JP2016109121A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a technology which properly suppress unnecessary vibration in a vehicle on the basis of vehicle weight.SOLUTION: Attenuation torque calculation means (214) estimates a magnitude of vibration in a wheel axis with torsion which may be generated at the wheel axis 91 by required engine output shaft torque Tb as one of factors about the case that the weight of an own vehicle is preset base weight Wb, and calculates a wheel axis torque correction amount Ti for attenuating the estimated vibration. Vehicle weight estimation means (233) calculates estimation vehicle weight Wc being current vehicle weight about the own vehicle on the basis of the required engine output shaft torque Tb. A base injection amount calculation part 221, a correction injection amount calculation part 251 and a required injection amount calculation part 261 control an engine 50 on the basis of the wheel axis torque correction amount Ti which is corrected on the basis of the estimated vehicle weight Wc, and the required engine output shaft torque Tb.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a vehicle control device that controls an internal combustion engine.

  In a vehicle such as an automobile, when the torque applied to the wheel shaft during acceleration and deceleration (wheel shaft torque) changes, unnecessary vibrations are generated in the wheel shaft due to a torsion that can occur in the wheel shaft due to inertial force. It is known to occur. For example, when the vehicle starts, it is remarkable that unnecessary vibrations are generated on the wheel shaft. Unnecessary vibrations on the wheel axles cause unnecessary vibrations in various parts of the vehicle body. These vibrations may not only reduce the ride comfort but also lead to a decrease in vehicle performance.

  On the other hand, a technique for performing control to generate torque that suppresses unnecessary vibration in the wheel shaft has been proposed. Patent Document 1 describes a technique for calculating a value of torque to be generated based on a vehicle weight.

JP 2007-15432 A

  However, the vehicle weight changes as the loading amount of people, luggage, etc. increases or decreases. The unnecessary vibration in the wheel shaft can be calculated based on the vehicle weight. That is, the magnitude of the unnecessary vibration in the wheel shaft increases or decreases as the vehicle weight changes. In the technique described in Patent Document 1, since the value of torque to be generated in accordance with the change in vehicle weight is not calculated, unnecessary vibrations in the vehicle may not be appropriately suppressed.

  An object of this invention is to provide the technique which suppresses appropriately the unnecessary vibration in a vehicle based on a vehicle weight.

  One aspect of the present invention is a vehicle control device that controls an internal combustion engine such that a torque applied to an output shaft of the internal combustion engine becomes a required torque set by a predetermined input signal. The vehicle control device includes damping torque calculation means, vehicle weight estimation means, and internal combustion engine control means. The damping torque calculation means uses the torque applied to the output shaft based on the driving operation by the driver of the host vehicle equipped with the internal combustion engine as the estimated torque, and based on the estimated torque, causes the torsion that can occur on the wheel shaft due to the estimated torque as a factor. The magnitude of vibration at one wheel shaft is estimated when the weight of the host vehicle is a predetermined basic vehicle weight, and a damping torque for attenuating the estimated vibration is calculated. The vehicle weight estimation means estimates the current vehicle weight of the host vehicle based on the estimated torque. The internal combustion engine control means corrects the damping torque calculated by the damping torque calculating means based on the current vehicle weight estimated by the vehicle weight estimating means, and calculates the required torque based on the estimated torque and the corrected damping torque. Set and control the internal combustion engine.

  In such a configuration, the damping torque for suppressing unnecessary vibration in the vehicle at the time of acceleration and deceleration is calculated based on the basic vehicle weight which is a fixed value set in advance, and the damping torque is calculated based on the current vehicle weight. Is corrected based on According to this, since the control is performed based on the damping torque according to the change in the vehicle weight, unnecessary vibrations in the vehicle at the time of acceleration and deceleration can be appropriately suppressed based on the vehicle weight at that time. .

  In addition, the code | symbol in the parenthesis described in the claim shows the correspondence with the specific means as described in embodiment mentioned later as one aspect, Comprising: The technical scope of this invention is limited is not.

The block diagram which shows the structure of the vehicle by which ECU is mounted. The block diagram which shows the function structure which the microcomputer of ECU performs. The figure which shows the procedure of correction | amendment injection amount calculation in the case of a manual vehicle. The figure which shows the procedure of vehicle weight ratio calculation. The figure which shows the procedure of a wheel shaft torque correction amount calculation. The figure which shows the procedure of correction amount calculation. The figure which shows an example of the detection result of the torque concerning a wheel shaft. The figure which shows an example of the detection result of an estimated vehicle weight. The figure which shows the procedure of correction | amendment injection amount calculation in the case of an automatic vehicle.

Embodiments to which the present invention is applied will be described below with reference to the drawings.
[1. Constitution]
As shown in FIG. 1, an electronic control device (hereinafter referred to as ECU) 10 according to an embodiment to which the present invention is applied controls an engine (internal combustion engine) 50 mounted on a vehicle 1. The engine 50 generates torque in response to a request from the ECU 10 and outputs the generated torque to the transmission device 90 via the engine output shaft (crankshaft) 17. The transmission device 90 includes a transmission 92, a differential gear 93, and the like. The transmission device 90 increases the torque input from the engine 50 to a wheel shaft gear ratio GR times obtained by multiplying the gear ratio of the transmission 92 and the gear ratio of the differential gear 93 and outputs the same to the wheel shaft 91. . Thereby, torque is transmitted to the wheels 11 to 12 connected to the wheel shaft 91. Here, the vehicle 1 is a front wheel drive vehicle. In addition, if it is an all-wheel drive vehicle, torque will be transmitted to the wheels 11-14, and if it is a rear-wheel drive vehicle, torque will be transmitted only to the wheels 13-14 which are rear wheels.

  The ECU 10 includes an input circuit 23 for capturing a signal from the outside of the ECU 10 to the inside, an output circuit 25 for outputting a signal to the outside of the ECU 10, a microcomputer (microcomputer) 21 that controls the operation of the ECU 10, Is provided.

  The input circuit 23 causes the microcomputer 21 to input various signals necessary for controlling the engine 50 such as a crank angle signal, a vehicle speed signal, an accelerator signal, a road gradient signal, a clutch signal, and a gear ratio specifying signal. The crank angle signal is a signal for detecting the crank angle that is the rotation angle of the engine output shaft 17 and the engine speed NE based on the crank angle, and is output from the crank angle sensor 31. The vehicle speed signal is output from a vehicle speed sensor 32 that detects the vehicle speed (the traveling speed of the vehicle 1). The accelerator signal is output from an accelerator sensor 34 that detects the amount of operation (accelerator opening) of the accelerator pedal 33 by the driver of the vehicle 1. The road gradient signal is output from the gyro sensor 35 that detects the road gradient angle θ, which is the inclination angle of the road at the current position of the vehicle. In the present embodiment, the vehicle 1 is a manual vehicle, and the clutch signal is output from a clutch sensor 37 that detects the operation amount of the clutch pedal 36 by the driver of the vehicle 1.

  The gear ratio specifying signal is a signal for specifying a wheel shaft gear ratio GR that is a gear ratio from the engine output shaft 17 to the wheel shaft 91 of the engine 50. The gear ratio specifying signal is output from a sensor or the like (not shown) that detects a gear position if the vehicle 1 is a manual vehicle as in the present embodiment, or from an ECU that determines the state of the transmission 92 if the vehicle 1 is an automatic vehicle. Is done. The ECU that determines the state of the transmission 92 may be the ECU 10 or another ECU.

  The output circuit 25 outputs various signals necessary for driving the engine 50 to the engine 50 in accordance with a control signal from the microcomputer 21. For example, the output circuit 25 outputs a drive current corresponding to the fuel injection amount for causing the injector 41 to perform fuel injection.

  The microcomputer 21 includes a CPU 61, a ROM 62, a RAM 63, a nonvolatile memory 64, an A / D converter (ADC) 65, and an input / output port (I / O) 66. The CPU 61 executes various programs. The ROM 62 stores a program executed by the CPU 61, data referred to when the program is executed, and the like. The non-volatile memory 64 is a memory that can rewrite the recorded content, such as a flash memory or an EEPROM. In addition, various maps such as various torque maps and various fuel injection maps are recorded in the map recording unit 62a which is a part of the recording area of the ROM 62.

  The torque map has, for example, a plurality of relationships between the engine rotation speed (horizontal axis) and the estimated value (vertical axis) of the torque to be generated (for example, torque applied to the engine output shaft 17 or torque applied to the wheel shaft 91). This is a map recorded for each accelerator operation amount. The fuel injection map is a map for calculating an instruction amount (drive current) of the fuel injection amount to the injector 44 by using a torque to be generated (for example, torque applied to the engine output shaft 17) and the engine speed as a function. That is.

  Next, processing performed by the CPU 61 of the microcomputer 21 will be described. Note that the processing performed by the CPU 61 is realized by a program in the ROM 62. That is, FIG. 2 illustrates various functions realized by the CPU 61 separately for each functional block. However, the control mechanism shown in FIG. 2 is merely realized by software, and the whole or a part of the control mechanism shown in FIG. 2 may be realized by hardware such as a logic circuit. Needless to say, it is good.

  The microcomputer 21 includes a required torque estimation unit 211, a base injection amount calculation unit 221, an estimated vehicle weight calculation unit 231, a vehicle weight ratio calculation unit 241, a corrected injection amount calculation unit 251, and a required injection amount calculation unit 261.

The required torque estimation unit 211 includes an engine output shaft torque calculation unit 212, a wheel shaft torque calculation unit 213, and a wheel shaft torque correction amount calculation unit 214.
The engine output shaft torque calculation unit 212 is a requested engine output that is a torque applied to the engine output shaft 17 based on the accelerator opening degree calculated based on the accelerator signal and the engine speed NE calculated based on the crank angle signal. The shaft torque Tb is calculated.

  The wheel shaft torque calculator 213 calculates a required wheel shaft torque Tw that is a torque applied to the wheel shaft 91 based on the required engine output shaft torque Tb calculated by the engine output shaft torque calculator 212. The requested wheel shaft torque Tw is calculated by multiplying the requested engine output shaft torque Tb by the wheel shaft gear ratio GR.

  The wheel shaft torque correction amount calculation unit 214 estimates a vibration generated in the wheel shaft 91 when the requested wheel shaft torque Tw is actually input, and is a control amount for suppressing the vibration generated in the wheel shaft 91. A shaft torque correction amount Tj is calculated.

  Based on the required engine output shaft torque Tb and the engine speed NE, the base injection amount calculation unit 221 calculates a base injection amount Qb that is an instruction amount (drive current) of the fuel injection amount to the injector 44.

  The estimated vehicle weight calculation unit 231 includes a calculation start determination unit 232 and an estimated vehicle weight calculation execution unit 233. The calculation start determining unit 232 determines whether to calculate the estimated vehicle weight. The estimated vehicle weight calculation execution unit 233 calculates the estimated vehicle weight Wc when the calculation start determination unit 232 determines that the estimated vehicle weight is calculated. The estimated vehicle weight Wc is a value obtained by estimating the vehicle weight in the current state, for example, a state where an occupant is on the vehicle or a state where a load is loaded on the vehicle. Hereinafter, in order to clarify the distinction from the estimated vehicle weight Wc, the vehicle weight in a state where no occupant or luggage is loaded is referred to as a base vehicle weight Wb.

The vehicle weight ratio calculation unit 241 calculates a weight ratio R between the estimated vehicle weight Wc and the base vehicle weight Wb.
The corrected injection amount calculation unit 251 calculates a corrected injection amount Qc that is an instruction amount (drive current) of the fuel injection amount to the injector 44 based on the wheel shaft torque correction amount Tj, the weight ratio R, and the engine speed NE. To do.

  The required injection amount calculation unit 261 calculates the required injection amount Qr by adding the base injection amount Qb and the corrected injection amount Qc. The required injection amount Qr is an injection amount that the engine 50 wants to request. In other words, the required injection amount Qr requests the engine 50 to generate a certain torque. That is, outputting this required injection amount Qr to the engine 50 is equivalent to requesting torque from the engine 50, and this torque is hereinafter referred to as required torque. The base injection amount Qb and the corrected injection amount Qc correspond to predetermined input signals in the claims for setting the required torque.

Hereinafter, the wheel shaft torque correction amount calculation unit 214, the estimated vehicle weight calculation unit 231, the vehicle weight ratio calculation unit 241, and the correction injection amount calculation unit 251 are referred to as a correction injection amount generation unit 71.
[2. processing]
Next, the process of the corrected injection amount generation unit 71 in the microcomputer 21 will be described. The corrected injection amount generation unit 71 repeatedly calculates the corrected injection amount Qc by repeatedly executing the procedure shown in FIG. 3 at a predetermined update period. In the following description, when the subject is omitted, the CPU 61 of the microcomputer 21 is the subject.

  First, in step (hereinafter simply referred to as “S”) 10, various sensor output signals are acquired. Specifically, a crank angle signal, a vehicle speed signal, an accelerator signal, a road gradient signal, a clutch signal, a gear ratio specifying signal, and the like are acquired.

Next, in S20, it is determined whether or not it is a start time. Specifically, the current calculated vehicle speed V _i based on the vehicle speed sensor signal acquired in S10, immediately before update cycle is based on the vehicle speed sensor signal acquired in one cycle previous (past recent) S10 vehicle speed V _{i -1} is calculated. When the immediately preceding vehicle speed V _i-1 is 0 and the current vehicle speed V _i is greater than 0, it is determined that the vehicle is starting. If it is a start time, the process proceeds to S30, and if it is not a start time, the process proceeds to S70.

  In continuing S30, it is judged whether it is not at the time of a brake. Specifically, when it is detected that the clutch pedal 36 is not operated (CLOSE state) based on the clutch signal, it is determined that it is not during braking. If it is not during braking, the process proceeds to S40, and if it is during braking, the process proceeds to S70.

Next, in S40, it is determined whether or not the vehicle 1 is slipping. Specifically, the rotational speed is the driving wheel speed V _w of the wheels 11 and 12 is a drive wheel is calculated based on the engine rotational speed NE, the drive wheels now with respect to the vehicle speed V _i is calculated based on the vehicle speed sensor signal A slip coefficient (V _w / V _i ) which is a ratio of the rotational speed V _w is calculated. When the slip coefficient is equal to or less than a predetermined slip threshold Th _v, it is determined that the vehicle 1 is not slipping. If the vehicle 1 is not slipping, the process proceeds to S50, and if the vehicle 1 is slipping, the process proceeds to S70.

In subsequent S50, it is determined whether or not the road is flat. Specifically, based on the road gradient signal, the inclination angle of the vehicle body with respect to the horizontal is calculated as a road gradient angle (tilt angle) θ. When the road gradient angle θ is equal to or smaller than a predetermined inclination threshold Th _θ, it is determined that the road is flat. If the road is flat, the process proceeds to S60, and if the road is not flat, the process proceeds to S70.

  In S60, the estimated vehicle weight Wc is calculated. Specifically, the mass m based on Expression (1) is set as the estimated vehicle weight Wc.

  In Equation (1), m is the mass [kg], Tb is the required engine output shaft torque [Nm], NE is the engine speed [rpm], and p is the calculation cycle [ms for calculating the engine speed NE]. ], R is the wheel radius [m].

In subsequent S70, vehicle weight ratio calculation for calculating the weight ratio R is executed.
Next, in S80, wheel shaft torque correction amount calculation for calculating the wheel shaft torque correction amount Tj is executed.

In subsequent S90, the correction injection amount Qc is calculated, the correction amount calculation for outputting the correction injection amount Qc to the required injection amount calculation unit 261 is executed, and this procedure ends.
As a result, when the vehicle is stopped, slipping, or when the road is inclined, the estimated vehicle weight Wc is not calculated, and the correction of the wheel shaft torque correction amount Tj based on the estimated vehicle weight Wc is not performed. That is, when the vehicle is stopped, slipped, or when the road is inclined, the corrected injection amount Qc based on the change in the estimated vehicle weight Wc is not calculated, but is updated immediately before (calculated in the previous past). ) The corrected injection amount Qc is calculated using the estimated vehicle weight Wc.

[2-1. Car weight ratio calculation]
Next, the procedure for calculating the vehicle weight ratio in S70 of the procedure shown in FIG. 3 will be described using FIG.

In S210, the base vehicle weight Wb is acquired.
Next, in S220, the estimated vehicle weight Wc is acquired.
In subsequent S230, the vehicle weight ratio R is calculated. Specifically, the ratio of the estimated vehicle weight Wc to the base vehicle weight Wb is calculated as the vehicle weight ratio R. Then, this procedure ends.

[2-2. Wheel shaft torque correction amount calculation]
Next, the procedure for calculating the wheel shaft torque correction amount in S80 of the procedure shown in FIG. 3 will be described with reference to FIG.

In S310, the process proceeds to S320 when the accelerator opening P _i calculated based on the accelerator signal acquired in S10 of the current cycle is equal to or greater than a predetermined accelerator opening threshold Th _p , and the accelerator opening is determined. If it is less than the threshold Th _p , the process proceeds to S350.

In S320, the immediately preceding accelerator opening P _i-1 is calculated based on the accelerator signal acquired in S10 of the immediately preceding (most recent past) update cycle. If the absolute value of the difference between the accelerator opening P _i and the immediately preceding accelerator opening P _i-1 in the current update cycle is equal to or smaller than a predetermined opening difference threshold Th _PD , the process proceeds to S330. If it is larger than the opening degree difference threshold Th _PD , the process proceeds to S350.

In S330, the immediately preceding engine speed NE _i-1 is calculated based on the crank angle signal acquired in S10 of the immediately preceding (most recent past) update cycle. Then, if the absolute value of the difference between the engine speed NE _i in the current update cycle and the immediately preceding engine speed NE _i-1 is less than or equal to a predetermined engine speed difference threshold Th _NE , the process proceeds to S340. If the engine speed difference threshold value Th _{NE is} greater than the threshold value, the process proceeds to S350.

  In S340, the gear position is specified based on the gear position signal, and the wheel shaft torque correction amount Tj is calculated from the engine speed NE, the required engine output shaft torque Tb, and the accelerator opening in accordance with the gear position. Then, this procedure ends.

  By the way, the magnitude of the vibration amplitude A [m] generated in the wheel shaft 91 when the requested wheel shaft torque Tw is actually input is estimated based on the equation (2).

In equation (2), a is the acceleration [m / s ² ], f is the resonance frequency [Hz] of the wheel shaft 91, Tw is the required wheel shaft torque [Nm], r is the wheel radius [m], and m is It is the weight [kg] of the vehicle. In this step, a map such as a torque map recorded in the map recording unit 62a of the ROM 62 is used as the wheel shaft torque correction amount Tj so as to suppress vibration generated in the wheel shaft 91 as shown in the equation (2). Is calculated. Here, the wheel shaft torque correction amount Tj when the base vehicle weight Wb is the vehicle weight m in the equation (2) is calculated.

In S350, 0 is set as the wheel shaft torque correction amount Tj. Then, this procedure ends.
As a result, for example, during a sudden start (S310; NO, S320; NO, S330; NO), the vibration suppression control based on the wheel shaft torque correction amount Tj is not executed.

[2-3. Correction amount calculation]
Next, the correction injection amount calculation procedure in S90 of the procedure shown in FIG. 3 will be described with reference to FIG.

In S410, the vehicle weight ratio R is acquired.
Next, in S420, a value obtained by multiplying the wheel shaft torque correction amount Tj and the vehicle weight ratio R is reset as the wheel shaft torque correction amount Tj.

  In subsequent S430, based on the vehicle weight ratio R and the wheel shaft torque correction amount Tj set in S420, the corrected injection amount Qc is calculated using the map recorded in the map recording unit 62a. Then, the corrected injection amount Qc is output to the required injection amount calculation unit 261, and this procedure is finished.

[3. effect]
According to the embodiment detailed above, the following effects can be obtained.
[1A] When the requested engine output shaft torque Tb calculated using the base vehicle weight Wb is actually input when the vehicle 1 is accelerated and decelerated, vibration generated by the requested wheel shaft torque Tw applied to the wheel shaft 91 is generated. A wheel shaft torque correction amount Tj, which is a control amount for suppression, is corrected using the calculated estimated vehicle weight Wc. Then, the engine 50 is controlled using the corrected wheel shaft torque correction amount Tj. According to this, since the control is performed based on the wheel shaft torque correction amount Tj according to the change in the vehicle weight, unnecessary vibrations in the vehicle at the time of acceleration and deceleration are determined according to each situation in which the vehicle weight changes. Can be suppressed appropriately. In particular, in vehicles such as buses and trucks in which a diesel engine is mainly mounted as the engine 50, the control of suppressing unnecessary vibration in response to changes in the vehicle weight because of large changes in the load capacity of people and luggage. By performing the above, a greater effect is produced.

  [1B] While the host vehicle is stopped, the correction of the wheel shaft torque correction amount Tj based on the estimated vehicle weight Wc is prohibited. For example, when the vehicle is stopped, such as when the ignition switch is turned off or in an idle state, loading / unloading of luggage or getting on / off of a person can be performed. After the start. That is, it is not necessary to calculate the estimated vehicle weight Wc until the final vehicle weight is specified. According to this, by prohibiting the correction of the wheel shaft torque correction amount Tj based on the estimated vehicle weight while Wc is stopped, it is possible to suppress the execution of unnecessary calculation processing in the microcomputer 21.

[1C] A slip coefficient, which is a ratio of the rotational speed of the wheel shaft 91 calculated based on the requested wheel shaft torque Tw applied to the engine output shaft 17 of the engine 50 to the speed of the host vehicle, is a predetermined slip threshold Th _v. In this case, the correction of the wheel shaft torque correction amount Tj based on the estimated vehicle weight Wc is prohibited. When the slip coefficient is equal to or greater than a predetermined slip threshold Th _v , that is, when the vehicle 1 is slipping, an error between the estimated vehicle weight Wc and the actual vehicle weight increases (see FIG. 8 described later). According to this, at the time of slip of the vehicle 1 in which the error of the estimated vehicle weight Wc becomes large, the correction of the wheel shaft torque correction amount Tj based on the estimated vehicle weight Wc is prohibited, so that the wheel shaft torque correction based on the estimated vehicle weight Wc is prohibited. It can suppress that the precision of correction | amendment of the quantity Tj falls.

  [1D] When the road gradient angle θ of the road on which the vehicle 1 travels is equal to or larger than a predetermined value, in other words, when the road on which the vehicle 1 travels is not flat (horizontal), the wheel axle torque Correction of the correction amount Tj is prohibited. When the road on which the vehicle 1 travels is not horizontal, an error between the estimated vehicle weight Wc and the actual vehicle weight becomes larger than when the road is horizontal (see FIG. 8 described later). According to this, when the road on which the vehicle 1 in which the error of the estimated vehicle weight Wc increases is not horizontal, the correction of the wheel shaft torque correction amount Tj based on the estimated vehicle weight Wc is prohibited, thereby estimating the estimated vehicle weight. It can suppress that the precision of correction | amendment of the wheel shaft torque correction amount Tj based on Wc falls.

  Here, FIG. 7 shows an example of the detection result of the torque applied to the wheel shaft 91 when the present embodiment is applied. In the present embodiment in which control is performed based on the correction value of the wheel axle torque correction amount Tj based on the estimated vehicle weight Wc, control based on the wheel shaft torque correction amount Tj calculated based only on the base vehicle weight Wb as a comparative example is performed. From the example, it was confirmed that the vibration of the torque applied to the wheel shaft 91 was suppressed.

  FIG. 8 shows an example of the detection result of the estimated vehicle weight Wc when the present embodiment is applied. In FIG. 8, the vehicle 1 is in a state of being stopped (except when starting) at time A, is in a slipping state at time B, and is not horizontal at time C and has a road gradient angle greater than a predetermined value. It is the state which is driving. Here, the solid line indicating the estimated vehicle weight Wc is recorded in the most recent past without calculating the estimated vehicle weight Wc when the vehicle is stopped, slipping, or when the road is not horizontal by applying this embodiment. This is a result of using the estimated vehicle weight Wc. On the other hand, as a comparative example, the dotted line is the result when the estimated vehicle weight Wc is calculated in any case of stopping, slipping, and when the road is not horizontal. It was confirmed that when the estimated vehicle weight Wc was calculated when the vehicle stopped, slipped, and the road was not horizontal, an error from the actual vehicle weight occurred. That is, it has been confirmed that a decrease in the calculation accuracy of the estimated weight Wc is suppressed in the present embodiment in which the estimated vehicle weight Wc is not calculated when the vehicle is stopped, slipped, or the road is not horizontal. When the vehicle 1 is an automatic vehicle, the timing of the time A is specified based on the shift state signal indicating the state of the transmission 92 instead of the clutch signal in FIG.

In the first embodiment, the engine output shaft 17 corresponds to an example of an output shaft, and the microcomputer 21 corresponds to an example of a vehicle control device. Further, the wheel shaft torque correction amount calculation unit 214 corresponds to an example of a damping torque calculation unit, the estimated vehicle weight calculation execution unit 233 corresponds to an example of a vehicle weight estimation unit, and includes a base injection amount calculation unit 221 and a corrected injection amount calculation. The part 251 and the required injection amount calculation part 261 correspond to an example of the internal combustion engine control means. The calculation start determination unit 232 corresponds to an example of a stop correction prohibiting unit, an inclination correction prohibiting unit, and a slip correction prohibiting unit. The base vehicle weight Wb corresponds to an example of the basic vehicle weight, the estimated vehicle weight Wc corresponds to an example of the current vehicle weight estimated, the required engine output shaft torque Tb corresponds to an example of the estimated torque, The operation of the accelerator pedal 33 by the person corresponds to an example of the driving operation. Further, the wheel shaft torque correction amount Tj corresponds to an example of a damping torque, and the drive wheel rotation speed V _w corresponds to an example of the rotation speed of the wheel shaft calculated based on the torque applied to the output shaft of the internal combustion engine.

[3. Other Embodiments]
As mentioned above, although embodiment of this invention was described, it cannot be overemphasized that this invention can take a various form, without being limited to the said embodiment.

  [3A] In the above embodiment, the example in which the host vehicle is a manual vehicle has been described. However, the present invention is not limited to this, and the host vehicle may be an automatic vehicle. In the case of an automatic vehicle, the microcomputer 21 calculates a corrected injection amount based on the procedure shown in FIG. 9 instead of the procedure shown in FIG. In the procedure shown in FIG. 9, S30 in FIG. 3 is deleted, and S15 is added instead. In S15, it is determined whether the vehicle is traveling. Specifically, based on the gear ratio specifying signal, it is determined that the vehicle is traveling when the gear position is in the D (drive) range. If the gear position is in the D range, the process proceeds to S20, and if the gear position is not in the D range, the process is shifted to S70 on the assumption that the vehicle is not traveling, in other words, the vehicle is stopped. . The processes after S20 are the same as those in FIG. According to this, similarly to the above-described embodiment, by prohibiting the correction of the wheel shaft torque correction amount Tj based on the estimated vehicle weight Wc while stopped, it is possible to suppress the execution of unnecessary arithmetic processing in the microcomputer 21. .

  [3B] In the above embodiment, the wheel shaft torque correction amount Tj based on the base vehicle weight Wb is calculated, the corrected injection amount Qc is calculated using the wheel shaft torque correction amount Tj corrected using the weight ratio R, and the base Although the required injection amount Qr is calculated by adding the injection amount Qb and the corrected injection amount Qc, the procedure for calculating the required injection amount Qr is not limited to this. For example, a torque value obtained by adding a wheel shaft torque correction amount Tj corrected using the weight ratio R and a requested wheel shaft torque Tw that is a torque applied to the wheel shaft 91 calculated based on the requested engine output shaft torque Tb. The required injection amount Qr corresponding to the required torque may be calculated using a predetermined map using a certain required torque. The wheel shaft torque correction amount Tj and the requested wheel shaft torque Tw correspond to a predetermined input signal in the claims for setting the requested torque.

  [3C] In the above embodiment, the road gradient angle (tilt angle) θ is calculated based on the road gradient signal output from the gyro sensor 35, but the present invention is not limited to this. For example, instead of the gyro sensor 35, a navigation device may be used to detect the current vehicle position and the road gradient angle θ at the vehicle position using map information corresponding to the vehicle position.

  [3D] The functions of one component in the embodiment may be distributed as a plurality of components, or the functions of a plurality of components may be integrated into one component. Further, at least a part of the configuration of the above embodiment may be replaced with a known configuration having the same function. Moreover, you may abbreviate | omit a part of structure of the said embodiment as long as a subject can be solved. In addition, at least a part of the configuration of the above embodiment may be added to or replaced with the configuration of the other embodiment. In addition, all the aspects included in the technical idea specified from the wording described in the claims are embodiments of the present invention.

  [3E] In addition to the microcomputer 21 described above, the present invention can be implemented in various forms such as a system including the microcomputer 21 as a constituent element, a program for causing the microcomputer 21 to function, a medium storing the program, and a vehicle control method. Can be realized.

  DESCRIPTION OF SYMBOLS 1 ... Vehicle 17 ... Engine output shaft 21 ... Microcomputer 50 ... Engine 91 ... Wheel shaft 214 ... Wheel shaft torque correction amount calculation part 232 ... Calculation start judgment part 233 ... Estimated vehicle weight calculation execution part 221 ... Base injection amount calculation part, 251 ... corrected injection amount calculation unit 261 ... required injection amount calculation unit.

Claims (4)

A vehicle control device (21) for controlling the internal combustion engine so that a torque applied to an output shaft (17) of the internal combustion engine (50) becomes a required torque set by a predetermined input signal,
The torque applied to the output shaft based on the driving operation by the driver of the host vehicle (1) on which the internal combustion engine is mounted is set as the estimated torque, and can be generated on the wheel shaft (91) by the estimated torque based on the estimated torque. Damping torque calculation for estimating the magnitude of vibration at the wheel axle with torsion as one of the factors when the weight of the host vehicle is a predetermined basic vehicle weight and calculating the damping torque for attenuating the estimated vibration Means (214);
Vehicle weight estimation means (233) for estimating the current vehicle weight of the host vehicle based on the estimated torque;
The damping torque calculated by the damping torque calculating means is corrected based on the current vehicle weight estimated by the vehicle weight estimating means, and the required torque is calculated based on the estimated torque and the corrected damping torque. Internal combustion engine control means (221, 251 and 261) for setting and controlling the internal combustion engine;
A vehicle control device comprising: The vehicle control device according to claim 1,
Stop correction prohibition means (232, S10) for prohibiting correction of the damping torque based on the estimated current vehicle weight while the host vehicle is stopped
A vehicle control device comprising: The vehicle control device according to claim 1 or 2,
When the ratio of the rotational speed of the wheel shaft calculated based on the torque applied to the output shaft of the internal combustion engine to the speed of the host vehicle is equal to or greater than a predetermined value, the estimated current vehicle weight Slip correction prohibition means (232, S40) for prohibiting correction of the damping torque based on
A vehicle control device comprising: The vehicle control device according to any one of claims 1 to 3,
Inclination correction prohibiting means (232, S50) for prohibiting correction of the damping torque based on the estimated current vehicle weight when the inclination angle of the road on which the host vehicle is traveling is equal to or greater than a predetermined value.
A vehicle control device comprising:

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