed by the ECU 60 in the first embodiment.
According to the routine shown in FIG. 5, first, it is determined whether or not the coolant temperature Tw is higher than a predetermined temperature C (step 100). The predetermined temperature C is a reference value for determining whether or not the internal combustion engine 1 has been completely warmed up, and is 76 ° C., for example. If it is determined in step 100 that the cooling water temperature Tw is equal to or lower than the predetermined temperature C, that is, if it is determined that the internal combustion engine is not completely warmed up, this routine is temporarily ended.

  If it is determined in step 100 that the coolant temperature Tw is higher than the predetermined temperature C, that is, if it is determined that the internal combustion engine 1 is completely warmed up, is the internal combustion engine 1 in steady operation? It is determined whether or not (step 102). In this step 102, it can be determined whether or not the steady operation is being performed based on the engine speed NE and the accelerator opening AA. In the present invention, the time of acceleration and deceleration excluding the time of sudden acceleration and sudden deceleration are included in the steady operation. If it is determined in step 102 that the vehicle is not in steady operation, for example, if it is during stop, idle operation, sudden acceleration, or sudden deceleration, this routine is terminated.

  If it is determined in step 102 that the steady operation is being performed, it is determined whether or not the no-surge flag is ON (step 104). This no-surge flag is a flag that is set to “1” when the detected surge level is low and it is determined that there is no surge (see step 116 described later). If it is determined in step 104 that the no-surge flag is ON, the vehicle surge level is detected based on the rotational fluctuation amount of the drive wheels (step 106). Here, the greater the amount of rotational fluctuation of the drive wheels, the greater the level of vehicle surge detected.

  Next, it is determined whether or not the surge level detected in step 106 is greater than a predetermined value A (step 108). The predetermined value A is a reference value for determining whether or not the combustion state of the internal combustion engine 1 needs to be improved. If it is determined in step 108 that the surge level is greater than the predetermined value A, execution of driving force control is prohibited (step 110). More specifically, in the example shown in FIG. 2, the correction of the required torque based on the vehicle behavior, that is, the addition of the correction amount calculated by the required torque correcting means 68 is prohibited. In this case, the torque control is open loop control.

  Next, in order to improve the combustion state of the internal combustion engine, the valve opening timing of the intake valve 20 is corrected by a predetermined amount by the VVT mechanism 22 (step 112). In the example shown in FIG. 3, the opening timing of the intake valve 20 is changed by a predetermined amount from point A to point B. Then, in order not to cause torque fluctuation due to the change in the valve opening timing, the throttle opening degree TA is corrected with reference to the map shown in FIG. 4 (step 114). FIG. 4 is a diagram showing an example of a map stored in the ECU 60 in order to calculate the correction amount of the throttle opening degree TA. In this map, the correction amount (closing amount) of the throttle opening degree TA is determined corresponding to the retardation amount of the valve opening timing of the intake valve 20. According to the map, the greater the retard amount of the valve opening timing of the intake valve 20, the greater the torque increase amount, so the closing amount of the throttle opening is increased.

  Thereafter, the process returns to step 108. If it is determined again in step 108 that the surge level is greater than the predetermined value A, the processes in steps 110 to 114 are executed again.

On the other hand, if it is determined in step 108 that the surge level is not more than the predetermined value A, that is, if it is determined that there is no vehicle surge, the no-surge flag is set to “ON” (step 116). Thereby, when this routine is started after the next time, “YES” is determined in the step 104.
Thereafter, execution of driving force control is permitted (step 118). More specifically, in the example shown in FIG. 2, the required torque is corrected by adding the correction amount calculated by the required torque correction means 68 to the required torque. In this case, the torque control is closed loop control.

  As described above, according to the routine shown in FIG. 5, when the coolant temperature is higher than the predetermined value C and the vehicle is in steady operation, the vehicle surge level is first detected. When the detected surge level is higher than the predetermined value A, driving force control is permitted after suppressing the vehicle surge by retarding the valve opening timing of the intake valve 20. Therefore, after the torque that has been deficient due to the vehicle surge is restored, torque control is performed in consideration of the resonance effect of the drive system. In other words, the torque controllability is improved because the required torque is corrected after the torque fluctuation due to the combustion fluctuation is eliminated.

  By the way, in the first embodiment, the vehicle surge is suppressed by changing the valve opening timing of the intake valve 20 by the VVT mechanism 22, but the invention is not limited to this. The vehicle surge can also be suppressed by changing the injection amount and the fuel injection timing. However, changing the valve opening timing of the intake valve 20 described above is more effective in improving the combustion state than changing these control parameters (the same applies to the second embodiment described later).

  In the example shown in FIG. 2, the control for calculating the throttle opening for realizing the required torque has been described. However, the present invention is not limited to this, and other engine control parameters (for example, fuel injection) are used for realizing the required torque. (Amount) may be controlled.

  In the first embodiment, the system for detecting the vehicle surge based on the rotational fluctuation amount of the drive wheel has been described. However, the vehicle surge is detected based on the fluctuation amount of the in-cylinder pressure detected by the in-cylinder pressure sensor 13. The present invention can be applied to a system to be detected (the same applies to a second embodiment described later). Also in this case, the same effect as in the first embodiment can be obtained.

  Further, in the routine shown in FIG. 5, when the coolant temperature is higher than the predetermined temperature C, that is, when the internal combustion engine is completely warmed up, the vehicle surge is detected and suppressed. As in the routine shown in FIG. 6, when the coolant temperature is not lower than the predetermined temperature B (<C) and not higher than the predetermined temperature C in step 120, detection and suppression of the vehicle surge may be executed. The predetermined temperature B is a temperature at which air-fuel ratio feedback is started, and is, for example, one of 25 to 35 ° C. Torque control can be performed early by detecting and suppressing vehicle surges from a stage where combustion is relatively unstable as in this modification. Therefore, further improvement in fuel consumption can be expected.

  In the first embodiment, the ECU 60 executes the process of step 112, so that the “combustion fluctuation suppressing means” in the first invention executes the process of step 118, and “ The “torque control means” and the “required torque correction means” implement the “torque control means” according to the second aspect of the present invention by executing the processing of step 110. Further, in the modification of the first embodiment, the “torque control means” according to the fourth aspect of the present invention is realized by the ECU 60 executing the process of step 120.

Embodiment 2. FIG.
Next, a second embodiment of the present invention will be described with reference to FIGS. The system of the seventh embodiment can be realized by causing the ECU 60 to execute a routine shown in FIG. 7 to be described later using the hardware configuration shown in FIG.

[Features of Embodiment 2]
In the first embodiment, the case where the required torque is corrected based on the vehicle behavior after suppressing the vehicle surge has been described.

In the second embodiment, a case where torsional vibration is suppressed after suppressing vehicle surge will be described.
A change in output torque of the internal combustion engine may cause torsional vibration in the drive system. This torsional vibration amount can be calculated based on the rotational fluctuation amount of the drive wheel. However, as described in the first embodiment, when the combustion fluctuation of the internal combustion engine 1 occurs, the rotation fluctuation amount increases. As a result, torsional vibration may not be suppressed with high accuracy.

  Therefore, in the second embodiment, the combustion fluctuation of the internal combustion engine 1 is detected before the torsional vibration is suppressed. And when the combustion fluctuation | variation of the internal combustion engine 1 is detected, after suppressing the combustion fluctuation | variation of the internal combustion engine 1, torsional vibration is suppressed. That is, the torsional vibration is suppressed after suppressing the vehicle surge. Thereby, before the torsional vibration is suppressed, the rotational fluctuation of the drive wheel based on the combustion fluctuation of the internal combustion engine 1 can be eliminated, so that the torsional vibration can be sufficiently suppressed.

[Specific Processing in Second Embodiment]
FIG. 7 is a flowchart showing a routine executed by the ECU 60 in the first embodiment.
According to the routine shown in FIG. 7, the processing of steps 100 to 108 is executed as in the first embodiment. If it is determined in step 108 that the surge level is greater than the predetermined value A, the suppression of torsional vibration is prohibited (step 122). That is, correction of the fuel injection amount for suppressing torsional vibration is prohibited. Thereafter, similarly to the first embodiment, the processing in steps 112 and 114 is executed, and then the processing returns to step 108.

  On the other hand, if it is determined in step 108 that the surge level is equal to or less than the predetermined value A, that is, if it is determined that there is no vehicle surge, the processing of step 116 is executed, and then the torsional vibration amount is calculated ( Step 124). In this step 124, the rotational fluctuation amount of the drive wheel that is an index of the torsional vibration amount is detected. At this time, since the vehicle surge is already suppressed, the rotational fluctuation due to the combustion fluctuation of the internal combustion engine 1 is eliminated.

  Next, the torsional vibration is suppressed by correcting the fuel injection amount (step 126). Here, as the correction amount of the fuel injection amount, a value corresponding to the rotation fluctuation amount calculated in step 124 is obtained with reference to the map shown in FIG. FIG. 8 is a diagram illustrating an example of a map stored in the ECU 60 for calculating the correction amount of the fuel injection amount. In this map, the correction amount of the fuel injection amount is determined corresponding to the rotation fluctuation amount. FIG. 8 shows a map for calculating the correction amount during acceleration (solid line) and a map for calculating the correction amount during deceleration (broken line).

  As described above, according to the routine shown in FIG. 7, after suppressing the vehicle surge, the torsional vibration amount is calculated based on the rotational fluctuation amount, and the torsional vibration is suppressed by correcting the fuel injection amount. Therefore, before the torsional vibration is suppressed, the rotational fluctuation of the driving wheel due to the vehicle surge can be eliminated, so that the torsional vibration can be sufficiently suppressed.

  In the second embodiment, the ECU 60 executes the process of step 124, so that the “vibration amount calculating means” in the third invention executes the process of step 126, and “ The “vibration control means” executes the processing of step 122, thereby realizing the “torque control means” in the third invention.

It is a figure for demonstrating the system configuration | structure of Embodiment 1 of this invention. It is a figure which shows an example of torque control. In Embodiment 1 of this invention, it is a figure which shows an example of the relationship between a torque and an intake valve opening timing. It is a figure which shows an example of the map which ECU60 has memorize | stored in order to calculate the corrected amount of throttle opening TA. 5 is a flowchart showing a routine that is executed by the ECU 60 in the first embodiment of the present invention. 7 is a flowchart showing a routine executed by ECU 60 in a modification of the first embodiment of the present invention. In Embodiment 2 of this invention, it is a flowchart which shows the routine which ECU60 performs. It is a figure which shows an example of the map which ECU60 has memorize | stored in order to calculate the corrected amount of fuel injection quantity.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Internal combustion engine 2 Cylinder 4 Piston 6 Cylinder block 7 Cooling water temperature sensor 8 Crankshaft 9 Crank angle sensor 10 Cylinder head 12 Combustion chamber 13 In-cylinder pressure sensor 14 Injector 16 Spark plug 18 Intake port 20 Intake valve 22 Variable valve timing mechanism 24 Intake passage 26 Surge tank 28 Throttle valve 29 Throttle motor 30 Accelerator opening sensor 31 Throttle opening sensor 32 Air flow meter 34 Air cleaner 36 Exhaust port 38 Exhaust valve 40 Exhaust passage 42 Catalyst 44 Air-fuel ratio sensor 50 Wheel speed sensor for driving wheels 60 ECU
62 Required torque calculating means 64 Throttle opening calculating means 66 Vehicle 68 Required torque correcting means

Claims (4)

Combustion fluctuation detecting means for detecting the combustion fluctuation of the internal combustion engine during steady operation;
Combustion fluctuation suppressing means for suppressing combustion fluctuation of the internal combustion engine;
And a torque control means for correcting the torque of the internal combustion engine after the combustion fluctuation is suppressed by the combustion fluctuation suppressing means when the combustion fluctuation of the internal combustion engine is detected by the combustion fluctuation detecting means. An internal combustion engine torque control device. The torque control device for an internal combustion engine according to claim 1,
A required torque calculating means for calculating a required torque of the internal combustion engine based on an accelerator opening;
Vehicle behavior detecting means for detecting vehicle behavior,
The torque control means includes required torque correction means for correcting the required torque calculated by the required torque calculation means based on the vehicle behavior detected by the vehicle behavior detection means, and combustion fluctuation suppression by the combustion fluctuation suppression means. A torque control device for an internal combustion engine, which prohibits the correction of the required torque by the required torque correction means until the control is suppressed. The torque control device for an internal combustion engine according to claim 1,
A vibration amount calculating means for calculating a vibration amount of the vehicle based on the rotational fluctuation amount of the drive wheel;
The torque control unit includes a vibration suppression unit that suppresses the vibration of the vehicle by correcting the fuel injection amount, and suppresses the vibration of the vehicle by the vibration suppression unit until the combustion variation is suppressed by the combustion variation suppression unit. A torque control device for an internal combustion engine, characterized in that The torque control device for an internal combustion engine according to claim 1,
Further comprising air-fuel ratio control means for performing feedback control of the air-fuel ratio of the internal combustion engine,
The torque control unit executes suppression of combustion fluctuations by suppressing the fuel fluctuations at a temperature higher than a temperature at which feedback control by the air-fuel ratio control unit is possible and lower than a complete warm-up temperature of the internal combustion engine. An internal combustion engine torque control apparatus comprising:

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