JP3438642B2 - Vehicle control device - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fuel injection device provided with a fuel injection device.
Vehicles equipped with the engine
The output torque is changed by changing the fuel injection amount.
Control device for suppressing vehicle longitudinal vibration
You. BACKGROUND OF THE INVENTION Direct fuel injection engines are not
It is known that responsiveness is good, but on the other hand,
Directly connected torque converter for dynamic transmission and automatic transmission
In this case, it is easy to induce longitudinal vibration of the vehicle during acceleration and deceleration. [0003] For example, acceleration operation of an accelerator pedal (stepping on a pedal)
Drive wheel torque in response to sudden acceleration request
The continuously variable transmission is operated to the reduction side (speed ratio increase side)
If this occurs, longitudinal vibration of the vehicle body occurs at the end of this shift
It is known. This is stepless in response to sudden acceleration
When the transmission is operated to the reduction side, it is involved in the transmission of power.
When the rotation speed of the rotating body changes, the amount of change
Inertia torque is generated according to the speed) and the moment of inertia
On the other hand, after the shift is completed, the rotational speed of those rotating
As the rotational speed stabilizes, the inertia torque is released,
Drive wheel torque temporarily increases due to this inertia torque
And the body vibrates back and forth against the torsional elasticity of the power transmission system.
Is what you do. In the following, such vehicle longitudinal vibration
It is called re-vibration. In order to suppress the shaking vibration, for example,
Japanese Patent Application Laid-Open No. 11-5460 proposed by the applicant
The output torque of the engine and the gear ratio of the continuously variable transmission
Is expected to occur at the end of shifting based on
Calculate the half cycle of the vibration
A predetermined time based on the time half a cycle before the vibration
Timing of engine output torque and continuously variable transmission with timing
Control to increase the drive wheel torque stepwise.
In this way, the opposite phase
Vibration is generated, which suppresses shaking vibration.
You. [0005] Specifically, in FIG.
As shown in FIG.
From the time point Ps1 before the half cycle t0 / 2 of the chestnut vibration,
Drive wheel torque during t0 / 2 until the shift end point Pe1
Is the addition of the current drive wheel torque and the target (final) torque T
Intermediate torque T / 2, which is the average value, and at Pe1
After that point, the output of the engine will be the target torque T.
Drive wheel torque by controlling the torque and the gear ratio of the continuously variable transmission
Is increased step by step.
According to this, at the time point P half a cycle before the shift end time point Pe1
Half of the inertia torque from s1 to the end point of shifting Pe1
Minutes are released, and after the shift end time Pe1, the remaining
Excessive inertia torque is opposite phase vibration to Shakuri vibration.
And the inertia torque cancels the shakuri vibration
So that shaking vibration is suppressed.
Is done. Hereinafter, the engine and the continuously variable transmission are controlled in this way.
By changing the drive wheel torque step by step
The control to suppress the shearing vibration is called the shearing suppression control.
U. [0006] On the other hand, the drive system of a vehicle is related to power transmission.
Backlash as a nonlinear element (for example,
Part and spline part play)
When the gin is driven by the wheels,
When the drive state changes to
The kinetic energy stored during exercise in the
Unintentional vehicle transmitted at the end of a change of state
Back and forth vibration occurs. Due to such backlash
As shown in FIG.
When switching between the operating state and the driven state, the accelerator pedal
Output of the basic target torque obtained based on the operation amount of the
Needed to pack backlash ahead of time
Small torque (backlash suppression torque) in a short time
Output, and after packing backlash,
Steer the drive wheel torque to output the basic target torque.
It is possible to consider a control that changes in a top-down manner. Less than,
Such control is called backlash suppression control. SUMMARY OF THE INVENTION
Control and backlash suppression control to the engine output
Considering that it can be realized by changing
The engine output torque is changed by changing the fuel injection amount stepwise.
That is, it is only necessary to change the step by step. Only
In practice, the accelerator pedal is suddenly accelerated or decelerated.
When operation is performed, change the fuel injection amount suddenly.
Even though the torque corresponding to the fuel injection amount is not generated, the control is effective.
In some cases, it could not be performed. When this was analyzed in detail, it was found that this phenomenon
The cause is that even if the fuel injection amount is changed in a step
Changes in intake air amount cause fuel injection due to elasticity of the atmosphere in the pipe
It is not possible to follow rapid changes in volume, resulting in a temporary
May be too small or too large to cause misfire
There was found. [0009] The present invention has been made in view of the above problems.
The control of shaking reduction control and backlash suppression control
Control to change the drive wheel torque in a step-by-
Engine to change the fuel injection amount.
In the vehicle control device that has been
Effective control of speed or sudden deceleration operation
Aim. [0010] In order to achieve the above object,
The present invention relates to a rapid acceleration operation or a rapid deceleration operation of an accelerator pedal.
Hiccup vibration and backlash caused by cropping
At least one of the front and rear vibrations caused by the vehicle
Control by controlling the amount of fuel injected.
Control device for vehicle that performs control to sharply change engine torque
In the rate of change of the control target value of the fuel injection amount,
As long as misfires occur due to delays in changes in engine intake
The threshold value is set in advance, and the fuel
The rate of change of the fuel injection amount in the fuel injection control is
Is exceeded, the fuel injection amount is changed, and the rate of change is
Set to be. In the present invention, the target injection amount is determined by changing the target injection amount.
Cause misfire due to delay in engine intake air volume change
If the power limit is exceeded, set the limit
If the acceleration or deceleration operation is performed quickly and
If the target torque is set to a value that will cause a misfire
The rate of change of the fuel injection amount is always at the limit value
And sudden changes in fuel injection amount are suppressed.
The change in intake air volume can be followed well, and the change in intake air volume is delayed.
There is no risk of misfiring caused by the fire. Therefore,
In the case of control such as
Control that changes the gin torque steeply and effectively.
You can go. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of the present invention will be described below.
An embodiment (hereinafter, referred to as an embodiment) will be described with reference to the drawings. Figure
2 is a schematic diagram of a vehicle control device 1 according to an embodiment of the present invention.
A schematic configuration diagram is shown. Target vehicle in this embodiment
Both are a direct fuel injection type engine 10 and driving wheels of a traveling unit.
(Not shown) via a continuously variable transmission 16.
It is a vehicle. In FIG. 2, the crankshaft of the engine 10 is shown.
Reference numeral 12 denotes a belt-type continuously variable transmission via a starting clutch 14.
(Continuously Variable Transmission; hereinafter, CVT
16) input shaft 18. CVT1
6 is provided with a differential (not shown)
Connected to the drive shaft of the vehicle via a
As a result, the rotational force of the engine 10 is
Is transmitted to. The input shaft 18 and the output shaft 2 of the CVT 16
0 has variable pulleys 22 and 24 with variable effective diameters.
Between the variable pulleys 22 and 24.
The moving belt 26 is wound. Variable pulley 22 and
And 24 are fixed to the input shaft 18 and the output shaft 20, respectively.
Fixed rotating bodies 28 and 30, the input shaft 18 and the output shaft
Moveable in the axial direction to 20 and relative rotation in the rotation direction
Movable rotators 32 and 34 that are provided
You. The movable rotating bodies 32 and 34 are respectively mounted on these.
By the operation of the attached hydraulic actuators 33 and 35,
It is configured to move in the axial direction,
Between the fixed rotating bodies 28 and 30 and the movable rotating bodies 32 and 34
The width of the V-groove formed on the transmission belt 26 fluctuates,
Is changed. The input shaft 18 and the output shaft 20 of the CVT 16
Is a rotation sensor 36 for detecting these rotation speeds.
And 38 are provided, respectively. These rotation sensors
36 and 38 are mainly composed of microcomputers
Electrically connected to an electronic control unit (hereinafter referred to as ECU) 40
The ECU 40 detects the rotation sensors 36 and 38.
The gear ratio of the CVT 16 is controlled based on the output signal. CV
Although not shown, the output shaft 20 of T16 is connected via a gear.
Differentials and drive wheels of the running section are connected
And backlash is mainly due to these gears and differentials.
Present in the municipal government. In the engine 10, fuel is directly injected into the combustion chamber.
A fuel injection device 11 for injecting is provided. engine
To the throttle valve 49 installed in the intake pipe 41 of 10
Is a throttle actuator 50 for opening and closing this.
Is provided, and the intake pipe 41 calculates an intake air amount.
In order to detect the intake pipe negative pressure, an intake pipe negative pressure sensor 42 is provided.
Have been killed. Although not shown, the engine 10
A water temperature sensor and an oil temperature sensor are provided.
Each detection value of temperature sensor and oil temperature sensor is input to ECU40
Is done. On the other hand, in the vicinity of the crankshaft 12, the engine rotation
A rotation sensor 44 for detecting the speed is provided.
You. The intake pipe 41 and the exhaust pipe 43 are provided with an exhaust gas recirculation device.
39 and the exhaust gas recirculation passage so as to be openable and closable.
ing. The ECU 40 includes the fuel injection device 11 and the switch.
Rottle actuator 50, intake pipe negative pressure sensor 42,
The rotation sensor 44 and the exhaust gas recirculation device 39 are electrically connected.
Are connected, and the basic injection of the fuel injection device 11 is performed according to each detected value.
Control the amount of radiation and the amount of operation of the exhaust gas recirculation device 39.
Is configured. On the other hand, near the accelerator pedal 46,
Of the throttle valve 49 interlocked with the accelerator pedal 46
An accelerator sensor 48 for detecting the opening is provided.
The ECU 40 calculates the detected value of the accelerator sensor 48
Of the throttle valve and the rotation sensor 38 based on the
Vehicle speed and engine speed detected by rotation sensor 44
Suction through the throttle actuator 50 based on the
Control the volume. Further, a shift lever provided near the driver's seat is provided.
-52 includes a shift sensor for detecting the operation position.
The ECU 40 is provided with a shift
Information such as the drive range detected by the sensor 54, vehicle speed, and speed.
The start clutch 14 is determined based on information such as the opening of the rotary valve.
And the speed ratio of the CVT 16 is controlled. Car with such a configuration
Regarding an example of control executed in both control devices 1,
This will be described below. Embodiment 1 In the present embodiment, the present invention is applied to the above-mentioned shaking suppression control.
The example used will be described. First, as shown in FIG.
As described above, the detected throttle valve opening and engine
Is read into the ECU 40 (S1) and read.
Based on the throttle valve opening and engine speed
The final target which is the output pattern to the fuel injection device 11
The torque is calculated (S2), and based on the calculated final target torque.
Then, the output of the shear suppression control is performed (S3). And
The calculation of the final target torque in step S2 is performed as shown in FIG.
This is performed according to a flowchart.
Is the rate at which the rate of change in fuel injection should cause misfire.
The basic target torque can be set as
Change rate, that is, the amount of change per unit time
It is provided. First, in step S11, the accelerator
Is the throttle valve opening corresponding to the value detected by the sensor 48?
And the target output obtained from the rotation sensor 44
Based on the engine speed, the basic
The target torque is calculated. Next, in step S12,
The calculated basic target torque is the previous target torque, which is the previous value.
It is determined whether or not the torque exceeds the
And the case of deceleration. Here, the basic target torque is equal to the previous target torque.
If it exceeds, it is determined that the vehicle is accelerating and the process proceeds to step S13.
Value obtained by subtracting the previous target torque from the basic target torque
Is greater than a predetermined increase allowable torque. This
Increase allowable torque at the execution interval of this flowchart.
A further increase in the basic target torque within a certain Δt period
If there is, the intake air volume
This is a threshold value that causes misfiring due to an undersize. This threshold and
Acceleration within the allowable range below the increase allowable torque
Is negative in step S13, and step S14
The basic target torque is used in the
Is adopted as the target torque. Next, step S16
In the target torque adopted in this way,
The previous target torque and the shear suppression control period (intermediate torque
T0 / 2, which is a half cycle of the longitudinal vibration cycle of the vehicle body to output
And the corresponding period during which the target torque should be output).
The final target torque is calculated by a constant
Is calculated. The final target torque calculated in this way
Is the longitudinal vibration of the vehicle body as shown in section j in the curve of FIG.
Target torque for t0 / 2, which is a half cycle of the cycle
And the target torque after the lapse of t0 / 2.
It is assumed that. The vehicle body longitudinal vibration cycle t is the vehicle weight.
It is known based on the above. Finally, at step S17, the target torque is
Is substituted for the target torque. Thus, the basic target torque
The amount of increase in torque per unit time falls below the allowable torque
In the case of acceleration within the allowable range, the drive wheel torque is reduced by one cycle.
The value calculated in step S11 by the shake suppression control.
Since the basic target torque is reached, the shaking reduction control is performed once.
Complete with On the other hand, in step S13, the basic target
The value obtained by subtracting the previous target torque from the torque is the increase allowable torque.
If the value exceeds
Misfire due to insufficient intake air volume due to the delay of
In the case of acceleration outside the allowable range, the rate of change of the target injection amount
Is greater than the rate of change that would cause a misfire.
The determination is fixed, and the process proceeds to step S15. Step S1
At 5, the basic target torque calculated at step S11 is
Instead, the sum of the previous target torque and the increase allowable torque is
Adopted as the target torque used in the clutch suppression control
You. Next, in step S16, sampling is performed in this manner.
Target torque used, previous target torque,
A predetermined shaking reduction pattern based on the control period.
The final target torque is calculated from the number. The final target torque calculated in this way
Is the start time P of the control output as shown by the curve l in FIG.
From s1 to t0 / 2 which is a half cycle of the longitudinal vibration cycle of the vehicle
Is set to half of the target torque T1, and the value of t0 / 2
After the elapse of the period, the target torque T1 is obtained.
You. Finally, in step S17, the target torque (see FIG.
Therefore, T1) is substituted for the previous target torque. Here, the basic target torque is increased as described above.
In the case of acceleration outside the allowable range exceeding the allowable torque, drive
The wheel torque can be stepped by one time
The basic target torque calculated in step S11 (in FIG. 5,
Does not reach Te). Therefore, the above step S1
1, S12, S13, S15, S16 and S17
The difference between the target torque and the previous target torque falls below the increase allowable torque.
Until the final target torque
Is composed of many stages as shown by the curve l in FIG.
It is calculated as a step-like pattern. Also, the target torque
If the difference between the previous target torque and the
Step S14 is executed after the negative determination in step S13.
In response to the output of the subsequent control for suppressing the shearing (S3),
Drive wheel torque is the basic target calculated in step S11.
Since torque is reached, this reduces the series of
Your control will be completed. During deceleration, the field during acceleration is
The reverse control is performed. That is, during deceleration,
A negative determination is made in step S12, and the process proceeds to step S19.
In contrast to step S13, the target torque is
The target torque is subtracted and the resulting value is
Is determined. This reduced allowable torque
Indicates that a further decrease in the basic target torque within the period of Δt
If there is, the intake air volume
This is a threshold value that causes misfire due to excessiveness. This threshold and
Deceleration within the allowable range below the allowable reduction torque
Is determined to be negative, and in step S14, the basic target
Luk is the target torque used in the control
Adopted. Next, in step S16,
Target torque adopted in the previous
Based on the shear suppression control period, a predetermined
The final target torque is calculated by the turn function. this
Thus, the amount of decrease in the basic target torque per unit time
Is within the allowable range below the allowable reduction torque.
Indicates that the drive wheel torque is one time as shown in section k in FIG.
Calculated in step S11 by the
The reduced basic target torque is reached.
Complete once. On the other hand, in step S19, the previous target
The value obtained by subtracting the basic target torque from the torque is the allowable reduction torque.
If the value exceeds
Misfire due to excessive intake air volume
If the deceleration is out of the allowable range, the judgment is affirmative and the
The process moves to step S20. In step S20, step S
Instead of the basic target torque calculated in step 11,
The value obtained by subtracting the permissible torque from the torque
It is adopted as the target torque used in the control. Then
In step S16, the eye thus adopted
Target torque, previous target torque, and shear control control period
Based on
A final target torque is calculated. These steps S11,
S12, S19, S20, S16 and S17 are the previous
Until the difference between the target torque and the target torque falls below the allowable reduction torque.
At the final target torque.
The turn is a multi-stage stair-shaped putter as shown by the curve n in FIG.
Is calculated as In addition, the previous target torque and target torque
If the difference between the torques is less than the allowable decrease torque, the process proceeds to step S19.
After a negative determination is made in step S14,
Drive wheel torque is determined by the following control output (S3)
Reaches the basic target torque calculated in step S11.
Therefore, this completes a series of shank reduction control.
And As described above, in the present embodiment, the fuel injection device
The target injection amount of the device 11 is adjusted according to the operation amount of the accelerator pedal 46.
And the current injection amount of the fuel injection device 11
Calculating an intermediate injection amount based on the target injection amount,
The fuel injection to the engine 10 is controlled by controlling the injection device 11.
The injection amount is defined as the intermediate injection amount for a predetermined period, and the predetermined period
Stepwise so as to reach the target injection amount from the time point
To change. Here, in the present embodiment, the target injection amount is
The change speed is caused by a delay in the change of the intake air amount of the engine 10.
To a rate of change that should not cause a misfire
Therefore, acceleration or deceleration operations are performed quickly and
The target torque will be set to a value that will cause a misfire.
Even if this happens, the rate of change of the fuel injection amount is always constant
Value, which prevents sudden changes in fuel injection volume.
The change in the intake air amount can be followed well, and the change in the intake air amount can be delayed.
There is no risk of misfires resulting from this. Therefore,
Sharpening suppression system that changes drive wheel torque in steps
Control can always be carried out effectively. In the first embodiment, the target injection amount is
So that the rate of change is less than the rate of change that would cause a misfire
As a means for setting, the basic target torque change speed (unit
Control with a configuration that limits the amount of change per unit time).
However, in the present invention, the changing speed of the target injection amount is controlled.
Other means may be used as long as they provide a limit.
Load indicators (eg load factor, engine power, drive wheel torque)
A configuration may be adopted in which the change speed of h) is limited. Embodiment 2 In this embodiment, the present invention is applied to the above-described backlash suppression system.
Control, that is, when switching between the driving state and the driven state
The base obtained based on the operation amount of the accelerator pedal 46
Prior to the output of this target torque,
Small torque (backlash
Control torque) for a short period of time,
Output the basic target torque after packing
Applied to control that changes drive wheel torque in steps
It was done. First, in the flowchart of FIG.
Sensor 44, water temperature sensor and oil temperature sensor respectively
Detected engine speed, engine water temperature and engine
The oil temperature is read into the CPU 40 (S21). Next, read
Based on each detected value, the CPU 40
Backlash control tor can fill rush
Is calculated (S22). This backlash suppression torque
Is different depending on the engine friction.
And this backlash suppression torque and engine rotation
Based on the number, the application period of the backlash suppression torque,
That is, the backlash suppression control period is calculated. Next, the buckler calculated in this way is
Between the torque control torque and the backlash control period.
Utilizes torque control. In FIG.
Open the throttle valve corresponding to the value detected by the cell sensor 48.
Based on the degree and the engine speed detected by the rotation sensor 44.
Basic goals necessary for the driver to obtain the desired vehicle speed
The torque is calculated (S31). Next, this calculated value and
Based on information such as the vehicle speed detected by the rotation sensor 38,
Whether the gin 10 has changed between the driven side and the driving side
Is detected (S32). Is the engine 10 side driven?
From the drive side to the drive side, that is, the accelerator pedal 46
Is operated by the driver and the engine 10 drives the traveling unit.
From driving by wheels to driving wheels
When trying to turn, the ECU 40 checks the internal counter C.
And give the value of the backlash suppression period calculated earlier.
(S33), the buckler that calculates the current target torque first
The fuel injection amount of the engine 10
Control is performed (S34). In step S32, the change is confirmed.
If not, the ECU 40 determines whether the internal counter C
Δt (the execution cycle of the flowchart of FIG. 8)
(S35), it is determined whether or not the value of the internal counter C is 0.
(S36). If C> 0, the ECU 40
Judging that the crash has not yet clogged,
The process proceeds to step S34 and the engine 10
Continue to indicate the occurrence of Luc. Then, in step S36, C = 0
Is determined, the final target torque calculation shown in FIG.
Move to exit routine. In FIG. 9, first,
The value of the basic target torque is read into the ECU 40 (S
41). Next, the read basic target torque is
Is determined to be greater than the previous target torque (S4).
2) With this, control is distributed between acceleration and deceleration.
Divide. During acceleration, which is determined to be affirmative in step S42,
In this case, the process proceeds to step S43, where
The value obtained by subtracting the target torque from the previous time
It is determined whether it exceeds. Here, this increase allowable torque
Is the period of Δt, which is the execution interval of this flowchart.
If there is a further increase in the basic target torque within
Misfire due to too small intake volume due to delay in intake volume change
Is the threshold at which Allowable increase as this threshold
If the acceleration is within the allowable range below the torque, the step
A negative determination is made in S43, and in step S44
Basic target torque is used in backlash suppression control
Adopted as target torque. Next, in step S46
Therefore, the target torque adopted in this way
Based on the target torque and the predetermined torque holding period, a predetermined
The final target torque is calculated by the target torque pattern function
Will be issued. Finally, in step S47, the target torque is
Substituted for target torque. The final target torque calculated in this manner
Is the internal counter in the flowchart of FIG.
When the value of C becomes 0, the engine 10
Is forced. Therefore, the driving wheel torque is
During the backlash suppression control period as in the previous case
Small value to reduce the backlash,
After the elapse of the backlash suppression control period,
It changes stepwise so as to become the target torque. like this
The increase in the basic target torque per unit time
If the acceleration is within the allowable range below the allowable torque, the drive wheel
The torque is controlled by one backlash suppression control.
The basic target torque read in step S41 is reached.
Thus, the backlash suppression control is completed once. On the other hand, in step S43, the basic target
The value obtained by subtracting the previous target torque from the torque is the increase allowable torque.
If the value exceeds
Misfiring due to too small intake air volume
In the case of acceleration outside the allowable range, the rate of change of the target injection amount
Is greater than the rate of change that would cause a misfire.
The determination is fixed, and the routine goes to Step S45. Step S4
In step 5, the basic target torque read in step S41
Instead of the sum of the previous target torque and the increase allowable torque,
Adopted as target torque. Then, to step S46
Then, the final target is calculated by a predetermined target torque pattern function.
The target torque is calculated. Here, the basic target
In the case of acceleration outside the allowable range where the torque exceeds the increase allowable torque
The drive wheel torque is controlled by one backlash control.
Therefore, the basic target torque read in step S41
Not reach. Therefore, the above steps S41, S4
2, S43, S45, S46 and S47 are the basic target
Until the difference between the torque and the previous target torque falls below the increase allowable torque.
At the final target torque.
The turn has a stepped shape consisting of many steps as shown in FIG.
It is calculated as a pattern. Also, the target torque and the previous
If the difference between the target torques falls below the increase allowable torque, step S4
After a negative determination in step 3, step S44 is executed.
The backlash suppression control output following
Luk becomes the basic target torque read in step S41.
As a result, a series of backlash suppression control
Will be completed. During deceleration, the field during acceleration is
The reverse control is performed. That is, during deceleration,
A negative determination is made in step S42, and the process proceeds to step S49.
In contrast to step S43, the target torque is
The target torque is subtracted and the resulting value is
Is determined. This reduced allowable torque
Indicates that a further decrease in the basic target torque within the period of Δt
If there is, the intake air volume
This is a threshold value that causes misfire due to excessiveness. This threshold and
Deceleration within the allowable range below the allowable reduction torque
Is negative, and in step S44, the basic target
Target torque used by LUC in backlash suppression control
Adopted as Then, in step S46, the eye
The final target torque is calculated by the target torque pattern function.
Finally, in step S47, the target torque is
Assigned to Luc. In this way, the basic target torque
Allowable reduction amount per unit time is less than reduction allowable torque
In the case of deceleration within the range, the drive wheel torque is reduced by one back
Read in step S41 by rush suppression control
Reduced basic target torque, reducing backlash
The control is completed once. On the other hand, in step S49, the previous target
The value obtained by subtracting the basic target torque from the torque is the allowable reduction torque.
If the value exceeds
Misfire due to excessive intake air volume
If the deceleration is out of the allowable range, the judgment is affirmative and the
The process moves to step S50. In step S50, step S
Instead of the basic target torque read in 41, the previous target
The value obtained by subtracting the allowable decrease torque from the torque is the target torque.
Adopted as Then, the above steps S41, S4
2, S49, S50, S46 and S47 are the previous target
Until the difference between the torque and the target torque falls below the allowable reduction torque.
Is repeated until the final target torque
Is calculated as a multi-step stair-like pattern. Ma
The difference between the previous target torque and the target torque is
If the value is smaller than the predetermined value, a negative determination is made in step S49 and the process proceeds to step S49.
S44 is executed, and the subsequent backlash suppression is performed.
The drive wheel torque is calculated in step S41 by the control output.
The basic target torque that has been set.
The crash suppression control is completed. As described above, in the present embodiment, the target torque
By limiting the change speed of the target injection amount,
The change speed is caused by a delay in the change of the intake air amount of the engine 10.
To a rate of change that should not cause a misfire
Therefore, acceleration or deceleration operations are performed quickly and
The target torque will be set to a value that will cause a misfire.
Even if this happens, the rate of change of the fuel injection amount is always constant
Value, which prevents sudden changes in fuel injection volume.
The change in the intake air amount can be followed well, and the change in the intake air amount can be delayed.
There is no risk of misfires resulting from this. Therefore,
Backlash that changes drive wheel torque in steps
The suppression control can always be executed effectively. In each of the above embodiments, the present invention is applied.
Shake suppression control and backlash suppression control are performed respectively.
Although an example in which the present invention is applied to an individual device has been described, the present invention
Is the amount of fuel injected into the engine by controlling the fuel injector.
Is the intermediate injection amount for a predetermined period, and when the predetermined period elapses
Stepwise change from the point to the target injection amount
Applicable to other configurations of vehicle control devices
Yes, for example, after the backlash suppression control ends.
The present invention can also be applied to a device that performs re-suppression control.
It is possible, and such a configuration also belongs to the scope of the present invention.
Things.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a flowchart showing a calculation process of a final target torque of a shear control in the first embodiment. FIG. 2 is a block diagram illustrating a configuration of a vehicle control device according to an embodiment of the present invention. FIG. 3 is a flowchart illustrating a shear suppression control according to the first embodiment. FIG. 4 is a timing chart showing a shear suppression control in a case where an increasing speed or a decreasing speed of a target torque is lower than an allowable reference value in the first embodiment. FIG. 5 is a timing chart showing a shear suppression control when the target torque increase speed exceeds an allowable reference value in the first embodiment. FIG. 6 is a timing chart showing the shearing reduction control when the reduction speed of the target torque exceeds an allowable reference value in the first embodiment. FIG. 7 is a flowchart illustrating a process of calculating a backlash suppression torque and a backlash suppression period in the backlash suppression control according to the second embodiment. FIG. 8 is a flowchart illustrating backlash suppression control according to the second embodiment. FIG. 9 is a flowchart illustrating a final target torque calculation process in the backlash suppression control according to the second embodiment. FIG. 10 is a timing chart illustrating backlash suppression control when the target torque increase speed exceeds an allowable reference value in the second embodiment. FIG. 11 is a timing chart showing the control for suppressing the shearing force before the improvement according to the present invention. FIG. 12 is a timing chart showing backlash suppression control before improvement according to the present invention. [Description of Signs] 1 Vehicle control device, 10 engine, 11 fuel injection device, 14 starting clutch, 16 continuously variable transmission (CV
T), 40 ECU, 41 intake pipe, 42 intake pipe negative pressure sensor, 48 accelerator sensor, 49 throttle valve.

Continuation of the front page (56) References JP-A-58-138236 (JP, A) JP-A-60-30436 (JP, A) JP-A-10-184417 (JP, A) JP-A-3-111649 (JP) JP-A-9-303171 (JP, A) JP-A-8-144805 (JP, A) JP-A-9-195839 (JP, A) JP-A-62-183044 (JP, U) (58) Field surveyed (Int.Cl. ⁷ , DB name) F02D 9/00-11/10 F02D 41/00-41/40 F02D 43/00-43/04 F02D 45/00 B60K 41/00-41/28

Claims (1)

(57) [Claims 1] In order to suppress at least one of vibration of the vehicle caused by sudden acceleration operation or rapid deceleration operation of the accelerator pedal and longitudinal vibration of the vehicle caused by backlash, In a control device for a vehicle that performs control to rapidly change an engine torque by controlling a fuel injection amount, a limit at which a misfire occurs due to a delay in a change in engine intake with respect to a change speed of a control target value of the fuel injection amount. A value is set in advance, and when the changing speed of the fuel injection amount in the fuel injection control for suppressing the vibration exceeds the limit value, the fuel injection amount is set so that the changing speed becomes the limit value. , Vehicle control device.