JP2010190196A - Control device for vehicle driving unit - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for a vehicle driving unit capable of suitably achieving demands related to various functions of a vehicle driving unit without increasing calculation load to the control device. <P>SOLUTION: The control device for the vehicle driving unit is for achieving demands related to functions of a vehicle driving unit including an internal combustion engine with a cooperative control of a plurality of actuators 42, 44, 46 related to the operation of the vehicle driving unit. Based on the demands, a cylinder internal pressure peak crank angle CApmx that is a control parameter corresponding to combustion delay with respect to the optimum combustion speed to the output of the internal combustion engine is calculated. With the cylinder internal pressure peak crank angle CApmx, the controlled variable of at least one 44 of the actuators 42, 44, 46 is set. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a control device for a vehicle drive unit, and more particularly to a control device for a vehicle drive unit that realizes requests related to various functions of the vehicle drive unit by cooperative control of a plurality of actuators.

  As a control device for this type of vehicle drive unit, for example, an adjustment unit is provided between a generation source that generates mechanical resources, thermal resources, and the like and a consumption unit that consumes these resources. And the resource consumption of the consumption unit are known to be adjusted by an adjustment unit (see, for example, Patent Document 1).

  In this apparatus, the coordinating unit inquires and aggregates the resource supply amount and the resource consumption amount to the generation source and the consumption unit, determines the resource allocation to each consumption unit, and determines the resource generation amount at the generation source. The resource consumption of the consumption department is determined.

  Also, in response to the recent complications of on-board electronic systems, the control structure is hierarchized, and requests from the driver at the top of the hierarchy are transferred to each travel function actuator at the bottom of the hierarchy. A device that transmits in a direction is also known (see, for example, Patent Document 2).

JP-A-10-250416 JP 05-85228 A

  However, in the conventional vehicle drive unit control device in which the adjustment unit adjusts the relationship between the resource supply amount of the generation source and the resource consumption amount of the consumption unit, the adjustment related to the resource supply amount and the resource consumption amount Inquiries from the source to the source and consumer are made, and the source and consumer are answered to the coordinator in response to the inquiry, and the resource allocation decision information to each consumer is based on the answer The number of communications between the adjustment unit, the generation source, and the consumption unit increases, and a computer (computation unit) responsible for control is subjected to a large calculation load. there were.

  On the other hand, in the conventional vehicle drive unit control device that transmits the request from the driver to each travel function actuator in one direction, the number of communications is reduced, but the number of processes that can be realized is limited. There was a problem that control that could meet the demands of the system was not possible. In other words, in the vehicle drive unit, there are a plurality of requirements regarding drivability, fuel consumption, and the like, and each actuator cannot be appropriately controlled by one-way control in which these requirements are simply superimposed. Realization was inadequate.

  For example, when so-called torque demand type output control is performed to control the throttle opening, ignition timing, and fuel injection amount so that the required torque is realized using the engine torque that has the greatest influence on vehicle control as a control reference value. In order to calculate the optimal actuator control amount (ignition timing, air amount, injection amount) from physical quantities such as torque, efficiency, and air-fuel ratio, the processing was complicated and map representation was not easy. It was difficult to freely control the ignition timing, the air amount, or the fuel injection amount. In addition, the torque accuracy was not sufficient when cold.

  In particular, not only the engine speed [rpm] is required in addition to the target torque [Nm] for setting the base ignition timing, as in the ignition timing control, but also for warming up the exhaust purification catalyst device. In the case of a control amount that requires a retard amount or an advance amount for cold correction, and that can require a setting that also takes into account the fuel increase amount for warming up the engine and the operating state of the variable valve timing mechanism Therefore, since it is based on multi-dimensional (multi-type) data such as 5 dimensions or 6 dimensions and map representation is difficult, each actuator cannot be controlled appropriately. For this reason, there has been a problem that requests related to various functions cannot be appropriately realized.

  The present invention has been made to solve the above-described conventional problems, and is a vehicle drive unit that can appropriately realize the requirements regarding various functions of the vehicle drive unit without increasing the calculation load of the control device. A control apparatus is provided.

  The inventor of this application has found that the indispensable solution to reduce the calculation load while enabling the aggregation of the various functions of the vehicle drive unit is to reduce the multidimensional input data corresponding to the various requests with high accuracy. Various experiments were conducted from the viewpoint that it was difficult to replace the input request data with dimensions. A line between the combustion delay amount from the combustion speed optimum for the output of the internal combustion engine and the efficiency of the internal combustion engine, regardless of changes in torque, air-fuel ratio, ignition timing, engine speed, water temperature, etc. We have found that there is a strong correlation that can be expressed by, and by deciding the amount of actuator control using parameters corresponding to the combustion delay, we have reached the idea that the processing can be simplified while appropriately realizing the requirements.

  In other words, in order to solve the above-described problems, a control device for a vehicle drive unit according to the present invention provides: (1) a request for a function of a vehicle drive unit including an internal combustion engine; A control device for a vehicle drive unit realized by control, wherein a control parameter corresponding to a combustion delay with respect to a combustion speed optimum for the output of the internal combustion engine is calculated based on the request, and the control parameter is used to calculate the plurality of control parameters. The control amount of at least one of the actuators is set.

  With this configuration, by using a control parameter corresponding to the combustion delay with respect to the combustion speed optimum for the output of the internal combustion engine, when calculation of the actuator control amount based on multidimensional request data is required, multiple types (multiple types (multiple types) It is possible to create a low-dimensional map in which the (dimensional) data is made non-dimensional, and it is possible to convert multi-dimensional input data corresponding to various requirements into low-dimensional input request data with high accuracy and control. Requests regarding various functions of the vehicle drive unit can be appropriately realized without increasing the calculation load of the apparatus. Note that the optimum combustion speed for the output mentioned here is, for example, the combustion speed at the optimum ignition timing at which a large torque can be obtained without causing knocking.

  The control device for a vehicle drive unit according to the present invention may be (2) a vehicle drive unit that realizes a request related to the function of a vehicle drive unit including an internal combustion engine by cooperative control of a plurality of actuators related to the operation of the vehicle drive unit. A control device comprising a request generation hierarchy, an arbitration hierarchy positioned lower than the request generation hierarchy, and a control amount setting hierarchy positioned lower than the arbitration hierarchy, and is unified from an upper hierarchy to a lower hierarchy. A hierarchical control structure in which a signal is transmitted in a direction, wherein the request generation hierarchy is provided with a plurality of request output elements for outputting requests relating to various functions of the vehicle drive unit; An arbitration element for each category is provided for arbitrating requests from the request generation hierarchy for each predetermined category according to a predetermined rule; A request in which an arbitration element for each classification is expressed by any one physical quantity corresponding to the classification among a plurality of preset physical quantities for a classification request in charge among the requests output from the plurality of request output elements. The control amount setting layer is adjusted by the adjustment unit and an adjustment unit that adjusts the required value adjusted for each classification in the arbitration layer based on a mutual relationship. A plurality of control amount calculation elements for calculating respective control amounts of the plurality of actuators based on the adjusted required values, and at least one control amount calculation element among the plurality of control amount calculation elements is provided. Calculating a control parameter corresponding to a combustion delay with respect to a combustion speed optimum for the output of the internal combustion engine, and using the control parameter, at least one of the plurality of actuators It is characterized in that for calculating the control amount of the actuator.

  With this configuration, requests output from the highest request generation layer are transmitted in one direction to the lowest control amount setting layer, so signal transmission from the lower layer to the upper layer is not required, and control is performed. Can reduce the computational load on the computer responsible for In addition, various requests are classified into a plurality of predetermined categories in the arbitration hierarchy, and are arbitrated as one physical quantity request value corresponding to each classification, and the arbitrated request values of the plurality of classifications are controlled amount setting hierarchy When these values are communicated to each other, these demand values are adjusted based on the mutual relations, and the control amount for each actuator is calculated based on the adjusted demand values. Even so, a plurality of actuators can be coordinated so that the operation of the drive unit does not fail. In addition, by using a control parameter corresponding to the combustion delay with respect to the optimum combustion speed for the output of the internal combustion engine, it is possible to accurately convert multidimensional input data corresponding to various requirements into low-dimensional input request data. Therefore, it is possible to appropriately realize a plurality of requests regarding various functions without increasing the computational load of the computer.

  In the control device for a vehicle drive unit described in (2) above, (3) it is preferable that the at least one actuator controls the ignition timing of the internal combustion engine.

  This configuration creates a low-dimensional map that makes multidimensional data such as target efficiency, water temperature, and engine speed non-dimensional for the ignition timing that requires calculation of the controlled variable based on the multidimensional required data. By doing so, it is possible to convert multi-dimensional input data corresponding to various requests into low-dimensional input request data with high accuracy.

  In the control device for a vehicle drive unit described in (2) and (3) above, it is preferable that (4) the plurality of physical quantities include target efficiency of the internal combustion engine.

  With this configuration, the in-cylinder pressure peak crank angle can be calculated easily and accurately based only on the target efficiency.

  In the control apparatus for a vehicle drive unit described in (4) above, (5) it is more preferable that the plurality of physical quantities further include a target torque and a target air-fuel ratio of the internal combustion engine.

  With this configuration, various requirements for the drive unit, particularly various requirements regarding the operation of the internal combustion engine, can be appropriately gathered, and various requirements can be realized with high accuracy by controlling the throttle opening, the ignition timing, and the fuel injection amount.

  In the control device for a vehicle drive unit described in (2) above, (6) the at least one actuator controls the ignition timing of the internal combustion engine, and the plurality of physical quantities are the target efficiency of the internal combustion engine, A control parameter corresponding to the combustion delay corresponding to the target efficiency of the internal combustion engine, which includes a target torque and a target air-fuel ratio, and wherein the at least one control amount calculation element is one of the required values arbitrated in the arbitration hierarchy A first map that can be specified, and a second map that can specify the ignition timing of the internal combustion engine based on the control parameter corresponding to the combustion delay, the target torque, and the target air-fuel ratio. It is preferable.

  With this configuration, the ignition timing of the internal combustion engine can be appropriately calculated based on the control parameter corresponding to the combustion delay, the target torque, and the target air-fuel ratio while suppressing the calculation load.

  In the control device for a vehicle drive unit described in (6) above, (7) the second map indicates a base ignition timing for realizing a target torque at a basic rotational speed of the internal combustion engine, corresponding to the combustion delay. It is preferable that the control parameter and the base ignition timing at the basic rotational speed are associated with each other on a map for each torque.

  With this configuration, the base ignition timing at the basic rotational speed can be calculated with high accuracy, and correction for setting the ignition timing with higher accuracy can be easily performed based on this.

  In the control device for a vehicle drive unit according to (7) above, (8) the at least one control amount calculation element is based on the control parameter corresponding to the combustion delay and the engine speed of the internal combustion engine, It is preferable to have a third map that can specify a correction condition for correcting the ignition timing of the internal combustion engine with respect to a change in combustion speed due to a change in engine speed from the number.

  With this configuration, in addition to being able to calculate the base ignition timing at the basic engine speed with high accuracy, it is possible to easily and accurately correct the ignition timing in accordance with changes in the engine speed.

  In the control device for a vehicle drive unit described in (6) to (8) above, (9) the at least one actuator controls ignition timing of the internal combustion engine, and the plurality of physical quantities are the internal combustion engine. A control parameter corresponding to the combustion delay corresponding to the target efficiency of the internal combustion engine, wherein the at least one control amount calculation element is one of the required values arbitrated in the arbitration hierarchy. The ignition timing of the internal combustion engine is corrected with respect to the delay of the combustion speed in the cold state of the internal combustion engine based on the first map capable of performing the control, the control parameter corresponding to the combustion delay and the coolant temperature of the internal combustion engine. It is preferable to have a fourth map that can specify the correction condition for this.

  With this configuration, it is possible to accurately correct the ignition timing of the internal combustion engine with respect to the delay in the combustion speed in the cold, and it is possible to improve the torque accuracy in the cold.

  In the control device for a vehicle drive unit according to the above (6) to (9), (10) the at least one control amount calculation element includes an engine speed of the internal combustion engine, an intake air amount corresponding to charging efficiency, and the An optimal ignition timing map that can specify the optimal ignition timing based on the target air-fuel ratio, and an ignition timing that corresponds to the control parameter corresponding to the combustion delay at a predetermined air-fuel ratio as a reference air-fuel ratio can be specified A reference air-fuel ratio point-in-time fire timing map, and based on the engine speed, the intake air amount, and the target air-fuel ratio, the optimal ignition timing in the required operating state of the internal combustion engine is determined from the optimal ignition timing map. The required operation of the engine is determined from the difference between the optimal ignition timing in the required operating state and the optimal ignition timing at the reference air-fuel ratio of the engine An ignition timing correction amount corresponding to the target air-fuel ratio in the state is calculated, and an ignition timing at an air-fuel ratio different from the reference air-fuel ratio is calculated based on the reference air-fuel ratio time-of-fire timing map and the ignition timing correction amount. It is preferable to calculate.

  With this configuration, the optimal ignition timing in the required operating state is specified from the optimal ignition timing map, and the required operating state is determined from the difference between the optimal ignition timing in the operating state and the optimal ignition timing at the reference air-fuel ratio. The ignition timing correction amount corresponding to the target air-fuel ratio is calculated, and the ignition timing at an air-fuel ratio different from the reference air-fuel ratio is calculated based on the reference air-fuel ratio point-in-time timing map and the ignition timing correction amount. The Therefore, map data in many operating states having an air-fuel ratio different from the reference air-fuel ratio can be supplemented by the optimal ignition timing map and the reference air-fuel ratio point-in-time timing map, and the map can be simplified. Note that the reference air-fuel ratio here can be, for example, a stoichiometric air-fuel ratio.

  In the control device for a vehicle drive unit described in (6) to (9) above, (11) the internal combustion engine is optimal when the at least one control amount calculation element is in an optimum point operating state of the intake side variable valve timing mechanism. An optimal ignition timing air amount map that can specify an intake air amount equivalent to the charging efficiency when operating at the ignition timing, a valve timing when the intake side variable valve timing mechanism is not operated, and the optimal ignition timing air amount An optimal ignition timing torque map that can specify a torque when the internal combustion engine is operated with the intake air amount obtained from the map, and the torque specified by the optimal ignition timing torque map and the intake air Based on the amount of operation of the variable valve timing mechanism on the side, the torque increasing tendency due to the operation of the variable valve timing mechanism on the intake side It may be configured to calculate the correction ignition timing for obtaining.

  With this configuration, even when the torque is excessively generated only by correcting the ignition timing when the intake side variable valve timing mechanism is operated, the torque request can be appropriately realized by correcting the air amount.

  In the control device for a vehicle drive unit described in (1) to (11) above, (12) the control parameter corresponding to the combustion delay is an in-cylinder pressure peak crank angle at which the in-cylinder pressure of the internal combustion engine becomes maximum. It is preferable to calculate the amount of retardation from the reference point optimum for the output of the internal combustion engine.

  With this configuration, the control parameter corresponding to the combustion delay can be set based on the ratio of the intake air amount at the optimal ignition timing corresponding to the target efficiency to the current aerodynamic amount, the map information, or the combustion pressure for each unit crank angle. Based on the detection information, it can be easily calculated.

  In the control device for a vehicle drive unit according to the above (1) to (11), (13) the control parameter corresponding to the combustion delay indicates that the cumulative heat generation amount during the combustion in the cylinder of the internal combustion engine is a specific ratio. Is preferably calculated as a retard amount from a reference point optimum for the output of the internal combustion engine.

  In this case, the crank angle at which the cumulative heat generation amount during combustion reaches a specific ratio with respect to the total heat generation amount during combustion can be immediately grasped from the calculation result of the cumulative value. Further, when the specific ratio is close to 1/2, that is, when the crank angle is close to the combustion center of gravity or the 50% combustion point, the change in the amount of heat generation becomes significant, so that the detection is easy.

  In the control device for a vehicle drive unit described in (1) to (11) above, (14) the control parameter corresponding to the combustion delay is the amount of heat generated per unit crank angle due to combustion in the cylinder of the internal combustion engine. It is preferable to calculate the amount of retardation from the reference point for the maximum crank angle during combustion.

  Also in this case, the control parameter corresponding to the combustion delay can be easily calculated as in the case of the in-cylinder pressure peak crank angle.

  According to the present invention, by using a control parameter corresponding to the combustion delay with respect to the combustion speed optimum for the output of the internal combustion engine, when calculation of the actuator control amount based on multidimensional request data is required, a plurality of dimensions can be obtained. It is possible to create a low-dimensional map that is a non-dimensional data, and it is possible to accurately convert multi-dimensional input data corresponding to various requirements into low-dimensional input request data. It is possible to provide a control device for a vehicle drive unit that can appropriately realize requests related to various functions of the vehicle drive unit without increasing the calculation load.

It is a schematic block block diagram of the control amount setting hierarchy which is the principal part of the control apparatus of the vehicle drive unit which concerns on one Embodiment of this invention. 1 is a schematic overall configuration diagram of a vehicle drive unit according to an embodiment of the present invention. It is a schematic block block diagram of the control apparatus of the vehicle drive unit which concerns on one Embodiment of this invention. It is a schematic block block diagram of the arbitration element of the torque request | requirement in the control apparatus of the vehicle drive unit which concerns on one Embodiment of this invention. It is a schematic block block diagram of the efficiency request | requirement arbitration element in the control apparatus of the vehicle drive unit which concerns on one Embodiment of this invention. It is a block diagram which shows schematic structure of the adjustment part in the control amount setting hierarchy of the control apparatus of the vehicle drive unit which concerns on one Embodiment of this invention. 1 is a combustion limit line graph showing a method for setting an efficiency lower limit value in a control device for a vehicle drive unit according to an embodiment of the present invention, wherein the vertical axis represents efficiency and the horizontal axis represents air-fuel ratio, (a) is air-fuel ratio priority. The setting condition of the lower limit value of the efficiency in the mode is shown using a combustion limit line, and (b) shows the setting condition of the lower limit value of the efficiency in the efficiency priority mode using the combustion limit line. It is explanatory drawing of the calculation map of the cylinder pressure peak crank angle in the control apparatus of the vehicle drive unit which concerns on one Embodiment of this invention. In the control device for a vehicle drive unit according to an embodiment of the present invention, the map can be decomposed into a low-dimensional map using the in-cylinder pressure peak crank angle for the ignition timing calculation map, the rotation correction coefficient map, and the water temperature correction map, respectively. It is an operation explanatory view. It is a block diagram of the base ignition timing calculation part of one control amount calculation element using the base ignition timing map in the control device for a vehicle drive unit according to an embodiment of the present invention. It is a block diagram of the rotation speed correction process part of one control amount calculation element using the rotation speed correction map in the control device for a vehicle drive unit according to an embodiment of the present invention. It is a block diagram of a cold correction processing part of one control amount calculation element using a cold correction coefficient map in a control device of a vehicle drive unit concerning one embodiment of the present invention. It is explanatory drawing of the simple air fuel ratio correction process using the MBT ignition timing map which can further be equipped in the control apparatus of the vehicle drive unit which concerns on one Embodiment of this invention. An additional correction process when VVT is installed using an MBT air amount map at the VVT optimum point and an MBT torque map even at the most retarded VVT, which can be further equipped in a control device for a vehicle drive unit according to an embodiment of the present invention. It is explanatory drawing.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings.

(One embodiment)
FIGS. 1-12 is a figure which shows the control apparatus of the vehicle drive unit which concerns on one Embodiment of this invention, and has shown what is mounted as a traveling drive unit in a motor vehicle. The vehicle drive unit in the present embodiment has an internal combustion engine (hereinafter referred to as an engine), particularly a spark ignition type engine that performs premixed combustion of fuel and air, and includes an automatic transmission. May be.

  First, the configuration will be described.

  The vehicle drive unit control device of this embodiment controls the engine 1 as the vehicle drive unit shown in FIG. 2, and an engine ECU (Electronic control unit) 2 shown in FIG. The configuration as shown in the schematic block diagram is realized. In FIG. 3, each element of the control device is indicated by a block, and signal transmission between the blocks is indicated by an arrow.

  As shown in FIG. 2, the engine 1 is a premixing engine such as a gasoline engine in which air is sucked into an intake pipe 102 through an air cleaner 101 and fuel injected from an injector 103 is mixed in an intake port 114. is there. A throttle valve 104 that can be electronically controlled is mounted on the intake pipe 102, and a piston 107 is accommodated in each cylinder 105 (only one is shown) so as to form a combustion chamber 106. Is connected to the crankshaft 108 via a connecting rod 109. An air flow meter 121 and a throttle position sensor 122 are attached to the intake pipe 102. An engine body 100 of the engine 1 is equipped with an ignition device 115 and a valve mechanism 120 including a supply / exhaust valve corresponding to the combustion chamber 106 of each cylinder 105, and around each cylinder 105 of the engine body 100. A cooling water passage 111 is formed, a water temperature sensor 123 for detecting the cooling water temperature is mounted, and a crank position sensor 124 for detecting the rotational angle position of the crankshaft 108 is provided. Further, the exhaust pipe 114 through which the exhaust from the exhaust port 113 of the engine body 100 passes passes through the upstream and downstream three-way catalytic converters 132 and 134, and the air located upstream of the three-way catalytic converters 132 and 134. The fuel ratio sensors 131 and 133 are respectively attached.

  The engine ECU 2 electronically operates the engine 1 based on various sensor information such as an air flow meter 121, a throttle position sensor 122, a water temperature sensor 123, a crank position sensor 124, an accelerator position sensor 125, a vehicle speed sensor 126, and air-fuel ratio sensors 131 and 133. Although not shown in the figure because the specific hardware configuration is the same as that of a known one, a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), a nonvolatile memory, etc. An input interface circuit including a backup memory, further including an A / D converter, an output interface circuit including a driver and a relay switch, and another on-vehicle ECU, for example, a transmission control ECU for controlling an automatic transmission (hereinafter referred to as an “automatic transmission”). T-ECU It is configured to include a communication interface, etc. say).

  In the present embodiment, the engine ECU 2 performs the so-called multitask processing according to the control program stored in the ROM, and the engine rotational speed ( Assuming the mutual relationship among the engine speed NE, the charging efficiency KL (the amount of air sucked into the cylinder / the amount of air that can be sucked into the cylinder), the ignition timing, the air-fuel ratio A / F, and the torque, The throttle opening, the ignition timing, and the fuel injection amount of the engine 1 are each controlled so as to realize a function request, particularly a target torque (torque shown).

  As shown in FIG. 3, the control device of the present embodiment configured by the engine ECU 2 has a hierarchical structure including three layers, and the highest level request generation layer 10 and the arbitration lower than the request generation layer 10. A hierarchy 20 and a control amount setting hierarchy 30 lower than the hierarchy 20 (hereinafter referred to as the request generation hierarchy 10, the arbitration hierarchy 20, and the control quantity setting hierarchy 30 are simply referred to as the hierarchy 10, 20, 30). Called). The lowest control amount setting hierarchy 30 is provided with a plurality of different types of actuators 42, 44, and 46 so that the throttle opening degree, the ignition timing, and the fuel injection amount for achieving the target torque can be obtained. The actuators 42, 44, and 46 are controlled cooperatively.

  Between the three hierarchies 10, 20, and 30 of this control apparatus, the signal flow is one-way, and the highest request generation hierarchy 10 to the lower arbitration hierarchy 20 and the arbitration hierarchy 20 to the lower control amount. A signal is transmitted to the setting hierarchy 30. The signal transmitted between the layers 10, 20, and 30 is a signal that is a request regarding the function of the engine, and is finally a signal that is converted into a control amount of the actuators 42, 44, and 46. The request referred to here is a request related to the function of the engine (the function of the drive unit).

  The control apparatus according to the present embodiment further includes a common signal distribution system 50 that can distribute a common signal to these layers 10, 20, 30 in parallel independently of the three layers 10, 20, 30. Is provided. The common signal distributed by the common signal distribution system 50 is a signal including information necessary for generating a request and calculating a control amount. Specifically, the signal is shown in FIG. Common engine information, for example, information on engine operating conditions and operating conditions (engine speed, intake air amount, estimated torque, current (current) actual ignition timing, coolant temperature, valve timing, operating mode, etc.). The common signal information source 52 includes, for example, various sensors provided in the engine, an estimation function in the control device, and the like. The common signal can be distributed from the common signal distribution system 50 to the three layers 10, 20, and 30 in parallel, thereby reducing the communication amount between the layers 10, 20, and 30. 20 and 30 can ensure the synchronism of the distribution information.

  Hereinafter, the configuration and processing contents of each of the three hierarchies 10, 20, and 30 will be described in the hierarchical order from the highest level. The highest request generation hierarchy 10 includes a plurality of request output elements 12 each associated with an engine function. , 14, 16 are provided. Examples of the function of the engine here include drivability, exhaust gas, fuel consumption, noise, vibration, and the like, and these can also be called performance required for the engine. Accordingly, the plurality of request output elements 12, 14, and 16 provided in the request generation hierarchy 10 differ depending on what is requested from the engine or what is given priority. In this embodiment, for example, a function relating to drivability is provided. , A required output element 12 is provided corresponding to a function related to exhaust gas, and a required output element 16 is provided corresponding to a function related to fuel consumption.

  The plurality of request output elements 12, 14, 16 are classified according to the function of the engine 1, thereby classifying various requests related to the function of the engine 1 into three types, and the request outputs for each classification are classified into the actuator 42 The physical quantities related to the operations 44 and 46 are digitized and output.

  The physical quantities related to the operation of the actuators 42, 44, and 46 are, for example, torque, efficiency, and air-fuel ratio. Considering the broad output of the engine 1 as torque, heat, and exhaust gas (heat and components of exhaust gas), these outputs can be related to the functions of the engine 1 such as drivability, exhaust gas, and fuel consumption described above. This is because the parameters for controlling these outputs can be aggregated into three types of physical quantities: torque, efficiency, and air-fuel ratio. That is, by expressing the various requirements regarding the function of the engine 1 using these three types of physical quantities of torque, efficiency and air-fuel ratio, the various requirements can be easily reflected in the control of the actuators 42, 44, 46. Can do.

  The request output element 12 shown in FIG. 3 outputs a request regarding drivability as a required value expressed by torque and efficiency. For example, if the request is acceleration of the vehicle, the request can be expressed by torque. Further, if the request is prevention of engine stall, the request can be expressed by an increase in efficiency.

  The request output element 14 outputs a request related to exhaust gas as a request value expressed in terms of efficiency and air-fuel ratio. For example, if the demand is warm air of the exhaust system catalytic device, the demand can be expressed as a reduction in efficiency or as a change in the air-fuel ratio. This is because the exhaust gas temperature can be increased by reducing the efficiency, and the exhaust gas component to which the catalyst device can easily react can be obtained by changing the air-fuel ratio.

  The request output element 16 outputs a request relating to fuel consumption as a request value expressed in terms of efficiency and air-fuel ratio. For example, if the demand is an improvement in combustion efficiency, the demand can be expressed by increasing the efficiency, and if the demand is a reduction in pumping loss, the demand can be expressed by an air-fuel ratio.

  The output from the request output elements 12, 14, and 16 does not need to be one for each physical quantity, and can be a plurality of outputs corresponding to various functions (see FIG. 3). For example, the output from the required output element 12 is VSC (Vehicle Stability Control System), TRC (Traction Control System), ABS (Antilock Brake) when outputting the required torque from the driver (torque calculated from the accelerator opening). System), output corresponding to torque required from various devices related to vehicle control such as transmission can be output simultaneously.

  However, when a plurality of outputs are made from each of the request output elements 12, 14, and 16, it may be difficult or impossible to simultaneously realize these requests. This is because even if there are a plurality of different torque requirements (or efficiency requirements or air-fuel ratio requirements), only one torque (or efficiency or air-fuel ratio) can be realized.

  Therefore, in the arbitration hierarchy 20, an arbitration process is executed for each physical quantity that is a request classification for a plurality of outputs from the plurality of request output elements 12, 14, and 16 of the request generation hierarchy 10. .

  Specifically, the arbitration hierarchy 20 includes, for each physical quantity, that is, for each predetermined classification, arbitration elements 22, 24, and 26 for each classification that arbitrate requests from the request generation hierarchy 10 according to a predetermined rule. Is provided. The mediation elements 22, 24, and 26 for each classification are either ones corresponding to the classifications of the plurality of physical quantities corresponding to the classification requests in charge among the requests output from the plurality of request output elements 12, 14, and 16. It is configured to arbitrate to a required value expressed by one physical quantity. The plurality of physical quantities referred to here are the three physical quantities set in advance as physical quantities that can express various requests related to the function of the engine 1, for example, torque, efficiency, and air-fuel ratio. Further, the predetermined rule is a calculation rule for obtaining one numerical value from a plurality of numerical values such as selection of the maximum value, selection of the minimum value, calculation of the average value, or superposition, and the like. A plurality of such calculation rules may be appropriately combined.

  The arbitration element 22 executes a calculation for aggregating the request values expressed in torque into one target torque. The target torque mentioned here includes shaft output torque, engine friction torque, and accessory torque, but for example, the pumping loss is taken into account by the control described later, and the target torque does not include the pumping loss torque. To do.

  As shown in FIG. 4, the request to the arbitration element 22 is, for example, a required torque from the driver, a loss torque due to an auxiliary machine load, a torque required before the fuel cut, and a torque required when returning from the fuel cut. . In this case, the arbitration element 22 is composed of an overlapping element 222 and a minimum value selection element 224. In FIG. 4, the superposition element 222 is indicated by “+”, and the minimum value selection element 224 is indicated by “min”.

  In this case, the superimposing element 222 adds the loss torque due to the auxiliary load to the torque requested from the driver to produce an output from the superimposing element 222. This superposition output, the required torque before the fuel cut, and the fuel cut And the required torque at the time of return from each is input to the minimum value selection element 224, and the minimum value selection element 224 selects the minimum value among the three inputs, and the minimum value is the lower order as the output of the arbitration element 22 This is transmitted to the control amount setting hierarchy 30.

  The arbitration element 24 is configured to execute a calculation for aggregating the required values expressed in efficiency into one target efficiency. This efficiency is basically the ratio (target torque / MBT torque) between the desired torque (target torque) and the torque that can be output (so-called MBT torque). MBT (Minimum Spark Advance for Best Torque) ) And the current air amount KL (KLmbt / KL).

  As shown in FIG. 5, the request to the arbitration element 24 includes an efficiency increase request, for example, a drive request efficiency for securing acceleration torque and preventing engine stall, and an efficiency decrease request, for example, an ISC (idle speed for idle stabilization). Control) required efficiency, required efficiency for securing high response torque, required efficiency for warming up the catalyst device, and higher priority efficiency down request, for example, KCS (knock control system) required efficiency for knocking suppression And transient knock required efficiency.

  In this case, the arbitration element 24 includes three minimum value selection circuits 241, 243, and 244 and two maximum value selection circuits 242, 245. The KCS requirement efficiency, the transient knock requirement efficiency, and other priorities High efficiency reduction requests are input to the minimum value selection circuit 241 respectively. In addition, the drive request efficiency and other efficiency increase requests are respectively input to the maximum value selection circuit 242, and the ISC request efficiency, high response torque request efficiency, catalyst warm-up request efficiency, and other efficiency down requests are respectively selected as minimum values. The signal is input to the circuit 243.

  Further, the maximum value of the required efficiency of the efficiency increase request selected by the maximum value selection circuit 242 and the minimum value of the required efficiency of the efficiency reduction request selected by the minimum value selection element 243 are respectively sent to the maximum value selection circuit 244. The maximum value among these inputs is output from the maximum value selection circuit 244. Then, the output of the minimum value selection circuit 241 and the output of the maximum value selection circuit 244 are respectively input to the minimum value selection circuit 245, and the minimum value of these inputs is used as the efficiency required value adjusted by the arbitration element 24. And output from the minimum value selection circuit 245.

  The arbitration element 26 executes a calculation for aggregating the required values expressed in the air-fuel ratio and consolidating them into one air-fuel ratio required value, and outputs one air-fuel ratio required value, and details are not shown. Is constituted by a plurality of calculation elements in substantially the same manner as the arbitration elements 22 and 24 so that the calculation is performed in accordance with a predetermined rule. The request input to the arbitration element 26 is, for example, an air-fuel ratio that is easy to react when the catalyst device is warmed up, or a reduction in pumping loss (a pumping loss varies depending on an intake air amount when operated near the stoichiometric air-fuel ratio). Air-fuel ratio required for

  4 and FIG. 5, the common signal from the common signal distribution system 50 is not shown for the arbitration elements 22 and 24. However, in each of the arbitration elements 22, 24 and 26, the operating conditions of the engine 1 are not shown. It is possible to change / adjust predetermined calculation rules according to the operating conditions. However, here, it is assumed that only the request values from the highest request generation hierarchy 10 are aggregated for each physical quantity to suppress the calculation load.

  As described above, the torque request value, the efficiency request value, and the air-fuel ratio request value that have been adjusted to one required value for each classification by the arbitration elements 22, 24, and 26 for each classification in the arbitration hierarchy 20 are the arbitration elements 22 for each classification. , 24, 26 are input to the control amount setting hierarchy 30. The control amount setting hierarchy 30 allows the control amounts of the plurality of actuators 42, 44, 46 to be set with the adjusted torque request value, efficiency request value, and air-fuel ratio request value as the target torque, target efficiency, and target air-fuel ratio, respectively. Each is set.

  The control amount setting hierarchy 30 is provided with one adjustment unit 32 and a plurality of control amount calculation elements 34, 36, and 38, and the plurality of control amount calculation elements 34, 36, and 38 include a plurality of actuators 42. , 44 and 46 are provided. Here, the actuator 42 is, for example, a motor of an electronic throttle valve that controls the opening of the throttle valve of the engine 1, the actuator 44 is an igniter that controls the ignition timing by the ignition device of the engine 1, for example, and the actuator 46 is For example, an electromagnetic drive unit that controls the fuel injection amount of the injector 103 that is a fuel injection device.

  The adjustment unit 32 refers to the torque request value, the efficiency request value, and the air-fuel ratio request value input to the control amount setting hierarchy 30 from the arbitration elements 22, 24, and 26 for each classification so that the engine 1 can operate properly. For example, mutual adjustment is performed in consideration of the priority order. Here, the adjustment unit 32 can change the priority order of the required values for each classification according to the operation mode, and the information on the operation mode is included in the common signal from the common signal distribution system 50.

  Specifically, the adjustment unit 32 is configured as illustrated in FIG. 6, for example.

  In FIG. 6, the adjustment unit 32 limits the upper and lower limit guards 302 that limit the upper and lower limits of the required efficiency value, the upper and lower limit guards 314 that limit the upper and lower limits of torque efficiency, which will be described later, and the upper and lower limits of the air fuel ratio required value. An upper and lower limit guard 316 is provided. In the upper and lower limit guard 302, the required efficiency value from the arbitration element 24 is corrected to a value within the efficiency range in which the engine 1 can be properly operated. In the upper / lower limit guard 316, the required air-fuel ratio value from the arbitration element 26 is corrected to a value within the air-fuel ratio range in which the engine 1 can be properly operated.

  The guard values in the two upper and lower limit guards 302 and 316, that is, the upper limit value and the lower limit value are both variable, and the upper and lower limit values are changed in conjunction with each other.

  Specifically, the upper and lower limit values of the upper and lower limit guard 302 are the upper and lower limit values when the efficiency priority mode is selected as the operation mode, and the upper and lower limit values when the air-fuel ratio priority mode is selected as the operation mode. , And the efficiency upper and lower limit values of the upper and lower limit guard 302 are selected according to the set signal from the selection unit 308.

  The selection unit 308 takes in the operation mode information included in the common signal, and when the current operation mode is the efficiency priority mode, the upper and lower limit values stored in the memory 304 are stored as the upper and lower efficiency values in the entire air-fuel ratio region. A set signal for reading and setting the efficiency upper and lower limit values of the upper and lower limit guard 302 is output.

  Further, when the current operation mode is the air-fuel ratio priority mode, the selection unit 308 determines the upper and lower limits of efficiency that can avoid knocking and misfire at the priority air-fuel ratio, and sets the engine speed, target torque, valve timing. Based on the operating conditions such as the above, the map 306 is read out, and a set signal for setting the upper and lower efficiency limits of the upper and lower limit guard 302 is output. In this case, the map 306 is input with the required air-fuel ratio value corrected within the proper operating range by the upper / lower limit guard 316, and the upper and lower limit values of the efficiency are determined based on the required air-fuel ratio value.

  The upper / lower limit value of the upper / lower limit guard 316 includes either upper / lower limit values when the efficiency priority mode is selected as the operation mode, or upper / lower limit values when the air / fuel ratio priority mode is selected as the operation mode. And the upper / lower limit value of the air / fuel ratio of the upper / lower limit guard 316 is selected according to the set signal from the selection unit 322.

  The selection unit 322 takes in the operation mode information included in the common signal, and when the current operation mode is the air-fuel ratio priority mode, the upper and lower limits stored in the memory 318 as the upper and lower limits of the air-fuel ratio in the entire efficiency region. The value is read out and a set signal for setting the upper / lower limit value of the air / fuel ratio of the upper / lower limit guard 316 is output.

  In addition, when the current operation mode is the efficiency priority mode, the selection unit 322 sets the upper and lower limit values of the air / fuel ratio that can avoid knocking and misfire at the priority efficiency, engine speed, target torque, valve timing, etc. Is read from the map 320 based on the above operating conditions, and a set signal for setting the upper and lower limit values of the air-fuel ratio of the upper and lower limit guard 316 is output. In this case, the torque ratio value corrected by the upper and lower limit guard 314 is input to the map 320, and the upper and lower limit values of the air-fuel ratio are determined based on the required value of the torque ratio.

  FIG. 7A shows a method of setting the lower limit value of the efficiency using the map 306 when the air-fuel ratio priority mode is selected, using the combustion limit line, with the vertical axis representing the efficiency and the horizontal axis representing the air-fuel ratio. (A / F). In the figure, the region below the combustion limit line is an NG region where the engine 1 cannot be operated properly, and the combustion limit line is determined by operating conditions such as engine speed, target torque, valve timing, and the like.

  When the air-fuel ratio priority mode is selected as the operation mode, when the air-fuel ratio required value α is input, the efficiency corresponding to the air-fuel ratio required value α on the combustion limit line as shown in FIG. This efficiency value is set as the lower limit efficiency value under the air-fuel ratio required value α. In this case, a preset value (for example, 1) is used as the upper limit efficiency value. The upper limit value and the lower limit value of the efficiency set in this way are set in the upper / lower limit guard 302 by the selection unit 308.

  FIG. 7B shows a method for setting the upper and lower limit values of the air-fuel ratio by the map 320 when the efficiency priority mode is selected as the operation mode, using the combustion limit line. The shaft has an air-fuel ratio (A / F).

  When the efficiency priority mode is selected as the operation mode, when the efficiency requirement value β is input, as shown in FIG. 7, two large and small air-fuel ratios corresponding to the efficiency requirement value β on the combustion limit line are the air-fuel ratios. The air-fuel ratio is set as the upper-limit value and the lower-limit value of the air-fuel ratio under the efficiency requirement value β. The upper limit value and the lower limit value of the efficiency set in this way are set in the upper / lower limit guard 316 by the selection unit 322.

  The adjustment unit 32 can also generate a new signal based on the request value input from the arbitration hierarchy 20 and the common signal distributed from the common signal distribution system 50.

  For example, as shown in FIG. 6, the calculation element 312 calculates the ratio between the torque request value arbitrated in the arbitration hierarchy 20 and the estimated torque included in the common signal (common engine information). The estimated torque here is torque estimated to be output when the ignition timing is MBT under the current intake air amount and air-fuel ratio. Hereinafter, the ratio between the torque request value divided by the calculation element 312 and the estimated torque is also referred to as torque efficiency.

  The upper and lower limit guards 314 limit the upper and lower limits of the torque efficiency value output from the calculation element 312. The upper limit value and the lower limit value that are the guard values of the upper and lower limit guards 314 are set by the selection unit 308 as in the case of the upper and lower limit guards 302.

  The adjustment output of the adjustment unit 32 is input to the control amount calculation elements 34, 36, and 38 as shown in FIGS.

  As shown in FIGS. 1 and 6, the control amount calculation element 34 calculates the air amount during MBT corresponding to the torque request value output from the adjustment unit 32 while maintaining the torque request value from the arbitration element 22. While calculating with the map 341, the target efficiency which is the efficiency requirement value (<1) after the correction by the upper and lower limit guard 302 is represented by the ratio (KLmbt / KL) of the air amount KLmbt during MBT and the current air amount KL. Ascertained as the air volume raising efficiency, the air quantity calculated by the air quantity calculation map 341 is divided by the air quantity raising efficiency to calculate the raised air quantity by the calculation element 343, and the throttle is calculated from the air quantity for each engine speed. In the conversion processing unit 342 including a conversion map that can be converted into the opening degree, the amount of air to be raised is converted into the throttle opening degree. It is adapted to constant. Here, the air amount at the time of MBT corresponding to the torque request value is calculated by the air amount calculation map 341. The one-dimensional target efficiency is made non-dimensional, and the map is reduced to a low dimension (here, three dimensions). It is to do.

  The control amount calculation element 36 inputs the torque efficiency value corrected by the upper and lower limit guards 314 as a main signal as a target efficiency, and at the same time, the torque request output from the adjustment unit 32 while maintaining the torque request value from the arbitration element 22. The value and the corrected air-fuel ratio request value corrected by the upper / lower limit guard 316 are input as a reference signal.

  The control amount calculation element 36 grasps the target efficiency once as, for example, the ratio of the air amount KLmbt during MBT to the current air amount KL (hereinafter also referred to as efficiency KLmbt / KL), and based on this efficiency KLmbt / KL, CApmx Referring to calculation map 361 (first map), in-cylinder pressure peak crank angle (crank rotation angle at the time when the in-cylinder pressure becomes maximum) CApmx is calculated. This in-cylinder pressure peak crank angle CApmx changes from the in-cylinder pressure peak crank angle value at the time of MBT, which is the optimum point (combustion speed optimum for engine output), to the retard side due to the combustion speed delay due to disturbance. The retard amount can be considered as a parameter corresponding to the combustion delay.

  FIG. 8A shows the relationship between the in-cylinder pressure peak crank angle CApmx (control parameter equivalent to combustion delay) corresponding to the retard amount and the efficiency KKL, and the torque, air-fuel ratio, ignition timing, engine speed, and This is a plot of the experimental results measured by changing the water temperature, and shows that there is a strong correlation that can be expressed by a single line between the in-cylinder pressure peak crank angle CApmx and the efficiency. The vertical axis in FIG. 8 (a) indicates the in-cylinder pressure peak crank angle CApmx [° CA] corresponding to the retard amount from the in-cylinder pressure peak crank angle value at MBT as zero. The efficiency KKL on the horizontal axis is expressed as a ratio of target torque to MBT torque (target torque / MBT torque) or a ratio of air quantity KLmbt to MBT and current air quantity KL (KLmbt / KL).

  As shown in FIG. 8A, the in-cylinder pressure peak crank angle CApmx increases as the torque efficiency or efficiency KLmbt / KL decreases, and decreases as the torque efficiency or efficiency KLmbt / KL increases.

  Further, the relationship between the in-cylinder pressure peak crank angle CApmx and the efficiency KKL shown in FIG. 8A is the combustion before the combustion proceeds to the point where the in-cylinder pressure reaches the peak in each cylinder of the engine 1. During the first half of the stroke, the correction of torque, air-fuel ratio, ignition timing, engine speed, water temperature, etc. and the influence of disturbance are affected by the combustion speed (the retard amount from the MBT of the in-cylinder pressure peak crank angle CApmx). While it greatly affects the combustion, the combustion progresses to the extent that the in-cylinder pressure reaches a peak or reaches the in-cylinder pressure peak crank angle CApmx, and at the stage where the shift to the main combustion has already occurred, the torque, air-fuel ratio, ignition timing, engine This means that the correction of the rotational speed, water temperature, etc. and the influence of disturbance hardly influence the combustion speed. From this experimental result, a one-dimensional map that can specify the in-cylinder pressure peak crank angle CApmx (the amount of retardation from the value at MBT; the same applies hereinafter) is created based on the data value of the target efficiency. It can be seen that this can be done (see FIG. 8B). The number of dimensions of the map here corresponds to the number of types of data to be based.

  Further, as shown in FIGS. 9A and 10, the control amount calculation element 36 is based on the values of the in-cylinder pressure peak crank angle CApmx, the target torque, and the target A / F (air-fuel ratio). A three-dimensional base ignition timing map 362 (second map) capable of setting the base ignition timing at the rotational speed is provided, and the base ignition timing AOPbse at the basic rotational speed is calculated from the base ignition timing map 362. ing.

  The base ignition timing map 362 is a map in which the in-cylinder pressure peak crank angle CApmx and the base ignition timing AOPbse are associated with each torque for the base ignition timing AOPbse for realizing the target torque TQT at the basic rotational speed of the engine 1. The map data for each torque can specify the base ignition timing AOPbse at a plurality of different air-fuel ratios r1, r2, and r3.

  The control amount calculation element 36 calculates the in-cylinder pressure peak crank angle CApmx of the engine 1 from the CApmx calculation map 361 based on the target efficiency that is the required value after adjustment by the adjustment unit 32, and the in-cylinder Based on the pressure peak crank angle CApmx, a control amount of at least one actuator among the plurality, for example, an actuator 44 such as an igniter for controlling the ignition timing is set.

  Thus, in the control amount calculation element 36, in the multi-function engine 1, the ignition timing at which map representation becomes difficult because it is based on multi-dimensional (multi-type) data of 5 dimensions or more, By adding the in-cylinder pressure peak crank angle CApmx corresponding to the retard amount with the MBT value as a reference point as one-dimensional data, for example, as shown in FIG. 9A, for example, target efficiency, water temperature, and engine speed A three-dimensional base ignition timing map 362 in which the numbers are made dimensionless can be used.

  Further, as shown in FIGS. 9B and 11, the control amount calculation element 36 is based on the in-cylinder pressure peak crank angle CApmx and the engine speed (engine speed) and changes from a predetermined basic speed. A rotation correction coefficient map 363 (third map) that can specify a rotation correction coefficient (correction condition) for correcting the ignition timing of the engine 1 with respect to the combustion speed change due to the engine is shown in FIG. As shown in FIG. 12 and FIG. 12, based on the in-cylinder pressure peak crank angle CApmx and the coolant temperature of the engine 1, the ignition timing of the engine 1 is corrected with respect to the delay of the combustion speed in the cold of the engine 1. A cold correction coefficient map 364 (fourth map) that can specify a cold correction coefficient (correction condition) is provided.

  Specifically, as shown in FIG. 11, the control amount calculation element 36 rotates with reference to the rotation correction coefficient map 363 (third map) based on the engine speed NE and the in-cylinder pressure peak crank angle CApmx. A number correction coefficient Kne is calculated, and a combustion speed change due to a change in the engine speed NE from the basic engine speed (for example, an increase in the engine speed from the basic engine speed n1 to the engine engine speed n2 (> n1) in the map). Correction conditions for correcting the ignition timing of the engine 1 can be specified. This rotation correction is for the phenomenon that the disturbance of the intake air increases mainly due to the increase in the engine speed NE, and the combustion speed increases according to the engine speed NE regardless of the torque, air-fuel ratio and ignition timing of the engine 1. This is a correction for performing the ignition timing control in consideration of the influence.

  The rotation correction coefficient map 363 is a rotation correction coefficient Kne (which is a ratio of the in-cylinder pressure increase period from the ignition timing at the arbitrary engine speed NE to the in-cylinder pressure peak crank angle CApmx and the in-cylinder pressure increase period at the reference rotation speed. Rotation correction coefficient Kne (times) = in-cylinder pressure increase period at an arbitrary engine speed / in-cylinder pressure increase period at a reference engine speed) is taken as the vertical axis, and in-cylinder pressure peak crank angle CApmx (a value equivalent to MBT (for example, a value corresponding to MBT) A map in which the rotation correction coefficient Kne and the in-cylinder pressure peak crank angle CApmx are associated with each other for different rotational speeds, with the amount of retardation (based on 10 ° CA) as a horizontal axis, and the data measured by the previous test. Created based on. Therefore, the rotation correction coefficient Kne can be calculated from the rotation correction coefficient map 363 based on the input values of the engine speed NE and the in-cylinder pressure peak crank angle CApmx.

  The in-cylinder pressure peak crank angle CApmx from the CApmx calculation map 361 input to the rotation correction coefficient map 363 is a fixed value a (for example, an MBT equivalent value of the in-cylinder pressure peak crank angle CApmx) by the calculation element 365. And the base ignition timing AOPbse (TDC reference) from the base ignition timing map 362 and the rotation angle [CA ° from the base ignition timing to the in-cylinder pressure peak crank angle CApmx. ] Is calculated. The rotation angle is converted into a rotation time by the CA / time conversion circuit 366, multiplied by the rotation correction coefficient Kne by the arithmetic element 367, and then converted into the rotation angle again by the time / CA conversion circuit 368. Is subtracted from the fixed value a by the calculation element 369 to obtain the crank angle based on the MBT equivalent value reference, and the difference [° CA] from the current in-cylinder pressure peak crank angle CApmx is calculated. As a result, the required ignition timing AOPne is output from the calculation element 369 as the ignition timing whose rotation has been corrected.

  The cold correction by the cold correction coefficient map 364 corrects the ignition timing so that the target torque can be obtained in consideration of the combustion speed delay caused by the decrease in the compression end temperature or the like.

  As shown in FIG. 12, the cold correction coefficient map 364 shows an in-cylinder pressure at a water temperature of 0 [° C.] with respect to a crank rotation period [° CA] from the ignition timing at the time of complete warm-up to the in-cylinder pressure peak crank angle CApmx. The ratio of the peak crank angle CApmx [° CA] is taken as the cold correction coefficient Kcld on the vertical axis, and the in-cylinder pressure peak is a delay time from the time corresponding to the MBT time corresponding to the current in-cylinder pressure peak crank angle CApmx [° CA]. The time TCApmx [msec] is taken on the horizontal axis, and when the in-cylinder pressure peak time TCApmx is input, the cold correction coefficient Kcld having a value corresponding thereto can be specified. The in-cylinder pressure peak time TCApmx can be calculated from the in-cylinder pressure peak crank angle CApmx from the information on the crank rotation speed input as a part of the common signal and the CApmx calculation map 361.

  On the other hand, the rotation-compensated required ignition timing AOPne, the current in-cylinder pressure peak crank angle CApmx, and the fixed value a output from the calculation element 369 are added together by the calculation element 371. The total value is input to the calculation element 372 as a crank rotation period from the ignition timing at the time of complete warm-up to the in-cylinder pressure peak crank angle CApmx. In this calculation element 372, the value of the cold correction coefficient Kcld from the cold correction coefficient map 364 is multiplied to calculate the in-cylinder pressure peak crank angle CApmx when the water temperature is 0 [° C], and the calculated value and Based on the current cooling water temperature [° C.], the primary interpolation calculation element 373 performs in-cylinder pressure peak crank angle CApmx at a water temperature of 0 [° C.] and, for example, around 0 ° CA corresponding to a water temperature of 100 [° C.]. Interpolation processing using a straight line connecting to a certain crank angle is performed, and the target in-cylinder pressure peak crank angle CApmx at the current water temperature (arbitrary water temperature) is calculated.

  Further, the target in-cylinder pressure peak crank angle CApmx at the current water temperature, the target torque TQT, the target air-fuel ratio AFT, and the actual engine speed NE are respectively input to the ignition timing calculation circuit 374, and this ignition timing calculation circuit 374 In the same manner as described above, the base ignition timing AOPbse at the basic engine speed is calculated based on the base ignition timing map 362, and based on the actual engine speed NE and the target in-cylinder pressure peak crank angle CApmx at the current water temperature. Then, the rotation correction coefficient map 363 is referred to, and the target ignition timing after the rotation correction is calculated. The calculation element 375 calculates the difference between the rotation-corrected target ignition timing output from the ignition timing calculation circuit 374 and the rotation-corrected required ignition timing AOPne from the calculation element 369 calculated without considering the water temperature. The difference is set as the cold correction advance amount, and the cold correction advance amount is added to the rotation-corrected required ignition timing AOPne from the calculation element 369 by the calculation element 377, and the cold correction ignition timing AOPcld is added. Is calculated.

  The other control amount calculation element 38 is configured to execute an injection amount conversion process for converting the target air-fuel ratio that is aggregated into one from a plurality of required air-fuel ratios by the adjustment unit 32 into a fuel injection amount. As shown in FIG. 1, a ratio (for example, 14.5 / target air-fuel ratio) of a target air-fuel ratio to a theoretical air-fuel ratio (denoted as stoichiometric A / F in the figure) is calculated by an arithmetic element 381, and this calculated value is calculated. It is output as an increase coefficient of the fuel injection amount.

  Next, the operation will be described.

  In the control device for a vehicle drive unit according to the present embodiment configured as described above, the throttle opening degree and the ignition timing of the engine 1 are implemented in order to realize requirements for various functions such as target torque (torque shown) of the engine 1. A plurality of actuators 42, 44, 46 for controlling the fuel injection amount are cooperatively controlled.

  When setting the control amounts of the plurality of actuators 42, 44, 46, the combustion in-cylinder pressure peak crank angle CApmx is used as a parameter, so calculation of the actuator control amount based on multidimensional request data is required. However, a conversion map that can convert multi-dimensional input data corresponding to various requirements into low-dimensional input request data with high accuracy, a plurality of low-dimensional maps obtained by making multi-dimensional data dimensionless, for example, It can be decomposed into a three-dimensional base ignition timing map 362, a two-dimensional rotation correction coefficient map 363 and a two-dimensional cold correction coefficient map 364 that can be managed separately, and the calculation load on the engine ECU 2 is reduced. It will be possible.

  Further, in the present embodiment, since the request output from the highest level request generation hierarchy 10 is transmitted in one direction to the lowest control amount setting hierarchy 30, signal transmission between the lower levels to the higher levels is performed. Is no longer necessary, and the calculation load on the engine ECU 2 responsible for the control can be reduced.

  On the other hand, various requests output from the highest-level request generation hierarchy 10 are classified into a plurality of classifications determined in advance in the arbitration hierarchy 20, such as torque, efficiency, and air-fuel ratio (A / F). When the requested values of a plurality of categorized classifications are transmitted to the control amount setting layer 30, these required values are adjusted by the adjustment unit 32 based on the mutual relationship. The control amount of each actuator 42, 44, 46 is calculated based on the adjusted and adjusted required value. Accordingly, the plurality of actuators 42, 44, 46 can be appropriately coordinated so that the operation of the vehicle drive unit does not fail regardless of what requests are generated in the request generation hierarchy 10. Thus, a plurality of requests regarding various functions can be appropriately realized without increasing the calculation load.

  Further, since at least one actuator 44 constituting the ignition device controls the ignition timing of the engine 1, the target efficiency, the water temperature, the ignition timing for which the calculation of the control amount based on the multidimensional request data is required, By creating a low-dimensional base ignition timing map 362 in which multi-dimensional data such as engine speed is made non-dimensional, multi-dimensional input data corresponding to various requirements is accurately converted to low-dimensional input request data In addition, it is possible to easily perform cold correction and rotational speed correction by separately managing the water temperature and the engine rotational speed.

  Furthermore, since the plurality of physical quantities include the target efficiency, target torque and target air-fuel ratio of the engine 1, the in-cylinder pressure peak crank angle can be easily and accurately calculated based only on the target efficiency. These various requirements, especially various requirements relating to the operation of the engine 1, can be appropriately gathered, and various requirements can be realized with high accuracy by controlling the throttle opening, the ignition timing, and the fuel injection amount.

  In addition, in the present embodiment, the at least one control amount calculation element 36 may specify the in-cylinder pressure peak crank angle CApmx corresponding to the target efficiency that is one of the requested values adjusted in the arbitration hierarchy 20. CApmx calculation map 361 (first map) that can be determined, and base ignition timing map 362 that can specify the base ignition timing AOPbse of the engine 1 based on the in-cylinder pressure peak crank angle CApmx, the target torque TQT, and the target air-fuel ratio AFT. Therefore, the ignition timing of the engine 1 is appropriately calculated based on the in-cylinder pressure peak crank angle CApmx, the target torque TQT, and the target air-fuel ratio AFT while suppressing the calculation load. can do.

  Further, the base ignition timing map 362 associates the base ignition timing AOPbse for realizing the target torque TQT at the basic rotational speed of the engine 1 with the in-cylinder pressure peak crank angle CApmx and the base ignition timing AOPbse at the basic rotational speed. Therefore, the base ignition timing AOPbse at the basic rotation speed can be calculated with high accuracy, and based on this, correction for setting the ignition timing with higher accuracy can be easily performed. .

  Further, the control amount calculation element 36 corrects the ignition timing with respect to the change in the combustion speed due to the change in the engine speed from the basic speed based on the in-cylinder pressure peak crank angle CApmx and the engine speed of the engine 1. In addition to being able to calculate the base ignition timing AOPbse at the basic rotational speed with high accuracy, the engine rotational speed can be changed. Accordingly, the ignition timing can be corrected accurately and easily.

  In addition, the control amount calculation element 36 is a cold for correcting the ignition timing with respect to the combustion speed delay in the cold of the engine 1 based on the in-cylinder pressure peak crank angle CApmx and the coolant temperature of the engine 1. Since the cold correction coefficient map 364 (fourth map) that can specify the correction advance amount (correction condition) is also provided, the ignition of the engine 1 with respect to the cold combustion speed delay. The time can be accurately corrected, and the accuracy of torque control during cold can be improved.

  As described above, in the control device for a vehicle drive unit according to the present embodiment, the in-cylinder pressure peak crank angle CApmx corresponding to the amount of retardation from the reference point is used as a parameter, based on multidimensional request data. It is possible to create low-dimensional maps 362, 363, and 364 in which multidimensional data is made non-dimensional, even though calculation of actuator control amount is required, and multidimensional data corresponding to various requirements can be created. The input data can be accurately converted into low-dimensional input request data, and the requests regarding various functions of the vehicle drive unit can be appropriately realized without increasing the CPU calculation load of the engine ECU 2.

  In the base ignition timing map 362 of the first embodiment described above, the map data for each torque has a certain range for a plurality of different air-fuel ratios so that the base ignition timing AOPbse at different air-fuel ratios can be specified. Map data that can specify the base ignition timing AOPbse with respect to the in-cylinder pressure peak crank angle CApmx is included, but instead of the map data for a plurality of air-fuel ratios, the in-cylinder pressure for the reference air-fuel ratio Using map data that correlates the peak crank angle CApmx and the base ignition timing AOPbse, the difference between the optimal ignition timing at the target air-fuel ratio (arbitrary A / F) and the optimal ignition timing at stoichiometric (theoretical air-fuel ratio) is calculated. By adding the ignition timing correction amount to the map value at the time of stoichiometry as the ignition timing correction amount due to the difference in air-fuel ratio, It can also be adapted to express the ignition timing of the difference.

  That is, the map associating the ignition timing [° BTDC] with the in-cylinder pressure peak crank angle CApmx is linear as shown in FIG. 10, and the change in the slope of the straight line due to the difference in air-fuel ratio is also small. As shown in FIG. 13 (a) and FIG. 13 (b), the MBT ignition timing is determined in advance by an experiment so that the engine speed NE, the air amount KL [%] corresponding to the charging efficiency, and the air-fuel ratio (A / F) can be specified. And an MBT ignition timing map 378 in which data for matching are prepared by calculation and an ignition timing corresponding to an in-cylinder pressure peak crank angle CApmx at a predetermined air-fuel ratio, for example, the theoretical air-fuel ratio 14.5, as a reference air-fuel ratio. A reference air-fuel ratio point-in-time timing map 379 is prepared, and from the MBT ignition timing map 378, the MBT ignition timing at the target air-fuel ratio and the stoichiometric time By calculating the difference from the BT ignition timing as the ignition timing correction amount due to the difference in air-fuel ratio, and adding the ignition timing correction amount to the map value at the stoichiometric air-fuel ratio (stoichiometric) as shown in FIG. It is also possible to express ignition timings with different air-fuel ratios.

  In this case, the control amount calculation element 36 can specify the MBT ignition timing (optimum ignition timing) based on the engine speed NE of the engine 1, the intake air amount KL corresponding to the charging efficiency, and the target air-fuel ratio AFT. A timing map 378, and a reference air-fuel ratio time-of-fire timing map 379 that can specify the ignition timing corresponding to the in-cylinder pressure peak crank angle CApmx at a predetermined air-fuel ratio (for example, the theoretical air-fuel ratio) as a reference air-fuel ratio. And determining the MBT ignition timing in the required operating state of the engine 1 from the MBT ignition timing map 378 based on the engine speed NE, the intake air amount KL, and the target air-fuel ratio AFT, and the MBT in the required operating state. Based on the difference between the ignition timing and the MBT ignition timing at the reference air-fuel ratio of the engine, the required operating state of the engine 1 is obtained. The reference air-fuel ratio is calculated based on the reference air-fuel ratio point-in-time timing map 379 that can be displayed on one line and the correction amount of the ignition timing. Calculate the ignition timing at different air-fuel ratios.

  Therefore, map data in many operating states having an air-fuel ratio different from the reference air-fuel ratio can be supplemented by the MBT ignition timing map and the reference air-fuel ratio point-in-time timing map, and the map can be simplified.

  Further, when the engine 1 is provided with an intake side variable valve timing mechanism (hereinafter referred to as VVT) that variably controls the valve timing of the intake valve within the control range on the advance side from the most retarded position at the time of non-operation. During VVT operation, torque tends to increase due to reduction of pumping loss, increase of compression end pressure, reduction of cooling loss, etc., and there is a possibility that torque will be excessively generated only by correcting the ignition timing as described above. Need to be corrected. Further, the torque can be recovered by manipulating the ignition timing and the air amount with respect to the combustion delay caused by the internal EGR when the VVT on the intake side is operated.

  Therefore, as shown in FIG. 14, an MBT air amount map 391 in which the aerodynamic amount KL @ MBT [%] and the target torque [Nm] at the MBT at the optimum operating point of the VVT are associated with each other is provided. A conversion having a map capable of calculating the target air amount KL from the MBT air amount map 391 in accordance with the input values of the air-fuel ratio and the engine speed and converting the air amount KL to the throttle opening for each engine speed. The processing unit 392 calculates the throttle opening, and executes a correction process for reflecting the calculated value on the throttle opening calculated by the control amount calculation element 34. Further, an actual air amount klact is calculated by a conversion processing unit 393 having a conversion map for converting the corrected throttle opening into an air amount, and the intake air is based on the actual air amount klact, the required air-fuel ratio and the engine speed NE. VVT slowest using the MBT torque map 395 in which the torque [Nm] and the MBT air amount KL @ MBT in the state where the VVT on the side is inactive (the state where the VVT is stopped at the most retarded position) are associated with each other Calculates the required torque at the corner, and independently calculates the output of a known ignition timing calculation circuit 396 that calculates the ignition timing based on the required torque value and the known VVT ignition timing correction advance amount calculation circuit 397. The correction timing is calculated by adding the corrected advance amount by the calculation element 398 to reflect the ignition timing in the cold-corrected ignition timing AOPcld. It may be.

  In this case, the control amount calculation element 36 can specify the intake air amount KL corresponding to the charging efficiency when the engine 1 is operated at the MBT ignition timing in the intake point VVT optimum point operating state. 391 and torque when the engine 1 is operated with the intake air amount KL obtained from the valve timing and the MBT air amount map when the VVT on the intake side is not operated (at the most retarded angle) (VVT most retarded angle torque) And an MBT torque map 395 that can identify the torque, and based on the torque identified in the MBT torque map 395 and the operation amount of the VVT on the intake side, to suppress the increase tendency of the torque due to the operation of the VVTA on the intake side The correction ignition timing is calculated.

  Therefore, even when the torque is excessively generated only by correcting the ignition timing when the VVT on the intake side is operated, the torque request can be appropriately realized by correcting the air amount KL. That is, the MBT air amount is managed at the VVT optimum point, and the MBT torque map for calculating the correction ignition timing is managed at the stop position (most retarded angle position) when VVT is not operated. When executing this control, it is possible to eliminate occurrence of errors in torque control due to reduction of pumping loss, increase of compression end pressure, reduction of cooling loss, etc. during VVT operation. It is possible to effectively prevent overshooting.

  In the above-described embodiment, the control parameter corresponding to the combustion delay with respect to the combustion speed optimum for the output of the internal combustion engine is set as the retardation amount from the reference point optimum for the output of the internal combustion engine with respect to the in-cylinder pressure peak crank angle. However, the control parameter corresponding to this combustion delay is that the accumulated heat generation amount (cumulative energy generation amount) [kJ] during combustion in the cylinder of the internal combustion engine is the total generated heat amount during the combustion. What is calculated as a retard amount from the reference point optimal for the output of the internal combustion engine for the crank angle that reaches a specific ratio [%], for example, optimal for the output of the internal combustion engine for the combustion center of gravity or 50% combustion point The amount of retardation from the reference point may be a crank angle where the amount of heat generated per unit crank angle [kJ / deg] due to combustion in the cylinder of the internal combustion engine is maximized during the combustion. Corners, i.e. for maximum heat generation rate point, or may be calculated as a delay amount from the reference point. Furthermore, the in-cylinder pressure peak crank angle can be specified based on the detection information of the in-cylinder pressure sensor that detects the pressure in the combustion chamber, and the unit crank angle is considered in consideration of the pressure change amount and the pressure change due to motoring. It is also conceivable to calculate the heat generation amount and energy generation amount for each.

  When the control parameter corresponding to the combustion delay is calculated as the amount of delay from the reference point for the crank angle at which the cumulative heat generation amount reaches a specific ratio during combustion, the crank angle is immediately calculated from the calculation result of the cumulative value. Can be grasped. In addition, when the specific ratio is close to 1/2, that is, when the crank angle such as the combustion center of gravity or the 50% combustion point is close thereto, detection is performed when the change in the amount of heat generation becomes significant. Its detection is easy.

Further, when the control parameter corresponding to the combustion delay is calculated as the amount of delay from the reference point for the crank angle at which the heat generation amount per unit crank angle is the maximum during combustion, the control parameter corresponding to the combustion delay is also set. As in the case of the in-cylinder pressure peak crank angle, it can be easily calculated.
Of course, the control parameter corresponding to the combustion delay may be other than the above control parameter, and is not particularly limited as long as it is a parameter that changes according to the combustion delay with respect to the combustion speed optimum for the output. .

  As described above, the control device for a vehicle drive unit according to the present invention quantifies the transition of the combustion pressure and the amount of heat generation with respect to the crank angle as a control parameter corresponding to the combustion delay from the optimum combustion speed for output, and the control Since the control amount of the actuator is calculated using parameters, even when calculation of the actuator control amount based on multi-dimensional request data is required, the low-dimensional Using a map, multi-dimensional input data corresponding to various requirements can be converted to low-dimensional input requirement data with high accuracy, and requests regarding various functions of the vehicle drive unit can be made without increasing the calculation load of the control device. There is an effect that it is possible to provide a control device for a vehicle drive unit that can be appropriately realized. Useful requests for functions in the control device in general vehicle drive unit to achieve by coordinated control of the plurality of actuators.

1 engine (internal combustion engine)
2 Engine ECU (electronic control unit; control device for vehicle drive unit)
DESCRIPTION OF SYMBOLS 10 Request generation | occurrence | production hierarchy 12, 14, 16 Request output element 20 Arbitration hierarchy 22, 24, 26 Arbitration element 30 Control amount setting hierarchy 32 Adjustment part 34 Control amount calculation element (plural control amount calculation element)
36 Control amount calculation elements (multiple control amount calculation elements, at least one control amount calculation element)
38 Control amount calculation elements (multiple control amount calculation elements)
42 Actuators (multiple actuators)
44 Actuators (multiple actuators, at least one actuator)
46 Actuators (multiple actuators)
50 Common signal distribution system (Common engine information distribution system)
52 Information Source 100 Engine Body 102 Intake Pipe 103 Injector 106 Combustion Chamber 108 Crankshaft 111 Cooling Water Passage 113 Exhaust Port 115 Ignition Device 121 Air Flow Meter 122 Throttle Position Sensor 123 Water Temperature Sensor 124 Crank Position Sensor 125 Accelerator Position Sensor 126 Vehicle Speed Sensor 341 Air amount calculation map 342 Conversion processing unit 361 CApmx calculation map (in-cylinder pressure peak calculation map; first map)
362 Base ignition timing map (second map)
363 Rotation correction coefficient map (third map)
364 Cold correction coefficient map (fourth map)
378 MBT ignition timing map 379 Reference air-fuel ratio time-of-fire timing map 391 MBT air amount map 395 MBT torque map (MBT torque map at the time of VVT most retarded angle)

Claims (14)

A control device for a vehicle drive unit that realizes a request regarding a function of a vehicle drive unit including an internal combustion engine by cooperative control of a plurality of actuators related to the operation of the vehicle drive unit,
Based on the request, a control parameter corresponding to a combustion delay with respect to an optimum combustion speed for the output of the internal combustion engine is calculated, and a control amount of at least one actuator among the plurality of actuators is set using the control parameter. A control device for a vehicle drive unit. A control device for a vehicle drive unit that realizes a request regarding a function of a vehicle drive unit including an internal combustion engine by cooperative control of a plurality of actuators related to the operation of the vehicle drive unit,
It consists of a request generation hierarchy, an arbitration hierarchy positioned lower than the request generation hierarchy, and a control amount setting hierarchy positioned lower than the arbitration hierarchy, and a signal is transmitted in one direction from the upper hierarchy to the lower hierarchy. Has a hierarchical control structure,
The request generation hierarchy is provided with a plurality of request output elements for outputting requests related to various functions of the vehicle drive unit,
The arbitration hierarchy is provided with an arbitration element for each category that arbitrates a request from the request generation hierarchy for each predetermined classification according to a predetermined rule, and the arbitration element for each classification includes the plurality of requests. Among the requests output from the output element, the request for the classification in charge is configured to mediate to a request value represented by any one physical quantity corresponding to the classification among a plurality of preset physical quantities,
The control amount setting layer is based on an adjustment unit that adjusts the request value adjusted for each classification in the adjustment layer based on a mutual relationship, and an adjusted request value adjusted by the adjustment unit. A plurality of control amount calculation elements for calculating the control amounts of the plurality of actuators,
At least one control amount calculation element among the plurality of control amount calculation elements calculates a control parameter corresponding to a combustion delay with respect to a combustion speed optimum for the output of the internal combustion engine, and the plurality of actuators using the control parameter A control device for a vehicle drive unit, wherein a control amount of at least one actuator is calculated.   The vehicle drive unit control device according to claim 2, wherein the at least one actuator controls ignition timing of the internal combustion engine.   The vehicle drive unit control device according to claim 2 or 3, wherein the plurality of physical quantities includes a target efficiency of the internal combustion engine.   The vehicle drive unit control apparatus according to claim 4, wherein the plurality of physical quantities further include a target torque and a target air-fuel ratio of the internal combustion engine. The at least one actuator controls an ignition timing of the internal combustion engine, and the plurality of physical quantities includes a target efficiency, a target torque, and a target air-fuel ratio of the internal combustion engine;
The first map in which the at least one control amount calculation element can specify a control parameter corresponding to the combustion delay corresponding to the target efficiency of the internal combustion engine, which is one of the requested values adjusted in the arbitration hierarchy. And a second map capable of specifying an ignition timing of the internal combustion engine based on the control parameter corresponding to the combustion delay, the target torque, and the target air-fuel ratio. Item 3. The vehicle drive unit control device according to Item 2.   The second map shows a base ignition timing for realizing a target torque at the basic rotational speed of the internal combustion engine for each torque associated with a control parameter corresponding to the combustion delay and a base ignition timing at the basic rotational speed. The vehicle drive unit control device according to claim 6, comprising:   The at least one control amount calculation element is based on the control parameter corresponding to the combustion delay and the engine speed of the internal combustion engine, and the internal combustion engine against a change in combustion speed due to a change in the engine speed from the basic speed The vehicle drive unit control device according to claim 7, further comprising a third map that can specify a correction condition for correcting the ignition timing of the vehicle. The at least one actuator controls the ignition timing of the internal combustion engine, and the plurality of physical quantities includes a target efficiency of the internal combustion engine;
The first map in which the at least one control amount calculation element can specify a control parameter corresponding to the combustion delay corresponding to the target efficiency of the internal combustion engine, which is one of the requested values adjusted in the arbitration hierarchy. And a correction condition for correcting the ignition timing of the internal combustion engine with respect to a delay in the combustion speed of the internal combustion engine based on the control parameter corresponding to the combustion delay and the coolant temperature of the internal combustion engine The vehicle driving unit control device according to any one of claims 6 to 8, further comprising: a fourth map that can be used. The at least one control amount calculation element includes an optimal ignition timing map that can identify an optimal ignition timing based on an engine speed of the internal combustion engine, an intake air amount corresponding to charging efficiency, and the target air-fuel ratio; A reference air-fuel ratio point-in-time timing map capable of specifying an ignition timing corresponding to a control parameter corresponding to the combustion delay at a predetermined air-fuel ratio as an air-fuel ratio;
Based on the engine speed, the intake air amount and the target air-fuel ratio, the optimum ignition timing in the required operating state of the internal combustion engine is specified from the optimum ignition timing map, and the optimum ignition timing in the required operating state And an ignition timing correction amount corresponding to the target air-fuel ratio in the required operating state of the engine from the difference between the optimal ignition timing at the reference air-fuel ratio of the engine and
10. The ignition timing at an air / fuel ratio different from the reference air / fuel ratio is calculated based on the reference air / fuel ratio point-in-time fire timing map and the correction amount of the ignition timing. The control device for a vehicle drive unit according to claim 1.   Optimum in which the at least one control amount calculation element can specify an intake air amount corresponding to a charging efficiency when the internal combustion engine is operated at an optimum ignition timing in an optimum point operating state of the intake side variable valve timing mechanism. The torque at the time when the internal combustion engine is operated is specified by the ignition timing air amount map, the valve timing when the intake side variable valve timing mechanism is not operated, and the intake air amount obtained from the optimum ignition timing air amount map. An optimal ignition timing torque map that can be controlled by the operation of the intake side variable valve timing mechanism based on the torque specified by the optimal ignition timing torque map and the operation amount of the intake side variable valve timing mechanism. 7. A correction ignition timing for suppressing an increasing tendency of torque is calculated. A control device for a vehicle drive unit according to any one of claims of claims 9.   The control parameter corresponding to the combustion delay is calculated as a retard amount from a reference point optimum for the output of the internal combustion engine with respect to an in-cylinder pressure peak crank angle at which the in-cylinder pressure of the internal combustion engine is maximum. 12. The control device for a vehicle drive unit according to claim 1, wherein the control device is a vehicle drive unit.   The control parameter corresponding to the combustion delay is a delay amount from a reference point optimum for the output of the internal combustion engine with respect to a crank angle at which a cumulative heat generation amount reaches a specific ratio during combustion in the cylinder of the internal combustion engine. The vehicle drive unit control device according to any one of claims 1 to 11, wherein the control device is calculated.   The control parameter corresponding to the combustion delay is calculated as a retard amount from the reference point for the crank angle at which the heat generation amount per unit crank angle due to combustion in the cylinder of the internal combustion engine is maximum during the combustion. The vehicle drive unit control device according to any one of claims 1 to 11, wherein the control device is a vehicle drive unit control device.

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