JP2010036780A - Control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To appropriately reduce vehicle drive torque and suppress deterioration of combustion of an internal combustion engine when exhaust circulation is performed in receiving a deceleration request from a driver in a control device for a vehicle. <P>SOLUTION: An engine ECU 111 as a control means for employing an intake variable valve mechanism 25 as a deceleration torque generation means and employing an electric throttle device 34 as a combustion deterioration suppression means, opens an EGR path 39 by an EGR valve 40, and changes closing timing and an opening period of an intake valve 21 by the intake variable valve mechanism 25 while maintaining an opening degree of a throttle valve 33 by controlling the electric throttle device 34 in receiving a deceleration request from a driver in a state where a part of exhaust gas in an exhaust pipe 36 circulates in an intake manifold 29 through the EGR path 39. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a control device for a vehicle equipped with an internal combustion engine having an exhaust gas recirculation device that recirculates a part of exhaust gas to an intake system.

  For example, when the internal combustion engine is operated at a lean air-fuel ratio, the three-way catalyst in the exhaust passage cannot sufficiently purify NOx (nitrogen oxide) in the exhaust gas due to its purification characteristics. Therefore, in order to suppress the generation of NOx in the exhaust gas, an exhaust gas recirculation (EGR) device that circulates a part of the exhaust gas to the intake passage is applied. In this EGR device, an exhaust passage and an intake passage are connected by an EGR passage, an EGR valve is provided in the EGR passage, and the opening degree of the EGR valve is controlled according to the operating state of the engine. Is used as EGR gas to return the EGR passage to the intake passage. This EGR gas contains carbon dioxide having a larger heat capacity than nitrogen in the air. By mixing EGR gas into the gasoline mixture, the combustion temperature of the combustion chamber is lowered, and as the combustion temperature decreases. Generation of NOx can be suppressed.

  An example of the exhaust gas recirculation device that prevents the deterioration of combustion of the internal combustion engine when the EGR valve fails is a vehicle control device described in Patent Document 1 below.

Japanese Patent Laid-Open No. 2007-075651

  In the internal combustion engine described above, the generation of NOx can be suppressed as the EGR rate at which EGR (exhaust) gas is returned to the intake passage by the EGR device is increased. However, the EGR gas is configured to be returned downstream from the throttle valve in the intake passage. Therefore, when a large amount of EGR gas is returned to the intake passage and introduced into the combustion chamber, if the throttle valve is closed due to a driver's deceleration request, the intake negative pressure increases and EGR gas easily enters. Increases and the amount of air introduced into the combustion chamber decreases. As a result, the amount of air introduced into the combustion chamber decreases, so that combustion worsens, causing an increase in smoke and a cause of misfire.

  Further, in the vehicle control apparatus described in Patent Document 1 below, when the required torque is less than the threshold value when the EGR valve fails, the engine is stopped and the motor generator is driven as an electric motor to output the required torque. On the other hand, when the required torque is greater than or equal to the threshold value, the throttle valve is fully opened and excess engine torque is absorbed by the motor generator. When the throttle valve is closed due to the driver's deceleration request, the required torque is less than the threshold value. Therefore, although the combustion is prevented by stopping the engine, the motor generator is driven when the required torque becomes excessive. The torque alone may be insufficient and drivability may be reduced.

  The present invention solves such a problem, and when a deceleration request is made from a driver, even if exhaust gas recirculation is performed, the vehicle driving torque is appropriately reduced and combustion deterioration of the internal combustion engine is suppressed. It is an object of the present invention to provide a vehicle control device that enables this.

  In order to solve the above-described problems and achieve the object, a vehicle control apparatus of the present invention is provided with an internal combustion engine body having a combustion chamber, an intake passage communicating with the combustion chamber, and the intake passage. An intake control valve that adjusts an intake flow rate to the combustion chamber; an exhaust passage that communicates with the combustion chamber; an exhaust recirculation passage that communicates the exhaust passage and the intake passage to recirculate a portion of the exhaust; An exhaust gas recirculation control valve that is provided in the exhaust gas recirculation passage and adjusts the exhaust gas flow rate; a deceleration torque generating means that applies a deceleration torque to the vehicle; a combustion deterioration suppression means that suppresses combustion deterioration due to the exhaust gas recirculation amount; Control means for opening the exhaust gas recirculation passage by the exhaust gas recirculation control valve so that part of the exhaust gas recirculates and operating the deceleration torque generating means and the combustion deterioration suppressing means when there is a deceleration request from the driver. It is an.

  In the vehicle control device of the present invention, a generator capable of generating electric power by the driving torque of the internal combustion engine is provided, and when the control means recirculates part of the exhaust gas through the exhaust gas recirculation passage and requests a deceleration from the driver, The intake passage is closed at a speed lower than a preset misfire limit closing speed by the intake control valve, and the generator is operated.

  In the vehicle control apparatus of the present invention, an intake variable valve operating mechanism is provided that can change the opening and closing timing of the intake port by the intake valve according to the driving state, and the control means recirculates part of the exhaust through the exhaust recirculation passage. And when there is a deceleration request from the driver, the opening period of the intake valve is changed by the intake variable valve mechanism while maintaining the opening of the intake control valve.

  In the vehicle control apparatus according to the present invention, a continuously variable transmission capable of continuously and continuously changing gears is provided, and the control means recirculates part of the exhaust gas through the exhaust gas recirculation passage and has a deceleration request from the driver. In this case, while the opening degree of the intake control valve is maintained, the continuously variable transmission reduces the rotational speed of the internal combustion engine on the equal output line of the deceleration request, and then reduces the torque.

  In the vehicle control apparatus of the present invention, an ignition plug capable of changing ignition energy is provided, and the control means responds to the deceleration request when a part of the exhaust gas recirculates through the exhaust gas recirculation passage and the driver requests deceleration. In addition, the intake passage is closed by the intake control valve, and the ignition energy of the spark plug is increased.

  In the vehicle control device of the present invention, a spark plug capable of changing the number of ignitions is provided, and the control means responds to the deceleration request when a part of the exhaust gas recirculates through the exhaust gas recirculation passage and the driver requests a deceleration. In addition, the intake passage is closed by the intake control valve, and the number of ignitions of the spark plug is increased.

  In the vehicle control apparatus of the present invention, a tumble control valve is provided in the intake passage downstream of the exhaust recirculation passage, and the control means recirculates part of the exhaust through the exhaust recirculation passage and requests a deceleration from the driver. In some cases, the intake passage is closed by the tumble control valve while maintaining the opening of the intake control valve in response to a deceleration request.

  In the vehicle control apparatus of the present invention, a variable compression ratio changing mechanism capable of changing the compression ratio in the combustion chamber is provided, and the control means recirculates part of the exhaust gas through the exhaust gas recirculation passage and makes a deceleration request from the driver. In some cases, the intake passage is closed by the intake control valve in response to a deceleration request, and the compression ratio is changed to be high by the variable compression ratio changing mechanism.

  In the vehicle control apparatus of the present invention, a cylinder deactivation mechanism is provided that can stop the intake valve at the intake port closed position, and the control means recirculates part of the exhaust gas through the exhaust gas recirculation passage and makes a deceleration request from the driver. In some cases, a predetermined intake valve is stopped at the intake port closing position by the cylinder deactivation mechanism while maintaining the opening degree of the intake control valve in response to a deceleration request.

  In the vehicle control apparatus of the present invention, a fuel injection valve capable of injecting gasoline fuel and ethanol fuel is provided, and when the control means recirculates part of the exhaust gas through the exhaust gas recirculation passage and requests a deceleration from the driver The intake passage is closed by the intake control valve in response to a deceleration request, and gasoline fuel is injected at a high load by the fuel injection valve.

  In the vehicle control apparatus according to the present invention, a fuel injection valve capable of injecting heavy fuel and light fuel is provided, and the control means recirculates part of the exhaust gas through the exhaust gas recirculation passage and has a deceleration request from the driver. The intake passage is closed by the intake control valve in response to a deceleration request, and light fuel is injected by the fuel injection valve.

  In the vehicle control apparatus of the present invention, a variable valve lift mechanism is provided that can change the opening amount of the intake port by the intake valve, and the control means recirculates part of the exhaust through the exhaust recirculation passage and requests deceleration from the driver. In this case, the opening amount of the intake port by the intake valve is reduced by the variable valve lift mechanism while maintaining the opening degree of the intake control valve in response to a deceleration request.

  In the vehicle control apparatus of the present invention, a plurality of intake ports communicate with one combustion chamber, an intake valve is attached to the plurality of intake ports, and at least one intake valve is closed to the intake port. A valve-closing mechanism that can be stopped at a position, and when the exhaust gas recirculates through the exhaust gas recirculation passage and there is a deceleration request from the driver, the control means controls the opening degree of the intake control valve according to the deceleration request. The predetermined intake valve is stopped at the closed position of the intake port by the valve closing mechanism while maintaining it.

  In the vehicle control apparatus according to the present invention, the control means stops the operation of the deceleration torque generating means and the combustion deterioration suppressing means when the drive torque of the vehicle satisfies a deceleration request from the driver.

  According to the vehicle control apparatus of the present invention, the deceleration torque generating means for applying the deceleration torque to the vehicle and the combustion deterioration suppressing means for suppressing the deterioration of combustion due to the exhaust gas recirculation amount are provided, and the exhaust gas recirculation control valve provides the exhaust gas recirculation. When the passage is opened and a part of the exhaust gas recirculates and there is a deceleration request from the driver, the deceleration torque generating means and the combustion deterioration suppressing means are operated. Therefore, when the driver requests deceleration, the vehicle driving torque can be appropriately reduced by the deceleration torque generating means, and even when exhaust gas recirculation is performed, the combustion deterioration suppressing means suppresses the combustion deterioration of the internal combustion engine. can do.

  Embodiments of a vehicle control apparatus according to the present invention will be described below in detail with reference to the drawings. In addition, this invention is not limited by this Example.

  FIG. 1 is a schematic configuration diagram illustrating an overall configuration of an internal combustion engine in a vehicle control device according to a first embodiment of the present invention. FIG. 2 is a schematic configuration illustrating a hybrid vehicle to which the vehicle control device according to the first embodiment is applied. FIG. 3 is a flowchart showing deceleration control in the vehicle control device of the first embodiment, and FIG. 4 is a graph showing torque change during execution of deceleration control in the vehicle control device of the first embodiment.

  The vehicle to which the vehicle control device of the present embodiment is applied is a hybrid vehicle, and an engine (internal combustion engine), an electric motor, and a generator are mounted as a power source, and the engine, the electric motor, and the generator are mounted. Is connected by a power distribution and integration mechanism, and distributes the engine output to the generator and the drive wheel, transmits the output from the electric motor to the drive wheel, and transmits it from the drive shaft to the drive wheel via the reducer. It functions as a transmission related to the driving force.

  That is, as shown in FIG. 2, the hybrid vehicle 101 of this embodiment includes an engine (internal combustion engine) 102, a damper device 104 that absorbs rotational fluctuations of the crankshaft 103 as an output shaft of the engine 102, and the crankshaft 103. The three-shaft power distribution and integration mechanism 105 connected to the power distribution and integration mechanism 105, the motor (MG1) 106 capable of generating power connected to the power distribution and integration mechanism 105, and the power distribution and integration mechanism 105. A reduction gear 108 attached to a ring gear shaft 107 as a drive shaft, a motor (MG2) 109 connected to the reduction gear 108, and a hybrid electronic control unit (hereinafter referred to as a hybrid ECU) for controlling the entire power output apparatus. 110.

  The engine 102 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil. An engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 102. 111) receives operation control commands such as fuel injection control, ignition control, and intake air amount adjustment control. The engine ECU 111 can communicate with the hybrid ECU 110, controls the operation of the engine 102 by a control signal from the hybrid ECU 110, and outputs data related to the operation state of the engine 102 to the hybrid ECU 110 as necessary.

  The power distribution and integration mechanism 105 includes an external gear sun gear 112, an internal gear ring gear 113 disposed concentrically with the sun gear 112, a plurality of pinion gears 114 that mesh with the sun gear 112 and mesh with the ring gear 113, It has a carrier 115 that holds a plurality of pinion gears 114 so as to rotate and revolve, and is configured as a planetary gear mechanism that performs a differential action with the sun gear 112, the ring gear 113, and the carrier 115 as rotational elements. In the power distribution and integration mechanism 105, the carrier 115 is connected to the crankshaft 103 of the engine 102, the sun gear 112 is connected to the motor 106, and the ring gear 113 is connected to the reduction gear 108 via the ring gear shaft 107. When the motor 106 functions as a generator, the power from the engine 102 input from the carrier 115 is distributed to the sun gear 112 side and the ring gear 113 side according to the gear ratio. When the motor 106 functions as an electric motor, the carrier 115 The power from the engine 102 input from the power and the power from the motor 106 input from the sun gear 112 are integrated and output to the ring gear 113 side. The power output to the ring gear 113 is finally output from the ring gear shaft 107 to the drive wheels 118 of the vehicle via the gear mechanism 116 and the differential gear 117.

  Each of the motor 106 and the motor 109 can be driven as a generator and is configured as a well-known synchronous generator motor that can be driven as an electric motor, and exchanges electric power with the battery 121 via inverters 119 and 120. The power line 122 connecting the inverters 119, 120 and the battery 121 is configured as a positive bus and a negative bus shared by the inverters 119, 120, and the electric power generated by one of the motors 106, 109 is transmitted to another motor. It can be consumed at. Therefore, the battery 121 is charged / discharged by electric power generated from one of the motors 106 and 109 or insufficient electric power. If the balance of electric power is balanced by the motors 106 and 109, the battery 121 is not charged / discharged.

  The motors 106 and 109 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 123. The motor ECU 123 receives signals necessary for driving and controlling the motors 106 and 109, for example, signals from rotational position detection sensors 124 and 125 that detect the rotational positions of the rotors of the motors 106 and 109, and current sensors (not shown). A detected phase current applied to the motors 106 and 109 is input, and a switching control signal to the inverters 119 and 120 is output from the motor ECU 123. The motor ECU 123 communicates with the hybrid ECU 110 and controls the driving of the motors 106 and 109 by a control signal from the hybrid ECU 110 and outputs data related to the operating state of the motors 106 and 109 to the hybrid ECU 110 as necessary.

  The battery 121 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 126. The battery ECU 126 receives signals necessary for managing the battery 121, for example, a voltage between terminals from a voltage sensor (not shown) installed between the terminals of the battery 121, and a power line 122 connected to the output terminal of the battery 121. A charging / discharging current from an attached current sensor (not shown), a battery temperature from a temperature sensor (not shown) attached to the battery 121, and the like are input, and data on the state of the battery 121 is communicated to the hybrid ECU 110 as necessary. Output. The battery ECU 126 calculates a remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 121.

  The vehicle is provided with a hydraulic brake device 127 corresponding to the drive wheels 118. The hydraulic brake device 127 is supplied with the brake hydraulic pressure adjusted from the hydraulic control device 128. The hydraulic control device 128 is supplied by a brake electronic control unit (hereinafter referred to as a brake ECU) 129. It is managed. The brake ECU 129 receives a signal, which will be described later, necessary for managing the hydraulic control device 128. In other words, the brake ECU 129 communicates with the hybrid ECU 110, controls the hydraulic control device 128 by a control signal from the hybrid ECU 110, and outputs data related to the operating state of the hydraulic control device 128 to the hybrid ECU 110 as necessary.

  The hybrid ECU 110 is configured as a microprocessor centered on the CPU 131, and has a ROM 132 for storing a processing program, a RAM 133 for temporarily storing data, an input / output port and a communication port (not shown), in addition to the CPU 131. is doing. The hybrid ECU 110 includes an ignition signal from the ignition switch 134, a shift position signal from the shift position sensor 136 that detects the operation position of the shift lever 135, and an accelerator opening from the accelerator pedal position sensor 138 that detects the amount of depression of the accelerator pedal 137. The pedal stroke from the brake pedal stroke sensor 140 for detecting the depression amount of the brake pedal 139, the vehicle speed V from the vehicle speed sensor 141, the set signal for constant speed running from the auto cruise switch 142 provided in the vicinity of the steering wheel, A cancel signal or the like is input via the input port.

  As described above, the hybrid ECU 110 is connected to the engine ECU 111, the motor ECU 123, the battery ECU 126, and the brake ECU 129 via a communication port. The engine ECU 111, the motor ECU 123, the battery ECU 126, and the brake ECU 129 and various control signals and data. We are exchanging.

  The hybrid vehicle 101 of this embodiment configured as described above is required torque to be output to the ring gear shaft 107 as the drive shaft based on the accelerator opening Acc corresponding to the depression amount of the accelerator pedal 137 by the driver and the vehicle speed V. And the engine 102, the motor 106, and the motor 109 are driven and controlled so that the required driving force corresponding to the required torque is output to the ring gear shaft 107.

  As drive control of the engine 102, the motor 106, and the motor 109, the engine 102 is driven and controlled so that a drive force corresponding to the required drive force is output from the engine 102, and all of the drive force output from the engine 102 is powered. Torque conversion operation mode for driving and controlling the motor 106 and the motor 109 so that torque is converted by the distribution integration mechanism 105, the motor 106, and the motor 109 and output to the ring gear shaft 107. The engine 102 is driven and controlled so that a driving force commensurate with the required electric power is output from the engine 102, and all or a part of the power output from the engine 102 with the charging / discharging of the battery 121 is the power. Torque change by distribution integration mechanism 105, motor 106, and motor 109 Charge / discharge operation mode in which the motor 106 and the motor 109 are driven and controlled so that the required driving force is output to the ring gear shaft 107, and the driving force corresponding to the required driving force from the motor 109 is stopped by stopping the driving of the engine 102. There is a motor operation mode in which drive control is performed to output to the shaft 107.

  Further, as the operation control of the hydraulic brake device 127 by the hydraulic control device 128, the hydraulic control device 128 is operated and controlled so that a braking force corresponding to the required braking force is output from the hydraulic brake device 127. That is, the required braking force of the driver is detected according to the pedal stroke of the brake pedal 139, the regenerative braking by the motor 109 is executed for this required braking force, and the required hydraulic braking force obtained by subtracting the regenerative braking force from the required braking force. Based on this, the hydraulic control device 128 is controlled to operate the hydraulic brake device 127.

  Hereinafter, the engine 102 in the hybrid vehicle described above will be described in detail.

  In the engine 102 according to the first embodiment, as shown in FIG. 1, a cylinder head 12 is fastened on a cylinder block 11, and pistons 14 are movable up and down in a plurality of cylinder bores 13 formed in the cylinder block 11. It is mated. A crankcase 15 is fastened to the lower part of the cylinder block 11, and a crankshaft 16 is rotatably supported in the crankcase 15. Each piston 14 is connected to the crankshaft 103 via a connecting rod 17. Has been. Here, the cylinder block 11 and the cylinder head 12 constitute an internal combustion engine body.

  The combustion chamber 18 is constituted by the wall surface of the cylinder bore 13 in the cylinder block 11, the lower surface of the cylinder head 12, and the top surface of the piston 14, and the combustion chamber 18 has a high central portion at the upper portion (lower surface of the cylinder head 12). It has a pent roof shape that is slanted. An intake port 19 and an exhaust port 20 are formed on the upper portion of the combustion chamber 18, that is, the lower surface of the cylinder head 12, and the intake valve 19 and the exhaust valve 20 are opposed to the intake port 19 and the exhaust port 20. The lower end portions of 22 are respectively positioned. The intake valve 21 and the exhaust valve 22 are supported by the cylinder head 12 so as to be movable in the axial direction, and are urged and supported in a direction (upward in FIG. 1) for closing the intake port 19 and the exhaust port 20. ing. An intake cam shaft 23 and an exhaust cam shaft 24 are rotatably supported on the cylinder head 12, and the intake cam and the exhaust cam are in contact with upper ends of the intake valve 21 and the exhaust valve 22.

  Although not shown, the crankshaft sprocket fixed to the crankshaft 103 and the camshaft sprockets respectively fixed to the intake camshaft 23 and the exhaust camshaft 24 are wound with endless timing chains. The crankshaft 16, the intake camshaft 23, and the exhaust camshaft 24 can be interlocked.

  Therefore, when the intake camshaft 23 and the exhaust camshaft 24 rotate in synchronization with the crankshaft 103, the intake cam and the exhaust cam move up and down the intake valve 21 and the exhaust valve 22 at a predetermined timing. The exhaust port 20 can be opened and closed to allow the intake port 19 and the combustion chamber 18 to communicate with the combustion chamber 18 and the exhaust port 20. In this case, the intake camshaft 23 and the exhaust camshaft 24 are set to rotate once (360 degrees) while the crankshaft 16 rotates twice (720 degrees). Therefore, the engine performs four strokes of the intake stroke, the compression stroke, the expansion stroke, and the exhaust stroke while the crankshaft 16 rotates twice. At this time, the intake camshaft 23 and the exhaust camshaft 24 rotate once. Will be.

  The valve mechanism of the engine 102 is a variable intake valve timing mechanism (VVT: Variable Valve Timing-intelligent) 25 that controls the intake valve 21 at an optimal opening / closing timing according to the operating state. The intake variable valve mechanism 25 is configured by providing a VVT controller 26 at the shaft end of the intake camshaft 23, and the hydraulic pressure from the oil control valve 27 is supplied to an advance chamber and a retard chamber (not shown) of the VVT controller 26. By acting on this, the phase of the intake camshaft 23 with respect to the cam sprocket can be changed, and the opening / closing timing of the intake valve 21 can be advanced or retarded. The intake camshaft 23 is provided with a cam position sensor 28 for detecting the rotational phase.

  A surge tank 30 is connected to the intake port 19 via an intake manifold 29, and an intake pipe 31 is connected to the surge tank 30. An air cleaner 32 is attached to an air intake port of the intake pipe 31. . An electronic throttle device 34 having a throttle valve (intake control valve) 33 is provided downstream of the air cleaner 32. Here, the intake pipe 31, the surge tank 30, the intake manifold 29, and the intake port 19 constitute an intake passage.

  An exhaust pipe 36 is connected to the exhaust port 20 via an exhaust manifold 35, and the exhaust pipe 36 has a three-way catalyst 37 for purifying harmful substances contained in the exhaust gas and a NOx occlusion reduction type catalyst 38. Is installed. This three-way catalyst 37 simultaneously purifies HC, CO, and NOx contained in the exhaust gas by an oxidation-reduction reaction when the air-fuel ratio (exhaust air-fuel ratio) is stoichiometric. The NOx occlusion reduction type catalyst 38 is in a rich combustion region or stoichiometric combustion region where the NOx contained in the exhaust gas is temporarily stored when the air-fuel ratio (exhaust air-fuel ratio) is lean, and the oxygen concentration in the exhaust gas is reduced. Sometimes, the stored NOx is released and NOx is reduced by the added fuel as a reducing agent. The exhaust port 20, the exhaust manifold 35, and the exhaust pipe 36 constitute an exhaust passage.

  An exhaust gas recirculation passage (EGR passage) 39 is provided between the downstream side of the surge tank 30 in the intake pipe 31 and the upstream side of the three-way catalyst 37 in the exhaust pipe 36. An exhaust gas recirculation control valve (EGR valve) 40 and an exhaust gas recirculation cooler (EGR cooler) 41 are provided. Further, an EGR gas temperature sensor 42 for detecting the temperature of the EGR gas is provided on the EGR passage 39 closer to the intake pipe 31 than the EGR valve 40.

  An injector (fuel injection valve) 43 that injects fuel into the intake port 19 is attached to the cylinder head 12, and this injector 43 is attached to the cylinder head 12 and is inclined at a predetermined angle downward from the horizontal upper end. Has been. The injectors 43 attached to the respective cylinders are connected to a delivery pipe (not shown), and a fuel supply system is connected to the delivery pipe via a fuel supply pipe. In addition, the cylinder head 12 is provided with a spark plug 44 that is positioned above the combustion chamber 18, specifically, on the uppermost wall portion of the ceiling of the combustion chamber 18 to ignite the air-fuel mixture.

  Further, the engine ECU 111 described above can control the fuel injection timing of the injector 43, the ignition timing of the spark plug 44, and the like, and the detected intake air amount, intake air temperature, throttle opening, accelerator opening, engine speed. The fuel injection amount, the injection timing, the ignition timing, etc. are determined based on the engine operating state such as the cooling water temperature.

  That is, an airflow sensor 52 and an intake air temperature sensor 53 are mounted on the upstream side of the intake pipe 31, and the measured intake air amount and intake air temperature are output to the engine ECU 111. The electronic throttle device 34 is provided with a throttle position sensor 54 and outputs the current throttle opening to the engine ECU 111. The crankshaft 103 is provided with a crank angle sensor 56 and outputs the detected crank angle to the engine ECU 111. The engine ECU 111 discriminates an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke in each cylinder based on the crank angle. Calculate the engine speed. The cylinder block 11 is provided with a water temperature sensor 57 and outputs the detected engine cooling water temperature to the engine ECU 111.

  An air-fuel ratio (A / F) sensor (or oxygen sensor) 58 is provided upstream of the three-way catalyst 37 in the exhaust pipe 36. The A / F sensor 58 detects the exhaust air / fuel ratio (oxygen amount) of the exhaust gas exhausted from the combustion chamber 18 through the exhaust port 20 and the exhaust manifold 35 to the exhaust pipe 36, and sends the detected exhaust air / fuel ratio to the engine ECU 111. Output. The engine ECU 111 corrects the fuel injection amount by feeding back the exhaust air-fuel ratio detected by the A / F sensor 58 and comparing it with the target air-fuel ratio set according to the engine operating state.

  Further, the engine ECU 111 can control the intake variable valve mechanism 25 based on the engine operating state. That is, when the temperature is low, the engine is started, the engine is idle, or the load is light, the exhaust gas blows back into the intake port 19 or the combustion chamber 18 by eliminating the overlap between the exhaust valve 22 closing timing and the intake valve 21 opening timing. Reduce the amount to enable stable combustion and improved fuel efficiency. Further, at the time of medium load, by increasing the overlap, the internal EGR rate is increased to improve the exhaust gas purification efficiency, and the pumping loss is reduced to improve the fuel consumption. Further, at the time of high-load low-medium rotation, the closing timing of the intake valve 21 is advanced, thereby reducing the amount of intake air that blows back to the intake port 19 and improving the volume efficiency. At the time of high load and high rotation, the closing timing of the intake valve 21 is retarded in accordance with the rotation speed, so that the timing is adjusted to the inertial force of the intake air and the volume efficiency is improved.

  In the vehicle control apparatus according to the first embodiment configured as described above, deceleration torque generating means for applying deceleration torque to the vehicle, and combustion deterioration of the engine 102 due to the exhaust gas recirculation amount (EGR gas amount) are suppressed. And a control for operating the deceleration torque generating means and the combustion deterioration suppressing means when the EGR valve 39 opens the EGR passage 39 and a part of the exhaust gas recirculates and the driver requests a deceleration. Means.

  Specifically, the electronic throttle device 34 and the motor (generator) 106 are applied as deceleration torque generating means, and the electronic throttle device 34 is applied as combustion deterioration suppressing means. Then, the hybrid ECU 110 (engine ECU 111, motor ECU 123) as the control means opens the EGR passage 39 by the EGR valve 40 and returns a part of the exhaust gas in the exhaust pipe 36 to the intake manifold 29 through the EGR passage. When the driver makes a deceleration request, the electronic throttle device 34 is controlled to close the intake pipe 31 at a speed lower than the preset misfire limit closing speed by the throttle valve 33 and to control the power distribution and integration mechanism 105. Thus, the motor 106 is operated by a part of the driving torque of the engine 102.

  The hybrid ECU 110 stops the operation of the deceleration torque generating means and the combustion deterioration suppressing means when the vehicle drive torque satisfies the deceleration request from the driver. That is, when the throttle valve 33 is closed to a throttle opening degree that satisfies the deceleration request from the driver, the power distribution and integration mechanism 105 is controlled to stop the operation of the motor 106.

  Here, the vehicle deceleration control by the vehicle control apparatus of the first embodiment will be described based on the flowchart of FIG.

  In the vehicle deceleration control, as shown in FIG. 3, in step S11, the hybrid ECU 110 acquires the driving state of the vehicle, and in step S12, determines whether or not there has been a deceleration request from the driver. In this case, engine ECU 111 makes a determination based on the detection result of accelerator position sensor 138 or the detection result of brake pedal stroke sensor 140. That is, the engine ECU 111 determines that the driver has requested deceleration when the accelerator opening is decreased or the brake pedal stroke is decreased.

  If it is determined in step S12 that there is no deceleration request from the driver, this routine is exited without doing anything. On the other hand, if it is determined here that the driver has requested deceleration, in step S13, the hybrid ECU 110 determines whether or not the EGR passage 39 is opened by the EGR valve 40 to a predetermined opening or higher. . Here, if it is determined by the EGR valve 40 that the EGR passage 39 is not opened beyond the predetermined opening, the routine is terminated without doing anything.

  On the other hand, if it is determined in step S13 that the EGR passage 39 is opened by the EGR valve 40 beyond the predetermined opening, in step S14, the amount of decrease in driving torque in the vehicle according to the deceleration request from the driver is determined. calculate. In this case, the reduction amount of the vehicle driving torque is calculated based on the reduction amount of the accelerator opening, the reduction amount of the brake pedal stroke, and the like. In step S15, the power distribution integration mechanism 105 calculates the power distribution ratio in the driving torque of the engine 102. That is, the misfire limit closing speed in the throttle valve 33 is set in advance according to the EGR rate and the combustion state in the engine 102, and the throttle valve 33 is operated at a speed higher than the misfire limit closing speed in the current operation combustion state of the vehicle. If closed, there is a possibility of misfire.

  Therefore, the throttle opening to be reduced is set based on the calculated amount of decrease in the vehicle driving torque, and the throttle closing speed is set according to the current driving state of the vehicle and the misfire limit closing speed. Based on the throttle opening and the throttle closing speed, the engine driving torque to be absorbed by the motor 106 is set, and the distribution amount to the motor 106 by the power distribution and integration mechanism 105 is set. In step S16, the hybrid ECU 110 controls the electronic throttle device 34 based on the throttle opening and the throttle closing speed to close the throttle valve 33, and the power distribution integration mechanism 105 based on the set power distribution ratio. The power generation by the motor 16 is started under control.

  Then, the throttle valve 33 is closed at a speed lower than the misfire limit closing speed, so that a large amount of exhaust gas does not circulate immediately, the combustion deterioration of the engine 102 is suppressed, and the throttle valve 33 is closed. When the motor 106 starts operating, the driving torque of the engine 102 is absorbed, and the driving torque of the vehicle decreases in response to the driver's deceleration request.

  Thereafter, in step S17, it is determined whether or not the power distribution ratio by the power distribution and integration mechanism 105 is restored, that is, returned to the original state. That is, it is determined whether or not the throttle valve 33 has been closed to a throttle opening degree that satisfies the deceleration request from the driver. If it is determined that the throttle valve 33 has not been closed to this throttle opening degree, the process returns to step S16. If it is determined that 33 is closed to the throttle opening, the power distribution and integration mechanism 105 is controlled to stop the operation of the motor 106.

Variations in torque during execution of deceleration control in the vehicle control apparatus of the first embodiment will be described with reference to the time chart of FIG. As shown in FIG. 4, at time t _1, when the deceleration request from the driver enters, by closing at a low speed by the misfire limit closing speed of the throttle valve 33, than the drive required torque (solid line in FIG. 4) Although the engine driving torque becomes high (dotted line in FIG. 4), at this time, by operating the motor 106 by the engine driving torque and starting power generation, the engine driving torque is absorbed and the actual driving torque decreases, The drive request torque and the actual drive torque are substantially the same. Then, at time t _2, the throttle valve 33 is closed to the throttle opening degree to satisfy the driver deceleration request, stopping the power generation by the motor 106.

  As described above, in the vehicle control apparatus of the first embodiment, the deceleration torque generating means for applying the deceleration torque to the vehicle, the combustion deterioration suppressing means for suppressing the combustion deterioration of the engine 102 due to the EGR gas amount, and the EGR Control means is provided for opening the EGR passage 39 by the valve 40 so that a part of the exhaust gas recirculates and operating the deceleration torque generating means and the combustion deterioration suppressing means when the driver requests deceleration.

  Therefore, when the driver requests deceleration, the vehicle driving torque can be appropriately reduced by the deceleration torque generating means, and even when exhaust gas recirculation is performed, the combustion deterioration suppressing means suppresses the combustion deterioration of the internal combustion engine. can do.

  Specifically, the electronic throttle device 34 and the motor 106 are applied as the deceleration torque generating means, the electronic throttle device 34 is applied as the combustion deterioration suppressing means, and the hybrid ECU 110 as the control means opens the EGR passage 39 by the EGR valve 40. In a state where a part of the exhaust gas in the exhaust pipe 36 is recirculated to the intake manifold 29 through the EGR passage, when the driver requests deceleration, the electronic throttle device 34 is controlled and preset by the throttle valve 33. The intake pipe 31 is closed at a speed lower than the misfire limit closing speed, and the power distribution and integration mechanism 105 is controlled so that the motor 106 is operated by a part of the driving torque of the engine 102.

  Therefore, when the driver requests deceleration, the throttle valve 33 is closed at a speed lower than the misfire limit closing speed, so that deterioration in combustion of the engine 102 can be suppressed even when the exhaust gas is circulated. By controlling the distribution and integration mechanism 105 and operating the motor 106 with a part of the driving torque of the engine 102 to generate electric power, the driving torque of the engine 102 is absorbed and the vehicle driving torque can be appropriately reduced.

  Further, in the vehicle control apparatus of the present embodiment, when the vehicle drive torque satisfies the deceleration request from the driver, the operation of the deceleration torque generating means and the combustion deterioration suppressing means is stopped. Specifically, when the throttle valve 33 is closed to a throttle opening degree that satisfies the deceleration request from the driver, the power distribution and integration mechanism 105 is controlled to stop the operation of the motor 106. Therefore, it is possible to return to the normal driving state at an early stage, to quickly respond to the next driver's request, and to improve drivability.

  FIG. 5 is a flowchart showing the deceleration control in the vehicle control apparatus according to the second embodiment of the present invention, and FIG. 6 is a schematic diagram showing the opening / closing timing of the intake valve in the vehicle control apparatus according to the second embodiment. The configuration of the internal combustion engine in the vehicle control apparatus of the present embodiment is substantially the same as that of the first embodiment described above, and will be described using FIG. 1 and has the same functions as those described in this embodiment. The same reference numerals are given to the members, and duplicate descriptions are omitted.

  As shown in FIG. 1, the engine 102 applied to the vehicle control apparatus of the second embodiment has an intake variable valve mechanism 25 that controls the intake valve 21 at an optimal opening / closing timing in accordance with the operating state. In this embodiment, the intake variable valve mechanism 25 is applied as the deceleration torque generating means, and the electronic throttle device 34 is applied as the combustion deterioration suppressing means. Then, the engine ECU 111 serving as the control means opens the EGR passage 39 by the EGR valve 40 and requests a deceleration from the driver in a state where a part of the exhaust gas in the exhaust pipe 36 is recirculated to the intake manifold 29 through the EGR passage 39. When there is, the closing timing and opening period of the intake valve 21 are changed by the intake variable valve mechanism 25 while maintaining the opening of the throttle valve 33 in the electronic throttle device 34. Thereafter, when the driving torque of the vehicle is reduced to the required torque, the throttle valve 33 in the electronic throttle device 34 is closed, and the closing timing and the opening period of the intake valve 21 are restored by the intake variable valve mechanism 25. .

  Here, the vehicle deceleration control by the vehicle control device of the second embodiment will be described based on the flowchart of FIG.

  In the vehicle deceleration control, as shown in FIG. 5, in step S21, the engine ECU 111 acquires the driving state of the vehicle, and in step S22, determines whether or not there has been a deceleration request from the driver. Here, if it is determined that there is no deceleration request from the driver, this routine is exited without doing anything. On the other hand, if it is determined that there is a deceleration request from the driver, in step S23, the engine ECU 111 determines whether or not the EGR passage 39 is opened by the EGR valve 40 to a predetermined opening or more. Here, if it is determined by the EGR valve 40 that the EGR passage 39 is not opened beyond the predetermined opening, the routine is terminated without doing anything.

  On the other hand, if it is determined in step S23 that the EGR passage 39 is opened by the EGR valve 40 at a predetermined opening or more, in step S24, the intake variable valve mechanism 25 responds to the deceleration request from the driver. While changing the closing time of the valve 21, the open period (working angle) is changed. That is, when the engine 102 is in the Atkinson cycle, the valve closing timing B of the intake valve 21 is retarded without changing the valve opening timing A of the intake valve 21 as shown by the solid line in FIG. By setting it as C, the opening period from the valve opening timing A to the valve closing timing C, that is, the operating angle is expanded. At this time, the opening degree of the throttle valve 33 in the electronic throttle device 34 is maintained.

  Then, the opening degree of the throttle valve 33 is maintained, so that a large amount of exhaust gas is not introduced into the combustion chamber 18, combustion deterioration of the engine 102 is suppressed, and the closing timing B of the intake valve 21 is closed. Is retarded to the valve closing timing C and the operating angle is expanded to the middle of the compression stroke, whereby the amount of air sucked into the combustion chamber 18 is returned to the intake port 19 again. The amount of air decreases and the driving torque of the vehicle decreases according to the driver's deceleration request.

  Further, when the engine 102 is in a mirror cycle, the valve closing timing D of the intake valve 21 is advanced without changing the valve opening timing A of the intake valve 21 as shown by a solid line and a chain line in FIG. By setting the valve closing timing E, the opening period from the valve opening timing A to the valve closing timing E, that is, the operating angle is reduced. At this time, the opening degree of the throttle valve 33 in the electronic throttle device 34 is maintained. Then, the opening degree of the throttle valve 33 is maintained, so that a large amount of exhaust gas is not introduced into the combustion chamber 18, combustion deterioration of the engine 102 is suppressed, and the closing timing D of the intake valve 21 is suppressed. Is advanced to the valve closing timing E to reduce the operating angle to the middle of the intake stroke, whereby the air sucked into the combustion chamber 18 is reduced, and the driving torque of the vehicle is lowered in response to the driver's deceleration request.

  In step S25, the throttle valve 33 in the electronic throttle device 34 is closed in response to the driver's deceleration request, and the intake variable valve mechanism 25 returns the closing timing and opening period (working angle) of the intake valve 21. Go. Thereafter, in step S26, it is determined whether or not to return the working angle of the intake variable valve mechanism 25, that is, to restore the original. That is, it is determined whether or not the throttle valve 33 has been closed to a throttle opening that satisfies the deceleration request from the driver. If it is determined that the throttle valve 33 has not been closed to this throttle opening, the process returns to step S25, while the throttle valve 33 If it is determined that the throttle valve 33 is closed to the throttle opening, the intake variable valve mechanism 25 returns the closing timing and opening period (working angle) of the intake valve 21.

  Thus, in the vehicle control apparatus of the second embodiment, the intake variable valve mechanism 25 is applied as the deceleration torque generating means, the electronic throttle device 34 is applied as the combustion deterioration suppressing means, and the engine ECU 111 as the control means. When the driver requests deceleration, the EGR passage 39 is opened by the EGR valve 40 and a part of the exhaust gas in the exhaust pipe 36 is recirculated to the intake manifold 29 through the EGR passage 39. 34, the closing timing and the opening period of the intake valve 21 are changed by the intake variable valve mechanism 25 while maintaining the opening of the throttle valve 33.

  Therefore, when the driver requests deceleration, by keeping the throttle valve 33 open, deterioration of combustion of the engine 102 can be suppressed even when the exhaust gas is circulated, and the intake variable valve mechanism 25 Thus, by changing the closing timing and opening period of the intake valve 21, the amount of air introduced into the combustion chamber 18 can be reduced and the vehicle driving torque can be appropriately reduced.

  FIG. 7 is a skeleton diagram showing a belt type continuously variable transmission to which a vehicle control device according to a third embodiment of the present invention is applied. FIG. 8 is a flowchart showing deceleration control in the vehicle control device of the third embodiment. FIG. 9 is a graph showing the vehicle driving torque with respect to the internal combustion engine speed in the vehicle control apparatus of the third embodiment. The configuration of the internal combustion engine in the vehicle control apparatus of the present embodiment is substantially the same as that of the first embodiment described above, and will be described using FIG. 1 and has the same functions as those described in this embodiment. The same reference numerals are given to the members, and duplicate descriptions are omitted.

  As shown in FIG. 7, a belt-type continuously variable transmission (CVT) 201 applied to the vehicle control apparatus of the third embodiment uses a driving force from the engine 102, that is, a driving torque to drive the vehicle. It is provided on the output side of the engine 102 for transmission to the wheel 202 under optimum conditions according to the state. The belt-type continuously variable transmission 201 can transmit the driving force from the engine 102 from the input side member to the output side member by the belt 203 and has a speed ratio that is a rotation speed ratio between the input side portion and the output side portion. Is changed steplessly (continuously). That is, the belt type continuously variable transmission 201 includes a primary pulley 204 as an input side portion to which the driving force from the engine 102 is transmitted, and an output side portion that changes and outputs the driving force transmitted to the primary pulley 204. And a belt 203 that transmits the driving force transmitted to the primary pulley 204 to the secondary pulley 204. Further, the belt-type continuously variable transmission 201 includes an electronic control unit (ECU) 206 as a control unit that controls each part of the engine 102 and each part of the belt-type continuously variable transmission 201, and a hydraulic control that controls the hydraulic pressure of each part. And a device 207.

  A drive system of a vehicle on which the belt type continuously variable transmission 201 is mounted includes a torque converter 208, a forward / reverse switching mechanism 209, and a belt type continuously variable transmission that converts an input driving force of the engine 102 in accordance with a gear ratio. The engine torque generated by the engine 102 is transmitted to the wheels (drive wheels) 202 through the power transmission mechanism 210, the differential gear 211, and the drive shaft 212.

  The engine 102 has the same configuration as that described in the first embodiment. The torque converter 208 is a kind of fluid clutch, and transmits the driving force output from the engine 102 to the forward / reverse switching mechanism 209 via hydraulic oil as a working medium or directly. For example, the torque converter 208 has a lock-up mechanism, and increases the driving torque (driving force) from the engine 102 at a predetermined torque ratio or transmits it directly to the forward / reverse switching mechanism 209.

  The forward / reverse switching mechanism 209 switches the transmission direction of the transmitted driving force to the wheels 202, whereby the vehicle on which the belt type continuously variable transmission 201 is mounted moves forward or backward. The forward / reverse switching mechanism 209 includes, for example, a planetary gear mechanism, a forward clutch (friction clutch), a reverse brake (friction brake), and the like. The planetary gear mechanism (planetary gear) of the forward / reverse switching mechanism 209 has a ring gear, a carrier, and a sun gear as rotating elements. The planetary gear mechanism is supported between the sun gear and the ring gear so as to be rotatable on the carrier and around the sun gear. Equipped with a revolving pinion gear. The driving force whose transmission direction is determined by the forward / reverse switching mechanism 209 is transmitted to the belt type continuously variable transmission 201.

  It should be noted that control of the torque converter 208, for example, ON / OFF control of the lockup mechanism and forward / reverse switching mechanism 209, that is, switching control of the engine torque transmission direction, for example, ON / OFF control of the forward clutch and reverse brake The hydraulic pressure supplied from the hydraulic control device 207 is used. The hydraulic control of the hydraulic control device 207 for performing these controls is performed by the ECU 206.

  The belt-type continuously variable transmission 201 changes the rotational speed of the driving force input from the forward / reverse switching mechanism 209 to the primary pulley shaft 221 of the primary pulley 204 described later to a desired rotational speed according to the driving state of the vehicle. Output. The driving force whose rotational speed is converted according to the gear ratio by the belt type continuously variable transmission 201 is transmitted to the power transmission mechanism 210 via the secondary pulley shaft 231 of the secondary pulley 205 of the belt type continuously variable transmission 201. .

  The power transmission mechanism 210 has a reduction drive gear (not shown) connected to the secondary pulley shaft 231 and connects the belt-type continuously variable transmission 201 and the differential gear 211. The power transmission mechanism 210 reduces the rotational speed of the driving force input from the belt type continuously variable transmission 201 and transmits the driving force to the differential gear 211. The differential gear 211 is connected to a wheel (drive wheel) 202 via a drive shaft 212. The differential gear 211 absorbs the speed difference between the center of the turn, that is, the inner and outer wheels 202, which occurs when the vehicle turns.

  In the belt-type continuously variable transmission 201, the primary pulley 204 is rotatable integrally with the primary pulley shaft 221, a primary fixed sheave 222 fixed to the primary pulley shaft 221, and the primary pulley shaft 221, and is movable in the axial direction. Primary movable sheave 223. On the other hand, the secondary pulley shaft 205 has a secondary pulley shaft 231, a secondary fixed sheave 232 fixed to the secondary pulley shaft 231, and a secondary movable sheave 233 that can rotate integrally with the secondary pulley shaft 231 and move in the axial direction. is doing.

  Further, the primary pulley 204 has a primary hydraulic chamber 224 that can move the primary movable sheave 223. On the other hand, the secondary pulley 205 has a secondary hydraulic chamber 234 that can move the secondary movable sheave 233. Accordingly, the hydraulic pressure control device 207 supplies / discharges hydraulic pressure to / from the primary hydraulic chamber 224 and the secondary hydraulic chamber 234, thereby changing the belt clamping pressure in the primary pulley 204 and the secondary pulley 205 to change the gear ratio of the belt type continuously variable transmission 201. Can be changed.

  Then, the ECU 206 determines whether the vehicle is in a driving state (for example, speed, accelerator opening, break pedal stroke, etc.) and a control map (for example, optimum fuel consumption curve based on engine speed, throttle opening, iso-output line, etc.). Based on this, the gear ratio of the belt type continuously variable transmission 201 is controlled so that the operating state of the engine 102 is optimized. The control of the gear ratio of the belt type continuously variable transmission 201 includes changing the gear ratio and fixing the gear shift. The change of the gear ratio and the fixing of the gear ratio are performed by controlling the hydraulic pressure in the primary hydraulic chamber 224 of the primary pulley 204.

  The change of the gear ratio is mainly caused by the supply of hydraulic fluid from the hydraulic control device 207 to the primary hydraulic chamber 224 or the discharge of hydraulic fluid from the primary hydraulic chamber 224 to the outside of the primary pulley 204 to cause the primary movable sheave 223 to move. Sliding in the axial direction of the primary pulley shaft 231, the distance between the primary fixed sheave 222 and the primary movable sheave 223, that is, the width of the primary groove is adjusted. As a result, the contact radius of the belt 203 in the primary pulley 204 changes, and the gear ratio, which is the ratio between the rotation speed of the primary pulley 204 and the rotation speed of the secondary pulley 205, is controlled steplessly (continuously). The gear ratio is fixed mainly by prohibiting the discharge of hydraulic fluid from the primary hydraulic chamber 224 to the outside of the primary pulley 204.

  In this embodiment, the belt type continuously variable transmission 201 is applied as the deceleration torque generating means, and the electronic throttle device 34 is applied as the combustion deterioration suppressing means. Then, the ECU 206 as a control means opens the EGR passage 39 by the EGR valve 40 and makes a deceleration request from the driver while a part of the exhaust gas in the exhaust pipe 36 is recirculated to the intake manifold 29 through the EGR passage 39. If so, the belt-type continuously variable transmission 201 reduces the rotational speed of the engine 102 on the equal output line of the deceleration request and maintains the opening of the throttle valve 33 in the electronic throttle device 34, and then reduces the drive torque. To do. After that, when the drive torque of the vehicle is reduced to the required torque, the throttle valve 33 in the electronic throttle device 34 is closed and the rotational speed of the engine 102 is restored.

  Here, the vehicle deceleration control by the vehicle control apparatus of the third embodiment will be described based on the flowchart of FIG.

  In the vehicle deceleration control, as shown in FIG. 8, in step S31, the ECU 206 acquires the driving state of the vehicle, and in step S32, determines whether or not there is a deceleration request from the driver. Here, if it is determined that there is no deceleration request from the driver, this routine is exited without doing anything. On the other hand, if it is determined that there is a deceleration request from the driver, in step S33, the engine ECU 111 determines whether the EGR passage 39 is opened by the EGR valve 40 to a predetermined opening or more. Here, if it is determined by the EGR valve 40 that the EGR passage 39 is not opened beyond the predetermined opening, the routine is terminated without doing anything.

  On the other hand, if it is determined in step S33 that the EGR passage 39 is opened by the EGR valve 40 at a predetermined opening or more, a drive torque reduction amount in the vehicle is calculated in response to a deceleration request from the driver in step S34. In step S35, the belt-type continuously variable transmission 201 reduces the output rotational speed in accordance with the drive torque reduction amount. That is, as described above, the ECU 206 controls the gear ratio of the belt-type continuously variable transmission 201 based on the driving state of the vehicle and a control map (here, an equal output line). Therefore, as shown by a solid line in FIG. 9, the ECU 206 switches the point to the point b1 on the equal output line b when the engine speed and the driving torque are currently operated at the point a1 on the equal output line a. Switch to b2.

  Then, the opening degree of the throttle valve 33 is maintained, so that a large amount of exhaust gas is not introduced into the combustion chamber 18, combustion deterioration of the engine 102 is suppressed, and the belt-type continuously variable transmission 201 is used. By reducing the engine speed while reducing the drive torque while maintaining the drive torque, the drive torque of the vehicle decreases in response to the driver's deceleration request.

  In step S36, the opening of the throttle valve 33 in the electronic throttle device 34 is closed according to the driver's deceleration request, and the engine speed is increased by the belt type continuously variable transmission 201. Thereafter, in step S37, it is determined whether or not a predetermined rotational speed has been reached. That is, it is determined whether or not the throttle valve 33 has been closed to the throttle opening degree that satisfies the deceleration request from the driver, and if it is determined that the throttle valve 33 has not been closed to this throttle opening degree, the process returns to step S36. If it is determined that 33 is closed to this throttle opening, the deceleration control by the belt type continuously variable transmission 201 is stopped.

  Thus, in the vehicle control apparatus of the third embodiment, the intake variable valve mechanism 25 is applied as the deceleration torque generating means, the belt type continuously variable transmission 201 is applied as the combustion deterioration suppressing means, and the control means is used. The ECU 206 opens the EGR passage 39 with the EGR valve 40 and recirculates part of the exhaust gas in the exhaust pipe 36 to the intake manifold 29 through the EGR passage. The drive torque is reduced after the rotational speed of the engine 102 is reduced on the equal output line of the deceleration request by the belt-type continuously variable transmission 201 while the opening of the throttle valve 33 is maintained by controlling the device 34. ing.

  Therefore, when the driver requests deceleration, the throttle valve 33 is kept open, so that deterioration of combustion of the engine 102 can be suppressed even when the exhaust gas is circulated, and the belt type continuously variable transmission. By reducing the driving torque after reducing the rotational speed of the engine 102 on the equal output line of deceleration request by 201, the vehicle driving torque can be appropriately reduced.

  FIG. 10 is a flowchart showing the deceleration control in the vehicle control apparatus according to the fourth embodiment of the present invention, and FIG. 11 is a graph showing the limit value of the EGR rate with respect to the ignition energy in the vehicle control apparatus according to the fourth embodiment. The configuration of the internal combustion engine in the vehicle control apparatus of the present embodiment is substantially the same as that of the first embodiment described above, and will be described using FIG. 1 and has the same functions as those described in this embodiment. The same reference numerals are given to the members, and duplicate descriptions are omitted.

  In the engine 102 applied to the vehicle control apparatus of the fourth embodiment, as shown in FIG. 1, an ignition plug 44 is provided in the combustion chamber 18, and the ignition plug 44 can change ignition energy. For example, it is constituted by a plasma ignition device. In this embodiment, the electronic throttle device 34 is applied as the deceleration torque generating means, and the spark plug 44 is applied as the combustion deterioration suppressing means. Then, the engine ECU 111 serving as the control means opens the EGR passage 39 by the EGR valve 40 and requests a deceleration from the driver in a state where a part of the exhaust gas in the exhaust pipe 36 is recirculated to the intake manifold 29 through the EGR passage 39. When there is, the electronic throttle device 34 closes the throttle valve 33 and the ignition plug 44 increases the ignition energy. After that, when the driving torque of the vehicle is reduced to the required torque, the ignition energy is returned to the original by the spark plug 44.

  Here, vehicle deceleration control by the vehicle control apparatus of the fourth embodiment will be described based on the flowchart of FIG.

  In the vehicle deceleration control, as shown in FIG. 10, in step S41, the engine ECU 111 acquires the driving state of the vehicle, and in step S42, determines whether or not there has been a deceleration request from the driver. Here, if it is determined that there is no deceleration request from the driver, this routine is exited without doing anything. On the other hand, if it is determined that there is a deceleration request from the driver, in step S43, the engine ECU 111 determines whether or not the EGR passage 39 is opened to a predetermined opening or more by the EGR valve 40. Here, if it is determined by the EGR valve 40 that the EGR passage 39 is not opened beyond the predetermined opening, the routine is terminated without doing anything.

  On the other hand, if it is determined in step S43 that the EGR passage 39 is opened by the EGR valve 40 beyond the predetermined opening, the engine ECU 111 increases the ignition energy by the spark plug 44 in step S44. In this case, as shown in FIG. 11, the ignition energy of the spark plug 44 is set according to the limit value of the EGR rate. Subsequently, in step S45, the opening of the throttle valve 33 in the electronic throttle device 34 is decreased in response to a deceleration request from the driver.

  Then, by reducing the opening of the throttle valve 33, the air sucked into the combustion chamber 18 is reduced, the driving torque of the vehicle is lowered according to the driver's deceleration request, and the ignition energy by the ignition plug 44 is reduced. By increasing, even if the amount of exhaust gas increases to the combustion chamber 18, deterioration of combustion of the engine 102 is suppressed.

  In step S46, it is determined whether or not the vehicle has returned from the deceleration operation to the steady operation. If the vehicle is not in the steady operation, the process returns to step S45. If the vehicle is in the steady operation, in step S47, the engine ECU 111 The ignition energy by 44 is reduced and restored.

  Thus, in the vehicle control apparatus of the fourth embodiment, the electronic throttle device 34 is applied as the deceleration torque generating means, the ignition plug 44 is applied as the combustion deterioration suppressing means, and the engine ECU 111 as the control means is the EGR. When the EGR passage 39 is opened by the valve 40 and a part of the exhaust gas in the exhaust pipe 36 is recirculated to the intake manifold 29 through the EGR passage, when the driver requests deceleration, the throttle valve is operated by the electronic throttle device 34. 33 is closed, and ignition energy is increased by the spark plug 44.

  Therefore, when the driver requests deceleration, the throttle valve 33 can be opened to reduce the amount of air drawn into the combustion chamber 18 so that the vehicle driving torque can be reduced appropriately. By increasing the ignition energy by the plug 44, the deterioration of combustion of the engine 102 can be suppressed even if the amount of exhaust gas to the combustion chamber 18 increases.

  FIG. 12 is a flowchart showing deceleration control in the vehicle control apparatus according to the fifth embodiment of the present invention, and FIG. 13 is a graph showing the limit value of the EGR rate with respect to the number of ignitions in the vehicle control apparatus of the fifth embodiment. The configuration of the internal combustion engine in the vehicle control apparatus of the present embodiment is substantially the same as that of the first embodiment described above, and will be described using FIG. 1 and has the same functions as those described in this embodiment. The same reference numerals are given to the members, and duplicate descriptions are omitted.

  In the engine 102 applied to the vehicle control apparatus of the fifth embodiment, as shown in FIG. 1, an ignition plug 44 is provided in the combustion chamber 18, and the ignition plug 44 has a configuration in which the number of ignitions can be changed. It has become. In this case, a plurality of spark plugs 44 may be provided. In this embodiment, the electronic throttle device 34 is applied as the deceleration torque generating means, and the spark plug 44 is applied as the combustion deterioration suppressing means. Then, the engine ECU 111 serving as the control means opens the EGR passage 39 by the EGR valve 40 and requests a deceleration from the driver in a state where a part of the exhaust gas in the exhaust pipe 36 is recirculated to the intake manifold 29 through the EGR passage 39. When there is, the electronic throttle device 34 closes the throttle valve 33 and the spark plug 44 increases the number of ignitions. Thereafter, when the driving torque of the vehicle is reduced to the required torque, the ignition number is returned to the original by the spark plug 44.

  Here, vehicle deceleration control by the vehicle control apparatus of the fifth embodiment will be described based on the flowchart of FIG.

  In the vehicle deceleration control, as shown in FIG. 12, in step S51, the engine ECU 111 acquires the driving state of the vehicle, and in step S52, determines whether or not there has been a deceleration request from the driver. Here, if it is determined that there is no deceleration request from the driver, this routine is exited without doing anything. On the other hand, if it is determined that there is a deceleration request from the driver, in step S53, the engine ECU 111 determines whether or not the EGR passage 39 is opened by the EGR valve 40 to a predetermined opening or more. Here, if it is determined by the EGR valve 40 that the EGR passage 39 is not opened beyond the predetermined opening, the routine is terminated without doing anything.

  On the other hand, if it is determined in step S53 that the EGR passage 39 is opened by the EGR valve 40 to a predetermined opening or more, the engine ECU 111 increases the number of ignitions by the spark plug 44 in step S54. In this case, as shown in FIG. 13, the number of ignitions of the spark plug 44 is set according to the limit value of the EGR rate. Subsequently, in step S55, the opening of the throttle valve 33 in the electronic throttle device 34 is decreased in response to a deceleration request from the driver.

  Then, by reducing the opening of the throttle valve 33, the air sucked into the combustion chamber 18 is reduced, the vehicle driving torque is reduced according to the driver's deceleration request, and the number of ignitions by the spark plug 44 is reduced. By increasing, even if the amount of exhaust gas increases to the combustion chamber 18, deterioration of combustion of the engine 102 is suppressed.

  In step S56, it is determined whether or not the vehicle has returned from the deceleration operation to the steady operation. If the vehicle is not in the steady operation, the process returns to step S55. If the vehicle is in the steady operation, in step S57, the engine ECU 111 Decrease the number of ignitions due to 44 and restore.

  Thus, in the vehicle control apparatus of the fifth embodiment, the electronic throttle device 34 is applied as the deceleration torque generating means, the ignition plug 44 is applied as the combustion deterioration suppressing means, and the engine ECU 111 as the control means is the EGR. In a state where the EGR passage 39 is opened by the valve 40 and a part of the exhaust gas in the exhaust pipe 36 is returned to the intake manifold 29 through the EGR passage 39, when the driver requests deceleration, the electronic throttle device 34 The valve 33 is closed and the ignition plug 44 increases the number of ignitions.

  Therefore, when the driver requests deceleration, the throttle valve 33 can be opened to reduce the amount of air drawn into the combustion chamber 18 so that the vehicle driving torque can be reduced appropriately. By increasing the number of ignitions by the plug 44, even if the amount of exhaust gas increases into the combustion chamber 18, deterioration of combustion of the engine 102 can be suppressed.

  FIG. 14 is a schematic configuration diagram illustrating an internal combustion engine applied to a vehicle control apparatus according to Embodiment 6 of the present invention. The configuration of the internal combustion engine in the vehicle control apparatus of the present embodiment is substantially the same as that of the first embodiment described above, and will be described using FIG. 1 and has the same functions as those described in this embodiment. The same reference numerals are given to the members, and duplicate descriptions are omitted.

  In the vehicle control apparatus of the sixth embodiment, as shown in FIGS. 1 and 14, an EGR passage 39 communicates with the intake pipe 31 of the engine 102, and is downstream of the communicating portion of the EGR passage 39 in the intake pipe 31. A tumble control valve 61 is provided on the side. The tumble control valve 61 generates a tumble (vertical vortex) in the combustion chamber 18 as necessary by opening and closing depending on the engine operating state.

  In this embodiment, the tumble control valve 61 is applied as a deceleration torque generating means and a combustion deterioration suppressing means. As a control means, the engine ECU 111 opens the EGR passage 39 with the EGR valve 40, and makes a deceleration request from the driver while a part of the exhaust gas in the exhaust pipe 36 is recirculated to the intake manifold 29 through the EGR passage. In this case, the intake passage is closed by the tumble control valve 61 while the opening degree of the throttle valve 33 in the electronic throttle device 34 is maintained.

  That is, when the driver makes a deceleration request, if the EGR passage 39 is opened to a predetermined opening or more by the EGR valve 40, the opening of the throttle valve 33 is maintained while the opening of the tumble control valve 61 is maintained. It moves in the closing direction so that the opening decreases in response to the deceleration request. Then, the opening degree of the throttle valve 33 is maintained, so that a large amount of exhaust gas is not introduced into the combustion chamber 18, combustion deterioration of the engine 102 is suppressed, and the tumble control valve 61 is closed. Thus, the amount of air in the combustion chamber 18 decreases, and the driving torque of the vehicle decreases in response to the driver's deceleration request.

  Thus, in the vehicle control apparatus of the sixth embodiment, the tumble control valve 61 is applied as the deceleration torque generating means and the combustion deterioration suppressing means, and the engine ECU 111 as the control means opens the EGR passage 39 by the EGR valve 40. In a state where a part of the exhaust gas in the exhaust pipe 36 is recirculated to the intake manifold 29 through the EGR passage 39, when the driver requests deceleration, the electronic throttle device 34 is controlled to open the throttle valve 33. The intake passage is closed by the tumble control valve 61 while maintaining the degree.

  Therefore, by keeping the throttle valve 33 open when a deceleration request is made from the driver, the deterioration of combustion of the engine 102 can be suppressed even when the exhaust gas is circulating, and the tumble control valve 61 takes in the intake air. By closing the passage, the amount of air introduced into the combustion chamber 18 is reduced, and the vehicle driving torque can be appropriately reduced.

  The configuration of the internal combustion engine in the vehicle control apparatus according to the seventh embodiment of the present invention is substantially the same as that of the first embodiment described above, and will be described with reference to FIG.

  In the vehicle control apparatus of the seventh embodiment, as shown in FIG. 1, the engine 102 has a variable compression ratio changing mechanism capable of changing the compression ratio in the combustion chamber 18. The variable compression ratio changing mechanism is, for example, capable of changing the compression ratio by changing the stroke of the piston 14 in accordance with the operating state of the engine 102 by changing the length of the connecting rod 17. is there.

  In this embodiment, the electronic throttle device 34 is applied as the deceleration torque generating means, and the variable compression ratio changing mechanism is applied as the combustion deterioration suppressing means. Then, the engine ECU 111 serving as the control means opens the EGR passage 39 by the EGR valve 40 and requests a deceleration from the driver in a state where a part of the exhaust gas in the exhaust pipe 36 is recirculated to the intake manifold 29 through the EGR passage 39. When there is, the throttle valve 33 in the electronic throttle device 34 is closed and the compression ratio is changed to be high by the variable compression ratio changing mechanism.

  That is, when there is a deceleration request from the driver, if the EGR passage 39 is opened to a predetermined opening or more by the EGR valve 40, the opening of the throttle valve 33 is closed according to the deceleration request, The variable compression ratio changing mechanism is changed so as to increase the compression ratio. Then, by closing the throttle valve 33, the amount of air in the combustion chamber 18 decreases, the driving torque of the vehicle decreases according to the driver's deceleration request, and the compression ratio increases, so that the combustion chamber 18 Even if exhaust gas is introduced into the engine 102, deterioration of combustion of the engine 102 is suppressed.

  Thus, in the vehicle control apparatus of the seventh embodiment, the electronic throttle device 34 is applied as the deceleration torque generating means, the variable compression ratio changing mechanism is applied as the combustion deterioration suppressing means, and the engine ECU 111 as the control means is When the EGR valve 40 is opened by the EGR valve 40 and a part of the exhaust gas in the exhaust pipe 36 is recirculated to the intake manifold 29 through the EGR passage 39, the electronic throttle device 34 The throttle valve 33 is closed and the variable compression ratio changing mechanism is used to change the compression ratio high.

  Therefore, when a deceleration request is received from the driver, the throttle valve 33 is closed, so that the amount of air introduced into the combustion chamber 18 can be reduced and the vehicle drive torque can be reduced appropriately, and the variable compression ratio changing mechanism By changing the compression ratio to a higher value, deterioration of combustion of the engine 102 can be suppressed even when exhaust gas is circulated.

  FIG. 15 is a flowchart showing deceleration control in the vehicle control apparatus according to the eighth embodiment of the present invention. The configuration of the internal combustion engine in the vehicle control apparatus of the present embodiment is substantially the same as that of the first embodiment described above, and will be described using FIG. 1 and has the same functions as those described in this embodiment. The same reference numerals are given to the members, and duplicate descriptions are omitted.

  As shown in FIG. 1, the engine 102 applied to the vehicle control device of the eighth embodiment has a cylinder deactivation mechanism that can stop the intake valve 21 at the closed position of the intake port 19. In this embodiment, the cylinder deactivation mechanism is applied as the deceleration torque generating means and the combustion deterioration suppressing means. Then, the engine ECU 111 serving as the control means opens the EGR passage 39 by the EGR valve 40 and requests a deceleration from the driver in a state where a part of the exhaust gas in the exhaust pipe 36 is recirculated to the intake manifold 29 through the EGR passage 39. When there is, the predetermined throttle valve 21 is stopped at the closed position of the intake port 19 by the cylinder deactivation mechanism while the electronic throttle device 34 is controlled and the opening degree of the throttle valve 33 is maintained. Thereafter, when the driving torque of the vehicle is reduced to the required torque, the operation of the cylinder deactivation mechanism is stopped.

  Here, vehicle deceleration control by the vehicle control apparatus of the eighth embodiment will be described based on the flowchart of FIG.

  In the vehicle deceleration control, as shown in FIG. 15, in step S61, the engine ECU 111 acquires the driving state of the vehicle, and in step S62, determines whether or not there has been a deceleration request from the driver. Here, if it is determined that there is no deceleration request from the driver, this routine is exited without doing anything. On the other hand, if it is determined that there is a deceleration request from the driver, in step S63, the engine ECU 111 determines whether or not the EGR passage 39 is opened to a predetermined opening or more by the EGR valve 40. Here, if it is determined by the EGR valve 40 that the EGR passage 39 is not opened beyond the predetermined opening, the routine is terminated without doing anything.

  On the other hand, if it is determined in step S63 that the EGR passage 39 is opened by the EGR valve 40 at a predetermined opening or more, the engine ECU 111 causes the cylinder intake mechanism to connect the predetermined intake valve 21 to the intake port in step S64. Stop at 19 closed position. Then, the opening degree of the throttle valve 33 is maintained, so that the combustion deterioration of the engine 102 is suppressed, and some cylinders are stopped, so that the air taken into the combustion chamber 18 is reduced, and the vehicle The drive torque decreases in response to the driver's deceleration request.

  Subsequently, in step S65, it is determined whether or not the fuel consumption has deteriorated due to cylinder deactivation. If it is determined that the fuel consumption has not deteriorated, this control is continued. On the other hand, if it is determined that the fuel consumption has deteriorated due to cylinder deactivation, it is determined in step S66 whether or not the vehicle has returned to the steady operation from the deceleration operation. If it is an operation, in step S67, the engine ECU 111 cancels the predetermined stop of the intake valve 21 by the cylinder deactivation mechanism, and sets the opening of the throttle valve 33 in the electronic throttle device 34 in response to a deceleration request from the driver. Decrease.

  Thus, in the vehicle control apparatus of the eighth embodiment, the cylinder deactivation mechanism is applied as the deceleration torque generating means and the combustion deterioration suppressing means, and the engine ECU 111 as the control means opens the EGR passage 39 by the EGR valve 40. In the state where a part of the exhaust gas in the exhaust pipe 36 is recirculated to the intake manifold 29 through the EGR passage 39, when the driver requests deceleration, the electronic throttle device 34 is controlled to open the throttle valve 33. The predetermined intake valve 21 is stopped at the closed position of the intake port 19 by the cylinder deactivation mechanism.

  Therefore, when the driver requests deceleration, maintaining the opening degree of the throttle valve 33 can suppress the deterioration of combustion of the engine 102, and the cylinder deactivation mechanism can deactivate some of the cylinders to achieve combustion. The air sucked into the chamber 18 is reduced, and the vehicle driving torque can be appropriately reduced.

  FIG. 16 is a flowchart showing deceleration control in the vehicle control apparatus according to the ninth embodiment of the present invention. The configuration of the internal combustion engine in the vehicle control apparatus of the present embodiment is substantially the same as that of the first embodiment described above, and will be described using FIG. 1 and has the same functions as those described in this embodiment. The same reference numerals are given to the members, and duplicate descriptions are omitted.

  In the engine 102 applied to the vehicle control apparatus of the ninth embodiment, as shown in FIG. 1, an injector 43 capable of injecting fuel is provided in the intake port 19. The injector 43 includes gasoline fuel and ethanol fuel. And can be injected independently. In this embodiment, the electronic throttle device 34 is applied as the deceleration torque generating means, and the injector 43 is applied as the combustion deterioration suppressing means. The engine ECU 111 serving as the control means causes the injector 43 to inject gasoline fuel when the engine 102 is in a high load operation when the water content of ethanol fuel is high.

  Here, the vehicle deceleration control by the vehicle control apparatus of the ninth embodiment will be described based on the flowchart of FIG.

  In the vehicle deceleration control, as shown in FIG. 16, in step S71, the engine ECU 111 acquires the operating state of the vehicle, and in step S72, the engine ECU 111 sets a limit value in which the water content of ethanol fuel is set in advance. Determine if it is higher. Here, if it is determined that the water content of the ethanol fuel is below the limit value, this routine is exited without doing anything. On the other hand, if it is determined that the water content of the ethanol fuel is higher than the limit value, it is determined in step S73 whether or not the load of the engine 102 is higher than a predetermined load set in advance. Here, if it is determined that the load of the engine 102 is not higher than the predetermined load, this routine is exited without doing anything. On the other hand, if it is determined that the load of the engine 102 is higher than the predetermined load, the injection of ethanol fuel from the injector 43 is prohibited in step S74.

  Then, when there is a deceleration request from the driver, when the EGR valve 40 is opened and EGR gas is introduced into the intake system from the EGR passage 39, the water content of ethanol fuel is higher than the limit value, and the load of the engine 102 is When the load is higher than the predetermined load, the combustion deterioration of the engine 102 is suppressed by prohibiting the injection of ethanol fuel from the injector 43.

  As described above, in the vehicle control apparatus of the ninth embodiment, the electronic throttle device 34 is applied as the deceleration torque generating means, the injector 43 is applied as the combustion deterioration suppressing means, and the engine ECU 111 as the control means is an ethanol fuel When the water content ratio is higher than the limit value and the load of the engine 102 is higher than the predetermined load, the injection of ethanol fuel from the injector 43 is prohibited.

  Therefore, when the water content of ethanol fuel is higher than the limit value and the load of the engine 102 is higher than the predetermined load, the injection of ethanol fuel from the injector 43 is prohibited in advance, and at this time, the exhaust pipe When a part of the exhaust gas 36 flows back to the intake manifold 29 through the EGR passage 39 and the driver requests deceleration, the electronic valve device 34 closes the throttle valve 33 to reduce the air taken into the combustion chamber 18. Thus, the vehicle driving torque can be appropriately reduced, and the combustion deterioration of the engine 102 can be suppressed.

  In this embodiment, the engine ECU 111 as the control means responds to the deceleration request when a part of the exhaust gas in the exhaust pipe 36 returns to the intake manifold 29 through the EGR passage 39 and the driver requests the deceleration. Thus, the electronic throttle device 34 may be used to close the throttle valve 33 and prohibit the injection of ethanol fuel from the injector 43.

  FIG. 17 is a flowchart showing deceleration control in the vehicle control apparatus according to the tenth embodiment of the present invention. The configuration of the internal combustion engine in the vehicle control apparatus of the present embodiment is substantially the same as that of the first embodiment described above, and will be described using FIG. 1 and has the same functions as those described in this embodiment. The same reference numerals are given to the members, and duplicate descriptions are omitted.

  In the engine 102 applied to the vehicle control apparatus of the tenth embodiment, as shown in FIG. 1, an injector 43 is provided in the combustion chamber 18, and this injector 43 is composed of heavy fuel (gasoline fuel) and ethanol. The fuel can be injected independently. In this embodiment, the electronic throttle device 34 is applied as the deceleration torque generating means, and the injector 43 is applied as the combustion deterioration suppressing means. Then, the engine ECU 111 serving as the control means opens the EGR passage 39 by the EGR valve 40 and requests a deceleration from the driver in a state where a part of the exhaust gas in the exhaust pipe 36 is recirculated to the intake manifold 29 through the EGR passage 39. When there is, the electronic throttle device 34 closes the throttle valve 33 and the injector 43 injects ethanol fuel.

  Here, the vehicle deceleration control by the vehicle control apparatus of the tenth embodiment will be described based on the flowchart of FIG.

  In the vehicle deceleration control, as shown in FIG. 17, in step S81, the engine ECU 111 acquires the operating state of the vehicle, and in step S82, the fuel currently injected by the injector 43 is heavy fuel. Further, it is determined whether or not there is a deceleration request from the driver. If it is determined that the injected fuel is not heavy fuel, or if it is determined that there is no deceleration request from the driver, this routine is exited without doing anything. On the other hand, if it is determined that the injected fuel is heavy fuel and the driver has requested deceleration, in step S83, the engine ECU 111 causes the EGR valve 40 to set the EGR passage 39 to a predetermined opening or greater. Determine if it is open. Here, if it is determined by the EGR valve 40 that the EGR passage 39 is not opened beyond the predetermined opening, the routine is terminated without doing anything.

  On the other hand, if it is determined in step S83 that the EGR passage 39 is opened by the EGR valve 40 to a predetermined opening or greater, the engine ECU 111 in step S84 changes the fuel injected from the injector 43 from heavy fuel to ethanol fuel. Switch to and inject. Subsequently, in step S85, the opening of the throttle valve 33 in the electronic throttle device 34 is decreased in response to a deceleration request from the driver.

  Then, by reducing the opening degree of the throttle valve 33, the air sucked into the combustion chamber 18 is reduced, the driving torque of the vehicle is lowered according to the driver's deceleration request, and ethanol fuel is injected by the injector 43. As a result, even if the amount of exhaust gas increases into the combustion chamber 18, deterioration of combustion of the engine 102 is suppressed.

  In step S86, it is determined whether or not the vehicle has returned from the deceleration operation to the steady operation. If the vehicle is not in the steady operation, the process returns to step S84. If the vehicle is in the steady operation, the engine ECU 111 causes the injector 43 in step S87. The injection fuel is switched from ethanol fuel to gasoline fuel and injected.

  Thus, in the vehicle control apparatus of the tenth embodiment, the electronic throttle device 34 is applied as the deceleration torque generating means, the injector 43 is applied as the combustion deterioration suppressing means, and the engine ECU 111 as the control means includes the EGR valve. When the EGR passage 39 is opened by 40 and a part of the exhaust gas in the exhaust pipe 36 is recirculated to the intake manifold 29 through the EGR passage 39, when the driver makes a deceleration request, the electronic throttle device 34 33 is closed and ethanol fuel is injected by the injector 43.

  Therefore, when the driver requests deceleration, the throttle valve 33 can be opened to reduce the amount of air sucked into the combustion chamber 18 so that the vehicle driving torque can be properly reduced. By injecting the ethanol fuel at 43, even if the amount of exhaust gas to the combustion chamber 18 increases, deterioration of combustion of the engine 102 can be suppressed.

  FIG. 18 is a flowchart showing deceleration control in the vehicle control apparatus according to the eleventh embodiment of the present invention. The configuration of the internal combustion engine in the vehicle control apparatus of the present embodiment is substantially the same as that of the first embodiment described above, and will be described using FIG. 1 and has the same functions as those described in this embodiment. The same reference numerals are given to the members, and duplicate descriptions are omitted.

  As shown in FIG. 1, the engine 102 applied to the vehicle control apparatus of the eleventh embodiment has a variable valve lift mechanism that can change the opening amount of the intake port 19 by the intake valve 21. In this embodiment, a variable valve lift mechanism is applied as a deceleration torque generating means and a combustion deterioration suppressing means. Then, the engine ECU 111 serving as the control means opens the EGR passage 39 by the EGR valve 40 and requests a deceleration from the driver in a state where a part of the exhaust gas in the exhaust pipe 36 is recirculated to the intake manifold 29 through the EGR passage 39. When there is, the electronic throttle device 34 is controlled to maintain the opening degree of the throttle valve 33, and the opening amount of the intake port 19 by the intake valve 21 is decreased by the variable valve lift mechanism. Thereafter, when the drive torque of the vehicle is reduced to the required torque, the operation of the variable valve lift mechanism is stopped.

  Here, the vehicle deceleration control by the vehicle control apparatus of the eleventh embodiment will be described based on the flowchart of FIG.

  In the vehicle deceleration control, as shown in FIG. 18, in step S91, the engine ECU 111 acquires the driving state of the vehicle, and in step S92, determines whether or not there has been a deceleration request from the driver. Here, if it is determined that there is no deceleration request from the driver, this routine is exited without doing anything. On the other hand, if it is determined that there is a deceleration request from the driver, in step S93, the engine ECU 111 determines whether or not the EGR passage 39 is opened by the EGR valve 40 beyond a predetermined opening degree. Here, if it is determined by the EGR valve 40 that the EGR passage 39 is not opened beyond the predetermined opening, the routine is terminated without doing anything.

  On the other hand, if it is determined in step S93 that the EGR passage 39 is opened by the EGR valve 40 beyond a predetermined opening, the engine ECU 111 determines the lift amount of the intake valve 21 by the variable valve lift mechanism in step S94. Decrease. Then, the opening degree of the throttle valve 33 is maintained, so that the combustion deterioration of the engine 102 is suppressed, and the lift amount of the intake valve 21 is reduced, so that the air taken into the combustion chamber 18 is reduced, The driving torque of the vehicle decreases in response to the driver's deceleration request.

  Subsequently, in step S95, it is determined whether or not the vehicle has returned from the deceleration operation to the steady operation. If the vehicle is not in the steady operation, this process is repeated. If the vehicle is in the steady operation, the engine ECU 111 in step S96 The lift amount of the intake valve 21 is returned by the variable valve lift mechanism, and the opening degree of the throttle valve 33 in the electronic throttle device 34 is decreased in response to a deceleration request from the driver.

  Thus, in the vehicle control apparatus of the eleventh embodiment, the variable valve lift mechanism is applied as the deceleration torque generating means and the combustion deterioration suppressing means, and the engine ECU 111 as the control means opens the EGR passage 39 by the EGR valve 40. In a state where a part of the exhaust gas in the exhaust pipe 36 is recirculated to the intake manifold 29 through the EGR passage 39, when the driver requests deceleration, the electronic throttle device 34 is controlled to open the throttle valve 33. The opening amount of the intake port 19 is reduced by the intake valve 21 by the variable valve lift mechanism while maintaining the degree.

  Therefore, when the driver requests deceleration, maintaining the opening degree of the throttle valve 33 can suppress the deterioration of combustion of the engine 102, and the opening amount of the intake port 19 is reduced by the variable valve lift mechanism. Thus, the air sucked into the combustion chamber 18 is reduced, and the vehicle driving torque can be appropriately reduced.

  FIG. 19 is a flowchart showing the deceleration control in the vehicle control apparatus according to the twelfth embodiment of the present invention. The configuration of the internal combustion engine in the vehicle control apparatus of the present embodiment is substantially the same as that of the first embodiment described above, and will be described using FIG. 1 and has the same functions as those described in this embodiment. The same reference numerals are given to the members, and duplicate descriptions are omitted.

  As shown in FIG. 1, in the engine 102 applied to the vehicle control apparatus of the twelfth embodiment, two (a plurality of) intake ports 19 communicate with one combustion chamber 18. Are provided with intake valve 21, and has a valve rest mechanism (or variable valve lift mechanism) that can stop one intake valve 21 at the closed position of intake port 19. In this embodiment, a valve closing mechanism is applied as a deceleration torque generating means and a combustion deterioration suppressing means. As a control means, the engine ECU 111 opens the EGR passage 39 by the EGR valve 40 and makes a deceleration request from the driver while a part of the exhaust gas in the exhaust pipe 36 is recirculated to the intake manifold 29 through the EGR passage 39. If there is, the electronic throttle device 34 is controlled to maintain the opening of the throttle valve 33, and one intake valve 21 is stopped at the closed position of the intake port 19 by the valve closing mechanism. Thereafter, when the drive torque of the vehicle is reduced to the required torque, the operation of the valve closing mechanism is stopped.

  Here, the vehicle deceleration control by the vehicle control apparatus of the twelfth embodiment will be described based on the flowchart of FIG.

  In the vehicle deceleration control, as shown in FIG. 19, in step S101, the engine ECU 111 acquires the driving state of the vehicle, and in step S102, determines whether there is a deceleration request from the driver. Here, if it is determined that there is no deceleration request from the driver, this routine is exited without doing anything. On the other hand, if it is determined that there is a deceleration request from the driver, in step S103, the engine ECU 111 determines whether or not the EGR passage 39 is opened to a predetermined opening or more by the EGR valve 40. Here, if it is determined by the EGR valve 40 that the EGR passage 39 is not opened beyond the predetermined opening, the routine is terminated without doing anything.

  On the other hand, if it is determined in step S103 that the EGR passage 39 is opened by the EGR valve 40 to a predetermined opening or more, the engine ECU 111 causes the intake valve 21 to be connected to the intake port 19 by a valve closing mechanism in step S104. Stop at the closed position. Then, the opening degree of the throttle valve 33 is maintained, so that the combustion deterioration of the engine 102 is suppressed, and when one intake port 19 is closed, the air taken into the combustion chamber 18 decreases, The driving torque of the vehicle decreases in response to the driver's deceleration request.

  Subsequently, in step S105, it is determined whether or not the fuel consumption has deteriorated due to the suspension of the intake valve 21, and if it is determined that the fuel consumption has not deteriorated, this control is continued. On the other hand, if it is determined that the fuel consumption has deteriorated due to the suspension of the intake valve 21, it is determined in step S106 whether the vehicle has returned from the deceleration operation to the steady operation. In step S107, the engine ECU 111 starts the operation of the intake valve 21 by the valve closing mechanism and opens the throttle valve 33 in the electronic throttle device 34 in response to a deceleration request from the driver. Decrease the degree.

  Thus, in the vehicle control apparatus of the twelfth embodiment, the valve rest mechanism is applied as the deceleration torque generating means and the combustion deterioration suppressing means, and the engine ECU 111 as the control means opens the EGR passage 39 by the EGR valve 40. In the state where a part of the exhaust gas in the exhaust pipe 36 is recirculated to the intake manifold 29 through the EGR passage 39, when the driver requests deceleration, the electronic throttle device 34 is controlled to open the throttle valve 33. The intake valve 21 is stopped at the closed position of the intake port 19 by the valve closing mechanism.

  Therefore, when the driver requests deceleration, maintaining the opening of the throttle valve 33 can suppress deterioration in combustion of the engine 102, and by closing one intake port 19 by the valve closing mechanism, The air sucked into the combustion chamber 18 is reduced, and the vehicle driving torque can be appropriately reduced.

  As described above, the vehicle control device according to the present invention can appropriately reduce the vehicle drive torque and suppress the deterioration of combustion of the internal combustion engine even when the exhaust gas recirculation is performed when the driver requests deceleration. It is suitable for any vehicle.

1 is a schematic configuration diagram illustrating an overall configuration of an internal combustion engine in a vehicle control apparatus according to Embodiment 1 of the present invention. It is a schematic block diagram showing the hybrid vehicle to which the vehicle control apparatus of Example 1 was applied. 4 is a flowchart illustrating deceleration control in the vehicle control apparatus according to the first embodiment. 6 is a graph showing a torque change during execution of deceleration control in the vehicle control apparatus of the first embodiment. It is a flowchart showing the deceleration control in the control apparatus of the vehicle which concerns on Example 2 of this invention. It is the schematic showing the opening / closing timing of the intake valve in the control apparatus of the vehicle of Example 2. FIG. It is a skeleton figure showing the belt type continuously variable transmission to which the control device of vehicles concerning Example 3 of the present invention was applied. 12 is a flowchart illustrating deceleration control in the vehicle control apparatus of the third embodiment. 7 is a graph showing a vehicle driving torque with respect to an internal combustion engine speed in a vehicle control apparatus according to a third embodiment. It is a flowchart showing the deceleration control in the control apparatus of the vehicle which concerns on Example 4 of this invention. It is a graph showing the limit value of the EGR rate with respect to the ignition energy in the control apparatus of the vehicle of Example 4. It is a flowchart showing the deceleration control in the control apparatus of the vehicle which concerns on Example 5 of this invention. It is a graph showing the limit value of the EGR rate with respect to the number of ignitions in the vehicle control apparatus of the fifth embodiment. It is a schematic block diagram showing the internal combustion engine applied to the control apparatus of the vehicle which concerns on Example 6 of this invention. It is a flowchart showing the deceleration control in the control apparatus of the vehicle which concerns on Example 8 of this invention. It is a flowchart showing the deceleration control in the control apparatus of the vehicle which concerns on Example 9 of this invention. It is a flowchart showing the deceleration control in the control apparatus of the vehicle which concerns on Example 10 of this invention. It is a flowchart showing the deceleration control in the control apparatus of the vehicle which concerns on Example 11 of this invention. It is a flowchart showing the deceleration control in the control apparatus of the vehicle which concerns on Example 12 of this invention.

Explanation of symbols

18 Combustion chamber 19 Intake port (intake passage)
20 Exhaust port (exhaust passage)
25 Variable intake valve mechanism (deceleration torque generating means)
31 Intake pipe (intake passage)
33 Throttle valve (intake control valve)
34 Electronic throttle device (combustion deterioration suppression means, deceleration torque generation means)
36 Exhaust pipe (exhaust passage)
39 Exhaust recirculation passage (EGR passage)
40 Exhaust gas recirculation control valve (EGR valve)
43 Injector (Combustion deterioration suppression means)
44 Spark plug (combustion deterioration suppression means)
61 Tumble control valve (combustion deterioration suppressing means, deceleration torque generating means)
101 Hybrid vehicle 102 Engine (internal combustion engine)
105 Power distribution and integration mechanism 106 Motor (generator, deceleration torque generating means)
109 Motor (electric motor)
110 Hybrid ECU (control means)
111 Engine ECU (control means)
123 Motor ECU (control means)
201 Belt type continuously variable transmission (deceleration torque generating means)
206 ECU (control means)

Claims (14)

An internal combustion engine body having a combustion chamber;
An intake passage communicating with the combustion chamber;
An intake control valve provided in the intake passage for adjusting an intake flow rate to the combustion chamber;
An exhaust passage communicating with the combustion chamber;
An exhaust gas recirculation passage that communicates the exhaust passage and the intake air passage to recirculate part of the exhaust;
An exhaust gas recirculation control valve that is provided in the exhaust gas recirculation passage and adjusts an exhaust gas flow rate;
Deceleration torque generating means for applying deceleration torque to the vehicle;
Combustion deterioration suppressing means for suppressing deterioration of combustion due to exhaust gas recirculation amount;
A control means for opening the exhaust gas recirculation passage by the exhaust gas recirculation control valve so that a part of the exhaust gas recirculates and operating the deceleration torque generating means and the combustion deterioration suppressing means when there is a deceleration request from the driver;
A vehicle control apparatus comprising:   A generator capable of generating electric power with the driving torque of the internal combustion engine is provided, and the control means is preset by the intake control valve when a part of the exhaust gas recirculates through the exhaust gas recirculation passage and there is a deceleration request from the driver. The vehicle control device according to claim 1, wherein the intake passage is closed at a speed lower than a misfire limit closing speed and the generator is operated.   An intake variable valve mechanism that can change the opening / closing timing of the intake port by the intake valve according to the operating state is provided, and when the control means recirculates part of the exhaust through the exhaust gas recirculation passage and requests deceleration from the driver 2. The vehicle control device according to claim 1, wherein an opening period of the intake valve is changed by the intake variable valve mechanism while maintaining an opening degree of the intake control valve. 3.   A continuously variable transmission capable of continuously automatically changing in a stepless manner is provided. 2. The vehicle control device according to claim 1, wherein the torque is reduced after the rotation speed of the internal combustion engine is reduced on an iso-output line for requesting deceleration by the continuously variable transmission while maintaining the torque.   An ignition plug capable of changing the ignition energy is provided, and when the exhaust gas recirculates through the exhaust gas recirculation passage and the driver requests a deceleration, the control means uses the intake control valve to respond to the deceleration request. The vehicle control device according to claim 1, wherein the ignition energy of the spark plug is increased.   An ignition plug capable of changing the number of ignitions is provided, and when the exhaust gas recirculates through the exhaust gas recirculation passage and the driver requests a deceleration, the control means uses the intake control valve to respond to the deceleration request. 2. The vehicle control device according to claim 1, wherein the number of ignitions of the spark plug is increased.   A tumble control valve is provided on the downstream side of the exhaust gas recirculation passage in the intake passage, and the control means recirculates a part of the exhaust gas through the exhaust gas recirculation passage and receives a deceleration request from a driver in response to the deceleration request. The vehicle control device according to claim 1, wherein the intake passage is closed by the tumble control valve while maintaining an opening of the intake control valve.   A variable compression ratio changing mechanism capable of changing a compression ratio in the combustion chamber is provided, and the control means is configured to respond to a deceleration request when a part of the exhaust gas recirculates through the exhaust gas recirculation passage and there is a deceleration request from a driver. The vehicle control device according to claim 1, wherein the intake passage is closed by an intake control valve and the compression ratio is changed to be high by the variable compression ratio changing mechanism.   A cylinder deactivation mechanism capable of stopping the intake valve at a closed position of the intake port is provided, and when the exhaust gas recirculates through the exhaust gas recirculation passage and there is a deceleration request from the driver, the control means responds to the deceleration request. 2. The vehicle control device according to claim 1, wherein the predetermined intake valve is stopped at a closed position of the intake port by the cylinder deactivation mechanism while the opening degree of the intake control valve is maintained.   A fuel injection valve capable of injecting gasoline fuel and ethanol fuel is provided, and when the part of the exhaust gas recirculates through the exhaust gas recirculation passage and there is a deceleration request from the driver, the intake control is performed according to the deceleration request. 2. The vehicle control device according to claim 1, wherein the intake passage is closed by a valve, and gasoline fuel is injected at a high load by the fuel injection valve.   A fuel injection valve capable of injecting heavy fuel and light fuel is provided, and the control means recirculates the intake air in response to a deceleration request when a part of exhaust gas recirculates through the exhaust gas recirculation passage and a driver requests deceleration. The vehicle control device according to claim 1, wherein the intake passage is closed by a control valve, and light fuel is injected by the fuel injection valve.   A variable valve lift mechanism capable of changing an opening amount of the intake port by the intake valve is provided, and the control means responds to the deceleration request when a part of the exhaust gas recirculates through the exhaust gas recirculation passage and the driver requests a deceleration. 2. The vehicle control device according to claim 1, wherein the opening amount of the intake port by the intake valve is reduced by the variable valve lift mechanism while the opening degree of the intake control valve is maintained.   A valve closing mechanism in which a plurality of intake ports communicate with one combustion chamber, an intake valve is attached to the plurality of intake ports, and at least one intake valve can be stopped at a closed position of the intake port Provided that when the part of the exhaust gas recirculates through the exhaust gas recirculation passage and the driver requests deceleration, the valve closing mechanism maintains the opening of the intake control valve in response to the deceleration request. The vehicle control device according to claim 1, wherein the predetermined intake valve is stopped at a closed position of the intake port.   14. The control unit according to claim 1, wherein when the driving torque of the vehicle satisfies a deceleration request from a driver, the control unit stops the operation of the deceleration torque generating unit and the combustion deterioration suppressing unit. The vehicle control device described in 1.

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