JP2007315203A - Apparatus for controlling engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To perform the control for suppressing the vibration of a drive system without extracting resonance frequency components of the drive system one by one. <P>SOLUTION: An apparatus for controlling an engine calculates a differential rotation speed ΔNe from the difference between the engine rotation speed Ne which is calculated based on a signal from a crank angle sensor 32 and the engine rotation speed Nef after filtering which is calculated based on the signal after filtering the signal from the crank angle sensor 32 by means of a filter for damping the resonance frequency components of the drive system (S21). and then calculates an ignition timing correcting quantity "adv_a" for damping the vibrations of the drive system based on the differential rotation speed ΔNe (S25). Then, the final ignition timing "adv" is set by adding the ignition timing correcting quantity "adv_a" to the reference ignition timing "adv_base" set based on the engine rotation speed Nef after filtering and a reference fuel injection quantity Tp. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an engine control device that suppresses a surge generated in a vehicle by controlling the output torque of the engine.

  In general, in vehicles such as automobiles, it is known that a power transmission system resonates due to engine torque fluctuations, and low-frequency vibration (surge) occurs in the vehicle front-rear direction. That is, the drive system is composed of a power transmission system such as a transmission, a drive shaft, and a propeller shaft, but each such power transmission system has a unique resonance frequency (about 1 to several tens of Hz). When the torque fluctuation component of the engine matches the resonance frequency, the torque fluctuation component is amplified and transmitted to the drive wheels, and appears as vibration in the front-rear direction of the vehicle.

  As a technique for suppressing the generation of a surge, a technique for controlling an engine that is a vibration source, or a technique for using a vibration transmission system typified by a drive system and its surrounding parts as a damping structure can be considered. However, in order to make the entire vibration transmission system a vibration-damping structure, not only the entire device is increased in size but also the cost is increased. Therefore, in general, by controlling the ignition timing of the engine and the fuel injection amount, Is suppressed.

For example, Patent Document 1 (Japanese Patent Laid-Open No. 2003-41987) discloses a technique for correcting the ignition timing and fuel injection amount of an engine to avoid the occurrence of a surge. That is, in this document, first, a filter coefficient of a band-pass filter is set based on the resonance frequency at the current gear position and the engine speed, and the resonance frequency component is extracted by this band-pass filter. Next, the phase of the extracted resonance frequency component is adjusted, and the resonance frequency component after the phase adjustment is converted into torque to determine the required torque reduction amount. Thereafter, the ignition timing is retarded in accordance with the required torque reduction amount, and the fuel injection amount is corrected to decrease, so that the vibration frequency of the drive system is removed from the resonance frequency.
Japanese Patent Laid-Open No. 2003-41987

  In the technique disclosed in the above-mentioned document, when the resonance of the drive system is suppressed, phase adjustment is performed in order to adapt the extracted resonance frequency component torque to the fuel injection timing, and the engine torque is increased by the resonance frequency component torque. It is controlled to reduce.

  However, the resonance frequency of the power transmission system changes due to the influence of gear position, torsional rigidity of the drive system, vehicle weight, etc. Change.

  As a result, it becomes difficult to uniquely extract the resonance frequency of the drive system, and there is a problem that it is impossible to efficiently attenuate the surge generated in the vehicle by absorbing the influence of the above-described fluctuation factors.

  In view of the above circumstances, the present invention provides an engine control capable of performing vibration suppression control of drive system vibration without extracting a resonance frequency component of the drive system and without being affected by changes in usage environment or deterioration with time. An object is to provide an apparatus.

  In order to achieve the above object, an engine control apparatus according to the present invention comprises an engine speed calculating means for calculating an engine speed based on rotation of a crankshaft, a filter means for attenuating a resonance frequency component of a drive system, and the crankshaft. A filtered engine speed calculating means for calculating a filtered engine speed based on a signal obtained by filtering a signal for detecting rotation of the engine by the filter means, the engine speed and the filtered engine speed, A differential rotation calculating means for calculating the differential rotation of the motor, a correction amount calculating means for calculating a correction amount for damping the vibration of the drive system based on the differential rotation, and correcting the output torque control amount of the engine by the correction amount And a final output torque control amount setting means for setting the final output torque control amount.

  According to the present invention, since the correction amount for damping the drive system vibration is calculated based on the differential rotation between the engine speed and the filtered engine speed, the resonance frequency component of the drive system is calculated one by one. It is possible to perform vibration suppression control of drive system vibration without extraction and without being affected by changes in the use environment and deterioration with time.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

[First Embodiment]
FIG. 1 is an overall configuration diagram of the engine, and FIG.

  Reference numeral 1 in FIG. 1 denotes an engine, which in the present embodiment is a horizontally opposed engine. An automatic transmission (not shown) that constitutes a power plant together with the engine 1 is connected to the output shaft of the engine 1. Cylinder heads 2 are provided in both the left and right banks of the cylinder block 1a of the engine 1, and each cylinder head 2 is formed with an intake port 2a and an exhaust port 2b.

  An intake manifold 3 is communicated with each intake port 2 a of the cylinder head 2, and an upstream side of the intake manifold 3 is gathered in an air chamber 4. Further, a throttle chamber 5 communicates with the upstream side of the air chamber 4, and a throttle valve 5 a is interposed in the throttle chamber 5. The throttle valve 5a is mechanically linked to an accelerator pedal (not shown) to form a normal throttle mechanism, or the valve opening is electronically controlled via a throttle actuator (not shown). Any of those constituting an electronically controlled throttle may be used.

  Further, an air cleaner 7 is attached to the upstream side of the throttle chamber 5 via an intake pipe 6, and the air cleaner 7 is communicated with the air intake chamber 8. An injector 11 is disposed immediately upstream of the intake port 2 a of each cylinder of the intake manifold 3. Further, for each cylinder of the cylinder head 2, a spark plug 17 that exposes the discharge electrode at the tip to the combustion chamber is attached, and an igniter 18 is connected to the spark plug 17.

  On the other hand, an exhaust manifold 20 is communicated with each exhaust port 2 b of the cylinder head 2, an exhaust pipe 21 is communicated with a collecting portion of the exhaust manifold 20, and a downstream end of the exhaust pipe 21 is communicated with a muffler 23. In addition, catalysts 22A and 22B are interposed on the upstream side and the downstream side of the exhaust pipe 21, respectively.

  An intake air amount sensor 24 is provided immediately downstream of the air cleaner 7 of the intake pipe 6, and a throttle opening sensor 25 for detecting the opening of the throttle valve 5a is connected to the throttle valve 5a. Further, a crank angle sensor 32 for detecting the crank angle from the rotation of the crank rotor 1c (crankshaft 1b) is provided on the outer periphery of the crank rotor 1c that is attached to the crankshaft 1b of the engine 1. As will be described later, the engine speed Ne is calculated based on the crank angle detected by the crank angle sensor 32.

  Reference numeral 40 in FIG. 2 denotes an engine control unit (ECU) that controls the engine 1. Calculation of control amounts and output of control signals for actuators such as the injector 11 and the igniter 18, that is, fuel injection control, ignition The operating state of the engine 1 such as timing control is controlled.

  The ECU 40 is composed mainly of a computer (microcomputer) in which a CPU 41, a ROM 42, a RAM 43, a backup RAM 44, a counter / timer group 45, and an I / O interface 46 are connected to each other via a bus line. A peripheral circuit such as a constant voltage circuit 47 for supplying power, a drive circuit 48 connected to the I / O interface 46, and an A / D converter 49 is incorporated. The counter / timer group 45 includes a free run counter, various counters such as a cylinder discrimination sensor signal (cylinder discrimination pulse) counting counter, a fuel injection timer, an ignition timer, and a periodic interrupt for generating a periodic interrupt. For convenience, various timers such as a timer for timer, an input interval timing timer for crank angle sensor signals, and a watchdog timer for system abnormality monitoring are collectively referred to, and various software counters and timers are used.

  The constant voltage circuit 47 is connected to the battery 51 via the first relay contact of the power supply relay 50 having two relay contacts, and is directly connected to the battery 51, and the ignition switch 52 is turned on. When the contact of the power supply relay 50 is closed, power is supplied to each part in the ECU 40, while power for backup is always supplied to the backup RAM 44 regardless of whether the ignition switch 52 is ON / OFF. Furthermore, a power supply line for supplying power from the battery 51 to each actuator is connected to the second relay contact of the power supply relay 50.

  The input port of the I / O interface 46 is connected to an ignition switch 52, a crank angle sensor 32, a vehicle speed sensor 36 that detects the vehicle speed, and the like, and an automatic transmission (not shown) that is connected to the engine 1. ) And a lock-up signal from a transmission control unit (TCU) 31 that performs ON / OFF control of a lock-up clutch provided in the torque converter.

  Further, an input port of the I / O interface 46 is connected to an accelerator for detecting an accelerator opening from an intake air amount sensor 24, a throttle opening sensor 25, and an accelerator pedal depression amount via an A / D converter 49. The opening sensor 28 and the like are connected, and the battery voltage VB is input and monitored.

  On the other hand, to the output port of the I / O interface 46, the relay coil of the power relay 50, the injector 11 and the like are connected via the drive circuit 48, and the igniter 18 is connected.

  In the CPU 41, in accordance with a control program stored in the ROM 42, the detection signals from the sensors / switches input via the I / O interface 46, the battery voltage, and the like are processed, and various data stored in the RAM 43, and Based on various learning value data stored in the backup RAM 44, fixed data stored in the ROM 42, etc., the fuel injection amount, the duty ratio of the drive signal with respect to the ignition timing, etc. are calculated, and the fuel injection control, ignition timing control, etc. Perform engine control.

  In the ignition timing control, based on the engine speed Ne calculated from the interval time of the crank angle signal detected by the crank angle sensor 32 and the signal after the crank angle signal is filtered to attenuate the drive system vibration frequency. Ignition timing correction amount adv_a as a correction amount for generating torque for damping drive system vibration based on the calculated differential rotation ΔNe with filtered engine speed Nef and change rate dNef of filtered engine speed Nef Is calculated. Then, the basic ignition timing adv_base as the output torque control amount is corrected by the ignition timing correction amount adv_a, and the final ignition timing adv as the final output torque control amount is calculated (adv ← adv_base + adv_a).

  Specifically, the ignition timing control executed by the ECU 40 described above is processed according to the flowcharts shown in FIGS.

  When the ignition switch 52 is turned on and the ECU 40 is activated, first, the ignition timing control routine shown in FIG. 3 is executed, and it is checked whether or not the operating region is in the surge control region according to the determination conditions of steps S1 to S6. The surge generated in the vehicle appears when the torque fluctuation component is amplified when the torque fluctuation component of the engine 1 matches the specific resonance frequency of the drive system. The resonance frequency of the drive system is as low as about 1 to several tens of Hz, and the sensation of the occupant's vibrations is in the band of about 2 to 7 Hz. In steps S1 to S5, it is checked whether or not the surge generated in the vehicle is in a problem area, that is, whether or not the driving area is in an area where the passenger feels uncomfortable due to the occurrence of the surge (control area).

  In step S1, it is checked whether or not the running state is running at a constant speed from the change in the accelerator pedal depression amount. In other words, the passenger is more likely to feel uncomfortable the surge generated in the vehicle during constant speed traveling than during acceleration / deceleration traveling. Therefore, the change amount Δacc for each calculation period of the accelerator opening θacc calculated based on the signal from the accelerator opening sensor 28 is compared with a preset threshold value for determining a small opening change amount. When the change amount Δacc is smaller than the small opening change determination threshold value, it is determined that constant speed operation is being performed, and the process proceeds to step S2. On the other hand, when the change amount Δacc is larger than the small opening change determination threshold, it is determined that the vehicle is accelerating / decelerating, and the process jumps to step S8.

  In step S2, it is checked whether or not the engine speed Ne is in the low speed range. This is because the engine rotational fluctuation appears relatively large in the low rotational speed region and easily matches the natural resonance frequency of the drive system. When it is determined that the engine rotational speed Ne is in the low rotational speed region, the process proceeds to step S3, and when it is determined that the engine rotational speed Ne is in the medium / high rotational speed region, the process jumps to step S8.

  In step S3, based on the engine speed Ne calculated on the basis of the crank angle signal detected by the crank angle sensor 32 and the intake air amount Q detected by the intake air amount sensor 24, the intake per unit speed indicating the engine load. The air amount Q / Ne is calculated, and it is checked whether or not the engine load is in a low load state based on whether or not the intake air amount Q / Ne per unit rotational speed is within the set range. In general, in a low load region, control is performed to improve fuel efficiency by leaning the air-fuel ratio. For this reason, in a low load region, torque fluctuations are likely to increase and surges are likely to occur.

  When the intake air amount Q / Ne per unit rotational speed is in a region where a surge in the set range is likely to occur, the process proceeds to step S4, and the intake air amount Q / Ne per unit rotational speed is set from the set range. If it is determined that the region is out of the middle / high load region, the process jumps to step S8.

  In step S4, the shift signal from the TCU 31 is read to check whether the gear position of the automatic transmission is within a preset designated range. The resonance frequency of the drive system is different for each gear position, and the specified range of the gear position is such that the torque fluctuation component of the engine 1 easily matches the resonance frequency of the drive system (for example, R, 1st speed, 2nd speed, (3rd speed) is set. When the gear position is within the specified range, the process proceeds to step S5, and when the gear position is out of the specified range, the process jumps to step S8.

  In step S5, it is determined based on the lockup signal from the TCU 31 whether or not the lockup clutch is engaged. In the lock-up clutch engaged state in which the lock-up signal is ON, the engine 1 and the drive wheels are directly connected, so that a passenger can easily experience a surge. On the other hand, in the unlocked clutch release state in which the lockup signal is OFF, a torque converter is interposed between the engine 1 and the drive wheels, and this torque converter reduces the sense of surge.

  Accordingly, when the lockup signal is ON and the lockup clutch is engaged, the process proceeds to step S6, and when the lockup signal is OFF and the lockup clutch is released, the process proceeds to step S8.

  Note that this embodiment can be applied to a manual transmission. In this case, in step S4, the gear position is determined based on the ratio between the engine speed Ne and the vehicle speed V, and in step S5, based on the clutch switch signal that detects depression of the clutch pedal, the clutch switch is turned on. Whether the clutch is engaged or the clutch switch is OFF.

  In step S6, it is checked whether or not the interfering torque control is performed in the engine control or the transmission control. Interfering torque control is control in which drive system vibration is damped as a result, and includes, for example, slip lockup control, acceleration / deceleration control, and knock control at ignition timing. When the interfering torque control is not performed, the process proceeds to step S7, and when the interfering torque control is performed, the process proceeds to step S8.

  Then, when all the conditions of steps S1 to S6 are satisfied and the operation region is determined to be in the surge control region and the process proceeds to step S7, the ignition timing is set to suppress the occurrence of the surge by retarding the ignition timing. The correction control is executed and the routine is exited. On the other hand, even if one of the conditions of steps S1 to S6 is not satisfied and it is determined that the operation region is out of the surge control region and the process proceeds to step S7, normal ignition timing control is executed and the routine is exited. In addition, since normal ignition timing control only employs a known technique, a description thereof will be omitted.

  The ignition timing correction control executed in step S7 is processed according to the ignition timing correction control subroutine shown in FIG.

  In this routine, first, the engine speed Ne is calculated based on the crank angle signal detected by the crank angle sensor 32 in step S11. Therefore, the process of step S11 corresponds to an engine speed calculation means.

  Next, in step S12, the vibration frequency component of the drive system is attenuated by the digital filter (low-pass filter or band-pass filter) process (this process corresponds to the filter means), and the vibration frequency component is attenuated. The engine speed (hereinafter referred to as “filtered engine speed”) Nef is calculated based on the subsequent crank angle signal. Accordingly, the processing in step S12 corresponds to the filtered engine speed calculating means. In this embodiment, the vibration frequency component is set to a frequency band (for example, about 2 to 7 Hz) that is easily felt by a passenger as a surge, but may be set to a wider band.

  Next, the process proceeds to step S13, and the basic fuel injection amount Tp to be substituted as the engine load is read. This basic fuel injection amount Tp is calculated by the fuel injection control system and is calculated based on the intake air amount Q and the engine speed Ne (Tp ← K * Q / Ne, where K is the injector characteristic) Correction constant).

  Thereafter, the process proceeds to step S14, where the basic ignition timing map adv_base is set by referring to the basic ignition timing map with interpolation calculation based on the filtered engine speed Nef and the basic fuel injection amount Tp. The basic ignition timing map is a three-dimensional map having the basic fuel injection amount Tp and the engine rotational speed Ne as lattice axes, and the optimal basic ignition timing adv_base obtained by simulation or experiment in advance is stored in each lattice point. Has been. The basic ignition timing adv_base is given as an advance value based on the compression top dead center (TDC).

  Next, the process proceeds to step S15, and the ignition timing correction amount adv_a is set. This ignition timing correction amount adv_a is set according to an ignition timing correction amount setting subroutine shown in FIG.

  In this routine, first, in step S21, a differential rotation ΔNe between the engine speed Ne and the filtered engine speed Nef is calculated (ΔNe ← Ne−Nef). Therefore, the process of step S21 corresponds to a differential rotation calculation means.

  Since the vibration frequency component of the drive system appears on the crankshaft 1b of the engine 1 that is directly connected to the drive system, it can be predicted from the rotation fluctuation of the crankshaft 1b, and the vibration component of the drive system is included in the differential rotation ΔNe. Expressed. In the present embodiment, the filtered engine speed Nef is calculated based on the crank angle signal filtered in the ECU 40. For example, the crank angle signal is processed by a filter circuit (LPF or BPF). Compared with the case where the calculation is based on the later signal, the noise component is less likely to be mixed, and the vibration frequency component of the drive system can be expressed with higher accuracy from the differential rotation ΔNe.

Then, the process proceeds to step S22, and the first ignition correction amount adv_a1 is calculated from the following equation based on the differential rotation ΔNe.
adv_a1 ← ΔNe * K1
Here, K1 is an antiphase coefficient. When attenuating vibration, a method of multiplying the vibration frequency (differential rotation ΔNe in the present embodiment) by an antiphase is often used. Therefore, the antiphase coefficient K1 according to the present embodiment is set to a negative predetermined value, and the first ignition correction amount adv_a1 is in antiphase with respect to the differential rotation ΔNe. Therefore, the final ignition timing adv described later is the first ignition timing adv. The angle is retarded by the ignition correction amount adv_a1.

  Next, in step S23, a change rate dNef per calculation cycle of the filtered engine speed Nef is calculated (dNef ← Nef (current) / Nef (previous)), and the process proceeds to step S24, where a table is based on the change rate dNef. Is calculated with interpolation calculation, or the second ignition correction amount adv_a2 is calculated from an arithmetic expression. The post-filter engine speed Nef is calculated based on the filtered crank angle signal, and thus the signal is rounded. The second ignition correction amount adv_a2 is for correcting the rounded signal. Basically, it is set to a value proportional to the rate of change dNef.

  Thereafter, when the routine proceeds to step S25, the ignition timing correction amount adv_a is calculated by adding the second ignition correction amount adv_a2 to the first ignition correction amount adv_a1 (adv_a ← adv_a1 + adv_a2).

  Next, in steps S26 and S27, the ignition timing correction amount adv_a is subjected to a limiter process. In step S26, the ignition timing correction amount adv_a is compared with the ignition lower limit value adv_min. When the ignition timing correction amount adv_a is equal to or greater than the ignition lower limit value adv_min (adv_a ≧ adv_min), the process proceeds to step S27. When the ignition timing correction amount adv_a is less than the ignition lower limit value adv_min (adv_a <adv_min), the process proceeds to step S28. Branch. In step S28, the ignition timing correction amount adv_a is set as the ignition lower limit value adv_min (adv_a ← adv_min), and the process proceeds to step S16 in FIG.

  On the other hand, when the process proceeds to step S27, the ignition timing correction amount adv_a is compared with the ignition upper limit value adv_max. When the ignition timing correction amount adv_a is equal to or smaller than the ignition upper limit value adv_min (adv_a ≦ adv_max), the process proceeds to step S16 in FIG. If the ignition timing correction amount adv_a is higher than the ignition upper limit value adv_max (adv_a> adv_max), the process branches to step S29, and the ignition timing correction amount adv_a is set as the ignition upper limit value adv_max (adv_a ← adv_max), FIG. The process proceeds to step S16.

  The above-described ignition lower limit value adv_min and ignition upper limit value adv_max are values obtained in advance by simulation or experiment, and are values that allow the ignition timing correction amount adv_a to fall within an appropriate torque range for damping drive system vibration. Is set to Note that the processing performed in steps S25 to S28 corresponds to correction amount calculation means.

  When the process proceeds to step S16 in FIG. 4, the ignition timing correction amount adv_a is added to the basic ignition timing adv_base to set the final ignition timing adv given by the advance value based on the compression top dead center (TDC). (Adv ← adv_base + adv_a). Note that the processing in step S16 corresponds to final output torque control amount setting means.

  In step S17, the final ignition timing adv is set in the ignition timer and the routine is exited. Since the basic ignition timing adv_base is corrected by the ignition timing correction amount adv_a for damping the drive system vibration, the torque fluctuation component of the engine 1 is optimally shifted from the resonance frequency of the drive system. Set to frequency.

  As described above, according to the present embodiment, when the drive system vibration is suppressed, the resonance frequency component of the drive system is not extracted one by one, but based on the difference rotation ΔNe between the engine speed Ne and the filtered engine speed Nef. Since the ignition timing correction amount adv_a for damping the drive system vibration is set, optimal drive system vibration damping control can be performed without being affected by changes in the use environment or deterioration over time. Can do.

  FIG. 6 shows changes in the ignition timing after the ignition timing correction according to the present embodiment, the engine speed Ne at that time, and the vehicle longitudinal G (acceleration). FIG. 7 shows changes in the ignition timing at which the ignition timing is not corrected, the engine speed Ne at that time, and the vehicle longitudinal G.

  As shown in FIG. 7, when ignition timing correction is not performed, fluctuations in engine speed due to resonance of the drive system are detected, whereby the vehicle body longitudinal G vibrates greatly at P1.5 m / s (PP). ing. On the other hand, as shown in FIG. 6, when the ignition timing correction according to the present embodiment is performed, the ignition timing is finely oscillated by the ignition timing correction amount adv_a. As a result, fluctuations due to drive system resonance, which are fluctuations in the engine speed Ne, are suppressed, and as a result, the vehicle front-rear G is suppressed to about 0.5 m / s (PP), thereby reducing discomfort to the passengers. Can do.

  The present invention is not limited to the above-described embodiment. For example, the filtering process is performed on the crank angle signal output from the crank angle sensor 32. However, the ECU 40 is based on the crank angle signal before the filtering process. The calculated engine speed Ne may be filtered to calculate the filtered engine speed Nef. Alternatively, if an environment in which noise components due to disturbance or the like are not likely to be mixed in the crank angle signal input to the ECU 40, the crank angle signal before being input to the ECU 40 may be subjected to analog processing using a filter circuit. Good. In this case, this filter circuit becomes the filter means.

  In this embodiment, the case where the output torque control is performed by the ignition timing control has been described, but the output torque control can also be performed by the fuel injection control. In this case, the first ignition correction amount adv_a1 in step S22 shown in FIG. 5 is replaced with the first injection correction amount adv_a1, and the second ignition correction amount adv_a2 in step S24 is replaced with the second injection correction amount adv_a2. The ignition timing correction amount adv_a in step S25 is read as the injection correction amount adv_a. Further, step S14 shown in FIG. 4 is not necessary, and in step S16, the final fuel injection amount adv, which is the final output torque control amount, is calculated by adding the injection correction amount adv_a to the basic fuel injection amount Tp. (adv ← Tp + adv_a).

Overall configuration diagram of the engine Circuit diagram of engine controller Flow chart showing ignition timing control routine Flow chart showing ignition timing correction control subroutine Flowchart showing ignition timing correction amount setting subroutine Time chart showing changes in ignition timing, engine speed, and longitudinal G Time chart showing changes in conventional ignition timing, engine speed, and front and rear G

Explanation of symbols

1 ... Engine,
1b ... crankshaft,
5a ... throttle valve,
11 ... Injector,
17 ... Spark plug,
18 ... Igniter,
24. Intake air amount sensor,
25 ... Throttle opening sensor,
28: accelerator opening sensor,
32 ... Crank angle sensor,
36 ... Vehicle speed sensor
40. Engine control device,
ΔNe ... differential rotation,
Δacc ... Change amount,
θacc ... accelerator opening,
K1 ... antiphase coefficient,
Ne ... engine speed,
Nef: post-filter engine speed,
Q ... Intake air volume,
Tp: Basic fuel injection amount,
adv_base: Basic ignition timing,
adv ... last ignition timing,
adv_max: ignition upper limit value,
adv_min ... lower limit of ignition,
adv_a: ignition timing correction amount,
adv_a1... first ignition correction amount,
adv_a2 ... second ignition correction amount,
dNef ... Rate of change

Claims (5)

Engine speed calculating means for calculating the engine speed based on the rotation of the crankshaft;
Filter means for attenuating the resonance frequency component of the drive system;
A post-filter engine speed calculating means for calculating a post-filter engine speed based on a signal obtained by filtering a signal for detecting rotation of the crankshaft by the filter means;
Differential rotation calculating means for calculating a differential rotation between the engine speed and the filtered engine speed;
A correction amount calculating means for calculating a correction amount for damping the vibration of the drive system based on the differential rotation;
An engine control apparatus comprising: final output torque control amount setting means for correcting the output torque control amount of the engine with the correction amount and setting the final output torque control amount. The correction amount calculation means calculates a first correction amount having a phase opposite to that of the differential rotation based on the differential rotation, and a second correction proportional to the change rate based on the change rate of the filtered engine speed. 2. The engine control apparatus according to claim 1, wherein the correction amount is calculated by calculating an amount and adding the first correction amount and the second correction amount. In the correction amount calculation means, the correction amount is compared with a preset lower limit value and upper limit value, and when the correction value is lower than the lower limit value, the correction value is fixed at the lower limit value. 3. The engine control apparatus according to claim 1, wherein when the value is higher than the upper limit value, the correction value is fixed at the upper limit value. The engine control apparatus according to claim 1, wherein the output torque control amount is an ignition timing, and the correction amount is an ignition timing correction amount. The engine control apparatus according to claim 1, wherein the output torque control amount is a fuel injection amount, and the correction amount is an injection correction amount.

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