JP2020002811A - Vehicle control device - Google Patents

Abstract

To provide a vehicle control device capable of increasing engine torque at appropriate time and enhancing responsiveness or a linear feeling of a vehicle with respect to steering operation.SOLUTION: A vehicle control device comprises: a steering unit; an engine which drives rear wheels of a vehicle; an intake air throttle valve; an intake air pressure sensor installed at a downstream side of the intake air throttle valve; a fuel injection valve; a steering angle related value detection sensor which detects a steering angle speed; a kinetic state sensor; and a control unit. The control unit is configured to: set basic torque on the basis of a kinetic state and additionally set increment torque when the steering angle speed becomes equal to or larger than a predetermined start threshold for controlling the intake air throttle valve and the fuel injection valve so that the engine produces toque equivalent to the sum of the basic torque and the increment torque; and, when differential pressure before and after the intake air throttle valve is small, set a lower start threshold than when the differential pressure is large.SELECTED DRAWING: Figure 5

Description

  The present invention relates to a control device for a vehicle, and more particularly to a control device for a vehicle in which rear wheels are driven.

  Japanese Patent No. 6168484 (Patent Document 1) describes an engine control device. This engine control device stabilizes the behavior of the vehicle by reducing the torque generated by the engine when the steering of the vehicle is operated, and enables the vehicle to turn according to the driver's intention. ing. Further, in the engine control device described in Patent Literature 1, when the torque generated by the engine is reduced based on the steering operation, the torque is reduced by retarding the ignition timing of the engine ignition device.

Japanese Patent No. 6168484

  However, when the present inventor tried to apply the control for reducing the engine generated torque accompanying the steering of the vehicle as described in Patent Literature 1 to a rear-wheel drive vehicle, it was described in Patent Literature 1. However, it was not possible to obtain the effects of improving the steering stability and the response of the vehicle behavior, etc. obtained in the invention of the above.

  That is, the present inventor applied control for reducing the torque generated by the engine in accordance with the steering operation of the vehicle, as described in Patent Document 1, as the vehicle attitude control. However, when such a conventionally known vehicle attitude control is applied to a rear wheel drive vehicle, it is possible to obtain an effect such as improvement of the responsiveness of the vehicle as obtained in a front wheel drive vehicle. Did not. As a result of intensive research conducted by the present inventors to solve this newly discovered problem, in a rear-wheel drive vehicle, surprisingly, the drive torque of the vehicle is increased according to the steering by the driver. It was clarified that the vehicle responsiveness and the linear feeling improved.

  Generally, when the torque generated by the engine is reduced to give the vehicle a deceleration, the inertial force acting on the center of gravity of the vehicle causes a pitching motion in which the front side sinks, so that the load on the front wheels, which are the steered wheels, increases. Thus, it has been considered that the response to the steering operation is improved. However, in a rear-wheel drive vehicle, when deceleration is given to the vehicle by reducing the drive torque of the rear wheels, in addition to the inertia force described above, the vehicle body is tilted rearward from the rear wheels via the suspension (the rear side is (Sinking) force is instantaneously generated. Since this instantaneous force acts to reduce the load on the front wheels, in a rear-wheel drive vehicle, even if deceleration is applied to the vehicle in accordance with the steering by the driver, the vehicle responsiveness and linear feeling are expected as expected. It is probable that it could not be improved.

  Conversely, in a rear-wheel drive vehicle, by increasing the drive torque of the rear wheels, a force that causes the body to lean forward (sink the front side) from the rear wheels via the suspension acts instantaneously. Therefore, it is considered that the responsiveness and linear feeling of the vehicle are improved because the front wheel load increases. That is, in a rear-wheel drive vehicle, when acceleration is given by increasing the drive torque of the rear wheels, an inertial force for leaning the vehicle body and an instantaneous force for leaning the vehicle body are generated. It is considered that the momentary forward leaning force predominantly contributes to gender and linearity.

  The present inventor sets the increased torque so as to increase the basic torque based on the steering angle related value of the steering device mounted on the vehicle, whereby the front wheel load increases due to the instantaneous force described above, It has been found that the vehicle responsiveness and linear feeling to steering operation can be improved. However, it is difficult to instantaneously increase the torque generated by the engine based on the driver's steering operation. As in the conventional vehicle attitude control, control for reducing the engine torque based on the driver's steering operation can be relatively easily realized by delaying the ignition timing of the engine spark plug. Here, since the ignition timing of the engine is generally set to the timing at which the generated torque becomes highest, it is difficult to increase the engine torque by advancing or retarding the ignition timing.

  Further, the increase in the torque generated by the engine can be realized by increasing the amount of air supplied into the cylinder of the engine and increasing the amount of fuel injected by the fuel injection valve. However, the increase in the generated torque by this method has poor response, and the time lag from the increase in the supplied air amount to the increase in the actually generated torque is not constant. It is difficult to accurately increase the torque.

  Therefore, the present invention can increase the engine torque at an appropriate time even when controlling the vehicle in which the rear wheels are driven by the engine, and improve the responsiveness or linear feeling of the vehicle to the steering operation. It is an object of the present invention to provide a vehicle control device that can perform the control.

  In order to solve the above-described problems, the present invention provides a control device for a vehicle in which rear wheels are driven, a steering device for steering the vehicle, an engine for driving the rear wheels of the vehicle, An intake throttle valve provided in the intake passage, an intake pressure sensor provided downstream of the intake throttle valve in the intake passage, a fuel injection valve, and a steering angle related value related to a steering angle of the steering device are detected. A steering angle related value detection sensor, a driving state sensor for detecting the driving state of the vehicle, and a controller for controlling the engine, wherein the controller is configured based on the driving state detected by the driving state sensor. When the torque is set and the steering angle-related value detected by the steering angle-related value detection sensor is equal to or greater than a predetermined start threshold, an increase torque is set based on the steering angle-related value, and the engine is increased to the basic torque. The controller is configured to control the intake throttle valve and the fuel injection valve so as to generate a torque obtained by adding the torque, and the controller determines that the differential pressure across the intake throttle valve detected by the intake pressure sensor is small. In this case, the start threshold value is set lower than when the differential pressure is large.

  In the present invention configured as described above, the controller controls the intake throttle valve and the fuel injection valve to set the basic torque set based on the operating state and the steering torque related value. The engine generates a torque obtained by adding the increased torque. The increase torque is set when the steering angle related value becomes equal to or larger than a predetermined start threshold. The controller sets the start threshold to be lower when the pressure difference before and after the intake throttle valve is small than when the pressure difference is large.

  When the intake throttle valve is opened to increase the torque generated by the engine, there is a time lag before the torque generated by the engine starts to increase in response to this. This time lag is short when the differential pressure across the intake throttle valve is large and long when the differential pressure is small. In other words, when the differential pressure across the intake throttle valve is large, increasing the opening of the intake throttle valve increases the air intake amount based on the differential pressure across the intake throttle valve. Then, the torque starts to increase in a relatively short time. On the other hand, when the differential pressure across the intake throttle valve is small, the increase in the amount of air suction based on the differential pressure across the intake throttle valve is small, and the torque actually starts increasing after the intake throttle valve is opened. The time to get longer.

  As described above, the increase in torque to improve the responsiveness and linear feeling of the vehicle to the steering operation needs to be performed promptly in response to the steering operation, so it is sufficient if the increase in the actually generated torque is delayed. Effects cannot be obtained. Further, if the time until the torque actually increases differs depending on the operation state of the engine, the variability of the effect of improving the responsiveness and the linear feeling of the vehicle becomes large, and the driver may feel uncomfortable.

  According to the present invention configured as described above, when the differential pressure across the intake throttle valve detected by the intake pressure sensor is small, the start threshold is set lower than when the differential pressure is large. As a result, when the differential pressure before and after the intake throttle valve is small, the increased torque is set early after the driver starts steering, so the time lag from the setting of the increased torque to the actual increase of the torque is long. Even so, it is possible to increase the torque at an appropriate time. Thereby, the responsiveness and linear feeling of the vehicle to the steering operation can be sufficiently improved.

  Furthermore, when the differential pressure before and after the intake throttle valve is small and a torque increase delay is likely to occur, the start threshold is lowered and the torque increase timing is advanced, so that the differential pressure before and after the intake throttle valve is small and large. After the driver starts steering, the deviation of the timing at which the torque actually increases is reduced. As a result, variations in the effect of improving the responsiveness and linear feeling of the vehicle due to the operating state of the engine are suppressed, and the driver is less likely to feel uncomfortable.

  In the present invention, preferably, the controller is configured to set the start threshold lower when the opening of the intake throttle valve is large than when the opening is small.

  When the opening degree of the intake throttle valve is large, the flow resistance of the air flowing through the intake throttle valve decreases, so that the differential pressure across the intake throttle valve tends to decrease. According to the present invention configured as described above, when the opening degree of the intake throttle valve is large, the start threshold is set low, so that the torque increase timing is advanced in a state where the differential pressure across the intake throttle valve is small. It is possible to increase the torque generated at an appropriate timing.

  In the present invention, preferably, the controller sets a larger value of the increasing torque for the same steering angle related value when the differential pressure before and after the intake throttle valve is small than when the differential pressure is large. It is configured.

  According to the present invention configured as described above, when the differential pressure across the intake throttle valve is small, the value of the increased torque is set to be larger than when the differential pressure is large. As a result, when the differential pressure before and after the intake throttle valve is small, a large increase torque is set by a slight change in the steering angle related value, and the torque increase timing can be hastened, and at an appropriate timing. The generated torque can be increased.

  In the present invention, preferably, the controller is configured to set the value of the increase torque for the same steering angle related value to be larger when the opening of the intake throttle valve is large than when the opening is small. ing.

  According to the present invention configured as described above, when the opening of the intake throttle valve is large, the value of the increased torque for the same steering angle related value is set larger than when the opening is small. As a result, in a state where the opening degree of the intake throttle valve is large, a large increase torque is set by a slight change in the steering angle related value, and the increase time of the torque can be hastened and generated at an appropriate timing. The torque can be increased.

  In the present invention, preferably, the engine is provided with a supercharger, and the controller is provided when the pressure difference between the supercharging pressure by the supercharger and the pressure downstream of the intake throttle valve detected by the intake pressure sensor is small. Is configured to set the start threshold lower than when the differential pressure is large.

  When the engine is provided with a supercharger, the pressure difference before and after the intake throttle valve can be obtained from the difference between the supercharge pressure and the pressure downstream of the intake throttle valve. According to the present invention configured as described above, when the pressure difference between the supercharging pressure and the pressure on the downstream side of the intake throttle valve is small, the start threshold value is set low. It is possible to increase the torque generated at an appropriate timing even in an existing engine.

  In the present invention, preferably, the engine includes a spark plug, and the controller is configured to retard the ignition timing of the spark plug based on an increase in the intake air amount due to the setting of the increased torque.

  The net torque generated by the engine is a torque obtained by subtracting a torque (pump loss) required to draw air from the intake passage into the cylinder from a torque generated by fuel combustion. Here, when the intake throttle valve is opened to increase the torque generated by the engine, the flow path resistance in the intake throttle valve decreases, so that the pump loss decreases and the net torque increases. The increased torque that is set based on the steering angle related value can be covered by the reduction in pump loss. On the other hand, a gasoline engine is usually operated at a constant stoichiometric air-fuel ratio. Therefore, when the intake throttle valve is opened and the amount of intake air is increased, the fuel injection amount is increased accordingly, and the gas is generated by fuel combustion. The torque also increases. As described above, when a net increase in torque due to a decrease in pump loss and an increase in torque generated by fuel combustion are superimposed, the increase in torque may be excessive. According to the present invention configured as described above, the ignition timing of the spark plug is retarded based on the increase in the intake air amount due to the setting of the increased torque, so that the opening degree of the intake throttle valve is increased to reduce pump loss. When it decreases, the torque generated by the combustion of the fuel can be reduced. Thus, an excessive increase in torque can be suppressed.

  The present invention is also a control device for a vehicle in which rear wheels are driven, a steering device for steering the vehicle, an engine for driving the rear wheels of the vehicle, and an intake air provided in an intake passage of the engine. A throttle valve, a throttle opening sensor for detecting the opening of the intake throttle valve, a fuel injection valve, a steering angle related value detection sensor for detecting a steering angle related value related to the steering angle of the steering device, An operating state sensor for detecting an operating state; and a controller for controlling the engine. The controller sets a basic torque based on the operating state detected by the operating state sensor, and detects a steering angle related value. When the steering angle related value detected by the above becomes equal to or more than a predetermined start threshold value, an increasing torque is set based on the steering angle related value, and the engine generates a torque obtained by adding the increasing torque to the basic torque. As described above, the controller is configured to control the intake throttle valve and the fuel injection valve, and when the opening degree of the intake throttle valve detected by the throttle opening degree sensor is large, when the opening degree is small. It is characterized in that the start threshold value is set lower than that.

  Further, the present invention is a control device for a vehicle in which a front wheel is steered by a steering device and a rear wheel is driven by an engine, wherein a steering angle related value related to a steering angle of the steering device is equal to or greater than a predetermined start threshold. And when the differential pressure between the upstream and downstream sides of the intake throttle valve of the engine is small, the start threshold is set lower than when the differential pressure is large. And threshold setting means.

  The present invention is also a control device for a vehicle in which a front wheel is steered by a steering device and a rear wheel is driven by an engine, wherein a steering angle related value related to a steering angle of the steering device is equal to or more than a predetermined start threshold. A vehicle attitude control means for increasing the torque generated by the engine, and a threshold setting means for setting the start threshold lower when the opening of the intake throttle valve of the engine is large than when the opening is small. It is characterized by having.

  According to the vehicle control device of the present invention, even when controlling the vehicle in which the rear wheels are driven by the engine, the engine torque can be increased at an appropriate time, and the responsiveness or linear response of the vehicle to the steering operation can be improved. The feeling can be improved.

1 is a block diagram illustrating an overall configuration of a vehicle to which a vehicle control device according to an embodiment of the present invention is applied. 1 is a schematic configuration diagram of an engine system to which a vehicle control device according to an embodiment of the present invention is applied. FIG. 1 is a block diagram showing an electrical configuration of a vehicle control device according to an embodiment of the present invention. 5 is a flowchart of a vehicle attitude control process in the vehicle control device according to the embodiment of the present invention. 5 is a flowchart of a threshold setting / increase torque setting process in the vehicle control device according to the embodiment of the present invention. 5 is a map that defines a start threshold value of vehicle attitude control in the vehicle control device according to the embodiment of the present invention. 4 is a map showing a relationship between an additional acceleration and a steering speed in the vehicle control device according to the embodiment of the present invention. 5 is a map for correcting an additional acceleration in the vehicle control device according to the embodiment of the present invention. FIG. 4 is a diagram showing a relationship between an opening degree of a throttle valve and a pressure difference before and after the opening degree of the throttle valve in the control device for a vehicle according to the embodiment of the present invention. 4 is a map showing the ignition timing retard amount with respect to the intake increase amount based on the setting of the increase torque in the vehicle control device according to the embodiment of the present invention. 5 is a time chart illustrating an example of an operation of the vehicle control device according to the embodiment of the present invention. 5 is a time chart illustrating an example of an operation of the vehicle control device according to the embodiment of the present invention.

Hereinafter, a vehicle control device according to an embodiment of the present invention will be described with reference to the accompanying drawings.
<System configuration>
First, a vehicle to which a vehicle control device according to an embodiment of the present invention is applied will be described with reference to FIG. FIG. 1 is a block diagram showing an overall configuration of a vehicle to which a vehicle control device according to an embodiment of the present invention is applied.

  In FIG. 1, reference numeral 200 denotes a vehicle equipped with the vehicle control device according to the present embodiment. Left and right front wheels 202a, which are steering wheels, are provided at the front of the vehicle body of the vehicle 200, and left and right rear wheels 202b, which are driving wheels, are provided at the rear of the vehicle. The front wheel 202a and the rear wheel 202b of the vehicle 200 are supported by a suspension 203 with respect to the vehicle body. Further, an engine 10, which is a prime mover for driving the rear wheel 202b, is mounted on a front portion of the vehicle body of the vehicle 200. In the present embodiment, the engine 10 is a gasoline engine. In the present embodiment, the vehicle 200 is a so-called FR vehicle in which the rear wheels 202b are driven by the engine 10 mounted on the front part of the vehicle body via the transmission 204a, the propeller shaft 204b, and the differential gear 204c. The present invention can be applied to any vehicle in which the rear wheels are driven by the engine 10, such as a so-called RR vehicle in which the rear wheels 202b are driven by the engine 10 mounted on the rear part of the vehicle body.

  Further, a steering device 207 including a steering wheel 206 (hereinafter, also simply referred to as “steering”) is mounted on the vehicle 200, and a front wheel 202 a of the vehicle 200 is rotated based on a rotation operation of the steering wheel 206. Steering (steering). Further, the vehicle 200 includes a steering angle sensor 40 that is a steering angle related value detection sensor that detects a steering angle of the steering device 207, an accelerator opening sensor 30 that detects an amount of depression of an accelerator pedal (accelerator opening), and a vehicle speed. Of the vehicle. Although the steering angle sensor 40 typically detects the rotation angle of the steering wheel 206, the steering angle sensor 40 may detect the steering angle (tire angle) of the front wheel 202a in addition to or instead of the rotation angle. Good. Each of these sensors outputs a detection signal to a PCM (Power-train Control Module) 50 which is a controller.

  Next, an engine system to which the vehicle control device according to the embodiment of the present invention is applied will be described with reference to FIGS. FIG. 2 is a schematic configuration diagram of an engine system to which the vehicle control device according to the embodiment of the present invention is applied. FIG. 3 is a block diagram showing the electrical configuration of the vehicle control device according to the embodiment of the present invention.

  As shown in FIG. 2, the engine system 100 mainly includes an intake passage 1 through which intake air (air) introduced from the outside passes, intake air supplied from the intake passage 1, and a fuel injection valve 13 described later. An engine 10 (specifically, a gasoline engine) that generates a power for the vehicle by burning a mixture of the supplied fuel and an exhaust passage 25 that discharges exhaust gas generated by combustion in the engine 10 is provided. Have.

  In the intake passage 1, an air cleaner 3 for purifying intake air introduced from the outside, a throttle valve 5 for adjusting an amount of intake air (amount of intake air), and an intake air to be supplied to the engine 10 are sequentially supplied from the upstream side. And a surge tank 7 for temporarily storing. On the other hand, the exhaust passage 25 is provided with exhaust purification catalysts 26a and 26b having an exhaust gas purification function, such as a NOx catalyst, a three-way catalyst, and an oxidation catalyst.

  The engine 10 of the present embodiment is an in-line four-cylinder engine including four cylinders 2 arranged in a straight line. The engine 10 mainly includes an intake valve 12 that introduces intake air supplied from the intake passage 1 into a combustion chamber 11, a fuel injection valve 13 that injects fuel toward the combustion chamber 11, and a fuel injection valve 13 that introduces fuel into the combustion chamber 11. A spark plug 14 for igniting a mixture of the supplied intake air and fuel, a piston 15 reciprocating by combustion of the mixture in the combustion chamber 11, a crankshaft 16 rotated by the reciprocation of the piston 15, And an exhaust valve 17 for discharging exhaust gas generated by combustion of the air-fuel mixture in the combustion chamber 11 to an exhaust passage 25.

  Further, the engine 10 adjusts the operation timing (corresponding to the valve phase) of each of the intake valve 12 and the exhaust valve 17 by using a variable intake valve mechanism 18 and a variable exhaust valve mechanism as a variable valve timing mechanism. 19 variably. As the variable intake valve mechanism 18 and the variable exhaust valve mechanism 19, various known types can be applied. For example, the operation of the intake valve 12 and the exhaust valve 17 is performed using a mechanism configured as an electromagnetic type or a hydraulic type. The timing can be changed.

  Further, the engine system 100 is provided with sensors 30 to 40 for detecting various states related to the engine system 100 (see FIGS. 2 and 3). The accelerator opening sensor 30, the vehicle speed sensor 39, and the steering angle sensor 40 are as described above. The airflow sensor 31 detects an intake air amount corresponding to a flow rate of intake air passing through the intake passage 1. The throttle opening sensor 32 detects a throttle opening which is an opening of the throttle valve 5. Pressure sensor 33 detects an intake manifold pressure (pressure of an intake manifold) corresponding to a pressure of intake air supplied to engine 10. The crank angle sensor 34 detects a crank angle of the crankshaft 16 (corresponding to the engine speed). The crank angle sensor 34 corresponds to an engine speed sensor. The water temperature sensor 35 detects a water temperature that is a temperature of cooling water for cooling the engine 10. The atmospheric pressure sensor 36 measures the atmospheric pressure. The cam angle sensors 37 and 38 detect operation timings including closing timings of the intake valve 12 and the exhaust valve 17, respectively. Each of these various sensors 30 to 40 outputs a detection signal corresponding to the detected parameter to PCM 50.

  The PCM 50 controls components in the engine system 100 based on the detection signals input from the various sensors 30 to 40 described above. Specifically, as shown in FIG. 3, the PCM 50 supplies a control signal to the throttle valve 5, controls the opening / closing timing and the throttle opening of the throttle valve 5, and supplies a control signal to the fuel injection valve 13. Controlling the fuel injection amount and the fuel injection timing, supplying a control signal to the ignition plug 14 to control the ignition timing, and supplying a control signal to each of the variable intake valve mechanism 18 and the variable exhaust valve mechanism 19. , The operation timing of the intake valve 12 and the exhaust valve 17 is controlled.

  Each component of the PCM 50 includes one or more processors, and various programs interpreted and executed on the processors (including a basic control program such as an OS and an application program activated on the OS to realize a specific function). And a computer having an internal memory such as a ROM or a RAM for storing programs and various data.

  In one example, the vehicle control device according to the present invention mainly includes the engine 10, the steering device 207, the steering angle sensor 40, the accelerator opening sensor 30, the vehicle speed sensor 39, and the PCM 50. In another example, the vehicle control device according to the present invention includes the PCM 50. In this example, the PCM 50 functions as the vehicle attitude control unit and the threshold setting unit according to the present invention.

  Further, the accelerator opening sensor 30 and the vehicle speed sensor 39 correspond to a driving state sensor that detects the driving state of the vehicle 200. Further, the steering angle sensor 40 corresponds to a steering angle related value sensor that detects a steering angle related value related to the steering angle of the steering device 207. Hereinafter, an embodiment in which the steering speed is used as the steering angle related value will be exemplified. The steering speed is obtained by the PCM 50 from the steering angle detected by the steering angle sensor 40. In this case, the steering angle related value sensor includes the steering angle sensor 40 and the PCM 50.

<Vehicle attitude control>
Next, a description will be given of control contents executed by the PCM 50 to control the attitude of the vehicle 200 (vehicle attitude control) in the present embodiment. First, the overall flow of the vehicle attitude control process performed by the PCM 50 in the present embodiment will be described with reference to FIG. FIG. 4 is a flowchart of the vehicle attitude control process according to the embodiment of the present invention.

4 is started when the ignition of the vehicle 200 is turned on and the power is turned on to the PCM 50, and is repeatedly executed at a predetermined cycle (for example, 50 ms).
When the vehicle attitude control process is started, as shown in FIG. 4, in step S1, the PCM 50 acquires various sensor information regarding the driving state of the vehicle 200. Specifically, the PCM 50 corresponds to the steering angle detected by the steering angle sensor 40, the accelerator opening detected by the accelerator opening sensor 30, the vehicle speed detected by the vehicle speed sensor 39, and the crank angle detected by the crank angle sensor 34. The detection signals output from the various sensors described above, including the engine speed, the gear currently set for the transmission 204a of the vehicle 200, and the like, are acquired as information on the driving state.

  Next, in step S2, the PCM 50 sets a target acceleration based on the driving state of the vehicle 200 acquired in step S1. Specifically, the PCM 50 calculates the acceleration corresponding to the current vehicle speed and gear position from an acceleration characteristic map (prepared and stored in a memory or the like) defined for various vehicle speeds and various gear positions. A characteristic map is selected, and a target acceleration corresponding to the current accelerator opening is set with reference to the selected acceleration characteristic map.

  Next, in step S3, the PCM 50 determines a basic torque to be generated by the engine 10 to achieve the target acceleration set in step S2. In this case, the PCM 50 determines the basic torque within the range of the torque that can be output by the engine 10 based on the current vehicle speed, gear position, road surface gradient, road surface μ, and the like.

  In addition, in step S4, a threshold setting process is executed in parallel with the processes in steps S2 and S3. As will be described later, PCM 50 executes an increase torque setting process for setting a torque (increase torque) for adding acceleration to vehicle 200 based on a steering operation. In step S4, a process of changing the threshold value of the steering operation in accordance with the driving state to start adding the acceleration due to the increased torque is executed. The threshold setting process in step S4 will be described later with reference to FIGS.

  Next, in step S5, an increase torque setting process is executed. That is, the PCM 50 sets the increased torque for increasing the basic torque in accordance with an increase in the steering angle of the steering device 207, that is, in accordance with the steering operation. In the present embodiment, the PCM 50 controls the vehicle attitude by temporarily increasing the torque and adding acceleration to the vehicle 200 when the steering operation is performed. Note that the increased torque setting process in step S5 will be described later with reference to FIGS.

  After executing the processing of steps S2 and S3, the threshold setting processing of step S4, and the increasing torque setting processing of S5, in step S6, the PCM 50 performs the processing based on the basic torque set in step S3 and the increasing torque set in step S5. , And set the final target torque. Specifically, the PCM 50 calculates the final target torque by adding the increased torque to the basic torque.

  Next, in step S7, the PCM 50 sets an actuator control amount for realizing the final target torque set in step S6. Specifically, the PCM 50 determines various state quantities necessary for realizing the final target torque based on the final target torque set in step S6, and based on the state quantities, determines each component of the engine 10. Set the control amount of each actuator that drives. In this case, the PCM 50 sets a limit value or a limit range according to the state quantity, and sets a control amount of each actuator such that the state value complies with the limit by the limit value or the limit range. Subsequently, in step S8, the PCM 50 outputs a control command to each actuator based on the control amount set in step S7.

  Specifically, when the PCM 50 sets the final target torque by adding the increased torque to the basic torque in step S6, the PCM 50 increases the throttle opening of the throttle valve 5, or after the bottom dead center. The amount of intake air is increased by advancing the set closing timing of the intake valve 12 or the like. In this case, the PCM 50 increases the fuel injection amount by the fuel injection valve 13 in response to the increase in the intake air amount so that the predetermined air-fuel ratio is maintained.

  After such step S8, the PCM 50 ends one process (vehicle attitude control process) of the flowchart shown in FIG.

<Threshold setting processing / increase torque setting processing>
Next, a threshold setting process and an increase torque setting process (see steps S4 and S5 in FIG. 4) according to the embodiment of the present invention will be described with reference to FIGS. These processes are for setting the increased torque for the vehicle attitude control executed at the time of turning the steering wheel.

  FIG. 5 is a flowchart of the threshold setting / increased torque setting processing according to the embodiment of the present invention. FIG. 6 is a map that defines a threshold value for starting the vehicle attitude control according to the embodiment of the present invention. FIG. 7 is a map showing the relationship between the additional acceleration and the steering speed according to the embodiment of the present invention. FIG. 8 is a map for correcting the additional acceleration according to the embodiment of the present invention.

  When the increase torque setting process is started, in step S11 of FIG. 5, the PCM 50 controls the vehicle attitude using the start threshold map based on the detection signals of the pressure sensor 33, which is an intake pressure sensor, and the atmospheric pressure sensor 36. Set a start threshold value that defines the start condition for.

  FIG. 6 shows a map defining the relationship between the differential pressure (horizontal axis) before and after the throttle valve 5 serving as the intake throttle valve and the start threshold value (vertical axis). As shown in FIG. 6, in the present embodiment, the start threshold value is set to a larger value as the differential pressure across the throttle valve 5 increases. That is, the PCM 50 calculates the differential pressure across the throttle valve 5 based on the detection signal of the pressure sensor 33 provided downstream of the throttle valve 5 in the intake passage 1 and the detection signal of the atmospheric pressure sensor 36. The value of the start threshold value corresponding to the differential pressure is determined using the map shown in FIG. The circuit of the PCM 50 that determines the start threshold value in this way includes a threshold setting unit that sets the start threshold value lower when the differential pressure between the upstream side and the downstream side of the throttle valve 5 of the engine 10 is small than when the differential pressure is large. Is equivalent to

  As described later, the PCM 50 is configured to start the vehicle attitude control when the driver starts turning the steering wheel 206. That is, when the driver starts steering the steering wheel 206 and the steering angular velocity increases to a predetermined angular velocity, the vehicle attitude control is started. The value of the steering angular velocity [deg / sec] at which the vehicle attitude control is started is set as a start threshold. When the steering angular velocity increases to the start threshold by turning the steering wheel 206, the vehicle attitude control is started. The circuit of the PCM 50 that starts the vehicle attitude control in this way corresponds to a vehicle attitude control unit that increases the torque generated by the engine 10 when the steering angular velocity of the steering device 207 becomes equal to or more than a predetermined start threshold.

  Next, in step S12 of FIG. 5, the PCM 50 determines whether or not the steering angle of the steering device 207 has increased. If the steering angle has increased, the process proceeds to step S13. If the steering angle has not increased, one process of the flowchart shown in FIG. 5 ends, and the process returns to the flowchart of FIG. In this case, the increase torque is not set, and the basic torque is set as it is as the final determined torque (step S6 in FIG. 4). The steering angle (absolute value) is increased by setting the state where the vehicle 200 goes straight to zero and turning the steering wheel 206 clockwise or counterclockwise from this state.

  Next, in step S13, the PCM 50 determines whether or not the steering angular velocity is equal to or greater than the start threshold set in step S11. If the angular velocity is equal to or greater than the start threshold, the process proceeds to step S14. If the steering angular velocity is less than the start threshold, one process of the flowchart shown in FIG. 5 ends, and the process returns to the flowchart of FIG. That is, the vehicle attitude control is not executed for a slight increase in the steering angle to such an extent that the driver does not intend to steer, and excessive intervention of the vehicle attitude control is prevented. On the other hand, if the steering angular velocity is equal to or greater than the start threshold, the processing of step S14 and subsequent steps is executed, and the increased torque is set by the vehicle attitude control.

  In step S14, the PCM 50 sets an additional acceleration based on the steering speed. This additional acceleration is acceleration to be applied to the vehicle 200 in accordance with the steering operation in order to control the vehicle attitude according to the driver's intention.

Specifically, the PCM 50 sets the additional acceleration corresponding to the current steering speed based on the relationship between the additional acceleration and the steering speed shown in the map of FIG. 7, the horizontal axis indicates the steering angular velocity, and the vertical axis indicates the additional acceleration. As shown in FIG. 7, as the steering speed increases, the additional acceleration corresponding to the steering angular speed gradually approaches a predetermined upper limit value _Amax . That is, the additional acceleration increases as the steering angular velocity increases, and the rate of increase in the increase decreases. The upper limit value _Amax is set to an acceleration level at which the driver does not feel that control intervention has occurred even if acceleration is added to the vehicle 200 in accordance with the steering operation (for example, 0.5 m / s ² ≒ 0.05 G). ). When the steering angular velocity becomes equal to or more than a predetermined threshold, the additional acceleration is maintained at the upper limit _Amax .

Next, in step S15, the PCM 50 sets an increased torque necessary to realize the additional acceleration set in step S14.
Further, in step S16, the PCM 50 corrects the increased torque set in step S15. The correction of the increased torque is executed by multiplying the increased torque set in step S15 by an increased torque correction coefficient.

  FIG. 8 is a map for setting the increase torque correction coefficient, and defines the relationship between the differential pressure (horizontal axis) before and after the throttle valve 5 and the increase torque correction coefficient (vertical axis). As shown in FIG. 8, in the present embodiment, as the differential pressure across the throttle valve 5 increases, the value of the increased torque correction coefficient is set to a linearly smaller value. For this reason, in the present embodiment, when the differential pressure across the throttle valve 5 is small, the value of the increased torque after correction for the same steering angular velocity is larger than when the differential pressure is large.

  Next, in step S17, it is determined whether or not the opening of the throttle valve 5 is equal to or greater than a predetermined opening. If the opening of the throttle valve 5 is smaller than the predetermined opening, the process proceeds to step S18, and if it is equal to or larger than the predetermined opening, one process of the flowchart shown in FIG.

  If the opening of the throttle valve 5 is smaller than the predetermined opening, step S18 is executed. In step S18, the ignition timing of the ignition plug 14 is retarded in accordance with the increase in the intake air amount based on the vehicle attitude control. The amount is set.

  FIG. 9 shows the relationship between the opening degree of the throttle valve 5 and the pressure difference before and after the opening degree. As shown in FIG. 9, when the opening of the throttle valve 5 is small, a relatively large pressure difference occurs before and after the throttle valve 5 (upstream and downstream) because the flow path resistance in the throttle valve 5 is large. . On the other hand, when the opening of the throttle valve 5 increases, the flow path resistance decreases, so that the pressure difference between the front and rear of the throttle valve 5 decreases, and the pressure difference before and after the opening of about 60% becomes substantially zero. become.

  On the other hand, the net torque generated by the engine 10 is the torque obtained by subtracting the torque (pumping loss) required to suck air from the intake passage 1 into the cylinder of the engine 10 from the torque generated based on the combustion of fuel. Become. Here, when the opening of the throttle valve 5 is large, the flow path resistance is relatively small, so that the pumping loss is also small. On the other hand, when the opening of the throttle valve 5 is small, the flow path resistance is relatively large, so that the pumping loss increases. Therefore, when the opening of the throttle valve 5 is increased from the state where the opening of the throttle valve 5 is small, the pumping loss is significantly reduced, and the net torque generated by the engine 10 is increased.

  In addition, since the amount of intake air also increases by opening the throttle valve 5, the amount of fuel injection is also increased to maintain the stoichiometric air-fuel ratio, thereby increasing the torque generated by fuel combustion. Therefore, when the opening of the throttle valve 5 is increased from the state where the opening of the throttle valve 5 is small, the torque tends to be excessively increased. For this reason, in the present embodiment, the vehicle attitude control is executed in a state where the opening of the throttle valve 5 is small, and when the increased torque is set, the ignition timing by the ignition plug 14 is retarded, and the fuel is burned. The generated torque is reduced.

  FIG. 10 is a map showing the ignition timing retard amount with respect to the intake increase amount based on the setting of the increase torque. As shown in FIG. 10, in the present embodiment, the ignition timing retard amount [deg] is increased in proportion to the intake air increase amount [cc] based on the setting of the increase torque. This prevents an excessive increase in torque in the vehicle attitude control. Here, the torque generated by the combustion of fuel in the engine 10 increases with a delay after the intake air amount increases, whereas the increase in the net torque due to the decrease in the pumping loss has a small time lag. It is suitable for increasing the torque for the purpose.

  In the present embodiment, the intake increase amount based on the setting of the increase torque is obtained based on the detection signal of the air flow sensor 31. However, the intake increase amount may be estimated based on the opening degree of the throttle valve 5. it can. Further, in the present embodiment, the ignition timing is retarded when the opening of the throttle valve 5 is less than the predetermined value. However, in order to adjust the increased torque, the ignition timing is always retarded. The present invention can also be configured as follows. Further, depending on the characteristics of the throttle valve 5, there is a case where it is not necessary to retard the ignition timing for the purpose of adjusting the increased torque.

  When the retard amount of the ignition timing is set in step S18, one process of the flowchart shown in FIG. 5 ends, and the process returns to the flowchart of FIG. As described above, in the flowchart shown in FIG. 4, the final target torque is set by adding the increased torque to the basic torque (step S6), and the control amount of each actuator for realizing the final target torque is set. Is performed (step S7). Further, this control amount is instructed to each actuator (step S8), and the final target torque is output from the engine 10.

  As described above, in the start threshold value / increased torque setting process shown in FIG. 5, the value of the start threshold value for determining whether or not to start the vehicle attitude control is changed based on the differential pressure across the throttle valve 5. ing. That is, in a state where the differential pressure before and after the throttle valve 5 is small, the start threshold is set low (FIG. 6), so that when the driver starts steering, the start threshold is exceeded early, and the vehicle attitude control starts early. Is done.

  Here, in a state where the differential pressure before and after the throttle valve 5 is large, when the opening degree of the throttle valve 5 is increased, the air suction amount increases rapidly based on the pressure difference, whereas the differential pressure before and after the throttle valve 5 is small. In this state, the time lag from when the opening of the throttle valve 5 is increased to when the air intake amount actually increases increases. For this reason, when the differential pressure before and after the throttle valve 5 is large, the torque generated by the engine 10 when the vehicle attitude control is started is rapidly increased, whereas when the differential pressure before and after the throttle valve 5 is small, the engine 10 is generated. The time it takes for the applied torque to actually increase increases. In order to suppress such a difference in timing until the torque increases, when the differential pressure across the throttle valve 5 is small, the start threshold for starting the setting of the increased torque by the vehicle attitude control is set low. However, when the driver starts steering, the start threshold value is exceeded early so that the vehicle attitude control is started early.

  Further, in step S16 of the flowchart shown in FIG. 5, the correction of the increased torque is executed. When the differential pressure before and after the throttle valve 5 is small, the corrected torque for the same steering angular velocity is higher than when the differential pressure is large. Is increased. As described above, when the value of the increased torque is set to a large value, the PCM 50 acts to increase the generated torque with the large torque value as a target value, and thus the torque actually generated by the engine 10 becomes smaller. Starts up quickly. For this reason, when the differential pressure across the throttle valve 5 is small, a delay in increasing the torque can be suppressed.

  In the present embodiment, the variation in the rise of the generated torque due to the differential pressure across the throttle valve 5 is suppressed by setting the start threshold (FIG. 6) and setting the increase torque correction coefficient (FIG. 8). The present invention can be configured so that the variation is suppressed by only one of them.

Next, the operation of the control device for a vehicle according to the embodiment of the present invention will be described with reference to FIG.
FIG. 11 is a time chart illustrating an example of the operation of the vehicle control device according to the present embodiment. The steering angle, the steering angular velocity, the final target torque, the actually generated torque, the pumping loss, the throttle valve opening, the intake air Indicates the amount. Note that the time chart of FIG. 11 shows the operation when the amount of depression of the accelerator pedal by the driver is constant and the value of the basic torque is constant. Further, the time chart of FIG. 11 shows a case where the depression amount of the accelerator pedal is relatively large and the opening of the throttle valve 5 required to generate the basic torque is equal to or larger than a predetermined value (step S17 in FIG. 5 → return). Processing).

  First, since the steering angle is 0 when the driver is not steering, in the flowchart shown in FIG. 5, the processing of steps S11 → S12 → return is repeatedly executed, the vehicle attitude control is not executed, and the increasing torque is increased. Is not set. Therefore, in this state, the basic torque is used as it is as the final target torque (step S6 in FIG. 4) and output from the engine 10.

Next, at time t ₁ in FIG. 11, when the driver starts steering, (the absolute value of) the steering angle starts to increase, so in the flowchart of FIG. 5, the processing of steps S 11 → S 12 → S 13 → return is repeatedly executed. Become so. Further, when the steering angular velocity becomes equal to or more than the start threshold value set in step S11, the vehicle attitude control is started. Thereby, in the flowchart of FIG. 5, the processing of steps S11 → S12 → S13 → S14 → S15 → S16 → S17 → return is repeatedly executed.

  When the vehicle attitude control is started, the PCM 50 controls each actuator so as to generate a torque obtained by adding the increased torque to the basic torque as a final target torque. Specifically, the PCM 50 increases the opening of the throttle valve 5 to generate a torque obtained by adding the increased torque to the basic torque. As a result, the amount of intake air sucked through the throttle valve 5 also increases, but there is a time lag from when the opening degree of the throttle valve 5 is increased to when the amount of intake air actually increases. The actual change in the amount of intake air can be estimated from the detection signal of the air flow sensor 31 or the like.

  As described above, after the opening degree of the throttle valve 5 is increased, there is a time lag until the intake air amount increases, so that a time lag also occurs in the increase in the torque actually generated by the engine 10. Note that the fuel injection amount injected from the fuel injection valve 13 also increases with an increase in the intake air amount in order to maintain the stoichiometric air-fuel ratio.

Here, as described above, the time chart shown in FIG. 11 shows a case where the opening degree of the throttle valve 5 necessary for generating the basic torque is relatively large. For this reason, the differential pressure across the throttle valve 5 becomes relatively small (FIG. 9). As a result, the value of the start threshold value of the vehicle attitude control set using the map of FIG. 6 is set low, and the vehicle attitude control is started early. That is, in the time chart of the steering angular velocity in FIG. 11, when the differential pressure before and after the throttle valve 5 is large, the start threshold value set to Th1 [deg / sec] is reduced and changed to Th2 [deg / sec]. I have. Thus, the vehicle attitude control initiated at time t ₃ if the start threshold is set to Th1 (setting increased torque) by the start threshold is reduced to Th2, early, time t ₂ Started from.

  In the time chart shown in FIG. 11, the change of each state quantity when the start threshold value of the vehicle attitude control is reduced to Th2 is indicated by a solid line, and the case where the start threshold value is not reduced and remains at Th1 is indicated by a broken line. ing. As shown by the solid line in FIG. 11, by decreasing the start threshold value of the vehicle attitude control to Th2, the increase in the opening degree of the throttle valve 5 is started early, and accordingly, the intake air amount and the actually generated torque are also reduced. It starts to increase earlier than when the start threshold value indicated by the broken line is set to Th1.

Then, when the steering angular velocity becomes constant at time t _4, the value of the additional acceleration is set Along with this also becomes a constant value, the value of increased torque is also constant, also constant value of the final target torque (FIG. 11 , The basic torque is constant). In contrast, the intake air amount, and the increase in torque which the engine 10 actually occurs there is a time lag, reaches the intake air amount and the torque corresponding to the final target torque at time t ₅ after time t ₄ .

Further, when the steering angular velocity starts to decrease at time t _6, the additional acceleration is set, the value of the increased torque begins to decrease, shifting to steering holding at time t _7, the additional acceleration is set, the value of the increased torque Zeroed out. In contrast, the intake air amount of the engine 10, and the actual torque begins to decrease slightly later than the time t _6, the intake air amount corresponding to the basic torque decreases to the actual torque.

  Further, as described above, the time chart shown in FIG. 11 shows a case where the opening degree of the throttle valve 5 necessary for generating the basic torque is relatively large, and even when the increased torque is not set. Pumping losses are relatively small. Therefore, even if the opening degree of the throttle valve 5 is increased by setting the increased torque, the magnitude of the pumping loss does not substantially decrease, and is substantially constant.

Next, another example of the operation of the vehicle control device will be described with reference to FIG.
FIG. 12 is a time chart illustrating an example of the operation of the vehicle control device according to the present embodiment. The steering angle, the steering angular velocity, the final target torque, the actually generated torque, the pumping loss, the throttle valve opening, the intake air And the ignition timing. The time chart of FIG. 12 shows a case where the value of the basic torque is constant, the depression amount of the accelerator pedal is relatively small, and the opening of the throttle valve 5 required to generate the basic torque is less than a predetermined value. The operation of (the processing from step S17 to S18 in FIG. 5) is shown.

At time t ₁₁ of FIG. 12, the driver starts the steering angle and starts steering (absolute value of) increases, the steering angular velocity, when it comes to higher start threshold is set at step S11 in FIG. 5, the vehicle attitude control Is started. In the example shown in FIG. 12, the opening degree of the throttle valve 5 corresponding to the basic torque is relatively small, and the differential pressure across the throttle valve 5 is relatively large. Th1 is set to be larger than that of the chart. At time t ₁₂ of FIG. 12, when the steering angular velocity reaches the start threshold Th1, the vehicle attitude control is started, in order to generate a torque obtained by adding the increased torque to the basic torque, the opening degree of the throttle valve 5 is increased .

Then, when the steering angular velocity becomes constant at time t _13, also becomes a constant value final target torque obtained by adding the torque obtained by adding the increased torque to the basic torque. At time t _12, by opening of the throttle valve 5 starts to increase, the actual torque generated by the intake air amount and the engine 10 also starts to increase late, at time t ₁₄ later than time t _13, a constant value Become.

  Thus, there is a time lag between the increase in the opening of the throttle valve 5 and the increase in the amount of intake air. However, in the time chart shown in FIG. 12, since the differential pressure across the throttle valve 5 is large, the amount of intake air increases more rapidly than in the case of the time chart shown in FIG. The time lag between increases in air volume is reduced. As the intake air amount increases, the fuel injection amount also increases, and the torque actually generated by the engine 10 also increases. In the time chart of FIG. The time lag after the opening of the vehicle starts to increase decreases.

As described above, in the time chart of FIG. 11, by setting the start threshold value of the vehicle attitude control lower than that of FIG. 12, the time lag from the start of steering by the driver until the torque by the vehicle attitude control actually increases is substantially the same. And have been successful. That is, after the driver starts steering, the time lag from when the torque is actually increased by the vehicle attitude control is the time lag when the accelerator pedal depression amount is large and the differential pressure across the throttle valve 5 is small (the time lag in FIG. 11). t _{1 to} t ₅ ) and a time lag (time t _{11 to} t _{14 in} FIG. 12) when the stepping amount is small and the pressure difference before and after is large.

  Further, in the time chart shown in FIG. 12, since the opening of the throttle valve 5 is smaller than the predetermined value, when the vehicle attitude control is started, the processing in step S18 in FIG. 5 is executed. Thus, the ignition timing of the ignition plug 14 is retarded in accordance with the increase in the intake air amount due to the vehicle attitude control.

  Here, in the time chart shown in FIG. 12, since the opening of the throttle valve 5 is relatively small, the pumping loss becomes relatively large when the engine 10 is generating the basic torque. From this state, when the opening of the throttle valve 5 is increased by the vehicle attitude control, the flow path resistance of the throttle valve 5 is reduced and the pumping loss is reduced accordingly. Therefore, the net torque generated by the engine 10 also increases due to the reduction of the pumping loss, and the increase causes a torque increase to the extent required for the vehicle attitude control.

  In addition, by increasing the opening of the throttle valve 5, the amount of intake air and the amount of fuel injection increase, so that the torque generated by fuel combustion also increases. As described above, the increase in the torque due to the decrease in the pumping loss and the increase in the torque generated by the combustion are overlapped with each other, so that the increase in the torque with respect to the basic torque becomes excessive. In order to prevent this, when the vehicle attitude control is executed from the state where the opening of the throttle valve 5 is less than the predetermined value, the ignition timing by the spark plug 14 is retarded in accordance with the increase in the intake air amount. Thereby, the torque generated by the combustion of the fuel can be reduced, and the torque can be prevented from becoming excessive.

  Further, in step S16 in FIG. 5, the increased torque is corrected based on the differential pressure across the throttle valve 5 using the increased torque correction coefficient shown in FIG. Here, in the case of the time chart shown in FIG. 11 and the case of the time chart shown in FIG. 12, since the differential pressure across the throttle valve 5 is smaller in FIG. 11, the value of the increased torque correction coefficient is larger. Therefore, even when the same additional acceleration is set for the same steering angular velocity, the value of the increased torque is larger in the case of FIG. 11 where the differential pressure across the throttle valve 5 is small.

  For this reason, when the pressure difference before and after the throttle valve 5 is small, the value of the increased torque is increased by the correction multiplied by the increased torque correction coefficient. Increase rapidly. Thereby, the time lag of the torque generated by the engine 10 is further reduced, and the time lag when the differential pressure across the throttle valve 5 is large is close to the time lag. Further, a predetermined relationship exists between the differential pressure across the throttle valve 5 and the opening of the throttle valve 5. Therefore, based on the opening of the throttle valve 5, the present invention can be configured such that the value of the increase torque correction coefficient is larger when the opening is large than when the opening is small.

According to the vehicle control device of the embodiment of the present invention, when the differential pressure across the throttle valve 5 detected by the pressure sensor 33 as the intake pressure sensor is small (FIG. 11), the differential pressure is large ( The start threshold value Th is set lower than in FIG. As a result, when the differential pressure across the throttle valve 5 is small, the increased torque is set earlier (time t ₂ ) after the driver starts steering (time t _{1 in} FIG. 11). Even if the time lag from the setting to the actual increase of the torque becomes long, the torque can be increased at an appropriate time. Thus, the responsiveness and linear feeling of the vehicle 200 to the steering operation can be sufficiently improved.

Further, when the differential pressure across the throttle valve 5 is small and a torque increase delay is likely to occur, the start threshold value is lowered (FIG. 6). in the case (11) and large (Figure 12), the driver has started the steering (time t ₁ in FIG. 11, the time t ₁₁ in FIG. 12) the time t ₅ after actually timing for the torque to increase (Fig. 11 , the shift time t ₁₄ in FIG. 12) becomes smaller. As a result, variations in the response of the vehicle 200 and the effect of improving the linear feeling due to the operating state of the engine 10 are suppressed, and the driver is less likely to feel uncomfortable.

  Further, according to the control device for a vehicle of the present embodiment, when the opening degree of the throttle valve 5 is large, the flow resistance of the air flowing through the throttle valve 5 becomes small, so that the differential pressure across the throttle valve 5 becomes small. (FIG. 9). In the present embodiment, when the opening of the throttle valve 5 is large (FIG. 11), the start threshold is set low (start threshold = Th2), so that the torque increases while the differential pressure across the throttle valve 5 is small. The timing can be advanced, and the torque generated at an appropriate timing can be increased.

  Furthermore, according to the vehicle control device of the present embodiment, when the differential pressure across the throttle valve 5 is small (FIG. 11), the value of the increased torque is set to be larger than when the differential pressure is large (FIG. 12). (Step S16 of FIG. 5, FIG. 8). As a result, when the differential pressure across the throttle valve 5 is small, a large increase in torque is set by a slight change in the steering angular velocity, so that the torque increase timing can be hastened and occurs at an appropriate timing. The torque can be increased.

  Further, according to the control device for a vehicle of the present embodiment, when the opening of the throttle valve 5 is large (FIG. 11), the increase torque of the same steering angular velocity is smaller than when the opening is small (FIG. 12). The value is set large (step S16 in FIG. 5, FIG. 8). As a result, when the opening degree of the throttle valve 5 is large, a large increase torque is set by a slight change in the steering angular velocity, so that the increase time of the torque can be advanced and the torque generated at an appropriate timing can be reduced. Can be increased.

  Further, according to the vehicle control device of the present embodiment, the ignition timing of the ignition plug 14 is retarded based on the increase in the intake air amount due to the setting of the increased torque (step S18 in FIG. 5, FIG. 10). When the pumping loss is reduced by increasing the opening of the throttle valve 5 (FIG. 12), the torque generated by the combustion of the fuel can be reduced. Thus, an excessive increase in torque can be suppressed.

  The preferred embodiment of the present invention has been described above, but various changes can be made to the above-described embodiment. In particular, in the embodiment described above, the pressure difference before and after the throttle valve 5 is detected based on the detection signals of the pressure sensor 33 and the atmospheric pressure sensor 36, but the intake pressure on the downstream side of the throttle valve 5 is measured. It is also possible to obtain the pressure difference only from the detection signal of the pressure sensor 33 to be used.

  Also, there is a predetermined relationship between the pressure difference before and after the throttle valve 5 and the opening of the throttle valve 5. For this reason, the present invention is configured such that the start threshold value of the vehicle attitude control is set based on the opening degree of the throttle valve 5, and when the opening degree is large, the starting threshold value is set lower than when the opening degree is small. You can also.

  Further, as shown by an imaginary line in FIG. 2, the present invention can be applied to an engine system 100 provided with a supercharger 42. In this case, the supercharging pressure by the supercharger 42 and the pressure sensor 33 The start threshold can be set on the basis of the differential pressure between the pressure and the pressure detected downstream of the throttle valve 5. In this case, the present invention can be configured such that when the pressure difference between the supercharging pressure and the pressure on the downstream side of the throttle valve 5 is small, the start threshold value is set lower than when the pressure difference is large. .

1 intake passage 5 throttle valve (intake throttle valve)
Reference Signs List 10 engine 13 fuel injection valve 14 spark plug 15 piston 16 crankshaft 25 exhaust passage 30 accelerator opening sensor 31 air flow sensor 32 throttle opening sensor 33 pressure sensor (intake pressure sensor)
36 Atmospheric pressure sensor 39 Vehicle speed sensor 40 Steering angle sensor (steering angle related value detection sensor)
42 Supercharger 50 PCM (Controller)
100 Engine system 200 Vehicle 202a Front wheel 202b Rear wheel 203 Suspension 204a Transmission 204b Propeller shaft 204c Differential gear 206 Steering wheel 207 Steering device

Claims (9)

A control device for a vehicle in which rear wheels are driven,
A steering device for steering the vehicle,
An engine that drives the rear wheels of the vehicle;
An intake throttle valve provided in an intake passage of the engine;
An intake pressure sensor provided downstream of the intake throttle valve in the intake passage;
A fuel injection valve,
A steering angle related value detection sensor that detects a steering angle related value related to a steering angle of the steering device;
A driving state sensor for detecting a driving state of the vehicle,
A controller for controlling the engine,
The controller is
Setting a basic torque based on the driving state detected by the driving state sensor,
When the steering angle related value detected by the steering angle related value detection sensor is equal to or more than a predetermined start threshold, an increasing torque is set based on the steering angle related value,
The engine is configured to control the intake throttle valve and the fuel injection valve so as to generate a torque obtained by adding the increased torque to the basic torque,
The controller is configured to set the start threshold value lower when the differential pressure across the intake throttle valve detected by the intake pressure sensor is smaller than when the differential pressure is larger. Vehicle control device characterized by the following.   The control device for a vehicle according to claim 1, wherein the controller is configured to set the start threshold value to be lower when the opening degree of the intake throttle valve is large than when the opening degree is small.   The controller is configured to set a larger value of the increased torque for the same steering angle related value when the differential pressure across the intake throttle valve is small than when the differential pressure is large. Item 3. The control device for a vehicle according to item 1 or 2.   2. The control device according to claim 1, wherein the controller sets the value of the increased torque for the same steering angle related value to be larger when the opening of the intake throttle valve is large than when the opening is small. The control device for a vehicle according to any one of claims 1 to 3.   The engine is provided with a supercharger, and the controller is configured to control when the pressure difference between the supercharging pressure of the supercharger and the pressure downstream of the intake throttle valve detected by the intake pressure sensor is small. The vehicle control device according to any one of claims 1 to 4, wherein the start threshold value is set lower than when the differential pressure is large.   6. The engine according to claim 1, wherein the engine includes a spark plug, and the controller is configured to retard the ignition timing of the spark plug based on an increase in an intake air amount by setting an increased torque. 2. The control device for a vehicle according to claim 1. A control device for a vehicle in which rear wheels are driven,
A steering device for steering the vehicle,
An engine that drives the rear wheels of the vehicle;
An intake throttle valve provided in an intake passage of the engine;
A throttle opening sensor for detecting the opening of the intake throttle valve,
A fuel injection valve,
A steering angle related value detection sensor that detects a steering angle related value related to a steering angle of the steering device;
A driving state sensor for detecting a driving state of the vehicle,
A controller for controlling the engine,
The controller is
Setting a basic torque based on the driving state detected by the driving state sensor,
When the steering angle related value detected by the steering angle related value detection sensor is equal to or more than a predetermined start threshold, an increasing torque is set based on the steering angle related value,
The engine is configured to control the intake throttle valve and the fuel injection valve so as to generate a torque obtained by adding the increased torque to the basic torque,
The controller is configured to set the start threshold lower when the opening of the intake throttle valve detected by the throttle opening sensor is large than when the opening is small. Vehicle control device. A control device for a vehicle in which a front wheel is steered by a steering device and a rear wheel is driven by an engine,
A vehicle attitude control means for increasing a torque generated by the engine when a steering angle related value related to a steering angle of the steering device is equal to or more than a predetermined start threshold;
Threshold value setting means for setting the start threshold value lower when the differential pressure between the upstream side and the downstream side of the intake throttle valve of the engine is small than when the differential pressure is large;
A control device for a vehicle, comprising: A control device for a vehicle in which a front wheel is steered by a steering device and a rear wheel is driven by an engine,
A vehicle attitude control means for increasing a torque generated by the engine when a steering angle related value related to a steering angle of the steering device is equal to or more than a predetermined start threshold;
Threshold setting means for setting the start threshold lower when the opening of the intake throttle valve of the engine is large than when the opening is small;
A control device for a vehicle, comprising:

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